( A O X . ^pil^l^IliP 1*AaIaA^ w#^$aW*^/ a /-A as* Ms i^-P' .'M kVA-A'iRr^/- 2 ^ i < i ■ hFWAa< mSssSrmM «• s a , a... ;n^m^AAAAAm i ' : :Pf^HRp^!^Q^ r 2 A A A A Zk ^ ' A aNh^A/5 !f^WN'AA i:ii'SWwOTnn@S mmMN^Mm^m a * kfc 0 ? a a » * „ r § :>^S A^^...r f , ' ' A^/ufl ' ' ' _ ; ' aA^aA aaX Eg AWRTO^A^^^^nC Wnhh^fi^ri "va, a THE ■ Electric Railway Journal o INDEX TO VOLUME XXXV O January to June, 1910 McGraw Publishing Company 239 West 39th Street New York PAGES BY WEEKS INDEX TO VOLUME^XXXV J. JANUARY TO JUNE, W10 Jan. i.. . Jan. 8. . . Jan. 15. Jan. 22 . . Jan. 29. Feb. 5. . Feb. 12. Feb. 19. Feb. 26. Mar. 5.. Mar. 12. Mar. 19. Mar. 25. Apr. 2.. . Apr. 9. . Apr. 16. Apr. 23.. Apr. 30. . May 7. . May 14.. May 21. . May 28. . June 4. . June 11. June 18. June 25. Aberdeen, Wash., Gray's Harbor Railway & Light Co., Sale, 677 Accelerometer, Direct-reading [Moore], *22y Accident claim department: Investigating reports and claims [Hand- Ion], 905 Medical department [McLaughlin], 777 ■ Organization [Cole], 1025 Relation with law department [Falkner], ' to 6a 6l to 95 tn tu T 1 A J34 135 tn L(J 172 to 214 215 tn to tn to 302 tn CO 33° tn 37° tn to 432 tn 472 ATI to C T A ETC tn LO c cfS 55° ■ C c*7 to 648 " 6zlo to 684 68q to 726 ■ • " 727 to 766 ■ ■ " 767 to 806 807 to 854 •• " 855 to 892 ... " 893 to 928 ■ ■ " 929 to 964 • • " 965 to 1012 • • " 1013 to 1048 . . " 1049 to 1084 . . " 1085 to 1 120 1024 -Team accidents, 1 67 Circular to employees, Association ; (See also Claim Agents' Legal) Accident claims: Double claim for damages, 381 Fraudulent, Baltimore, 721 Fraudulent, New York. 1043 Importance of engineering details in dam- age suits, 810 Accident insurance policies and damages, 218 (See also Employees; Employers' liability) Accidents: Cascade Tunnel snow slide, Gt. Northern R. R., *494 — - — Chicago, 1042 New York City, February and March, 642, 800 Booklet for Children, Cincinnati, 1105 Prevention: Baltimore, 800 Booklet for Children, Cincinnati, 1105 Educating the public [Schneider], 617; Discussion, 975 — Prize essays on, Illinois Traction Co., S ' ' 'I, . 748 Protection of linemen working on high- tension transmission lines, Practice of various railways. 1068 Reduction of, by pay-as-you-enter cars, Chicago, 102, 152 Accountants' Association: Executive committee meeting, 240 Shop accounting committee, Meeting of, 747, 832 Work of 1909 [Swift], 28 Accounting: Auditor's relation to the operating execu- tive [Lamb], 492 Depreciation [Duffy], 185; [Weeks], 782; Discussion, 779 Allowance . for income tax, London, ■274 Cleveland, Depreciation and main- tenance in [Davies], 614 Electrical properties, Depreciation and reserve funds of [Jackson], 903 Nebraska Commission, Testimony of E. W. Bemis, 441 New York Public Service Commission, Inquiry by, 793. St. Louis depreciation reserve, 433 Statistics from different companies I Ford 1, 284 Treatment of. I Ford], 284 Issue of securities to provide working capital in Massachusetts, 663 Milwaukee, Handbook Riving classification of accounts, 278 SEF Accounting: (Continued) \ ^ Philadelphia, for power plant maintenance and operation, 1020 ^^>v_ f 6 Seat-mile unit [Foster], C198; Comment! ' ' i7S Shop accounting, Meeting of Committee on, 747, 832 — —Transportation records in Berlin, *229 (See also Auditing; Blanks and forms) Accounting Conference (See Central Electric Accounting Conference) Accounting department, Relations with the operating department [Elkins], 944; Comment, 929; Discussion, 979 Ackley Brake Co., Organization of, 82 Adelaide. South Australia, Report of Munici- pal Tramways Trust, 519 Advertising: Cleveland, Street car talks to public, '874 Dasher advertising, 304 Educating the public [McGraw], 73; Dis- cussion, 71 Farming special train operated in Massa- chusetts, *738 Hudson River tunnel advertisements, *IS4 London methods [McGraw], 73 Minneapolis advertisement for trainmen, *994 Pay-as-you-enter car service in Baltimore, *72 — —Street railway advertising [Sylvester], [Faulkner], 196 (See also Publicity) Air brakes (See Brakes, Air) Akron, Ohio: Cars, One-side convertible, *io72 Pension fund for employees of Northern Ohio Traction & Light Co., 759 Albany, N. Y.: Limiting number of passengers on cars, 191; Comment; 173; Discussion, 406 Strike, 965 Traffic agreement with Schenectady Ry., 1078 Albany Southern Ry. (See Hudson, N. Y.) Allentown, Pa., Lehigh Valley Transit Co.: Bond issue, 370, 957, 799 Operation into Philadelphia, 848 Refinancing plan, 641 Alliance, Ohio, Stark Electric R. R. : Dividend, 330 Increase of stock and dividend, 508 Alternating current, Change to direct current, Washington, Baltimore & Annapolis Ry-> *392; Comment, 380 Aluminum wire for railway motor field coils, Experiments in Germany [Pauls- meier], 67; Comment, 62, 1051 American Institute of Electrical Engineers, Convention, 990 American Railway Engineering & Maintenance of Way Association, Convention, 488, 498. 541 American Street & Interurban Railway Ac- countants' Association (See Account- ants' Association) American Street & Interurban Railway Asso- ciation : Atlantic City for Convention, 965, 1000 Committee on insurance, Meeting, 902 Committee meetings in January. 239 Cominittee on membership, Work of, 97 — ■ — Committee on transportation of United States mail. Meeting of, 82 Committees, 117. 157 Convention hall, Permanent, Offer of Saratoga Springs, 893 Distribution of blanks and folders, 797 — — Executive committee meeting, 903 Midyear meeting, 82, 197, 216, *24i, 269, 279 — —New members, 288 Pennsylvania R. R. a member. 1029, 1049 President's address, Midyear meeting, 241 Success and future work [Shaw], 7 American Street & Interurban Railway Claim Agents' Association (See. Claim Agents' Association) American Street & Interurban Railway Engi- neering Association : Committee on buildings and structures, 702 Committee on equipment, Meetings of, 361, 1026 Committee on heavy electric traction, 855, 870 Committee on power distribution. Meeting of, 832 Committee on power generation ; Meeting <>f. 36S Committee on shop accounting, Meeting of, 747. 832 Committee on standards. Meeting of 102ft Committee on way matters, Meeting of, 79.3 Committees, 316 — Executive committee meeting, 1 1 1 Work of 1909 [Lincoln], 27 American Street & Interurban Railway Manu- facturers' Association : — Convention, T099 Financial report, 909 (Abbreviations: * Illustrated. c Correspondence.) American Street & Interurban Railway Trans- portation & Traffic Association: 1 — ^-"Circulars on transfer information and l ™ 1 ' eify rules, 993 Committee on construction of schedules and time tables, 1102 Committee on express and freight, Meet- ing of, 979 Committee on interurban rules, Circulars to railroad commission, 710; Meeting of, 1031 ■ Committee on subjects. 157 — ■ — Committee on training of employees, Meeting of, 993 Committee on transfers, Meeting of, 531 Committees, 541 Executive committee meetings, 240, 793 Work of 1909 [Todd], 12 Anchor for pole guy wires [Miller], *6$6 Anderson, Ind., Indiana Union Traction Co.: — — Annual report, 424 Shop schemes, *788 Appraisal of railway property [Williams], 76; [Nethercut], 945; Discussion, 976 Brooklyn Rapid Transit Co., Testimony of B. J. Arnold, 156; of T. S. Williams, 248 Coney Island & Brooklyn R. R. [Ford], 104; Hearing, 460 Coney Island case, Ten-cent fare, 457 Detroit, Arbitration, 674, 709, 755, 796, 843, 881, 916, 1038, 1074, 1112 — — Third Avenue R. R., New York, 228 Valuation of private property [Whit- ridge], 1 10 Valuation of public service industries [Adams], 314 (See also Accounting) Apprentice courses: Boston Elevated Ry., 247; Comment. 218 Car repair men, Action of the Engineer- ing Association Committee, 115; Com- ment, 136 Public Service Ry., Cadet and apprentice courses, 908 Technical graduates and the electric rail- way [Richey], 995 Arbitration boards in London, 63 Arbitration of labor troubles [Pierce], 736; Comment, 728 Ardmore (Okla.) Traction Co., Sale, 507 Arkansas Association of Public Utility Oper- ators, Convention, 831 Armature bearings, Lathe attachment for bor- ing and facing, *62g Armature coils: Impregnating plant, Cincinnati shops, *$8i Manufacture of. *578 Manufacture of, in substations, 649 Winding, Cincinnati shops, *s8o Armature repair and field coil winding ma- chine (American), *999 Armature truck, Handy, Pittsburgh, *834 Armature testing, Portable transformer for, 360 Aroostook Valley R. R. (See Presque Isle, Me.) Asheville, N. C., Pole and tie preservation, 606 Atchison (Kan.) Railway, Light & Power Co. : Extension proposed, 1076 Reported sale, 957 Athens (Ga.) Railway & Electric Co.: Bond issue. 1004 Incorporation, 799 Atlanta, Ga. : Cast-iron and steel wheels, 909 Pole and tie preservation, 605 Atlantic City (N. J.) & Shore R. R. : Fare increase, 1078 Purchase, 1004 Atlantic & Suburban Ry. (See Pleasantville, N. J.) Auditing conductors' returns, Methods [Col- lins], 411 Auditing express and railroad expense bills [Doerr], 226 Auditing. (See also Accounting.) Auditor's relation to the operating executive [Lamb], 492 Augusta, Ga., Pole and tie preservation, 605 Austria, Trackless trolley lines, * 225 Automobile drivers. Legal liability of, 434 Automotoneers, Use of, in the South, 913 Axles: Discussion at Wisconsin Electrical Asso- ciation, 186. Mounting pressures. Report of M. C. B. Association, 1098 Babbitt melting stove, "789 I t.-ilt itnore : Accident claim, Fraudulent, 721 Accident prevention, 800 IV INDEX. [Vol. XXXV. Baltimore: (Continued) Pay-as-you-enter car service, posters, "72 Pay-as-you-enter cars. *42 — ■ — Sprinklers in car houses, 672 United Railways & Electric Co., Annual report, 1040 P.avarian State Railways, Electrification of, 287 Bearing metals in Richmond, Va., 666 Bearings, Wear of, Discussion, 435 Bell circuits, Methods of testing, 270 Bellingham, Wash^ Whatcom County Railway & Light Co., Stock sale, 52 Bells: Highway crossing (Hoeschen), *952 Pneumatic, (Keystone), *2oo Belton (Tex.) & Temple Traction Co.: Receivership, 423 Sale, 677, 8S4 Berkshire Street Ry. (See Pittsfield, Mass.) Berlin, Germany: Car equipment and shops of the Grosse Berliner Strassenbahn, 981 Emergency devices on cars, '836 — Exposition of American art and industry proposed, 75 Franchise, fare and traffic conditions, 229 Pension system of employees, 396 Subways proposed, *io3 Transportation records, *22g Binghamton (N. Y.) Ry., Exchange of bonds, 548 Birmingham (Ala.) Railway, Light & Power Co., Dividend, 126 Blanks and forms: — — Cincinnati repair shops, 584 Complaint slips, Utica, N. Y.,'938 Deed and contract record, Terre Haute, Equipment department, Massachusetts Electric Companies, 970 Fire protection, Metropolitan Street Ry., 693 Indianapolis, Crawfordsville & Western Traction Co., 936 Interurban agents, Indianapolis, Ind., 701 London Underground Electric Rys., 814 — — Maintenance forms, Coney Island & Brooklyn R. R., 441 Metropolitan Street Ry., New York, 1089 Painting cars, London Underground Rys., 907 Philadelphia, Time cards, 1020 Printed explanations of forms, 1086 Progress reports, London County Council Tramways, 1066 Public Service Ry., 1055 Repair shops, Indianapolis, 588, 590 Revising forms, Necessity for, 768; [Steb- bins], C873; C910 St. Clair tunnel operation, 595 Snow fighting, Metropolitan Street Ry., 73i Track maintenance, 612 Transportation records in Berlin, 229 Block signals. (See Signals) Bloomington (111.) & Normal Railway & Light Co., Pay-as-you-enter cars, '879 Boarding and leaving cars, Time required in different cities, 665 Boone (la.) Electric Co., Sale of, defeated, 52 Booster, Entz, abroad, 47 Boring bar, Expansion [Buck], '632 Boston : Electrification of steam roads: Hearing on,' 674 Joint commission report, 122, 151 Prospects for, 339 Elevated Ry. : Annual report, 85 Apprentice course, 247; Comment, 218 Average and critical haul [Parker], 2.3S Distribution of rewards to employees, 89 Holding bill filed, 677 Inspection of employees, 993 Instruction of car employees, 107 Intoxicated persons, Handling of, 246 Motor maintenance, '652 Snow cost, 466 Station at Jamaica Plain, Cost of establishing, 950 Substation at Egleston Square, *4o8 Traffic capacity of terminal, 848 Trolley wheel practice and casting formula, 877 Utilization of old equipment [Win- sor], 106 Fare, Distribution of each 5-cent, 329 Massachusetts Electric Companies," Stock sale, 1076 Mayor Fitzgerald on transit matters, 326 Public Service Investment Co., Stock is- sue, 371 Railway & Light Securities Co.: Bond sale, 295 Dividend, 165 Suburban Electric Companies, Dividend, 126 Subway, Riverbank, proposed, 546 Transfers, Objections to, 1049 Boston & Eastern Electric R. R., Tunnel un- der Boston harbor, Hearing on, 717 Boston, Lowell & Lawrence R. R., Certificate of exigency, 367, 422 Boston & Northern and Old Colony Street Rys: Car equipment progress, 622 Boston & Northern: (Continued) Cost of improvements on Salem Division, 368 Fare hearings by Massachusetts Commis- sion, 153, 332, 1070 Fares in Raynham, Mass., Hearing, 873 — — -Freight service proposed, 11 14 Issue of securities to provide working capital, 663 Repair shop practice, '858 — —Rolling stock maintenance organization, .*97° Semi-convertible car, Light, *s 7 1 ; Com- ment, 560 Tabulating car equipment progress, 622 Boston & Worcester Electric Companies, Divi- dend, 1 1 1 3 Boston & Worcester Street Ry.: Issue of securities to provide working capital, 664 ■ Stock issue, 464 Bow collector, Bellinzona-Mesocco Ry., '307 (See also Pantograph) Brake hanger, Richmond, Va., *no6 Brake hanger jig, *495 Brake riggirfg, Resiliator for [Streeter], *i072 Brake shoes: Adjustment [Beebe], *447, *448 Report, M. C. B. Association, 1099 Richmond, Va., 570 Wear of wheels by, 1087 Brake valves, Motorman's (N. B. & E. Co.), *795 Brakes, Air: Cost of maintaining the Magann system, 150 ■ Maintenance, Indianapolis shops, 587 Principles and constructional features [Turner], 535 Brakes, Momentum Mabco, Improvements in, 497 Brakes, Track, Self-tightening tumbler (Freund), *8^7 Braking, Electric, in Glasgow, 872 Brass, Composite, for journal bearings, *20i Bridges : Concrete, built in freezing weather, Public Service Ry., "1054 Inspection of, 488 McKinley, over Mississippi River at St. Louis, *I38 Maine Electric Rys., over Kennebec River, ♦178, 180 Overhead construction on movable bridges, Brooklyn Rapid Transit Co., *io6i Reinforced concrete vs. steel, for short span bridges, 488 Reinforcement, with steel and concrete, Fulmer Creek, Mohawk, N. Y., '526 Brill, J. G., Co.: Annual report, 329 Prizes for essays on car design, 45 Brooklyn : Coney Island & Brooklyn R. R. : Appraisal of property, Testimony by F. R. Ford, 104; Hearing, 460 Bond issue, 52, 508 Corporation tax law, Constitutionality of, 277, 827 Fare case decision, 506 Fenders and wheel guard order, 549 Fire insurance rate reduced, 252 Rolling stock improvements, 440 Drawbridges and traffic, Investigation by Public Service Commission, 166 ■ Rapid Transit Co.: Annual meeting, 260 Appraisal of property, Testimony of B. J. Arnold, 156; of T. S. Wil- liams, 248 Bond payments, 700 Bonds listed on Stock Exchange, 548 Dividend, 921 Employees' Association, Report of, 11 14 Instruction car on elevated lines, *22o; Comment, 215 Instruction in use of air brake, 535 Iron-bar overhead construction, *ioi6 Tudgment reversed by Brooklyn Heights R. R., 424 Overhead work at movable bridges. *io6i Ten-cent fare to Coney Island upheld by Public Service Commission, 456: Comment, 475; [Calder- wood], 490 Snow conditions, use of freight locomo- tive, *68 Snow fighting facilities, Investigation of, 238 Wage increase, 126 Wheel-guard order, 83, 331 Brooklyn Bridge, Reduction of trolley delays [Lane], 1065 Brunswick (Ga.) Terminal & Railway Securi- ties Co.: Directors, 330 Stock matters, 52 Brush, Carbon. (See Carbon brush) Brush-holder jig, *495 Brush tension in Boston, *654 Brushes, Self-feeding, for washing windows (Stanton), *(>7i Buffalo, N. Y., International Ry., No city passengers on Lancaster cars, 801 Buffalo, Lockport & Rochester Ry., Excess fare upheld, 261, 331, 686 Bumpers for suburban cars of Detroit United Rys., *224 Burlington County Ry. (See Mt. Holly, N. J.) c Cable-end protectors (E. E. E. Co.), *7S4 cables [Durgin], "985 Cable faults: Location of, in underground high-tension cables [Durgin], '985 Metropolitan Street Ry., New York, 935 Cairo (111.) Railway & Light System, Power plant improvements, 1102 Calgary Street Ry. Earnings, 424 Calibration of electrical instruments, Metro- politan Street Ry., 897 Calumet & South Chicago Ry. (See Chicago) Camden (N._ J.) & Trenton Ry.: Reorganization, 52, 957 — — Sale, 330, 548, 677, 884 Canals, Electric traction1 on, 541 Car construction: Baggage cars, Hudson & Manhattan R. R., *497 Effect of collision on, 875, *no6 Oakland, Cal., "Key Route," *99 Pay-as-you-enter cars, Newark, '272 Present tendencies [Curwen], 29 Sleeping car, Illinois Traction, *478 (See also Car design) Car design: Manager's car. Public Service Ry., *i023 Metropolitan Street Ry., New York, *5&6 Multiple unit car, *5io Office car, Illinois Traction System. *i89 Semi-convertible car, Boston & Northern, *S72, *574 Side door steel cars, New York subway, *io58 Weights (See Car weights) Wiring diagram of semi-convertible car, *57i . „ (See also Car construction) Car doors, Design, Metropolitan Street Ry., New York, *s68 Car houses: Coney Island & Brooklyn R. R., *440 Dayton, Ohio, 544 Heating system, Toronto, *542 Lewiston, Me., *i8i — — Metropolitan Street Ry., *688; Storage capacity, 563 Minneapolis, 937 Public Service Ry., *io55 Richmond, Va., Fireproof, *6oi Washington, D. C, *64 Car inspection (See Inspection) Car panels. Steel, over wood, Richmond, Va., 586 Car seats, Protection for edge, Richmond, Va., 579 Car steps, Height of: Chicago, 167 Portland, Ore., 550 Car weights: Reducing, 362; Value of lightness in cars [Ayres], 703, Correction, 785 Reductions in weights of motors, 1051 Report of committee of Engineering Asso- ciation, 1028 — — Semi-convertible cars, Boston & Northern Street Rv-, S75 Cars, Baggage, Hudson & Manhattan R. R., *496 Cars, Chartered. (See Chartered cars). Cars, Closed, Oakland, Cal., Large cars of the "Key Route." *98 Cars, Combination, Hanover, Pa., *79o Cars, Construction, Metropolitan Street Ry., *82I, *822 Cars, Convertible, One-side, Akron, Ohio, , *I072 _ '■ ,. v ■<-"'/' Cars, Funeral, Chicago, *7i4, 1042 Cars, Garbage and utility, Chicago Rys., 444 Cars, Gyroscopic: (Scherl) *n6, *228 (Sehilowsky) 940 Cars, Instruction, Brooklyn Rapid Transit Co., *220 Cars, Mail, Spokane & Inland Empire R. R., *439 ■{...'■ Cars, Manager's, Public Service Ry., *I022 Cars, Observation platform, Lewiston, Me., *I77 Cars, Office, Illinois Traction Co., *i88 Cars ordered in 1909, 32 Cars, Pay-as-you-enter: Advantages [ Varrellman] , 784; Discus- sion, 780 [Murdoch], 939 Baltimore, '42 Bloomington, 111., *879 — — Cincinnati, 466, 678 Fort Worth, Tex., Trailers, "1071 Los Angeles, Cal., 509, *iooo Louisville, Ky., 801 McKinley Bridge service, Illinois Traction Co., *95i Metropolitan Street Ry., '565 Muskogee, Okla, One-man design, *7i2 Newark N. J., '272 Ocean Electric Ry., 720 Richmond, Va., 775 Rochester, 678 Third Avenue, New York, Reconstructed cars, *no3 Toledo, Ohio, 801, *I034 (Abbreviations: 'Illustrated. c Correspondence.) January — June.. 1910.] INDEX. V Cars, Pay-within, Philadelphia, *I44 Cars, Prepayment: -Metropolitan Street Ry., New York, *566 Platform accidents, 856 Cars, Scraping, for conduit cleaning, New York, *8ig Cars, Semi-convertible, Light car, Boston & Northern, *57i; Comment, 560 Cars, Sleeping, Illinois Traction System, *476, 721; Comment, 474, 894 Cars, Steel: N. Y., N. H. & H. R. R., *5i8 New York subway, *I057 Southern Pacific Co., 794 Cars, Storage battery: Edison, 159, *i8z, 292 ■ Prussian Government Rys., '1070 Third Avenue, New York, *734 Cars, Test, Metropolitan Street Ry., *662 Cars, Trail : Fort Worth, Tex., *i07i Philadelphia, *342 Cars, Vacuum cleaning, *66i Carbon brush changes of Virginia Railway & Power Co., 1067 Carbon brushes for rotaries, New York, 934 Cascade tunnel: Electric traction, 37 Snow slide, *494 Catenary construction: Advantages of, 341 European construction (Allg. Elek. Gesell.), *397 Experimental line of Connecticut Co., *345 — —Feeders for messengers, Rochester, Syra- cuse & Eastern R. R., *i6o New Haven Road, Harlem River branch, •698 Progress in [Smith], 991; Comment, 968 (See also Overhead construction; Trolley wire) Catskill (N. Y.) Electric Ry., Sale, 165 Catskill (N. Y.) Traction Co., Bond issue, 548, 758 Census report on electric railways in 1907, 1067 Central Electric Accounting Conference: March meeting, 534 Work of 1909 [Forse], 23 Central Electric Railway Association: Address by President Whysall, 538 Annual handbook, 444 Annual meeting, 216, *23i Associate members, List of, 123 Committee on insurance, Report of, 947 May meeting, 975 Standard sizes for publications recom- mended, 1014 Central Electric Traffic Association: Freight tariff filed, 1042 January meeting, 235 February meeting, 392 March meeting, 497, 619 April meeting, 744 Ticket paper. Official, 606 Work of 1909, 190 Central States, Interurban railway progress, *4o; Comment, 1 Champaign, 111., Illinois Traction System: Accident prevention, Prize essays on, 748 Completion of connecting links, 124 Circus, Handling a, 11 14 Construction work of 1909, * r 38, 1101 Grain elevators along line, 167 Manager's office car, *i88 Observation parlor cars between Peoria and St. Louis, 11 15 Pay-as-youenter cars for McKinley Bridge service, *95i Protection of linemen, 1069 Purchases, 1076 — —Sleeping cars, *476, 721; Comment, 474 Traffic agreement with steam roads, 768 Charleston, S. C: Cast-iron and steel wheels, 909 Metal cutter, Homemade, *g 1 1 Painting cars, 570, 672 Pole and tie preservation, 605 Charleston (S. C.) Consolidated Railway & Lighting Co., Incorporation, 799, 846 Charlotte, N. C.i Gas-engine station, * 86 1 Gas engines, 650 Chartered or special cars .[Wilson], 413; Dis- cussion, 406 Chemist, The, and the power plant [ L.ittlc] , 153 Chicago: Accidents, 1042 Accidents reducer) by pay-as-you-cnter cars, 102, 152 Aurora, Elgin & Chicago R. R.: Bond sale, 294 Improvements, 1097 Calumet & South Chicago Ry., Funeral car, 1042 Car step heights, 167 Chicago City Ry.: Annual report, 548 Dividend, 294, 404 Funeral cars, "714 Rehabilitation progress, 50 Static discharge sets at substations, „ *69 Suit, 206 Chicago: (Continued) Chicago City & Connecting Ry., 641 Bonds, 423 Payments on bonds, 846 Chicago Consolidated Traction Co.: Merger with Chicago Rys., 1075 Reorganization as the United Rail- ways Co., 164, 206, 921 Chicago & Oak Park Elevated R. R., Ex- tension, Tentative ordinance for, 545 — — Chicago Rys.: Annual report, 464, 718 Bond sale, 294 Car reconstruction, Cost, *6o3 Chart for headway calculations, *70 Garbage and utility car, 444 Merger with Consolidated Traction Co., 1075, 1114 Operating organization, 426 Operation of Chicago Consolidated Traction Co., 548 Receivership, 956, 966, 1040 . Through route to Chicago, 11 15 Commonwealth Edison Co., 20,000-kw turbo units, 493 Consolidation of railways, 47, 86, 370, 845, 1075 Electrical Show, *I54 Elevated loop situation, 291, 320, 368 Elevated railway improvements, Confer- ences between road officials and city representatives, 443 Fifty-five per cent fund, 756 Funeral cars, *7i4, 1042 Hammond, Chicago Heights & Southern Traction Co., Bond issue, 1076 Metropolitan West Side Elevated Ry. : Annual report, 328 ■ Dividends, 52 Northwestern Elevated R. R., Prizes for garden displays, 959 Pavement, Replacing, Method of measur- ing and charging for 319 Public Securities Co., Organization of, 846 Rehabilitation work [Arnold], 355 • South Side Elevated R. R.: Annual report, 260 Dividends, 295, 1005 Stops for cars on near side, 484 Subways proposed, 123, 161, 289, 757 Tantalum lamps for cars, 1072 Through routing problem, 304, 847 Traction matters discussed by Western Society of Engineers, 147 Traffic conditions [Fish], 28; [Mitten], 31; [Shaw], 242; Report of Bureau of Engineering, '867 Transfer announcements. 760 United Railways, Organization, 164 Chicago, Joliet & St. Louis Electric Ry., In- crease in capital stock, 261 Chicago, Lake Shore & South Bend Ry. (See Michigan City, Ind.) Chicago & Milwaukee Electric R. R., Telephone train dispatching, 202 Chicago, South Bend & Michigan City Ry. (See South Bend, Ind.) Chicago & Southern Traction Co. Receiver ship, 260 Chico, Cal., Northern Electric Ry., Protection of linemen, 1068 Chippewa Valley Ry. (See Eau Claire, Wis.) Cincinnati, Ohio: Accident booklet for children, 1105 Cincinnati Traction Co.: Clubhouse and employees protective association, ^752 Coal handling, '771 Pay-as-you-enter cars, 466, 678 Repair shops, *$8o Ohio Electric Ry. : Beneficial Association, Annual meet- ing, 641 Insurance methods, 309 Ohio Traction Co., Proposed Mill Creek Valley franchises, 426 Circuit breakers: No voltage release (Westinghouse). '321 Removing brushes [Coleman], *366 Time-limit device, *6g6 Claim Agents' Association, Work of 1909 [Car- penter], 18 Clarksville (Tenn.) Railway & Light Co., Officers, 165 Classification of cars, M. C. B. Association, of 1910, 1097 Cleaners for cars: Pneumatic (Duntlcy), "998 (Stanton), '671 ' Cleaning cars: Metropolitan Street Ry., 564 Vacuum-cleaning car, *66i Clearances recommended by American Railway Engineering & Maintenance of Way Association, "488 Cleveland, Ohio: Cleveland F.lcctric Ry. : Report for March, 709 Subscription for new stock, 548 Cleveland, Southwestern & Columbus Ry., Mortgage bonds, 677 Drawbridge runway, '360 Eastern Ohio Traction Co., Sale, 204 884, 1076 Franchise, 61; approved by popular vote, 357! Comment, 340 l ake Shore Kelcctric Ry. : Refinancing, 86, 261, 846 Stock issue, 465 (Abbreviations: * Illustrated. c Correspondence.) Cleveland, Ohio: (Continued) Losses of, in street railway war [Hayden], „ -44 Ohio Interurban Rys., Wage increase, 761 Ordinance, Maintenance provisions of, 219; [Davies], 614 Power consumption tests of cars, 69 Power negotiations, 292 Receiver discharged, 442 * ft car 'alk* to the public, '874 Traction situation, 50, 61, 83, 122, 161, -203, 257, 326, 421, 483, 545. 638, 6/3, 7'6> 755. 796, 842, 881, 916, 953, 1002, 1039, 1073, mi, E. W. Bemis on, 950 Coal : - — - — Occluded gases in, 145 Saving fuel at the hoisting plant, 727 Specifications, Metropolitan Street Ry., 896 Coal handling: Cincinnati, *77i Conveying apparatus for preventing breakage of gear, 586 Hudson & Manhattan R. R., Coal and ash handling, 387, '389 Spy Run station of Fort Wayne & Wa- bash Valley Ry., *994 Coil impregnating plant, Anderson, Ind., *789 Columbus, Ohio: Columbus Railway & Light Co., Annual meeting, 260 Employees' welfare work, 501 Interurban terminal, 11 12 Strike, 807, 833, 878 Ticket inspectors, 332 Columbus, Delaware & Marion Ry. : Fraudulent mortgages, 424 Interest on bonds, 206 Receivership, 165, 294 Columbus, ■ Marion & Bucyrus Ry., Data book, 290 Commonwealth Power, Railway & Light Co. of Michigan, 86 Commutator manufacture, Methods and costs of, *83S Commutator slotter, Anderson, Ind., *788 Commutator slotting: Boston, '653, *gio Relation to brushes and mica [Sfluier]. 613 Complaint slips, Utica & Mohawk Valley Ry., *938 Condensers for small central stations [Lewis], 749 . Conduit, Fibre, for underground cables (Johns-Manville) , "1107 Conduit cutter, *859 Conduit systems: Contact plows, New York Citv, *66o Maintenance of tracks, Metropolitan Street Ry., 818 ■ Track reconstruction, Washington, *4^ Coney Island & Brooklyn R.' R. (See Brooklyn) Congestion problem, 687 Connecticut Co. (See New Haven, Conn.) Connellsville, Pa., West Penn Rys.: Dividend, 1077 Increase in indebtedness, 958 Insurance for employees, 166 — ■ — Refinancing, 330, 424 Consolidation of electric railway properties, Results of, 474 Contact plows, Metropolitan Street Ry., «66o Control system, Auxiliary mechanical reverser, 1 °93 Controller handle, Special, with contactors (Hanna), *i2o Controller regulators (Porter), *io7i Controllers: Alternating-current, for stationary motors (E. C. & M. Co.), *997 Automotoneers, Use of, 913 Lubricating, with oil pads, *633 Repair work, "578 Trail cars, Controllers for Philadelphia, Converters, Rotary, Carbon brushes for, New ork, 934 Cornell University, Debates on electric rail- way subjects, 753 Corporation tax. (See Taxes) Corporations, Railway, Relation of, to the public [MacAffee], 19 (See also Public service commissions) Cost of living: Distribution of expenses (From Bulletin of Bureau of Labor), 825 — Street railway and, 856 Couplers, Pneumatically operated, Brooklyn instruction car, *223 Covington, Ky., Results with natural gas fir- ing, 874 Cranes, Electric: Home-made, Cincinnati shops, *j8? Washington, I). C, '437 Crossing, Railroad, Specification, 489 < losing signal bell (Hoeschen), "952 Crossing signs, Indiana, 642, "860 ( inverts: — Corrugated, with smooth bottom (Penn ) "878 Home-made boiler plate, *mo Watson ingot iron, "63(1 Cutter for bar iron, Charleston, S. C, "911 VI INDEX. [Vol. XXXV. D Dartmouth & Westport Ry. (See New Bed- ford) Davenport, la., Freight terminal of Iowa & Illinois Ry., *245 Dayton, Ohio, Car house, 544 Dayton, Covington & Piqua Traction Co., Directors, 1076 Decatur, Ind., Fort Wayne & Springfield Ry. : Employees as stockholders, 135 Trademark, *443 Delaware & Hudson Co., Earnings, 758 Denver: Accident campaign with buttons, 1007 Growth of City Tramway, 123 Lightning, Instructions on, 950 Traffic conditions [Beeler], 27 Denver, Greeley & Northwestern R. R. (See Greeley, Col.) Denver & Inter-Mountain R. R., Dissolution of company, 508 Depreciation (See Accounting) Derailers : (Freeland), 632 (Hayes), *877 Des Moines, la: —Control system, Auxiliary mechanical re- verser, 1093 Fire in car house, 1074 Inter-Urhan Ry., Freight traffic, 966 Six-for-a-quarter tickets withdrawn, 720 Tentative ordinance, 161 Detroit: Arbitration of appraisal, 674, 709, 755, 796, 843, 881', 916, 1002, 1038, 1074, ..12 Bumpers on suburban cars, *224 Chartered ear charge, 414 Committee of fifty continued, 203 Fare case decision, 679 Franchise question, 161, 756 Ordinance, 494 Trucks (Baldwin), * 1 59 United Ry. : Annual report, 369 Franchise, 122 Payment of notes, 294 Detroit River tunnel, Electric traction, 37 Disinfectant "Killitol" (Hayner), 48 Dispatching systems: Telephone, Chicago & Milwaukee Electric R. R., 202 — — Turn-out selector mechanism, *63i (See also Telephone) Distribution system, Calculation [Rice], 78 District of Columbia, Regulations for opera- tion of cars, 425 Draughting, Standard symbols, *ios6 Drawbar carry-iron. Little Rock, Ark., *9ii Duluth (Minn.)-Superior Traction Co., Bond iccue. 92 t Durham, N. C, Pole and tie preservation, 604 E Easel for curtain painting, *789 East Liverpool (Ohio) Traction & Light Co., Purchase of Valley Electric Co., 549 Eastern Ohio Traction Co. (See Cleveland) Easton. Pa., Northampton Traction Co.: Consolidation with Easton & Washington Traction Co., 846 Directors, 1077 Eau Claire, Wis., Chippewa Valley Railway, Light & Power Co., Bond issue, 508 Education (See Apprentice courses) Ejectments for refusal tc pay fare [Williams], 237 Electioneering by trolley, Indiana, 801 Electric Railway Journal : ■ index, 1085 Maintenance issue, s 5 7 Elizabeth & Trenton R. R. (See Trenton, N. J.) Elmira (IN. V.) Water, Light & Railroad Co., Bond issue, 294 El Paso (Tex.) Electric Co., Dividend, 424 Emergency stations and crew, 1049^ Emergency wagon, Metropolitan Street Ry., *io89 Employees : Arbitration boards in London, 63 Arbitration of difficulties [Pierce], 736; Comment, 728 Bulletins on courtesy: Evansville, Ind., 333 Portland, Ore., 466 Philadelphia, 208 St. Louis, 1078 Clubhouse: Metropolian Street Ry., '1090 Clubhouse and Protective Association, ■Cincinnati, *752 Club rooms, Lynchburg, Va., *524 Education of, 115, 136 Engagement of platform employees and rush-hour traffic, 406 Examination of trainmen, Fort Wayne, Ind., 592 Grievances, Presentation of. 5 Hints from a conductor, 247 Instruction of, Boston, 107; Metropolitan Street Ry., 1091 Employees: (Continued) Insurance : Germany, against accidents, 833 Philadelphia, 88 West Penn Rys., 166 l ectures, Metropolitan Street Ry., 1091 Lectures to shop foremen, 515 - — —Merit system: Ft. Wayne, Ind., 88 Illinois Traction System, 143 - — — Motormen's instruction car of Brooklyn Rapid Transit Co., *22o; Comment, 215 Non-college men in railway work, 517 Pensions : Akron, Ohio, 759 Berlin, 396 Metropolitan Street Rv , 1093 Newburgh, N. Y., 128 Philadelphia, 88 Western Electric Co., 875 Posting the work of careless employees, *344 ^Premium and piece-work system, Metro- politan Street Ry., 569, 1091; Com- ment, 5^8 Promotion rules in Ft. Wayne, 88 Protection of linemen, Practice of various railways, 1068 Rewards for employees, Boston Elevated Ry., 89 Rules governing: Philadelphia, 670 Track department of Metropolitan Street Ry., 865 Sick and death benefits associations, In- crease of, 1085 Stockholders, Employees as, 135 Substation men can wind armature coils, 649 Training of men for electric railway work, 136, 993 Wage increase: Brooklyn, 126 Milwaukee, 7^9 Newark, 88 Ohio Interurban Rys., 761 St. Louis, 760 Wages discussion, New Haven, 719 ^Wages, Rates of. Compared with those in other industries, 966 Welfare work: Columbus, Ohio, 501 c:i opHitan Street Ry., 1093 U. S. Steel Corporation and Interna- tional Harvester Co., 810 Workmen's compensation acts in Great Britain [Badger], C1029 (See also .A nprer rice courses; Strikes) Employers' liability, 810 Employers' liability acts in Great Britain [Badger], C1029 Engineering developments "f 1909, 3 Engineers' Society of Pennsylvania, Meeting, 917, 1102 England : Car house at Reading used for political meeting, * 1 5 1 — Electrification 011 Midland Railway, 43 Heavy electric traction on Mersey Ry.. Heysham-Morecambe Ry. and Tyne- mouth branches of North Eastern Ry., 43, 741; Comment, 729 Purchase of power for electric traction, 382 Through running agreements, 824 (See a'so London) Eureka Springs, Ark., Citizens' Electric Co., Sale, 330 Europe, Heavy electric traction, Progress, *667 Evansville, Ind., Bulletin on courtesy, 333 Excursion parties, Watching of, 931 Exhibits by railway companies, Importance of, 1050 F Fairmont (W. Va.) & Clarksburg Traction Co., Sale, 884 Far Rockaway, L. I., Pay-as-you-enter cars, 720 Fare collection: Boxes on pay-on-entrance cars, 1078 Hartford & SpringfieTd Street Ry., during heavy traffic, 1078 -Rooke system in New Bedford, R. R., 321 Fare register, Ohmer, Average performance of, 878 Fares : -Berlin, Germany, 229 Boston & Northern Ry., 332 Children's, Jamestown, N. Y , 8oi City lines, Fares on [Glenn], 13 Commutation rates increase on steam roads, 857, 886 -Coney Island, Ten-cent fare, Brooklyn Rapid Transit Co., 456; Comment, 475; [Calderwood], 490 Detroit decision, 679 Discussion of the fare question [Clark], 279 — —Distribution of each 5-cent fare in Bos- ton, 329 (Abbreviations: * Illustrated. c Correspondence.) Fares: (Continued) Excess fares: Buffalo, Lockport & Rochester Ky., Fare upheld, 261, 331, 686. Indiana, Fare not upheld, 262, 331, 686 New York State, Fare upheld, 261, 33i ■ Fares, taxes and regulation [Tingley], 10 Ft. Dodge, Des Moines & Southern R. R., 1096 : Haverhill, Mass., Fare change, 1078 Increase in fares: Atlantic City lines, 1078 Interurban roads, 174 Spokane, Wash., 167 Washington and Baltimore, 295 Wisconsin, 87; [Pulliam], 195 Increased costs demand readjustments [Webster], 24 Legal tender for a fare, What constitutes a [Lake], 313 Miners' tickets, Ruling at Girardville, Pa., 801 Minneapolis, 5-cent rate upheld by Su- preme Court decisions, 83, 112, 137 No-seat-no-fare ordinances, 686, 720, 727, 761, 887 Normal school and business college fare bill in Massachusetts, 372 Northampton, Mass., Readjustments, 720, 823 Philadelphia, 18 Philadelphia & West Chester Traction Co., Hearing on increase in fare, 787 Raynham, Mass., Hearing, 873 Reduction of fares: Oshkosh, Wis. [Pulliam], 195 Why fares should not be lowered on city systems [Mathes], 750; Dis- cussion, 779; Comment, 809 Why interurban railway fares should not be lowered [Garner], 781; Discussion, 779; Comment, 809 Reduction of taxation or increase of fare [Sergeant], 6 Refusal to pay fare for self or child [Williams], 237 Remedies for fare situation on urban lines [House], 1013 Tacoma, Wash., 53, 508, 550, 760 -Ten-cent fare for special service, Ithaca, N. Y., 721 Tendency of diminishing profits at 5-cent fare [Ford], 30 Worcester-Westboro fare hearing, 759 Farming special train operated in Massachu- setts, *738 Faults (See Cable faults) Fayetteville, N. C, Consolidated Railway & Power Co., Sale, 884, 1076 Federal Light & Traction Co. (See New York City) Feeder conditions. Analyzing, 1086 Feeder systems, Low-tension [Rice], 46 Feeders, Arrangement of, Metropolitan Street Ry., at 96th St., New York, 934 Fence posts, Concrete, 489 Fenders : ■ Coney Island & Brooklyn R. R., Order to equip, 540 Drop and lock device (Sharp), '713 New York, Hearing, 751 San Francisco, 462 Field coils, Aluminum wire for, 67 Filing systems: Loose-leaf [Gould], 619 — —Report of Central Electric Railway As- sociation Committee, 978 Financial : Capitalization, Return on [Ford], 30 Charge for electrical energy, 382 Cleveland Ry., report for March, 709 Comparative cost of 600-volt and 1200- volt d.c. interurban railways, 791 Cost of electric railway construction and operation; Testimony of F. R. Ford, 705 Cost of reconstructing cars, Chicago Rys., *6o3 Costs, Increased, Necessity of increasing revenue to meet [Kruger], 18 Investment in New England properties [Sullivan], 624 Long Island R. R., Operating costs, 532 Maintenance cost in Massachusetts, 630; [Ayres], 0671 -New York City companies, Earnings of, 464. 957 Operating expenses, Analysis of [Ford], 30 Receiverships and foreclosure sales during 1909, 41 West Jersey & Seashore R. R., Operating costs, 532 Findlay, Ohio, Toledo, Bowling Green & Southern Traction Co., Mortgage, 261 Fire clays, Thermal conductivity, 1069 Fire insurance: Central Traction & Light Bureau offer, 240 Committee meeting, A. S. & I. R. A., 902 Discussion at Boston, 672 Discussion, Southwestern Gas & Electrical Association, 939 Improved conditions, 303 Metropolitan Street Ry., 688; Comment. 685 January — June, 1910.] INDEX. VII Fire Insurance: (Continued) Ohio Electric Ry. methods, *309 Reducing rate in Brooklyn, 252 Report of Central Electric Railway Asso- ciation Committee, 947, 979 Report of N. E. L. A. Committee, 989 Fire prevention: Hose houses, *364 Metropolitan Street Ry., *688; Comment, 685 Floods in Mohawk Valley, Effect of, *444 Flower displays along railway lines, Prizes for: Berkshire Street Ry., 800 Chicago gardens, 959 Fond du Lac, Wis., Fare increase, 87; [Pul- liam], 195 Ft. Dodge (la.), Des Moines & Southern R. R. : Fares, 1096 Freight traffic, 966 Purchase of Crooked Creek R. R., 677 Receivers, 1041 Traffic and physical development, *io94 Fort Smith (Ark.) Light & Traction Co.: Dividend, 677 Issue of notes, 294 Ft. Wayne, Ind., Stops of cars, Change from near-side to far-side, 332 Ft. Wayne & Springfield Ry. (See Decatur, Ind.) Fort Wayne & Wabash Valley Traction Co. : Coal-handling plant at Spy Run station, *994 Examination of trainmen, 592 Note issue, 464 Promotion bulletin, 88 Ft. Worth, Tex.: -Northern Texas Traction Co., Bond issue, 295. 885 Pay-as-you-enter trailers, *i07i Franchises : Fares, Requiring low [Pulliam], 195 Indeterminate permits in lieu of fran- chises, Wisconsin, 187 Long-term [M'Carter], 16 Permanent franchises and reasonable re- turns [Brady], 21 Richmond, Va., 449 Frederick (Md.) Ry., Bond issue, 921, 957 Freight and express: -Boston & Northern Street Ry., 11 14 Express service at less than freight rates [M'Millan], 26 Farming special train operated in Massa- chusetts, *738 Ft. Dodge, Des Moines & Southern R. R., 1095 Increasing freight traffic, 966 Milford, Attleboro & Woonsocket Street Ry., 678 Freight station, Davenport, la., *-'45 Fuel (See Coal). Fuses: Inspection of spare, 728 1000-amp (D. & W.), *998 c Garden displays, Prizes for, Chicago, 959 Gary (Ind.) & Interurban Ry., Bond issue, 1114 Gas engines: Charlotte, N. C, power station, *86i City railway and lighting service [Latta], 650 Report of""N. E. L. A. Committee, 988 (See also Power stations, Producer-gas plants) Gas (natural) firing at Covington, Ky., 874 Gasoline cars, Development, 9 Gasoline-electric cars: Operating costs. Third Avenue R. R., 48 Southern Railway, "202 Third Avenue R. R., Operation, 734 Gasoline inspection car (Mudge), '251 Gear ratios, Discussion on, 363 Gears: Life, in St. Clair tunnel, 595 Lubrication of, 249 — — Material for, . 61 Sectional (Osmer), *8o Wear of, Discussion, 435 General Electric Co., Annual report, 845 Generators, D. C, turbo | Waters |, 98S German Street & Interurban Railway Associa- tion, Work of, "38 German street railway paper, Convention souvenir number, 31 Germany! Insurance against accidents to em- ployees, 833 Gettysburg (Pa.) Ry., Organization, 206 Girardville, Pa., Miners' tickets at reduced rates must not be issued, Hm Glasgow, Electric braking experiments, 872 Glens Falls, N. Y., Hudson Valley Ry., Pro- tection of linemen, 1060 Glue heater, Electric (Advance), *8l Gong, Pneumatic (Keystone), .-no Governors' messages on public utility enter prises, 157, 224 Grand Rapids, Mich., Commonwealth Power, Railway & Liyht Co., Consolidation of various railways, 86, 677 Grand Trunk Ky. (See St. Clair tunnel) Gray's Harbor Ry. (See Aberdeen, Wash) Great Northern R. R. : ■ Avalanche at Cascade tunnel, *494 Electric traction progress, 37 Greeley, Col., Denver, Greely & Northwestern R. R., Incorporation, 957 Grid resistances after Detroit models, *3o8 Grip for insulated wire (Klein), *9i3 Guide of Eastern and Western New York electric railways, 296 Gyroscope system: (Sjcherl) car, * 1 1 6, *228 SchilOwsky invention, 940 H Hammond, (Ind.) Whiting & East Chicago Ry., Incorporation, 370 Hanover, Pa., Combination passenger, smoking and baggage car, *79o Hartford & Springfield Street Ry., Dividend, 885 Havana (Cuba) Electric Ry., Dividend, 799 Haverhill, Mass., New Hampshire Electric Rys., 207 Fare change, 1078 Headlights, Electric: hievated ligtic, Anderson, Ind., 788 Tests by Benjamin of Purdue Univer- sity, 808 Headway calculations, Chart for, Chicago Railways Co., *7o Heating cars: Combined hot-air heating and ventilating system (Peter Smith), *i2i -Connection betwen ventilation and heating [WhistonJ, c8o Heating system in car house of Toronto & York Radial Ry., '542 Heavy electric traction: Comparison of train service under steam and electrical working, North Eastern _ Ry., 743 -Electrification of trunk lines, 341 -England: Mersey Ry., Heysham-More- cambe Ry. and Tynemouth branches ot fvorth Eastern Ry., 43, 741; Com- ment, 729 European progress, "667 Italian State Rys., 1104 Long Island R. R., Operating statistics, 532; Comment, 517 Mountain divisions, Electricity on [Arm- strong], 8 Projects in 1909, 36 Report of New York Railroad Club, 527; Comment, 516, 517; Discussion, 528 Various systems and their limitations [Darlington], 1064 -West Jersey & Seashore R. R , Operating statistics, 532; Comment, 517 (See also Catenary construction) Henderson (Ky.) 'fraction Co., Control of, 921 High-tension direct-current railways: Bellinzona-Mesocco Ry., "308 Comparative cost of 600-volt and 1200-volt railways [Eveleth] 791; Comment, 767; Discussion, 792 Milwaukee Electric Railway & Light Co.'s interurban divisions, 717 Possibilities, 61 Washington, Baltimore & Annapolis Ry., *392 Wengernalp Ry., Switzerland, 700 High-tension direct-current system, Compari- son with other systems [Darlington], 1065 Hired power in England, 382 Historical exhibit at St. Louis Electrical Show, 1030 Hoisting plants, Fuel saving at, 727 Holmesburg, Tacony & Frankford Electric Ry. (See Tacony, Pa.) Hose houses, '364 Hot Springs, Ark., Switch lock, '878 Houston, Tex., Galveston-Houston Electric Ry., Bond issue, 294, 508 Hudson, N. Y., Albany Southern R. R„ Pro- tection of linemen, 1068 I Ice plow tooth (GilTord-Wood), *i6o Illinois Legislation, 163, 258, 639 Illinois Traction System (See Champaign, III.) Independence, Kan., Union Traction Co., Bond issue, 885 Indeterminate permits in lieu of franchises, Wisconsin, 187 Indiana, Interurban rules, Revision of code, 46, 156; Comment, 135 Indiana Union Traction Co. (See Anderson, Ind.) Indianapolis : Indianapolis & Cincinnati Traction Co.: Bond sales, 1004 Chartered ear charges, 414 Receiver's report, 16s, 718 Indianapolis, Columbus s Southern Trac- tion Co., Traffic arrangement with steam road, 167 Indianapolis: (Continued) — — Indianapolis, Cravvfordsville & Western Traction Co.: Blank forms, *936 Mortgage foreclosure, 294 Rolling stock improvements, *624 Indianapolis & Louisville Traction Co. (See Louisville, Ky. ) Indianapolis Traction & Terminal Co., Paint shop, *6o7 Paving and track construction [McMath], *236 Rebuilding interurban cars, 866 Repair shop practices, "587 Terre Haute, Indianapolis & Eastern Trac- tion Co.: , Bond sale, 1041 Chartered car charges, 414 Miners' tickets unlawful, 1005 Purchase, 800, 958 Trips by interurban cars for 1909, 332 Unsanitary cars, Crusade against, 466 Inspection and repair of electrical equipment, * 5 77 Inspection car, Gasoline motor (Mudge), *25i Inspection of rolling stock: Daily inspection and up-keep of stock [Buckman], 193; Discussion, 232 Metropolitan Street Ry., 563 Inspection test set [Herrick], *48 Inspectors of tickets. Columbus. Ohio, 3 '2 Institution of Civil Engineers (British), Heavy traction papers, 43, 741 ; Comment, 729 Instruction car, Brooklyn, *22o Insulating material called "Hermit," 913 Insulating tape (Walpole), 48 Insulators : High-tension suspension (Steinberger) , *7'5 Porcelain strain, Application of [Kemp- ton], *99o Insurance. (See Fire insurance) International Harvester Co., Welfare plans for employees, 810 International Street & Interurban Railway Association, Program of 1910 Conven- tion^ 45, 750 Interstate Commerce Commission, Questions and answers under steam road classi- fication, 82 Interstate Rys. (See Philadelphia) Interurban railways: Central States, Progress in, *4o; Com- ment, 1 City facilities, Terms for use of [Lang], 22 ■ Fares, Increasing, 174 Fast schedules and minor delays, 650 Soliciting business [Warfel], 540; Dis- cussion, 620 Terminal facilities for [Shannahan], 17 Transportation and urban development, 217 — — (See also Rules for interurban railways) Intoxicated persons: Handling of, on Boston Elevated Ry., 246 Transportation of, in Massachusetts, 53 Investments, Returns on [Shaw], 242; | Ser- geant], 283; [Duffy], 871 Iowa, Interurban rules in, 780; Comment, 769 Iowa & Illinois Ry. (See Davenport, la.) Iowa Public Service Commission, Proposed, _ 776 Iowa Street & Interurban Railway Associa- tion, Annual meeting, 776, 794 Ireland, Congress of the Tramways & Light Railways Association, 501 Italian State Rys., Electrification of Pontede- cimo-Busalla line, 1104 Ithaca, N. Y'., Ten-cent fare for special service, 721 J .Tacks: ■ Forty-ton geared ratchet (Duff), *88o Hydraulic (Duff), "99s Jamestown, N. Y., Half-fares discontinued, Sot Janesville (Wis.) Street Ry., Receivership, 508, 550, 718 J. ''.pan : Electric traction possibilities, 824 Railway statistics, 418 Johnstown (Pa.) Passenger Ry. : Directors, 206 Incorporation, 424 Lease conditions, 641 Joplin & Pittsburg Ry. (See Pittsburg, Kan.) Journal bearings: Composite brass, *2oi — — Composition of, 249 Journal boxes, Methods of testing, 270 K Kansas, Legislation in, 103 Kansas City, Mo.: —-Kansas City Kitlwiy & light < : Bond issue, 71S Pond redemption, 52 Statement by President Egan, |(>.s Situation [Shaw], 242 (Abbreviations: * Illustrated. c Correspondence.) VIII L Lancaster (Pa.) & Southern Street Ry., Re- ceiver, 1 04 1 Lancaster, Pa., Susquehanna Railway, Light & Power Co., Purchases, 799 Lathe attachment for boring and facing arma- ture bearings, '629 Lawyer, his relation to the engineer [Ayres], 417 Ledger (See Blanks and forms) Leechburg, Pa., Pittsburgh & Allegheny Val- ley Ry., Sale, 371, 641 Legal : Accident insurance, 218 Automobile drivers, Liability of, 434 Double claim for damages, 381 Fare increase, Washington, Baltimore & Annapolis Ry., 295 Interstate Commerce Commission over- ruled in Nebraska, 1078, 1100 Legal tender for a fare, What constitutes a [Lake], 313 — — Pay-as-you-enter a reasonable rule, Louis- ville, Ky., 801 Refusal to pay fare for self or child. Method of procedure [Williams], 237 Stopping a car short of its destination, 174 Legal notes: Charters, franchises and ordinances, 255, 322, 502, 839, 914, 1036 Negligence, Liability for, 253, 324, 503, 839, 915, 1037 Legislation affecting electric railways, 124, 163, 204, 258, 292, 327, 368, 422, 463, 506, 546, 639, 675, 717, 757, 798, 844, 883, 918, 955, 1003, 1074 Lehigh Valley Transit Co. (See Allentown, Pa.) Letter carriers, Transportation of, in New Jersey, 11 15 Lewisburg, Milton & Watsontovvn Passenger Ry. (See Milton, Pa.) Lewiston, (Me.) Augusta & Waterville Street Ry., System, "176 Lexington (Ky.) Ry., Increase in funded debt, 799 Lighting cars, Electric, Progress in, 4 Lightning, Instructions on, to Denver Railway men, 950 Lightning arresters, Use of, 1014 Lima, Ohio, Western Ohio Ky., Deposit of bonds, 1041 Limiting passengers on cars, Hearing, 127, 173, 191 Lincoln (Neb.) Traction Co., Testimony by E. W. Bemis on depreciation, 441 Little. Rock, Ark.: Drawbar carry-iron, *gn Little Rock Railway & Electric Co., Divi- dend, 549 Locomotives, Electric: Development of design [Armstrong], 8 ■ European, *667 — — C-eared and side-rod, New Haven Road, *829; Comment, 811 Germany, with Edison storage battery, 79 Novel type, for canal haulace, Bremen, *365 Rack rail, *98o St. Clair tunnel, *593 Single-phase, Bernese Alps Ry., "1056 Storage battery, London, *ii04 Three-phase, Cascade tunnel, Accident. *494 Visalia, Cal., single-phase railway, *ioi Locomotives, Steam, for street railway, Uvalde, Tex., *46i London : — —Advertising methods, 73 Arbitration boards for dealing with em- ployees, 63 — — — Depreciation allowance for income tax, 274 Letters from, 49, 256, 420, 637, 841, 1001 -London County Council Tramways, Fol- lowing up contract work, 1066 — ■ — Report of Traffic Branch of Board of Trade, 209, 256 Underground Rys.: Painting practice, 907 Rail wear, '438 Shops, *8i2 London (Ont.) & Lake Erie Railway & Trans- portation Co., Bond issue, 957 London (Ont.) Street Ry., Annual report, 507 London (Ont.) & Port Stanley Ry., Proposed electrification, 843 Long Island R. R., Electrification, Operating statistics, 532; Comment, 517; Prog- ress, 36, 704 Los Angeles, Cal.: Los Angeles-Pacific Co.: Bond issue, 165 Ownership of stock, 957 Notes on railways, 251 — —Pay-as-you-enter cars, 509, *iooo Public utility commissioners, 84 Speed regulations, 760 Traffic conditions [M'Millan], 25 Louisville, Ky. : Indianapolis & Louisville Traction Co.. Mortgage, 52 Tickets sold to points north of Indian- apolis, 1 1 1 4 INDEX. Louisville, Ky. : (Continued) Louisville Ry. : Bond issue, 295, 719 Earnings, 549 Mortgage, 165 Louisville Railway Relief Association, An- nual report, 373 Pay-as-you-enter cars, 801 Pay-as-you-enter a reasonable rule, Legal decision, 801 Raymond vs. Louisville Railway Co., 381 Lubrication : Cost, Metropolitan Street Ry., 659 Waste cleaner, 249 Lynchburg, Va. : Cast-iron and steel wheels, 909 Club rooms of employees, *524 Lynchburg Traction & Light Co., Con- trolling interest of American Rail- ways, 126 Lynn, Mass., Nahant & Lynn Ry. fare case, 426 M Mahoning & Shenango Ry. (See New Castle, Pa.) Mail transportation: Circular of Committee on railway mail pay, 461 Government report, 145, 173 ■ Report of New York Street Railway As- sociation, 405 Spokane & Inland Empire R. R., *439 Maine Electric Ry. (See Lewiston, Augusta & Waterville Ry.) Maintenance of rolling stock: Daily inspection and up-keep of [Buck- man], 193 Improvements in old types of equipment [Winsor], 106; Discussion, 107 Massachusetts, 630, 671 Massachusetts Electric Companies, *970 Metropolitan Street Ry., 564 Open cars, Preparing for service, 1013 Special methods [Herrick], 616 (See also Accounting) Maintenance of way [French], 612 Economical maintenance and construction [Schreiber], *io52; Comment, 1051 Metropolitan Street Ry., 817, 863 Maintenance records, Value of, 559 Maintenance work, "Loose ends" in, 96 Manila (P. I.) Electric Railway & Lighting Corporation, Increase of stock, 330 Maps: Berlin, 103 Central States, Imterurban railways in, 40 Ft. Dodge, Des Moines & Southern R. R. R., 1094 Lewiston, Augusta & Waterville Ry., 176 New York City: Inspection districts, 935 Rapid transit routes, 407 Substations and feeders, 901 Surface lines, 520 Northampton, Mass., 823 St. Louis, Mo., 138 Maryland, Legislation in, 163, 258, 327, 463, 506, 546, 639, 675, 717 Maryland Public Service Commission: Powers and duties, 710, 1039 -Proposed bill, Letter of W. A. House, 482 Massachusetts : Companies paying five per cent dividends, 368 ■ Llectnc railway conditions [Sergeant], 283 Fare bill, Normal school and business col- lege, Hearing on, 372 Legislation, 124, 163, 204, 259, 280, 327, 368, 422, 463, 506, 546, 639, 675, 717, 757. 798, 844, 883, 918, 955, 1003, 1074 Maintenance cost of all electric railways, 630; [Ayres], C671 Massachusetts Electric Companies: Annual report, 54S Dividend, 1004 (See also Boston & Northern and Old Colony Rys.) Massachusetts Railroad Commission: Annual report, 100; Comment, 95 Boston electrification, Report on, 122, 151 Boston & Northern fare case, 153, 332, 1070 [Sullivan], 280 Transportation of intoxicated persons, De- cision on, 53 Massachusetts Street Railway Association: February meeting, 317 April meeting, 734 Master Car Builders' Association, Convention, 1097, 1107 Meadville (Pa.) & Conneaut Lake Traction Co., Sale, 465 Menominee (Mich.) & Marinette Light & Trac- tion Co., Bond issue, 465 Meridian (Miss.) Light & Railway Co., Stock sale, 677 Meters: Graphic recording (Westinghouse), *2oo Steam- and air-flow (General Electric), *g 12 Mexico (Mo.) Santa Fe & Perry Traction Co., Bond issue, 11 14 (Abbreviations: * Illustrated. c Correspondence.) [Vol. XXXV. Michigan Central R. R., Electric traction progress, 37 Michigan City, Ind., Chicago, Lake Shore & South Bend Ry., Success of excursion parties, 931 Michigan companies, Consolidation, 86 Milford, Attleboro & Woonsocket Street Ry., Freight and express, 678 Milford & Uxbridge Street Ry., Stock issues, 549. 718 Milton, Pa., Lewisburg, Milton & Watson- town Passenger Ry., Reorganization, 799 Milwaukee : Handbook giving classification of ac- counts, 278 -Mayoralty election, 728 Milwaukee Electric Railway & Light Co. : Bond issue, 465 High-tension direct-current on inter- urban divisions, 717 Order regarding service to Lake Park, 465 Protection of linemen, 1068 Traffic conditions, Investigation by Pence and Harris, 664 — —Wage increase, 759 Mineral Wells (Tex.) Electric System, 1041 Miners' ticket unlawful in Indiana, 1005 Minneapolis: Fare ordinance, Supreme Court decision upholds 5 -cent rate, 83, 112, 137 Shifting traffic and rerouting cars, 895 Shop and car house, 937 Tower wagon, Automobile, *25o Track construction, 489 Twin City Rapid Transit Co.: Advertising for trainmen, '994 Power station additions, 982 Redemption of bonds, 52 Mississippi, Legislation in, 327 Missouri Electric, Gas, Street Railway & Waterworks Association, Convention, 749 " Mobile, Ala. : Cast-iron and steel wheels, 909 Painter's scaffold in shops, *io2i Pole and tie preservation, 605 Track construction, *9o6 Wheel changing. *834 Mohawk Valley floods, Effect of, '444 Mont Cenis Ry., Electrification, 609 Montreux-Glion electric rack railway. *g8o Motor shaft straightening, Boston, *6ss Motors, Electric: Aluminum wire for field coils, German experiments [Paulsmeier], 67; Com- ment, 62 Bellinzona-Mesocco Ry., 1500 volts, '308 Commutating pole motors and control, 9 Commutator slotting and its relation to brushes and mica [Squier], 613 Double-geared, in England, 816 — —Dust guards, *624 Maintenance, in Boston, *6$2 Maintenance, Co-operation of motormen, 557 Metropolitan Street Ry., 566 Reduction in weights possible, 1051 Single-phase, Improvement of [Franklin and Seyfert], 152; Comment, 136 Testing, Boston, "654 Testing, Indianapolis shops, *589 Two-motor equipments for city cars, Use of, Report, 1026; Comment, 1015 Utilization of old equipment [Winsor], ro6 Mt. Holly, N. J.. Burlington County Ry. : Sale, 957, 1 1 13 Suit, 206 Muskogee, Okla., One-man pay-as-you-enter cars, *7i2 N Nahant & Lynn Ry. (See Lynn, Mass.) Napa, Cal., San Francisco, Vallejo & Napa Valley Ry., Receivership, 885 Nashville (Tenn.) Railway & Light Co., Earn- nings, 549 National Electric Light Associations Convention, 949, 985 — — Officers, 990 New Bedford, Mass.: — — Dartmouth & Westport Street Ry., Stock issue, 677, 921 Fare collection, Rooke system, 321 Service, _ Finding of Massachusetts Com- mission, 372 New Castle, Pa., Mahoning & Shenango Rail- way & Light Co. : Bond sale, 52 : Increase of stock, 641, 957 New England Street Railway Club: Annual meeting, '624 January meeting, 196 February meeting, 417 May meeting, 995 Work of 1909 [Wright], 15 New Haven, Conn., Connecticut Co.: Experimental catenary line, '"345 Wages discussion, 719 New Jersey, Legislation in, 163, 259, 3^7 639 ?75. 717, 883 January — June, igio.] INDEX. IX New Jersey Public Utility Commission law, 626; Comment, 561; [Walker], C671 New Orleans Railway & Light Co., Stock sale, 295. 37U 549 New York Central R. R.: Commutation rates, Increase of, ioo<3 Decrease in traffic between Syracuse and Rochester, 761 Electric traction progress, 37, 333, 509 New York City: Accidents in February and March, 642, 800 American Cities Railway & Light Co., Dividend, 1,113 American Light & Traction Co., Dividends, 165, 758 . Earnings of railways, 464, 957 Federal Light & Traction Co., Incorpora- tion, 1041 — —Fenders and wheelguards. Hearing on, 751 — —Forty-second Street, Manhattan ville & St. Nicholas Ave. Ry., Sale, 86, 294, 424, 885, 1004, 1114 Forty-second Street and Park Avenue, Five levels of electric tracks, 893 Heating order, Hearing on form of, 153 Hudson Companies, Note issue, 294, 370 Hudson & Manhattan R. R.: Advertisement of tunnels, *i54 Baggage cars, ""496 Illuminated station indicators, 509 Power station in Jersey City [Hazel- ton], *384; Comment, 381 Interborough-Metropolitan Co. : Annual report, 206 Notes, Maturity and renewal of, 104 1 Interborough Rapid Transit: Cable breakdowns, Record of, 832 Corporation tax law, Constitutionality of, 410 Earnings for year, 370 Elevated, Schedules, 491, 536, 638 Subway: Lighting, 44, 368, 641 Schedules, 289,315, 356, 426,467, 505, 638 Side-door cars, 1909 design, *io57 Side-door cars, Hearings on, 44; Order regarding, 127 Ticket sales in 1909, 847 Test of 15,000-kw steam turbine set [Stott and Pigott], 451; Discus- sion, 453; Comment, 434 Manhattan Bridge Three-cent Co., Testi- mony on cost of electric railway con- struction and operation, *705_ Maps, 407, 520, 901, 935 Metropolitan Street Ry. : Briefs required, 261 Construction and inprovement of buildings, fire protection and in- surance, *6P8; Comment, 685 Default on stocks and bonds, 677 Eighth Avenue line, Rehabilitation. 719 Electrical department, Work of, '896, *932 Elevated service, Order for increased, 678 Financial and reconstruction details, 520; Comment, 515 Fourth and Madison Avenue Ry., Improvements, 641 Improvements of leased lines, 1041 Increase of service on 116th St. line, Order for, considered unreason- able, 207 Leas^"*bf Fourth, Eighth and Ninth Avenue lines, 126 Maintenance of way department, *8i7 Track standards and general , rules, *863; Comment, 855 Organization charts, 896, 1088 Receivership matters, 370, 549 Rolling stock and shops department, •562, *6c9 Rules for track employees, 865 Sale, 164, 207, 424, 758, 920, 957, 1004 Snow fighting methods and organiza- tion, *73o Transfer "talks," 1005 Transportation department, * 1088 Mohawk Valley Co., Dividend, 921 New York City Ry., Receivership, 424, 758 North American Co.: Annual report, 293 Notes, 330 Notes on railways of the city [Connettcl, 317 Public Service Commission: Annual report, 108; Comment, 95 Criticism of [ Whitridge], 110 Opinions on the Parker bill, 544 Rapid Transit conditions, 50, 84, 162, 203, 257. 326. 421, 462, 506, 545, 674, 716, 755. 796, 881, 917, 954, 1002, 1039, 1 073, 1 1 1 1 Statistics of eight railways for year, 750 Third Avenue R R.: Appraisal, 228 Gasoline-electric cars, operation of. 48, 734 Incoi poi nted as lliird Avenue Rail way, 800 Reconstructed cars, "1103 Reorganization, 165 Sale, 260, 424 New York City: Third Avenue R. R. : (Continued) Storage-battery car, Operation of, *734 Wheel guards: Order of Commission. Letter of F. W. Whitridge to Commission, 953; Whitridge's reply to a criti- cism, 1 1 12 Suit dismissed, 917 Transportation statistics, 1907-1909, 109 Twenty-eighth & Twenty-ninth Sts. Cross- town R. R., Sale, 330, 465, 641, 1077 United Service Co., Incorporation, 52 Vestibules, Hearing on, 353 Vestibules in Brooklyn and Queens, 958 Wheel guard, Parmenter, Hearing on, 480 New York, New Haven & Hartford R. R.: Bills on ownership of other roads, 330 Catenary construction, Harlem River branch, '698 — —Electric traction progress, 37 Electrification and controlled lines, Policy of company, 367 Gas and electric lighting property trans- ferred to Housatonic Power Co., 1005 — —Increase in commutation rates, 857, 886 Locomotives, Electric, Geared and side-rod. '829; Comment, 811 Multiple unit trains, *5i8 Trolley wire, Wear of steel, with panto- graph, 1028 New York Railroad Club, Electrification of steam roads, Report on, 527; Com- ment. 516, 517; Discussion, 528 New York State: Franchise assessments, 370 Inspection of electric railways by Com- mission, 398 Legislation, 124, 163, 259, 292, 327, 547, 757, 798, 844, S83, 918, 955 Operating statistics of railways in Second District, 785 Public Service Commission: Annual report, 148 Approved abandonment of poor branch line, Port Jervis, 886 Hearing on limiting passengers on Albany cars, 127, 173, 191 Inquiry concerning depreciation ac- counts, 793 Law, Proposed amendments, 670; Discussion [Collin], 665 Statistics for street railway companies for years, 354 New York State Railways. (See Rochester, N. Y.) New York State Street Railway Association: March meeting, 320, 404, 407 — —Relations with the American Association, Report on, 413 Work of 1909 [Peck], 22 New York, Westchester & Boston Ry., Con- solidation with New York & Port Chester R. R., 52, 207 Newark, N. J.: Cars, Pay-as-you-enter, "272 Public Service Electric Co., 11 14 Public Service Ry. : Annual report, 846, 919, 967 Bona sale, 86, 508 Cadet and apprenticeship courses, 908 Car house, *I055 Chartered car charges, 414 Dividend, 52 Hoboken terminal, 959 Letter carriers, Transportation of, 1115 Manager's car, *i022 Ticket books discontinued, 1006 Track construction [Schreiber], '1052 Wages, 88 Newburgh, N. Y. : Orange County Traction Co., Bond issue, 1004 Pensions for employees, 128 Newton, Mass., Decision regarding service in, 550 Night cars. (See Owl cars) No-seat. (See Fares) Norfolk, Va. : No-seat-no-fare ordinance, 686, 887 Norfolk (Va.) & Portsmouth Traction Co., Refinancing, 957, 1077 — —Pole and tie preservation, 604 Portable substation, "786 Sand box, *63o North Reading, Mass., Hearing on fares, 1070 Northampton, Mass.: Connecticut Valley Street Ry., Stock issue, 1076 Fare readjustment, 720, 823 Northampton Traction Co. (Sec Easton, Pa.) Northern Ohio Traction & Light Co. (Sec Akron. Ohio) Northwestern Cedarmen's Association, Annual meeting. 1 16 Oakland, Cal.: Cars, Large, of the "Key Route," "98 San Francisco. Oakland & San Jose Con- solidated Ry., Rumored sale,' 700 Ohio, Legislation in, 124, 163, 204, 292, 422, 463, 506, 547. 675. 757. 798, 844, 955 < Abbreviations: * Illustrated. e Correspondence.) Ohio Electric Ry. (See Cincinnati) Ohio Public Utilities Commission, Proposed, 669 Ohio Railroad Commission and its relation to interurban roads [Gothlin], 234 Ohio Traction Co. (See Cincinnati) Oil burner for keeping frozen switches open, *449 Oil cup for grease-type motors, Richmond, Va., *834 Oil drying and testing plant, Winnipeg, *noo Oil engine, Diesel Economy of operation [Harrison], 749 Oklahoma Public Utilities Association, 917 Oklahoma (Okla.) Ry., Trademark '523 Old Colony Ry. (See Boston & Northern) Olean, N. Y.: Commutation ticket books, 109 Rules governing linemen, 1068 — — Western New York & Pennsylvania Trac- tion Co., Increase in capital stock, 800 Omaha (Neb.) & Council Bluffs Street Ry., Fare case, 1078 Oneida Ry Business men's trip from Utica to Indianapolis, 426 Ontario (Cal.) & San Antonio Heights R. R., Increase of capital stock, 330 Orange County Traction Co. (See Newburgh, N. Y.) Organization charts: Massachusetts Electric Companies, 971 Metropolitan Street Ry., 562, 817, 896, 1088 Oshkosh, Wis., Fare increase, 87; [Pulliam], 195 Overhead construction: Anchor for pole guy wires [Miller], *636 Brooklyn Rapid Transit Co., at movable bridges, *io6i Ear (Indianapolis), *8i Drawbridge runway, Cleveland, "360 Interurban railways [Hanlon], 783 Iron-bar construction, Brooklyn, *ioi6 (See also Catenary construction) Owensboro (Ky.) City R. R.: Bond issue, 1077 Control of, 958 • Directors, 11 14 Owl cars: Paris, and double fares, 855 -Toledo, Ohio, 801 Pacific Claim Agents' Association, Conven- tion, 905, 1024 Paint shop, Indianapolis Traction & Terminal Co., *6o7 Painting, Easel for curtains, '789 Painting cars: Charleston, S. C, 570, 672 London Underground Rys., 907 Methods [Woods], 609 Richmond, Va., 697 — —Scaffold in shop aisle, Mobile, Ala., *i02i Painting fenders and trucks with compressed- air brush, *io4 Pantographs: Wear in St. Clair tunnel, 595 Wear of steel trolley wire with panto- graph, 1028 -(See also Bow collector) Paris, Owl cars and double fares, 855 Parks:- Frenchman's Island improvements, 409 Profit in operation of, 969 Passengers : Limiting number of, abandoned, at Al- bany, N. Y., 127, 191; Comment, 173 Time required to board and leave cars, 665 Patent rights, 808 Paterson, N. J., North Jersey Rapid Transit Co., Increase of capital stock, 885 Pavement: Maintenance, Metropolitan Street Ry.. 819, 820 Measuring and charging for replacing, Chicago, 319 Notes on [McMath], '236 Wood-block, Philadelphia, 999 Peckskill, N. Y., Putnam & Westchester Trac- tion Co., Bond issue, 508 Pennsylvania R. R.: Electric traction work, 36 — Holdings in N. Y., N. H. & H. R. R., 1004 Joins A. S. & I. R. A., 1029, 1049 Terminal station, New York, '656; Com- ment, 649 Pennsylvania Railroad Commission, Annual re- port,. 243 Pensacola (Fla.) Electric Co., Dividend. 958 Pension system. (See Employees, Pensions) Philadelphia: Accounting for power plant maintenance and operation, 1020 American Rys., 206 Lease of Scranton, Dunmore X Moosic Lake R. R., 294, 330 Cars, Pay-wilhin, "144 Cars, Trailer, Construction, '342 Fares, 18 Interstate Rys.: Bonds deposited, 549 Interest mi bonds, 294, 799 X INDEX. [Vol. XXXV. Philadelphia: Interstate Rys.: (Continued) Lease to Reading Transit Co., 677 Reorganization, 206 Stock issue abandoned, 885 Lehigh Valley Transit to operate into the city, 848 Pavement, Wood-block, 999 — —Philadelphia & Chester Ry., Sale, 1041, 1 1 14 Philadelphia & Westchester Traction Co., Hearing on fare increase, 787 Philadelphia & Western Ry., Sale, 677 —Platform rule, 297 — ■ — Rapid Transit Co.: Bond issue, 465, 719 Financial condition, 885, 1005 Financing plans, 1076, 11 14 Increase in indebtedness proposed, 799 Pension plan and new terms of serv- ice, 88 Rules governing employees, 670 Southwestern Street Ry., Sale, 1041 Strike, 340, 358, 380, 403, 433, '454, 492, 541, 606, 670, 753 Declared at an end 753 Phases of [Pierce], 736; Comment, 728 Rules governing employees, 670 Subway, Proposed, 422 Transit affairs, Investigation by Railroad Commission, 842, 996 Welding, Electric, in repair shops, 356 Photographing equipment parts without shadows, *8sS Physicians, Company [Ferrin], 1024 Piece-work car prices, Third Avenue, New York, 1 1 04 Pinions : Material for, 361 Taper, Design and mounting of, 361 Pipe, Corrugated iron for culverts (A. R. M. Co.), '636 Pipe bender, ""859 Pipe unions, Test of "Kewanee" (National), 1035 Pittsburg, Kan., Joplin & Pittsburg Ry.: Bond sale, 641, 677 Payments on bonds, 846 Pittsburgh, Pa.: Conditions discussed in report of Railroad Commission, 243 Ordinances vetoed, 523 Fare boxes, 1078 Reports on traffic conditions [Arnold, Olm- sted and Freeman], 318; [State Rail- road Commission], 738 Traction expert, Mayor advises city to re- tain, 296 Traction service, Views of Mayor Magee and Mr. Callery, 876 Wrecking truck, "911 Pittsburgh & Allegheny Valley Ry. (See Leechburg, Pa.) Pittsburgh, Flarmony, Butler & New Castle Ry., Increase of capital stock, 330 Pittsburgh & Westmoreland Ry., Receiver's sale, 165 Pittsfield, Mass.: Berkshire Street Ry., Protection of line- men, 1069 Pittsfield Electric Street Ry.: Reorganization, 424, 425 Stock sale, 371, 921 Prizes for flower displays, 800 Platform accidents and types of prepayment cars, 856 Platform rule in Philadelphia, 297 Platforms, Reinforcing strips. Richmond, Va., 877 Pleasantville, N. J., Atlantic & Suburban Ry., Fare increase, 1078 Poles: Consumption in 1908, 149 Preservation, Practice in Southern States, _ 604; Comment, 559 Population density in certain European and American cities, *983 Port Jervis. N. Y.: Port Jervis Traction Co., Approved aban- donment of poor branch, 886, 894 Segregation of light and railroad proper- ties, 125 Portland, Ind., Muncie & Portland Traction Co., Excess fare not upheld, 686 Portland, Ore.: -Bulletins to employees, 129 Car steps, Lower, 550 Franchise sustained by Supreme Court de- cision, 6~9 Portland Railway, Light & Power Co.: Bulletin on courtesy, 466 New building, 1003 Protection of linemen, 1069 Purchase by, 126 Poughkeepsie (N. Y.) City & Wappingers Falls Ry., Passenger service over Central New England Ry., 1078 Power calculations, Over-refinement in, 856 Power consumption: Bavarian State Rys., 287 Boston & Northern Street Ry., 577 Metropolitan Street Ry., New York, 566 Tests of cars in Cleveland, 69 Power consumption: (Continued) Visalia, Cal., single-phase railway, 102 Power distribution, Progress in 1909 [Bell], 11 Power generation and distribution, Review of 1909, 9 Power station practice: Chemist, The, and the power plant, 153 — — Condensers for small stations [Lewis], 749 Lubrication records, Berlin, 623 Natural gas firing, Covington, Ky., 874 Producer-gas plants in the U. S., 151 Splicing wires with silver solder, 154 Utilization of old equipment [Winsor], 106; Discussion, 108 Power stations: Charlotte, N. C, Gas engines, *86i Chicago, Commonwealth Edison Co., 493 Cincinnati, Turbine station, *770 Hudson & Manhattan R. R., Jersey City [Hazleton], *384; Comment, 381 Metropolitan Street Ry., *933 Minneapolis, Additions, 982 Producer-gas plants in the United States, 151 Progress in 1909 [Bell], 11 Terre Haute, Ind., *27s Venice, 111., Illinois Traction System, *i40 Power supply for suburban railways, Central- ized, 1050 Power transmission problems [Buck], 985 Presque Isle, Me., Aroostook Valley R. R., Bond sale, 165 Providence, R. I.: Providence & Danielson Ry., Rumor con- cerning control, 330 ■ Rhode Island Co., Dividend, 508 Subway plan, 639 Prussian Government Rys., Motor cars, *io70 Public service commissions: Comparison of New York and New Jersey laws, 627; [Walker], C671 Fares, taxes and regulation [Tingley], 10 Function [Gothlin], 234 Governors' messages in different States, 157 Iowa laws [Sammis], 776 — ■ — -Maryland, 482, 710 Ohio, Proposed, 669 Personnel, Importance of, 768 Regulation, but not confiscation [Stevens], 12 Rhode Island, 163 Rulings on depreciation [Ford], 284 [Shaw], 241; [Sullivan], 280 "Signs of the times" [M'Carter], 15; Cor- rection, 67 South Carolina, 843 Public Service Ry. (See Newark, N. J.) Publicity : Civic boards, Publicity through, 215 Education of the public [Clark], 279 Education of the public in relation 10 elec- tric railways [McGraw], 73; Discus- sion, 71 Relations with the public [Grimes], 621 Report on public policy, N. E. L. A. Com- mittee, 989 Puget Sound Electric Ry. (See Tacoma, Wash.) Punch, Automatic time, for transfers (T. I. M. Co.), *632 Purchasing agent. Functions of the, 62 Putnam & Westchester Traction Co. (See x Peekskill, N. Y.) R Rack railway, Electric, Montreux-Glion, Switz- erland, *98o Rail-cleaning car, German, '838 Rail joints, Metropolitan Street Ry., 864 Rail specifications: Composition, London, 438 Metropolitan Street Ry., *863 Rails: City track construction [Heindle], 745; Discussion, 778 Corrugation, London Underground Rys., 438 . Corrugation tests, German, 44 German standard sections, *39 Progress of 1909 [Angerer], 14 Wear of, London underground lines, "438 Railway commissions, Co-operation with, .Rules Committee, 710 (See also Public Service commissions) Railway Signal Association, March meeting, 534 Rate of return. (See Investments) Raynham, Mass., Hearing on fares, 873 Reading (Pa.) Transit Co., Incorporation, 295 Receiverships and foreclosure sales in 1909, 41 Register rod handle, Detachable (Taurman), *iooo Registers, Ringing up two, from one rod, *663 Repair shop practice: Air brake maintenance, 587 Anderson, Ind., *788 Armature coil manufacture, * 5 78 ; in sub- stations, 649 Armature coils, Winding, *s8o Armature testing, Portable transformer for, 360 (Abbreviations: * Illustrated. c Correspondence.) Repair shop practice: (Continued) Armature truck, Pittsburgh, *834 Babbitt melting stove, "789 Babbitting device for three pairs of sleeves, "859 Berlin, 98 1 — - — Boring compressor cylinders, 591 Boring machinery, Cincinnati, *584 Chelsea, Mass., ^858 Conduit cutter, '859 Controller work, '578 Cost of equipment additions, 544 Dating shopmen's badges, 245 -Electrical equipment, Inspection and re- pair of, *577 Endurance tests, Simple, 270 Field coils: Dipping and impregnation, *8s8 Manufacture, '578 Home repairing by the small company, 558 Impregnating plant, Cincinnati, '581 Indianapolis, "587 Lathe equipment, Cincinnati shops, *58s London Underground Electric Ry., '812 Making or buying appliances, 930 Metropolitan Street Ry., 564 Motor maintenance, Boston, *6$2 Motor testing, Indianapolis, '589 Organization, 615 Overhauling period and repair methods, 270 Paint shop kink, 913 Pipe bender, '859 Posting prices, 685 Precision tools, '495 Resistances, Adjusting, 589 Standard sizes in drawings, Richmond, Va.. *:o2S '• Time clock, 1087 Welding, Electric, 356 Repair shop records [Buckman], 194 Repair shops: Cincinnati Traction Co., *s8o Coney Island's Brooklyn R. R., 440 Minneapolis, 937 Return on investments. (See Investments) Rhode Island Utilities Commission recom- mended, 163 Richmond, Va. : Bearing metals, 666 Brake hangers, *no6 Brake shoe practice, 570 Car houses, Fireproof, *6oi Car panels, Steel, over wood, 586 Carbon brush changes, 1067 Cast-iron and steel wheels, 909 Franchise modifications desired, 449 Painting cars. Rapid work, 697 Pay-as-you-enter cars, 775 Platforms with reinforcing strips, *877 ■ Standard sizes in shop drawings, "1025 Thermit welding, 905 Transfer box, *iioj Trap door lift, "911 Virginia Railway & Power Co., Dividend, 1 04 1 Ride on street car the cheapest service or com- modity we buy [Davis], 825 Right-of-way, Clearing, by farmers, 929 Roanoke (Va.) Traction & Light Co., Con- trolling interest of American Rail- ways, 126 Rochester, N. Y. : Chartered car charges, 414 New York State Rys.: Arrest for misrepresentation, 1042 Bond issue, 957 Dividend, 921 Reorganization, 640 Pay-as-you-enter cars, 678 Protection of lineman, 1068 Service in, Suggestions of Public Service Commission, 371 Transfer system [Callaghan], *4i2 Rochester, Syracuse & Eastern R. R., Traffic increase, 761 Rolling stock ordered in 1909 (Table), 32 Rules for city railways, Sue-gestions with refer- ence to the Rule-Book [Cooper], 941; Discussion, 939 Rules lor interurban railways: Illinois conference proposed, 847 Indiana code revision, 46, 156; Comment, 135 Meeting of Committee, of Transportation and Traffic Association, 103 1 Report of Iowa Association, 780; Comment, yog Revision of, 808 Rural districts and the usefulness of the trol- ley system, 930 Rush-hour travel: Discussion, New York State Association; 406 Limiting passengers in Albany, 127, 173, _ 191 Rutland (Vt.) Railway, Light & Power Co., Extensions, 295 s Saginaw-Bay City Railway & Light Co. in Michigan, Consolidation, 86, 921 St. Catherines, Ont. Niagara, St. Catherines & Toronto Ry., Bond issue, 921 January — June, 1910.] INDEX. XI St. Clair tunnel, Electrical equipment, Main- tenance and operation, *593 St. Louis: Bulletin on courtesy, 1078 Depreciation fund, 433 Exhibit by United Rys. at Electrical Show, *io30, 1050 — —Passenger traffic figures, 1030 Wage increase, 760 St. Louis, Monte-Sano & Southern Ry., Re- ceivership, 549 Salt Lake City, , Utah Light & Railway Co., Protection of linemen. 1069 Salt Lake & Ogden Ry., Change in motive power, 1039 San Francisco: Bonds tor municipal line, 327 Fenders, 462 Ocean Shore Ry., Receivership, 126, 261, 330, 641, 799, 1004, 1114 United Rys., Issue of certificates, 1077 United Railways Investment Co: Annual meeting, 800 Bond issue and increase in capital stock, 885 San Francisco, Oakland & San Jose Consoli- dated Ry. (See Oakland, Cal.) San Jose (Cal.) Railroads, Bond issue, 921 Sand box, Norfolk, Va., '630 Sander, Pneumatic, Valve for (Keystone). Sao Paulo Tramway, Light & Power Co., Earnings, 885 Sash operating device (Drouve), "634 Sash, Steel (Lupton), '837 Savannah, Ga. : Cast-iron rind steel wheels, 909 Pole and tie preservation, 605 Saws: Cutting-ofC (Fay & Egan), 418 Double circular (Fay & Egan), *795 Scaffold, Painter's, in shop aisle, Mobile, *i02i Schedules : Compilation, in Boston, Pottsville and Springfield, 993 Method of calculating headway, 70 Schenectady, N. Y.: Chartered car charges, 414 Franchise to relieve congestion, 426 Recommendations of Public Service Com- mission, 128 Scranton, Pa.: Northern Electric Street Ry.. Reorganiza- tion, 207 Scranton Ry., Bonds called, 758 Seat-mile unit [Foster], C198; Comment, 175 Seattle, Wash.: Pacific Coast Power Co., Stock fssue, 958 Protection of linemen, 1068 Sedalia (Mo.) Light & Traction Co., Receivers, 1077, 1114 Sheboygan (Wis.) Light, Power & Railway Co., Bond issue, 126 Shelburne Falls (Mass.) & Colerain Street Ry.: Bond issue 1005 Hearing on financing, 293 Shovel, Electric (Kokomo), '837 Signals: Automatic block signal (A. T. S. Co.), *4'9 Block signaling on electric railways [Barnes], 416; Discussion, 404 . Cab signal (Simmen), for Toronto & York Radial Ry., 158 Contact type [Nachod], Signs: Car, Diplomacy in, 1086 Car stop, Suggested designs, *88o, 977 Crossing signs, Indiana, 642, *86o Destination and train number signs, An- Je (■.")>»■« j nd.. *78!' Illuminated station indicators for cars, Hudson & Manhattan tunnel, 509 Single-phase multiple unit trains on New Haven Road, * 5 1 8 Single-phase railways: Effect of development in d. c. line con- struction, 341 Heysham-Morecambe Ry., England, 741; ( oin '.iiMt, 729 Power consumption, Visalia, Cal., 102 Progress in 1909 [Storer], 20 Prussian State Rys., between Bitterfeld and Drssau, 635 Visalia, Cal., 15-cycle railway, *I01 Sioux City (la.) Service Co., Bond issue, 846, 1077 Sleeping cars (See Cars, Sleeping) Sleet wheels, cutters and harps (Holland), ''Si Snow fighting methods: Brooklyn, "68 238 Metropolitan .Street Ry., *7.3° Snow removal cost in Boston, 466 Snow sweepers, Metropolitan Street Ry., 565 Soliciting business for interurban railways [Warfel], 540; Discussion, 620 South Bend, Ind., Chicago, South Bend & Northern Indiana Ry.: Armature coils manufactured in substa lions, 649 Removal purchase, 294 South Carolina Public Service Commission, 813 Southern Pacific R. U.: Electric suburban lines, 327 Southern Pacific R. R. : (Continued) Electrification plans, 204, 642 Retirement of president, 204 Steel cars for electric lines, 794 Southern Railway, Gasoline-electric cars, *202 Southern railways, Equipment standards of, Southern" States, Electric railway develop- ments, 379 . . Southwestern Gas & Electrical Association, Convention Q39, 044 Southwestern Street Ry. (See Philadelphia) Speciai work, Progress of year [Angerer], 14 Springfield, Mass., Citizens' report on service, 1 66 Spokane (Wash.) & Inland Empire R. R. : Fate increase, 167 Mail service, '"439 Spokane Transportation Club, 462 Sprinkler alarm systems, Metropolitan Street Kv., "604 Sprinkler:, Automatic, in Baltimore car houses, (, : - Standard 'sizes of publications, Recommenda- tions of Central Electric Railway As- sociation, 101 1 Standard sizes in shop drawings, Richmond, Va., '102? ' Standard symbols in draughting, *ios6 Standardization: — —Engineering Association Committee meet- ing, 1026 Report of Central Electric Railway As- sociation Committee, 977 -Report of M. C. B. Association, 1097 Stark Electric Ry. (See Alliance, Ohio) Static discharge sets at Chicago substations, '69 Statistics : Berlin, Germany, 229 Cars ordered in 1909, 32 Census report on electric railways in 1907, 1067 Chicago traffic conditions, 867 Coney Island & Brooklyn K. R. [Ford], 104 Cost of electric equipment, Coney Island & Brooklyn R. R., 104 Japanese railways, 418 Massachusetts railways, 100 New York City railways, 109, 750 New York State electric railways for year, 354 Operating, for heavy electric traction, Long Island and West Jersey & Sea- shore R. R., 532 Operating statistics in Second District, New York State, 785 Passenger traffic in European and Ameri- can cities in 1907, *g82 St. Louis passenger traffic, 1030 Street car ride the cheapest service or commodity we buy [Davis], 825 Swiss railways, for 1907, 38 Ticket sales in New York subway, 847 Track construction of 1909, 34 Unit construction figures in New York and Brooklyn, Testimony of F. R. Ford. 706 Steam railways: Competition with electric lines: Boston and vicinity, 746 New York Central R. R., 761 Electrification (See Heavy electric trac- tion) Increase of commutation rates, 886, 922; Comment, 857 Traffic agreement with electric railways, 768 Stone & Webster Club of Washington, 756 Stone & Webster companies, Combined earn- ings, 423 Stops of street cars: At crossings, Pennsylvania order, 801 Chicago [Fish], 28 Ft. Wayne, Ind., Change to far side, 332 Near-stop operation [Griffin], 410 Near vs. far-side stopping in Chicago and other cities, 484 Signs, *88o, 977 Stopping a car short of its destination, 174 Storage-battery cars: Edison-Beach, 292, 454, 708 Third Avenue, New York, Operation, *734 Storage batteries: Edison nickel-iron, 159, "182 Regulation of alternating-current loads, 716 Westinghouse. Sold to Electric Storage Battery Co., 483 Strikes: Albany, N. Y., 965 Columbus, Ohio, 807, 833, 878 Philadelphia, 340, 358, 380, 403, 433, "4 54, 492, 54'. 606, 670, 753 Phases of strike [Pearce], 736, Com- ment, 728 Possible coal strike in Central States, 383 Protection against [Wattles], 14 Trenton, N. J., 505 Substfll ions: Boston, at Egleston Square, "408 Design and economy, 895, 968 [AyrcsJ, C996 ; 998 f Abbreviations : * Illustrated. c Correspondence.) Substations: (Continued) Illinois Traction System, *i42 Maine Electric Rys., *i8o Metropolitan Street Ry., "898 Norfolk, Va., Portable, '786 Washington, Baltimore & Annapolis Ry., *394 Subways: Berlin, Proposed, *io3 Chicago, Proposed. 123, 161, 289 (See also New York City, Interborough Rapid Transit) Susquehanna Railway, Light & Power Co. (See Lancaster, Pa.) Switch lock (Hardin), '878 Switches: Barrier switches for lamp and heater circuits (H. & H.), *i2o Oil burner for keeping frozen switches open, *449 Oil, New design, 96th Street station,' New York, *934 Overhead trolley (Murdoch), *8i Track : Automatic electric (Siemens Schuck- ert), *838 Pinless tongue switch (Hadfield), *495 Switzerland : Bellinzona-Mesocco 1500-vok railway sys- tem, 306 Bernese Alps Ry., Electric locomotive, *io56 Montreux-Glion Rack Railway, *98o Railroad report for 1908, 713 Railway statistics for 1907, 38 Syracuse, N. Y.: Beebe syndicate lines, Protection of line- men, 1068 Campaign against spitting, 679 Car colision, Effect of, on car, *no6 Rochester, Syracuse & Eastern R. R., Catenary construction, *i6o Transfer table, T * 1 1 9 Tacoma, Wash. : Everett & Tacoma Ry., Bond issue, 799. Fare increase, 53, 508, 550, 760 Tacoma Railway & Power Co., Rumor concerning sale to Union Pacific R. R., 86 Transfer changes, 1078 Tacony, Pa., Holmesburg, Tacony & Frank- ford Electric Ry.: Bonds, 165 Sale, 294, 758, 1041 Tampa (Fla.) Electric Co., Dividend, 799 Tantalum lamps for cars, Chicago, 1072 Taxes, Corporation: Constitutionality of tax law, Coney Island & Brooklyn R. R. Co., 277, 827 Constitutionality of tax law, case of Inter- borough Rapid Transit Co., 410 Discussion [Shaw], 241 Law, Compliance with the [Ham], 24 Proper method of taxation [M'Carter], 16 — Taxes, fares and regulation [Tingley], 10 Technical school and the electric railway [Richey], 995 Telephone discipline, Improving, 969 Telephone selector (Western Electric), *952 Telephone serviee of interurban railways, 305 Telephone_ system, Metropolitan Street Ry.. New York, 936 Telephones (See Dispatching systems) Terminal stations: Freight, Davenport, la., '245 ■ Pennsylvania R. R., New York City, "656: Comment, 649 Terminals, Railroad: Electric operation, Progress in, 9 Importance of, for interurban railways [Shannahan], 17 Terre Haute, Ind., Power station improve- ments. *275 Terre Haute, Indianapolis & Eastern Traction Co. (See Indianapolis) Test car, Metropolitan Street Ry., *662 Testing motors in Boston, '654 Testing set, Low-tension, portable (Westing- house), *iio6 Theft of electricity [Hcgarty], 831 'Theft of railway property, 217 Thermit-welding motor cases, Cost of 1 16, C198 Thermit welding of repair parts, Richmond, Va., 905 IMiree -phase locomotives (See Locomotives) Three-phase system, Comparison with other systems [Darlington], 1064 Third rails. Protection of, in car house. New York, "696 Throuph routes and joint rates: Bill in Congress, 296, 320, 363. 379: Testi- mony of I.. S. Cass, 400, W. G. Dows, W. T. Ferris, M. A. Knapp, 401, li. W. Warren, 402; Letters from V . W. Coen, 450, 719, Warren, 451, A. T. Hay, 525: ( hanges in bill, 672 Chicago through routing problem. 104, 1- 847 England, Through-running agreements, 824 XII Tickets: Miners', in Indiana, unlawful, 1005 Six-for-a-guarter, withdrawn, in Des Moines, 720 Tickets vs. cash fares on prepayment cars, Tie lines (See Transmission lines) Ties: Consumption in 1908, 149 Consumption and preservation in United States, 606 Preservation, Conditions and practice in Southern States, 604; Comment, 559 Specifications, Public Service Ry., '1053 Steel, Experience of various street rail- ways, 489 Timber preservation: Antiseptic treatment of timber (Anti- septine), 713 — —Preservation in 1908, 158, 201 — —Report of N. E. L. A. Committee, 988 Southern States, 604; Comment, 559 Superficial method, *i99 Time clock. Use of, 1087 Time tables, Method of calculating headway, 70 Toledo: Franchise negotiations, 422 Gwl service campaign, 801 — — Pay-as-you-enter cars, 801, *io34 Toledo Railways & Light Co.: Annual report, 508 Franchise extension proposed, "673, 881 Inspection of accounts by city, 881, 1039, 1074 Toledo, Ann Arbor & Detroit Electric R. R., Sale of, 52 Toledo, Bowling Green & Southern Traction Co. (See Findlay, Ohio) Toledo & Indiana Ry., Sale of, 52, 207, 295, 641 Toledo & Indiana Traction Co.: Incorporation, 330 Mortgage, 719 Toledo & Western Ry., Chartered car charges, 414 Topeka (Kan.) Ry., Change in control, 677 Toronto, Report of Board of Control on tran- sit matters, 955 Toronto & York Radial Ry.: Heating system in car house, *542 Simmen cab signal system, 158 Tower wagon, automobile, Minneapolis, '250 City track [Heindle], 745; Discussion, 778. Concrete beams, Mobile, Ala., *9o6 Economical, Suggestions [Schreiber], *I052; Comment, 1051 Interurban railways [Hanlon], 783 Maintenance of track, cost data [French], 612 Metropolitan Street Ry., Standards, *86 3 -Mobile, Ala., *go6 Paving notes [McMath], *236 Permanent city construction for interur- bans [Weber], *537 Reinforcement of conduit system, Wash- ington, D. C. [Betts], *436 Special work: Economical [Schreiber], *io52 Metropolitan Street Ry., S22 Washington, D..C, *437 Statistics for 1909, 34 Trackless trolley lines in Austria, *225 Traffic: Congestion in Chicago, Report on, *867 Passenger, in European and American cities in 1907, *982 Traffic curves, Value of, 1015 Traffic promotion (See Advertising) Traffic unit, One thousand seat miles as [Foster], C198; Comment. 175 Train and ourv r=ristance. Report on, 489 Transfer box, Richmond, Va., *noi Transfer tables: Metropolitan Street Ry., '695 Moving double-truck cars with single- truck table. 290 Syracuse, N. Y., *U9 Washington, D. C, *64, 65 Transfers : Chicago, Announcements, 760 — - — Notes on issue, 316 New York, Printed matter on, 1005 Rochester [Callaghan], '412; Discussion, 406 — — Tacoma, Wash., 1078 Time punch (T. I. M. Co.), '632 Transfer of passengers short of their des- tination, 174 Worcester, Mass., system, 129 Transformer drying device (G. E.), *4i8 Transformer, Portable, for testing armatures, 360 Transmission lines: Calculation of tie lines between power stations [Rice], *78 Sectionalizing distribution lines, 96 Transmission voltage, Effect of raising, 929 INDEX. Transportation, A monopoly of [Buckland], 19 Trap door lift in cars, Richmond, Va., *9ii Trenton, N. J.: ■ Elizabeth & Trenton R. R., Incorporation, 957 No-seat-no-fare ordinance, 686, 720, 727, 761 Strike, 505 Trenton & New Brunswick R. R., Sale, 885 Trespassing on private right-of-way, 96 Trinidad, Colo., Southern Colorado Power & Railway Co., Sale, 126 Trolley base: Frictionless, for city cars (T. S. Co.), *252 Reversible ball-bearing (Holland), *.;66 Trolley ears (See Overhead construction) Trolley harps: (Hensley), *633 (Holland) *is8 Trolley retrievers: Pneumatic (Prentiss), '635 (Shanahan), *249 Trolley runway on drawbridge, *36o Trolley wheel bushings, Methods of testing, 270 Trolley wheels: Boston practice and casting formula, 877 (Hensley), *633 Street (Holland), *is8 Trolley wire, Wear of steel, with pantograph trolley, 1028 Trucks: Cast-steel frame (Hedley), *io6o Detroit United Ry. (Baldwin), *I59 Flexible axle (U. E. C. Co.), *25o Light M. C. B. (Baldwin), *io35 M. C. B. four-wheel, Illinois Traction System sleeping car, ^477 Storage battery car, "183 Turbines, Steam: Cincinnati power station, *77o Horizontal impulse (Dick, Kerr), *4S9 20,000-kw, in Chicago, 493 Test of 15,000-kw exhaust steam-turbine set, Interborough Rapid Transit Co. [Stott and Pigott], 451; Discussion, 453; Comment. 434 Twin City Rapid Transit Co. (See Minne- apolis) u Union Traction Co. (See Independence, Kan.) United Rys. (See St. Louis) United Railways & Electric Co. (See Balti- more) United States Steel Corporation, Welfare plans for employees, 810 Utica, N. Y.: Track maintenance and cost data [French], 612 ■ Trip by trolley to Louisville and Indian- apolis, *g6i, 908, 931, 950 Utica & Mohawk Valley Ry. : Complaint slips, 938 Track construction, 490 Uvalde, Texas, Steam motor car, *46i V Valuation (See Appraisal) Valve-grinding machines (Hartford-Blanchard) [Banghart], *997 Valves: Air valves (Keystone), *2oo Emergency air-brake (National), *88o Vancouver, B. C, British Columbia Electric Ry., Stock, 464 Varnishing cars [Woods], 610 Ventilation of cars: Combined hot-air heating and ventilating system (Peter Smith), *i2i Connection between ventilation and heat- ing [Whiston], c8o — — Oakland, Cal., "Key Route" cars, *99 Vestibules on cars in New York, 353, 958 Virginia Railway & Power Co. (See Rich- mond, Va.) Yisalia (Calif.) Electric R. R., 15-cycle single- phase, *IOI w Wages (See Employees) Walla Walla, Wash., Northwestern Corpora- tion, 1077 Warsaw-Peru line (See Winona Interurban Ry.) Washington, D. C. : Capital Traction Co., Car house, "64 Controller handle, Special, with con- tactors (Hanna), *i2o — — Report of Interstate Commerce Commis- sion, 290 Trail car operation, 1077 (Abbreviations: * Illustrated. c Correspondence.) [Vol. XXXV. Washington, D. C. : (Continued) Washington Railway & Electric Co.: Annual report, 676 Underground conduit, Reinforcement of [Betts], "436 Washington, Baltimore & Annapolis Ry. : Change from single phase a. c. to 1200 volts d. c, *392; Comment, 380 Fare increase, 295 Service extended, 550 Time extension on bondsv 465 Washington (Ind.) Street Ry.', Sale, 677 Water power, Development of the hydroelec- tric problem, 271 Waterloo (la.), Cedar Falls & Northern Ry. : Bond sale, 677 Mortgage bonds called, 549 Watsonville (Cal.) Transportation Co., Sale, 921 Waynesboro, Pa., Chambersburg, Greencastle & Waynesboro Street Ry., Bond issue, 294, 1076 Welding, Electric, in repair shops, Philadel- phia, 356 Wengernalp Ry., Switzerland, High-tension, direct-current operation, 700 West Jersey & Seashore R. R. Electrification, Operating statistics, 532; Comment, 517 West Penn. Rys. (See Connellsville, Pa.) Westboro, Mass., Hearing on fare to Worces- ter, 759 Western Electric Co., Pension system, 875 Western New York & Pennsylvania Traction Co. (See Olean, N. Y.) Western Ohio Ry. (See Lima, Ohio) Western Society of Engineers, Annual meet- ing, 147 Western States, Electric railway growth in, 1 Whatcom County Ry. (See Bellingham, Wash.) Wheel guards: Automatic (Hardin), *366 Brooklyn, Order of Public Service Com- mission, 83, 331 Coney Island & Brooklyn R. R., Order to equip, 549 Parmenter, Hearing on, New York City, 480 Wheel records, Indianapolis, 587 Wheeling, W. Va., City & Elm Grove R. R., 1114 Wheels: Cast-iron and steel wheels, Discussion [Beebe], *446 Cast-iron and steel, on six Southern rail- ways, 909 Discussion at Wisconsin Electrical Asso- ciation, 186 Gages for wheel work, 361 Mobile, Ala., Changing at, '834 Mounting pressures, Report of M. C. B. Association, 1098 Spring wheels, Glasgow, '250 Steel, Indianapolis, *s87 Steel, Report of committee of Engineer- ing Association, 1027 — — Steel tires, Removing and replacing, London tube cars, *8i2 Wear of, by brake shoes, 1087 Wear of wheels and tires, 362 Wearing limits, London Underground Electric Rys., *8i3 White, J. G. & Co., Annual report, 884 Wilkes-Barre (Pa.) Ry., Incorporation, 165 Wilmington, N. C, Pole and tie preservation, 604 Window washer, Self-feeding brush (Stanton), '671 Winnipeg (Man.) Electric Ry. : Annual report, 424 Oil-drying plant, *noo Winona (Ind.) Interurban Ry., Construction features of Warsaw-Peru line, *48i Wisconsin Electrical Association, Annual meet- ing, 184 Wisconsin Railroad Commission, Annual re- port, 536, 664 Wood preservation (See Timber preservation) Wood Preservers' Association, Annual meet- ing, 158, 201 Worcester, Mass., Transfer system, 129 Worcester Consolidated Street Ry., Hearing on fare to Westboro, 759 Worcester & Southbridge Street Ry. : Purchase, 921 Stock issue, 1005 Wrecking truck, Pittsburgh, *9ii Y Year 1909, A review of, 2, 3, 6 Yonkers, N. Y., Objections to prepayment cars, 515 Yorkshire (England) Electric Tramway Co., Self-tightening tumbler track brake, *837 Youngstown & Ohio River R. R.: — — Financial conditions, 958 Officers, 371 Sale, 1077 Youngstown & Sharon Railway & Light Co., Hearings, 885, 958 January — June, 1910.] INDEX. XIII AUTHOR INDEX A Adams, H. C. Valuation of public service in- dustries, 314 Angerer, Victor. Rails and special work, 14 Armstrong, A. H. Recent electric railway progress, 8 Ayres, M. V. Cost of maintenance in Massa- chusetts, C671 Substation costs, C996 Value of lightness in cars, 703 B Badger, J. S. Workers' compensation acts, C1029 Banghart, C. S. Accurate regrinding of motorman's brake and triple valves, *997 Barnes, C. R. Block signaling on electric rail- ways, 416 Beeler, J. A. Help the public in correct think- ing, 27 Bell, Louis. Power stations and distribution systems, 1 1 Betts, Philander. Reinforcement of conduit rails at Washington, '436 Brady, A. W. Permanent franchises and reasonable returns, 21 Buckland, E. G. A monopoly of transporta- tion, 19 ' Buckman, H. H. Daily inspection and up-keep of rolling stock, 193 c Callaghan, W. C. Educational methods used in placing new system of transfers in operation, *4i2 Carpenter, E. C. The American Street & Interurban Railway Claim Agents' Association, 18 Clark, W. J. The fare question, 279 Coleman, G. M. To remove brushes on G. E. circuit breaker, "366 Collins, J. C. Methods of checking tickets and other passenger revenue, 411 Cooper, H. S. Suggestions with reference to the standard city Rule Book, 941 Crafts, P. P., Address by, 776 Curwen, S. M. Some present tendencies in car construction, 29 \ D Davies, H. J. Maintenance provisions of Cleveland ordinance, 614 Davis, G. H. A street car ride the cheapest service or commodity we buy, 825 Doerr, C. T. Auditing express and railroad expense bills, 226 Duffy, C. N. Rate of return on electric rail- ways, 871 E Elkins, A. F. Relations between the account- ing and operating departments, 944 F Fish, Willison. The future of street railway service in large cities, 28 Ford, F. R. Tendency of diminishing profits at 5-cent fare, 30 Treatment of~depreciation, 284 Forse, W. H., Jr. The Central Electric Ac- counting Conference, 23 Foster, H. A. One thousand seat miles as a traffic unit, C198 French, M. J. Track maintenance and cost data, 612 G Garner, H. W. Why interurban railway fares should not be lowered, 781 Glenn, W. H. Fares on city lines, 13 Griffin, W. R. W. Near-stop operation, 410 H Ham, W. F. The corporation tax law, 24 Hanlon, T. J. Interurban track and overhead construction, 783 Hazelton, Hugh. Power station. of the Hud- son & Manhattan R. R., *384 Heindle, W. A. City track construction, 745 Herrick, A. B. Special methods of mainte- nance, 616 J Jackson, W. B. Depreciation and reserve funds of electrical properties, 903 K Kempton, W. H. Application of porcelain strain insulators, *990 Kruger, C. O. Necessity of increase in revenue sufficient to meet increased costs, 18 L Lake, H. C. What constitutes a legal tender for a fare, 313 Lamb, A. J. The auditor's relation to the operating executive, 492 Lane, F. Van Z. Reduction of trolley delays on the Brooklyn Bridge, 1065 Lang, A. E. Terms for use of city facilities by interurban companies, 22. Lincoln, F. H. American Street & Interurban Railway Engineering Association, 27 M MacAfee, J. B. Relationship of the electric railway to the public, 19 McCarter, T. N. The signs of the times, is McGraw, J. H. Educating the public in rela- tion to electric railways, 73 McMath, T. B. Notes on street paving, 236 M'Millan, J. Proper treatment of electric railway properties, 25 Mathes, L. D. Why street railway fares should not be lowered, 750 Mitten, T. E. Traffic problem in Chicago, 31 N Nethercut, E. S. Valuation of operating prop- erties, 945 P Peck, E. F. Street Railwav Association of the State of New York, 22 Pigott, J. S. (See Stott, H. G.) Pulliam, J. P. Electric railway fares. 195 (Abbreviations: 'Illustrated. c Correspondence.) R Rice, R. H. Calculation of tie lines between power stations, *78 s Schneider, E. F. Prevention of accidents, 617 Schreiber, Martin. Some suggestions for economical track maintenance and construction, *I0S2 Sergeant, C. S. A fair return upon the in- vestment, 283 Problems confronting street railways, 6 Shannahan, J. N. Terminal facilities for in- terurban electric railways, 17 Shaw, J. F., Address at banquet of A. S. & I. R. A., 241 The American Street & Interurban Rail- way Association, 7 Squier, C. W. Commutator slotting and its relation to brushes and mica, 613 Staats, H. N., F. W. Coen and H. P. Clegg. Report of Committee on Insurance, 947 Stebbins, Theodore. Necessity for revising blank forms, C873 Stevens, R. P. Regulation, but not confisca- tion, 12 Storer, N. W. The single-phase system in the year i9og. 20 Stott, H. G., and J. S. Pigott. Test of a 15,- ooo-kw steam-engine turbine set, 451 Sullivan, P. F. Public service commissions, 280 Swift, H. S. American Street & Interurban Railway Accountants' Association, 28 T Tingley, C. L. S. v Fares, taxes and regulation, 10 Todd, R. I. American Street & Interurban Railway Transportation & Traffic Association, 12 V Varrellman, A. J. The prepayment car and its advantages. 784 w Walker. J. B. Expenses of public service com- missions, C671 Warfel, C. O. Soliciting business, 540 Wattles, G. W. Protection against strikes, 14 Weber, FI. L. Permanent city track construc- tion for interurbans, 537 Webster, E. S. Comments on the electric rail- way situation, 24 Weeks, H. E. Depreciation, 7S2 Whiston, W. C. Heating and ventilation, c8o 1 Whitridge, F. W. Official valuation of private property, no Whysall, George. Address, 538 Williams, C. C. Method of procedure when a person refuses to pay fare for se'lf or child, 237 Williams, W. H. Valuation of public service corporations, 76 Wilson, B. E. Chartered or special cars, 413 Woods, C. F. Economy in electric car paint- ing, 609 Wright, W. D. Work of the New England Street Railway Club, 15 PERSONAL Abell, W. W., 762, 960 Adams, H. M., 1080 Adams, T. S., 1043 Adamson, J. L., 1 1 1 G Allen, C. H., 333 Ambler, James M., 761 Anderson, A. A., 643 Andis, Leslie1 A., 802 Andrews, Horace E., 72! Armstrong, C. E., 1116 Arnold, B. J., 55 Atwood, W. W., 761 Bailey, W. P., 722 Baker, C. B., 467 Baker, C. F., 374 Balsdon, A. S., 333 Barlow, Walter G., 924 Bartholomew, G. A., 1079 Baukat, J. G., 924 Beach, Henry L., 427 Bean, L. H., 551 Beaulieu, D. L., 129, 168 Bell, J. C, 5.s Bell, B. B., 129 Bemis, Sumner A., 802 Berg, Fred A., 7C11 Bigelow, Edw. M., 1007 Iiirtwell, A. W. Q., 333 Bochow, M. II., 721 Bourlier, W. S., on Boyer, John, 1043, 1079 Brackenridge, John ( '.. 90 liradley, L. ('., 9(10, im(> Bradshaw, S. I'., 467 Branson, Henry, 55 Brinkerhoff, J. II., 90 Brown, I. owe, 510 Bruce, C. F., 924 Bryan, Edward Payson, 210 Ruffe, Fred G., 333 Burk, W. II., 679 Burns, I. M., 129 Burtslield, S. S., 1079 Calder, C. Ernest, 468 Callaghan, W. C, 924 Cameron, G. M., 130 Campbell, Gordon, 168, 210 Carlisle, John N., 262 Carson, W. A., 1 1 1 6 Casey, W. M., 55 Chapman, James R., f>43 Childs, T. M., 333 Chubbuck, H. E., *334 Churchill, W. W., 680 ("lark, E. I'., ni|i ( lcgg, Ilarric I'., 1116 Clinger, A. B., 679 Coffin, Leslie R., 679 Collins, John F., 209. '263, 848 Comstock, Theodore B., 262 Conklin, L. II., 551 Converse, John II., 888 Cooke, D. W., 297 Copcland, J. B., 333 Corbusier, W. T„ 721, 802 Corrigan, Bernard, 169, 887 Cotton, John J., 551 Courtney, A. M., 1043, 107.) Craig, Marshall, 1007 Crawford, A. A., 373 Crawford, J. B., 467 Crawford, E. I.., 427, 510 Culp, Sherman, 1079 Cunty, W. C, 887, 924 Curtis, Jr., Geo. M., 721 • Portrait. XIV INDEX. [Vol. XXXV Danney, Frank. 333 Dahl, Gerhard Mi, 373 Daily, S. H., 11 16 Dame, F. L., 168 Davis, J. R., 168 Davis, Oliver L, 721 DeCamp, S. S., 679 Decker, Martin S., 262 Dermei, D. Van, 467 Dewees, J. D., 373 Diddle, W. A., 761 Dimmock, \V. S., 551, 802 Dodge, G. H., 297 Doherty, Henry L., 11.16 Donecker, H. C., '263 Dowling, H. M., 90 Downs, E. E., '924 Durell, Charles M., 262 Duvall, Louis M., 1007 Earle, Jr., Geo. H., 333, 960 Eastman, Albert, 762 Edgar, H. T., 334 Egan, J. M., *427 Elberson, J. C., 467 Ellis, Walter, 169 Ely, Van Horn, 924 Estabrook, G. L., 297 Evans, William H., 297, 334 Everett, Henry A., 848 Fabian, H. A., 263 Fallan, B. J., 643, 679 Farson, John, 210 Faulk, George, 924 Fink, J. R., 168 Ford, A. H., 333 Forester, J. C, 90, 130 Foster, E. C., 168, 334 Foster, Horatio A., 1079, 1116 Foulkes, R. J., 168 Franklin, C. F„ 848 Frayer, W. D., 802 Friend, James W., 90 Frink, Edwin W., 802 Furling, Clyde J., 467 Gardiner, A. L., 802 Gilbert, Carl B., 11 16 Gillis, R. C, 1043 Gillman, Cameron, 552 Glover, M. W., 90 Goldthwart, W. J., 848 Goodwin, J. M., 55 Gorman, J. B., 334 Gowan, C. R., 887 Graham, Geo. C, 333 Grant, L. R., 263 Graston, M. E., 1080 Gray, James K, 679 Greathead, Alfred John, 1007 Green, E. L., 722 Greenidge, C. A., 510 Griffin, W. R. W., 849 Guild, C. G., 551 Gunn, R. T., 90 Hamilton, "J. H., 55 Hammett, Jr., Edward, 510 Hargett, A. W., 510 Harper, Morey B., 510 Harrigan, B. H., 848 Harrigan, J. R., 90 Harvey, G. A., 90 Hawes, Fred M., 262 Hayden, C. P., 643 Healy, F. A., 11 16 Hepburn, E. T., 802 Hepburn, F. T., 849 Hering, Joshua W., 1043 Hewitt, J. H., 551 Hibbard, M. L., 1043 Mile, Chas. H., *643 Hoagland, H. C, 297, 427 Hock, Charles E., 1079 Holderman, L. E., 55 Holmgren, Gustaf, 467 Horton, John T., 263 Howard, E. G., 90 Hubbard, Chas. E., 129, 510 Hume, Fred, 333 Hungerford, Edward, 16S Huntington, H. E., 263 Jackson, Prof. D. C, 297 Jeffries, G. K., 129 Johnson, Chas. O., 762 Jones, John A., 90 Jones, Paul R., 1 1 1 6 Jones, John P., 11 16 Jones, S. J., 427 Jordan, Joseph, 333 Kamschulte, H. B., 468 Katterheinrich, A., 168 Kehoe, M. J., 551 Reiser, W. N., 802 Keller, E., 90 Kelley, F. G., 960 Kelsey, E. R., 721 Kelsh, W. J., 90 Kennedy, A. C, 55 Kerr, Walter C, 888 King, J. J., 961 KirchhofT, Charles, 169 Kirk, E. B.,-468 Kneedler, H. S., 467 Knowlen, J. F., 297 Kock, Albert, 129 Lahrmer, John F., 90 Laird, Philip- D., 802 Lavelle, J. T., 761 Lawrence, F. W., 55 Leach, Thomas A., 333, 467 Leary, M. J., 129 Lenhart, C. E., 168, 297 Levinson, L. M., 721, 761. 1 1 1 6 Ligon, Robert E., 55 Lincoln, Fred H., *i3o Linn (Jr.), Arthur L., 262 List, A. S., 1116 Longino, B. T., 848 Lott, P. M., 1 1 1 6 Lucas, Edward, 1116 Lynde, L. E., 848, 1007 McAssey, F. W., 679 McClary, J. B., 334 McCoy, N. C, 510 McCray, L. H., 643, *68o McDaniel, William, 129 McDonald, A. D., 129 McDonnell, Edw., 924 MacKay, H. W., 722 McKinley, W. B., 761 McLean, E. S., 373 McLenegan, Saml. B., 551 McLimont, A. W., 849 McNeely, J. W., 262 Mahony, J. J., 552 Maltbie, Milo Roy, 262 Massengale, Lee, 887 Mathes, L. D., *8o2 Maxwell, E. P., 1043 Meredith, Bert, 129 Miller, A. D., 551 Miller, G. E., 129, 209 Mills, J. S., 297 Minzesheimer, L. F., 468 Mooney, Fred J., 1079 Moore, Sharp G., 168 Morrison, Jr., Robert, 887 Mortimer, James D., 373 Muny, C. T., 721 Murray, Chas., 924 Myers, William, 960 Nash, L. C, 168 Neiswender, 1043 Newton, O. S., 90 Noyes, H. B., 427 Olmsted, Elmer S., 373 Osborne, Thomas M., 263 Osborne, M. B., 90 Osmer, J. E., 168 Page, Walter B., 679 Paine, Waldo G., 467 Palmer, Russell, 11 16 Parker, John C, 467 Payne, Frank E., 90, 761 Payne, Frank W., 130 Pearce, Judge James Alfred, 762 Pearson Charles, 11 16 Peterson, P. N., 1043 Pharo, H. A., 168 Phillips, Benjamin, 427 Porter, Geo. F., 849 Powell, D. C, 721 Pulliam, J. P., 90, 169, 1043 Quackenbush, Geo., 374 Radcliffe, Geo. L., 427, *468 Rapp, F. C, 1043 Reardon, J. F., 209 Reidhead, F. E., 55, 90 Rennick, Alex., 297 Richey, Prof. Albert S., 1044 Richmond, C. G., 427 Riddle, Samuel, 297 Ridlen, Stephen, 679 Robinson, Fred. Mortimer, 762 Robinson, Sir C, 374 Rockwell, H. B., 1079 Rose, George G., 333 Roseman, H. H., 297 Ross, J. T., 680 Rothermel, Miss S. M., 1044 Rothery, J. C, 924 Ruff, A. L., 1079, 1 1 16 Ryan, C. Nelson, 467 Ryan, M. F., 169 Sanders, H. L., 168 Satterlee, W. A., 848 Scofield, Ira P., 721 Scoville, Allen P., 468 Schenck, Charles, 169 Schmidt, Emit G., 427, 960 Schneider, E. F., 55, 130 Scribner, G. Hilton, 130 Seagrave, A. R., 1080 Seip, W. H., 55 Seely, Garrett T., 262 Sewall, H. B., 55 Sewill, J. E., 924 Shaw, James F., 1043 Shaw, Alex, 467 Shelton, T. W., 960 Shippy, Henry L., 130 Shoup, Paul, 802 Sigler, Charles, 209, 427 Skinner, John J., 129 Slichter, Walter I., 887 Smeaton, James H., 1043 Smith, Clement C, 90, '210 Smith, R. R., 297 Smith, W. A., 168 Snell, August G., 11 16 Snow, Wm. A., 849 - Somers, C. E., 55 Speidel, Joseph , 1116 Sprague. A. R. K., 961 Staal, Geo. F., 551 Stanley. Albert 1L, 373 Stanley, John J., 721 Starring, Mason B., 643 Sterneberg, A. E., 263 Stetson, Albert, 468 Stevens, John F., 960 Stevens, P. P., 510 Stewart, W. F. Bay, *i69, 210, 262 Stitzer, A. B., 1007 Stockberger, F. L., 55 Stone, E. F., 643 Storrs, L. S., 427 Stowe, Lyman Beecher, 209 Straub, S. S., 679 Sullivan, C. O., 90 Sullivan, J. J., 262 Sullivan, W. A., 761 Sutherland, E. R., 427 Talbot, Guy W., 887, 960 Taylor, Chas. E., 1043 Thirlwall, J. C, 129 Tillman, R. H., 333 Torner, J. V. H., 848 Towne, W. F., *go Trueman, Milton, 427 Turner, J. F., 679, 761 Tuttle, W. B.. *ioo7 1 Twining, W. S., '961 Uebelacher, C. F., 887 Vansant, R. H., 510 Venning, F. J., 169 Vosburgh, L. F., 333 Wadsworth, Wm. H., 373, 643 Wakeman, J. M., 334, i"6 Walborn, Ira C, 1043 Walker, James, 643. Watts, F. W., 887, 924 Wells, A. B., 90 Wells, Charles B., 55 West, O. H., 643 Wheatly, W. W., 887 Whinery, Samuel, 334 Whipple, Cyrus A., 334 Whitney, W. S., 129 Wickersham, L. B., 960 Wiebenson, Edward, 680 Wilkinson, C. A., 802 Wilmot, W. E., 333 , Williams, George R., 55 Wilson, H. M., 334 Winch, Stuart O., 262 Winter, Charles, 679 Winter, E. W., 209 Wolcott, Townsend, 849 Wood, Franklin P., 643 Woodard, W. O., 373 Wright, Chas., 802 Yount, J. M., 1044 Zimmerman, W. H., 262 * Portrait. Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, JANUARY 1, 1910 No. 1 PUBLISHED WEEKLY BY THE McGraw Publishing Company 230 West Thirty-ninth Street, New York James H. McGraw, President. J. M. Wakeman, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office. .. .Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all Other Countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1909, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 10,500 copies are printed. NEW YORK, SATURDAY, JANUARY 1, 1910 CONTENTS. Central States Interurbarj, Map i Electric Railway Growth in the Western States i The Electric Railway Situation 2 Engineering Developments of the Year 3 Electric Lighting of Cars 4 Presentation of Grievances 5 The Electric Railway Situation: A Review of the Problems of the Year 6 Convention Souvenir Number of German Street Railway Paper 31 Electric Railway Rolling Stock Ordered in 1909 32 New Electric Track Construction in 1909 34 Heavy Electric Traction Projects in 1909 36 Swiss Railways at the End of 1907 38 Recent Work of the German Street & Interurban Railway Association 38 Interurban Progress in the Central States 40 Receiverships and Foreclosure Sales in 1909 41 Pay-as- You-Enter Cars in Baltimore, Md 42 Results on the English Electrified Steam Roads 43 Hearing on Side Door Cars in New York 44 The Brill Prizes for Senior Theses 45 Program of 1910 Convention of International Street & Interurban Rail- way Association ' 45 Low Tension Feeder Calculations for Street Railways 46 Revision of Indiana Code of Interurban Rules 46 Consolidation of Chicago South Side Surface Railways 47 The Entz Booster Abroad 47 A New Insulating Tape 48 Portable Inspection Test Set 48 Car Disinfectant 48 Operating Costs of the Third Avenue Gasoline-Electric Car 48 London Letter 49 New.' of Electric Railways 50 Financial and Corporate 51 Traffic and Transportation 53 Personal Mention 55 Construction News 50 Manufactures and Supplies 58 Table of Traction Earnings 60 Central States Interurban Map A new map is always of interest, and the electric railway- groups of the North Central States readily lend themselves to graphic presentation. No city of any size and hardly a county in Ohio, Indiana, Illinois and lower Michigan and Wis- consin is without its electric railway mileage. Some of the principal centers are even linked with more than one electric route. As a part of this issue we present a map which clearly shows the extent of electric interurban railway development in the Central States. It is noteworthy that, with a break of but 22 miles, and that now nearing closure, travel is possible on electric cars from Sheboygan, Wis., 52 miles north of Mil- waukee, across the North Central States and into Central New York. Less than 50 miles of construction will complete the electric route from St. Louis to Chicago and the East. Several times electric cars have taken parties from Louisville, Ky., north to Detroit, Mich., and passengers might have journeyed 125 miles farther north to Bay City, had this extension of the trip been desired. The growth of the industry which has made these statements possible is not slackening. We look forward to seeing in the new year Canada linked electrically with the United States through the tunnels under the Detroit River. Missouri also will soon be joined with Illinois by interurban service over the new Mississippi River bridge at St. Louis, an electric railway enterprise. All these extensions are shown on the new map, and it is well worth while to examine the entire territory and so gain a new impression of the magnitude of the electric railway development. Electric Railway Growth in the Western States In 1909 the electric railways of the Rocky Mountain and the Pacific Coast States made substantial progress not only in extensions but in largely increased facilities for handling traffic on established lines. The West is large, and only a small part of the opportunity awaiting the investor has been grasped. The vast territory of the Pacific slope now is only beginning to receive the benefits of the rapidly increasing influx of set- tlers from the East that is following the remarkable revival shown by all lines of business in the West. Only a few of the more densely populated business centers 1 if tlic Western States are linked by electric railways. These cities have excellent local transportation facilities, which hav>- been largely instrumental in the rapid urban expansion char ac'teristic of the Far West, and scarcely one of these electric railway systems stood still during the recent lean period. The great variety of operating methods in vogue in the Far West commands interest, as do Hie numerous undertakings that are novel from the viewpoint of the engineer. As typi- cal examples of recent development in the Western electric railway field several interesting projects may he cited. In the 2 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. Rocky Mountain State of Colorado an example of heavy elec- tric railroading is found on the Denver-Boulder division of the Colorado & Southern steam railway system. This division has been in electric operation since May, 1909, and to an engineer is particularly interesting because 11,000-volt current is dis- tributed direct to the cars from a catenary supported trolley, without the use of step-down transformer stations. Traffic conditions on this road are largely indicative of many Western properties. The electric service so built up the passenger traffic during the first season of operation that not enough cars were available for handling the loads, even though steam coaches were borrowed and used as trailers. This upbuild- ing of traffic is, of course, characteristic of any electric line, and shows that electric service will initiate traffic in territory where the residents never before used parallel steam railroad facilities. West of the Rocky Mountains, in the Salt Lake valley, sim- ilar electric railway conditions are found. The Utah Light & Railway Company has just completed rebuilding the Salt Lake City street railway system. Those in charge of the property are placing its operation on a most up-to-date basis, with new cars, shops, car houses, power stations and, most important of all, a new "work together" spirit. The growth of population in the Salt Lake valley has been so steady and local travel has so increased that a 40-mile standard-gage steam line, the Salt Lake & Ogden, is now being equipped for electrical opera- tion between the cities whose names it bears. Also a quarry road, extending 14 miles up a canyon east from Salt Lake City, a year ago found it profitable to electrify, and now enjoys a steady passenger traffic, where before only rock was hauled. These roads and others have shown and will continue to dem- onstrate that in the West as well as in the East, though per- haps to a greater degree, an electric road will greatly stimulate traffic or originate it where there was none before. Journeying now into the Northwest, we find communities whose existence is dependent entirely upon the development of their natural resources by transportation facilities. Several such districts, large in extent, have no means of transporta- tion other than by electricity. Such conditions of dependence on electric transportation are found in the Inland Empire country south of Spokane, Wash., in the environs of Van- couver, B. C, near Seattle and Tacoma, on the Puget Sound, and in the district of which Portland, Ore., is the center. In each of these communities population and electric transporta- tion facilities have advanced hand in hand. One year a trol- ley line is built out of a big city and into a country almost desolate of human inhabitants. The road is advertised — they do that well in the West — and a year later, because of in- creased traffic, the schedule of cars has to be boosted. We recall one road, now parti)- built, which will extend 63 miles straightaway into the woods and river prairies of lower British Columbia. A good portion of the cleared right-of-way of this line looks almost like a mountain canyon with the tall timber on either side. Conservative estimates based on earlier experience show that this road will haul enough lumber out of the woods and transport enough household goods and sup- plies into the newly opened territory to pay operating ex- penses from the start, and with practically no initial popula- tion. As fast as the timber is cleared market gardens flourish and passenger traffic follows. In California numerous lines might be indicated, any one of which has been instrumental in bringing about largely increased settlement of the nearby agricultural and residence districts. Of course, other roads unfortunately have been built across ranches many thousand acres in extent which have not been subdivided, and therefore the growth of traffic in these local- ities awaits the time when legal or personal barriers will per- mit the parceling of the land to newcomers. Los Angeles and its nearby neighbors offer an example of a most wonderful electric railway growth brought about by favorable natural conditions of land, sea and sky. Here a suburban business has been developed that requires the opera- tion of more than 1200 large double-truck interurban cars, and many passengers are hauled 40 miles twice a day. The elec- tric railroads in and about Los Angeles have struggled to meet the demands of travel, and now, in spite of what in the East would be considered an abnormal development, construc- tion work is still in progress. These conditions, indicative of the growth of electric travel in the West, are not overdrawn. When one begins to build an electric road in a Far Western community he must be pre- pared to keep up with a marvelous growth in population. Ex- perience has shown this condition to be true from the Rocky Mountains to the Pacific Coast and from British Columbia to Mexico. The Electric Railway Situation Revival in business has minimized somewhat the conditions which have been disturbing elements in the electric railway situation, but it cannot remove them entirely, and they still remain problems for solution. The revival in industrial condi- tions, which has gained greater strength in substantially all parts of the country, has restored the gross revenues of elec- tric lines to normal levels, and the decreases or irregular gains of the last few years are succeeded by the consistent improve- ment in gross earning power which is the expected attribute of electric railway operation. The turn of the year is an appropriate time for retrospect, calm judgment and prophecy. When the events of the last 12 months are considered from the historical point of view it be- comes plain that they can best be treated through the columns of the Electric Railway Journal by discussion and statistics. While the problems of the electric railway industry as the new year opens are not radically different in kind from those that prevailed at the beginning of 1909, they have been altered some- what in degree; and it is the progress toward solution and the need of proper consideration of the great questions involved that the contributors to the symposium in this issue discuss. A reading of the various expressions of opinion concerning "The Electric Railway Situation" shows a general appreciation of similar conditions which demand attention in all sections of the country. When the problems are analyzed it is seen that their exist- ence is due in part to faults and mistakes of the past and in part to causes that are economic in nature and beyond the con- trol of the railways. The object of the review of the year, which occupies so large a part of this first issue of 1910, is to present the railway point of view of the existing difficulties. The questions considered are applicable, in varying measure, to properties of -;very character and in every locality. January i, 1910.] ELECTRIC RAILWAY JOURNAL. 3 With some of these properties an improvement has been made in various directions which point to ultimate distinct betterment in conditions; with others a keen appreciation of the necessities of the situation has been essential first in order that plans might be made to overcome, if possible, the effect of the development of increased costs and public demands. In a number of communities definite steps have been taken to increase fares, reduce transfer abuse, or remedy other condi- tions which were plainly in error, and in other cities pre- liminary plans for improvement are well under way. The review of the problems of the year contained in this number was compiled with the idea that the best interests of the industry would be served if the material published should deal largely with problems which are common to all properties rather than with questions which are purely local. Yet the fact is that the most important questions affecting any one property are either of immediate concern to all the others or will require attention eventually. One of the real problems which is before the leaders of the industry is whether each property shall work out its own salvation or its failure as best it may, or whether the serious questions can be answered with better advantage to all by an inquiry on behalf of the combined properties, say through the American Street & Interurban Railway Associa- tion. This view of the subject is taken by Mr. Sergeant, who concludes his careful study of the problems of the times with the definite recommendation that the American Association make a searching inquiry into the cost of doing business under different circumstances and in different localities in order that a true basis for the establishment of fares may be deter- mined. Mr. Ford thinks it is questionable whether in large cities, with unlimited transfers, the 5-cent flat fare provides as much as a reasonable rate of return. In any inquiry that may be undertaken concerning the cost of the service the element of value of the service should also be taken into account. Where there is extreme and assured density of traffic, month by month and year in and year out, the cost of the service, if full protection of all the property rights involved is certain, may be fairly regarded as a greater element in such an inquiry 'than in communities where the population is so small that consideration of the cost alone would not attract the investment required. Fares are more nearly uniform than costs of furnishing the service; and save where the system of accounts is prescribed by law the costs of providing the service are not determined by the same methods. If the costs of performing the service, if the elements which should be taken into account are questions upon which no analytical inquiry has been brought- to bear by the companies themselves, the results of inaction may be seen in more experi- mental public inquiries of the nature of that which has just been imposed in Cleveland. It is possible here to refer only incidentally to some of the questions discussed by the authors of the valuable papers pub- lished elsewhere in this issue. It should be added that the contributors to the symposium represent typical and prominent properties so located geographically as to give a representation to nearly every part of the United States and to most of the leading associations, as well as to widely differing classes of properties. We realize thai many of our readers are students of the vital questions involved, and we offer our columns at any time for further discussion of these or kindred topics. Passing to the statistical features of this number, attention will be directed to the figures of new track construction, which indicate a falling off as compared with the previous year. The returns are not complete, owing to the failure of some com- panies to respond to continued solicitation, but other causes are more directly responsible for the discrepancy. The figures of 1908 contained a large amount of new track construction, which was started before the panic and therefore had to be carried to completion to avoid heavy loss. This is true with respect both to extensions of existing properties and to new roads. New track construction is usually planned a year or two in advance, and since the financial and business conditions were not wholly propitious in 1908 for enterprises involving large outlays of capital, the effect is manifest in the returns for 1909. Our records as compiled, therefore, show an aggregate of 887.16 miles of new track construction during 1909. The returns from the same companies, however, show that the existing roads which made reports contemplate the construction of 1765 miles of new track during 1910. This figure, of course, makes no allowance for the total on account of projected properties that will carry their plans to completion during the present year. Engineering Developments of the Year Articles elsewhere in this issue describe the accomplishment in each branch of electric railway engineering in this country during the past year, and while all agree that there is nothing which can be considered as spectacular, the work undertaken has been solid and affords good foundation for future de- velopment. We had hoped that during the past 12 months a closer definition would have been made of the proper prov- inces and limitations of the four principal systems of electric operation, low-tension direct-current, high-tension direct-cur- rent, single-phase and three-phase. That this was not so may have been due to the fact that the number of new undertakings in which there was real opportunity for a choice was limited. On the other hand, the converse is equally true. Until the lead- ing electrical engineers of the country are in closer agreement as to what can be done, and even what has been accomplished, so far as these different systems of electric traction are con- cerned, the managements of large corporations will be unwill- ing to make radical changes. The only large installation in which a choice of" systems was reached this year was that of the Pennsylvania Railroad for its New York station and tunnels, and here the decision to confine electric operation to a limited terminal zone and the fact that the Long Island Railroad, which will also use the station and tunnels, was already far advanced in the work of converting its suburban tracks for low-voltage direct-current operation, made the selection of this system practically a necessity. The cause of steam railroad electri- fication in a new field of mountain grade operation has hern advanced also by the successful initiation of the service of three-phase locomotives in the Cascade tunnel of the Great Northern Railway. In electric locomotive design the use of side rods probably constitutes the most noteworthy improvement made during the year. It would be unsafe to say that the geared locomotive is doomed. It will undoubtedly be employed very generally in the future, but for heavy high-speed service the advantages of greater available space for motors, better distribution of 4 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. equipment and the reduction of dead weight on the axle which are gained by the use of side-rod connections more than coun- terbalance the slightly greater mechanical complications. In motors intended for heavy duty, as well as in generators, greater attention has been directed to increasing the output by forced ventilation, the practical result of which is the use of much smaller and less costly machines at a slightly increased cost of operation. The commutating pole motor is peculiarly adapted to operation with forced ventilation owing to its perfect commutation under extreme overloads. The limiting factor in the design of motors of this type is now the capacity "of the insulation on the windings to resist high temperatures for long periods without deterioration. Passing now to standard equipments for urban and interurban roads, the use of interpole motors is growing, possibly because of the increased interest in high-tension direct-current systems of distribution. With these motors there should be a reduction in commutator trouble, the most prolific cause for complaint in electrical equipments. These motors, of course, are equally well adapted for standard potentials. Multiple-unit control, in which the motor current is broken in contactors under the car body instead of in the controller on the platform, is also being more widely used for heavy interurban equipment, regardless of any immediate intention to begin train operation. So far as the rest of the car equipment is concerned, the most impor- tant subject for debate during the past year has been in regard to the design and in decreasing the weight of the car body. There is no doubt that general sentiment now favors a lighter car, certainly for city service, than was the case a few years ago, and that such a car can be constructed with due regard to strength is an opinion generally held. Closer scrutiny is being paid also to the weights of the parts carried on the car. The question of design, as distinguished from construction, ha-; been practically confined to the different forms of prepayment entrances, and while no one form can be considered a stand- ard, it is safe to say that the desirability of the prepayment idea for city roads is now settled. The plan has not yet been extended to any extent to the interurban field, and the line of demarcation as to its usefulness as regards cars in large cities and those on smaller systems and in suburban service has not been very closely drawn. Possibly next year there will be a different story. In overhead construction there has been a distinct tendency toward the use of catenary work wherever a fair rate of speed is used. The adoption of this class of construction, and also of higher trolley wire potentials, has had a stimulating reflex action on the improvement of overhead insulation and appli- ances. In power stations perhaps the most important development of the year has been the establishment of the exhaust steam turbine as practicable and economically desirable. Rateau, and possibly others, called attention several years ago to the pecu- liar fitness of the turbine for use with low-pressure steam, but it has principally been during 1909 that the results secured from the operation of such machines in railway power stations in Philadelphia and New York have become available. In steam turbines also the evidences of the trend to gain greater initial and operating economy by the construction of larger units are apparent. In track construction, open-hearth steel is being favorably considered in place of Bessemer steel for rails. The use of T- rail in paved streets is not meeting with as much opposition as formerly from city engineers, and its advantages from the standpoint of the railway companies are being more generally appreciated. Standardization of rail sections, although much discussed during the year, made little real progress. Preserva- tive treatment for ties has attracted the attention of many track engineers more forcibly than ever before on account of the increasing price of timber. The cost of preservative treat- ment is slowly decreasing and facilities for applying it are being extended all over the country. Outside of the electric trolley car the chief candidate for favor is the car driven by gasoline, either directly by an in- ternal combustion engine or through the medium of a self- contained engine and electric generator in the car body and motors on the axles. The gasoline car has undoubtedly gained favor during the past year, not so much because of the number of installations, which have been few, but because of the de- sire for an independent unit, and also because of the general recognition of the efficiency and reliability of the gasoline en- gine. As yet the use of the new cars has been confined chiefly to installations where the trolley system is out of the question, as in some of the narrow streets of New York and on cross- country lines of very light traffic. It is safe to say that the gasoline car will never replace the trolley car where the head- way between cars is short. But for light suburban railway lines there is opportunity for its use, though the burden of the proof of its adaptability for this service is still on its advo- cates. Electric Lighting of Cars The recent hearings before the Public Service Commission with respect to the lighting of the subway and elevated rail- way cars in New York City, resulting in the decision by the Interborough Company to return to the 16-cp plain incandescent lamp bulbs originally used in the cars, again remind us of the backward state of car lighting as compared with the refinements which during the past few years have been introduced into the art of interior illumination. Railway cars, both steam and electric, are still illuminated, with few exceptions, in the same general manner as they have always been. The transition from kerosene lamps to Pintsch gas on steam railroads, though gradual, has been general, but it has been effected with no particular change in the location and distribution of the sources of light. Electric car lighting, beginning in the early days of the trolley on very similar lines, was improved a little, perhaps, by the fact that single lamp fixtures are more readily distributed throughout the car in electric lighting than in gas lighting. But even in the most modern and carefully developed instances of electric car light- ing in vogue in interurban and rapid transit electric cars, the location and distribution of the lighting units is far from satisfactory, from the standpoint of the passenger who desires to read while riding, without fatiguing the eyes. And if one does not wish to read, but desires simply to rest, as is fre- quently the habit of long distance travelers and suburban com- muters late at night, the long vista of glowing filaments be- comes an annoyance little short of intolerable, no matter how comfortable the seats or how agreeable the temperature of the car interior. The difficulty is, of course, inherent in the dis- January i, 1910.] ELECTRIC RAILWAY JOURNAL. 5 tribution of the lighting units, in a long compartment with a low ceiling, and usually a dark background. Two years ago there was only one device on the market which indicated any tendency toward diffusing and softening the light for car illumination, and the price asked for it was practically prohibitive, in competition with the ordinary sys- tem. The various attempts to utilize prismatic glass shades are not radically different in conception from former ideas, and in practice have not so far shown themselves to be a generally acceptable solution. The fact that even the most recently designed motor cars show no signs of departure from the former practice seems to indicate either a lack of interest among electric railway equipment engineers in tackling a hard problem, or a lack of disposition on the part of the manu- facturers to take practical steps away from the beaten path. If one wishes to determine the extent to which illumination, when good, is used on cars let him look in a well lighted car and see the number of people who are reading papers. We believe those so occupied will average 50 per cent of the pas- sengers during all the hours in which the lamps are used, whether the car is an electric car or a steam railroad coach. It is a fact, however, that in steam railroad car lighting, progress towards anything better than the oil lamp was extremely slow, and was inspired more by considerations of safety from fire than by any particular regard for the eyesight of the passenger. It is, therefore, not surprising that the lighting of electric cars should be treated from a similar point of view. We venture to be- lieve, however, that the time has now arrived for the expendi- ture of some intelligent work on car illumination by equipment engineers. As the present system is defective not in the quan- tity of light but in the manner of its distribution, the cost of an improved system should not be greatly, if any, in excess of that now in use. Even at a slight increase in cost we believe that many railway companies would look upon any real im- provement as upon any other step to attract travel by making the cars more attractive. The field should prove a fruitful one for the inventor. Presentation of Grievances We believe that every broad-minded electric railway man- ager is pleased to have real grievances, for which his company is responsible, brought to his attention, whether they affect the public or his own employees. No one is omniscient, and if the hardships are real they should be remedied or ameliorated if possible. If this cannot be done, the situation should be ex- plained to those making the complaints, whether they are within or without the organization. In dealing with the class of grievances which relate to employees, many managers have adopted the practice of appointing a committee to listen to ac- counts of alleged defects in the service, or, where the manager himself attends to these matters, of having a committee of employees present directly to him the claims which require his attention. Where either plan is followed it is the obvious duty of the person presenting the grievances to be sure that his cause is just Otherwise, he puts himself as well as his complaint in a ridiculous light. A short time ago a representative of this paper was present during a discussion between the general manager of a large Western property, comprising both intcrurban and city divi- sions, and a committee from a group of carmen who were em- ployed at a small city division and were urging the cause of one of their number, the president of their local organization, who had been discharged for running his car over several steam railroad crossings without flagging them. Two members of the committee repeatedly called the attention of the general manager to the high grade of the men who make up their body, and emphasized the earnest desire on the part of all the men to abide strictly by the rules of the company. The general manager whom they were addressing agreed with the com- mitteemen that organized men, as well as all other men, should be progressive and should abide by the rules. After a little fatherly talk on this subject by the general manager, two of the committeemen quickly volunteered assurance that all rules of the company were being observed by the men they repre- sented. Immediately the general manager asked one of the two spokesmen, both of whom were in uniform, for his rule book and asked the other for his pad of accident blanks. The company's rules, subscribed to by the men, required that both rule book and accident blanks should be carried whenever uniforms were worn. One man, who had boldly pleaded the cause of another that had been discharged for running railroad crossings, did not have his rule book. The other did not have his accident pad, and both were in uniform. Then followed a lecture from the general manager of undoubted good to the men, and with an obvious moral. This case well illustrates a statement made recently by a well-known railroad man, that if men persistently and mali- ciously break the rules of the company they cannot reasonably expect any organization to be successful in protecting them in their positions. As in any other well-regulated business, a rail- way system must maintain strict discipline if it is to be suc- cessful. We are prompted to review here some of the charges fre- quently calling for discipline, and charges that have placed soliciting committees in embarrassing situations when seeking the mitigation of punishment. One of these is the practice of giving transfers to employees riding on badges, for which, it is needless to say, no reasonable excuse can be offered. Un- der the rules of practically all companies the badge is sufficient for free transportation. If the employee does not desire to make known his identity by showing his badge, he should pay his fare, thus permitting the conductor to keep his own record clear. On another road motormen have frequently to be ad- monished for running ahead of time. On a steam road this practice would mean dismissal. Of course, the danger to life is not so great on a street railway, but there are excellent rea- sons why cars should not precede their schedule time. Prin- cipal among these is the desire of the transportation department of any company to afford a uniform and reliable schedule as a means for retaining the high regard of the public which it serves. A paper which has for its avowed object the welfare of trans- portation men has said that drinking 011 duty and spending time in saloons are serious charges and that no committee lias been able to justify this most dangerous conduct — which usually re- sults in a grievance case being "thrown upon the mercy of the court." It is easy for one to hold up to the light the faults of another, but we may not be overstepping our province if we suggest that it is hardly within the province of a grievance com- mittee to extenuate avoidable violations of the rules. It can endeavor to mitigate too rigorous a regulation, but so long as a rule is in the books it should he enforced. 6 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. i. THE ELECTRIC RAILWAY SITUATION A REVIEW OF THE PROBLEMS OF THE YEAR PROBLEMS CONFRONTING STREET RAILWAYS BY CHARLES S. SERGEANT, VICE-PRESIDENT, BOSTON ELEVATED RAILWAY Perhaps the most pressing question at present which is common to street railways in all sections of this country is the one of satisfying the public demands, whether they be for ex- tension of lines, lower fares for longer journeys, new systems of more rapid transit, increased taxation or payments for fran- chises, reduction of capital to valuation figures, or the many in- direct burdens of paving, bridge construction or other highway expenses. The problem of reconciling such demands with a fair wage for employees and a reasonable return to investors may well engage the attention of all managers. Nearly every one will concede in theory that capital actually invested is entitled to a fair return, but in practice such a right is not always considered by public authorities when new demands are made upon the railways. The most conspicuous example is the tendency to grant only short-term franchises. The enormous capital outlay required for a first-class city system is absolutely unjustified unless the privilege is to endure sufficiently long to provide for amortizing the major part of the investment by the provision from revenue of suitable sinking funds before the expiration of the franchise. Most railway men know that this amortization is impossible under ordinary American conditions, and will doubtless agree that investment under short-term franchises is hazardous in the extreme. There are many causes for a public opinion which is so mistaken as to the conditions of so important an industry, not the least being over-capitalization, and the exaggerated ideas of possible profits which have been so widely disseminated. Street railway investors have come to a realizing sense of the narrow margins of profit afforded by the business, but the gen- eral public needs to be enlightened. To this end some authentic source of information to the public should be supplied, and this can best be done by sys- tematic reports to some public board having jurisdiction. From such reports may be deduced the amounts invested, the costs of the business, the facts as to what constitutes a reasonable fare. Such reports should be of great value to the investor as well as to the public. One of the great factors in creating grroneous ideas of profits has been the failure in many instances to maintain suitably the property, and in still more instances the failure to provide from revenue for suitable maintenance. When necessity arose provision has too often been made from some reorganization or rehabilitation fund supplied by the issue of additional stock or bonds. It is probably true that upon the whole the revenue of Amer- ican street railways has never been charged with sums even approximating the actual costs of maintenance, notwithstand- ing the fact that due and proper maintenance is as essential to \the getting of revenue and to the rendering of a suitable serv- ice as it is to the preservation intact of the assets against which securities are issued. Evils of this sort would be dis- closed by suitable accounts and authentic reports, and rem- edies would then be devised and adopted. REDUCTION OF TAXATION OR INCREASE OF FARE It is proper to ask what those remedies could be. If the revenue is insufficient to maintain and operate the property when the operation is carried on efficiently, can there be any other remedy than reduction of taxation or increase of fare? All taxation of a transportation company's business (as dis- tinguished from its real property) reduces its ability to serve the public, for which end alone it presumably exists. Payments for franchises and divisions of profits with city or State are therefore direct burdens upon the people who ride or ship goods. This is especially true when dividends are re- stricted by law to ordinary interest rates. With the ever-increasing waste and expense of government, new sources of taxation are continually sought and under such circumstances relief for street railways by abatement of taxa- tion will be difficult or impossible to obtain. INCREASE OF RATES OF FARE Our last remedy lies in the increase of rates of fare. This may be accomplished by reduction of free transfers, by direct reduction of journey lengths through the establishment of new fare limits, or by direct increase of fare. The almost universal American system of a uniform 5-cent fare was established in the days of the short journey in a light-weight horse car drawn at a slow rate upon a cheap track. The purchasing power of 5 cents was then very much greater than at present, and the service rendered the public in every way very much less. Still further, the fare was not attenuated by the free trans- fer— a comparatively modern invention. The theory upon which a uniform fare rests is that of the postage stamp, a common payment for ail, regardless of length of journey. Hence the short-distance rider pays for the losses of carrying the long-distance rider. The company must make from its short journeys the expense of the long journeys, and any and all possible profits. It is obvious, therefore, that any extension of the journey of the short-distance passenger by free transfer or otherwise is absolutely inconsistent with the theory upon which a uniform fare is based. With the growth of cities and extension of lines to more sparsely settled tracts the ride of the long-distance passenger is continually increased, and there is no relief for the transportation company until a sufficient local short-distance traffic can be created by the growth of density in population after a lapse of much time. This condition must constantly tend to become worse, and is one of the strongest reasons for revision of fares. The benefits of the uniform low fare undoubtedly have been great from the sociological point of view, and still greater in the development of real estate and taxable property, but all at the expense of the investors in street railways, who would have been well advised had they long since adopted the more logical European system of fare rates proportioned to journey lengths. In Massachusetts, outside of the metropolitan district, the uniform fare has often been established sentimentally in re- sponse to the cry of "one fare in one town," frequently with- out any regard to the sparseness of population or the length of the journey. In the metropolitan district of Boston and its suburban cities journeys for one fare may be made to include a number of cities. The fixing and regulation of fares would seem properly to be a function of the owners of the street railways. It is only when business is performed under a public franchise that the owner is deprived of the right to fix the price of his wares, and there would seem to be very good reasons why this should not be the case. It may be argued that the franchise is a necessary prelim- inary in the case of public service corporations to securing for the general public the facilities for transportation or light- ing or other public services. The object of granting the fran- chise is not that certain investors may make money, but that the public may have the great benefits of the service to be January r, 1910.] ELECTRIC RAILWAY JOURNAL. 7 provided. Full protection of the public would seem to be se- cured where the rate of dividend or profit to the investor is fixed by law. That the law should go further than this and undertake to determine +tv rates to be charged seems an en- croachment upon priv. . ^ht, and one which clearly, under the circumstances of legal limitation of dividends, is unneces- sary. Under such circumstances the owners of the property will be certain, either to make rates as low as possible in order to secure a large revenue, or to produce with their rates surplus revenue which may be applied to needed improvements in the service. The public is bound to benefit in either case, and it would therefore seem that the public control of rates should be limited only to rates which were unfair or dis- criminative. I believe that the question of rates in its broad sense is one of the most pressing and difficult problems to be solved by street railways ; that it necessarily involves inquiry and pub- licity, and therefore I would urge upon the American Street & Interurban Railway Association the importance of a careful and searching inquiry into the costs of doing business under different circumstances and in different localities in order that a true basis for the establishment of fares may be determined. THE AMERICAN STREET & INTERURBAN RAILWAY ASSOCIATION BY JAMES F. SHAW, PRESIDENT, BOSTON, MASS. The prosperity or success of an organization representing an industry can be judged by any one of several standards. The only proper criterion is the benefit which an association renders the industry which it represents. Other standards sometimes taken to measure the standing of an association are its financial condition and the size of its membership. Considered in any of these three aspects, the American Street & Interurban Railway Association has never been in more flourishing condition, and it is entering upon the fifth year of its history in better shape than ever before to serve the elec- tric railways of the country. The success from every stand- point of the Denver convention is now a matter of history, and every one who was in attendance will treasure it in his memory as one of the most pleasant as well as one of the most profitable ever held. It may be of interest to give here the figures of the attendance at that convention and at the previous convention in Atlantic City, which was by far the largest of any previously held by the association or by its predecessor, the American Street Railway Association. The membership of the association is made up very largely of Eastern companies, and the majority of the manufacturers of electric railway apparatus who exhibit at conventions live in the East, so that few people expected that the registration at the Denver convention would be anywhere near so large as that at Atlantic City in 1908. Nevertheless the total number which registered at the convention was 2800 as compared with 3300 at the 1908 convention or a difference of only 500. It may also be of interest to state that since the report of the secretary and treasurer was presented at that convention and up to Dec. 15 there has been a notable increase in the membership, which now consists of 328 active members and 900 associate members. MIDYEAR MEETING In accordance with a decision reached at Denver, a mid- year meeting of the association will be held at the headquarters of the American Street & Interurban Railway Association in New York on Jan. 28. This meeting has been called because of the feeling often expressed on the convention floor and else- where that it is impossible with but fine meeting a year to ac- complish all the work of which the association is capable, or even for the member companies to keep in touch with the sub jects upon which co-operative effort is desirable. In one sense this midyear meeting, which will be confined to the American Association or parent body, will be an innovation; in another sense it will not be without precedent even in our own association because it will correspond to the joint meeting which has been held in New York for several years during the winter by the executive and other committees of the association. These meetings have always proved so mutually helpful and profitable that it is thought even greater benefit will result from the meeting during this January. Arrangements have been made for the presentation to the association at this time of papers by well-known members upon subjects of timely interest and the meeting will be preceded by sessions of various com- mittees of the association. THE NEW YORK OFFICE Outside of its committee work and that accomplished at its midwinter and fall conventions, the activities of the association are represented by the work carried on continually throughout the year at its New York office. This office, of course, is also the main office of each of the affiliated associations, and owing to the growing needs of these organizations the demands made upon it are constantly increasing. This is a healthy sign and in- dicates a condition which we are glad to have. It is now proposed to add still further to the duties of the central office by having it keep closely in touch with the officers of the various State and other local street railway organizations throughout the country. Tentative plans by which these local organizations and our own can be of great assistance to each other have been suggested, but to define a future line of work invitations will be extended to each of these organizations to send a representative or representatives to a meeting to consider the subject to be held in New York on Jan. 27. At this time it is hoped that a plan of close co-operation, which will be mutu- ally beneficial, can be adopted. THE FUTURE WORK AND POLICY OF THE ASSOCIATION The assignment by the main association to the various affiliated associations of all subjects of an accounting, engineer- ing, claim, transportation and traffic character, leaves to the main organization, as its chief work, that of the broader aspects of the relations between the railway companies and the public and of the companies with their employees. So far as one can now look ahead, these two subjects afford sufficient scope to occupy the best efforts of the association for many years to come. Under the general subject of public relations can be grouped such important topics as those of national and State regulation in its various forms, franchise requirements, taxes, including the new corporation tax, publicity in its wider aspect, the fare question and the proper issuance and regulation of transfers. In the second division naturally fall questions relating to wages and welfare of employees, pensions, accident insurance, etc. There are also certain other matters of broad policy, such as fire insurance, which will naturally be assumed by the executives of the different companies and so will un- doubtedly come within the province of the main association. THE NEXT ANNUAL CONVENTION To assist in the solution of these questions it has been pro- posed that at the next annual meeting of the association half a day or an entire day should be devoted to addresses from men prominently connected with the Federal or State governments, financial institutions of national importance, and members of the bench and bar who have been giving attention to electiic railway problems of this kind, but. have not in the past attended many of our conventions. Assurances have been received from several of these gentlemen that they will accept invitations of ibis kind, if extended by the association, and it is believed that if a part of the time of the next annual convention should be devoted to a meeting of this kind it would be exceedingly helpful. The location of each convention in recent years has been determined in the spring by the executive committee, as (he re suit of a report made by a special committee appointed at tin' January midwinter meeting. As this course will probably be followed in connection with the 1910 meeting, it is impossible yet to make any announcement of the place to be selected. I might say, however, thai invitations have been extended to the association to meet in St. Louis, Saratoga, Niagara Falls, I ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. 8 Atlantic City, Portland, Ore. ; Rochester, N. Y., and in one or two other places. IMPORTANCE OF ATTENDING THE MIDYEAR MEETING The writer sincerely hopes that the plan of a midwinter meeting will meet the approval of the executives of the mem- ber companies and that there will be a large and enthusiastic attendance at the meeting on Jan. 28. RECENT ELECTRIC RAILWAY PROGRESS BY A. H. ARMSTRONG, RAILWAY DEPARTMENT, GENERAL ELECTRIC CO.. SCHENECTADY While the past year has. not been characterized by the large number and magnitude of its electric railway installations, some of those made are of special interest as giving indication of the development of the industry along new and broader lines. To the evidence of actual installations should be added the papers and discussions in the various engineering societies, which, while largely describing apparatus already built and in operation, yet unfold to some extent the designs and plans under way fpr the present and immediate future. Taken all together, it is conservative to state that the electric railway industry has made most important advances during the year just passed and is now entering into untrodden fields of great extent. LARGER UNITS AND HIGHER POTENTIALS One of the controlling reasons for the broader outlook is undoubtedly found in the preparedness of the manufacturing companies to furnish the more powerful machinery required to meet the demand for larger generating and transforming units operating at greater efficiency and still higher potentials. Nowhere is this shown to such an extent as in the construction of electric locomotives capable of replacing the largest and most powerful steam locomotives that 80 years of development has perfected. The placing on the market of turbo-generator units of 18,000 kw capacity, rotary converters of 3000 kw, transformers of 10,000 kw, operating at practically any line potential asked for,' and of switchboard apparatus able to control reliably any ag- gregation of these units, has resulted only in effecting econo- mies in generating and distributing systems and increasing their radius of usefulness. The development of electric rail- way rolling stock has, however, continually opened up new fields until now when the limitations of the steam locomotives are being most acutely felt upon our increasingly congested trunk lines, the electric locomotive is so far perfected and proven successful in the daily operation of the electrified divi- sions of several well-known steam roads, that the most con- servative must admit its fitness for certain classes of service. ELECTRICITY ON MOUNTAIN DIVISIONS The electrification of steam roads presents a problem of such tremendous importance that interest naturally centers in the progress made in this direction. In this connection attention is drawn to the installation of electric locomotives at Cascade Tunnel on the Great Northern Railway, fully described in die paper by Dr. Hutchinson before the American Institute of Electrical Engineers. This is our first example of large electric locomotives being used on mountain grades, and the immediate reason for their adoption in this case was the desire to eliminate the dangers of steam locomotive operation through an unventilated tunnel over 2 miles long. It is worthy of note, however, that the installation, is of such a character that it is readily adapted to extension over the entire Cascade Mountain division of the Great Northern. It is evident that the Western roads offer a particularly attractive field for the operation of electric locomotives on their mountain divisions. The conditions are none too favor- able for steam locomotive operation, and double tracking to avoid congestion is a much more expensive way to gain in- creased track capacity than electrification. That the present Great Northern installation is but the forerunner of another of much greater magnitude was indicated by Mr. Sprague in his discussion of Dr. Hutchinson's paper. LOCOMOTIVE DESIGN A considerable variety of locomotive construction has been offered. The Great Northern locomotives comprise four three-phase induction motors mounted on two four-wheel bogie trucks articulated. The Detroit River tunnel locomotives are of much the same construction, with, however, 600-volt d. c. motors in place of three-phase induction motors. In both types of locomotives, the motors transmit their torque to the axles through twin gears and the feasibility of this form of con- struction appears to have been demonstrated. While side-rod locomotives have been in use for some time in Europe, it was not until this past year that the first experi- mental unit of this type appeared in Schenectady, followed by the completion of the first Westinghouse locomotive for the Pennsylvania tunnels, also of the side-rod type. In both of these locomotives, the motors are mounted on the side frames, housed in the superstructure and transmit their power to the driving axles through intervening side rods and a counter- shaft. They thus pattern largely after standard steam loco- motive construction, the cylinders being replaced by electric motors. The advantages of side-rod construction appear three-fold, greater motor capacity made possible with the larger space available above the axles, higher center of gravity and all motor construction spring supported on the side frames. For moderate outputs per axle, the axle motor, either geared or gearless depending upon the speed, probably offers a type of construction that is most efficient both in first cost and cost of operation. Together with the steam locomotive boiler, how- ever, the axle motor suffers by reason of the space restrictions imposed by a 4-ft. 8^4-in. gage. Mounting motors in the super- structure gives the additional motor space needed for units of large output and at the same time gives a better riding loco- motive. Present developments have not clearly defined the limita- tions of side-rod construction. The advantages enumerated are obtained at the expense of a considerable increase in weight and cost, together with a decreased efficiency over types of locomotive construction possible with geared and gearless axle motors. Continued developments may, however, result in a more efficient utilization of material, sufficient to eliminate cost of construction as a controlling factor. Both steam and electric locomotives of recent construction give evidence of the acceptance of the necessity of leading or guiding trucks, preferably a four-wheel guiding truck for locomotives designed for high speeds. While this adds to the weight and cost, it undoubtedly increases the reliability in operation and will probably be seen in future designs of large units. To add to the perplexity of those endeavoring to solve the single-phase vs. d. c. motor tangle, come the tidings of the complete success of the Great Northern installation. While it is true that this is an a. c. installation, it employs, three-phase induction motors and double overhead trolley, and while thus differing from all other installations in this country, it appears from Dr. Hutchinson's paper well fitted to fulfill the service requirements. There are thus three types of motors which have been given commercial trial in the haulage of trunk line trains, the single-phase and three-phase motors utilizing alternating current and the 600-volt d. c. motor. The two former are particularly adapted for trunk line operation by reason of the high trolley potential that can be used. Indeed, the direct cur- rent motor would have been hopelessly distanced in the race for recognition in mountain road electrification had it not been for the continued development of the commutating pole motor with its higher voltage possibilities. The 1200-volt d. c. motor equipments operating or in con- struction in this country aggregate 60,000 hp operating over upwards of 400 miles of track. The operation of the equip- ments already installed indicates the entire success of the higher January i, iqio.J ELECTRIC RAILWAY JOURNAL. 9 voltage system. A brush life reaching 100,000 miles gives ample proof of the absence of commutator troubles and indicates that the limit of high voltage d. c. design has not yet been reached with 1200 volts. Control difficulties at the higher potentials were found to be less than expected, and the entire equipment indi- cates a life and reliability in service practically as good at 1200 volts, as at 600 volts. The success of the 1200-volt third rail on the Central Cali- fornia Railway gives promise of a still further increase in voltage before reaching the limitations of the high voltage third rail as a means of secondary distribution. Perhaps, after all, the question of d.c. vs. a.c. for mountain road electrification will be decided by the superior qualifications of third rail or overhead trolley. In any case it is becoming recognized that any disagreement of engineers as to details of equip- ment does not fundamentally effect the fitness of the electric locomotive, as such, for haulage of trunk line trains. Indeed, after all these years of development, there is sharp disagree- ment as to types and details of steam locomotive construction, and the relative claims of d. c. or a. c. govern the selection of the electric locomotive no more than a decision as to simple or compound determines the superiority of the steam locomo- tive as the type of motive power for a specified duty. ELECTRIC OPERATION OF TERMINALS The electrification of steam road terminals in and about large cities has been given increasing attention. Although a decision has been reached to postpone indefinitely the electri- fication of the Illinois Central, this does not seem to be a final solution of the terminal problem in Chicago if the continued agitation properly reflects public opinion. In this connection it is disappointing to witness the construction of a large steam terminal station in which no provision has been made to bene- fit from future electrification. As to the economic value of establishing a terminal electric zone, no figures have yet been made public other than gen- eral assurance that the savings effected are sufficiently great to pay a moderate return on the admittedly large expendi- ture required. The far-reaching decision to adhere to the 600- volt third rail made in the case of the Pennsylvania Railroad terminal in New York City would indicate its general ac- ceptance as the system possessing the greatest all-round ad- vantages for this class of service. The relations of steam, elevated and subway roads are so close as to call for a uni- form secondary distribution system, and the 600-volt direct- current motor possesses qualifications for traction service superior to all others. Hence the recent decision to use this system in and about New York may be looked upon as most sound and one that will not in any way act as an obstacle to the possible future extension of the electric zone. . GASOLINE CARS Not all of the steam road electrification problem concern locomotive operation and the movement of heavy trains. Many miles of branch lines are now being operated at a loss through a territory that would support an electric line giving a reason- ably frequent service. To meet such conditions as do not im- mediately warrant electrification, the gasoline car has been perfected and has given assurance during the past year of its reliability and economy in operation. Two types of cars are available, the first using a mechanical drive, the second having a generator direct connected to tin- engine and driving the axles through standard 600-volt direct-current motors. Oper- ating figures so far available indicate that such cars have a wide field of application, perhaps extending to some lines now operated electrically and contending with adverse conditions. The gasoline car appears suited for lines where only infre- quent headway is demanded or where the available receipts would not justify the heavier fixed charges of electrification. It is also especially suited for repair cars, inspection cars and to replace the electric car during hours of extremely light traffic, thus permitting shutting down the generating and substations. From present indications, the gasoline-engine car has come to stay and will demand an increasing amount of consideration. The 1200-volt equipments, with a single exception, have util- ized two motors in series rather than motors wound direct for the full potential, in order to save weight and cost. As a single motor may be subjected to practically full line potential ' if its wheels slip, its rotative speed must be low enough at normal voltage to stand double voltage and double speed with- out injury. This has given rise to the development of a line of motors, designed to run at considerably lower speeds nor- mally than is considered good practice with standard 600-volt motors. The resulting life of armature bearings and commu- tator has been greatly increased thereby, and "ft is an economic question if a corresponding reduction in the speed of standard 600-volt motors in general would not result in a decreased maintenance expense that would amply compensate for their increase in weight and cost. COMMUTATING POLE MOTORS AND CONTROL While the introduction of the commutating pole into railway motor design is not strictly new, it has borne fruit during the past year to the extent of relegating commutator troubles to the past. The selection of a railway motor then becomes a matter of finding out if it has sufficient radiating surface to dissipate the internal losses developed in a given service. In the smaller motors, natural ventilation is still used, but forced ventilation is resorted to where the restricted space limitations are more keenly felt, as in motors designed for the heavier locomotives. The attitude towards forced ventilation in general seems to be that while recognizing its benefits for all motors, it is considered cheaper in the end to pay a little more for a slightly heavier motor and avoid the addition of a motor- driven blower. As the capacity of a commutating pole motor with its perfect commutation is practically limited only by its . heating, it is not unreasonable to expect that more general advantage will ultimately be taken of forced ventilation, ex- tending possibly to the smaller motors. The improvements in control apparatus are mostly of a de tail nature. Hand operated type "K" controllers are being provided with auxiliary contactors to make and open the cii- cuit, thus leaving the controller cylinder to effect the various resistance combinations only. Train control for 1200-volt equipments is being made selective, that is, it provides that the proper connections shall be automatically made when the car enters a 600- or 1200-volt section. Air compressor motors are being wound for 1200 volts and thrown directly on full trolley voltage, thus following 600-volt practice. POWER GENERATION AND DISTRIBUTION The electric railway field is very broad and embraces gen- erating, transmission and distribution systems. Keen interest is therefore taken in the rapid introduction of the low pres- sure turbine in those generating stations employing recipro- cating engines. The resulting increase in capacity and economy of operation has been most satisfactory. In transmission line construction there is shown a tendency to adopt a type of flexible pole or tower designed to yield when a line breaks, thus distributing the strain over several poles. Although the great majority of electric railways are supplied at rather moderate transmission line potentials, a de- parture is being made in the case of the railways in San Francisco which will soon be run from Stanislaus over a line operating at 110,000 volts. A recent railway substation installation of interest con- tains a 60-cycle 600-volt rotary converter of 2000-kw capac- ity. The steady improvement made in the design of high fre- quency converters has thus resulted in the successful develop- ment of a size of 60-cycle unit that would have been con- sidered impossible a few years ago. While the year just passed cannot be considered as epoch- making, it has reflected the steady development of electric railway apparatus in general. Marked progress has, however, been made in electric locomotive construction, the perfecting (if the gasoline-electric car and the further extensions of the 1200-volt (1. c. system. All of these developments have a direct hearing upon the Steam road electrification problem, and there fore command widespread attention. 10 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. FARES, TAXES AND REGULATION BY C. L. S. TINGLEY, SECOND VICE-PRESIDENT, AMERICAN RAILWAYS COMPANY Fares, taxes and regulation ; these three questions of great importance confront the electric railroad managers to-day. While they seem separate and distinct questions, they are so closely correlated as to be really one. In most municipalities the fare is fixed by ordinance, usually that empowering the road to operate by electricity. The rate, namely, 5 cents, was originally determined in the old horse-car days, when the length of ride varied from 2 to 4 miles, usually over a single line, involving no transfers, and if a trans- fer was issued it was apt to be called an exchange ticket, an additional charge being made therefor. At the time of electri- fication, however, or in some instances prior thereto, came the era of consolidation and unification. The old, disjointed horse railways were united into systems, chartered routes were de- parted from, and in order to prevent legal complications trans- fers were issued without charge, thus enabling the rider to fol- low the charter route of the several constituent lines without paying an additional fare. Then came electricity, the great solvent which was to make all railway men millionaires, and joyously the companies extended their lines out into the country, giving longer and longer rides for a nickel, enriching the real estate operator, enhancing the value of real estate by leaps and bounds, thereby enriching the municipality by increasing its tax- able values, and all the time steadily decreasing the return which was received for the only product which they had to sell- namely, rides — until now in many cases the length of ride ob- tainable for a single fare is out of all proportion to the fare paid. If it were not for the numerous short riders the com- panies would be quickly thrown into bankruptcy. Through stress of competition for franchises many companies in the early days, more particularly in the Middle West, have been foolish enough to issue reduced rate tickets and to agree in their franchises to issue the same, thereby materially curtail- ing their revenue on the supposition that a man with tickets in his pocket, having already spent his money, will ride more fre- quently than if he had to pay his fare each time. The nickel has been purchasing more and more year by year in the way of street-car transportation ; its power to purchase in other direc- tions has been declining year by year ; wages have been steadily advancing, and if the demands made by organized labor and the platforms which they are promulgating are any criterion, the end is not yet. Materials have kept pace with or outrun labor. In a table published in a recent number of the Railway World giving the costs of materials used on steam roads, all of which would enter largely into the operation of electric roads, for a 10-year period from 1897 to 1907, the increase ranges from 24.70 per cent on brick to 136.34 per cent on pig iron. It is apparent that something must be done if the electric road is to stay in business and make a return on the capital invested. The most obvious means of meeting this difficulty would seem to be the adoption of the system so prevalent in Europe, commonly known as the zone system, whereby the rate of fare paid by each indi- vidual is proportionate to his ride. This is undoubtedly a log- ical and scientific method ; it is, however, open to a number of objections. The American public has been educated to the other System, and the outcry against any change would undoubtedly be great, particularly as it would undoubtedly be supported by philanthropic individuals and associations on the ground that the zone system tends to create congested districts, forcing the workingman into the tenements, producing unsanitary conditions and handicapping his children in their physical, moral growth. QUESTION OF TAXATION The question of taxation is a much-vexed one. Few, if any, of the States have made any effort whatever at developing a scientific system of taxation; the result is that most of their schemes of taxation are crude and are laid upon subjects which in the judgment of the lawmakers are the easiest to reach — and obviously the corporation is one of these — -rather than appor- tioned on a basis of equity. Among the illogical features of the burdens imposed upon electric railways, for example, is the care of the highway. This, of course, is a relic of the horse-car days, for in those days wear was imposed upon the paving, dirt was deposited in the street, and there was some show of justice in imposing upon the corporation the duty of making good this wear and removing this dirt. As the case stands to-day, how- ever, the railway imposes no wear upon the pavement, nor does it contribute to the dirt and it should therefore in all justice bear no greater proportion of the expenses of maintaining the pavement or cleaning the street than any other tax-payer. When we come to the question of taxation upon the property of the corporation it is equally illogical and shows many relics of the past. Undoubtedly the most scientific method of taxing any public service corporation and particularly a street rail- way is to base the tax on the gross receipts. The tax would then bear some relation to the ability of the property to pay ; would be uniform throughout the State and many sources of controversy and litigation would be eliminated. The fair cash value method of taxation is one which brings into the question the individual judgment of the assessor or official making the appraisement, and therefore is apt to give a different basis of valuation for each separate property in each State. This is equally true whether the assessment be made, as is done in Pennsylvania, by the officials of the company, or whether it is done, as it is in some of the States, by the local assessor. While it is perfectly true that the individuals who furnish the capital to operate electric railways throughout the United States did not go into the business from philanthropic motives and expect a profit upon their investment, it is equally true that the electric railways perform very valuable public service and that many companies now in existence can only justify their existence by the fact that they do perform this public service because they never have earned a dollar for their owners. It would seem to be the part of wisdom and of enlightened policy for the State to recognize the public service performed and in- stead of heaping upon the electric railways all the burdens possible, to so apportion its taxation that the burdens of the governments, municipal and State, should be borne equitably by all parties at interest, thereby enabling the electric railways to give better service to the traveling public and enabling their officers to devote more time to their proper business of manag- ing the property and caring for the public and less time to watching and combating vicious legislation. PUBLIC REGULATION This raises the question of public regulation. Regulation may be a good thing for both the electric railway and traveling public or it may be a very harmful thing for the railway and the community at large. A conservative commission law hon- estly administered will insure justice, not only to the traveling public, but to the company and the community at large. Such a law and commission may stand as a bulwark of defence against the demands of an unreasonable public or city council. An ill-considered commission law or a dishonest or incompetent commission will lead to many evils and quickly produce in- tolerable conditions. The relation between the rate of fare, taxation and other franchise requirements is largely the margin of profit in the operation of the road. If taxation is heavy, franchise require- ments burdensome and rates of fare limited, poor service is the inevitable and immediate result, with bankruptcy always a future possibility. If rates of fare are to continue to be limited by law the same law should limit the burdens which can be placed upon the corporation. An ideal situation would be created if all power to impose burdens upon public service cor- porations was removed from the local authorities and a general State law passed prescribing conditions under which railroads should be operated within the State ; prescribing a reasonable tax upon the gross receipts, a portion or all of which should be returned to the municipalities traversed by the road in lieu of local taxation, and the power of th£ municipal legislature limited simply .to saying to the road, "You can or you cannot occupy the streets." January t, 1910.]- ELECTRIC RAILWAY JOURNAL. And lastly and most unjust and unreasonable of all taxation comes the corporate income tax amendment to the recent tariff bill. This amendment is a most unwarranted invasion of the rights of the State. To most companies, and particularly most railway companies, the United States Government has no rela- tion; from it they get nothing except what every other citizen gets and for which they pay as every other citizen pays, and to impose upon them an income tax under the guise of excise is unwarranted and unjust. The provisions of the law for ascer- taining the net income upon which this tax is to be levied are exceedingly crude and conflict with the accounting requirements of the Interstate Commerce Commission and of the various State bodies having jurisdiction over corporate accounts. They are not based upon sound principles of accounting and were protested against by the American Association of Public Ac- countants. POWER STATIONS AND DISTRIBUTION SYSTEMS BY LOUIS BELL, PH. D. Progress in power stations and electrical distribution during the past year has been of a gradual and somewhat unsensational character, especially as regards power station practice. Really all that can be said regarding the year's work in power station design is that the big steam turbine units have steadily come into greater favor, the average outputs being each year larger and the turbine itself being upon the whole more and more reliable. It is only within a comparatively short time that the higher economies have been realized from turbines. At the present time it is within bounds to say that they give as high steam economy as any other prime mover used in railway stations, or indeed in electrical stations generally. Whether the turbine can actually meet the highest economies of the triple expansion reciprocating engine at steady load is, from the standpoint of the railway engineer, chiefly of academic importance. The fact is that the railway generating station, so long as it is, as usual, purely an alternating current station, must depend on the steam turbine if high economy is desired, since the more efficient types of reciprocating engines have seldom or never been installed in railway plants. Whether in stations of the larger sizes triple expansion engines can be worked to good advantage is a debatable question. The writer is disposed to think that they can be, and that where any considerable amount of direct current is to be generated from the prime movers that such engines should regularly be used. In making any compari- sons between prime movers it must be remembered that high vacuum and high superheating have been introduced with the steam turbines, while they have been scandalously neglected in the case of the reciprocating engines. Another important recent use of the steam turbine in such plants as are here under consideration is the employment of the exhaust turbine electrically linked to the general generating system. Such turbines, worked of course at high vacuum, fur- nish a simple, compact and economical means of utilizing the last limits of expansion. They should be considered in the light of apparatus designed to convert the ordinary compound engine into a triple-expansion machine of excellent efficiency in an exceptionally cheap and simple manner. While no results of long operation on such plants of considerable size are now available it is perfectly safe to say that the exhaust steam tur- bine for heavy service is making good here as it has already made good abroad. The direct current turbo-generator has not as yet come into considerable use and must be regarded so far as a somewhat dubious success, although the writer be- lieves that it is promising better things and deserves more ex- tensive trial than it has yet had, preferably in stations wholly equipped with turbines. With respect to distribution, the marked present tendency toward higher distributing voltages has not made itself strongly felt in railway practice, although villages are steadily and gradually rising. Most railway plants have been, and still are, working on very conservative line pressure, from 10,000 or 15,000 up to 25,000 or 30,000 volts. Electrical transmission for railway purposes is peculiar in the amount of public inconve- nience that may be caused by relatively slight interruptions of service, and such have been felt in various instances during the past year. The moral is thoroughly plain, that railway distribu- tion lines should be designed and constructed with rather more care than has been customary, as thoroughly indeed as would be a line designed for ordinary transmission purposes. The tower construction now so frequently used for trans- mission work does not lend itself very readily to many cases of high-tension distribution for railways on account of the large space required for the towers, scarcely available on the public right-of-way that commonly is utilized for railway distributions. Whenever and wherever the voltage to be utilized is more than 25,000 or 30,000 the use of suspension insulators is worth care- ful consideration. These insulators have succeeded remark- ably well and they constitute in point of fact decidedly the most important advance in power transmission equipment within the last few years. Wherever such construction is undertaken the ordinary wooden pole line becomes somewhat inconvenient, and the use of steel latticed poles with fairly long spans deserves very careful consideration. Such poles have come into extensive use for transmission work in Northern Italy and other places on the Continent, and combine in no small measure the simplicity and cheapness of ordinary pole lines with the mechanical security and durability of the tower line. Used as they customarily are abroad they are designed not to hold up rigidly against the greatest possible strains that a hypothetical load may place upon them, but are deliberately intended to spring, of course within their elastic limit,, sufficiently to drop the catenary enough to relieve dangerous strains so that the damage due to a break will be confined to the point at which it occurs. Construction of this character for the feeders of moderate size which are com- monly used is a good deal cheaper than tower construction and mechanically quite as sound. Another matter to which attention should be directed in the interest of economy is simplicity in power station equipment for transmission purposes. Some of the most successful and reli- able transmission lines are conspicuous for almost rudimentary simplicity of the generating and switching plants, and, in the opinion of the writer, the point has been reached in the design of not a few recent stations at which the added possibilities of failure on account of intricate apparatus intended to secure safety, is greater than would be the risk of failure with simple equipment. The one very striking novelty in electric railway service dur- ing the year has been the equipment of the Cascade Tunnel of the Great Northern Railway, where for the first time in this country, for heavy service, the three-phase motors have been adopted on a considerable scale. The possibilities of econo- mical distribution to be secured by the use of such motors with their high voltage distribution on the working conductors is notoriously great, and while many engineers still fight shy of double trolleys, foreign experience, as well as that in the Cascade Tunnel shows that this hesitation is not well founded. The high-voltage direct-current road has also made very gratifying progress of late, but there is nothing to indicate, as yet, that the working pressures can be carried high enough in this way to justify the use of the system on a large scale when the alternating current motors are as thoroughly available as they are at the present time. The convenience of direct-current equipment is too well known to need comment, but when it comes to heavy traction over long distances the success of a direct-current distribution depends on the utilization of voltages which have not yet been reached, at least with constant poten- tial machinery. The chief difficulty with any distribution for heavy service lies in the yards at the terminii. In how far such difficulties can be met by a mere substitution of electric for steam locomotives is one of the questions which the near future must settle. There is ,il least a strong probability that a change of motive power will entail some radical modifications in operating methods and in terminal equipment, [2 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. REGULATION, BUT NOT CONFISCATION BY R. P. STEVENS, PRESIDENT, LEHIGH VALLEY TRANSIT COMPANY I have every confidence in the ultimate result which the National and State governments have in view in their efforts to regulate electric and steam railroads, and all other corpora- tions; the people created these corporations, and have the un- doubted right to regulate them. In the past few years, however, there has been passed, in accordance with public demand, much legislation, which, up to this time has hardly been comprehended, and I believe that the best interests of every class will be served well, if, before additional laws affecting corporations are passed, a proper trial be given to those which have recently been placed upon the statute books, and agitation be allowed to rest a bit in order that we may properly digest what has taken place, and calmly consider from the experiences of the past year what is the best course to pursue for the best interests of all. It would have been very strange, indeed, if, in recruiting the army of 2,000,000 men employed in railway service, a great many bad men should not have been included. In the magni- tude of the transactions, and in the rush of construction and reconstruction, it would have been strange indeed if exceedingly grave evils and abuses did not develop. But is it unreasonable to ask that the corporations as a whole be judged by what they have accomplished ; by the character of a very great ma- jority of their shareholders, directors, officers and employees, rather than by the comparatively few wrongdoers, and by the abuses and evils which have crept in, but which it' is hoped have been to a very great extent eradicated? It is this very small proportion of wrongdoers, and the popular idea that no matter how great the expense on the part of a corporation in performing a service, a certain fixed price established by custom and by long continuance should be paid for it, that has done much to unsettle business in our country in the past two years. Our street railway lines must only charge five cents for their passenger fares, whether the cost of conducting their lines has remained the same or increased 100 per cent or 200 per cent over that of former years. Our railway companies which are struggling to afford facili- ties for the greatly increased volume of traffic that has been thrust upon them, and which find that prices for everything they have to buy have doubled or trebled their burden of ex- pense, are not only prohibited from charging higher rates for the freight they carry, but must actually lower these, and passenger fares as well. Meanwhile all other lines of industry are suffered by public sentiment to conduct their business on ordinary lines; that is to say, to adjust the prices of what they have to sell in such a way that their ratio of profit shall not be diminished. There is a wrong in all this sort of thing that must be remedied before the business relations of the country can ever be soundly established. There must not be one economic law for the steam and electric railways and the like, and another for the farmer and manufacturer; and this brings the thought whether a national prosperity which permanently affects one part of the population at the expense of the other is a pros- perity that can be said to be likely to endure. It should not be assumed that the mixture of private owner- ship and public regulation in the manner now prevalent will be successful. On the contrary, it is against all rules of politi- cal economy and the teachings of history. The public service corporations, starting as a purely private industry, have been appropriated in parts, and other parts are apparently to follow. Regulation, and not confiscation, will bring success and equity, and ordinary commercial decency requires that the present tendencies of close restriction a 1 : supervision should be accompanied by some guarantee of retun:. Unless assurance can be had — not of condoning wrongdoing or winking at abuses, but of friendly co-operation, of protec- tion and aid in every fair and legitimate manner against oppres- sion and injustice; of such guarantee as the Government can give of protection from legislation which will prevent earning a reasonable return on money invested, and of a fair participa- tion in increased values and general prosperity which invest- ments of this kind aid in promoting, it is going to be impossi- ble for public service corporations to pbtain the money neces- sary for the vast improvements and extensions necessary to provide facilities for the immensely increasing volume of busi- ness for which they are expected to provide. Again, I say the masses have assumed, without giving the matter the careful thought and consideration that it deserves, that the present methods will bring the desired result, and have demanded drastic legislation ; but careful reflection, and at the most a little more experience, will, I believe, prove the present methods to be of doubtful policy. Let us have regulation that does not approach confiscation. AMERICAN STREET & INTERURBAN RAILWAY TRANS- PORTATION & TRAFFIC ASSOCIATION BY R. I. TODD, PRESIDENT, INDIANAPOLIS, IND. The last annual convention of the American Street & Inter- urban Railway Transportation & Traffic Association, which was held in Denver, Oct. 4 to 8, was only the second in its history. But the wisdom of the establishment of the associa- tion was amply demonstrated by the work accomplished dur- ing the year and at the convention. The attendance at the meetings was large, and the enthusiasm in the work of the association was everywhere apparent. Too much cannot be said also of the splendid work accomplished by the committees during the year. It is very doubtful whether all the members and associate members of the association, even those who attend the annual convention, realize the time and labor spent by the members of a committee upon the preparation of the reports submitted to our association. During the period between the appointment of a committee and the time when its report is due at the main office of the association the members are called upon to at- tend a number of meetings at considerable sacrifice of time and comfort to themselves. I do not mean that each com- mittee member does not receive benefit from the opportunity afforded at these meetings of broadening his knowledge by contact with others engaged in the same line of work as him- self, or that the company with which he is connected does not also profit by the new ideas which he thus acquires. But this in no way detracts from the benefit which the association as a whole receives from the time gratuitously given to its service. Possibly of the different reports presented at Denver those which attracted the most attention were the reports on city and interurban rules. This is due largely, I believe, to the universal desire toward standardization, which is just as strong in the field of transportation as it is in engineering. The adoption at Denver of these two codes, however, constitutes only a beginning of the work of standardization. The great amount of work done by both committees will be practically futile unless the action of the association at Denver is gen- erally accepted and the rules are incorporated in city and interurban electric railway practice throughout the country. I do not mean that no changes will ever be made in either code, or that slight changes may not be recommended by the com- mittee even during the coming year. Standardization does not mean stagnation, and if after careful thought certain modifica- tions of the present rules seem desirable, they will undoubtedly be carefully considered and adopted by the association. Minor changes will also probably be necessary in individual cases owing to local conditions. But the best interests of the indus- try as a whole, even those of every individual road, demand the use of a general code which has received the sanction of the national association. Our position before the public and the courts would be greatly strengthened and we could insist upon a higher standard of discipline with our employees if January i, 1910.] ELECTRIC RAILWAY JOURNAL. 13 every one knew that the code used was that which represented the best thought of all electric railway operators. I have not referred to any of the other work undertaken and being undertaken by the American Street & Interurban Railway Transportation & Traffic Association, because I have been asked to speak particularly of what I consider the most important development of the year in the field covered by this association, but in the other branches of the work nearly or quite as valuable progress is being made. During 1910 all of the important leads for investigation initiated at Denver will be followed up. The future of the Transportation & Traffic Association is bright, and there is plenty of work ahead for all members and associate members. FARES ON CITY LINES . BY W. H. GLENN, MANAGER OF RAILWAYS, GEORGIA RAILWAY & ELECTRIC COMPANY The street railway companies of to-day are confronted with more vexing problems than any other line of business. This is largely due to the fact that they are brought into daily contact with millions of people, eager to criticise, and exacting in their demands ; and to the additional fact that they are answerable to so many masters. Many a manager is asking himself at this time : "How can I please the public ; how can I meet the re- quirements of city legislation ; how can I comply with the de- mands of the Public Service Commission, and how can I do justice to my stockholders?" It is in the endeavor to find answers to these questions and to reconcile such answers that the problems develop. A thorough discussion of all of the above queries would consume more space than -can here be allotted to it. In passing over these questions, however, I feel that they should not be dismissed without saying that the street railway companies would not be looked upon with such sus- picion if the public could be brought into close relationship with them and could know their methods and the extent to which they go in order to please the public and to deal justly and fairly with all concerned in their operations. This ques- tion of dealing with the public and with the various governing authorities involves the perplexing problems of taxes, paving, types of cars, transfers, rates of fares, and a great many others equally important. But in the limited scope of this discussion I shall confine myself to the matter of fares on city lines. It has always seemed to me that little logical reasoning is displayed in the attempt to justify the existing rates of fare as charged by the street railway companies. The almost univer- sal unit of fare is 5 cents — the same 10 years ago and doubt- less the same 10 years hence. It is the same for 1 mile as it is for 10 miles. Can a man of sound business judgment say that this is right when with the utmost accuracy and precision he figures his expenses on a car-mile basis? Why should not the same skill and ability that is used in regulating expenses so that they will not exceed a certain amount per car-mile be expended in regulating fares in the same way? I concede that in many cases the franchises granted are so hedged about with fare restrictions that no changes can be made. I concede, further, that it is impractical to establish ticket agencies on city lines and charge a mileage rate. But I do think that there are cases in which the city fares can he regulated and controlled, and it is with just such cases that I wish to deal in this article. There was a time with all street railway companies, perhaps, when the maximum haul was about 2 miles. The fare was S cents. With the growth of the cities the lines were extended so that the haul was lengthened to 3 miles, the fare re- maining the same. In time another extension was necessary, making the haul perhaps 5 or 6 miles— the fare being still 5 cents. Now the problem confronting the street railway com- panies to-day is, how much longer can these lines be extended and charge the same fare? Surely the limit must be fixed at some distance, be it 5 miles, 6 miles, or even 7 miles. There is naturally a demand from the public that the fare re- main the same regardless of the length of the haul Conse quently the companies must do one of two things. They must refuse to extend their lines beyond a certain limit, or they must charge an additional fare in case the extension is made. I think they have been too lenient in lengthening their hauls, probably due to a desire to yield to public demands. Let us see if there are any good reasons for increasing the fare on a haul which exceeds the limit that may be agreed upon. Probably no one will deny the assertion that there has been more phenomenal improvement, more rapid strides in transpor- tation facilities, during the past 20 years than in any other line of business. The industry has commanded the ingenuity of the most expert engineers ; it has received the attention of the highest order of executive ability, and has been backed at all times by an unlimited amount of capital. The combined re- sources of these three great factors have been engaged in the accomplishment of one common end : To furnish to the riding public the quickest and most comfortable means of transporta- tion. And the systems of to-day are the results of these suc- cessful efforts. It would be unwise to say that they have reached a degree of perfection, for each succeeding day tells the story of a new subterranean or subaqueous tunnel ; and not content with this the more daring are now meeting with considerable success in their attempts to master aerial naviga- tion, and who can say but that, in the next decade, this mode of travel will be reduced to a commercial basis. This rapid process of evolution naturally causes retro- spection, and we recall the days of stage coaches and horse cars. Twenty years ago electric cars were unknown and horse cars were the greatest medium of city travel. This method was slow and tedious ; the driver was the change maker and the passenger was the collecter. The longest ride at that time was not more than 2 miles and the fare was 5 cents, just as it is to-day. The investment in equipment was comparatively small, yet no complaint was made that the fare was too much. On the other hand, oftentimes passengers would drive the car so that the driver might go inside to warm himself, or would willingly assist in putting the car on the track after it had left the rails. Can you imagine passengers doing such things in this day and generation? This fare of 5 cents has been universally adhered to from that day to this, notwithstanding the fact that the facilities offered by the transportation com- panies to-day are vastly more rapid, more comfortable, more convenient, more safe, more reliable, and the average maximum haul is at least five times as great. If, then, passengers are hauled five times as far to-day as they were 20 years ago: if they are hauled five times as rapidly and five times more comfortably than they were then, by what process of reason- ing do we arrive at the conclusion that the charge for this transportation should remain the same? In reality the fare of to-day is only one-half of that col- lected 20 years ago, for in that length of time the price of almost everything entering into the cost of street railway transportation has increased 100 per cent. Lumber that was bought then for $10 per 1000 ft. is now $28; steel rails that were bought then for $24 per ton are now $42, and a ton does not go half so far; copper, once at 12 cents per lb. has lin- gered around 20 cents for the past few years, and has gone as high as 26 cents. In 1898 day laborers could be employed for 75 cents per day, while in 1907 they received $1.50 per day and their work was not nearly so satisfactory. Twenty years ago such things as damage claims were almost entirely unknown, while to-day they appear in hordes, consuming from 5 per cent to 15 per cent of the gross revenue of the companies In like manner all other costs have increased; yet all this tim< the fare of 5 cents has remained the same, while live times as good service has been given at an increased cost to-day of 100 per cent over what the same service could have been furnished for 20 years ago. If these figures are correct then the horse car companies of that time received 5 cents for what the transportation companies of to day get one-half a cent The men, women and children who ride on the cars reeeivi more for their labors or for their wares than they did 10 years ago. b'.vcry one of them pays more, not only for the luxuries '4 ELECTRIC RAILWAY JOURNAL- [Vol. XXXV. No. i. of life, but for its necessities, than 10 years ago. When a laborer walks into a butcher shop the buying power of the S-cent piece in his hand decreases 50 per cent under 10 years ago ; yet the instant he steps on a car and tenders it to the conductor in payment for his transportation it immediately increases 500 per cent in buying power. In the face of these facts can there be any possible justifi- cation for lengthening the haul year after year and allowing the fare to remain the same? It is often said that the cost of carrying long-haul pas- sengers is more than equalled by the revenue derived from the very short hauls. This is true up to a certain point, for if it were not few companies would be doing business to-day. Now it is this certain point that should be located and beyond which no lines should be extended if the existing fare is to cbtain. In locating this point it would be manifestly unfair to place it at the end of the average haul, but it should be far enough out to compensate amply for the short hauls. Not infrequently we hear the argument made that a street railway owes a great debt to the public for the valuable fran- chises which it enjoys, and should, therefore, give long hauls and comfortable accommodations. I acknowledge the debt but not the method of collection. Aside from the numerous and heavy taxes they pay and the contributions which they make to various public enterprises, I feel safe in saying that the street railways of to-day are the most potent factors in the up- building and development of the country. With a network of steel they traverse the streets of the city and ramify the re- motest sections of the country. They enhance the holdings of the millionaire and bring the humble dwelling of the laborer into close contact with his place of daily toil. They annihilate space and have proven themselves to be the greatest time savers in the history of the world. It is in this way that they have liquidated their debt for franchises, and the proposition still stands that in addition they are to-day furnishing transporta- tion facilities to the public, the compensation for which is far from being commensurate with the service rendered. Again I say that it is high time for the street railway com- panies to pause and consider well the inevitable results ot this indiscriminate extension of city lines without additional com- pensation therefor. . PROTECTION AGAINST STRIKES BY G. W. WATTLES, PRESIDENT, OMAHA & COUNCIL BLUFFS STREET RAILWAY One of the principal problems with which the managers of street railways should prepare to deal is the labor agitator and his destructive weapon, the strike. It has been said that in times of peace we should prepare for war. To wait until a strike is declared before making preparation to meet it is both unwise and expensive. To-day there are two organized forces, one whose business is strike-making, and the other strike- breaking. Regardless of the question of whether or not a street railway company is paying satisfactory wages and main- taining fair conditions, strikes are frequently planned and declared. No street railway company of any importance in the country can insure itself by any reasonable course against a possible strike. When one is declared the only recourse is the strike-breaker, who, with a band of experienced operators, comes quickly to the scene to take charge of the cars. They usually steal the revenues and insult the patrons of the un- fortunate company during the time of their stay. The cure is almost as intolerable as the evil. There is no excuse in this enlightened age for the strike in the first instance, but as long as strikes are used as weapons by unscrupulous labor agitators, street railway companies should be prepared to meet them in an intelligent and effect- ive manner. This could easily be done if the managers of the principal street railway companies of the country would or- ganize among their employees a defensive army that could be called out in such numbers as might be required to take charge of the operation of any road as soon as a strike was declared. If every street railway in the country having 500 or more em- ployees would agree to furnish its pro rata number of ex- perienced operatives at $10 per day and expenses, to go to any other city where a strike had been declared against a member of this organization, and, with like drafts of men from other members, furnish a full quota of experienced operatives to carry on the business of the company in the regular manner, accounting for all of the fares and treating the patrons in the same courteous manner as they would at home, the losses of strikes would be much lessened, and the labor agitator would soon learn that his most effective weapon had been destroyed. RAILS AND SPECIAL WORK BY VICTOR ANGERER, VICE-PRESIDENT AND GENERAL MANAGER, WM. WHARTON, JR., & COMPANY, INC. A year seems almost too short a time to assign to its limits the complete development of any improvement in the manufac- tures pertaining to the railway industry. Such improvements in most cases have to be preceded by experiments and the results must be awaited before an attempted innovation can be classed as a newly developed improvement. In railway track work such developments are necessarily slower than in other branches of the railway industry, where the results and ad- vantages of an improvement are more quickly ascertainable. In the track work for electric railways, the past year has been most marked by the electric railway track engineer fol- lowing the lead of the steam railroad track engineer in the demand for open hearth steel rails in place of the Bessemer steel rails. Whether or not the electric railways, in their girder rail tracks, will gain advantages equivalent to those claimed for open hearth steel rails in steam railroad track remains to be seen. Rail failures, which constitute such a serious problem to the steam railroad engineer, owing to the heavy loads and high speeds of the steam railroad equipment, have so far not troubled the electric railway engineer. Better wearing and lasting qualities of the rails under the frequency of electric car traffic is what is looked for only. Whether the higher percentage of carbon which the open hearth steel rails require to give the same wearing qualities as the former Bessemer rails, and the still higher carbon that is necessary to make them likely to wear better, will not in the girder rails bring other troubles, including failures in the thinner parts of the section or when the parts wear thin, is a matter that time only will tell. In the manufacture of special track work out of the harder and more brittle rails, more difficulties than had been antici- pated were encountered in the sawing, bending and other machining of these rails, making the manufacture more costly and bringing to mind the possibility of an increased number of rail failures under service. Another burning question of the past year was the use of high T-rails in paved streets, instead of girder rails. The writer regrets that he is not qualified to enter into that question, except to say in a general way that while it would seem that the T-rail is desirable from the railway standpoint, where it can be used, the girder rail will for an indefinite period re- main by sheer necessity the rail for Use in the surface tracks in our largest cities. Nearly all new girder rail sections designed and rolled in the past year have embodied in their contour the feature to provide for wider wheels by a sloping extension of the back of the head of the rail. In this connection it may be of interest to quote from a discussion about the relation of rails to street paving before the American Society of Civil Engi- neers in December of the year 1896, where the writer then advocated such a rail, and, in answer to serious objections raised against it, said: "This beveled extension of the head has been put on not solely for the purpose of allowing the wheels to clean off the dirt towards the outside, but also to provide for a wider tread on the wheel, without having it strike some projecting paving January r, 1910.] ELECTRIC RAILWAY JOURNAL. 15 stone. In the writer's opinion, wider treads on the wheels are quite certain to become one of the requirements of the street railways, owing to the suburban lines, and, further, to lessen the severity of wear of the heavy motor cars on frogs and switches. If the life of the latter could thereby be lengthened and the dis- turbance of the pavement around them due to their compara- tively frequent replacements be minimized, it would be one ad- vantage gained from the paving side of the question." In special work provision and clearance for wide wheel treads up to 4 in. were quite generally called for during the past year, but in anticipation of the future, rather than for present wheel treads. When wide treads come into general use they will doubtless increase the life of frogs and crossings. "Manganese steel," no matter what the differences in the products of various manufacturers may be, is now generally re- garded as the synonym for the "best-wearing metal for track work." The past year has recorded a more extended use of switches, frogs and crossings cast in one piece, entirely of manganese steel. In tongue switches great improvements have been made during the past several years in the design of the tongue and tongue pivots, and when combined with solid man- ganese steel bodies the tongue switch need no longer be re- garded as the most vulnerable and short-lived part of special work. Hard center work with manganese steel centers, how- ever, still holds its own for frogs and crossings. The finish and general accuracy of special track work has reached almost an extreme for the class of work. Still, 'the destructive action on special work of the heavier cars and the ever-increasing frequency of car traffic in our populous cities call for the best, and most exact product, by which the destruc- tive effect may be minimized. The problem of the rail joints in electric railway track and the problem of that bugbear, rail corrugation, have not as yet been solved, and the past year has not witnessed much progress towards the solution. Let us hope that 1910 may bring us the Archimedes of the electric railway track, who in regard to these two problems can exclaim a triumphant "Eureka!" WORK OF THE NEW ENGLAND STREET RAILWAY CLUB BY W. D. WRIGHT, PRESIDENT, PROVIDENCE, R. I. The New England Street Railway Club has carried on the work of having addresses and papers presented at its monthly meetings that are of interest to street railway men. The club has been very successful during the past few years, and its members take a great interest in its meetings, which are largely attended. Discussions usually follow the presentation of papers. I believe the club is of great benefit to its members ; they have an opportunity to meet each other and discuss various problems, and also to enjoy the addresses and papers from time to time. I believe the street railway industry as a whole is greatly benefited by the existence of organizations like the New England Street Railway Club. The managements of street railways in New England take great interest in our organization. I do not know of any program in contemplation for next year that will bring about any special result, further than to continue the active work that has been in vogue since the or- ganization of the club, with splendid results, satisfactory in all ways to every member all of the time. Outside of the regular monthly meetings, the club does every- thing possible toward stimulating trolley traffic by the publica- tion of trolley books and maps, and during the summer months conducts a free trolley information bureau, which is visited by thousands of people who are in search of reliable information. The street railways furnish an abundance of booklets, time- tables, maps and general printed matter that arc eagerly sought by people who are arranging or taking trolley trips. The in- formation bureau is fully appreciated by trolley tourists, and T am sure the companies are considerably benefited by its work. Our club has nearly 800 members, and its membership is con- tinually increasing; 40 names were added during October. THE SIGNS OF THE TIMES BY THOMAS N. M'CARTER, PRESIDENT, PUBLIC SERVICE CORPORATION OF NEW JERSEY The country has been through a period of five years or more of turmoil. Around those of us engaged in any kind of public- service work the flame has burned savagely — so fiercely, in fact, that many of the great properties of the country have been severely scorched and certain conspicuous systems entirely con- sumed. It is perhaps idle to speculate on the cause of all this agita- tion. Unbridled prosperity for a period of years breeds license, and perhaps a disregard of the public welfare. Insofar as the country has been brought to a realization of real abuses, and has demanded their cessation, it is a gainer, and the business too, in the long run, will be benefited. To the extent, however, that the country in its excitement has impulsively followed and en- acted into legislation the captivating but specious reforms urged by political adventurers, neither the country, our business, nor the political adventurer has been benefited ; and the reason is easy to understand, for the sound development of the country and the prosperity of the public-service business must go for- ward in parallel lines, and legislation which militates against the latter over a period of years will retard the former. The ad- venturer is not benefited, for when his demagogy is enacted into legislation he has lost his issue and his opportunity to keep him- self before the public, until he can frame up something new and more startling. The indications are that the agitation to which I have been referring has reached its maximum height, and that the wave of radicalism is subsiding. The country seems to want repose and an opportunity for the quiet and energetic prosecution of its business and the development of its resources. Perhaps the best expression of this changing public sentiment is the placid tone of the recent message of President Taft. If the storm has spent its force, it is perhaps well for those of us who have embarked for our life work upon the public-service vessel to examine into the condition of the old ship after the storm, to investigate what has happened to her, and to see how she is equipped for the balance of the voyage. Referring first to the more agreeable matters — the fetich of municipal ownership has apparently made no headway in this country. Various small municipal electric plants have singu- larly failed, and some have been abandoned and sold. The comprehensive investigation made abroad under the auspices of the Civic Federation failed to demonstrate the efficiency of this system, at least as applied to conditions on this side of the Atlantic. The failure of Tom Johnson's plan in Cleveland has been illuminating, and this most un-American doctrine, which three or four years ago was hailed as the panacea for all abuses, real and imaginary, seems to have become possessed of the par- alytic microbe in its infancy. It does not follow, however, that the child will not outgrow this first attack and again present itself for serious consideration before the American people, but that it can during our lifetime ever seriously prevail I do not believe, and for this overshadowing reason if for no other: One of the greatest problems threatening the country is municipal extravagance and municipal financing. The expenses of mu- nicipal government connected with the absolute essentials there- of, such as water supply, paving, education, the development of parks, etc., are running into such vast sums and in so many cases threatening 'municipal insolvency, not to speak of confisca- tory taxes, that the public will surely hesitate to embark upon new, untried and unnecessary municipal operations at the behest of theoretical doctrinaries. RATE REGULATION A more serious condition threatening our business is that of rate regulation, by whatever duly constituted authority the power may be exercised. The existence of this power as a leg- islative function, provided it is not carried to the limit of con- fiscation, seems now to be definitely settled, and the Supreme Court of the United States has decided in the Consolidated Gas i6 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. Company case that a rate only yielding approximately 6 per cent upon the true value of the property actually used in the business is not so confiscatory as to invalidate the statute prescribing the rate. This has become the established law of the land, and the result is that we must all recognize that this vital power is located in the various legislative bodies to which we respect- ively owe allegiance, and that the generous exercise of it within the constitutional limits, as laid down in the Consolidated Gas Company and Knoxville Water Company cases, may result dis- astrously to our business without redress in the courts. Within the limits above referred to, the legislative discretion will be controlling. Without criticising' the legal principles which justify the de- cision. I am of the opinion that the business principle involved is vital, and if generally put into effect by legislative sanction would retard and stagnate the development of the public-service business throughout the country, and consequently react on the very prosperity of the country itself. It is beyond my compre- hension that any investor should put his money into the stock of a new and undeveloped public-service enterprise, bearing with fortitude its early years, with its customary drought of earn- ings, only to be limited by legislative action when the property has at last become successful to 6 per cent annually on his then investment, regardless of the lean years through which he has passed. Certain it is that if the necessary funds are to be ob- tained from year to year to properly develop these enterprises and the territory which they serve, it must be upon the confi- dence of the American public that these properties will not be discriminated against by legislative caprice. But I do not have enduring faith in the ultimate common sense of the American people, and in the resultant attitude of their law-making repre- sentatives. I would unhesitatingly recommend allowing one's money to remain in a savings bank, drawing 4 per cent interest, rather than in an investment of the character of which I have spoken. It is true, and properly so, that the day of exploitation of this class of property is over; that we shall never again see con- nected with them gross abuses of over-capitalization, resulting in the amassing of large individual fortunes overnight, to the scandal of the community. It is probably true, although I am not entirely sure of its wisdom, that we shall never see any more over-capitalization or water connected with any of our public-service enterprises. To my mind the investor who has the courage to risk his money in a new and untried public-ser- vice enterprise which the majority of prudent men would hesi- tate to embark upon, but which is manifestly to the advantage of the public, is entitled to receive a return upon his investment proportionate to the hazard involved, and I do not see that it makes so very much difference whether it is done by the pay- ment of very moderate dividends upon a capitalization in reas- onable excess of the actual cost of the property, or by larger dividends upon its actual cost. By way of illustration, take the case of what is commonly known as the McAdoo tunnel system. I am not familiar with either its cost of construction, nor with its capitalization, but I do know the construction of that system has been one of the greatest boons for the convenience of the public, and especially for the public living in New Jersey, ever created in these parts ; and I know, further, that it was a most hazardous undertaking from a financial and engineering stand- point. To say that the gentlemen who had the courage and nerve to push this stupendous enterprise through to completion should only be allowed to receive 6 per cent upon their actual expenditure is, to my mind, a veritable absurdity. Surely the application of this doctrine . can never be made general if the country is to develop. GOVERNMENTAL SUPERVISION The other remaining serious barnacle that we find upon the hull of our ship as we emerge from the storm is that of gov- ernment by commission to the extent of administration of pub- lic-service corporate property. No one objects to proper govern- mental supervision over the issuance of securities and the like. My own view is that this can best be accomplished as we have undertaken to do in New Jersey, by strict enactments providing vigorous penalties for their infringement, rather than by the expensive mechanism of a commission clothed even with mod- erate powers. These statutes are automatic, and are found in practice to accomplish the desired result. With such statutes in existence I can see neither the alleged protection afforded to the public nor to the companies by the existence of such commis- sions. This, however, is a subject about which some of us may disagree. The constitution of a commission clothed with full powers of administration, such as is the case under the New York act, presents another and very serious problem. To my mind it is almost as radical and un-American a proposition as is that of municipal ownership. I was bred as a lawyer, and as such I was taught to love and respect the rights of property. When it comes to taking away the management of any corpo- rate property in which I am interested from the authorities duly constituted by the stockholders and placing it in the hands of a politically constituted State commission, I utter my vigorous protest and sound the note of warning. Where this may lead to it is easy to see. Again will appear, and is appearing in New York State, the stagnation of enterprise and absence of invest- ment. Such is the despair of the people over inactivity of in- vestment of this character in New York City that the people of the State have actually approved a constitutional amendment in New York authorizing New York City to further strain its credit by issuing bonds for the construction of so-called "self- sustaining" enterprises. Again placing my confidence in the deliberate judgment of the American public, I do not believe this particular danger will increase. Supervision by commission may grow, but adminis- tration by commission must retrograde. Fortunately in this matter, should legislative discretion forsake us, we still have the courts to fall back on, as evidenced by the recent decision of the Court of Appeals of the State of New York in the Delaware & Hudson case. FRANCHISES The so-called short-term franchise, for 20 years or there- abouts, is a snare and a delusion. It is of no benefit to any- body, including the public. In suburban and rural communities a property cannot be financed upon it, and it is doubtful if it can be in urban communities. Moreover, the experience of ex- piring franchises, notably in Chicago, has demonstrated that for years approaching the end of the period there is involved a de- terioration of plant, equipment and service which works to the direct injury of the public, but which must exist as long as human nature exists. Nor do agitations like those which have existed and are existing in Cleveland and Detroit benefit the public. It is probably true, on the other hand, and I am willing to admit perhaps wisely so, that the day of unrestricted per- petual franchises near populous centers is over. What, then, is the happy medium? Opinion's will differ. My own view is in favor of a perpetual or very long term right of operation, providing, however, for certain stipulated periods when the conditions under which operation takes place shall be readjusted by agreement between the municipality and the com- pany if possible, and, if not, settled by arbitration. This has always seemed to me — since the question has arisen — to solve the problem of financing and to offer fair and reasonable pro- tection, both to the municipality and to the corporation. Where urban properties are to be financed solely by the sale of bonds it can probably be done upon a franchise for 50 years' duration, if the mortgage securing the bonds contains an adequate sinking- fund provision. PROPER METHOD OF TAXATION The question of the proper method of taxation of public- service franchises is one of great moment, concerning which there has been an infinite variety of experiment. My own ex- perience has led me to believe that, all things considered, the most satisfactory method is the payment of a reasonable fixed percentage of gross receipts, although I appreciate that this method is open to the objection that it may result in taxes being paid for a franchise upon unremunerative property. It is, how- ever, definite and automatic, and the company knows each year just what it has to pay. Certainly up to date the method January i, 1910.] ELECTRIC RAILWAY JOURNAL. 17 adopted in New York State under the so-called Ford franchise law cannot be said to have given satisfaction, either to the State or to the corporations. Millions of dollars of taxes assessed under it are now in litigation, and payment thereof withheld by the corporations. This method, also, in practice is open to the same objection referred to above, namely, of corporations being obliged to pay taxes for unremunerative franchises. While it is, of course, right and proper that corporations of this character should bear their fair proportion of the public burden, in the long run communities will be better served by public-service corporations and more benefited in their growth and development by imposing fair methods of taxation than by keeping the noses of such corporations down to the grindstone of extortionate exaction. I abstain from any reference to the governmental tax pro- vided by the Payne tariff bill, other than to record the old-time observation that "misery likes company," and, if the act be valid, to point out to you the figure of the public-service ship, rolling in its waves, surrounded by a myriad of craft of every corpo- rate description. I have only sketched the surface of the great problems in- volved in our business. As the responsible executive of one of the largest public-service corporations in the country, I have full confidence that the right will prevail, and that when the still ruffled waters have subsided the great public-service corpora- tions of the country will proceed upon a calmer sea, all doing their proportionate work in the development of our unlimited national resources. TERMINAL FACILITIES FOR INTERURBAN ELECTRIC RAILWAYS BY J. N. SHANNAHAN, VICE-PRESIDENT AND GENERAL MANAGER, WASHINGTON, BALTIMORE & ANNAPOLIS ELECTRIC RAILWAY The problem of proper and adequate terminal facilities for interurban electric railways in the large cities in this country is one of vital importance to such properties. In a number of instances properties that were flat failures without adequate terminals, subsequently proved very profitable when such -ter- minals were provided. By adequate and proper facilities are meant not only the building and tracks forming the terminal station, but the tracks by which such station is reached from the private right-of-way. Undoubtedly the ideal arrangement would be a terminal station situated in the center of the retail district, and reached by surface tracks built on private right- of-way. But in this case, as in many others, the ideal arrange- ment is not often the practicable one, because of physical, financial or legal conditions. The nearest approach to it is probably in having tracks built either on an elevated structure or in a subway. There are, however, several objections to such an arrangement, among others the fixed charges incident to a heavy initial cost, and the loss of advertising "due to cars of a distinctive type operating through city streets. The ad- vantages of such an arrangement are, however, great, par- ticularly in enabling "the interurban" to land its passengers in a central terminal in the shortest possible time, as well as the elimination of accidents and delays due to vehicular traffic and pedestrians. If the railway in question connects large cities, the volume of traffic heavy, and the distance from private right-of-way to the terminal station considerable, the advantages will probably be found to outweigh the objections. But undoubtedly, in the great majority of cities in this coun- try, neither an elevated structure nor a subway is practicable, or advisable. Track built on the surface of the street is the natural alternative, and if it be possible for the interurban com- pany to build its own track on streets not already occupied by other lines, then this plan has much to commend it. But in the writer's judgment, the essential thing for the inter- urban company's success is to be able to carry its passengers without transfer to the center of the city. There are two cases which demonstrate the truth of the above statement in one of the largest cities in the Middle West. In the first instance the interurban line connected with and transferred to, not a slow-running surface line at the out- skirts of the city, but with an elevated railroad, which fur- nished the best of service into and through the heart of the city. Before this transfer was eliminated the financial results were unsatisfactory. An arrangement was made for running the trains of this company through on the elevated structure, and since that time the results obtained have been eminently satisfactory. To the elimination of this objectionable transfer more than to anything else the present success of the property is undoubtedly due. In the second instance in the same city, a high-speed interurban line, built in the most substantial manner, and tapping a territory with a much greater popula- tion, is now in the hands of a receiver. The financial embar- rassment of this company is due in no small measure to the lack of adequate terminal arrangements. In another instance which has recently come under the writ- er's observation, a property had been operating on private right-of-way to a point within 1700 ft. of the public square or business center of a city of 35,000 population. Even under these favorable conditions the passenger receipts were unsatisfactory. The company sought and obtained an entrance over the 1700 ft., thus reaching the public square, or business center, and the immediate improvement in passenger travel was remarkable and is still increasing. In this instance the owners of the property believe the improvement is due in a large measure to the advertising value of having their cars run through the public street and around the square. The writer has also recently had the opportunity of study- ing a problem of this character. The conditions in this par- ticular situation may be of interest, and the results eventually obtained will go far toward determining to what extent the success of an interurban property is affected by adequate ter- minal facilities. The railway under consideration connects the cities of Balti- more and Washington and is a double-track line built in the most substantial manner. The maximum grade is 2 per cent, the sharpest curve (with one exception) on private right-of- way is 4 deg., the track is laid with 80-lb. A. S. C. E. rail, and practically all grade crossings have been eliminated. Baltimore has a population of approximately 650,000, Washington, 350,000, and the distance between the two cities is 40 miles. In Balti- more the terminal facilities are all that could be desired; a fine station through which the cars pass is located in the heart of the retail district and is reached in a run of ten minutes from the private right-of-way. In Washington, however, the ter- minal arrangement is not as good ; the station at which the interurban cars complete their run is located 2 3/4 miles from the Treasury Building. The transfer between the cars of the city company and .those of the interurban company was made as easy and comfortable as possible, entirely under cover. The interurban passenger is provided with a ticket entitling him to transportation on the line of the Washington Railway & Electric Company (the city company) with transfer privi- leges to any interesting line of that company, reaching thereby practically any point in the city. In other words, the terminal arrangement in the city of Washington was all that could be desired with the single exception that the passenger was com- pelled to transfer and make a short portion of the trip in the cars of the city company. Although operation has been under such comparatively favorable conditions, and the line has been in full operation about 18 months, yet the passenger traffic has fallen short of the estimates of the projectors of the line and what might have been reasonably expected. After a careful study of the earnings, and conditions affect- ing them, the management has been able to reach bin one con- clusion, namely, that the terminal arrangement in Washington is unfavorable to the best results, and, therefore, a supple rnentary arrangement has been made with the cit\ company by which the cars of the interurban company will run to Fif- teenth Street and New York Avenue, which is directly opposite the United States Treasury Building and within a block of the While House. The principal advantages of the change will be: In making the cars of the interurban company equally con wnient of access in both cities. i8 In enabling a considerable portion of its passengers to make (heir entire journey without any transfer whatever. In benefiting by the advertising value which unquestionably accrues from running a car of distinctive type through one or more of the principal streets. This should prove of much value in Washington, where the transient population is large. The specific instances hereinabove cited prove, in the writer's opinion, the extreme importance and value to interurban prop- erties of proper and adequate terminal facilities. NECESSITY OF INCREASE IN REVENUE SUFFICIENT TO MEET INCREASED COSTS BY CHARLES 0. KRUGER, PRESIDENT AND GENERAL MANAGER, PHILADELPHIA RAPID TRANSIT COMPANY In common with all other street railways, we have felt the necessity of increasing our revenue by an amount at least suffi- cient to cover the increased cost of operation, maintenance and equipment. How great have been the increases under these headings is, I find, scarcely realized even by many actu- ally engaged in the transportation business. Some of the items of increased expense are startling. For example, when the roads that now compose the Philadelphia Rapid Transit system were consolidated, in 1895, a 9»lb. girder rail was used which cost $25 a ton ; to-day we are using 141-lb. rail for which we pay $38.20 a ton. Switches used to cost $122.50; we now pay $150. Frogs that formerly cost $83 now cost $97.50. Ties have gone up from 50 cents to 65 cents. Our standard car costs us exactly 100 per cent more than the standard car of ro years ago. Coal, another big item, has increased from $1.72 to $2.30 per ton. We all remember the time when cast- iron wheels costing about $4 each were considered satisfac- tory for street railway purposes ; steel wheels at $18 apiece are now required. These are only a few of the more important examples of the high prices of materials. Wages have also largely increased. The wages of motormen and conductors on this system were raised from 21 cents to 22 cents an hour June 1, adding about $180,000 to our annual payroll. Prior to May 1 we issued six tickets for 25 cents and an exchange for 8 cents. On May 4 we withdrew the six-for-a- quarter tickets. The average fare per passenger, which was 3.94 cents in the fiscal year ending June 30, 1909, and 3.56 cents in 1908, almost immediately increased to 4.20 cents, but has since dropped, as shown by the following : AVERAGE FARE PER PASSENGER Cents. Cents. June 4.194 September 4.1 16 July 4-143 October 4.121 August 4-133 November 4.127 The decrease in the average fare per passenger is mainly due to the fact that the sale of exchange tickets has increased. These tickets are largely used by passengers changing from one line to another at points where no transfers are given. Free transfers, which numbered 55,631,765 in the year ending June 30, 1909, are now being used at the rate of 6,370,141 per month. There was considerable public opposition to the withdrawal of the six-for-a-quarter tickets, but this has almost entirely subsided. The matter was taken into the courts, which have decided twice that the company acted within its rights in with- drawing the tickets, which were held to be not "a rate of fare." Speaking generally, it seems to me that there is need of a general effort among street railways to educate the public up to a better understanding of street railway problems. The ex- perience of the New England roads shows that fares can be increased, as I believe they must be all over the country, with- out serious public opposition, if the reasons for the increases are plainly set forth in advance. It should not be difficult to con- vince the public that the fare unit of 5 cents established in horse-car days is the minimum price at which first-class serv- ices can be given, and that when this rate of fare is diminished by free transfers or any other means the operating company's revenue is reduced below a point at which it can give adequate service and provide for the upkeep of the property. [Vol. XXXV. No. 1. THE AMERICAN STREET & INTERURBAN RAILWAY CLAIM AGENTS' ASSOCIATION BY ELLIS C. CARPENTER, PRESIDENT, ANDERSON, IND. The enthusiasm manifest by the claim agent delegates at Denver was most gratifying. Delegates representing many of the more important properties along the Pacific coast were in attendance for the first time. This infusion of "new blood" acted as a stimulus throughout the entire convention. En- thusiasm, like the measles, is "catching" and we are looking forward to a larger representation from the West and South at our future conventions. The cordiality of the delegates from every section indicated a bond of friendship, good-will and sympathy reaching from coast to coast. The subjects dealt with were live subjects, and were ably presented in both written and oral discussion. The causes of certain kinds of accidents were dealt with and many remedies suggested. The duty of the claim adjuster is not merely to adjust losses, but also to seek the causes for troubles and suggest remedies therefor, thus preventing the occurrence of trouble, and likewise the adjustment of claims incident thereto. The policy of the claim department toward the newspapers ; the relationship of the medical and claim departments ; board- ing and alighting accidents; the instruction of employees; the unreported accident, its evil and remedy, as well as other sub- jects, were all discussed from a practical standpoint. During the past year, through the office of the secretary of the Claim Agents' Association, much information was asked for, secured and furnished regarding fraudulent claimants. In many cases photographs have been secured and mailed to the various claim departments for identification, and to serve as a warning and protection against such frauds. Two fake claim- ants were arrested, convicted and are now serving sentences, important evidence in each case being furnished by the Claim Agents' Association. All companies having knowledge regarding claimants of this character should furnish full information as soon as pos- sible to our secretary so that other companies may have the benefit of it. We all have to contend with the class of claim- ants that seek the advice of the professional damage lawyer who, when asked by the client as to what he would charge for looking after the case, replied: "If you furnish the witnesses, $100; if I furnish the wit- nesses, $200. In dealing with these matters, it has been demonstrated that an index bureau would be very valuable in detecting this kind of claimants and would also furnish valuable data regarding other claimants. By co-operation with accident and life in- surance companies and other corporate interests, evidence can be procured that should materially reduce the amount of dam- ages paid claimants directly or after litigation. The committee appointed to look into the matter of the advisability of taking out a membership for the American Street & Interurban Railway Association in some index bureau, whereby all claim departments of the member companies would be entitled to reports from the index bureau upon application, reported that it had secured a satisfactory proposition from an index bureau and made a favorable report. This will be referred to the executive committee of the parent organization for action. The subject committee for the 1910 convention is at work and is expected to make its report at the midwinter meeting of the executive committee. In dealing with the subjects for the next convention, the committee will so arrange the subjects as to call for the actual results achieved as well as theories. Some good missionary work is being done by various dele- gates and it is expected to have a very large attendance at the 1910 convention. The enthusiastic efforts of the officers, sup- ported by the committees, receiving the hearty co-operation of a large number of willing workers, ought to make the next convention the best ever held. ELECTRIC RAILWAY JOURNAL. January i, 1910.] ELECTRIC RAILWAY JOURNAL. 19 RELATIONSHIP OF THE ELECTRIC RAILWAY TO THE PUBLIC BY J NO. BLAIR MACAFEE, PRESIDENT, NORFOLK & PORTSMOUTH TRACTION COMPANY I have chosen for the topic of this communication the ques- tion of relationship of the street railway company, electric light, gas or water company to the public. This is not so broad a question, to the writer's mind, as from its title would appear. It is a confined question. Upon it, nevertheless, depends the other questions which harass the minds of operating officers and stir up public animus. Questions of fare, transfers and taxation are all related to this one proposition. A corporation is a creature of the State, created by the laws of the State; its relationship, therefore, to the body politic is that of a child. It should never rise superior to its position. The difficulties under which corporations labor to-day, due to unbusinesslike supervision, antagonistic legislation and adverse public sentiment, are primarily due to the fact that in the past the officers and directors of such corporations overlooked this relationship. The defiance of the public was flaunted publicly. Even stockholders who were not of the majority or controlling party were denied proper information respecting the conduct of the business of the company. Great public utilities companies came to feel that they were a power and a law unto themselves. The uprising came. Laws that were thought to be adverse to the interests of such corporations were enacted; corporation commissions were created with supervisory power, taxes were increased, but as yet, save in isolated instances, not to the real detriment of the corporation. The greatest asset of a public utilities company is good-will. The more patent the attempt of the officers of the corporation to improve its service to the public, the greater the degree of good-will. Officers of all grades are being taught now to feel that they are public servitors. They are taught as the child to respect the parent. Complaints are welcome. They are not thrown in the waste basket, but in well-operated and properly conducted companies are immediately inquired into, with the thought that, though even so large a proportion of them as 90 per cent may be unfounded, yet failure to inquire into all may result in neglect of the 10 per cent that should be properly con- sidered. Once get the public to feel that the utilities companies operating in the community are operated with the thought and desire on the part of their management of pleasing the public, then such a relationship is established as should be. The citi- zen becomes part of his street railway, his electric light com- pany, his gas or water company. Once this disposition, this de- gree of good-will, has been established, it is but like a confer- ence of co-partners to discuss with the representatives of the public the necessity of an increase in fare or the abandonment of a transfer. The American public is not an unreasonable body, but broad- minded, fair and liberal, ready to be convinced by proper argu- ment and presentation of facts that are not distorted. They will uniformly agree to a sound business proposition. In Mass- achusetts we have seen during the past 18 months various street railways allowed to increase their fare, with the full ap- proval of the Railroad Commission. In other States, where municipal authorities have applied to corporation commissions to raise taxes of the utilities companies and the utilities com- panies have presented sound arguments, based upon an unper- verted statement of facts, such requests of municipal officers have been uniformly refused. Demonstration to a community that the electric light company is giving the best service at the lowest price commensurate with a reasonable profit has prevented the construction and operation of competing companies. The average taxpayer does not want his city burdened with the ignominy of financial disaster to his utilities companies. His personal interest in the community is such that he hopes to be able to speak with pride of the success- ful financial operation of the utilities supplying his wants. Therefore it is that years ago we reached the conclusion that the moving idea in the operation of utilities which damned the public was inherently wrong and calculated to ultimately bring disaster. Nothing so aggravates the general public as to feel that the utilities operating in their particular vicinity are con- trolled by a political machine. Every honest effort should there- fore be taken by the officers in command of the situation to demonstrate to the satisfaction of the public that they are free from political domination. Once convince the voting citizen that such is the case and that the utilities company is operated as a plain, straightforward business proposition, his services, his aid and his vote can ordinarily be commanded for the bene- fit and the upbuilding of such utilities. Therefore it is that we say that the fare question, the transfer question and the tax question were relative to the subject of this article. The earnest effort of every operating officer, every ex- ecutive head and every board of directors should be directed to the encouragement of the proper relationship of his company to the municipal and State governments. Those of the citizens of this country who desire to inordinately and improperly tax and restrict are but few in number comparatively. The average business man is bright enough to realize that his public utilities company should grow with the growth of his city, and that with the utility company and the territory in which he does business advancing perceptibly in the scale of commercial prog- ress, he is bound to be carried along by the tide and reap the resultant benefit. We appreciate fully the difficulty attendant upon this policy, which difficulty is made greater by the errors of the past. Great obstacles have been raised in the paths of the directing heads of companies by the methods in use not many years ago. It is hard to convince the public of the change of thought, and some will forever doubt the possibility of such a change. Even this disposition will be overcome by continued attention to the wants of the public. When that period has been reached, as it is gen- erally being reached in many of the cities and States of our country, we will hear less of restrictive legislation, less of un- due taxation, and will ultimately find that the public will not be led astray by demagogic suggestions of 3-cent fares and 5-cent electric light. A MONOPOLY OF TRANSPORTATION BY E. G. P.UCKLAND, VICE-PRESIDENT, THE RHODE ISLAND COMPANY Transportation is a commodity by whatever means it be accomplished. Passengers and freight should be carried by that kind of transportation which can perform the service most efficiently and cheaply. Sometimes that service is by water, sometimes by steam or electricity over a private right- of-way, sometimes by electricity over a highway, and some- times.by a wagon and team of horses. That seller of this commodity — transportation — will be the most successful and efficient who so controls all of it that he can apply each kind where economic laws dictate. For instance, pig iron, ingot copper, cotton, raw wool, hides and similar non-perishable raw materials may well be carried by the cheapest method of trans- portation, to wit, by water. On the other hand, the finished product of these raw materials, to wit, cotton cloth, steel, iron and copper producis, boots and shoes, woolen cloth and the like can afford and de- serve a speedier method of transportation, to wit, steam or electricity operating on a private right-of-way. Distribution from industrial centers which cannot be accom- plished by either of the two foregoing methods should be fur- nished witli transportation over highways by electric strict railways or, last of all, by the wagon and horse. All of these methods are naturally co-operative, and should not be competitive. Being, however, subject to one control that is a monopoly, there must be some check to prevent an abuse of monopolistic powers. That check is properly found by governmental regulation, This regulation may well in the first instance be brought about by an administrative body, but finally 20 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. r. the rights and obligations of a transportation company must not rest with an administrative body subject to political influ- ences, but must be determined by a judicial body which so far as may be is free from such political influences. I believe in a monopoly of transportation. I believe that such monopoly should be required by law to furnish reasonable facilities at fair prices, and I believe that governmental regula- tion along the lines suggested is the surest safeguard of trans- portation properties. " THE SINGLE-PHASE SYSTEM IN THE YEAR 1909 BY N. W. STORER, RAILWAY DEPARTMENT, WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY, PITTSBURGH The single-phase system has made very substantial progress during the past year. It is reported that the commission ap- pointed by the Swiss Government has decided in favor of single-phase alternating current for the standard railway sys- tem for the State Railways, and several projects are in an ad- vanced state. In France the Midi Railway has adopted single- phase and ordered 30 multiple-unit car equipments and a num- ber of locomotives, the latter to be built by as many companies. The German State Railways have adopted single-phase as standard, and are pushing the development rapidly. In Nor- way and Sweden substantial progress has been made along the same line. In most of the electrifications under way in Europe high voltage is being used, ranging from 10,000 to 15,000 volts on the trolley. The favorite frequency is 15 cycles. This fre- quency has been recommended most strongly in Switzerland and Germany, and has been adopted by the Midi Railway in France. It is probable that the advantages secured for the motors by the use of 15 cycles will be sufficient to influence its adoption in this country for heavy work, except in instances where a large supply of 25-cycle power is available. The advantage for car equipments alone is not sufficient to pay for the introduction of a new frequency. In this country single-phase has not had as smooth sailing. Equipments for only one new road have been sold this year, and several of the old roads have been changed from single- phase to direct current, with either 600 or 1200 volts on the trolley. Judging from this fact alone, it would appear that the single-phase system has received a backset. However, care- ful analysis of the reasons for the abandonment of single- phase on the lines that have changed shows that they were not properly single-phase propositions in the first place. On one line, for instance, it was necessary to have direct current at both ends of a road of moderate length, with connections for underground conduit as well as overhead trolley on d.c, re- sulting in complications which outweighed the advantages gained by the use of single-phase current for the interurban portions of the line. In another case a large part of the mile- age made by the equipments was over d.c. lines. While in this case there was not as much complication as in the first instance, it was extremely expensive with the heavier and more expensive single-phase equipments to operate them so large a part of the time on direct current. The entire line might as well be direct current. In the first years following the introduction of the single- phase system there were undoubtedly extremists who wished to apply single-phase everywhere. This over-enthusiasm has resulted in injury to the system, because of its misapplication. Further, the equipments on a large part of the roads over which they have been operated have been overloaded and overspeeded. performing heavier service than would be possible with direct- current equipments of the same capacity, because of the speed characteristics and the high voltage available at the motors. It is refreshing to see, however, that in spite of the abuses and misapplications of the system, the equipments have operated so well in so many instances. Examples of steam railway elec- trification, notably the New York, New Haven & Hartford and the Grand Trunk, have been conspicuously successful dur- ing the past year. The train delays have been greatly reduced over those formerly encountered with steam operation, and very little trouble has been experienced in any way. On the New Haven lines the locomotives are doing far more work than was ever contemplated by their builders. On some of the interurban lines the operation has been thoroughly successful, resulting in a low cost of operation. In others there have been troubles, due, as stated above, to abuse of the equipments, including overloading and overspeeding. In this connection it is significant to note that there has not been a single instance of change from single-phase apparatus to direct current where the equipments were furnished by the largest manufacturer of single-phase apparatus. On the contrary, several of the lines have ordered new equipments for extensions, and further ex- tensions are probable in the near future. The new railway for which equipments are now being built is the Rock Island & Southern Railway, a road designed pri- marily for freight traffic, which will also be used for frequent and high-speed passenger service. This line will be operated exclusively from single-phase alternating current, which makes it possible to use inductive rather than conductive compensa- tion for the motors, thus rendering the most vulnerable part of the field winding perfectly safe from injury. The motors will also be operated from a two-coil transformer instead of an auto-transformer, so that the circuits will not be grounded, and thus the liability of breakdown of insulation will be much reduced. These equipments will possess a degree of simplicity which should be attractive to any one who is operating electric railways. The net results of the experience with single-phase apparatus up to date are that single-phase equipments can unquestionably be built to operate successfully in either interurban service or on heavy railroads. The complication of making equipments operate interchangeably on direct current and alternating cur- rent is an undesirable one, but one which need not cause any trouble, provided the equipment is properly cared for. Preventive leads between the armature winding and the com- mutator are still advocated as reducing the losses in the motor and making it possible to reduce the size of motors beyond those built for a given output without leads. All that is neces- sary to make the resistance lead construction satisfactory is to have the leads of sufficient thermal capacity to stand the current for the maximum length of time necessary for the motor to develop its torque at a standstill, and to make the re- sistances substantial, so that they may not be affected by the mechanical vibration to which all railway motors are subject. It is a well-known fact that the resistance leads of the arma- tures of the New Haven locomotives have never given the slightest trouble, even though they are subject to the most se- vere starting conditions, and the motors are required to de- velop at starting from 100 to 150 per cent overload torque. The worst that can be said of resistance leads is that they furnish an expensive addition to the armature winding; how- ever, the total cost of the motor with resistance leads will not exceed that of the motor built for equal performance without resistance leads, since the number of armature conductors for the motor without leads must be very greatly increased, and frequently the number of poles increased on account of the iower inductions which are necessary. A discussion of single-phase naturally raises some question as to the natural competitors of that system. These are high voltage d.c. and three-phase. The 1200-volt d.c. system has made considerable progress in the past year for interurban railway service, and while there is apparently not much to be gained in applying this to heavy railway work, it is undoubt- edly receiving favor for interurban roads where a large part of the operation must be over standard 600-volt lines. The chief objection to this system is that the voltage is not high enough to meet the requirements for long lines, and it seems certain that if direct current is to be used for heavy work, the voltage must be very considerably increased. The three-phase system has also made a start in this coun- try in the Great Northern electrification. While apparently January i, 1910.] ELECTRIC RAILWAY JOURNAL. 21 nothing has been demonstrated by this installation, which could not have been foreseen, it indicates a tendency to de- velop all of the possible systems of electric traction to the fullest extent, so that each problem may receive the most careful consideration as it arises, and the best system for that particular one may be applied. Undoubtedly this attitude will make for the greatest progress in electrification of steam rail- ways. The best part of it is that whichever system is adopted it is certain that it can be made thoroughly successful from an operating standpoint, the main difference between them being questions of first cost and cost of operation. ADVANTAGES OF SINGLE-PHASE The reasons for favoring single-phase system are just as strong at the present time as at any period in the past 10 years. The simplicity of the distribution and the possibilities for extremely low first cost make it most desirable from that point of view of any of the three systems. The speed possi- bilities of the motor make it extremely desirable from that point of view. The handicap is, of course, that the locomo- tives must in all cases, except where very slow speeds are re- quired, be heavier and more expensive than for either of the other systems. Consequently, the maintenance must be higher. However, this extra cost of maintenance for the locomotives will for lines of any considerable length be more than offset by the decrease in first cost and cost of operation of the dis- tribution system. The matter resolves itself, as has frequently been said before, into a matter of dollars and cents, to decide which of the three systems will be the proper one to install for any given set of conditions. Judging from the great interest which is being manifested at the present time in railway electrification, there will be suffi- cient comparisons made before long, which will determine the particular field that each system is best adapted to serve. At the same time, it is possible that new developments may arise which will very materially change the outlook. At present the outlook for still further extensions of the single-phase sys- tem is very good. PERMANENT FRANCHISES AND REASONABLE RETURNS BY ARTHUR W. BRADY, PRESIDENT, INDIANA UNION TRACTION COMPANY The most striking phase of the electric railway situation of to-day is not found in the progress or development of the art of constructing, maintaining and operating electric railways, highly important as this is, but in the growing recognition by street railway interests and public alike of the necessity that electric railway companies be placed on a basis of permanence with respect to franchises and of reasonable compensation and return with respect to fares. Both electric railway interests and the public have been driven to recognize these facts by the pres- sure of experience, frequently unpleasant, and in some cases disastrous. The sanguine hopes of the pioneers in electric railway con- struction and development that the low rates of fare originally adopted for both urban and interurban properties would so stimulate travel as to overcome the apparent inadequacy of return as compared with service have been largely disappointed. The unit of service furnished by urban companies has been greatly expanded through extensions of lines and enlargements of transfer privileges, as well as abuses of those privileges. This increase in the service unit has reduced the financial re- turn to a point dangerously near, and in some cases below, the point of actual compensation. The correctness of the electric railway position in this respect has been publicly demonstrated within the past few years in the case of some of the largest and most important properties in the country through investiga- tions made in connection with franchise negotiations or com- plaints before public commissions, and through reports of public supervisory boards. In the ease of the interurban companies of the country the same result has become widely apparent. The extension of the length of the ride paid for by the unit fare is not a disturbing factor in the case of the interurban'lines, but it is generally true that the basic rates of fare originally fixed by the interurban companies — in some cases as little as 1 cent per mile — were un- duly low. These rates were fixed when lines were first put in operation, and when the amount of travel that would be ob- tained was purely a matter of conjecture. Furthermore, the heavy expense of renewals and replacements was disregarded, or minimized, when these lines were first constructed, and track, rolling stock and power equipment new. Interurban cars cannot be operated at the speed which the traveling public^ demands and service cannot be satisfactory in other respects unless these properties are maintained at a high standard. The original rates have, therefore, in many cases, been found non-compensatory, and increased rates established. In a number of instances, notably in Massachusetts, these increased rates have been at- tacked, but have been almost uniformly upheld by the public tribunal passing upon them. In the course of these attacks ex- haustive investigations have been made of the revenues and expenses of the companies in question, and the result has been to demonstrate the fairness, and even the necessity, of most of the increases that have been made. While the notoriety of these attacks has doubtless been highly annoying and unpleasant to the companies immediately affected, the general result has been most helpful to the electric railway interests of the country. The fact that public tribunals, the bias of which would naturally be against rather than in favor of electric railway inteersts, have found these advances justified has done much to convince the public of the fairness of such fare changes as have been else- where made. The result of the various investigations and reports that have been made touching both urban and interurban companies, as well as of a few very instructive object lessons, is that what before the managements knew, but the public could not be made to accept, the public now knows and believes. The idea en- couraged by the rose-colored prospectuses of a few years ago, than an electric railroad is a mine of wealth, constantly enriched by unreasonable profits filched from the public, is largely dissi- pated. Electric railway interests themselves universally recog- nize to a greater extent than ever before the necessity of ade- quate fares and the danger of gradually rendering inadequate fares originally adequate by an enlargement, through extensions and transfers, of the service rendered. At the same time, the public is more than ever disposed to take a reasonable and dis- passionate view of conditions, and to recognize the unsoundness of the demands for reductions in fares and enlargement of priv- ileges prevalent a few years ago. With respect to franchise rights, there can be no doubt that we are in a, period of transition, and that the final outcome will be to place these rights on a higher plane of permanence. A few years ago the individual who would contend that an elec- tric railway franchise should be for other than a brief period of years was regarded as corrupted by corporation bias, and an enemy to the community. A remarkable recent development is that the defects and weaknesses of short-term franchises from the standpoint of public welfare are now widely recognized. Among the most revolutionary of the public utility laws recently enacted are those of Wisconsin and New York. Yet the Wis- consin law provides for an indeterminate franchise, and in New York, Commissioner Maltbie, of the Public Service Commission for the First District, has made to that commission a report in which, after discussing the merits and defects of the various forms of franchises, the indeterminate form of franchise is advocated. There is doubtless serious objection to the indetcrmine fran- chise as defined and limited by the Wisconsin act, and as de- scribed and advocated by Commissioner Maltbie, but this is generally true of pioneer work. The important fact is that the Wisconsin act and the New York report alike indicate a realiza- tion on the part of the public authorities that under short-term franchises electric railway properties cannot be developed to the point of rendering the greatest possible service to (lie pub- 22 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. lie, and that, therefore, the public interest demands long-term tenures. On the whole, the electric railway interests of the country are to be congratulated on the tendencies of the times in reference to the two phases of the electric railway situation above dis- cussed. It is not too much to hope that the next few years will see a settlement of some of the most vexatious of the questions confronting the public and the electric railway companies on a fair arid reasonable basis, satisfactory and advantageous to both. STREET RAILWAY ASSOCIATION OF THE STATE OF NEW YORK BY E. F. PECK, PRESIDENT, SCHENECTADY, N. Y. The three meetings of the Street Railway Association of the State of New York, which were held during 1909, were well attended, and the results were beneficial in the highest degree to the companies represented. Thorough discussion of papers has always been one of the most interesting features of our meetings, and the general participation of the delegates is of great encouragement to all who are concerned in the wise settle- ment of the various problems which are considered by the asso- ciation at its meetings. During the coming year the work of the association may tollow to advantage some lines of action which the present tendencies of the times appear to make desirable, although our efforts will not necessarily be confined closely to any subjects which seem advisable now. I can indicate, however, some topics which affect various members of the association, and if they are not taken up at this time they may be made a subject for future consideration. The question of block signals for interurban railways has been suggested by C. R. Barnes, of the Public Service Com- mission, Second District, as an appropriate subject for dis- cussion and action by the association, and this topic will prob- ably be placed on the program of one of the meetings of the coming year. Of the problems facing electric railways at the present time, none is more serious than the transfer situation, and we should endeavor to formulate a system of rules governing the issue of transfers, which will minimize the general public mis- use of the privilege. If a system could be devised that could be made the basis of the rules of all companies it might be desirable, but I do not know whether such a system is practic- able. It would have to contain rigid conditions designed to prevent abuse of the transfers, and yet be somewhat flexible, in order to meet the requirements of companies operating un- der different conditions. However, the subject is one which is of deep interest to all our members, and whatever we can do in the direction of solution of the problem will be of value. Sys- tems for the collection of fares may be taken up with profit at the same time. The interurban companies are especially interested in the subject of operating rules, which will be discussed during the year. At the last quarterly meeting, C. Loomis Allen stated that he would recommend the adoption by this association of the code of rules adopted at the Denver convention of the American Street & Interurban Railway Association, with such modifications as may be needed to meet our local conditions. It is hoped that members of the Street Railway Association of the State of New York will give a careful study to the Amer- ican Association rules, so that they may be prepared to dis- cuss the subject when it is brought formally before them at an early meeting. A topic of equal importance is the classification of accounts promulgated by the New York Public Service Commission, Second District. The operating accounts, as prescribed by the commission, have been used by the street railroad corporations for the last six months. Some of the companies have had a full year's experience with the classification as they intro- duced it, in order to gain experience, before the order of the commission required them to do so. Many points have arisen in connection with the accounts, which a full discussion will help to make clear. At our last meeting in Albany, C. Percy Hooker, chairman of the State Highway Commission, suggested that a friendly suit be instituted in court by one of our member companies, with the object of securing a decision to determine the relative rights of the State and interurban companies in connection with the construction of new State highways, and it appears advisable to act on this suggestion. The question of co-operation with the American Association should receive the earnest consideration of members. It is wise for us to strengthen our own organization in every way, but we should also bear in mind that the National Association is entitled to our support in all questions that work for the betterment of the industry as a whole. A working agreement between the American and the State associations should be advantageous. TERMS FOR USE OF CITY FACILITIES BY INTERURBAN COMPANIES BY ALBION E. LANG, PRESIDENT, TOLEDO RAILWAYS & LIGHT COMPANY Since the advent of the interurban railways, the question of how they should gain entrance into cities and upon what terms and conditions, whether over the tracks of already existing city roads by direct negotiation, or whether with independent fran- chises, and upon their own tracks over streets not already occupied, has been one of the most troublesome problems we have had to solve. No one will question the wisdom of hav- ing interurban roads enter cities over their own tracks, upon independent streets, except when it may be detrimental to the best interests of the city company, but in most cases, owing to physical conditions which preclude any other course, it is an absolute necessity to use a portion of city railway tracks in order to reach the business center; and in only a few known instances are the interurban roads required to transfer their passengers at the city line. I assume that laws have been passed by most, if not all of the States, governing this subject, but it may be of general interest to say that the laws of Ohio provide that interurban railways may enter cities without consulting city authorities, provided they do so over existing street railways, and also authorize existing street railways to make contracts with interurban rail- ways for such entry. This law has been very beneficial in promoting the construction and operation of interurban rail- ways in Ohio, because the interurban railways have not been delayed in obtaining such contracts upon equitable terms ; whereas, had it been necessary to consult city authorities be- fore such rights could be procured, great delay would have re- sulted, with possibly opposition from the city roads and others whose rights might be adversely effected. The right to enter cities and to make such contracts has undoubtedly influenced many city companies, because of general benefit to the city irrespective of financial return to the city company, to make such terms for the use of its tracks and power as would encourage the building of interurban railroads. I do not know what statistics may show, but I venture the opinion that the construction and development of interurban railways in the State of Ohio have been equal to the record in other States, if not far more rapid, and largely because of the ease with which city terminals could be obtained. In the city of Columbus the gages of the tracks differ, the interurban being 4 ft. &]4 in., as against the city road's 5 ft. 2 in., and here the interurbans enter by independent tracks in such a manner as to avoid interference with the operation of the city cars. In Cincinnati the same gage of tracks exists as in Columbus, but the interurban roads transfer passengers to a city car especially scheduled to take care of the traffic. In Cleve- land the interurban cars are received by the city company and treated as their own, the city company paying to the interurban January r, 1910.] ELECTRIC RAILWAY JOURNAL. 23 companies a given sum per mile for the use of the car. In Toledo, Dayton and some of the smaller cities the interurban companies are required to pay to the city companies some- thing less than maximum fare, and assume all risk of accidents and other minor burdens. There is a popular impression on the part of city officials and many individuals that city roads derive a large financial return from the interurban railways entering over the tracks, but I believe that a careful analysis of the subject, considering the additional power house investment required to meet extra- ordinary demands, weight of cars, delay in traffic, etc., will show no benefit to the city roads except indirectly by stimulating the growth of cities and bringing to business houses some new and additional customers. — THE CENTRAL ELECTRIC ACCOUNTING CONFERENCE WM. H. FORSE, JR., PRESIDENT, ANDERSON, IND. The Central Electric Accounting Conference is an organiza- tion of the accounting officers of electric railways of the Central States, as its name indicates. The constitution of the conference restricts its membership to persons connected with electric railways operating in the States of Ohio, Indiana, Illinois, Michigan, Kentucky and Western Pennsylvania. All of these sections are well represented in the roster of mem- bership. The conference was formally organized on March 2, 1907. M. W. Glover, who was then auditor of the Ohio Electric Railway, conceived the idea of forming an association of the accounting officers of electric railways of neighboring- States, on the plan followed by similar associations of the steam railroads. At the organization meeting Mr. Glover was elected president of the conference, in which capacity he served for two terms. From its inception the conference was found to be a valuable organization. Its first important work was the formulation of rules governing the interchange of freight and passenger busi- ness by electric railways. The growth of this business had been so rapid that much difficulty was experienced by the railways in making proper settlements between themselves. The topo- graphy of the country, the density of rural population and the class of communities served by the interurban lines of the Central States were all favorable to the rapid development of traffic. The network of electric railway lines in this terri- tory was made up of a few large interurban systems and many smaller "feeders" and connections. Previous to the organiza- tion of the Central Electric Accounting Conference, the inter- line accounting of these lines was far from uniform and much difficulty was experienced in equitably pro rating the revenue from interline business. The uniform rules governing the accounting and settlements of interline business were adopted by the conference .in 1907, after careful consideration and extended discussion. In brief, these rules may be said to follow the general plan of steam road interline accounting. Certain modifications were made necessary, however, because of the peculiar conditions found in interurban railway operation. Other changes were con- sidered desirable as effecting economies. By taking advantage of the latest saving devices it was found possible to simplify the accounting methods and yet secure greater efficiency than by using certain features of the steam road system of account- ing. The steam railroads are hampered by the fact that any change in existing methods would be annoying and expensive, hence they find it better to avoid radical departures from some of the most antiquated methods. The electric railways have not had the misfortune of precedence in this respect, conse- quently they have been enabled to select the best features of modern accounting methods. The rules adopted were distributed in printed form to the members of the conference and have since been very generally observed by the electric railways operating in the conference territory. In March, 1909, a special committee of the conference sub- mitted a set of uniform blanks to be used in the settlement of interline transactions. The conference adopted these blanks, after making some slight alterations, and the railways are now using the uniform printed matter, as well as the methods of settlement. The result has been very gratifying and there is none of the confusion which existed when each railway com- pany used a method of its own in reporting its traffic with connecting lines. The blanks and rules of the conference were made the basis of a report submitted at the Denver convention in October, 1909, by the committee on interline accounting of the American Street & Interurban Railway Accountants' Association. This report was fully discussed in the convention and was adopted as submitted. In view of the fact that the National Associa- tion has adopted the Central Electric Accounting Conference plan of settlement for interline business it is altogether likely that in the future the plan will be generally followed throughout the country. The conference holds meetings quarterly, in the months of March, June, September and December. The program gener- ally consists of several papers on railway accounting and the resulting discussions are usually interesting and instructive. One of the valuable features of such an organization as the Central Electric Accounting Conference is its ability to get together upon short notice and take action upon present-day topics. In this respect the neighborly conference has a distinct advantage over the National body whose membership is distri- buted over an entire continent. The value of the "get to- gether" ability was shown in a convincing manner when the tentative classifications of accounts of the Interstate Com- merce Commission were submitted for criticism. At that time the electric railways in several of the Central States met on call of the president of the Central Electric Accounting Con- ference and thoroughly discussed the tentative classifications. The uniform criticism which was subsequently forwarded by the several electric railways to the Interstate Commerce Com- mission was received very favorably by the commission, as it bore evidence of a thorough knowledge of actual conditions and contained the suggestions of practical railroad men, un- animously agreed upon every feature of the subject under dis- cussion. In consequence most of the suggested changes were accepted and put into effect by the Interstate Commerce Com- mission. The work of the conference in the future will be governed to a considerable extent by the trend of affairs. At its meeting in Dayton, Ohio, on Dec. 11, 1909, the con- ference adopted a basic plan for the uniform compilation of statistics relating to car-miles and car-hours. As is well known, the value of statistics of this character is almost nil unless the statistics are used for comparative purposes. The operation of the same property may be compared month by month or year by year. Divisions or lines operated by the same company may be compared with each other. Such statistics are valuable as throwing light upon the internal workings of the railway, but to stop there is to miss the greatest good of the statistical work. Comparison of property with property has always been unsatisfactory and always will be, as long as the interests in control are indifferent to the methods used in compiling statistics. A car-mile, for example, may be a mile run by a little single-truck city car weighing 10 tons with 60-hp motor equipment, or a 62- ft. interurban motor car weighing 50 tons with 600-hp motor equipment. It may be a mile run by a motor and trailer, a single motor car, or a three-car train with multiple-unit control. Tf these varying conditions can be taken into consideration, and methods adopted that will lead to sub- stantial uniformity in the final results, statistics will be real and valuable instead of misleading and unsatisfactory, as they so often arc at present. If the conference can successfully grapple with such prob- lems as these and others that are bound to arise from time to time, it will continue to uphold its reputation as an organ iza tion of real value to its membership, 24 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. THE CORPORATION TAX LAW COMMENTS ON THE ELECTRIC RAILWAY SITUATION BY WILLIAM F. HAM, COMPTROLLER, WASHINGTON RAILWAY & ELECTRIC COMPANY I have followed the controversy with reference to the regu- lations about the enforcement of the corporation tax law with a great deal of interest, and think we are all indebted to the expert accountants who took a determined stand for an inter- pretation of the law which would be practical and sound from an accounting standpoint. At the same time, I have never felt alarmed over the possibilities of being compelled to report the income and expenses on a strictly cash basis. Some of my friends had suggested the possibility of hiring expert account- ants or of increasing their own office forces to meet the re- quirements of the law. Nothing of this kind appeared to me to be at all necessary, for I believed that any company which made an honest return in compliance with the spirit of the law would not be the subject of criticism. The spirit of the law is clearly stated in the first paragraph of Section 28. Boiled down, it reads as follows: "Every cor- poration * * * shall be subject to pay annually a special excise tax * * * equivalent to 1 per centum upon the entire net income over and above $5,000 received by it from all sources during such year, exclusive of amounts received by it as divi- dends upon stock of other corporations * * * subject to the tax hereby imposed." The law, as above stated, is clear, and is only made confusing by the balance of the act, stating the method of determining the net income, in which it would appear the lawmakers were attempting to combine the methods of accounting used by the corner grocery store and the large corporation, with the natu- ral result. If some of these instructions were to be interpreted as to reflect only cash transactions, it would become impossible to truly state the net income, and the law does not contemplate that any one should perform an impossibility. An account is a statement of facts. Accounts cannot state facts that do not exist. For example, if a railroad company owes a manufac- turing company $10,000, of which one-half is for current sup- plies used in maintenance and the other half is for new and additional equipment, and on the last day of the year makes a payment of $5,000 on account without specially applying it to any portion of the account, it becomes an impossibility to state what portion of the account was settled by that payment, be- cause, in fact, it did not settle anything in particular, but was simply a partial payment on the whole account. True, it would be possible to prepare a statement which would be approxi- mately correct, and if it had been determined that the net income should be prepared on the basis of actual cash receipts and expenses, I believe accounting officers could have prepared a statement which would have been reasonably correct and which would have fulfilled the spirit of the law. However, the Secretary of the Treasury in the recent inter- pretation placed upon the act has entirely cleared the atmo- sphere in the two rulings below quoted : "It is immaterial whether any item of gross income is evi- denced by cash receipts during the year or in such other man- ner as to entitle it to proper entry on the books of the corpora- tion from Jan. I to Dec. 31 for the year in which the return is made." "It is immaterial whether the deductions are evidenced by actual disbursements in cash or whether evidenced in such other way as to be properly acknowledged by the corporate officers, and so entered on the books as to constitute a liability against the assets of the corporation, stock company, association or insurance company making the return." These instructions are strictly in accordance with correct accounting and good common sense, and will, I have no doubt, command the approval of all accountants. From an accounting standpoint, there is nothing which now stands in the way to prevent an easy compliance with the law by transportation com- panies. BY EDWIN S. WEBSTER, OF THE FIRM OF STONE & WEBSTER, BOSTON The problem of securing an adequate revenue from pas- senger fares appears to be the most serious issue now confront- ing the electric railway industry. In the early days of electric transportation the 5-cent fare unit was, on the whole, appro- priate to the standards and cost of service rendered. The roll- ing stock was composed of small, light cars, usually of the single-truck type; the speed of operation was relatively low; the power demands per car were moderate ; the cost of labor and materials was far below present figures ; comparatively light roadbed, track and line construction met the require- ments of the traffic, and the investment per mile of track varied from one-half to one-sixth that of the present, depend- ing upon the size of the community served and other local conditions. Even -in the larger cities the transfer facilities were greatly limited, and the average haul per passenger was much shorter than to-day. The standards and costs of service now rest upon an en- tirely different plane. The expansion of city systems into sub- urban territory has raised the average length of haul inde- pendently of other causes. The transfer situation has become serious, through its extension beyond reasonable limits. The purchasing power of the nickel from the standpoint of the passenger has greatly increased. From the point of view of the operating company, however, the nickel pays for the con- duct of considerably less transportation and for the mainte- nance of less service and equipment than a few years ago. The cost of power has been reduced to some extent by improved technical administration of generating and distributing equip- ment, but not enough to offset the enlarged demands of heavier cars operated at increased speeds. The growth in the size and weight of cars has increased the rolling stock investment account and necessitated the expenditure of large sums of money for physical plant, including heavier track and more permanent roadbed construction, multiplied capacities in power stations and lines and enlarged facilities for the economical maintenance of equipment. The advances of the past few years in the cost of labor and material have placed a premium upon new construction work and have narrowed the margin be- tween receipts and expenses. Under the early conditions, average fares of from 1 to 1% cents per mile enabled the companies to make progress ; to-day these returns are insuffi- cient to provide a reasonable dividend in many properties and maintain the most modern standards of service. The increased length of ride now possible upon a single fare of 5 cents makes it difficult for the larger city properties to earn a reasonable dividend, and only in a less degree does this condition bear up- on the companies of smaller size. The relatively great density of traffic in the larger city is sufficient to offset the burdens of the transfer, the extension of lines into outlying districts and the rising cost of operation. In the larger cities there must be some change in the trans- fer situation in order to secure a fair return to the companies. Scientific administration of properties is insufficient to meet the rising costs of service rendered to the traveling public. The average haul per fare must be reduced, through the restriction of the transfer privilege or the imposition of some sort of a charge for transfers issued. The policy of selling fares at reduced rates must be closely scrutinized, and in many instances abolished. The fare unit in itself will have to be raised to 6 cents or over in cases where it is clear that a line cannot be operated with reasonable profit on a 5-cent fare basis, or else the fare zones will have to be shortened. Otherwise, a line honestly capitalized will have to reduce its capital to a point below the actual investment in the property. Denial of a rea- sonable return upon a proper investment and insistence upon the highest standards of service closely approach confiscation. The maintenance of a reasonable return through adequate fares and controlled transfer situations, through economical adminis- tration and a liberal executive policy is to the advantage of the January i, 1910.] ELECTRIC RAILWAY JOURNAL. 25 public as well as of the companies, for in the last analysis the cost of an unsuccessful utility operation and the benefits of a profitable public service fall upon the community supplied with facilities. So long as present fare limitations apply, the expansion of existing systems and the development of new enterprises can only be retarded. THE PROPER TREATMENT OF ELECTRIC RAILWAY PROPERTIES BY J. MCMILLAN, GENERAL MANAGER, PACIFIC ELECTRIC RAILWAY It is quite plain to the student of electric railway problems that the most serious mistake that has been made, and is still being made, by both the public generally and many of the people responsible, or who should be responsible, for the proper treatment of electric railway properties, is in thoughtlessly treating and handling them as "cheap John" concerns, when exactly the opposite should be the case. Every "Tom, Dick and Harry" seems to think it is an easy matter to build, equip and operate an electric, commonly called street, railway, and it is true that a great many undertake such propositions and after expending the money of themselves and friends make failures. So are there a great many failures of steam railway undertakings, and, doubtless, more real "cheap John" or "jerkwater" steam roads, the most of them now being branches of the larger systems of steam railways, than there are of such electric railways ; but the idea seems to prevail, almost generally, that, if a neighborhood or village wants a railway, all there is to be done is to organize a com- pany, even though a neighborhood company, sell a few thousand dollars of stock, and a railroad will be the result. The actual results from such undertakings are, as a general proposition, more failures than successes and the construction, or partial construction, of a lot of railroad mileage under misapprehension as to the amount of traffic necessary to support a railway line, even though its mileage be limited. The time for constructing cheap railroads and cheap operation of railroads is fast passing away; in fact, has long since passed in this part of the country. It seems to be beyond the comprehension of many railway promoters, as well as many railway operating men, that elec- tric railways cost, if well constructed and equipped, more than double the cost of construction and equipping the same mileage of steam railways. In the first place, the rights-of-way, both street or highway, franchises and private rights-of-way, cost more for electric railways and are more restricted and burden- some than for steam railways. In the State, and in many States, electric (street) railway franchises have by law to be, after being applied for, advertised and sold at auction to the highest bidder. In Los Angeles and many other cities and towns in this State laws have been passed, at the behest of the advocates of municipal and govern- ment ownership of public utilities, restricting the li'fe of such franchises to 21, and in some cases only 20 years, which, of course, makes such franchises uninviting, as the railways can- not dispose of securities covering short-lived properties; and, notwithstanding these adverse conditions and the provisions by such franchises for the payment by the railway company of 2 per cent of its gross earnings from lines constructed under them, along comes the United States Government with its new corporation tax law, imposing another percentage tax upon the earnings, which simply means a still further tax, and adding that much more to the already heavy burden of the railway com- pany. OTHER COSTS Then, after all the restrictions, the first cost of the right- of-way, franchise or otherwise, is only the beginning. After rebuilding and paving or repaying streets, frequently to the extent of two-thirds their width, the railways are re- stricted as to the use of them ; are subjected to all manner of assessments, taxes and whatever licenses, in addition to all these, any and every city and town council, or board of super- visors, generally politicians, sees fit to levy, and from which there does not seem to be any adequate recourse. With the steam roads the conditions are entirely different. If a steam road wants a franchise for tracks over streets, all it does is to apply for it and for such term of years as may be desired up to 50 years. Such applications are passed upon by the councils and boards of trustees, or supervisors, and granted or declined, generally granted, without any advertising or bidding. In fact, the State charters of the steam roads generally give them the right to build upon and occupy with tracks public highways not under the jurisdiction of city or town municipal bodies. The burden of crossings with steam roads, cost and main- tenance is, as a general rule, upon the electric road, whether the crossings be in the streets under franchise rights or other- wise. This crossing and special work expense is one of the largest items of the cost, both construction and maintenance, of anything like an extensive system of electric railway lines. The first cost of the most of the interurban passenger cars of the Pacific Electric Railway Company, equipped and ready for service, several hundred in number, averages about $10,000 per car. How many steam railway coaches in the country cost any- thing approximating such figures? The cost of constructing up-to-date electric railways, through localities able to support such transportation facilities, is, mile for mile, about three times that of a steam railway. The cost of operation, due to the enormously large number of employees necessary for conducting suitable and anything like satisfactory transportation, is, for the same mileage, more than twice, if not three times, that of steam roads. As an example of this : The Pacific Electric Railway, with a distance mileage of roadway of approximately 325 miles, carries upon its operat- ing pay-rolls a monthly average of more than 3500 employees, of whom approximately 1000 are trainmen, motormen and conductors ; shopmen 600 to 800, and correspondingly large num- bers in all other departments. How many passenger cars, cost- ing a less price per car, and how many employees are required by the steam roads for operating the same mileage? One- half? No; not one-third! Still the prevailing impression seems to be that electric rail- ways and their service are cheap and should be cheaper; and, strange to say, the most electric railway owners and managers have tried, and are still trying, to conform to this view of the matter in handling the properties under their management, thus encouraging and fostering the general belief that it costs next to nothing to build, equip and operate electric railways. PUBLIC DEMANDS MORE AND MORli As a whole the owners and promoters of electric railway properties, men of means, who should also be men of experi- ence, are responsible for the failures of their properties to meet their operating expenses and fixed charges, due to insistence upon "getting along with the public" without friction and lawsuits, without considering and realizing the dear public, like Oliver Twist, continue!"; to demand more; yes, more and more. Every manager knows that the general demand is for im- proved service as well as improved and more expensive equip- ment and facilities generally. The public demands that the employees be better paid in support of the demands of the employees themselves, but let the electric railway company make a move toward increasing its rates a half cent or a cent per passenger or per trip, or toward effecting any economy in the direction of readjusting its service by cutting out a few light and losing trips, or correcting abuses of the transfer privileges and limiting the use of transfers and commuters' tickets to strictly their legitimate purposes, and a howl goes up all along 1 he line and turns loose upon the company every demagogue and "citizen fixit" who can get the newspapers to print his views and his name. Electric railway taxes, licenses and like fixed charges are almost constantly being increased arbitrarily by political as 26 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. sessors and municipal bodies, principally for the purpose of showing their constituents they are doing something to earn the salaries they are drawing from the public, and because the public service corporations are "easy marks" for them. The Pacific Electric's taxes have been practically doubled over what they were only two years ago, with very little additional mile- age and equipment. The price of almost everything used in the construction and operation of electric railways, as well as wages, is constantly advancing, and we are expected to meet these conditions with- out increasing passengers' fares and rates one iota. Does the ordinary person or electric railway manager stop to think how the 5-cent street carfare originated, and that half a generation ago it was considered cheap for an uncomfortable ride in an uncomfortable horse or mule-car, and that such rides were limited to a few miles, at most, and transfers were unheard of and unexpected ? Why is it the public does not object to paying largely increased hotel rates, or higher prices generally for the necessaries for living, without protest or raising a fuss about the increased cost of living, and at the same time raises such a row over the refusal of a transfer or the increase of a passenger fare by a cent or such matter, due to the efforts of the railway company to meet its increased ex- penses while constantly improving its facilities and service? If a citizen is charged $1 for a steak he has been in the habit of buying for 75 cents or 80 cents, or 25 cents for a cigar he has been getting for 15 cents or 20 cents, does he raise a row about it and run to the newspapers, city councils or legislative bodies complaining of the "robbery?" No! Why? Because upon being told the cost of the article has increased, he says he believes in the policy of "live and let live" and lets it go at that. But let the street railway, or any other railway company, at- tempt to meet its fast increasing expenses and public demands in the same manner, and note the "tempest in a teapot" that is raised. The costs of constructing and operating electric railways in an up-to-date manner have increased correspondingly with the cost of operating first-class hotels and other enterprises of a public or semi-public nature and with the general increase in the cost of living. INCREASED COSTS AND INCREASED RATES Then why cannot the electric railway companies increase their prices by an amount corresponding to the increased cost of their service? The electric railway managements thetfiselves have a large share in the responsibility for such adverse conditions and general beliefs and lack of understanding on the part of the public of the actual necessities for fair and living revenues for their railways. . * They have themselves ijheapened their properties and their service by voluntarily,**^ not upe"n noisy demands by agitators, reducing fares orfe^fcejistpn of transfer limits, etc. In many. mnn# cases where city lines have been extended be- yond city limits, as they Existed when franchises were secured, and even where interurban lines have been built between nearby towns and cities, no notice has been taken of the increased mile- age and consequent increased operating and maintenance ex- penses, and the city 5-cent fare has been allowed to apply almost indefinitely. In many cases where city lines have been ex- tended to outlying districts, Government posts, smelters, parks, etc., with little or no local traffic between terminals, the 5-cent fare, like the Constitution following the flag, has followed to the ends of the rails of the electric roads ; and not only is this too often the case, but the transfer habit has been allowed to follow to the same extent. One of the best known firms of street and electric railway promoters and owners in the United States has done more damage to the electric interurban railway interest in this respect than can well be reckoned, and is found, sooner or later, to suffer severely for its carelessness or recklessness in the respect indicated, which seems to indicate either incom- petent management, or misinformation and misguided judg- ment. Incompetence on the part of the owners as well as on the part of managers, because the owners employ the managers. As one example of many of the public's view of the electric railways operating cost : A shipper of cement in large quan- tities recently offered the Pacific Electric a shipment of several thousand tons of cement from a port to a point to which the rate is 80 cents per ton, a very low rate for the haul. The shipper's condition upon which he would route the business via the electric road was that it should cut the rate below the published tariff. Upon being told that this electric road's freight rates are the same as the steam roads and its service quite superior, which latter fact he conceded, he "cussed" the office out, saying he could not see any use for electric roads unless they were to cut the rates. He routed his shipments via the steam road. He was and still is under the general im- pression that it doesn't cost anything to own and operate elec- tric railways. Why this impression? Because of incompetent or inexperienced managements of electric railways. As a general thing where electric railways have entered into the package, express, or freight carrying business, they have done so at ridiculously low and unremunerative rates and re- sorted to irregular methods of securing and handling the same. EXPRESS SERVICE AT LESS THAN FREIGHT RATES I am told that in many parts of the country the interurban electric roads take boxes of freight, boots and shoes, hats, clothing, etc., from the trade or jobbing centers into the country along their lines on the platforms of passenger cars at rates very much less than those of the old established steam roads, thus giving very superior express service at less than fair and living freight rate, while, as a matter of fact, the service of the electric roads, being superior to that of the steam roads, the electric roads should, if any difference in rates is to be made, get higher rates, particularly on their freight and express serv- ice, on the general rules that the "servant is worthy of his hire" — in other words, the buyer paying the value for what he gets. The question is how long can they last at it, and do they realize how much such practices are losing for their com- panies ? How many men doing this for their companies know what the service is costing and look ahead far enough to realize what the result of this kind of thing will be? In looking over the rates of one interurban road, which was, and is still, doing a package and freight business, I found rates provided as follows: "Meat, little pieces 5 cents; big pieces 10 cents; baby carriages, without baby 10 cents, with baby 25 cents," and so on throughout the list; the conductors being provided with the sheets, and using their own discretion as to what is a little or big piece of meat. Is is any wonder that the established steam roads refuse to join the electric roads in the application and prorating of joint through rates? Can they be blamed for refusing to do so as long as such practices by the electric roads prevail? Every traffic man of experience must know that the steam roads, having been in the business for so long a time, have the carrying business down to an exact science, and that competi- tion in transportation long since brought all rates down to figures as low as the roads can well exist on and keep apace with the demands of the times for improved service at increased operating expenses, and that it is no longer a question of com- petition in rates but in service. It is very easy for anyone to reduce rates and give more for the money. Any incompetent man can do that, but, oh ! how hard it is to increase rates and fares correspondingly with increased operating expenses and get a fair price for the service given. It takes an able and competent man to do so, and nine times out of ten he sacrifices his position and his reputa- tion making the effort and becomes the most unpopular manager in the company, both with the public and the company for which he is working. The general impression seems to be that street and electric railways are "mints" when it comes to making money, and it is quite true that some of them have made a little money from January i, 19 10.] ELECTRIC RAILWAY JOURNAL. ^7 operation, but how many? The number is extremely small as compared to the number of companies and the amount of capital invested in the business. Many companies, or the owners thereof, may have made money out of electric railways by selling their stocks" and bonds and "unloading" them, leaving the properties in fit condition for the hands of the courts and receivers. But how many electric roads have really made their fixed charges, taxes, licenses, street and road assessments, etc., and paid any divi- dends upon their legitimate stock, and at the same time per- formed good service and maintained their properties, roadway, equipment and facilities in first-class shape as they should be from their transportation revenues? As already stated, they are the exception and are very few and far between in the electric railway world, and unless the owners and managers of such properties awaken to a realiza- tion of the situation that is now confronting them and unite in getting the governing powers, National, State and municipal, to allow them fair returns for their service and upon the capital invested in them, they are, before many years more elapse, going to be fewer. AMERICAN STREET & INTERURBAN RAILWAY ENGINEERING ASSOCIATION BY F. H. LINCOLN, PRESIDENT, PHILADELPHIA, PA. This year, as last, a meeting of the executive committee of the American Street & Interurban Railway Engineering Association was held as soon as possible after the annual convention, so as to plan the work of the coming year, select the committees and allow the maximum time for committee work. There were five standing committees last year. Each presented a report at the Denver convention and it is a matter worthy of note that every one of these reports was ready for distribution and was sent out with the first package of papers issued from the secretary's office. It is unnecessary to review for the readers of the Electric Railway Journal any portion of the work accomplished at Denver. The convention was all that could have been desired and the reports submitted by the committees were concise and complete and the discussions were well maintained. The visit to Denver was also particularly instructive to the members of the Engineering Association, because of the novel type of cars and track in use in that city. If any criticism of the sessions of the association could be made, it is that there was an attempt to cover too much ground. It is undoubtedly true that the time at the disposal of the association did not permit it to devote as much time to all of the reports as might have been desired and which they deserved. It should be remembered, however, that one advantage of committee work is that the entire range of investigation required in any topic does not have to be done on the floor of the hall. A great deal of the preliminary study of any subject can best be undertaken in the committee meetings so that the association has to consider only the carefully selected and final product. Again, the committee reports presented this year so many interesting topics that it would have been impos- sible to have exhausted their possibilities of debate if the con- vention had been extended continuously over a week. Both of these conditions form arguments, consequently, not against association work, but in its favor, and as many of the subjects taken up in the reports presented at Denver will be continued by committees during the year, there will be ample opportunity for their further consideration. Among the topics which will form part of (he program of the Engineering Association during the coming year will be those connected with mechanical and electrical problems of heavy elec- tric railroads. This branch of electrical engineering seems to fall particularly within the province of the Engineering Association. Most of the questions relating to this class of engineering arc similar in kind, though perhaps not in degree, to those con- fronting street and interurban railway companies and arc even more closely approximated on the subway and elevated railroads of the country. The question of standards for the heavier class of electric transportation has become serious and calls for im- mediate attention. Some work along these lines had already been undertaken, especially by the equipment committee of this association, but under the direction of our special committee on heavy electric traction, which has just been appointed, progress can be made much more rapidly and systematically. The greatest need of the association this year is more mem- bers and the hearty support of all member companies. Our committees for 1910 will soon begin work on the preparation of their reports and many of them may ask for information by mail on data sheets. Every effort will be made to select and frame the questions so as to minimize the work of replying to them, but it is very important for the committees to have the hearty co-operation of the managements in securing data in re- gard to practice in different parts of the country. With this information available the Engineering Association can be of even greater value to the industry than ever before. HELP THE PUBLIC IN CORRECT THINKING BY I OH N A. HEELER, VICE-PRESIDENT AND GENERAL MANAGER, DENVER CITY TRAMWAY While it is true, as you say, that "a large part of the prob- lems which affect one property affect all in some degree," yet there is so great a difference in the degree by which they are affected that almost all questions not purely technical are in a way local. We, in the growing cities of the West, have to make ouf business to a considerable extent, while you in New York devise the best means of carrying the people that are clamoring for transportation. Your patrons are waiting for you while we are. in a measure, waiting for them and are always building in advance of present needs. This difference affects all con- sideration of questions of taxation, franchises, fares and trans- fers, and an argument from our point of view may not be at all pertinent in large and older cities where from the very beginning of the industry the business was there for the taking. The most difficult problem for us is to keep up with the reason- able demands of the public and get a living while doing it. In a city covering so much ground as Denver, the increasing length of the 5-cent ride, even though confined to the city limits, is a problem of constantly growing anxiety. We know that a part of our business is done at a loss, but we feel that, having the whole city, it is our duty to do this losing business because we have the good lines to support it. There is, how- ever, a limit to it and we find difficulty often in deciding where to draw the line and in keeping a proper balance between the good and the bad ends of the business. These thoughts, of course, apply with equal force to trans- fers which are only an artificial method of lengthening the 5-cent ride. We have avoided, of course, transferring so as to allow a round trip, but, much more to the point, we have avoided and intend to avoid the deadly transfer on a transfer which has done such an injury to lines in larger cities. Our idea of a transfer is not to allow a passenger to get from any- where to anywhere for 5 cents, but to give a transfer good on one specified line to be used within a reasonable time for one fare. So far and no further we consider the interests of the public and our own to be identical. In connection with these matters, while we pay franchise taxes in addition to taxes on property, we fully believe, from the standpoint of the public interest alone, that franchise and all other taxes not paid by everyone are indefensible and we are constantly trying to show the public that a special tax of any kind is, so far as it goes, a limit upon the service and a wrong to the poorer part of the community. We hold ami we preach the quantity and quality of service are by far the best contribution that street ear companies ran make to the "com- mon good." And in this same line of thought we think that long-term and even perpetual franchises properly guarded, are for the best interest of the public. This heresy, too, we preach at every 28 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. opportunity at the risk of being charged with false pleading, selfish interest and with forgetfulness of the rights of the people to the streets. But all of these unfashionable heresies which I have expressed are true, and if hammered into the people, will stick soon with some and finally with all. All franchises being revocable if the public good required under eminent domain should be in the true interest of the public perpetual. There is no use, in a street railway journal, in set- ting forth the public injuries that result from limited fran- chises. Recent history is too full of them. You will perhaps think that what I have written is fitter for an audience at a town meeting than for one of street railway managers, but I really think that we should take high ground in these matters and, so far as we can, help the public in the di- rection of straight thinking about their and our affairs. AMERICAN STREET & INTERURBAN RAILWAY ACCOUNTANTS' ASSOCIATION i BY H. S. SWIFT, PRESIDENT, TOLEDO, OHIO During the past year the Accountants' Association, through its classification committee, has taken up with the Interstate Commerce Commission many questions in reference to the application of the new system of accounts under certain con- ditions, and has obtained rulings which have been distributed by the commission in pamphlet form. Many of these questions were important, and the decisions show a logical interpretation of the theory of accounting. A joint committee was appointed by the Engineering Associa- tion and by our association to bring about a more uniform cost system for shop and power station work. A large amount of data has been secured from member companies, and progress made toward compiling the information. Both committees were continued for the coming year and no doubt the report will be presented in good time so that the recommendations can be discussed and acted upon at the next convention of the associa- tion. Another question, that of statistics for mterurban electric- lines, was brought before the last convention. A large num- ber of the members of our association operate interurban lines which have been developed by extensions and consolidations into large systems that have already become an important ele- ment in the transportation field. With their development has arisen the necessity for more uniform and more serviceable statistics, and this subject is of such interest that it should be given more attention during the coming year. There is also a demand for data as to the prevailing practice in many branches of our work, such as methods of paying em- ployees, computing mileage, handling invoices, stores, etc., not with the expectation or intention of bringing about any uni- formity, because the varying local conditions will make this impossible, but that the experience of others may be available as a guide. Reviewing the work of the association, it seems that up to the present time its members have given much of their time and attention to their duties to the executive officers of their companies. This is unquestionably of most importance, but the educational work of the association must soon broaden along other lines, and at this time especially accounting officers may well consider their duties and responsibilities to stockholders, to investors and to the public. One kind of statistics furnished for years, the cost of carrying passangers, is a subject of great interest, and no doubt many accountants have theories about some items of cost in addition to operation and maintenance which should be added to their reports to give the correct answer. A number of years ago there was no experience to guide them in solving some questions, but for some time electric lines have been operating under conditions as nearly uniform as can be expected in the future, and accounting officers should work out this important problem and be prepared to defend their analyses, for at the present time in many localities the public is greatly interested in this question, and executive officers and directors, too, are giving this basic item of cost and the other problems which grow out of it more serious at- tention. THE FUTURE OF STREET RAILWAY SERVICE IN LARGE CITIES BY W1LL1S0N FISH, ASSISTANT TO THE PRESIDENT, CHICAGO RAIL- WAYS COMPANY Street railways as a thing by themselves have a history of 50 or 60 years— a large part of it being a blank; but street railway service is a branch of transportation in general which is as old as almost anything else. The old street car was, of course, a horse car. It began as a slightly transformed coach or stage, with the driver sitting up in front, drawing $1 per day, and with passengers mounting on a step at the rear. Ex- cept for the two tracks that it ran upon it was very little dif- ferent from any other omnibus. No doubt all the old rules for omnibuses were applied to the new vehicle. It would be interesting to inquire how long a time elapsed before the people made an ordinance requiring that these tracks were not to be continuously held by other vehicles. I will venture the guess that it was some considerable time, and that the owners and drivers of other vehicles feigned to believe that their own rights in the street were grievously infringed. But here was one change made from the older times ; here was the begin- ning of the specialization of the track. I do not know what the old custom was, but I have no doubt that at one time omnibuses stopped wherever a passenger sig- naled them. Of course, they stopped at the curb. Here, then, when passengers went out onto the street to get a car and when the car itself stopped only at the street intersections was another considerable change from the old time. In fact, this limitation of stops at the street intersections was so great a change and so sudden an innovation that the world has not become entirely accustomed to it yet, and in many cities will still be found ordinances requiring street cars to stop in the middle of long blocks. Now, when the above changes had been instituted, the street car of former days was fairly well provided for. It was drawn by horses or mules, and there was no particular harm, if the slower traffic teams could occasionally be induced to" leave the track, in allowing the street car teams and the other teams to move along together. The cars, too, were light, and the speed was slow, so there was no great loss of time in making these one-block stops. Moreover, the cities in the old days were much smaller, and what there was of them was more congested, so that the trips were short even with the slow speed and the frequent stops. The circumstances of street railway service are now, of course, vastly different. Here in Chicago, instead of a service extending y/2 miles to the "Limits" on the north, or 3 miles to Western Avenue or 4 miles to Thirty-ninth Street, we have true street car service extending to the north end of Evanston, about 15 miles; to the west line of Maywood, n}4 miles; to Jefferson, gl/2 miles; to Lyons, a miles; to the south limits of the city, 17 miles. The distances are now three times what they were in 1875 and twice what they were in 1885. At the same time the cars have increased in size and weight. They were formerly mere stages on car wheels, weighing, perhaps, 2 tons. They are now like the cars on steam roads, and weigh 25 tons. The motive power is no longer the horse, with its limited speed, but electricity. In 1875 here in Chicago we had about 400,000 people ; now we have 2,500,000. More- over, the 400,000 lived close together and did not need to ride on the street cars ; the 2,500,000 live with great distances to traverse, and depend on the street cars. The people of Chicago have for a considerable time felt a strong need of radical improvements in the street railway service. Many of the necessary improvements have been made. January i, 1910.] ELECTRIC RAILWAY JOURNAL. 29 Since 1906 about $40,000,000 has been spent in Chicago largely in the physical rehabilitation of cars and tracks, but with all this outlay of money on the physical parts of the system the method of operation remains practically the same as in the simple old horse-car days. The cars still divide the right-of- way with the teams, and they still stop at each street intersec- tion and "in the middle of long blocks where signs are placed." I believe that easily practicable changes in the system of operation would add as much or more to the comfort and efficiency of street railway service -as has the expenditure of this large sum of money. I see in the history of transporta- tion in the past, and in evolution of all kinds, assurance that presently the large cities will ask for and demand a street car service unimpeded by other traffic, and with stopping points for the cars at intervals corresponding to the length of the routes traversed. I understand that the first railroad charter in the United States provided that the rails should be so designated and laid as to allow wagons to use them, but when the steam cars attained a high speed the road of the steam car was made special to itself. In the early history of steam railroading, too, all the passenger trains stopped at every station, but now this is changed, to the vast improvement of the service. While cities have been multiplying their population and still more rapidly extending their limits, there are yet some things that remain as they were, and to which, if possible, all other things must be made to fit. Thus, the people now who live 6 or 8 miles from the center of the city have still only 24 hours a day in which to live and do their work; they have no more time to devote to riding on street cars than they had when the trips were half as long. Whatever the maximum speed of a car, trips from the center of the city to the resi- dence district will take more time than people can afford to use if the cars are to be obliged to work their way like a wedge through the other traffic. And again, if there were no other traffic upon the tracks, and the cars still followed the old horse-car rule of stopping every block (not forgetting to stop in the middle of long blocks where signs are placed), the average trip would still consume altogether too much time. T thoroughly believe that, to as great an extent as possible, the right-of-way of street cars should be reserved for street car use, and that it should not, except when necessary, be used at all by other traffic. I know that a very great saving would be made in time, and a vast addition made to the satisfaction of the public if the number of stops were to be greatly cur- tailed. I think that the public authorities and the street railway men should study this problem with their minds entirely free from old methods, which are to a great extent merely an unmeaning heritage from the old days of stages and omnibuses. T think that the kinds and amounts of traffic upon streets should be ascertained and that then rules should be made governing this traffic, according to its kind and amount. For instance, I know that about one and a half million people who pay cash fares ride on the surface roads of Chicago every day of the year, and that this traffic is one of enormous importance. Tt would not be difficult to determine what the team traffic amounts to : we know that in Chicago there are about 2800 miles of streets and 1400 miles of alleys, and that less than 450 miles of Chicago streets are occupied by street car tracks. On a street that has a double track 16 ft. is taken up by the tracks, and outside of this width about 22 ft. remains. Now, it seems to me very likely that a little figuring would show that this 16 ft. on the 450 miles of streets could well be de- voted almost exclusively to the use and accommodation of these 1,500,000 daily travelers, and that when the 22 ft. re- maining on these 450 miles of streets, together with the entire roadway on the other 2350 miles of streets not occupied by tracks, are left to the exclusive use of team traffic, the latter has all that it needs, and certainly all that its comparative im- portance would justify. The paved streets in Chicago amount to 1618 miles. I am absolutely satisfied that a large proportion of the stopping places should be eliminated. Unless boulevards or steam or railroad crossings interfere, or unless the blocks are of unusual length, street cars in the large cities should have established stopping places at every fourth block. I have made a great many observations, and find in brief that on the lines of the Chicago Railways this rule as to estab- lishment of stopping places would eliminate 64 per cent of the stopping points ; out of 199,000 actual stops counted 53,000 were unnecessary, or 26 per cent. I find that of all passen- gers carried on the trips observed 68 per cent already made use of the main stopping points, and I found that only 16 per cent of the passengers would be at all inconvenienced by the establishment of these stopping points. Between Monroe and Dearborn Streets and Devon Avenue there are now 125 points at which cars will stop for pas- sengers. Of course, the cars do not, in fact, stop every block, but in the rush hours the percentage of stops becomes very large. There should be but 46 stopping points on this line, instead of 125. On Lincoln Avenue the 71 present stopping points should be reduced to 23 ; on Ogden Avenue the present 108 should be reduced to 40, and on Madison Street the pres- ent 84 should be reduced to 30. These figures assume that in the downtown district the cars will stop once at each inter- section. I believe that both of the changes which I suggest here are practically bound to be brought about. The rapidly growing population of the cities and the more rapidly growing area of the cities demand these changes. The benefits from these changes will be many. They will not only greatly shorten the time, but they will make the schedule far more certain. They will do away, too, with some of the extreme vexations and irritations of street car travel. Every one now who has definite hours to keep must allow from 15 minutes to half an hour every day for possible and even probable delays beyond the time required by the actual schedule. With the best of cars, the best of roadbeds, with abundant power and with the energy of the people and their keenness in getting at the reason and logic of things, it seems to me that it will not be very long before the old haphazard horse- car methods will be abandoned and street-car service be made rapid and certain. •«■♦••• SOME PRESENT TENDENCIES IN CAR CONSTRUCTION BY S. M. CURWEN, VICE-PRESIDENT AND GENERAL MANAGER, THE J. G. BRILL COMPANY, PHILADELPHIA For some time the question of lighter city cars has been most carefully considered by railway managers and car builders. After the discontinuance of short single-truck cars, which were superseded on most of the larger roads by cars having double- trucks and greater capacity, the trend of practice was toward the use of still larger and heavier cars. This tendency con- tinued until in many places the cost of operation, from the in- creased weight, became such a factor that railway managers began to turn their attention to the possibilities of using a car which would be much lighter but would have a slightly de- creased carrying capacity. A number of experiments have been made and show that for most types of service and under ordinary conditions it is easily possible to build a car varying in length of body between 28 ft. and 32 ft. and fitted with pay-as-you-enter platforms, which seem now to be almost universally used, light enough to enable the car to be operated by two motors and mounted on single-motor trucks. At the same time the electrical manufacturing companies have de- veloped for such a service a light motor of increased capacity, which, in proportion to its output, makes a two-motor equip- ment weigh much less than a four-motor equipment. The best construction to obtain lightness and strength is governed by so many conditions that it is almost impossible to give any fixed rule for obtaining these results. In some in stances lightness may best be obtained by the use of steel un- dernames strengthened by steel plates reaching to the windows. 30 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. r. In other instances it is better to build cars almost entirely of wood with strengthening steel members in the underframes and platforms. I believe, however, that more intelligent effort is being directed now toward the economic utilization of every pound of weight in a car body than at almost any previous period. In the case of interurban equipment, managers do not ap- pear to consider the question of lightness as important as other features which affect the operation of their roads. The ten- dency has been rather to use a large and proportionately heavier car with a view of competing with cars of steam railways. The American Street & Interurban Railway Association standardization committee has been doing excellent work in endeavoring to standardize a number of wearing parts on car trucks, notably wheels and brake shoes. Its efforts are be- ing appreciated by the different roads and its specifications are being used largely in orders for new equipment. This principle of standardization can be, and no douM will be, extended gradually with benefit to the industry. TENDENCY OF DIMINISHING PROFITS AT 5-CENT FARE BY FRANK R. FORD, OF FORD, BACON & DAVIS The most important problem to the street railway industry to-day, in my opinion, is : How long can the nickel remain the flat rate of fare for unlimited street transportation within large cities? The tendency of diminishing profits at the 5-cent fare is shown from the following brief consideration of the income account : A. Gross Receipts. It is believed that, due to the recent experiences in Cleveland, Philadelphia, New York City and elsewhere, the tendency will be away from a further imposition of decreased fares with un- limited transfers, such as six tickets for a quarter, 4 cents cash ; seven tickets for a quarter and 3 cents cash. The charge made for transfers in Cleveland indicates this tendency. In large cities there is a greatly increased investment obliga- tion with increased gross earnings ; as the city expands the transportation interests must keep pace, providing, first, surface lines ; second, elevated railroads, and third, subways. The investment per mile of street quadruples approximately at each of these steps. The larger the city the longer the ride and the slower the speed on the surface: real estate and operations become more expensive. The largest cities sometimes demand the under- ground trolley for surface railways. Street railway rates should be determined as scientifically as are those for steam railroads, electric light, etc. All other transportation rates, such as steam railroads, steamboats, stage coaches, cabs, etc., are based on a charge per weight-mile and, as the passenger will average about 150 lb., in passenger trans- portation, this unit is usually the passenger-mile. The 5-cent nickel is a convenient fare piece and its use as a flat rate has been advocated largely because street railways owners and managers have thought it would produce more than a reasonable return. In large cities with unlimited transfers it is questionable to-day whether this provides as much as a reasonable rate. B. Operating Expenses. The tendency of increased cost of operation is shown for the period 1902 to 1907 by an increase of the operating ratio for the street railways of the United States from 57.5 per cent to 60.2 per cent of gross earnings, due largely to 1. Increase of service per 5-cent passenger, caused by in- creased length of ride, from : 1. Increase of populated area. This has resulted in a de- crease of passenger receipts per mile of track of the larger street railways during recent years. 2. Increased use of transfers. The per cent of transfer to fare passengers for the entire United States has in- creased from 22.3 per cent to 26.8 per cent during the same period. 2. Increased cost of labor, due to increased cost of living, high tariff, gold production, etc., is shown as follows: 1902. 1907. 1. Wages per employee $605 $658 2. Wages per car-mile, cents 7.1 8.5 3. Wages per cent of gross earnings 32.7 33.0 The increased rate of wages is offset partly by more wholesale business and by use of labor-saving devices. 3. Increased cost of materials and supplies. The average wholesale prices of railroad materials and supplies, as reported by the United States Bureau of Labor, show large increases from 1897 to 1907. For the period from 1902 to 10,07 the cost of materials and supplies of street railways of the United States, as evidenced by operating expenses, less wages and salaries, increased from approximately 4.7 cents to 6.2 cents per car-mile, or from approximately 21.9 per cent to 24. per cent of gross earnings. 4. Increase due to heavier weight of cars per seat. The weight of 650 lb. per passenger seat of the single-truck car of 1900 compares with over 1300 lb. for the double-track four- motor pay-as-you-enter car of 1909. The cost of transporting this increased weight has been estimated at from 6 cents to 10 cents per pound per year. This accounts largely for the in- creased power consumption per car-mile of recent years. 5. Increased cost of maintenance due to higher standards re- quired by : 1. More scientific management. 2. Public opinion as expressed generally and through authorities. 3. Heavier rolling stock and increased cost of labor and materials, as stated above. 4. Renewals due to wear charged to operating expenses, where formerly capitalized. The total cost of maintenance charged to operating ex- penses for the larger street railways has increased con- siderably during recent years, both per car-mile and in percentage of gross earnings. 6. Increased cost of fuel. From records of United States Geological Survey average cost of bituminous coal at mine in- creased from 81 cents per ton in 1897 to $1.14 in 1907. For street railways the fuel cost per car-mile has increased, but due to power-house economies the cost of fuel and the entire cost of power in percentage of gross earnings have not changed ma- terially. 7. Increased cost of damages. During recent years damages and legal expenses in connection have increased considerably in percentage of gross earnings. 8. Increased cost of general officers and clerks due to : 1. Necessity for more scientific management. 2. Cost of statistics for security holders and public au- thorities. 3. Increased salaries. The increase from 1902 to 1907 of the average salary of general officers and clerks was from $1,040 to $1,100 per man, or from 3 per cent to 3.1 per cent of gross earnings. 9. Small decreased cost of operation of cars. During recent years the cost of operation of cars, the remaining large operat- ing expense, has continued practically stationary in percentage of gross earnings, although this is usually the item to which economies are directed. C. Fixed Charges. The tendency to increase fixed charges is shown as follows : 1. Taxes. While taxes paid directly in cash have not in- creased during recent years in percentage of gross earnings other tax items have increased largely, such as : 1. Paving renewals (formerly capitalized). 2. Paving maintenance. 3. Change of grade or relocation of track due to street improvements (formerly capitalized). 4. Street sprinkling. January r, 1910.] ELECTRIC RAILWAY JOURNAL. 31 5. Snow removal from streets. 6. Cleaning streets. 7. Bridge tolls. 8. Free passes for government employees. 9. Free lighting and use by municipality of poles and conduits. 2. Division with municipalities of net income, such as : r. In Chicago the city receives 55 per cent of net income. 2. In Cleveland the city will receive all net income above 5 per cent on bonds and 6 per cent on stock, represent- ing a low valuation of actual investment. 3. In Philadelphia the city will receive 50 per cent of net income above 6 per cent on capital stock. 3. Reserve funds for : 1. Depreciation. This is required by such State commis- sions as the Public Service Commissions of New York and Wisconsin and provisionally by the Interstate Com- merce Commission. Some of these commissions go so far as to require this fund to provide not only for present renewals, but also for both past and current depreciation due to wear, "obsolescence," "supersession" and "inadequacy." 2. Unliquidated damages for previous and current years. This is required by the Chicago traction settlement ordinance, and is provided for by many other com- panies. 3. Amortization of tangible capital : 1. Due to mortgage requirements, such as sinking funds. 2. Due to franchise requirements by which city obtains physical property at end of franchise without pay- ment, such as New York subway. 4. Amortization of intangible capital : 1. Bond discount. 3. Cost of organization. 3. Interest and taxes during construction. 4. Franchise cost and additional franchise value, in- cluding promotion profits. Most of these reserves are recommended or required by the commissions mentioned. 4. Interest. 1. The average rate of interest on bonds has remained practically the same from 1902 to 1907, being 4.39 per cent and 4.25 per cent, respectively. 2. The proportion of total capital allowed to be issued in bonds has decreased, thus increasing the cost of financ- ing the remainder. 5. Return on capitalization. 1. Dividends and surplus decreased from 1902 to 1907 from 12.2 per cent to 9.4 per cent of gross income. 2. Compare total return on capitalization with other in- dustries of the United States. The return per $1,000 of capitalization for 1905 is given by Logan G. McPherson, in the Railway World, as follows : Industry. Gross. Net. 1. Manufactures $1,216 $151 (15.1%) 2. Agriculture 191 98 (9.8%) 3. Steam railroads 150 44 (4.4%) Compare street railways for 1907 $'-7 $46 (4.6%) Where the period from 1902 to 1907 is given above reference is made to the preliminary report of the United States Census and to all street railways of the United States. — — The Ft. Wayne & Wabash Valley Traction Company has equipped one of iis large interurban cars with tungsten lamps as an experiment. The new lamps arc said to give a better light when the trolley voltage is low than can he obtained with ordinary carbon filament lamps. TRAFFIC PROBLEM IN CHICAGO BY THOMAS E. MITTEN, PRESIDENT, CHICAGO CITY RAILWAY The chief problem which the new year will press upon Chicago traction is traffic and the scientific operation of the rehabilitated properties. Unification and co-ordination of the various street railway lines of the city is the obvious first step in its solution. A beginning has been made in this direc- tion in the consolidation of the lines operated in the southern division of Chicago. Congestion of traffic in the downtown or intra-loop district is steadily increasing, and is adding not only to the hazards of operation, but to the difficulty of maintaining schedules and up-to-date service. The situation is crucial in many re- spects, and there is little room for ill-considered experimenta- tion or blundering. Mistakes made at this time would prove costly, both to the public and to investors in street railway securities. Personally, I am confirmed in the opinion that Chicago can obtain relief only by extending the limits of the present central business district and by reducing to a mini- mum interruptions to traffic in the heart of the city. This, in my judgment, can be accomplished only by straight-line oper- ation and by use of the zone system. At present the elevated and surface lines are being operated at cross purposes with the actual demands of the traffic. In short, what we need most is system based upon the traction needs, present and future, of the entire city. To work out in theory and practice such a system is the task and opportunity of traction management in Chicago. The Chicago City Railway has practically completed its work of "immediate rehabilitation" as required by its fran- chise ordinance, and is well equipped to meet the greater problem of operation which confronts it. Our relations with employees and public during the past year have been most gratifying, and the prospects for increased prosperity are like- wise encouraging. CONVENTION SOUVENIR NUMBER OF GERMAN STREET RAILWAY PAPER. Every street car in Rotterdam carries a small package of first-aid-to-the-injured supplies, It is placed in a case beside the fare register, and contains bandages, adhesive plaster, anti- septic; and Other Supplies useful in case of injury. Under date of Sept. 11, 1909, the Deutsche Strassenbahn und Klcinbahn Zcitung published a special number in connec- tion with the Hamburg convention of the Vereins Deutscher Strassenbahn und Kleinbahn Verwaltungen (German Street & Interurban Railway Association). This is said to be the first convention issue ever published by a German railway paper. The introductory feature is a very interesting descrip- tion of Hamburg, accmpanied by a frontispiece illustration of the colossal Bismarck monument and numerous views of other noteworthy places in the famous Hanseatic city. This is fol- lowed by a brief statement showing the size and track condi- tions of the Hamburg street railway system. About 18 miles of track in Hamburg are thermit-welded. Mr. Stahl, of the Dusseldorf tramways, contributes an article describing several special cars developed on his system for cleaning grooved rails, sprinkling car using compressed air and a vehicle for the trans- portation of invalids. G. A. A. Culin, of Hamburg, writes on the mystery of corrugation, and F. Melaun, of Berlin, on the oxy-acetylene process as applied to rail cutting and rail welding. Dr. Dietrich, manager of the Berlin municipal lines, describes an automobile tower wagon. Another striking feat- ure of this convention number is the number and length of the articles written by several of the most important manu- facturers of electric railway equipment to describe their shops and general facilities. The first electric railway in Bolivia was opened in July, 1909, ai I .a Paz, by the Bolivian Rubber & General Enterprise Com- pany, which is a corporation with headquarters in London, England. The company will furnish free electric lighting to the city and the latter is |u grant subsidies as the railway sys- tem is extended, 32 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. ELECTRIC RAILWAY ROLLING STOCK ORDERED IN 1909 The orders placed by electric railways for rolling stock in 1909 are shown in detail in the accompanying table. The total of all cars, locomotives and miscellaneous rolling stock ordered was 4957, an increase of 53 per cent over 1908. As in previous years the table has been compiled from our own records kept from week to week, from returns received from the railway companies known to have placed orders and from reports obtained from the car-building companies. It is there- fore exceptionally complete and accurate in the details given. The orders classified according to the service in which the cars are used are given below : 1907. 1908. 1909. Passenger cars, city 3483 2008 2537 Passenger cars, interurban 1327 727 1245 Freight and miscellaneous cars 1406 176 1 175 The cars shown in the table marked with an asterisk (*) are of the prepayment type. A total of 1096 out of 2537 city cars ordered were of this type. The prospects for large orders of cars to be placed in 1910 are indicated by partial returns which show that 101 roads expect to purchase more than 2600 cars next year. ROLLING STOCK EQUIPMENT ORDERED IN 1909. Purchaser Albia Int. Ry. No. Class Length Serv. Truck Builder 1 1 Amarilla St. Ry 1 Aroostook Valley R. R 2 1 3 1 2 2 1 1 S 3 1 1 Atlantic Shore Line Ry 3 Auburn & Syracuse Ry.. . Augusta Ry. & Elec. Co. . Aurora, Elgin & Chicago Asheville & E. Tenn. R. R. Ashland Lt., Pwr. & St. Ry . . Atchison Ry., Lt. & Pwr. Co. Atlantic & Sub. Trac. Co Benton Har.-St. Joe Ry. Birm'gham Ry., Lt. & P. Co. Bloomington & Nor. Ry. Blue Hill St. Ry 2 6 S 1 Austin Elec. Ry 2 Bait. & Ohio 2 Bangor Ry. & Elec. Co 2 1 Beaumont Trac. Co 5 Beloit Ry. Co 2 2 i 2 1 1 3 5 7 1 2 Boston & Nor. St. Ry 32 British Col. Elec. Ry 4 5 24 6 5 2 4 2 Buffalo Construction Co 2 Buffalo & Lock. Trac. Co 10 2 1 1 Buffalo, Lock. & Roch. Ry 6 Burlington Trac. Co 4 Cairo Ry. & Lt 3 6 1 Calgary St. Ry ' . 8 4 Calumet & So. Chicago Ry. ... 2 2 Camden & Trenton Ry 1 Cape Girard-Jack. Int. Ry . ... 2 1 1 Capital Traction Co 39 15 2 Carlisle Construction Co 2 2 Cedar Rapids & Iowa City. ... 1 1 4 2 4 2 1 2 Cedar Rapids & Marion 1 Centerville Lt. & Trac. Co 1 1 1 .20 10 . 2 . 5 3 1 Charleston Consol. Ry. Co . . . 2 8 4 Chattanooga Ry & Lt. Co. . . . 10 Cheyenne Elec. Ry 1 Chicago & Mil. Elec. R.R 12 Central 111. Construction Co . Central Kentucky Trac. Co.. . Central Penn. Trac. Co Closed 28-0 Coal Gas. Mot Comb. 43-9 Bag & Ex. 36-0 Flat 50-0 Closed 27-8 Convert. 43-0 Trail., O. 43-0 Flat 36-0 Snow Plow 20—0 Semiconv. 27-8 Semiconv. 41—9 Work 40-0 Flat 40-0 Semiconv. 30-8 Open .... Semiconv. 21—0 Closed 22-8 Comb. 46-0 Closed 33-0 Elec. Loco. 39-6 Closed 28-0 Snow Plow .... Semiconv. 25—0 Closed 28-0 Closed 46-0 Semiconv. *20— 8 Flat 34-0 Gondola 36-0 Closed 39-6 Closed* 46-0 Open 21-0 Semiconv. 21-0 Work Snow Plow .... Semiconv. 39—6 Closed* 55-0 Closed* 43-0 Semiconv. 43—4 Semiconv. 43-4 Semiconv. 28-0 Comb. 43-4 Comb. 55-0 Bag & Ex. 53-8 Comb. 31-8 Closed* 43-0 Exp.,M. 50-0 Snow Plow 40-0 Sweeper 2 7-6 Comb. 51-6 Open .... Closed 28-0 Semiconv.*20— 8 Express .... Semiconv. *41— 0 Semiconv. *4 1—0 Funeral 43-1 Sprinkler 29-6 Sweeper .... Open 34-0 Closed 26-0 Trailer, O. 35-0 Semiconv. *41-0 Semiconv. *42— 8 Sweeper 2 7-6 Semiconv.*41— 0 Comb. 41-0 Trailer, C. 58-0 Comb. 58-0 Box 34-0 Flat 36-0 Gondola 34-0 Ballast 36-0 Sweeper .... Refrig. 34-0 Sweeper .... Closed 42-0 Closed 32-0 Comb. Closed* 48-8 Trail., C* 48-8 Comb. 46-1 Semiconv. 31—5 Semiconv. 41—9 Sweeper 27-8 Open 44-8 Semiconv. 31-9 Open .... Closed* 44-0 Closed 28-0 Open 49-0 Chsed 51-2 Trail., C. 51-2 Both Mine int.' Int. Trail Int. Int. Int. Int. City City Int. Freight Int. City City City Int. City City City Int. City City City City City Both Int. City City City City Int. Int. Int. City ' Int. Int. City Int. Int. City City S. T. S. T. S. T. D. T. D. T. D.T. S. T. D. T. D.T. D. T. S. T. S. T. D.T. D.T. D.T. D.T. S. T. S. T. S. T. D.T. S. T. D.T. S. T. S. T. D.T. D.T. D.T. S. T. D. T. D. T. S. T. D.T. S. T. S.T. S. T. S. T. D. T. D.T. D.T. D. T. S.'T. ' D. T. D.T. D. T. D.T. D.T. D.T. D. T. S. T. D.T. D.T. S.T. S.T. City City City City Int. City City City City Both City Int. Int. Int. Int. Int. Int. Int. Int. Int. Int. City City ' City D.T. D.T. D.T. D.T. S. T. S. T. S. T. S. T. D.T. D.T. S.T. D.T. D.T. D. T. D.T. D.T. D.T. D.T. D.T. S.T. D. T. S.T. D. T. S. T. D. T. City City D. T. City City City Both Both D. T. S.T. D. T. D. T. D. T. McGuire-C. MeGuire-C. McGuire-C. Brill Brill Brill Am. Car Brill Brill Hicks Co. Shop Am. Car. Brill Brill Brill Wason Kuhlman St. Louis Niles Niles Am. Car Gen. Elec. Brill Russell St. Louis St. Louis Danville Danville Hicks Hicks St. Louis Danville Wason Wason Wason Wason Laconia Ottawa Ottawa Co. Shops Ottawa Stephens Am. Car. Ottawa Ottawa Kuhlman Cincinnati Cincinnati Cincinnati Brill Cincinnati Jones Danville Danville Danville Ottawa Preston Kuhlman McGuir'e-C St. Louis Brill Brill Cincinnati Cincinnati Brill Brill Brill Niles Niles Rodger McGuire-C McGuire-C St. Louis McGuire-C McGuire-C. Am. Car Am. Car Brill Brill Brill Brill Brill Brill Brill Brill Danville St. Louis Am. Car Am. Car Purchaser No. Class Length Serv. Truck Builder Chicago & Oak Park El. R.R. Chicago & Southern Trac. Co. . Chicago, Aurora & DeK. R.R. 1 1 1 1 .20 2 . 4 1 4 1 Chicago.Blue Is. Jol. Trc. Co. . 1 Chicago City Railway 50 2 2 Chicago, L. S. & So. Bd. Ry. . . 1 Chicago, Ottawa & Peoria Ry. 2 Chicago Railways Co 350 12 2 10 1 Chicago, So. Bd & N. Ind. Ry. Co 1 1 Chicago, Wheaton & W'n Ry. . 2 Chihuahua Tramways 2 4 1 4 1 Chillicothe El. R.R. L.&P.Co.. Chippewa Val. Ry. L. & P. Co. Cia del Ferrocarril Ogarrio. . . Cleveland & Erie Ry. Co. Clev. , So'w'rn & Columbus Ry 2 4 6 1 Cicero-Proviso Ry. Co 1 Cincinnati Traction Co 50 1 4 3 1 3 Columbus, Del. & Marion Ry. 1 Columbus Ry. & Light Co 30 Comp. Elec. y de Fer. de Chi.. 2 4 4 1 1 6 6 6 6 6 Connecticut Valley St. Ry.. . . 2 Consolidated Traction Co 1 Co-Operative Constr. Co 3 1 Corpus Christi St. & Int. Ry. . 6 Corsicana Transit Co 2 Cumberland Ry. Co 2 Dallas Consolidated Elec. Ry . 2 Dayton & Troy Electric Ry. . . 4 Dayton, Sp'fld & XeniaSo.Ry. 6 Denison & Sherman Ry. Co. . . 2 Denver City Tramway 1 30 Conestoga Traction Co. Des Moines City Railway 2 1 Detroit United Railway 25 25 Durham Traction Co Eastern Pennsylvania Rys. . East St. Louis & Sub. Ry. . Edmonton Radial Ry. Sys . 6 1 El Paso Elec. Railway Co 4 Emigration Canyon Railroad. 2 2 1 Enid City Railway Co 1 Evansville Sub.&Newbgh.Ry . 1 Fairmont & Clarksburg Tr.Co . 4 6 1 Fairmont & Mannington R.R.. 2 1 Farmington St. Ry 1 Ft. Dodge, Des Mo. & SoR.R.. 2 75 75 2 Cafe Express Sweeper Sprinkler Closed Express Trail., O. Sprinkler Closed Express Comb. Semiconv* Sweepers Funeral S. Plow Express Clo ied* Work Dump Sprinkler Garbage Express S. Plow Closed Open Conv. Conv. Open Flat Semiconv. Closed Trailer, O. Gondola Elec. Loco Sweeper Closed* Express Dump Pass. Parlor Express Express Closed* Open Conv. Trailer, Special Flat Open 'Closed Closed Semiconv. Semiconv. Closed Sweeper Trailer, C. Comb. Convert. Semiconv* Comb. Pass.* Flat Semiconv. Pass. Trailer, C. Comb. Sweeper Closed Snow Swp. Closed Closed Work Pass. Semiconv. Closed Semiconv* Snow Swp. Closed CI sed Trailer, O. Elec. Loco. Pass. Box Pass. Comb. Express Semiconv. Express Open Closed* Box Gondola Elec. Loco. 51-2 Both Int. .... Int. City 47-4 City 50-0 Elev. 47-10Int. 47HD iiit.' ' 45- 0 Int. 56-0 Int. 46- 0 City 42-i City .... Int. 50-0 Int. 46-0 City 34-0 D. T. D. T. D. T. D. T. D. T. D. T. D. T. D. T. D. T. Am. Car McGuire-C. McGuire-C. McGuire-C. Brill Danville Niles McGuire-C. McGuire-C. Brill McGuire-C. Kuhlman Russell Danville Pullman McGuire-C. D. T. McGuire-C. 51- 0 Int. 45-0 Both 52- lOInt. 28-8|City 30-O City D. T. D. T. D.T. S. T. S. T. 11-4 Private S. T. O. City 24-0 City 28-0 City 45-0 Int. 30-0 Int. 18-0 Int. 30-0 Int. 44^0 City' 44-10Int. 2 3-0 Int. 56-0 Int. 56-0 Int. 50-0 Int. 52-0 Int. 28-8 City 30-0 City 30-0 City 30-0 City 18-4 City 24- 0 City 40-8 Int. 40- 0 Int. 30-0 Int. 20-8 City 30-8 City 30-0 Int. 44-6 41- 6J 28- 0 City 25- 4 City 29- 0 S. T. S. T. D. T. D. T. D. T. D. T. D. T. D. T. D. T. S. T. S. T. S. T. S. T. S. T. D. T. D. T. S. T. S. T. D. T. D. T. S. T. S. T. D. T. S.T. S. T. 34-0 D. T. 30- 0 S. T. City D. T. 38- 1 City D. T. 43-10City D. T. 45-0 D. T. 39- 6 City D. T. S. T. 42-3 City D. T. 42-3 City D. T. D. T. 31- 9 D. T. 45-8 41-0 21^6 40-6 43-5 28-0 31-4 35- 0 30-0 43- 9 44- 0 38-8 44-0 30-0 40-0 36- 0 40-0 Int. City City ' Int. City City int.' Int. City City D. T. D. T. D. T. S. T. D. T. D. T. D. T. S. T. D. T. S. T. D. T. D. T. D. T. D. T. D. T. D. T. Freight D. T. Coal D. T. Freight D. T. Niles Russell Kuhlman Am. Car Am. Car Am. Car Danville Am. Car Kuhlman St. Louis St. Louis Sta Ana Sh. Gen. Elec. McGuire.C. Cincinnati Niles J Cincinnati Niles Niles Niles Jewett Kuhlman American American Danville American American Brill Brill Brill Wason Wason Wason McGuire-C. McGuire-C . McGuire-C. Danville Brill Cincinnati Hicks Jewett American Woeber Woeber McGuire-C. Co. Shops McGuire-C. Kuhlman Cincinnati Co. Shops Southern Cincinnati American Ottawa McGuire-C. Cincinnati Danville Danville Westingh. Barney & S. Hicks Jewett Brill Jewett Kuhlman Kuhlman Wason American Haskell B Haskell B Westngh. January i, 1910.] ELECTRIC RAILWAY JOURNAL. 33 Purchaser No. Class Length Sent. Truck Builder 1 Elec. Loco Freight S. T. Westngh. Ft. Wayne & Wabash Val. Tr. 1 Pass. .... Int. D.T. Co. Shops 20 Semiconv. 32-1 City S. T. Cincinnati 4 Comb. 5 5-0 Int. D.T. Cincinnati 4 Exp. Trail . 40-0 Int. D.T. Cincinnati 2 Exp. 60-0 Int. D. T. Cincinnati 10 Gondola 40-0 D. T. Haskell-Bar. 1 Sprinkler City S. T. McGuire-C. 1 Steel Tr D. T. McGuire-C. Fresno Traction Co 10 Calif, type 37-2 City D. T. American Galesburg Ry. & Lt. Co 1 Sweeper .... City a T McGuire-C. Gallatin Val. Elec. Ry 1 Semiconv. 51-2 Int. D.T. Brill 1 Elec. Loco Baldwin 1 Comb Int A. C. & F. Galveston Electric Co 10 Open 28-8 City S. T American 5 Narragan. 36-0 City D. T. American 3 Closed 20-0 City S. T. Kuhlman Gary & Interurban Ry 4 Pass D. T. McGuire-C. Genev.i, Waterloo, SenecaFalls & Cayuga Lake Trac. Co.... 13 Closed 47-0 Int. D.T. Wason 3 Closed 28-0 City S. T. Wason Georgia Railway & Elec. Co. . 6 Closed 39-0 City D. T. Co. Shops 12 Closed 30-0 City S. T. Co. Shops Grand Forks St. Ry 1 Pass. .... . : . . . . S. T. McGuire-C. w_vi 3 Semiconv. 30-8 City S. T. American Grand Rapids Railway 12 Pass. 43-6 City D.T.American 2 Closed 42-0 Int. D.T. American 2 Trailer, C. 42-0 Int. D. T. American GreafFalls Street Railway.... 2 Closed 20-0 City S.T. American Gulf port & Miss. Coast Tr. Co.. 3 Semiconv City S. 1 . Brill Hagerstown Railway 1 Comb. 42-0 Int. D. T. Cincinnati Halifax Electric Tramway.... 2 Closed 30-0 City S.T. Ottawa Helena Lt. & Ry. Co 2 Closed •■■•City S^ r. Cincinnati The Hocking-Sun. Crk. Tr. Co. 1 Gas.-M. 5 7-0 Int. D.T. McKeen Houston Electric Co 25 Pass.,S.E.* 3 1-0 S.T. Cincinnati 5 D E* 31-0 S.T. Cincinnati 5 Closed 28-0 City S.T. Cincinnati Hudson & Manhattan R. R . . . 90 Closed 48-0 Int. D. T. Pressed St. 2 Bag & Ex. 50-7 D.T. Brill Hull Electric Co 2 Closed 30-0 C.&Int. S. T. Ottawa U 1 Snow Plow 32-0 C.&Int. D.T. Ottawa 1 Snow Plow 45-0 C.&Int. S. T. Russell 1 Sweeper 28-0 C.&Int. S. T. Ottawa Huntington Railroad 1 Snow Plow 17-0 Int. S. T. Russell Illinois Central Electric Ry... . 2 Closed 44-0 Int. D.T. McGuire-C. 1 Comb. 49-1 Int. D.T. McGuire-C. 1 Work 43-0 D.T. McGuire-C. Illinois Central Traction Co. . . 2 Trailer, C. 44-0 D.T. McGuire-C. „ „„., 1 Ga< Mot. 54-0 D.T. McGuire-C. Illinois Traction System 7 Trailer 52-6 Int. D.T. Danville 4 Comb. 52-6 Int. D.T. McGuire-C. 2 Sleepers • ■ • A- C. & F. 1 Trailer 52-6 Private D. T. Danville 4 Exp. Mo. 52-6 Int. D.T. McGuire-C. 32 Ex. Trail. 41-5 Int. D.T. McGuire-C. 40Frt.,Box 40-0 Int. D.T. A. C. & F. 50 Gondola 40-0 Int. D. T. A. C. & F. 4 Cabooses D.T. Hicks Indiana Union Traction Co... . 6 Gondolas 34-0 D.T. Hicks Ind'lis, New Castle & Tol. Ry.. 6 Pass. 60-0 Int. D.T. Jewett 2 Express 58-0 Int. D.T. Jewett Ind'lisTraction&Term'lCo...l0 Open 42-2 City D.T. Cincinnati 44 Closed 46-8 City D.T. Cincinnati Interborough Rap. Tran. Co.. . 40 Closed, M. 47-0 Elev. D. T Barney & S. 20 Closed, M. 47-0 Elev. D. T. Jewett 110 Closed, M. 51-0 Sub. D.T. A. C. &F 40 Closed, M. 51-0 Sub. D.T. Standard 100 Closed, M. 51-0 Sub. D.T. Pressed 20 Trailer, C. 47-0 Elev. D. T. St. Louis 20 Trailer, C. 47-0 Elev. D.T. Wason 20 Work 33-0 S. & E. S. T. Ralston Ithaca Street Railway Co 2 Closed 43-0 City D.T. Brill Jacksonville Electric Co 5 Pass.* 31-0 City S.T. Cincinnati Jacksonville Ry. & Lt. Co 2 Pass. 32-0 City S. T. Danville Kansas City Ry.&Lt. Co 25 Trailer, C. 26-0 S.T McGuire-C. Lack. & Wyom. Val. R.R. Co. 1 Frt.,Box 36-0 D.T. A. C. & F. 5 Gondola 36-0 D. T. Hicks Lake Shore Electric Co 10 Gondola 36-0 Coal D.T. Haskell Lawrence Ry. & Lt. Co 7 Open '-City S.T. St. Louis 12 Semiconv. 21-0 City S.T. St. Louis Lehigh Valley Traction Co. .. . 4 Closed 29-5 S. T Bnll 1 Bag & Ex D.T. Brill Lehigh Valley Transit Co 2 Snow Plow . . . . C.&Int. S. T. Russe 2 Snow Plow City D.T. Russell Lewiston & Youngstown Fron- „. tier Ry. Co 6 Trailer, C . . . . . Co. Shops. Lew'n, Aug. & Wville St. Ry. 2 Frt., Box 36-0 Int. D. T. Co. Shops 3 Flat 36-0 Int. D. T. Co. Shops 1 Snow Plow C.&Int. S. T. Russell 1 Sprinkler 28-0 City S. T. Co. Shops Lexington & Interurban Rys. . 3 Pass. 31-0 City S. T. Kuhlman 1 Freight 45-0 Int. D. C Co. Shops. Lincoln Traction Co 3 Express 41-0 Sub. D.T. Co. Shops Linwood Street Railway 1 Closed 42-0 Int. D. T. Stephenson Long Island Railroad 100 Closed 62-0 Tunnel D. T. A.C.&K 15 Comb. 62-0 Tunnel D. T. Standard 15 Exp. Comb.62-0 Tunnel D.T. A. C. & F. Los Angeles & RedondoRy . .. 10 Pass. 47-0 Int. D.T. Co. Shops 1 Elec. Loco. 30-0 D. • . . . . • • • • • ■ Louisville & Eastern R. R 5 Closed .... Int. >. A. C. & r . Louisville Railway 33 Pass.* 45-0 City D. T. Cincinnati Lowell & Fitchburg St. Ry.... 2 Pass. 41-0 Int. D.T. Wason Mah'g& Shen'go Ry.& Lt. Co. 6 Closed 51-0 Int. D.T. Niles 12 Closed 40-0 City D.T. Ni es 2 Express 45-0 Int. D.T. Nlles 2 Freight Nlles Manor Valley Rv 2 Semiconv. 28-0 City S.T. Kuhlman Manor vauey n.y < g^niconv. 20-8 City S. T. Kuhlman 1 Express 28-0 City D.T. Kuhlman Maryland Electric Railways. . 3 Passenger 56-9 Int. D.T. Jewett Mason City & Clear Lake Ry . 2 Passenger 5 7-3 Int. D.T. American Memphis Street Railway 1 Express Co. g hops 1 Flat Co. Shops Metropolitan St. Ry. Co 6 Passenger 36-0 CJty D.T. Jewett 50 Passenger 47-0 City D. V. Tcwctt 25 Trailer, C S.T. McGuire-C. Michigan United Railways. . . 5 I'assenger 40-0 City D.T. St Louis 2 Express 50-0 Int. I). I. St. Louis Milford& UxbridgeSt Ry.Co 1 Sprinkle! 17-0 City Single Brill Purchaser No. Class Length Serv. Truck Builder MilwaukeeElec.Ry.&LtCo.lOO Passenger 50-0 City D.T. ^Loufc Hicks D. T. Hicks Hicks D T. Niles D. T. American D. T. Ottawa 1 Work 20 Flat 15 Dump Milwaukee Northern Ry 2 Comb 50-4 Int. Missouri & Kan. Int. Ry. Co . . 2 Closed 43- lOInt Montreal & So. Counties Ry. . 8 Closed 49-8 Int. 1 Snow Plow • • • • 1 Swpr. D. 32-0 C.&Int. S. T. Ottawa MontrealStreetRailway 25 Closed* ^ 4 5-0 City D.T. Ottawa 1 SnowSpr. 27-8 S.T. Bnll Morris County Traction Co.... 2 Closed 34-0 C.&Sub .. . Barber Mt. Pleasant & Red Spg. Ry.. .J Gas.-Motor . „ . . . . S. T Fairbanks Municipal Traction Co 25 Passenger* 52-0 City Muskogee Elec. Trac. Co 6 Semiconv. *_2 1-0 City S. T. S. T. Danville Brill Mutual Lt. & Wtr. Co 4 Closed* 33-10 . . . S. i. Brill Nashville Interurban Ry 1 Semiconv. 33-4 Int Uanv e 1 Express Va . Nebraska Trac. & Pwr. Co.... 1 Pass. & B. 44-4 C.&Int. D.T. American New Paltz, H'l'd & Poug. Ry. 3 Open 20-0 City S.T. Wason N. Y. & No. Sho. Trac. Co 3 Pa,senger 34-4 .... £rl'1, 4 Semiconv. 34-4 D. 1. Kuhlman 1 Work 35-0 D.T. Brill N. Y., Auburn & Lansing R.R. 10 Closed 50-0 Int. D.T. fewet N. Y. N. H. & H. R. R 2 Elec. Loco Freight . . . ^ estmgh se New York State Railways.... 4 Passenger j^Ift D.T. Kuhlman 2 SnowSpr S.T McGuire-C. Niagara, St. Cath. & Tor. Ry. 2 Closed^ q 55-0 Lit.^ D. T. BnU^. Nipissing Central Ry .... i Open 45-0 Int. D. T. Preston North Alabama Traction Co. . 1 Semiconv. .... £„,'lman Northern Ohio Tr. & Lt. Co. . . 1 Closed 35-6 Int. D. T. Kuhlman 4 Closed 22-6 City S.T. Kuhlman 6 Convert. 35-6 City D.T. Kuhlman 1 Private 52-0 Int. D.T. Niles Norther. Texas Trac. Co 12 Closed 28-0 City D.T. Cincinnati 4 Closed 51-6 Int. D.T. Kuhlman North Jersey Rapid Tran. Co.. 6 Closed 30-0 Int. D.T. Jewett Ocean Electric Railway 6 Passenger* 34-0 Int. D.T. StLOTK 8^1^^°°:: i S^*i«r If !!£•' Ohio Electric Company 6 Closed^ 61-6 Int. D. T. Cincinnati 8 Freight 38-6 Int. D.T. Cincinnati Oklahoma Railway 3 Passenger 54-0 Int. D. T. Niles 6 Closed 20-0 City S.T. American 10 Closed 30-0 City S. T. American 4 Semiconv. 30-0 City D.T. American 2 Work, Lo. 34-0 D. T. Co. Shops Old Colony Street Railway.... 12 |emiconv. 39-6 Both D.T. Laconia Omaha & Council Bluffs ..AO Closed*. . . . 40-4 City D.T. American Orange County Traction Co. 1 SnowSpr. | T. McGuire C. Ottawa Electric Railway Co. . 12 Semiconv.^ 30-0 City S.T. Ottawa Pacific Electric Railway 30 Passenger 39-1 City D. T. St. Louis 5 Passenger 34-10City D.T. ••••• 52 Frt Box 36-8 Int. D. T. Mt. Vernon 60 Flat 41-lllnt. D.T. Pressed Stl. 15 Gondola 36-0 Int. D.T. Hicks 200 Dump 34-0 Int. D.T. Hicks 4 Elec. Loco. 36-2 Int. D. T. Co. Shops 1 Pile Driver , & Tender Work D.T. Llewellyn Parsons Ry. & Lt. Co 5 Semiconv. 31-0 ... . . . S.T. St. Louis Peninsular Rv 4 C bsed 44-0 Int. D. T. St. Louis Penna Tun 8c T Co 24 Elec. Loco Tunnel . .. Westing. PeoriaRaihvfy Co 10 Passenger* 3 2-0 City S. T. DanyiUe Peoria RailwayTerminal Co. . 1 Comb. 56-0 Int. D.T. McGmre-C. Phila. & Easton Elec. Ry 1 Gondola. . .40-1 OInt. D.T. Bnll Phila. & West Chester Tr. Co. . 1 Frt., Box 50-0 In t. D. T. Jewett 1 Express 46-0 Int. D. I . bt. Louis 1 Frt. Box 36-0 Int. D. T. Co. Shops. Phila. Rapid Transit Co 10 Passenger 49-7 Elev. D.T. Pressed 2 Ash 33-6 U. 1. Pittsburg, Harmony, Butler & New Castle Ry 4 Passenger 46-0 Int. Pgh & Kan. City Ry. Co 4 Closed Pas. rgn. a. & Smok. 40-0 Int. D. T. American Pittshureh Rvs Co 1 Passenger* Int. D. T. Niles Fittsburgn Kys. uo 20 Closed 52-8 Int. D.T. Kuhlman 80 Semiconv.*46-8 City D. T. Bnll 2 Express 45-0 Int. D.T. Kuhlman Port Arth & Pt Wil 4 Close.l* 42-0 City D.T. Preston Port' Arthur Traction Co 12 Closed 34-0 C.&Int. S. T. Barber Portland, Eugen & East. Ry.. 1 Open :--;City S.T. Danv.l e 1 Semiconv. 25-4 City S.T. Danville Portland Rv.. Lt. & Pwr. Co.. .40 Passenger* 28-8 City D. T. American 1 Closed* 46-6 City D.T. Amencan 20 Flat Hicks Public Service Railway 9 Closed* 44-0 City D. T. Co. Shops Puget Sound Elec. Ry 1 Closed 55-0 Int. D.T. Cincinnati 1 Parlor, tr 1 55-0 Int. D.T. Cincinnati 2 Pass. Int. D. T. Ottawa 10 Open P. T. Ottawa 0 Closed 29-0 City S. T. Ottawa 2 Closed 60-0 Int. D.T. Ottawa 2 S. Plow 30-0 City S. T. Ottawa 1 Snow Swp S. T. McGuire-C. 2 Sweeper, 28-0 City S. T. Ottawa Quincy Horse Railway & Car- rying Company 8 Open ..... Amencan l Snow Swp S.T. McGuire-C. Rochester Ry (Closed 41-4 Int. D.T. Kuhlman Rochester, Syracuse & East P P 13 Pass. St. Louis 13 Closed 42-9 Int. D.T. Kuhlman 1 S. Plow 39-0 Int. D. T. Russell Rockford & Interurban Ry. . 5 Closed* 37-5 Both D.T American Brill D. T. St. Louis. Oucbec Ry., Light & Pr. Co. 34 ELECTRIC RAILWAY JOURNAL. [Vol. XcXV. No. I. Purchaser Rock Island Southern R. R. No. Class Length Strv, JTruck Builder 8 20 2 5 2 50 75 Rockland, So. Thomaston & St. George Ry 2 2 Rome Railway & Light Co. . . 1 Sacramento Elec, Gas & R. Co. 10 Saginaw & Flint Railway 4 2 1 St. Joseph Ry., Lt., Ht.& Pr. . 5 St. Joseph Valley Traction Co. 1 St. Lawrence Elec. Ry. Co. . . 1 St. Lawrence Int. Elec Ry. & Land Co 1 St. Louis Elec. Term. Ry. Co. 20 10 1 Salt Lake & Ogden Ry 10 San Antonio Traction Co 10 San Diego Electric Railway. . 12 San Francisco, Vallejo & Napa Valley Ry 2 Sapulpa & Int. Ry 4 Saunders Motor Car Co 1 Savannah Electric Co ? Schuylkill & Dauphin Tr. Co. Scioto Valley Traction Co. Seattle Electric Co Seattle & Everett Int. Ry. . . . Seattle, Renton & South'n Ry. Sea View R. R. Co 2 1 1 Second Avenue R.R. of N. Y.. 2 Sheboygan Lt., Pr. & Ry. Co . 2 Shelburne Fls & Coleran St.Ry 1 Shore Line Electric Ry 12 Sioux Falls Traction System... 1 S. Bethlehem & Saucon St.Ry. 2 2 Southern Cambria Ry 2 Southern Michigan Ry Southern Wisconsin Railway. Southwest. Mo. R. R. Co 1 I 4 4 1 1 3 2 1 1 10 4 4 6 2 3 4 S 1 Springfield Street Railway Co. 12 Springfield Traction Co 2 4 1 1 1 Southwestern Interurban Ry. Southwestern Traction Co. . . Spokane & Inl Empire R. R. Springfield Consol. Ry. Co. Pass. Open Trailer, C. Comb. Express Box Gondola Open Closed Semiconv. Pass. Closed Express S. Plow Pass. Coach S. Plow Gondola Pass. Trailer, O Sweeper Comb. Semiconv. Pass. Comb. Pass. Semiconv. Closed Open Gasoline Box Sweeper Freight Comb. Elec. Loco. Closed Freight, B Pass. Dump Closed Work Snow Swp. Comb. Comb. Closed Closed Open Closed Pass. Comb. Express Closed Open Closed Express Closed Semiconv. Semiconv. Baggage Express Passenger Trailer, C. Combin'n Refrig'r Elec. Loco. Elec. Loco. Caboose Closed Sprinkler Closed Pass., trail. Closed Work Work Sweeper 62-0 Int. D. T. 57-0 D. T. 50-0 Int.'.'. D T 57-0 d! t'. 50-0 Int. D. T. 36— 7i Coal D. T. 40-0 Coal D. T. 31-0 Both S. T. 28-0 Both S. T. 31-0 City S. T. 51-0 Int. D. T. 51-0 Int. D. T. Both S. T. D. T. Both 34-0 50-0 City 50-0 City City 56-0 Int. 42-0 City 40-0 56-0 Int. D. T. D. T. D. T. D. T. D. T. D. T. D. T. D. T. 34-8 22A City 30-0 Int. 26-0 Int. 28-0 Int. 26- 0 Int. 36-0 47- 8 City 40-0 City 51- 0 Int. 40-0 Both 50-0 Both 25-0 Both 42-0 Int. 36-0 Int. 27- 6 50-0 Int. 34-4 Int. 30-0 Int. City 25-0 Both 28- 0 48- 0 Int. 48-0 Int. 52- 0 Int. D. T. S. T. S. T. S. T. S. T. S. T. D. T. D. T. D. T. D. T. D. T. D. T. S. T. D. T. D. T. S. T. D. T. D. T. D. T. S. T. S. T. D. T. D. T. D. T. 46-0 Int. 46-0 Int. 36-0 Int. 29- 5 City 30- 1 Int. 41-8 Int. 24-0 City Int. City 55- llCity 56- 3 Int. Int. . . . . Int. Frt. Frt. 32-0 City 34-4 City' 45-0 City 30-8 City D.T. D.T. D.T. S. T. D'. f .' S. T. D. T. D. T. D.T. D. T. D. T. D. T. D. T. S. T. S. T. S. T. D.T. D.T. S. T. S. T. D.T. S. T. Niles St. Louis Niles St. Louis Niles Haskell-B Wason Jones American Co. Shops Niles Niles Russell St. Louis Hicks Russell Hicks American American McGuire-C. Jewett American Co. Shops Niles St. Louis Brill Co. Shops Co. Shops Buckeye Co. Shops Brill Barney & S. St. Louis Co. Sh jps Niles C i. Shops Moran Co. Shops Co. Shops Co. Shops Brill Cincinnati Wason Jewett McGuire-C. Brill American Niles Niles Niles American Co. Shops Co. Shops Co. Shops American American American American Niles St. Louis Brill Brill C '. S lops Westing. Baldwin Seattle American McGuire-C. Wason American American Co. Shops Co. Shops McGuire-C. Purchaser No. Class Length Serv. Springfield & Wash. Ry 1 Comb. 53-0 Int. Sterl., Dix. & East. Elec. Ry. . 4 Closed 32-2 City Stroudsburg Pass. Ry. Co 1 Open 34-0 Sunbury-North. Elec. Ry. Co. 2 Closed 31-0 Gen'l Syracuse & Suburban R. R. .. . 3 Semiconv. 42-9 Int. Syracuse R.R.ConstructionCo. 1 Snow Plow Size 3 Int. 2 Cljsed 42-9 Int. Tampa Sulphur Spgs. Tr. Co. . 4 Open 30-0 City Taylorville Lt., Ht. & Pwr.Co. 1 Closed 29-5 City Terre H., In's. & East. Tr. Co.. 1 Passenger 61-6 Int. 1 Frt., trail.. 45-0 Int. Texas Traction Co 3 Trailer, C Int. 1 Wk.&Loco Texarkana Gas & Elec. Co. . . . 6 Semiconv City Third Avenue R. R 375 Convert. 43-0 City 1 Gas.-Mot. 2 7-0 City 3 Sprinkler 31-0 Tide Water Power Co 3 Closed 51-0 Int. 4 Semiconv. 31-9 City Toledo Rys. & Lt. Co 20 Semiconv. *41-6 City Topeka Railway 12 Passenger 40-8 City Tri-City Railway 10 Closed 33-0 City Tulsa Street Railway Co 3 Passenger 31-4 City Twin City Rapid Transit Co. . . 1 1 Closed 46-8 Both 3 Snow Plow 44-2 Both Union Electric Co 6 Closed* 21-0 City Union Railway Co. of N. Y. .. . 5 Snow Swp Union Street Railway 12 Closed 30-0 Union Traction Company 1 Open 42-2 Int. 2 Closed 45-0 Int. 2 Semiconv. 30-1 City United Railways Co 2 Closed 56-3 Int. United Traction Co 1 Port. S. S'n 36-6 Urb. & Champ. Ry. & Lt. Co. . 3 Passenger* 32-0 City Vancouver Power Co., Ltd. .. . 2 Comb. 53-8 Int. 2 Bag & Ex. 53-8 Int. Vancouver Traction Co 1 Semiconv. 39—4 City Visalia Electric Ry. Co 2 Comb. .... Int. Wab. & North. Ind. Tr. Co 7 Closed 30-0 Int. Warren Street Railway Co. .. . 2 Semiconv. 30-1 Wash., Alex. & Mt. Vn. Ry.. . . 3 Semiconv. 28-0 Int. Wash., Bal. & Annap. El. Ry.. 17 Closed 50-0 Int. tU„ ^ 10 Comb. 50-O Int. H i 1 Express 50-0 Int. Wash. Ry. & Elec. Co. System. 50 Closed* 42-0 City 2 Snow Swp. 27-6 Washington Water Power Co.. 10 Closed 43-0 City 1 5 Semiconv. 43-0 City Wassau Street Railway 1 Semiconv. 42-0 Int. Webster, Monessen, Belle Ver- non & F. C. St. Ry. Co 2 Semiconv. 21-4 City West Chester El. R. R. 25 Convert.* 43-0 Westchester, Ken. & Wil. El. Ry..l Express 25-0 lnt W'n N. Y. & Penn. Trac. Co.. . 2 Semiconv. 30-1 City W. Jersey & Seashore R. R. . . . 6 Closed .... Int. Whatcom Co. Ry. & Lt. Co 3 Dump 16-0 ...... Wheeling Traction Co 8 Semiconv. *30-0 Sub'n Wichita Falls Traction Co. .. . 4 Semiconv. 30-0 Both 4 Trailer, O Both Wichita Railroad & Light Co. . 10 Closed* 42-0 City 5 Closed* 40-0 City W'msport Pass. Ry. Co 1 Sweeper W.-B. & Wyom. Val. Tr. Co. . . 10 Comb. 42-1 Int. Wil. , N . Castle & So. Ry. Co. . . 1 Express 40-0 Int. Wis. Trac, Lt., Ht. & Pwr. Co. 6 Closed 53-5 Int. Wor. & B'stone Val. St. Ry . . . 2 Closed 30-4 City Waterloo, Ced. Falls & No. Ry. 10 Open 28-0 City 13 Closed 28-0 City 5 Closed 8 Closed 4 Comb. 60-0 Int. 1 Express 50-0 Int. Yakima Valley Transp. Co. . . . 2 Closed 30-0 City 1 Comb. 45-0 Int. 1 Express 44-10 1 Work 41-0 Int. Yazoo City Light, Water & Sewerage Plant 1 Semiconv. 30-1 City Truck Builder D.T. S. T. D.T. S. T. D.T. D.T. D.T. D.T. S. T. D.T. D.T. D.T. S T D . T. S. T. D.T. D.T. S. T. D.T. D.T. S. T. S. T. D. T. D.T. S.T. D. f . D.T. S. T. D.T. D.T. S. T. S. T. S. T. D. T. D. T. S. T. D. T. D.T. D.T. D.T. D.T. D.T. D.T. D.T. S. T. D.T. S. T. S. T. D.T. S. T. D. T. Single S. T. D.T. D.T. S. T. D.T. D. T. D. T. D. T. S. T. S. T. S.T. S. T. D.T. D. T. S. T. D.T. D.T. D. T. Jewett St. Louis Brill American Kuhlman Russell Kuhlman American American Cincinnati Cincinnati American St. Louis Danville Brill Wason Brill Brill Brill Kuhlman American Cincinnati Barney & S Co. Shops Co. Shops Danville Brill J. M. Jones Cincinnati Cincinnati American American Brill Danville American American American Moran Co. Jewett Brill Shop Niles Niles Niles Brill Brill Brill Brill Niles Brill Brill C >. Ships Brill A. C. & F. Western Kuhlman St. Louis St. Louis American American McGuire-C. Brill A. C. &F. Kuhlman Wason McGuire-C. I McGuire-C. McGuire-C. McGuire-C. McGuire-C. McGuire-C. Danville Niles Niles Niles S. T. American NEW ELECTRIC RAILWAY TRACK CONSTRUCTION IN 1909 The accompanying table shows in detail the new electric railway track mileage built and opened for operation during the year 1909 in the United States, Canada and Mexico. The table has been compiled from answers received from the rail- way companies whose names appear, and the mileage given in each instance is therefore correct. Unfortunately, replies were not received from all the railway companies to which a request for information was sent, and hence there are prob- ably some omissions. The only mileage represented in the table is track which was completed and placed in operation during the year. A number of long lines made substantial progress in track construction during the year, but were not opened for operation up to the time the returns were sent in. This mileage does not appear in the table. In a few instances mileage will be found in the table this year which also ap- peared in the table compiled last year. This duplication arises from the fact that, through a misunderstanding in sending in the returns, track which was built but not opened for opera- tion in 1908 was given and included in the table published at the beginning of 1909. The total new mileage represented this year is 887.16, as against 1258.51 miles built in 1908. The new construction in 1908 was much less than the unofficial figures compiled for 1907, and the mileage of 1909 represents another large de- crease over 1908. This is due in a large measure to the after effects of the period of financial depression in 1908, with the uncertainty of securing the necessary funds for the comple- tion of electric railway projects which had been under con- sideration for two or three years. The falling off in 1908 was not so great as in 1909 because those projects that were nearly completed were finished and placed in operation, while few, if any, of the new projects on which work was started in 1909 were finished by the end of the year. Much new work has been going on during the past 12 months, however, and the results will no doubt appear as a large increase in 1910. Ac- cording to reports received, much new work will be started early in 1910, with good promise of rapid completion. In the classification of the mileage by States, New York again heads the list, with 129.08 miles, as against 183.76 miles of single track built last year. The largest mileage built by any one company in New York State was that of the Rochester, Syracuse & Eastern Railroad, which completed 44 miles be- tween Port Byron and Syracuse. The extension of the electric zone of the Long Island Railroad and the construction by that January i, 1910.] ELECTRIC RAILWAY JOURNAL. 35 company of a number of double-track cut-off lines accounts for another 20 miles in the State of New York, and if to this be added the 15 miles of the Huntington Railroad which is owned and operated by the Long Island Railroad, the con- struction work of the latter would total 35 miles of single track. Ohio again appears second in the list of States, with 77.13 miles. This is largely made up of two long interurban extensions, that of the Cleveland, Southwestern & Columbus Railway from Ashland to Leroy, 30 miles, and that of the Ohio Electric Railway from Lima to Defiance, 42 miles. The latter road is a steam railroad which has been rehabilitated and equipped for electric operation. Reports from railway companies up to the time of going to press indicate that at least 1800 miles of new electric railway track will be built in 1910. ALABAMA. Miles. Birmingham Railway, Light & Power Co 1.00 Mobile Light & R. R. Co 1.13 Montgomery Traction Co. — Oak Park, Chisom and Pickett Springs 4.00 North Alabama Traction Co 0.50 Sheffield Co 0.05 Total 6.68 ARIZONA. Phoenix Railway Co 1.75 Total 1.75 CALIFORNIA. Bakersfield & Ventura R. R. — Oxnard 2.00 East Shore & Suburban Ry 2.00 Glendale & Eagle Rock R*y — Between Glendale and Eagle Rock 2.25 Los Angeles Ry 5.80 Los Angeles & Redondo Ry 2.61 Pacific Electric Ry. — Between Wilmington. San Pedro and Long Beach; between Santa Ana and Huntington Beach 25.86 Peninsular Ry. — Los Altos, Mayfield, Palo Alto 4.00 Sacramento Electric, Gas & Railway Co 1.00 San Diego Electric Ry 2.00 South San Francisco Railroad & Power Co .50 United Railroads of San Francisco 5.13 Total 53.15 COLORADO. Colorado Springs & Interurban Ry 1.50 Denver City Tramway Co 10.00 Denver & Interurban R. R. — In Fort Collins 1.00 Grand Junction & Grand River Valley Ry 4.00 Total 16.50 CONNECTICUT. New York, New Haven & Hartford, R. R. — East of Glen- brook 1.13 Total 1.13 DISTRICT OF COLUMBIA. Capitol Traction Co 10.00 Total 10.00 FLORIDA. Pensacola Electric Co 1.63 Total 1.63 GEORGIA. Columbus R. R. — Spur track into Base Ball Park 0.23 Georqla Railway & Electric Co 10.50 Rome Railway & Light Co 1.50 Total 12.2.°, IDAHO. Boise & Interurban Ry. Co., Ltd 1.50 Total 1.50 ILLINOIS. Bloomlngton, Pontiac & Jollet Electric Ry. — Pontiac to Chenoa 10.00 Calumet & South Chicago Ry 5.15 Chlcaqo City Ry 0.12 Chicago Railways Co 8.08 Chicago & Southern Traction Co. — Tn Chicago Heights.... 100 Dixon, Rock Falls & Southwestern Electric Ry. — Tampico. Yorktown and Hooppole 10.00 Illinois Central Electric Ry. — Brereton and Norris 5.00 Murphysboro Electric Railway, Light, Heat & Power Co. — Murphysboro and Carbondale 2.50 Total 41.85 INDIANA. Bluffton, Geneva & Cellna Traction Co.— Bluffton, Vera Cruz, Linn Grove and Geneva 18.50 Chlcaqo, Lake Shore & South Bend Ry. (Kensington & Eastern R. R.). — Hammond. Ind., to Kensington, III... 7.83 Indianapolis, Newcastle & Toledo Electric Ry. — Indian- apolis to Newcastle 20.00 Winona Interurban Ry. — Warsaw and Men tone 11.00 Total 56.83 IOWA. Centervllle Light & Traction Co. Ocntcrvllle lo Mystic... 7.00 Colfax Springe Ry 100 Fort Dodge, Des Moines & Soulhern R. R. — Ogden, Ogden Mines and Fraser 6.00 Mason City & Clear Lake Ry 1.02 Sioux City Service Co 5. 00 Tri-City Ry 2.00 Waterloo, Cedar Falls & Northern Ry 10.00 Total 32.02 KANSAS. Kansas City-Western Ry. — Marshall Creek 1.50 Lawrence Railway & Light Co 9.00 Manhattan City & Interurban Ry 2.00 Southwestern Interurban Ry. — Arkansas City and Winfield. 14.00 Wichita Railroad & Light Co 7.00 Total 33.50 KENTUCKY. Central Kentucky Traction Co. — Lexington to Nicholasvllle. 12.00 Total 12.00 LOUISIANA. Alexandria Electric Railways Co 1.75 Lake Charles Railway, Light & Water Works Co 1.25 Total 3.00 MAINE. Bangor Railway & Electric Co 0.25 Rockland, South Thomaston & St. George Ry 0.27 Total 0.52 MARYLAND. Maryland Electric Railways 1.52 Total 1.52 MASSACHUSETTS. Boston Elevated Ry 15.00 Boston & Northern Street Ry 1.10 Dartmouth & Westport Street Ry .83 Lowell, Acton & Maynard Street Ry. — South Acton to West Acton 1.60 Middlesex & Boston Street Ry 1.00 Old Colony St. Ry 60 Total 20.13 MICHIGAN!. Benton Harbor-St. Joe Railway & LHht Co. — Benton Har- bor to Coloma 10.68 Michigan United Railways Co. — Jackson, Lester, Mason and Lansing . . 37.00 Saginaw & Flint Ry. — Flint, Mt. Morris, Clio, County Line, Birch Run and Frankenmuth Junction 21.00 Saginaw Valley Traction Co .64 Twin City General Electric Co 1.00 Total 73.32 MINNESOTA. Duluth Street Ry 2.46 Twin City Rapid Transit Co 2.41 Total 4.87 MISSISSIPPI. Columbus Railway, Llaht & Power Co 1.25 Municipal Street Ry— Yazoo City 1.00 Total 2.25 MISSOURI. Cape Girardeau-Jackson Interurban Ry 1.00 Kansas City, Lawrence & Topeka Electric R. R. — Shawnee to Monrovia 100 St. Louis, Lakewood & Grant Park Ry 3.00 Springfield Traction Co 100 Total 6.00 MONTANA. Butte Electric Rv 2.00 Gallatin Valley Electric Ry 18.00 Total 20.00 NEVADA. Reno Traction Co 0.50 Total 0.50 NEW YORK. Blnghamton Ry.— Extension of Downsville division to Stella 0.68 Brooklyn Rapid Transit Co 2.34 Buffalo & Lake Erie Traction Co 9. 00 Buffalo Southern Ry. — Buffalo City Line through Ebenezer to East Seneca 5.40 Elmlra, Corning & Waverly R. R. — Wellshurg to Elmlra. . 6.00 Elmira Water, Light & Railroad Co 0.40 Hudson & Manhattan R. R. — Between Jersey City and New York 6.80 Huntington R. R. — Huntington, Farmlngdale and Amity- ville 15.00 Long Island R. R 20.00 New York City I nterborough Ry 4.50 New York & North Shore Traction Co. — Flushing and Whltestone; Roslyn and Manhasset 8.00 New York State Railways Rochester Lines 1.75 Oneida Railway Co. — Sherrlll to Kenwood 1.70 Rochester, Syracuse & Eastern R. R. Port Byron, Weeds- port, Jordan, Memphis, Warners. Ainbov. Belle Isle and Syracuse 44.00 Syracuse Rapid Transit Ry. Co 1.79 Utlca & Mohawk Valley Ry 1.72 Total 129.08 NORTH CAROLINA. Charlotte Electric Railway, Light & Power Co 1 .00 Durham Traction Co 0.75 Weavervllle Electric Co 4.80 Total 6 55 36 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. OHIO. Cleveland, Southwestern & Columbus Ry. — Ashland, West Salem, Lodi and Leroy 30.00 Dayton, Springfield & Xenla Southern Ry.— In Spring Valley; in Dayton 1.50 Hocklng-Sunday Creek Traction Co 3.00 Northern Ohio Traction & Light Co. — Between Canton and Massillon 0.63 Ohio Electric Ry. (Columbus & Lake Michigan R. R.) — Lima to Defiance 42.00 Total 77.13 OKLAHOMA. Oklahoma City & Suburban Ry 6.00 Oklahoma Ry.— Oklahoma City to Putnam City S.00 Oklahoma Union Traction Co.— Tulsa to Orcutt Lake 2.50 Total 15.50 OREGON. Oregon Electric Ry. — From West Woodburn to Woodburn.. 2.50 Portland Railway, Light & Power Co 3.00 Total 5.50 PENNSYLVANIA. Allegheny Valley Street Ry 3.00 Central Pennsylvania Traction Co 1.05 Chambersburg, Greencastle & Waynesboro Street Ry. — Through Chambersburg 2.50 Conestoga Traction Co.— Connects Christiana and Parkes- burg 5.00 Mahoning & Shenango Railway & Light Co 2.20 Pittsburg Railways Co 10.00 Scranton Ry 3.00 South Bethlehem & Saucon Street Ry.— Friedensvi'lle and Centre Valley 3.40 Southern Cambria Ry. — Johnston, Conemaugh, Echo, Mineral Point and South Fork 11.00 Stroudsburg & Water Gap Street Ry 0.50 Wilkes- Barre & Wyoming Valley Traction Co.— Wilkes- Barre to Hudson, Parsons, and Miners Mills 6.00 Total 47.65 RHODE ISLAND. Rhode Island Co 1.38 Sea View R. R 0.10 Total ; 1.48 SOUTH DAKOTA. Sioux Falls Traction System 1.50 Total 1.50 TENNESSEE. Memphis Street Ry 0.75 Total 0.75 TEXAS. Corpus Christl Street & Interurban Ry 5.50 Houston Electric Co 0.93 Mt. Pleasant & Red Springs Street Ry 1.13 Northern Texas Traction Co 1.00 Port Arthur Traction Co 7.00 San Antonio Traction Co 6.43 Uvalde Street Ry. — Sansom to Uvalde 4.00 Wichita Falls Traction Co.— In Wichita Falls; to Lake Wichita 8.00 Total 33.99 VIRGINIA. Norfolk City & Suburban Ry 1.00 Roanoke Railway & Electric Co 1.50 Total 2.50 WASHINGTON. Everett Railway, Light & Water Co 0.08 Great Northern Ry 6.25 Seattle Electric Co 25.00 Seattle-Everett Interurban Ry. — Seattle and Everett 8.00 Seattle, Renton & Southern Ry 3.00 Spokane & Inland Empire R. R 17.00 Whatcom County Railway & Light Co 4.50 Yakima Valley Transportation Co 13.00 Total 76.83 WEST VIRGINIA. Morgantown & Dunkard Valley R. R. — West Morgantown, Riverside, Granville and Randall 3.00 Total 3.00 WISCONSIN. Ashland Light, Power & Street Railway Co 0.75 Chippewa Valley Railway, Light & Power Co 0.64 Eastern Wisconsin Railway & Light Co 2.00 Grand Rapids Street R. R.— Grand Rapids, Centralia, Port Edwards and Nekoosa 8.00 Milwaukee Northern Ry 2.00 Wausau Street Ry. — Weston 1.00 Total 14.39 CANADA. British Columbia Electric Railway Co., Ltd 12.35 Calgary Street Ry 16.00 Hull Electric Co 2.25 International Transit Co 0.31 Montreal & Southern Counties Ry 6.00 Niagara, St. Catharines & Toronto Ry.— Welland, Hum- berstone and Port Colborne 9.00 Nipissing Central Ry.— Cobalt, Port Cobalt and Haileybury. 5.00 Port Arthur & Fort William Electric Ry 3.00 Sandwich, Windsor & Amherstburg Ry 0.25 Sarnia Street Ry. Co., Ltd 0.38 Total 54.54 MEXICO. Companla Electrica y de Ferrocarriles de Chihuahua 3.89 Total 3.89 HEAVY ELECTRIC TRACTION PROJECTS IN 1909 A large amount of work was done in 1909 on the construction and extension of heavy electric traction projects in the United States. New York City was the center of activity with the Pennsylvania cross-town tunnels nearing completion and im- portant extensions of their terminal electric zones being made by the New York Central & Hudson River, New York, New Haven & Hartford and the Long Island railroads. In the Middle West the Michigan Central's tunnels and approaches under the Detroit River, which are to be operated by electric locomotives, will be opened early in 1910, good progress having been made on the construction and equipment. The Great Northern three-phase division over the Cascade Mountains was put in operation during July, 1909. No new track to be operated electrically was built during the year by the Baltimore & Ohio in Baltimore or by the St. Clair Tunnel Company at Sarnia. In the following paragraphs the progress of the year on each of the projects on which active work was done is briefly sum- marized. PENNSYLVANIA TUNNEL & TERMINAL RAILROAD The Pennsylvania Railroad is building its new entrance into New York City under the name of the Pennsylvania Tunnel & Terminal Railroad. The extension begins at Harrison, just east of Newark, and crosses the Hackensack Meadows to the west portal of the tunnels under Bergen Hill on the west side of the Hudson River. The tunnels extend under the Hudson River, the Island of Manhattan and the East River, emerging in Long Island City and connecting with the Sunnyside yard. The ex- tension connects with the Long Island Railroad near Woodside Avenue, Borough of Queens. The total length of the extension is 14.9 miles, of which 9.83 miles is on the surface, 2.29 miles under the two rivers and 2.78 miles under ground. Exclusive of the switching tracks in the Harrison transfer and Sunnyside yards, the total length of track in the extension will be 49.75 miles, all electrically operated. The Harrison and Sunnyside yards contain nearly 80 miles of track, not all of which will be electrically operated. During the year 1909 the work has progressed actively on the extension, including the Harrison and Sunnyside yards. All the tunnels have been completed and main tracks have been laid in the tunnels and approaches from Harrison to Winfield, east of the Sunnyside yard. Ballasting is in progress and will be completed early in the spring of 1910. Yard tracks have been laid at Harrison for the interchange yard, and practically all the tracks in the Sunnyside yard have also been laid. Work is progressing actively on the interlocking and signaling through- out. Yard buildings at Sunnyside yard are under construction and will be finished early in the spring. The main station, facing Seventh Avenue between Thirty-first and Thirty-third Streets, has been completed on the exterior, and the work of finishing the interior is well advanced. It is anticipated that it will be practically completed early in the coming spring. The installation of electric power cables, third-rail, power plant and substations is well advanced and will be completed in the spring of 1910. It is believed that early in the spring partial service of the Long Island Railroad into the station will be inaugurated, and in the early summer a partial service of the Pennsylvania Railroad will be in operation. The initial order for electric locomotives to haul through trains in the tunnels included 24 double units of 4000 hp. Two of these locomotives have been delivered. They were described in the Electric Railway Journal of Nov. 6, page 982. The proposed initial daily service to be handled in the terminal sta- tion is 400 trains of the Pennsylvania Railroad and 600 trains of the Long Island Railroad. LONG ISLAND RAILROAD The Long Island Railroad completed the equipment for elec- tric operation of 40 miles of track on which work was com- menced in 1909, thus increasing its electric trackage to 140 miles. The most important pieces of work completed, or well January i, 1910.] ELECTRIC RAILWAY JOURNAL. 37 advanced during the year, were the construction of two addi- tional running tracks, reduction of grades and elimination of grade crossings between Winfield and Jamaica, thus providing four tracks from the portal of the Manhattan tunnels to Jamaica, and the construction of the Glendale cut-off from Glendale to Woodhaven Junction to furnish a double-track connection from the Far Rockaway and Rockaway Beach divi- sions. Work has been begun on the double tracking and elec- tric equipment of the North Shore division from Winfield to Port Washington. This will be finished by the end of next summer. On Feb. 1, 1910, the company hopes to begin through electric operation from Jamaica to the Manhattan terminal and by June 1 to run all trains into Manhattan. Contracts were placed during the year for 130 new steel cars for suburban service which will be delivered before May 1. This will give the company 400 steel motor and trail cars for the service on the electric lines betwen Manhattan and the present Brooklyn terminal at Flatbush Avenue. The through service to Manhattan will effect a saving in running time on all trains of 25 minutes each way as compared with the present ferry and crosstown street car trip required to reach the sta- tion site in New York. NEW YORK CENTRAL & HUDSON RIVER RAILROAD During the year 1909 the extension of the New York Cen- tral electric traction system has progressed a distance of 12 miles, between Wakefield and North White Plains, and it is contemplated that on or about Feb. 1 all passenger trains on the Harlem division will be operated electrically between Grand Central Station and North White Plains, thus eliminating the temporary terminal at Wakefield. The extension includes the erection of two new substations, one known as No. 8, located at Tuckahoe, and the other as No. 9, at White Plains. Each station contains three 1000-kw ro- tary converters, with the necessary step-down transformers and switching equipment. The general arrangement of the two new substations is the same as those already in service on this system, with the exception that electric storage batteries, with their boosters, regulators, etc., have been omitted. The electric signal equipment, which at the other stations is in a detached building, in the two new stations has been installed under the same roof. The aerial transmission lines have been extended a distance of about 13 miles to the end of the North White Plains yard. The construction is identical with that previously adopted, ex- cept that it has been necessary in several instances to use temporary wooden poles where a change in track alignment or the elimination of grade crossings prevented the permanent poles being located. The third-rail work includes about 27 miles of new third- rail on main track and in yards. The type of construction is the same as that formerly adopted, with the exception that since the first installation it has been possible to, obtain rolled steel offset side inclines in place of cast iron. This is a de- cided improvement, both in conductivity of the rail and from a construction standpoint. There will be six new circuit-breaker houses containing the remote controlled circuit breakers through which the third- rails will be fed, the arrangement conforming to the existing practice on this road. All passenger and freight stations on the division will be lighted electrically and the current will be taken from the 2200-voH signal circuits, which are carried on the high-tension transmission line poles. A 2200-volt signal circuit from sub- station No. 9 will feed a small light and power station which is located in the North White Plains engine house, and will replace the present steam-driven generators. The temporary inspection sheds and repair shops for electric equipment located at Wakefield will be abandoned, the plant dismantled and the forces transferred to the permanent elec- tric inspection shed and repair shop at North White Plains. The temporary steam locomotive house, turntable, water supply, etc., will be no longer required. During the past year the electrical work has kept abreast of the civil engineering developments at the Grand Central Sta- tion terminal, and as existing tracks were dismantled the third- rail and feeders were taken down and returned to stock, while the new tracks were equipped with third-rail and permanent feeders, so that they were ready for electric operation as soon as the construction work permitted them to be turned over to the operating department. For light and power purposes in the Grand Central Station terminal a 1500-kw lighting rotary has been temporarily installed in the Fiftieth Street substation. The primary current is ob- tained from the main generating station at Port Morris. This rotary, with an auxiliary connection to the Edison service, will be used for temporarily lighting the Grand Central Station terminal pending the construction of the terminal plant. NEW YORK, NEW HAVEN & HARTFORD RAILROAD The New York, New Haven & Hartford Railroad made no extensions of its electric zone between Woodlawn, N. Y., and Stamford Conn., during 1909, but in the Stamford yard and east of Stamford it erected a number of experimental catenary sec- tions. The most important of these was a section about 6000 ft. long erected east of Glenbrook, the object being to study the best type of catenary construction to be adopted for future four- track and six-track electric operation. The partially electrified Stamford yard was completely equipped with a new form of catenary construction. As the company made no extension of its suburban electric passenger service during the year, it did not order any addi- tional passenger locomotives. In May, 1909, however, an order was placed with the Westinghouse Electric & Manufacturing Company for two electric freight locomotives, one of which has been received and the other rapidly nearing completion. These locomotives will be capable of hauling the heaviest freight trains on the New Haven road at an average schedule speed much higher than that now obtained with steam locomotives. In 1908 the company ordered four steel motor cars and six steel trail cars to be equipped for multiple-unit operation. These cars have been received and after thorough tests have been made they will be placed in suburban service early in the year. The activities of the New York, New Haven & Hartford in 1909 were concentrated chiefly on a study of the cost in- volved in the contemplated extension of its electric zone from Stamford to New Haven, within which it is proposed to operate both freight and passenger trains by electric locomotives. GREAT NORTHERN RAILWAY On July 10, 1909, electric operation was begun on the Cascade tunnel section of the Great Northern Railway in the State of Washington. This is the first mountain section of a steam railroad to be equipped and operated by electric locomotives. Its distinguishing feature is the use of the three-phase alter- nating current system taking current at 6600 volts from two overhead trolley wires. The total length of track which has been equipped for electric operation is 6.25 miles, which includes J3.873 ft. of tunnel, the remainder being in the yards at each end. The tunnel has a rising grade of 1.7 per cent eastbound and at the present time all eastbound freight and passenger trains are hauled through it by electric locomotives, but pas- senger trains only are hauled by electric locomotives westbound. The electric rolling stock consists of four locomotives each equipped with four three-phase motors having a one-hour rating of 475 hp or 1900 hp for each locomotive. As previously stated, electric operation was begun on July 10, 1909, and was continued until Aug. it, when the hydroelec- tric generating station was shut down on account of failure of both water wheels. The service was resumed on Sept. 9 and has been continued regularly since. DETROIT RIVER TUNNEL OK THE MICHIGAN CENTRAL The Michigan Central Railroad is building a double track tunnel under the Detroit River connecting Detroit, Mich., and' Windsor, Ont. It will be operated electrically by direct-current locomotives, which were described in the Electric Railway Journal of June 19, 1909, page 1125. Six of these locomo- 33 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. r. tives of 1200 hp each will be delivered by March i, 1910. The tunnel and approaches will contain about 6.25 miles of single track equipped for electric operation. The progress made in the construction and equipment of the tunnel and approaches may be summarized as follows : With the exception of rodding the ducts and cleaning up, the construction of the approach tunnels is completed. The last section of the subaqueous tunnel was sunk Sept. 14, and on Oct. 15 an opening for passage from portal to portal was made. The work of placing the 20-in. ring of reinforced concrete in- side the forms is progressing rapidly, and if the present rate of progress continues the tunnel construction will be finished early in March. The electrical equipment is being installed as fast as condi- tions permit. The substation is nearing completion and the duct system follows closely the completion of the tunnel and yard work. Track bonding and the installation of the third- rail work are going forward on the Canadian side of the river and will be completed during the winter months. The placing of special ties in concrete in the approach tunnels has been started. The entire reconstruction and enlargement of the Detroit yards and the separation of the grades between Fifteenth and Twenty-fourth Streets is going forward rapidly, and such tracks as are needed for the handling of trains through the tunnel will be ready when needed. It is expected that the tunnel will be ready for regular operation by electric locomo- tives early in the spring. — SWISS ELECTRIC RAILWAY STATISTICS AT THE END OF 1907 The Swiss Government has just issued its railway statistics for the year ending 1907. There were then 36 street railways in operation with a total length of 402 km (249 miles), of which 31 meter-gage lines having a combined length of 261 km (162 miles) were served by electric apparatus only. The only 4 ft. 8^2-in. gage street railway reported in Switzerland is a 2.9 km (1.8 mile) line in Lucerne. The street railways car- ried 97,367,553 passengers and 181,561 metric tons of freight over 23,072,029 train-km (14,304,664 train-miles). Their total gross income was 12,313,430 Fr. ($2,376,492) and the total operating expenses were 9.455.353 Fr. ($1,824,874). These re- sults were obtained with 2848 employees, eight steam or elec- tric locomotives, 109 freight cars and 859 passenger coaches, of which 66t were motor cars. There were in service 42 interurban narrow-gage railways, of which 21 roads with a total length of 416.6 km (258.3 miles) were operated exclusively with electricity, while three others with a total length of 24.7 km (15.3 miles) used a mixed service with steam locomotives. All of the electric and mixed lines were of meter (39.37 in.) gage. The total length of the steam narrow-gage lines was 514 km (318.7 miles). The combined railways carried 11.317,588 passengers and 787,616 metric tons of freight over 5,586,722 train-km (3,463,768 train-miles). Their total gross income was 13,402,307 Fr. ($2,616,645) and the operating expenses were $8,527,102 Fr. ($1,645,731). The rack and pinion railways numbered 12 and totaled 97 km (60 miles) in length. Only three lines having a combined length of 16.9 km (10.5 miles) were all-electric and three more totaling 26.1 km ( 16.44 miles) were mixed steam and electric. The 12 roads carried 1,031,006 passengers and 69,989 metric tons over 302,538 train-km (187,573 train-miles). Their total gross income was 3,793, 781 Fr. ($732,200) and the operat- ing expenses were 2,026,505 Fr. ($391,115). The cable railways numbered 36 and had a total length of 31.66 km (19.63 miles), mostly of meter gage. Of these lines, 22 having a total length of 21.32 km (13.22 miles) were operated electrically. They carried 6,060,926 passengers and 163,698 metric tons of freight over 570,716 train km (353.833 train- miles). Their total gross income was 1,879,714 Fr. ($362,785) and the operating expenses were 1,049,889 Fr. ($202,628). RECENT WORK OF THE GERMAN STREET & INTER- URBAN RAILWAY ASSOCIATION BY A GERMAN ENGINEER The plan originally followed by the German Street & Inter- urban Railway Association to secure technical papers for its meetings was to assign the subjects which required investiga- tion to temporary committees. Later on, the association ap- pointed four permanent committees, among which all topics were divided. This method proved unsatisfactory because the number of committees was too small to permit thorough work, but a remedy was found in the appointment of subcommittees. The men selected for the subcommittee work are always those who have had considerable experience in the matters assigned to them, but before a subcommittee report goes before the asso- ciation it must be examined and approved by the parent com- mittee. This method has proved very satisfactory, because it insures a thoroughgoing report by specialists, and the recom- mendations can be moderated if necessary by the broader point of view of a second body. The subcommittee system has also created considerable enthusiasm for association work, because it gave a larger number of members a chance to participate actively. Still another good feature of the plan is that the sub- committee reports attract more attention and are apt to be more valuable when signed by individuals than if the work of a com- mittee. It was originally believed that the report of a single person would not be as unbiased as that of several men. This in a sense is true, but when a report has to be signed by several men with different ideas there is danger of its being a colorless compromise which provokes little debate. The committee method had also the great disadvantage in the German associa- tion of keeping out men of strong convictions who did not wish to see their personalities lost, or merged with the inferior work of others. The standing committees of the association now are : Committee "A," on organization and legal matters. Committee "B," on construction and operation. Committee "C," on electrical matters. Committee "D," on steam interurban railways. Committee "E," on miscellaneous city railway topics. The following statements summarize the work accomplished during the last two years of committees "B" and "C," which are those in charge of technical subjects connected with elec- tric railway matters: WORK OF THE COMMITTEE ON CONSTRUCTION AND OPERATION An idea of the importance of this committee may be gained from the fact that it discussed 15 topics, as follows: Rail specifications, standardization of rail sections, preparation and modification of the contract with the selling agency of the asso- ciated lamp manufacturers, rail corrugation, revision of the present ordinances relative to permissible braking distances, value of snow plows, co-operative buying of rails and other ma- terials, rolling stock serviceable for both track and trackless operation, switches with cleansing and drainage means, man- ganese rails and ties, tire shrinkage for car wheels, projecting fenders, noiseless paving such as wood and asphalt, sprinklers. RAIL SPECIFICATIONS AND STANDARDS The rail specifications were prepared particularly for rail- ways which are too small to employ engineers competent for that purpose. Up to the time of its adoption such lines were obliged either to buy what the rolling mills offered or to imitate without reason the practice of large railways with heavier traffic conditions. Conditions in Germany in regard to rail standards before this committee commenced its work were even worse than in the United States, for the "Phoenix" mills alone have been obliged to roll 129 different types of grooved rails to satisfy their customers. To terminate this condition the Ger- man association undertook a comparison of about 200 rail sec- tions which had been used in Germany under various traffic conditions for the past 10 years, and, as a result, has recom- January i, 1910.] ELECTRIC RAILWAY JOURNAL. 39 mended just four sections of straight track and four companion sections for curves. The lightest section is shown in the ac- companying illustration. The others are of the same general form, and the data concerning them appear in the following table. The suffix "a" refers to curved rails. TABLE OF APPROVED RAIL STANDARDS. Sec. Sec. Sec. Sec. Sec. Sec. Sec. Sec. 1. 1 a. 2. 2a. 3- 30- 4- 4a. 42.8 45-7 49.2 52-4 56.0 59-8 57-8 61.0 150 150 160 160 160 160 180 180 140 140 150 150 180 180 180 180 Thickness of web in mm. . 1 1 1 1 12 12 1 2 12 12 12 Width of groove in mm.. 3i 34 3i 34 31 34 3i 34 Depth of groove in mm.. 35 35 40 40 40 40 40 40 Width of head in mm . 47 47 51 51 56 56 56 56 Width of lip in mm 14 21 15 24 16 26 16 26 Moment of resistance in 208 215 251 259 299 307 342 356 It will be observed that the lightest rail recommended weighs 42.8 kg per m (about 85.6 lb. per yd.), although it has been customary for many roads to use rails weighing only 32 kg per m (64 lb. per yd.). A heavier minimum was adopted because experience had shown that the slight saving in metal was more than balanced by the increased cost of maintenance. Further- more, the committee rejected rails higher than 180 mm (7.1 in.), although some of the larger systems had been experimenting with rails 200 mm (7.8 in.) high. On this point the com- mittee was of the opinion that the lower rail was ample for ordinary stone paving and that from the standpoint of main- tenance the higher rail had not proved so superior when set in concrete foundations as had been expected. In high rail Typical German Standard Rail Sections for Straight and Curved Track work with asphalt foundations it had been found that the cost of the extra concrete and the heavier expense involved in removing it at the time of renewals amounted to more than the reduction in the repairs of loose rails. Many roads in Germany have in the past followed the practice of using for the outside rail on a curve a rail with a shallow groove (8 mm or 0.31 in.) so that the outer wheel runs on its flange instead of its tread. This reduces the wheel slippage as it increases the effective diameter of the outside wheels and has been employed successfully for 10 years by such large sys- tems as that of Hamburg, where not a single derailment has occurred from this cause. The original groove depth in Ham- burg was 8 mm (.31 in.), but the standardization committee has recommended that users of this method employ a depth of 10 mm (.39 in.) to be on the safe side. In future the railways will build up their curves either of two similar standard wide- groove rails or of a wide-groove rail for the inner side and a flat-groove rail for the outer side. It may be mentioned here that the committee also recommended four standards for the JIaarman or two-part girder rail, which are quite popular in Germany. MISCELLANEOUS TOPICS The committee on structures and operation broadened its contract with the associated lamp manufacturers to include the new metallic filament lamps. Under this agreement a rebate of 25 per cent is made to all railways which buy their total annual supply through the common sales agency. Following the method pursued in the purchase of rails, specifications were drawn up for buying copper wire, but the committee complains that the wire syndicate refuses to accept the minimum require- ments laid down. Corrugation, of course, has been a prominent subject with this committee. It has now entered into an agreement with the International Street & Interurban Railway Association and German rolling mill interests whereby all concerned will share the expense of determining whether corrugation is due to the composition or the rolling of the rail. It is agreed that the rail makers will conduct mill and laboratory tests ; that the German and the International railway associations will pay the greater part of the market price for the rails tested, and that the ex- penses of installation will be borne by the companies operating over test tracks. Arrangements have been made to conduct the roadway trials in Berlin, Hamburg, Cologne, Dresden, Diisseldorf, Essen, Munich, Nurnberg, Leipsic and Frankfort. The proposal to use manganese rails owed its origin to the belief that corrugation was caused by hard wheel-tires running over the softer rail. On conferring with the rail manufac- turers, the committee learned that even a trifling percentage of manganese would involve great difficulties in rolling. Hence this subject has been closed for the present. The subject of snow plows has received little attention as snowstorms in Germany rarely are as severe as in Canada and the northern part of the United States. During the past eight years several German railways have been interested in the development of a vehicle capable of operating over railway tracks as well as the highway. The Hanover company, for example, desires such a vehicle to bring produce into the city without reloading. No satisfactory method has yet been devised for this purpose, but the com- mittee is trying to persuade car and wagon makers to study the problem, owing to the large field there would be for the sale of a successful type. The necessity for finding a standard tire shrinkage was brought about through disagreements between the wheel makers and wheel users. The committee found that the most common shrinkage allowance to avoid loose tires was 1 mm (.039 in.) for wheels of 600 mm to 800 mm (23.6 in. to 31.4 in.) diameter, but several companies have gone up to 1.5 mm (.058 in.) with- out serious results. The fender question was revived by the Hamburg-Altona Railway, which presented for wider adoption a fender devised on its own lines. The committee investigated this device and concluded that it presented no novelties or unusual efficiency. The committee was pleased to receive from several municipal railways data confirming the complaints made by privately owned lines against the expense of asphalt paving. It is hoped that this evidence from unprejudiced sources will help the com- panies in their campaign against asphalt. Wood paving blocks have not yet been used in Germany. REPORT OF THE COMMITTEE ON ELECTRICAL EQUIPMENT The committee on electrical equipment confined itself to the discussion of interpole motors, main circuit fuses and oxydized aluminum wire. The study of electrolysis was also continued by this committee in co-operation with the German Electro- technical Society and the German Gas & Water Association. Measurements have been made in Braunschweig, Cassel, Nurn- berg, Benthen, Diisseldorf and Warsaw (Russian Poland). When the experiments are completed, the test commission will prepare a specification covering the installation of return cur- rent circuits. GROWTH OF THE ASSOCIATION The German Street & Interurban Railway Association was founded in iHqo at Munich with 38 member companies. The membership now numbers 128 out of 172 street railways and 64 out of 137 interurban railways in Germany. During the first eight years the administrative work of the association was in the hands of the Hamburg Street Railway Company after which it was turned over to the Great Berlin Street Railway Company. The latter company is still in charge. 40 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. INTERURBAN PROGRESS IN THE CENTRAL STATES WITH ACCOMPANYING MAP Electric railway construction in the Central Western States has not been at a standstill in 1909. Some work of importance has been carried out in each State within the territory shown on the accompanying map. The new mileage in several instances was composed of connections of more than passing interest. Groups of electric railways have been united, and to-day, as compared with a year ago, it not only is possible to make longer trips over unbroken electric routes, but it also is easier to travel "the electric way," because of the excellence of the "through limited" cars now operated. Ambitious plans have been announced for new fast through lines and some existing systems have greatly improved their roadbeds with a view to shortening the schedule time over existing routes. This de- velopment of through long-distance service becomes more im- portant with each added line in the already vast network of electric railways which covers the Central States. How farreaching the electric railways are and how thor- oughly they have linked the population centers can best be appreciated by a study of the map of interurban roads in the Central States which accompanies this issue. The original drawing from which the engraving for this map was made is owned by The Arnold Company, Chicago, 111. This year, as in the past, the new lines and those under con- struction or recently proposed are shown on the map. The in- formation added has been checked with the track and roadway items as published from week to week in the news department of the Electric Railway Journal. Special care has been taken in revising the map, but on account of the wide scope of the territory there may be some errors of location ; and if such are observed this paper will greatly appreciate any advice that may assist in making more complete its records of new con- struction. One who studies the trend of interurban growth from year to year will note that in Ohio and Indiana the existing large mileage so well fulfills the needs of the territory that the annual additions to that mileage are mostly extensions and connec- tions, rather than new construction of independent roads. Several projects in Illinois, in addition to the Illinois Traction System, are striking out across country and promise to be- come extensive lines similar to their forerunners in Ohio and Indiana. In the States between the Mississippi and Missouri Rivers the interurban railway systems are few in number, but the program for 1910 announces the construction of several long lines extending from the larger population centers into new territory. Referring particularly to the projects in the several States it is found that in Ohio the Cleveland, Southwestern & Colum- bus Railway, during the last week of February, 1909, inaugu- rated service on its important Seville-Ashland-Mansfield exten- sion. This line, 42 miles in length, joins the interurban net- work near Cleveland with the lines radiating from Columbus and offers a new through route from Cleveland to Columbus by way of the Cleveland, Southwestern & Columbus from Cleve- land to Mansfield ; the Ohio Central Traction Company from Mansfield to Bucyrus, and the Columbus, Delaware & Marion from Bucyrus to Columbus. The roadway construction of the Mansfield-Seville division follows the latest design. One fea- ture of particular interest is the type of substation construc- tion, employing metal lath and concrete for structural ma- terials in buildings 70 ft. long by 16 ft. 8 in. wide. Service recently has been inaugurated over the lines of the Cleveland, Southwestern & Columbus Railway between Cleve- land, Mansfield and Bucyrus. The route is 116 miles long and three limited trains daily now cover the distance in 4 hours and 30 minutes. These trains connect at Bucyrus with those of the Columbus, Marion & Bucyrus Railway operating to Columbus. The railway companies owning this through route are said to be planning a fast limited service for the 170-mile run between Cleveland and Columbus. The Ohio Electric Railway opened its electric service be- tween Lima and Defiance late in December. This line for- merly was operated by steam, but it has recently been re- ballasted, and with the completion of new concrete culverts, steel bridge spans and the erection of overhead lines, regular interurban service on a three-hour headway was inaugurated. One year ago the Ohio Electric Railway had completed its 72- , mile Lima-Toledo division, but had not entered the city of Toledo. An excellent roadbed has been built on private right- of-way to a new terminal station within a few blocks of the hotel district in Toledo, and through passenger and express service is now operated to and from this terminal. Early in the year the Youngstown & Ohio River Railway Company completed its line from Leetonia to East Liverpool and traffic arrangements were made jointly with the Youngs- town & Southern Railway for the operation of through cars from Youngstown to East 'Liverpool. Some of the longer routes of electric travel in Ohio now available are from Cincin- nati through Dayton, Springfield and Lima to Toledo over the Ohio Electric Railway; from Dayton through Lima and Find- lay to Toledo over the Western Ohio route, and from Columbus to Cleveland by way of Marion, Bucyrus, Mansfield and either Norwalk or Seville, as earlier mentioned. In addition to these there is an unbroken electric service over the older high-speed lines of the Lake Shore Electric Railway from Toledo to Cleve- land, and over the Cleveland, Painsville & Eastern to Ashtabula, thence over the Pennsylvania & Ohio to Conneaut, and over connecting lines in Pennsylvania and New York to Buffalo and the larger cities along the route of the New York Central & Hudson River Railroad. A passenger may also travel from Cleveland to Wheeling, W. Va., or Pittsburgh, Pa., by electric lines. In Michigan two important connections have been made during the past year. The Saginaw & Flint Railway on Feb. 22 opened service on its line from Saginaw to Flint where con- nection is made with the through service of the Detroit United Railway to Detroit. The connection of the Detroit United system from Detroit to Flint with the Saginaw & Flint line, and the existing Saginaw & Bay City line, makes possible through electric travel northwest from Detroit 125 miles to Bay City. The Michigan United Railways Company recently com- pleted an important line connecting its Kalamazoo-Battle Creek- Jackson division with its Lansing-St. Johns division. The new line is 37 miles long and was constructed closely in accord with the standards which were followed in building the Jackson- Battle Creek line. Current is distributed to the cars through a 60-lb. third rail supported on vitrified insulator blocks. Limited cars will make the run between Lansing and Jackson in one hour and there connect with the limited trains of the Detroit United Railway, which give service between Jackson and Detroit. The running time between Detroit and Lansing will be 3 hours and 45 minutes for the 113 miles. Considered broadly, the most important electric project in Michigan is that of the Detroit River tunnel of the Michigan Central Railroad, which is referred to in the summary of heavy electric traction projects on page 37 of this issue of the Electric Railway Journal. In Indiana the one break in the otherwise continuous chain of electric railways between Wisconsin and Central New York is rapidly being closed. This break is found in the line of the Winona Interurban Railway between the towns of Mentone and Akron, in the north central part of the State. A recent item in the Electric Railway Journal stated that cars were operating over a 10-mile section at the southern end and a 12-mile sec- tion at the northern end of the 44-mile section which intervened a year ago. On the remaining 22 miles the grading is largely completed and rails are being laid. It is expected that through cars will be in operation by Feb. 1. This link will make pos- sible through electric travel between Indianapolis and Chicago and will complete the electric route from Wisconsin into the State of New York. Arrangements have been completed for opening the first section of the Indianapolis, Newcastle & Toledo Railway and the January i, 1910.] ELECTRIC RAILWAY JOURNAL. 41 larger part of the construction work between Indianapolis and Newcastle has been finished. This section is about 45 miles long and as originally promoted was intended as part of a through route between Indianapolis and Toledo, running north- east from Newcastle. During the early part of the year the connection between the western end of the Chicago, Lake Shore & South Bend Railway in Indiana and Pullman on the Illinois Central Railroad in Illinois was completed. For some months through fast service has been operated by this road between Chicago and South Bend, the electric cars connecting with the Illinois Central suburban express trains at Pullman. A pas- senger from Chicago to South Bend taking a suburban express train on the Illinois Central road to Pullman, 14 miles, and there changing to a limited car of the "South Shore Route" running east to South Bend, 76 miles, may make the 90-mile trip in 2 hours and 57 minutes. The running time for the first 14 miles on the Illinois Central Railroad is 36 minutes and for the 76 miles to South Bend on the electric line is 2 hours and 17 minutes. In Illinois the most important electric railway project which has been under construction during the past year is the St. Louis terminal of the Illinois Traction System. This company is spending $6,500,000 in building an entrance into St. Louis, Mo. The project includes the construction of a bridge over the Mississippi River, which, with its approaches, will be about 2 miles long. On the Illinois side a double-track line connects the eastern approach to the bridge with the main line of the Illinois Traction System. On the Missouri side a double-track route 2.5 miles long, partly through the streets of St. Louis and partly on private right-of-way, connects the western approach to the bridge with the large terminal station property located within one block of the commercial center of the qity. This double-track entrance into St. Louis has been completed and awaits the erection of two more spans of the Mississippi River bridge before service can be inaugurated. Other important work carried out by the Illinois Traction System during the past year has included the construction of high-speed belt railways from 3 to 5 miles long around the cities of Edwardsville, Springfield and Decatur. With the completion of these belt lines it will be necessary to haul long freight trains over the city streets, and the through passenger schedules may" be shortened. A year ago the plans for the northern extension of the Illinois Traction System toward Chicago had not been announced. During the past 12 months construction work has been com- pleted on one section of the through line which the Illinois Traction System eventually will operate between St. Louis and Joliet or Chicago. It has been announced that the northern extension of the through line now operating from St. Louis though Springfield and Lincoln to Mackinaw, 157 miles north, will soon be extended through Eureka to Streator, about 35 miles. A recently completed section from Streator north to Ottawa will connect the new line with the east and west line of the Chicago, Ottawa & Peoria Railway, which is being built to Morris, 20 miles distant from Joliet. The latter line is under the same management as the Illinois Traction System. From Joliet Chicago may be reached over three existing electric routes. Announcement recently has been made that the in- terests which control the Joliet & Southern Traction Company will build a high-speed electric line from Joliet to connect with the Metropolitan West Side Elevated Railway, which will furnish an entrance into Chicago for the intcrurban cars of the new line. The Rock Island Southern Railway has just completed track laying for its 40-milc line between Rock Island and Monmouth, 111. This new road does not parallel any steam railway for more than a short distance and will give transportation facilities to rich coal fields not yet fully developed. The road has been designed for handling heavy traffic and it is expected that elec- tric passenger car operation will be begun early in iojo, while freight trains will be handled for a limited time by steam locomotives. A new third-rail line has been built from Wheaton 11 miles directly west to Geneva, 111. This road connects at the eastern end with the Elgin-Chicago division of the Aurora, Elgin & Chicago Railway, and at Geneva with the Fox River division of the same road. The construction standards of the Aurora, Elgin & Chicago third-rail line were followed and that com- pany is operating the train service. The Aurora, Rockford & DeKalb Electric Traction Company until recently has operated its 30-mile line between Aurora and DeKalb with gasoline motor cars. Trolley wire is now being strung along the route and two substations are under con- struction. These substations will receive power from the Batavia generating station of the Aurora, Elgin & Chicago Railway and electric service will shortly be inaugurated between Aurora and DeKalb. RECEIVERSHIPS AND FORECLOSURE SALES During 1909 a total of 22 electric railway properties went into the hands of receivers. They involved 558 miles of track and a total outstanding capitalization of $52,287,200, of which $22,325,000 was in bonds and $29,962,200 in capital stock. The Illinois Tunnel Company was omitted from the list for the reason that this subway road, although op- erated electrically, carries no passengers. A list of the receiverships follows: RECEIVERSHIPS. Miles of Outstanding Outstanding Company. track. bonds. stock. Albany & Hudson R. R 47 $1,850,000 $1,750,000 Angelo Power & Traction Co 2 P>eaumont Traction Co 12 500,000 600,000 Buffalo, Lockport & Rochester Ry 60 3,685,000 4,000,000 Burlington County Ry 15 475,000 484,000 Chicago & North Shore Street Ry 675,000 650,000 Columbus, Delaware & Marion Ry 58 915,000 3,000,000 Columbus, Marion & Bucyrus R. R 20 500,000 500,000 Consolidated Railway & Power Co 4 60,000 Holmesburg, Tacony & Frankf'd Elec. Ry. 17 400,000 750,000 Indianapolis, Crawfordsville & Western Traction Co 45 1,500,000 1,500,000 Manistee Light & Traction Co 10 600,000 1,000,000 Meadville & Conneaut Lake Traction Co. 29 1,100,000 1,000,000 Montgomery County Rapd Transit Co.... 8 400,000 300,000 North Shore Street Ry Norwich & Westerly Ry 24 750,000 668,200 Ocean Shore Ry 53 2,800,000 5,000,000 Philadelphia, Bristol & Trenton St. Ry... 21 650,000 1,000,000 St. Francois County Ry 14 125,000 300,000 Southern Colorado Power & Ry 21 1,000,000 1,000,000 Southwestern Street Ry 16 400,000 400,000 Washington, Baltimore & Annapolis Electric Ry 82 4,000,000 6,000,000 Totals 558 $22,325,000 $29,962,200 The foreclosure sales during 1909 involved 21 properties operating 488 miles of track. The outstanding securities on these properties aggregated $43,439,700, of which $21,174,000 represented bonded debt and $22,265,700 capital stock. The Norfolk & Southern Railway was not included in the re- turns, as it is primarily a steam property, although operat- ing 48 miles of track by electricity. Some properties which have been in financial difficulties were reorganized without foreclosure proceedings. The foreclosure sales were as fol- lows : FORECLOSURE SALES. Miles of Outstanding Outstanding Company. track. bonds. stock. Albany & Hudson R. R 47 $1,850,000 $1,750,000 Anderson Traction Co 18 163,000 Angelo Power & Traction Co 2 Auburn & Turner R. R 13 125,000 100,000 Conneaut & Erie Traction Co 30 1,087,500 800,000 Danbury & Harlem Traction Co 16 319,500 320,000 Dayton & Xenia Traction Co 51 800,000 800,000 Denton Intcrurban Railway & Power Plant Co. 3 Erie, Cambridge, Union & Cony Ry 42 1,000,000 1,000,000 Gainesville Electric Ry 8 250,000 300,000 Gettysburg Transit Co 9 ioo.ooo 100,000 300,000 200,000 390,000 300,000 90,000 25,000 Las Vegas Railway & Power Co 5 Meadville & Cambridge Springs St. Ry... 16 Miami Electric Co 3 Mineral Wells Electric System 6 Missouri Water, Light & Traction Co.... 5 Philadelphia, Iliistol & Trenton St. Ry... 21 I'm I h i vis Electric Light, Power, Gas & R. R. Co 4 Tarrytown, White Plains St Mamaroneck Hy 24 300,000 300,000 Toledo Urban & Inlei urban Ry 71 810,000 761,700 Virginia Passenger & Power Co 94 13,007,0011 14,096,000 100,000 650,000 1,000,000 95,000 1 50,000 Totals 488 $21,174,0011 $22,265,700 42 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. i. PAY-AS-YOU-ENTER CARS FOR BALTIMORE Beginning with the first day of the new year, the United Railways & Electric Company, Baltimore, Md., is instituting a pay-as-you-enter service, with its Pennsylvania Avenue line as the pioneer. The company has provided for this purpose 32 Brill semi-convertible cars with 30-ft. 8-in. bodies, which have been altered under license of the Pay-As-You-Enter Car Corporation by A. T. Clark, superintendent of shops. Pre- vious to the actual operation of the cars the Baltimore com- pany has been conducting a vigorous advertising campaign weakened. On the contrary, the results would justify one in saying that the cars were materially strengthened. When the cars were brought to the shops they were stripped of con- trollers, circuit breakers and other electrical parts; also of the side panels, hoods, vestibules, dashers, brake shafts, plat- forms, outside platform knees and supporting angle iron for knees, double sliding doors, together with the inside end wall finish and longitudinal seats on the motorman's left-hand side. The first alteration consisted in replacing the outside platform knees with longer ones, the angle-iron supports formerly used being put back. The center platform knees were spliced Baltimore Pay-As-You-Enter Cars — Side View under the direction of W. A. House, president, and T. A. Cross, general manager. The Baltimore newspapers have also lent their news columns for the same object. In one interview Mr. House is quoted as strongly indorsing the pre- payment cars because of the greater comfort and safety which they will afford to the riding public. The Baltimore car-- embody several special features, as will appear from the fol- out g'A in. The former crown-pieces were put back and the flooring was laid and stripped. The dasher, dasher post and dasher rails were all used again, but the steps were lengthened to suit the altered platforms. The original malleable iron step hangers were retained, and a new wooden tread, with Uni- versal safety treads, was substituted. The hoods were used again by splicing in a neat and substantial manner jl/2 in. to Baltimore Pay-As-You-Enter Cars — Rear Platform lowing description of the alterations and from the accompany- ing cuts. Briefly, the alterations consist of lengthening the platforms from 5 ft. to 5 ft. gl/2 in. and arranging the end walls of the cars with a pair of narrow sliding doors and a single swing- ing door. The cars lent themselves extremely well to these alterations, as none of the vital parts of the construction was Baltimore Pay-As-You-Enter Cars — Door Arrangement in End Bulkheads each end of the hood bow, and the hood boards lengthened accordingly. When completed it is almost impossible to tell where the hood has been altered, and, in fact, its appearance is identical with that of the original hood in all except length. The brake shafts were moved 1 in. closer to the dasher. The platform was divided into two parts by vertical and horizontal railings, the horizontal railings being arranged as a January i, 1910.] ELECTRIC RAILWAY JOURNAL. 43 barrier to keep the entering and leaving passengers from coming into conflict and to make a suitable location for the conductor and the fare box. The box can be removed from the rail by unlocking the padlock and carrying to the other end of the car. On the motorman's platform the horizontal railing is raised out of the way by sliding it upward close to the hood. The company's standard lazy tongue gates are installed on both platforms as illustrated. It will be observed that passengers alighting from the motorman's platform leave on the near side of the vertical step rail, the other half of the platform being kept closed by a gate. This feature tends to prevent the motorman from being jostled by departing pas- sengers. The alterations to the end wall of the cars were entirely upon the motorman's left-hand side of the car. The head- piece and end sill were mortised to receive the posts forming the narrow center bulkhead between the double sliding doors and the swinging door. The narrow end lining was attached to this bulkhead, and both were braced by using a iVS-in. x 2^4-in. x 5/r6-in. angle iron, which also forms a pocket for the sliding door. The narrow bulkhead has a narrow sash with double thick glass, and the inside lining also has the same kind of sash, arranged to swing. The swinging door. Baltimore Pay-As-You-Enter Cars — Front Platform which is arranged to swing inward from the corner post, to prevent passengers from falling into the street, was made by using the former sliding doors, but placing wider stiles upon them. For the double sliding doors new, narrow doors are made. As the swinging door was located in the corner of the car, the longitudinal seat on this side was cut on a line with the first side post, and that section of the car between the corner post and the first side post was furnished with a seat arranged to drop when this end of the car is at the rear. This change required special treatment of the cable, cable box and sand box. The last item is beneath the car, and is filled from an opening in the car floor. The location of the swinging door in the corner necessitated the removal of the semi-convertible feature between the corner post and the first side posts on this side. The whole appearance of the interior was made to conform to its original lines, so that the cars as completed present a finished appearance and do not show to the average eye where the alterations have been made. The cables and circuit-breaker heads were spliced out to suit the longer platforms, but otherwise there was no change to any of the car wiring. The cars were carefully overhauled and painted, and the brass trimmings and other fittings were polished and lacquered. The painting, striping and lettering were made to accord with the railway company's standards. The wording "Pay as you enter" and "Please have exact fare ready" occurs on the outside panels, upon each side of the car in the lower corner. The glass in the upper vestibule sash on the motorman's right-hand side has the wording "Pay as you enter" in black letters on ground glass. The cars were equipped with special Brill fare-boxes. The registration device is not contained in the fare-box, but is cared for by Inter- national registers. One register rod passes through the car from end to end, with an outside connection to enable the conductor to operate from the rear platform the register in the front of the car. As the cars are equipped for double-end operation, this arrangement is duplicated at the other end of the car. The cars are mounted upon Brill 27 GE-i trucks, have four Westinghouse No. 101-B motors, and are equipped with West- inghouse Traction Brake Company's S. M. E. brake equip- ments. Each car has 14 transverse rattan seats of Hale & Kilborn manufacture, besides the corner seats. The cars are also equipped with Hunter illuminated signs. The total weight of a car with its equipment is 54,500 lb. RESULTS ON ENGLISH ELECTRIFIED STEAM ROADS At a meeting of the Institution of Civic Engineers held in London, Nov. 9, papers were presented on three of the elec- trically equipped steam roads in England. The titles of these papers were : "The Single-Phase Electrification of the Hay- sham, Morecambe and Lancaster Branch of the Midland Rail- way," by J. Dalziel and J. Sayers ; "The Equipment and Working Results of the Mersey Railway Under Steam and Under Elec- tric Traction," by J. Shaw, M. Inst. C. E., and "The Effect of Electrical Operation on the Permanent-Way Maintenance of Railways, as Illustrated on the Tynemouth Branches of the North-Eastern Railway," by C. A. Harrison, D. Sc., M. Inst. C. E. An article on the road described in the first paper was pub- lished in the Electric Railway Journal for July 4, 1908. The authors of the paper state that the choice of this particular section of the line for a more or less experimental electrification was partly due to the fact that it could be worked from an existing power-station at Haysham. Though the traffic is light it is long-hour throughout the year, and, consequently, is ex- pensive to work by steam, so that there was scope for saving in working expenses; the summer traffic is heavy and liable to congestion, two of the stations being terminals, and there is a considerable local traffic between Morecombe and the third station, Lancaster, which tends to congest the main-line trains. The operation with electric cars is very similar to that with locomotives. The motor cars haul daily trains having a total weight of 190 tons, which is 125 per cent over the load originally specified to the contractors. The paper reviews the points in which single-phase apparatus is sometimes alleged to be unsuitable, namely, high-speed schedule, frequent stops, suburban and interurban traffic with high acceleration, etc., and then states that the apparatus is equally as capable for such service as direct-current apparatus, that the weight of the single-phase train is only a very small percentage greater than that of corresponding direct-current trains, and that the energy consumption is appreciably less. The paper concludes by giving details of the results in service of the equipments, an indica- tion of the probable cost per train-mile of such service, detailed notes of the mileages accomplished and lost by defects, a note as to the development, cause, results and steps taken to remedy and obviate such defects, and detailed figures as to the amount of cleaning, repair and attention required; also, where possible, the mileage life of the various wearing parts, including bows, commutators, brushes, bearings, contactor contacts, wheel-tires, etc. The Mersey Railway runs under the Mersey River and joins Liverpool with Birkenhead. It was described in the Street Railway Journal for April 4, 1903. The electric service was inaugurated in May, 1903, The traffic conditions call for train service of 19V2 hours per day, with a peak-load for a few hours in the morning to Liverpool, and another peak load for a few 44 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. hours in the evening in the reverse direction. During steam . working the peak was met by increasing the number of trains in service, and, under electric working, the peaks are met by increasing the number of cars per train, keeping the interval between the trains constant throughout the day. The road is operated by direct current with four-car or five-car trains with a motor car at each end during heavy traffic and with trains of one motor car and one trailer in light traffic. The electro- pneumatic system of control is used. Electricity is also em- ployed for elevators, pumping and ventilation. The authors give some interesting statistics in regard to cost of operation. With electric traction i lb. of fuel, costing 8s. od. ($2.10) per ton, moves 1 ton of load 2.29 miles at an average speed of 22J4 m.p.h. ; whereas, with steam, the same weight of fuel, cost- ing 16s. ($3.84) per ton, moved the same load 2.21 miles at an average speed of 17% m.p.h. As regards the life of rails under the two systems, the average rolling load over the track before the rails require renewal has been increased from 32,000,000 tons to 47,500,000 tons. The average speed, including stops, has been increased from 15.6 to 19.9 m.p.h., and the number of ton-miles per annum from 43,000,000 to 67,000,000, while the total ex- penses per ton-mile, after allowing for the interest on the addi- tional capital for electrical equipment, have been reduced from o.344d. (0.688 cent) to o.292d. (0.586 cent). In the half year ending June 30, 1908, the number of passengers carried was more than twice as many as in the last half-year of steam work- ing (ending Dec. 31, 1902) and more than 2^2 times as many season tickets were issued; the seat-miles run per passenger showed a decrease of 30 per cent, and the passenger receipts per seat-mile an increase of 26.5 per cent, while the ratio of ex- penses to receipts decreased from 95.3 per cent to 69.8 per cent. The following financial statistics were also given: Electric. Steam. Pence. Cents. Pence. Cents. Locomotives and carriage departments per ton-mile 0.089 0.178 0.117 0.234 Maintenance of track 0.0089 0.0198 0.0208 0.0416 Costs of hydraulic lifts per lift-mile.. 30.1 60.2 85.2 170.4 Total cost operation and maintenance . 0.152 0.134 0.238 0.476 Total cost of operation including gen- eral expenses, but exclusive of in- terest on additional capita! for electrification 0.24 0.48 0.344 0.688 The third paper relates to the equipment of certain branches of the Northeastern line which were put in service July 1, 1904. The total length of electrified line, including sidings, is 75 miles, and the average distance between the station stops is 1 J4 miles. A third rail, at 600 volts, and a fourth rail for the return are used. The paper says that the wear on track, al- though greater under electric traction on frogs and crossings, is only slightly increased on tangents. The capacity of the / passenger station at Newcastle has been greatly increased as the time for dispatching and reloading the train has been reduced to 2 minutes. With steam trains four platforms and eight signal operations were required, but with the electric trains only two platforms and four signal operations are needed. The running time has also been reduced. The paper gives an esti- mate of the annual cost of renewals, with a table, and concludes by stating that it would have been impossible to carry by the old steam service the number of passengers that are now be- ing conveyed on the Tynemouth lines with the electric service. At the September, 1909, convention of the German Street & Interurban Railway Association, Arthur Busse, chief engineer of way and structures, Grosse Berliner Strassenbahn, presented some figures on the costs of the proposed corrugation study. He estimated the total cost at $6,250, of which $1,250 to $1,500 will cover special steels ; a like amount will cover extra ex- penses at the foundries, and the balance will be required for the chemical and physical analyses to be made by Dr. Puppe, who has been selected by the railway and rolling mill interests. The railway using the test rails will buy them at the regular prices. The test expenses will be borne as follows : $1,250 from the German Street & Interurban Railway Association ; $1,500 from the foundries and rolling mill interests ; $4,250 from several electric railways. The International Street & Inter- urban Railway Association will be asked to contribute $1,250. HEARINGS ON OPERATION OF SIDE-DOOR CARS IN SUBWAY AND ON LIGHTING Two hearings were held before John E. Eustis, of the Public Service Commission of the First District of New York, on Dec. 24, 1909, to consider the subjects of the operation of side- door cars in the subway and the lighting of the stations and track. Frank Hedley, vice-president and general manager of the Interborough Rapid Transit Company, and Theodore L. Waugh, of counsel, represented the Interborough Rapid Tran- sit Company. E. G. Connette, chief of the transportation bu- reau of the commission, and several engineers of the commis- sion were called as witnesses for the commission. G. H. Backus represented the commission as counsel at the hearing on the operation of the side-door cars, and H. H. Whitman rep- resented the commission as counsel at the hearing on lighting. The hearing on the side-door trains and cars was held first. Mr. Connette, who was called as the first witness, said that 15 trains, each composed of eight side-door cars, were being oper- ated by the company, and that 27 side-door trail cars were used to complete the equipment of the other express trains. The side doors of the trail cars of the mixed trains were not oper- ated, however. Approximately half of the side-door trains were withdrawn from service during the middle of the day so as to start them on their runs together to handle the evening rush. Mr. Connette thought it unnecessary to withdraw the trains from service for more than an hour or two, and was of the opinion that the side-door trains should be alternated with others. He had found the average saving in time of stops at stations to be 12 seconds with the side-door trains. Mr. Hedley said that fewer trains could be run past a given point during the half-hour rush when the side-door trains had been alternated with the others. The company was opposed to operating the side doors in the trains composed of side-door trail cars and end-door motor cars because it would increase the accident hazard. The expense of installing on the mixed trains the automatic signal system in use on the trains with all side doors would not be justified. The company had expected long before now to have the full complement of side-door cars in operation, but it had been unable to secure the equipment from' the builders. Beginning about Feb. 1, 1910, the company ex- pected to receive side-door motor cars at the rate of two a day, and by April 15 all the nondescript trail cars would be ab- sorbed. The company should not be required to operate the side doors on the elevated portion of the line in the outlying sections where traffic is light. The hearing was then closed. At the hearing on the lighting of the stations and track an expert witness was introduced who testified to the illumination of the Brooklyn Bridge station. Two members of the en- gineering staff of the commission testified that the roadway was lighted sufficiently well to make it possible to walk the track without danger, but that inspections could not well be made with the present lights. Mr. Hedley suggested that a commission of three disinter- ested laymen be secured to consider the station lighting from the standpoint of the public and make recommendations in re- gard to specific stations which they deemed to be insufficiently lighted. Lamps of 10 cp each are spaced about 30 ft. apart along the track, and are so shaded with reflectors as to prevent the light from affecting the vision of the trainmen. The sub- ject of lighting the roadway had been very carefully considered by Mr. Hedley and W. Barclay Parsons, engineer to the Rapid Transit Commission, and the present system was adopted as best fitted to the requirements. Any increase in the lighting would make it more difficult for motormen to distinguish sig- nals and tail lights, and would thus decrease the efficiency of these safeguards. A bank or banks of lamps could be easily installed for making repairs and for inspections. ' Mr. Connette agreed with Mr. Hedley about the lighting of the roadway, and said that nothing should be done that would' in any way tend to decrease the efficiency of the signals and' tail lights. January r, 1910.] ELECTRIC RAILWAY JOURNAL. 45 THE BRILL PRIZES FOR SENIOR THESES The J. G. Brill Company has announced that it will repeat this year the offer of prizes for essays on car design. These prizes are offered to the senior students of the colleges, univer- sities and technical schools of the United States, who will be graduated in 1910, and the subject selected this year is "The Design of an Electric Railway Car for City Service." The following is taken from the announcement of the company : "The authors of the three theses which in the estimation of a jury shall be considered most meritorious pf those sub- mitted shall receive respectively in order of merit for their work: (1) The sum of $250 and the John A. Brill gold medal; (2) the sum of $150; (3) the sum of $100. "Each thesis will be judged: (1) On its technical merit; (2) on the manner in which the subject is presented. "A jury of three, consisting of a member of the American Street & Interurban Railway Association, the editor of the Electric Railway Journal and the vice-president of The J. G. Brill Company, will decide the relative merits of the theses. "Three copies of each thesis must be submitted in order to be considered. Each copy shall be typewritten or printed on stand- ard size, 8y2 in. x 11-in. sheets. All accompanying tracings, black and white prints or blue prints shall be of corresponding size or of such shape as to be conveniently folded to that size. "A thesis to be eligible for any one of the prizes need not be prepared especially for this contest. It may be the same thesis which is submitted in connection with senior graduating work; but it shall be the work of a duly accredited student of a college, university or technical school and shall conform to the require- ments of the competition. "All theses to be considered must reach the office of The J. G. Brill Company on or before July 15, 1910; shall be sent by registered mail flat (unrolled and not folded) and packed in such a manner as to insure their delivery in good condition. They shall be addressed to the Technical Department, The J. G. Brill Company, Philadelphia, Pa. "No thesis shall bear on the text pages or other parts sub- mitted to the jury any mark which might inform any member of the jury as to the name and address of the contestant. But each thesis shall be accompanied by a sealed envelope contain- ing the name and address of the contestant and a certificate or statement from the authorities of the college, university or school at which he is a student to indicate that he is properly qualified as a regular student to enter the contest. The en- velopes will be numbered consecutively in the order of the re- ceipt of the theses, a corresponding number being attached to each thesis and the envelopes preserved for reference until after the jury has made its decision. "The announcement of awards will be made at the time of the annual convention of the American Street & Interurban Railway Association in October. A copy of the announcement will be sent to the author of each thesis submitted. "A copy of each thesis, after the completion of inspection by the jury and the announcement of awards, shall become the property of The J. G. Brill Company, and a copy shall also be- come the property of the American Street & Interurban Railway Association. "Additional copies of this circular or any further information which may be necessary regarding the conditions of the contest or manner of awards may be had from Technical Department, The J. G. Brill Company, Philadelphia, Pa. "Philadelphia, Pa., Dec. 15, 1909. "The Brill thesis contest was inaugurated in 1908 and the award of prizes was made in 1909 to the following: First prize, Charles T. Ripley, University of Illinois; second prize, Victor D. Dressncr, Brooklyn Polytechnic Institute; third prize, Robert T. Pollock, Worcester Polytechnic Institute. Mr. Ripley also won the John A. Brill medal given willi the first prize. "The contest is designed to interest the best class of students of the colleges of the United States in the attractive field for personal endeavor, scientific research and substantial reward which electric railway work offers. "In addition to the intrinsic value of the prizes and the intro- duction which the winners of the prizes secure through the publication of their names in the technical journals of the country, the names of the winners are announced before the annual convention of the American Street & Interurban Rail- way Association and a copy of each of the winning theses be- coms the property of the association, and is kept on file by the secretary. , "Contestants are at liberty to consult with their professors, electric railway officials and others, regarding the various phases of car construction and the factors which affect car design, and are invited to visit any of the Brill plants to study manufactur- ing methods. The actual preparation of the thesis, it is ex- pected, will be the work of the contestant, and as far as possible the thesis should represent the ideas of the contestant." PROGRAM OF 1910 CONVENTION OF INTERNATIONAL STREET & INTERURBAN RAILWAY ASSOCIATION The program for the 1910 convention of the International Street & Interurban Railway Association has just been made public. This meeting will be held in Brussels on Sept. 7 to 10, inclusive, and this date will coincide with the twenty-fifth anniversary of the establishment of the association. A list of the topics to be considered and the committees which have been asked to report on them follow : (1) Legislation on interurban and local railways in the prin- cipal countries of Europe. Committee — C. de Burlet, general manager of the Societe Nationale des Chemins de fer Vicinaux. (2) The proper system of city extension to obtain the best tramway transportation facilities. Committee — Mr. Wattmann, manager of the municipal tramways of Cologne and an asso- ciate member from France to be appointed later. (3) Gas, oil and other internal combustion engines. Com- mittee— Charles Thonet, general manager of the Societe d'En- terprise Generale de Travaux, Liege. (4) Construction and maintenance of overhead lines. Com- mittee— Mr. Otto, chief engineer of the Grosse Berliner Stras- senbahn. (5) Recent improvements in rolling stock. Committee chair- men— Messrs. Spiingler, manager of the Vienna Municipal Tramways on car bodies; Delmez, chief engineer of the Ant- werp Tramways, on car construction and platforms ; Julius, manager of the Haarlem Electric Tramways, on equipment. The other members of the committee are Messrs. Boulle, man- ager of the Compagnie Generale Franchise de Tramways, Paris; d'Hoop, manager of the engineering department of the Brus- sels Tramway Company; Giersch, chief engineer of the Ham- burg Tramways Company, Hamburg; Lineff, consulting engi- neer to the Moscow Corporation Tramways ; Passelecq and Peiser, chief engineers of the Grosse Berliner Strassenbahn, Berlin ; Resal, general manager of the Compagnie Franchise des Tramways Electriques et Omnibus of Bordeaux ; Rochat, general manager of the Geneva Electric Tramways ; Schmidt- Eckert, manager of the Vienna Municipal Tramways ; Stahl, manager of the Municipal Tramways of Diisscldorf; t'Serste- vens, secretary of the International Street & Interurban Rail- way Association. (6) Wattmeters and oilier current recorders for use on cars. Committee — Messrs. Ronton, general manager of the Com- pagnie des Tramways de l'Est Parisien, and Battes, manager of the Frankfort-a-Main Municipal Tramways. (7) Construction and maintenance of city track construction. Committee — Charles Rochat, general manager of the Geneva Electric Tramways, and A. Bussc, chief engineer of the Grosse Berliner Strassenbahn. (8) Kail corrugation. Chairman — A. Bussc, chief engineer of the Grosse Berliner Strassenbahn. The other members of the committee are Messrs. Boulvin, general manager of the Compagnie Generale de Railways et d'Electricite, Brussels; Professor Carus-Wilson, consulting engineer, London; Culin, chief engineer of the Hamburg Tramways; d'Hoop, manager 46 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. of the engineering department of "Les Tramways Bruxellois," Brussels; Dubs, manager of the Marseilles Tramways; Fischer, manager of Phonix Rolling Mills, Ruhrort ; Mariage, chief en- gineer of the Compagnie Generale des Omnibus, Paris; Noir- falise, general manager of the Liege Tramways ; Petersen, manager of the Dortmund Municipal Tramways, and t'Serste- vens, secretary of the International Street & Interurban Rail- way Association. (9) Ties. Committee — E. A. Ziffer, president of the Buko- wina Railway, Vienna. (10) Standard classification of accounts. Mr. Geron, man- ager of the Compagnie Generale des Chemins de fer second- aries, Brussels. LOW- TENSION FEEDER CALCULATIONS FOR STREET RAILWAYS At a joint meeting of the electrical section of the Western Society of Engineers and the Chicago section of the American Institute of Electrical Engineers held on Dec. 22, R. H. Rice, assistant engineer, division of electrical transmission and distri- bution of the Board of Supervising Engineers, Chicago Traction read a paper on "Low-Tension Feeder Systems for Street Rail- ways." The paper was followed by interesting discussion, dur- ing which H. M. Wheeler, assistant chief engineer, Chicago Railways Company, presented curves and methods useful in studying the interrelation of headway, speed and time and dis- tance spacing of cars. Mr. Rice first called attention to the extent of the surface transportation facilities in Chicago. The Chicago surface rail- way companies operate 687 miles of track, the cars on which are fed with current from 15 distributing centers with a total rated capacity of 95,000 kw. Only two of these distributing centers are steam power plants. The calculation of the feeders for supplying current to the large railway systems was based on the operation of 2264 cars. The substations are fed with 9000-volt a.c. purchased from a central generating station, and at the present time direct current is distributed to the cars at a pressure a little below 600 volts. When the rolling stock has been rehabilitated and the old motors replaced by those of later design 6co volts will be carried on the distributing net- work. The trolley wires are all sectionalized and each section is fed through one or more independent cables from a generat- ing or substation. Trunk tie lines between the substations are not used, but certain sections of the trolley wires are fed from two stations and the total capacity of these double-fed sections is sufficient to answer the needs for tying together two stations. In case of a breakdown one station can thus distribute current through the trolley sections jointly fed, and this current in turn be distributed from the busbars of the station which is in- operative. Mr. Rice described very completely the methods followed in calculating the design of the overhead construction and dealt in particular with the system used in determining the proper location for substations and the size of feeders. The length of trolley sections is determined by operating conditions. The step in the work of designing the distribution system was to obtain a unit figure for the power consumption of a standard type car. Fifteen tests extending over three days' time were made for this purpose. The cars were equipped with meters and careful logs were kept. Typical trolley sections were chosen and arrangements were made to keep a careful count of the number of cars on the section and to measure the power fed to the section from the substation. As the maximum peak of the day in Chicago occurs in the afternoon the investigations de- scribed above were carried on from 12 m. to 8 p. in. Prelim- inary to the work of laying out the feeder system a careful study was made of the safe carrying capacity of paper, rubber- covered and weatherproof insulated cables. To determine on what basis to design the feeders curves were plotted showing the railway load throughout the day. It was interesting to note that for one substation on the Chicago Railways Company the maximum swing is 15,600 kw. A two- hour average value was chosen as a basis for the maximum load to be fed out of a substation. Considering that a potential of 600 volts is carried on the d.c. busbars, a capacity of 40 kw per car was used to determine the required substation capacity. An average drop of 50 volts was allowable in the d.c. distribu- tion system. Mr. Rice presented in this connection the values in current carrying capacity as allowed for the standard sizes of feeder cables protected with paper, rubber and weatherproof insulation. In the work preliminary to laying out the distribution system ;i map of the railway is first drawn and the location of the cars during the afternoon rush hour is shown. With a demand of 75 amp from each car the concentrated load on each trolley sec- tion was ,next indicated on another map of the district to be served. With the concentrated loads thus exhibited the center of load was obtained in a way similar to the solution of a problem in moments. The number of amperes on each sec- tion and its relation to the center of load for the district deter- mine the location of the substation and the capacity of the generating apparatus in that station. After the substation loca- tions have been so chosen then a feeder-route diagram is made showing the location of the trolley feeders on the streets, their size and loads. The city ordinances under which both the Chicago Rail- ways Company and the Chicago City Railway Company are being rehabilitated specify a certain territory within which all feeders shall be carried underground. Mr. Rice exhibited drawings showing the typical feeder connections and stated that the underground work was built with a view to future increase in load. He showed labor-saving methods and curves used in calculating the drop and in locating load centers on trolley and feeder sections. In discussing the paper of the evening, E. N. Lake, division engineer of electrical transmission and distribution, Board of Supervising Engineers, Chicago Traction, called attention to the lack of literature on the subject of feeder calculations for large street railway systems. It was interesting to note that based on the 1,000,000 circ. mil cable, which was taken as standard, an assumed load of 800 amp and an allowable drop of 50 volts, 6000 ft. was found to be the limiting economical distance for feeding. In other words, under these conditions the ideal street railway system would have its substations so located that the average length of cable would not exceed 6000 ft. Two of the largest street railway systems in Chicago now have an average length of d.c. feeder of 6700 ft. REVISION OF INDIANA CODE OF INTERURBAN RULES The Railroad Commission of Indiana has appointed a com- mittee of interurban managers, consisting of C. D. Emmons, general manager, Ft. Wayne & Wabash Valley Traction Com- pany ; F. M. Durbin, general manager, Evansville & Southern Indiana Traction Company; Guy K. Jeffries, superintendent, Indianapolis & Eastern Traction Company, and H. A. Nicholl, general manager, Indiana Union Traction Company, to recom- mend any changes or improvements deemed necessary in the code of interurban rules approved last year by the commission for use within the State of Indiana. This committee now has the matter under consideration and will present a report to the commission very soon. NO CONSOLIDATION OF PAPERS Last week two or three of the daily newspapers in New York published an account of an alleged consolidation of a number of publishers of technical periodicals, among them The McGraw Publishing Company. The statement was com- pletely without foundation. The McGraw Publishing Com- pany has no present plans or intention of consolidating its business with any other single publisher or with a number of other publishers. January i, 1910.] ELECTRIC RAILWAY JOURNAL. 47 CONSOLIDATION OF CHICAGO SOUTH SIDE SURFACE RAILWAYS An official statement announces that an agreement has been entered into whereby about 95 per cent of the shares of the Chicago City Railway Company, all of the shares of the Calu- met & South Chicago Railway Company, all of the shares of the Southern Street Railway Company, and all of the shares of the Hammond, Whiting & East Chicago Railway Company have been taken over by Chicago interests. This marks the passing of the Chicago City Railway Company out of the hands of the Morgan interests. These shares, together with certain bonds heretofore placed upon the properties, will be deposited with trustees, who will issue securities based upon the stock and bonds deposited. The doings and policies of the trustees will, by the terms of the trust agreement, be governed by a board of directors, the personnel of which is as follows : James B. Forgan, president First National Bank ; John J. Mitchell, president Illinois Trust & Savings Bank; Samuel Insull, president Commonwealth Edi- son Company; John A. Spoor, president Union Stock Yards & Transit Company ; Edward Morris, president Morris & Com- pany, packers ; Thomas E. Mitten, president Chicago City Railway Company; Emil K. Boisot, vice-president First Trust & Savings Bank; Ira M. Cobe, president Assets Realization Company. An additional director probably will be chosen later. The separate corporate existence of the several properties will continue. T. E. Mitten will remain as president of the Chicago City Railway Company and will probably at an early date occupy the same position in the organization of all the roads. By vesting the ownership of the shares heretofore men- tioned in trustees under the proposed agreement, complete unity of management and operation of all the surface lines in the South Division of the city is accomplished. Whenever a feasible plan shall be worked out for a consolidation of all the surface lines operated in Chicago, then as to the South Division it can be dealt with from a practical standpoint, as there is one ownership instead of several, thus greatly lessen- ing the difficulty of harmonizing a number of interests. While no definite arrangements as yet have been entered into with other transportation companies, yet the joinder in inter- est of the South Division lines may fairly be considered as an important step in the direction of ultimate complete con- solidation. The name of the new company will be "The Chi- cago City & Connecting Railways." The proportionate amount of stocks and bonds included in this consolidation is as follows: Stock. Bonds. Total. Chicago City Railway (quoted at 191) $18,000,000 $20,000,000 $38,000,000 Southern Street Railway 800,000 775,000 1,575,000 Calumet & South Chicago St. Rail- way 5,000,000 5,650,000 10,650,000 Hammond, Whiting & East Chicago Electric Railway 510,000 510,000 Grand total $24,310,000 $26,425,000 $50,735,000 The following figures present the mileages (single track) of the four surface railway systems and the estimated number of passengers carried in the past year: Miles Passengers track. carried. Chicago City Railway 252.29 292,220,866 Southern Street Railway Company 18.28 4,004,760 Calumet & South Chicago Railway Company.... 114.00 19,513,000 Hammond, Whiting & East Chicago Electric Rail- way 25-94 2,500,000 Totals 4'<>.5i 318,238,626 It is stated that all of the shares indicated in tin- tabula- tion above, as well as the bonds of the companies concerned, will be deposited with trustees, who will thereupon issue the stocks of the Chicago City & Connecting Railways. The trustees have not as yet been chosen. It was expected at the time of the announcement to have the actual control of the properties involved pass preferably by Jan. 1. In Chicago this consolidation is looked upon as a slip to- ward the long-discussed unification of all surface and elevated railways and electric lighting properties. A Chicago morning paper sums up the probabilities of unification as follows: "It is not doubted that the friendly influence which Mr Morgan has in the Chicago Railways Company will be oper- ated harmoniously with any plan which may be evolved to put the Chicago Railways lines into the general combination. In the Railways company Henry A. Blair is one of the most important factors. The control of the Chicago Railways Company's certificates, or, rather, the capital stock against which the certificates are issued, is vested in a board of trus- tees. It will therefore be easy for these trustees to co-oper- ate in the formation of a large general company. This is a matter, however, which it is thought will require careful han- dling. "An important issue in the general scheme is the settlement of differences between the Chicago Railways Company and the Chicago Consolidated Traction Company and the legal absorption of the latter by the Railways Company. In the Consolidated company Charles G. Dawes has taken a leading part in straightening out its affairs, and he is one of the trus- tees of the Chicago Railways Company's capital stock. Bar- ring, therefore, the personal equation, the stock holdings of all the corporations, omitting the elevateds, are in such shape as to facilitate a general consolidation." THE ENTZ BOOSTER ABROAD The instant reversibility of the "Entz" booster has rapidly brought it to the front in England, as appears from the fact that the Chloride Electrical Storage Company, Ltd., of Pendle- bury, near Manchester, has installed a considerable number of plants for handling fluctuating loads in both electric railway and isolated plants. The results are said to show considerable economies in coal consumption and in the amount of running plant necessary to handle the load. At the power plant of the Greenock Corporation the booster plant effected a saving of 20 per cent in the amount of coal consumed, equal to 2000 tons a year. This amount, after deducting interest, sinking fund and upkeep, is sufficient to pay for the cost of the plant in four years. At the Maidstone Corporation power house, where the booster plant is handling a railway load, the percentage of coal saved was even higher, and, as in other stations where this booster has been installed, one steam unit now deals with a load which formerly required two units. A similar saving in running plant has been effected at the Halifax Corporation plant, where a 750-kw unit and one boiler have been shut down, while the load on the generating plant can be kept constant within such close limits that no alteration to the boiler dampers is required from one week end to another. Boosters of this type have also been supplied to the municipal electrical plants in Llandudno, Falkirk and Blackburn. At the Motherwell Steel Works of David Colville & Sons, where there are about 4000 hp of motors, a booster battery plant has been installed capable of giving 1190 amp for one hour. This has brought about a considerable economy in steam consumption and a reduction at top load of 50 per cent in the amount of running plant required. One set is now free to act as a standby, while the battery acts as a further standby, besides being available as a source of supply for week-end re pairs and lighting. The Hanshin Electric Railway, Japan, has installed two plants capable of dealing with 2000 amp peaks, while the Nankai Electric Railway, Japan, has also put down a plant. The Cape Town Corporation has recently set to work a battery and "Entz" booster to handle all the crane load at the docks, which arc supplied from the lighting bus bars. All the peaks in this case are taken on the battery, and no fluctua- tion is apparent in the lighting pressure, because the booster maintains the feeder load at a definite fixed value. The Shang- hai Municipal Council is now installing a booster for its street railway tramways, and the River Plate F.lectricity Company is putting one in for dealing with both its tramway and lighting loads at I.a Plata, South America. 48 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. A NEW INSULATING TAPE The Massachusetts Chemical Company, Walpole, Mass., is now manufacturing a new grade of insulating tape, known as "Walpole" tape. It is made on a strong fabric woven especially for the purpose in %-in. width. The fabric is thoroughly im- pregnated with a special compound having unusual qualities of insulation, adhesiveness and resistance to atmospheric ac- tion. This compound is rolled into the fabric under a pressure of many tons, filling every port, crowding between the fibers and providing an impervious coating on each side of the tape. The friction is noticeably smooth and the composition of the compound is such that its adhesiveness does not vary under extremes of temperature, but is ample for all requirements without interfering with easy handling. The compound con- tains nothing that will corrode copper or in any way affect materials with which it may come in contact. The round tin box in which Walpole tape is always packed in lengths of 80 ft. is distinctive. The box preserves any unused portion of the roll, and is an inducement to economy in the use of the tape. PORTABLE INSPECTION TEST SET Albert B. Herrick, New York, has redesigned his inspection test set to have a self-contained portable instrument for rapidly and accurately determining the condition of the electrical equipment of electric cars. Owing to the success which Mr. Herrick has had with this set in his own work of reporting on the electrical conditions of street and interurban railways, he has arranged to have the Leeds & Northrup Company, Philadelphia, make it for general sale: One of the most useful tests of which the set is capable is the quick and thorough inspection of the equipment of a car at periodic intervals. This is known as the inspector's test, and is accomplished by measuring for each controller point the entire resistance of the circuits through the car. If these values correspond to a standard value, the car is passed as in good condition electrically. If the values so obtained do not correspond to standard values the car is taken out of service for a detail test to discover the exact locality of the trouble. In one instance where this inspection was applied, the cars were tested on a line with three-minute headway when they came to the end of their run, without interfering with the sched- ule. The set is arranged for seven tests, and connections for each test are made in the instrument simply by inserting a plug. An interlock- ing arrangement prevents the dam- aging of the instrument due to im- proper connections. The first test is the inspector's test already de- scribed above. The second is the detail test, whereby the resistance of any portion of the equipment may be determined separately, thus discovering the place where the trouble indicated by the first test originated. In addition, the set may be arranged to measure resistance through a range of 1.5 ohms, or 150 ohms, thus allowing high or low resistance measurements. A setting is provided for the detection of grounds, and also one for the measurement of insulation resistance. The final test, known as the inductive balance test, enables the operator to detect a motor armature which is out of center, and also to detect reversed fields. An- other very important feature of the set is the interlocking slide, which eliminates the possibility of the operator connecting the set up improperly for any test, and therefore serves as a safe- guard against the burning out of the set. The set is portable, and can be carried from place to place in the car house (or wherever else it may be employed) by Inspection Test Set two men. Convenient handles for this purpose are provided on the sides of the case. The testing current is 2 amp, the current being taken from the trolley circuit through lamp banks. The sockets for this purpose are shown in the illustration. AN ODORLESS CAR DISINFECTANT The Norman C. Hayner Company, Rochester, N. Y., is now placing before electric railway companies an odorless disin- fectant, termed "Killitol." It is composed of a combination of chlorides in solution with oxygen, which kills all germ life. This disinfectant is stated to be equally effective in all kinds of car and station cleaning. Among the electric railways al ready using "Killitol" are the Indiana Union Traction Com- pany, the Terre Haute, Indianapolis & Eastern Traction Com- pany and the Indianapolis Traction & Terminal Company. OPERATING COSTS OF THE THIRD AVENUE GASOLINE ELECTRIC CAR The Electric Railway Journal of Nov. 6, 1909, contained a description of the gasoline-electric car which the General Electric Company has recently furnished to the Third Ave- nue Railroad. As noted in that article, the car was placed in service on the 125th Street crosstown line, which has a 2*4- minute headway, instead of being installed at once on one of the horse railways. This was done to try out the car under more severe accelerating conditions than will obtain in the service for which the car was specified. The railway company reports that thus far the gasoline-electric vehicle has given entire satisfaction, although it has been necessary to take it off the line for a few days because of the breaking of a crank- shaft. An investigation of this failure showed that it was due to a blowhole. It was necessary to discontinue the service for the time being because the company had not yet received its supply of spare parts before the accident occurred. Aside from this, no parts have required replacement or maintenance since the service was begun. The following running costs and other data on the gasoline- electric car, covering the week from Dec. 1 to Dec. 7, inclusive, are typical of the results now being secured : The car seats only 28 passengers, but its gross revenue is practically the same as the income on the other cars of the line, which seat 46 passengers. During the week reported it carried 3345 fare passengers and 890 transfer passengers. The revenue mileage was 540, while the daily runs varied from 63 miles to 90 miles. The number of gross car-miles operated was 554, for which number there were required 222 gal. of gasoline and 575 gal. of cylinder oil. The gasoline cost 4.83 cents and the cylinder oil 0.48 cent per revenue car-mile. The platform ex- penses were the same as for regular electric cars, and amounted to 7.7 cents per revenue car-mile. The miscellaneous expenses were 0.707 cent per revenue car-mile. The total expenses per revenue car-mile were 13.717 cents, and the earnings on the same basis were 30.97 cents. The total expenses per gross car- mile were 13.368 cents; total revenue per car-mile, 30.19 cents. Henry F. Marx, librarian of the Easton (Pa.) Public Li- brary, has suggested a traveling public library installed in a trolley car as a means of bringing the benefits of the public libraries in large cities to the laboring classes who live a long distance from the permanent distributing stations. He believes that with a small outlay a trolley car could be purchased and equipped with several thousand books and run in on sidings near large department stores or mills during the noon hour, thereby permitting working people to secure books suited to their tastes. Pennsylvania, with its 3644 miles of trolley lines, could easily afford to institute a traveling trolley car circu- lating library. To sustain such a library an hour and a half a day would cost, Mr. Marx estimates, $557 a year, including mileage of 66 miles a week, light, heat, wages and repairs. January i, 1910.] ELECTRIC RAILWAY JOURNAL. 49 LONDON LETTER {From Our Regular Correspondent) The experimental gyroscopic mono-rail carriage invented by Louis Brennan, Gillingham, Kent, was described and illustrated in the Electric Railway Journal of June 1, 1907. page 163. In November Mr. Brennan gave his first public demonstration with a full-sized gyroscope car mounted on two bogies of two wheels each. The car ran with the greatest ease on tangents and curves. The demonstration was attended by officials of the War Office and India Of- fice. It is understood that Mr. Brennan has received sub- sidies for the cost of the experiments from the India Office and from an Indian official. The London, Brighton & South Coast Railway has opened its electrified suburban line between Victoria and London Bridge, via Peckham Rye. Many references to this installation have been made in this letter, and the equipment has been described in the Electric Railway Jour- nal. The electrified line is really a loop between Victoria Station, in the west end of London, and London Bridge Station, immediately south of the city portion of London. The distance is less than 9 miles and it took 36 minutes to make the run with steam as motive power. The electric trains cover the distance in 24 minutes, at an average speed, including stops, of 22 m.h.p. It is a single-phase alternating overhead installation, and while the Heysham system is the only other of the kind in England the Brighton Railway was the first to decide upon using single-phase in England; but the many delays encountered by the London, Brighton & South Coast Railway enabled the Midland Railway to place its line in operation first. Current purchased from the London Electric Supply Corporation is delivered at Queen's Road by a duplicate system of mains, the potential on the overhead trolley being 6,000 volts. The cars .are of the side-door type, similar to the old railway carriages common in England, but with a corridor, and are much more quickly emptied and filled than the carriages of the tube railways in London. The seating capacity of each train is 218, and the cars are divided into first and third class. At Victoria Station there are seven lines equipped with overhead construction, which give access to five plat- forms, and at London Bridge Station five platforms simi- larly equipped. A 15-minute service is maintained' at pres- ent, but a more frequent service will probably be adopted in an effort to recover traffic lost to the tramways. The new line will be called the South London Electric Elevated Railway. Credit for the change of motive power from steam to electricity is due William Forbes, general man- ager of the line. The details of the work have been in the hands of Philip Dawson, electrical adviser to the com- pany. The County Council and railways committee of the Isle of Wight is considering the electrification of the railways in the island. There is also under consideration an alter- native proposal for constructing new light railways or electric tramways. It is somewhat doubtful, however, if much will come of this in the immediate future, as the Isle of Wight is to a large extent a pleasure resort, and it is difficult to see how the electrification of the existing railways would improve matters much. The British Electrical Federation, which is the new name of the British Electric Traction Company, controlling a large number of the tramways in Great Britain, has de- vised a plan to increase earnings by adopting a farthing (one-half cent) fare. As is well known, tramway earnings have been decreasing steadily and dividends on the com- mon shares have not been paid for some time. In ad- dition, in many cases very little has been set aside for depreciation. The minimum fare will remain at one penny, but the fare thereafter will be, roughly, an additional far- thing for each quarter of a mile. Instead of the routes be- ing divided into distances recognized very often by public houses or road crossings, all routes will be measured and marked by posts, so that each passenger will secure the full distance value for his fare. It is understood that ar- rangements have been made with the mint by which about 2,225,000 farthings will be delivered to the Federation be- fore the change is made. Passengers who objeel I" far things in change will receive farthing discount tickets ^ood for future rides. By the adoption of farthing fares it is hoped to do away with the complaints when passengers ride a short distance over the arbitrary zone and are com- pelled to pay a half-penny more. Under the new plan each passenger will be charged for the distance he travels. The Glasgow tramways have long suffered from the con- gestion of traffic on Jamaica Street Bridge, the most impor- tant structure crossing the Clyde, and a sub-committee of the Glasgow Town Council has recommended the erec- tion of a wing at the west side of the bridge to carry one line of traffic southward. The estimated cost of this work is £8,000. Application has been made to the tram- ways committee to defray this cost, on the ground that the expense is due to tramway development. Two other schemes have also been proposed. One provides for a bracket annex on either side of the bridge for the exclusive use of pedestrians, thus setting free the existing 80 ft. for vehicular traffic. The other provides for a subway under the approach to the bridge, by which vehicles on Broom- ielaw and Great Clyde Street could pass east and west with- out interrupting traffic crossing the bridge. In connection with the Glasgow tramways, James McFarlane, late con- vener of the tramways committee, in a paper read before the Glasgow Royal Philosophical Institution, stated that the time would very soon come in Glasgow when a uni- versal penny fare could be given within the municipal boundary. This would mean a loss at the present time of about £25,000 a year. The number of passengers car- ried inside the city was six times the number carried out- side. At present 88 per cent of the traffic represented id. fares, and under 8 per cent i^d. fares. A large saving would be effected in the checking and other clerical work, however, and the staff of inspectors could be reduced. The London County Council is to seek Parliamentary powers during the next session for extensive new lines and the making of new streets, widening others and inci- dental work connected with a tramway along the Edgware Road, which will extend from the Marble Arch to Crikle- wood, by way of Maida Vale and Finchley Road. This route is now served by motor omnibuses which charge 3d., whereas the County Council says the fare between the Marble Arch and Criklewood on its lines would be only 2d., and that the line it proposes would relieve the hous- ing problem in the vicinity of Oxford Street. When the bill was successfully opposed three years ago Paddington Borough Council pointed out that Edgware Road was not wide enough for tramways; that the advent of tramways would depreciate the value of property and that the scheme provided only a dead end at the Marble Arch, with no through communication. Other routes are also to be cov- ered, such as from Chalk Farm to Child's Hill, which would connect with the Marble Arch route and give it greater value. Perhaps the most important of the schemes at present receiving the attention of the Council is for the through-running of cars between the Council's tramways from Aldgate to Bow and certain of the tramways of West Ham and East Ham Corporations and Leyton Urban Dis- trict Council. Should the proposed agreement be effected, it would enable passengers to travel, without changing, from Aldgate to Epping Forest, via Bow Bridge, Stratford Broadway, Leytonstone and Whipps Cross. It is proposed that each authority shall (1) take all the fares on its own cars, (2) defray its own operating expenses, (3) supply electricity free in its own area, and (4) run cars according to the length of track in its own area. The reconstructed electric tramway between the Archway Tavern, Highgate and Euston Road, via Camden Town, has been opened. It runs along the important main thoroughfares of Junction Road, Fortress Road and Kentish Town Road, and forms an important link with the London County Council's tram- ways From Highgate to the city on one side and from Finsbury Park to Tottenham Court Road on the other side. By changing at Camden Town passengers can travel to King's Cross and flolborn. At a meeting of Saltcoats Town Council a letter was read from the promoters of the Ardrossan & Saltcoats Tramways Order, stating that they had secured the co- operation of George Balfour, who was applying for light- ing orders in the district, and he expected as soon as these orders were obtained that the construction of the tram- ways would be proceeded with. A. C S So ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. News of Electric Railways Chicago City Railway Rehabilitation Progress Announcement that the Chicago City Railway Company has practically finished the rehabilitation of its property as required by the ordinance of Feb. n, 1907, has just been made. The work is stated to have been 97 per cent com- pleted on Dec. r, 1909. A recapitulation of the rehabilita- tion work of the Chicago City Railway Company, with comparative ordinance requirements, is shown in the fol- lowing table: Percentage completed. 1. To remove from the streets all (34.71 miles) cable track and to substitute therefor electric track 100 2. To rebuild at least 60 miles (single) of electric track 100 3. To construct and equip necessary system of power distribution and substations, as approved by board of supervising engi- neers, Chicago traction: (a) Renewal of trolley wire 98 (b) Underground conduit 99 (c) Underground feeders 98 (d) Return feeders 95 (e) Substations 99 4. To rebuild and re-equip its carhouses so as to enable it to properly clean and maintain its cars; four new carhouses required, capacity 105 1 double-truck cars 100 5. To increase its rolling stock to at least 800 modern double- truck cars 100 Average completion of work required during three years' period of "immediate rehabilitation" 98 Period of "immediate rehabilitation" expires three years after acceptance of ordinance, or on April 15, 1910; percentage of time expired at Dec. 1, 1909 87.5 Original valuation as per ordinance $21,000,000.00 Additional property. Tune, 1906, to Feb. r, 1907 1,816,853.19 Rehabilitation expenditure to Nov. 1, 1909, as per certifi- cates of board of supervising engineers 15,166,234.51 Total purchase price to city $37,983,087.70 In amplification of the above schedule of rehabilitation it is stated that: "1. The company has electrified all its old cable track and has reconstructed more than 60 miles of electric track. "2. The company has laid 520,000 sq. yd. of paving, mostly granite block. "3. The installation of underground feeders represents the taking down of an approximately equal mileage of over- head feeders in the 'underground district,' and as the under- ground cable is usually a larger cable, it represents an in- crease in the capacity of the power distribution system. The result is seen in the superior lighting of cars and their increased speed during 'rush hours.' New return feeders also are an important factor in power distribution. "4. A storage battery at the Plymouth Court substation has sufficient capacity to handle the entire downtown load for a period of 15 to 20 minutes, thus providing against accident to the generating system and a tieup in the down- town traffic. A storage battery at Seventy-eighth Street and Vincennes Road can be similarly employed, although the principal function of both batteries is to regulate the load during rush hours. The company now purchases all its electrical energy from the Commonwealth Edison Com- pany. "5. For the proper housing, cleaning and maintenance of its passenger cars, the company has built four new car houses with a total capacity of 1076 double-truck cars. These buildings are equipped with the most modern facili- ties for the cleaning, repairing and inspection of cars. In construction they are fireproof and so arranged that a car may enter at one end after a day's service and be pulled out of the other cleaned and inspected ready for the next day's work. In addition to offices, these- car houses are provided with clubrooms and toilet rooms for the exclusive use of trainmen. The company has taken special pains to provide for the comfort of its men, and the four car houses now in service are models of a most modern type. "6. Practically all the company's double-truck cars have been converted for the 'pay-as-you-enter' service. Simul- taneously with necessary alterations for 'this purpose, the older cars were completely overhauled and fitted with such improvements as the folding step and sliding vestibule doors, which are operated by the motormen. "The premiums paid by the Chicago City Railway Com- pany on fire insurance are, by the provisions of its ordinance, charged as an operating expense. The insurance now car- ried protects the company against loo per cent loss on $10,235,000 worth of property at a premium of 48 cents per $100, this low rate being attributable in the main to fireproof construction of buildings and improved inspection of the company's property. In July, 1905, the company paid in premiums $51,060 on $2,300,000 of property insured, whereas in November, 1909, only $49,128 was paid on nearly five times that amount. The significance of the present low rate may be best shown by the following comparison with the premium rates for insurance upon the company's property for four years: Insurable Insurance Year. property. carried. Premium. July, 1905 $5,300,000 $2,300,000 $51,060 January, 1906 6,441,869 6,441,869 64,418 January, 1907 7,442,500 7,442,500 60,864 October, 1907 9,660,000 9,660,000 65,688 June, 1908 9,775,000 9,755,000 58,650 April, 1909 10,300,000 10,300,000 51,500 November, 1909 10.235,000 10,235,000 49,128 Transit Affairs in New York Proceedings have been instituted in the Supreme Court by Attorney-General O'Malley of New York against the Forty- second Street, Manhattanville .& St. Nicholas Avenue Rail- way, Bleecker Street Railway, Fulton Street Railway, Twenty-third Street Railway, and Metropolitan Street Rail- way to forfeit the franchises covering certain routes on the ground that the companies no longer operate railways there in good faith; that the companies have not used these fran- chises as parts of any regularly operated routes for several years; that for long intervals they have abandoned the oper- ation of cars, and at other times have operated but one horse-car or two a day; and that the cars of the companies have not been operated in accordance with public conven- ience, as required by the terms of the franchise. Mr. O'Malley acted upon a communication received from the Public Service Commission of the First District. Judge Lacombe, of the United States Circuit Court, has authorized F. W. Whitridge, receiver of the Third Avenue Railroad, to issue $1,500,000 in certificates at 6 per cent in- terest and directed him to pay $1,000,000 to the city for back taxes and to compromise the remainder of the amount due. The city alleges the arrears to be $2,871,399. Cleveland Traction Situation At the meeting of the City Council of Cleveland on the evening of Dec. 20, 1909, a franchise was granted the Cleve- land Railway to operate on Superior Avenue, St. Clair Avenue and all the other routes on which it is claimed grants expire in January, 191 1. The fare is to be 3 cents and the grants are good until June 1, 1910. This grant was made in order to force the company to accept the rate of fare named, as all the lines have been operated at a 5-cent fare. The city legal department admits that the system operated under the orders of the Federal Court may con- tinue to charge the original fare until the new grant be- comes operative through a referendum vote. The company has not taken any action on this grant and probably will not do so. It is subject to a referendum vote, the same as the other grant. Considerable discussion has taken place over the plan decided upon to make good the guarantee given to purchas- ers of stock of the Forest City Railway who obtained their holdings through the municipal stock exchange. Accord- ing to the belief of Judge Tayler, the stock of the Cleve- land Railway, held in the regular way, will be worth par and 1/12 per cent when the new grant becomes operative, while the guaranteed stock will have a value equal to par and 7K per cent. The signing of the grant made to the Cleveland Railway under Judge Tayler's plan by vice-Mayor Lapp, noted in the Electric Railway Journal of Dec. 25, 1909, page 1274, has resulted in considerable comment. Mayor Johnson has not intimated what stand he will take in the referendum cam- paign. Petitions prepared at the City Hall are being circu- lated and it was said on Dec. 23, 1909, that a sufficient number of names had been secured to make a referendum vote cer- January i, 1910.] ELECTRIC RAILWAY JOURNAL. 51 tain. It is the thought that haste was made in securing signatures so that the present administration could fix the date of the vote. Judge Tayler desires that the vote be taken in February, but the Mayor favors a later date. The Low Fare Railway and the Municipal Traction Com- pany have consented in writing to accept the Tayler ordin- ance. Late in the week ending Dec. 25, 1909, the Forest City Railway had not filed an acceptance, but it was said the company would accept the grant as soon as Fred C. Alber, secretary, returns to the city. At a deposition hearing on the subway matter held a few days ago, attorneys for the petitioners in the injunction case against the Cleveland Underground Rapid Transit Company attempted to show that the vote in the City Council gave to the company a grant that was arranged in caucuses between the Mayor and the City Council. Judge Vickery of the Common Pleas Court has refused to dissolve the temporary restraining order against the publi- cation of the franchise ordinance recently granted the Cleve- land Underground Rapid Transit Company. He held that the delay would make it possible to consider the question at length. . Association Meetings Wisconsin Electric & Interurban Railway Association. — Milwaukee, Wis., Jan. 19 and 20. Central Electric Traffic Association. — Columbus, Ohio, Jan. 26. Central Electric Railway Association.— Columbus, Ohio, Jan. 27. Street Railway Association of the State of New York. — Rochester, N. Y., March 1 and 2. Central Electric Accounting Conference. — Fort Wayne, Ind., March 12. Change in Motive Power of Lima-Defiance Division of Ohio Electric Railway. — The electrification of the Columbus & Lake Michigan Railroad, purchased by the Ohio Electric Railway two years ago, has been completed and a regular schedule established. The company will continue to operate freight trains over the line by steam. Pennsylvania Railroad Commission. — It is expected that at the next meeting of the Pennsylvania State Railroad Commission a new secretary will be announced, inasmuch as H. S. Calvert's resignation took effect on Dec. 31, 1909. Marshal J. P. Dohony is now attending to the duties of the secretary. The annual report of the commission is being prepared for submission to the Governor in January. A complaint has been received by the commission about the condition of the roadbed of an unnamed electric railway near North East. Citizens of Wilkinsburg have complained about the service and equipment of the line which the Pittsburgh Railways operates between Wilkinsburg and Pittsburgh. Emil Swenson is expected to report on street railway service in Pittsburgh at the next meeting of the commission. Boston Elevated Railway Expansion Discussed. — At a meeting of the Chamber of Commerce of Boston, held at the American House on Dec. 21, 1909, William A. Bancroft, president of the Boston Elevated Railway, favored a 'pro- posed bill to allow the company to purchase a controlling interest in suburban electric railways for the purpose of forming a centralized operating organization of high effi- ciency. Mr. Bancroft said that the charter of the Boston Elevated Railway restricts it to a 5-cent fare, and that this militates against expansion into the suburban field. He urged the removal of this restriction, and enumerated the benefits secured by Henry M. Whitney in combining the surface railways of Boston many years ago. Since Mr. Whitney's time, 250 miles of track have been built, and the investment increased from $17,000,000 to $70,000,000, with $34,000,000 required for improvements practically agreed to by the company. Among the advantages of consolidation were improved service, increased operating economy, in- creased pay and pensions to employees. The company must secure traffic to help pay the charges "ii the extensive sub- way and tunnel system of lioslon. Frederic 1".. Snow, of Gaston, Snow & Salton Stall, counsel for the company, ex- plained the bill which the company desires to have passed, and showed how the Railroad Commission would supervise all issues of securities. Financial and Corporate New York Stock and Money Markets December 23, 1909. For the few days previous to the holidays the Wall Street market was extremely dull, with prices inclined to sag. At the opening yesterday there occurred a 10-minute flurry in Rock Island common, and to-day the market was much more active and prices generally advanced. The copper stocks were especially strong. Traction shares have been steady and fairly active during the week. The money market has been a trifle more irregular and rates have been somewhat higher. Rates to-day were: Call, 5 to S?4 per cent; 90 days, 4V2 to 4^/4 per cent. Other Markets It has been a rather dull week for traction shares in the Philadelphia market, although every day has witnessed a few transactions in Rapid Transit and Union Traction. Prices have changed only fractionally during the week. In the Boston market there continues to be considerable trading in the issues of Massachusetts Electric. The com- mon stock has been particularly active, but neither this nor the preferred has advanced in price. There has been light trading in Boston Suburban and Boston Elevated. In Chicago there has been quite liberal trading in Series 1 and 2 of the Chicago Railways Company. Series 1 has been particularly active and the price has advanced to 109. Series 2. at the same time, has declined about 2 points. There have been few traction stocks in the Baltimore trading. The bonds of the United Railways Company, how- ever continue to be active at prices that are unchanged. At the weekly auction of securities in New York the only tractions sold were $2,000 South Shore Traction Company 5 per cent bonds, at 9654. Quotations of various traction securities as compared with last week follow: American Railways Company a4754 a47'A Aurora, Elgin & Chicago Railroad (common) '57 *57 Aurora, Elgin & Chicago Railroad (preferred) *o2 '92 Boston Elevated Railway ai3i'4 13254 Boston & Suburban Electric Companies ai6 15 Boston & Suburban Electric Companies (preferred) 75 '75 Boston & Worcester Flectric Companies (common) ai2 ai2 Boston & Worcester Electric Companies (preferred).... aig an& Brooklyn Rapid Transit Company 80% 7954 Brooklyn Rapid Transit Company, ist pref., conv. 4s.... 86J4 86 >fi Capital Traction Company, Washington 8133 *I33!4 Chicago City Railway 3190 "190 Chicago & Oak Park Flevated Railroad (common) *2 *2 Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 aiio aiio Chicago Railways, ptcptg., ctf. 2 a 34 aj3 Chicago Railways, ptcptg., ctf. 3 ai6 ais Chcago Railways, ptcptg., ctf. 4s *io *io Cleveland Railways '84 '84 Consolidated Traction of New Tersey 37654 a77 54 Consolidated Traction of New jersey, 5 per cent bonds... aio6 *io6 Detroit United Railway '63 '65 , General Electric Company 16054 '5954 Georgia Railway & Electric Company (common) aios 10254 Georgia Railway & Electric Company (preferred) '87 87 Interborough-Metropolitan Company (common) 2454 24K Interborougli-Metropol'tan Company (preferred) 61 54 62 Interborough-Metropolitan Coinpany (4}4s) 83)^ 83M Kansas City Railway & Light Company (common) 334 833 Kansas City Railway & Light Company (preferred) '79 *79 Manhattan Railwsy 139 '140 Massachusetts Flectric Companies (common) a\6]/2 ai6!4 Massachusetts Flectric Companies (preferred) 87654 a79 Metropolitan West Side, Cnicago (common) 31954 319 Metropolitan West Side, Chicago (preferred) 358 357 Metropolitan Street Railway "20 *23 Milwaukee Electric Railway & Light (preferred) *iio *iio North American Company 85 *8s Northwestern Elevated Railroad (common) ai8 ai8 Northwestern Elevated Railroad (preferred) a68 a68 Philadelphia Company, Pittsburg (common) 350I4 350)4 Philadelphia Company, Pittsburg (preferred) a45'4 a45 14 Philadelphia Rapid Transit Company 327?! 827 Philadelphia Tiaclion Company ago 389 Public Service Corporation, 5 per cent col. notes * iop% " 1005*6 Public Service Corporation, ctfs aioo54 * 101 54 Seattle Flectric Company (common) aii.554 aii5}4 Seattle Electric Company (preferred) 104 104 South Side Elevated Railroad (Chicago) 355 356 Third Avenue Railroad, New York i65^ t6J4 Toledo Railways & Light Company 956 *gH Twin City Rapid Transit, Minneapolis (common) 114 116 Union Tiaclion Company, Philadelphia 35254 a52 United Rys. & Electric Company, Baltimore 31454 a 14 54 United Rys. Inv. Co. (common) " 4-V\ 4-54 United Rys. Inv. Co. (preferred) *73« 7'7Aj Washington Ry. & Flectric Company (common) 42 *4.l!^ Washington Ry. Si Electric Company (preferred) 391 54 *0i54 West End Sheet Railway, lioslon (common) a04 39554 West End Street Railway, Boston (preferred) ,1106 " 106 Wrstinghouse Electric & Mfg. Coinpany 8i!4 8254 Westinghousc Elcc. & Mfg. Company '1st pref.) "135 130 a Asked. " Last Sale. 52 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. Brunswick Terminal & Railway Securities Company, Bruns- wick, Ga. — The New York Stock Exchange has authorized the substitution of $5,000,000 stock of the Brunswick Ter- minal & Railway Securities Company for a similar amount of stock of the Brunswick Dock & City Improvement Com- pany, the former name of the company, with authority to list $2,000,000 of additional stock to acquire the capital stock of the Mutual Light & Water Company and the bonds of the Suburban Railway. Boone (la.) Electric Company. — An announcement re- garding the Iowa Light & Traction Company, over the signatures of H. S. Osborne, Andrew Stevenson and J. H. McBride, contains the following: "An agreement has been reached between John Reynolds, trustee, and Messrs. Hughes, McBride and Stevenson to cancel the option con- tract entered into between them on July 7, 1909, for the sale and transfer of the Boone Electric Street Railway & Light Company, the Boone Suburban Railway Company and the Central Heating plant. It would not serve any useful pur- pose to enter into a detailed statement of all the causes that have contributed to defeat the plans which were entered into in good faith by both parties." Camden & Trenton Railway, Camden, N. J. — Bondholders of the Camden & Trenton Railway, the Trenton & New Brunswick Railway, and the New Jersey Short Line Rail- way for which the New York-Philadelphia Company is the holding company, held a meeting in Burlington, N. J., on Dec. 24, 1909, and formed plans for a reorganization of all the companies. The interests at this meeting distrusted the plan of reorganization proposed by a bondholders' commit- tee of the Camden & Trenton Railway. Coney Island & Brooklyn Railroad, Brooklyn, N. Y. — The hearing on the application of the Coney Island & Brooklyn Railroad to the Public Service Commission of the First District of New York for permission to issue $462,000 of bonds to pay for removing its tracks from the side to the center of Coney Island Avenue will be continued before Commissioner Bassett on Jan. 3, 1910. Du Bois Electric & Traction Company, Du Bois, Pa. — Geo. B. Atlee, of Geo. B. Atlee & Company, Philadelphia, Pa., has been elected a director of the Du Bois Electric & Traction Company. Indianapolis & Louisville Traction Company, Louisville, Ky. — The Indianapolis & Louisville Traction Company has filed in favor of the Colonial Trust Company, Pittsburgh, Pa., as trustee, a mortgage to secure an issue of $600,000 of bonds of which at least $400,000 will be issued in lieu and in substitution for $400,000 of 6 per cent notes made in 1907 and now being called in. The remainder of the new bonds will be issued from time to time for other purchases. Kansas City Railway & Light Company, Kansas City, Mo. — The Kansas City Railway & Light Company has called for redemption $49,000 of first mortgage 5 per cent bonds of the Corrigan Consolidated Street Railway, dated 1886. They were paid on Jan. 1. 1910, at no and interest at the office of The Central Trust Company, New York, N. Y., trustee. Mahoning & Shenango Railway & Light .Company, Youngstown, Ohio. — Lee, Higginson & Company, Boston, Mass., New York, N. Y., and Chicago. Ill, and Blair & Company, New York, N. Y., offer for subscription at 97 and interest, yielding approximately 5-^ per cent, the unsold portion of $3,800,000 of first consolidated refunding mort- gage 5 per cent bonds of the Mahoning & Shenango Rail- way & Light Company dated Nov. 1, 1905, and due Jan. 1, 1916, but redeemable at 105 and interest on any interest date. Metropolitan West Side Elevated Railway, Chicago, 111. — Following the meeting of the directors of the Metropolitan West Side Elevated Railway, held on Dec. 21, 1909, a state- ment was authorized to the effect that "it is the opinion of the directors that the financial condition and the earnings of the company will warrant the resumption of dividends of the preferred stock in the next calendar year at the rate of 3 per cent in four quarterly payments, beginning March 1." The last disbursement of the preferred stock of the company was three-quarters of 1 per cent and was made on Dec. 30, 1907. Milwaukee Electric Railway & Light Company, Milwau- kee, Wis. — The annual meeting of the stockholders of the Milwaukee Electric Railway & Light Company will be held* in Milwaukee on Feb. 17, 1910. New York, Westchester & Boston Railway, New York,. N. Y. — The Public Service Commission of the Second Dis- trict of New York has approved the proposed form of agree- ment of the consolidation of the New York, Westchester & Boston Railway and the New York & Port Chester Rail- road, and the corporations are authorized to enter into and" execute the agreement of consolidation. Public Service Corporation of New Jersey, Newark, N. J. — The Public Service Corporation of New Jersey on Dec. 28, 1909, declared a quarterly dividend of 1% per cent on the stock, payable on Dec. 31, 1909, to stock of record on Dec. 28, 1909. The directors of the company at a meeting on Dec. 28, 1909, created the positions of third and fourth vice- presidents of the company. Randal Morgan, Philadelphia, Pa., was chosen third vice-president, and Anthony R. Kuser, Newark, N. J., fourth vice-president. Both Mr. Morgan and Mr. Kuser were formerly vice-presidents and have been members of the executive committee of the direc- tors since the organization of the Public Service Corpora- tion in 1903. The same positions were created in the Public Service Gas Company and the Public Service Railway and1 Mr. Morgan and Mr. Kuser were elected to fill them. Toledo, Ann Arbor & Detroit Electric Railroad, Toledo^ Ohio. — James A. Wallace, Des Moines, la., announced in To- ledo recently that a syndicate of Chicago men and their associ- ates had purchased the property of the Toledo, Ann Arbor & Detroit Electric Railway, from Andrew E. Lee, ex-Gov- ernor of South Dakota, and that arrangements had been made to complete the road. According to Mr. Wallace it is proposed to issue $200,000 of cumulative preferred stock for subscription in Toledo and along the line, the syndicate to furnish the $600,000, estimated as needed to complete the road, through a bond issue. The property is said to repre- sent an expenditure of about $400,000. Toledo & Indiana Railway, Toledo, Ohio. — The property of the Toledo & Indiana Railway will again be offered for sale by C. F. M. Niles at auction at Toledo on Jan. 18, 1910. The upset price has been fixed at two-thirds of the appraised value of the property, or about $614,000. The setting aside of the sale of this property held on Nov. 27, 1909, was noted in the Electric Railway Journal of Dec. 18, 1909, page 1247. Twin City Rapid Transit Company, Minneapolis, Minn. — The Twin City Rapid Transit Company has called for re- demption $21,000 bonds issued in 1880 by the Minneapolis Street Railway, which will be redeemed at 105 and interest on May 1, 1910, by the Farmers' Loan & Trust Company, New York, N. Y. United Service Company, New York, N. Y. — The United Service Company has been incorporated under the laws of New York with an authorized capital of $100,000 of which $35,000 is paid in cash for the purpose of dealing in supplies of all kinds, especially equipment and supplies necessary for the operation of steam and electric railways, electric light companies, gas companies and water companies. It will do the purchasing for the subsidiary companies of the Susque- hanna Railway, Light & Power Company, and on Jan. 1, 1910, took over the business of the Railway Equipment Com- pany, which heretofore has done a similar business; and all contracts now existing with the Railways Equipment Company will be assigned to the United Service Company. The office of the United Service Company is at 40 Wall Street, New York, N. Y., and the officers are: S. J. Dill, president; Henry Morgan, vice-president; A. V. Wainwright, secretary; W. D. Martin, treasurer; F. G. Robinson, pur- chasing agent. The directors are: S. J. Dill, Henry Morgan, A. V. Wainwright, W. D. Martin, and George Bullock. All the stock of the United Service Company is owned by the Susquehanna Railway, Light & Power Company. Whatcom County Railway & Light Company, Bellingham, Wash. — Stone & Webster, Boston, Mass., offer, subject to previous sale, $100,000 of 6 per cent cumulative pre- ferred stock of the Whatcom County Railway & Light Company at 95 to yield more than 6.30 per cent. A statement of the company for the year ended Oct. 31, 1909, shows gross earnings of $401,186; net earnings of $I75>546, and a surplus of $36,078, after deducting interest, taxes and dividends at 6 per cent on $650,000 of 6 per cent preferred stock. January i, 1910.] ELECTRIC RAILWAY JOURNAL. 53 Traffic and Transportation Decision in Massachusetts Regarding Transportation of Intoxicated Persons A brief extract was published in the Electric Railway Journal of Dec. 25, 1909, from the finding of the Railroad Commission of Massachusetts relative to the transportation of intoxicated persons on the street railways of the State in connection with a complaint originating in Worcester. The complete finding of the commission follows: "This complaint is brought under the provisions of the acts of 1906, chapter 463, part r, section 9, which provides that if the board is of opinion that a change 'in the mode of operating a railroad or a railway and conducting its business is reasonable and expedient in order to promote the security, convenience and accommodation of the public, it shall in writing inform the corporation or company of the improve- ments and changes which it recommends .should be made.' "The principal allegation of the complaint is of the pres- ence of intoxicated persons, whose conduct is in many in- stances such as to cause a nuisance and a disturbance of the peace upon the cars of the Worcester Consolidated Street Railway. The statutes of the Commonwealth make adequate provision for the peace of its citizens, and declare drunk- enness a misdemeanor. A statutory function of city and town authorities is, through the medium of their police officers, to preserve the peace of their several commun- ities and the law contemplates that this shall be done with- out direction by the Railroad Commission. "Special provisions of statute with respect to railroad and street railway police are found in acts of 1906, chapter 463, part 1, sections 49 and 55, inclusive, and define with particu- larity the method of appointment, the term of office and powers and duties of such officials. It is clear, from an examination of these statutes, that adequate provision has been made for the protection of passengers of common carriers, and that it was the intent of the general court to afford police protection, in addition to that furnished by the municipal authorities, for such common carriers. "It remains, therefore, for the commission to determine whether the Worcester Consolidated Railway is sufficiently availing itself of these provisions of statute. Conditions similar to those in Worcester have been brought to the at- tention of the commission in Fall River. Both of these cities are no-license cities, and it appears that certain resi- dents of each, for the purpose of obtaining liquor, ride upon street railways to adjacent towns where such liquor is sold. In some instances these persons become intoxi- cated and return in that condition in the electric cars. This state of affairs creates conditions which at times outrage all sense of delicacy or decency. "In the cities the police are of sufficient number to pre- serve order and make arrests when occasion requires, but on long interurban rides a territory is covered where local officers are frequently beyond call of the employees of the companies. While local officers should be relied upon in town centers to co-operate with the employees of the com- pany to prevent intoxicated persons from boarding the car, the management of the company ought at all times to afford protection to passengers. This does not appear to have been accomplished, and we therefore direct the attention of street railways to the provisions of the statute providing for street railway police, and recommend that seasonable and efficient measures be taken to secure to their patrons the protection to which they are entitled by law. "We fully realize that complaints against intoxicated per- sons upon railroads and street railways are not new and, doubtless, as long as persons become intoxicated, conditions such as now complained of must to some degree exist. But we are clearly of opinion that these conditions can be minimized, and that managers of companies can, with cordial co-operation of public authority, secure this result. Wher ever conditions lead to the presence of intoxicated persons upon cars, an active and energetic enforcement of the law will tend, in our opinion, to substantial improvement, and we are convinced that the traveling public can be freed in a large measure from the annoyance caused by their presence. "Certain suggestions have been made to us with respect to partitions in cars, and extra cars at certain hours in the evening, as a means of segregating persons under the in- fluence of liquor. We doubt the practicability of these suggestions, and if found feasible we should be extremely reluctant to make such recommendations. Street railways are engaged in the business of carrying passengers in such a manner as to promote their security, convenience and ac- commodation, and it is their plain duty to put into effect every known instrumentality of law in order to render such service to the public. The operation of partition cars or extras is but an invitation to a class the street railway is not intended to serve. Such persons should be, not upon the railway, but in the custody of the law." Snow Storm Interferes with Traffic in East The storm which visited New York, New England, New Jersey and Pennsylvania on Dec. 25 and 26, 1909, interfered seriously with'the schedules and service of the electric rail- ways. In Boston many of the surface lines of the Boston Elevated Railway were tied up for the first time in more than 12 years. The lines which suffered most were those on the north side of the city leading into the Sullivan Square station. Throughout Boston proper, the car service was, on the whole, well maintained, and the principal routes on the south and west to the suburban districts of South Boston, Dorchester, Roxbury, Brookline, Newton and Cambridge were kept reasonably free from blockades. About 3000 men were employed in removing snow from the tracks and streets, and the company's snow plough brigade performed effective service beginning on Dec. 25, when the fall reached a depth of 1 in. The company was somewhat handicapped by a shortage of men for its shovel service, on account of the recent holiday. Fifteen crews of linemen were at work on the overhead system repairing breaks, and by 7:25 p. m., Dec. 26, the lines were in normal condition. On the elevated division not a trip was lost by a train and the delays were less in number and extent than on a busy day in the holiday season. An extra force was maintained at switches and signals for the removal of snow and ice, and the normal schedule was maintained with only trifling variations in the service. The reports from New York State, New Jersey and Penn- sylvania indicate that where schedules were maintained at all it was only with the greatest difficulty. The wind was very high during the entire period of the storm and in the open country the snow piled up in drifts which could only be removed by shovels. In New York City the subway naturally was used, even for short rides, with the result that considerable difficulty was encountered in handling the traffic, the lines all operating on a holiday schedule. Early in the morning of Dec. 26 there were five blocks on the ele- vated in New York, the longest 20 minutes. Very few sur- face cars were running around 2 a. m. The Metropolitan Street Railway had 48 sweepers and 20 scrapers going before daylight, and the only block after 9 a. m. came from a clogged switch in Vanderbilt Avenue, which stalled the up- town Madison Avenue line, the Forty-second Street cross- town line and the Park Avenue uptown line for 45 minutes. The Brooklyn Rapid Transit Company early abandoned op- eration on several of its unimportant suburban lines, concen- trating its attention and equipment on such city trunk lines as Fulton Street, Gates Avenue, Nostrand Avenue, Putnam Avenue, etc. Service within the city proper was entirely abandoned on the Park Avenue, Graham Avenue and Grand Street lines. An elevated train operating on the surface between Ulmer Park and Coney Island became stalled, and many of the passengers passed the night in the cars rather than brave the storm to reach their destination by another route. Basis of Inquiry Into Increase in Fare by Puget Sound Electric Railway Complaint having been made to the Railroad Commission of Washington about the increase on Oct. 17, 1900, in the regular rates on the Puget Sound Electric Railway, Tacoma. Wash., to practically cents per mile with an increase in the through rate between Seattle and Tacoma from $t to $1.25 and changes in the commutation rates, as published in the Electric Railway Journal of Nov. 6, iqoq, page tooo, the 54 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. commission has decided to hold a series of public hearings beginning Jan. 3, 1910, to determine whether the company is justified in exacting the increase from patrons. The com- mission has issued a statement in which it says: "Immediately upon the company advancing the rates, an- ticipating that complaint would be made, necessitating a hearing, we had our engineer enter upon an investigation of the accounting and engineering records of the defendant company, with a view to ascertaining: "First. — The amount of money actually expended in the construction of the road and the particular item for which the moneys were paid, ascertaining the unit quantities of labor performed, material moved and furnished, with unit prices paid, so that we would be enabled at that time to check up and ascertain fully, not only the amount of money which the record shows has been expended, but whether the same had been properly, economically and in good faith expended. "Second. — To ascertain these several units, so that, by ap- plying prevailing unit prices, we would be able to ascertain the cost of reproducing the property in its present condition. "Third. — To ascertain the depreciation that has accrued to the bridges, structures, improvements and equipments, so as to ascertain the present value of the road. "Fourth. — To ascertain from the accounting records the gross receipts, operating expenses and an analysis of their operating expenses for the purpose of ascertaining whether the same had been reasonable and normal, with a view of introducing in evidence this testimony so as to give a com- plete financial and operating history of the road down to date." Hearing on Service in Fairhaven, Mass. — A petition has been addressed to the Railroad Commission of Massa- chusetts by the selectmen of Fairhaven, requesting a hear- ing in reference to the frequency of service and the type of cars in use in Fairhaven by the Union Street Railway, New Bedford, Mass. California Company Modifies Transfers to Curtail Abuses. — The San Diego (Cal.) Electric Railway has re- cently modified its transfer system so as to curtail abuses in looping and disregard of the time limit. Transfers are now punched for the month, day, issuing line, line issued to, and time to the nearest 15 minutes. Scope of Illinois Traction Benefit Association Increased. — It has been decided by the employees of the Illinois Trac- tion System, most of whom belong to the system's hospital association, to add a death benefit to the accident insur- ance which was arranged when the association was organ- ized. A sliding scale of assessments has been agreed upon, ranging from 25 cents to $4. according to the salary of the employee. It is estimated that this will provide an average death benefit of $1,000 for each employee. Date of Hearing Before Railway Commissioners of Canada on Brakes. — The hearing before the Board of Rail- way Commissioners of Canada to consider the subject of equipping electric cars with automatic air brakes as well as hand brakes which was to have been held on Dec. 7, 1909, and the postponement of which was noted in the Electric Railway Journal of Dec. 18, 1909, will be held at Ottawa, Feb. 4, 1910, Col. H. H. McLean, K. C, counsel for the Canadian Street Railway Association, having requested that the companies be given more time in which to prepare their case. Non-Compliance with Order of Commission Results in Suit. — The Public Service Commission of the Second Dis- trict of New York has instructed its counsel to begin an action against the Black River Traction Company, Water- town, N. Y., to recover the penalty prescribed by law for failure and neglect by the company to observe and obey an order of the commission requiring it to install derailers at all steam railroad crossings upon its road extending along High Street, Watertown. The commission has also in- structed counsel to commence a mandamus proceeding by reason of the violation of the order of the commission. Decision in Indiana Regarding Construction of a Second Track. — The Supreme Court of Indiana has decided that neither the State nor the city can surrender the police power to guard the lives, health and safety of citizens in a decision which applies to steam railroads and electric rail- ways. The Grand Trunk Railroad attempted to build a second track in Division Street, South Bend, but the city authorities stopped the work. The railroad then asked for i>n injunction to restrain the city from interfering with its plans. The Supreme Court held that a single track having been built and operated for 30 years without any attempt tc lay a double track in accordance with the terms of the original grant, the City Council has power to repeal the privilege of laying another track in the street. Increase in Wages in New Jersey. — The directors of the Public Service Railway at a meeting on Dec. 28, 1909, de- cided to increase the wages of motorme: and conductors in accordance with the following scale, etiective on Jan. 1. 1910: First year, 21 cents an hour; second year, 22 cents an hour; third year, 23 cents an hour; tenth year men, 24 cents an hour. In 191 1 the first year men are to ; jeive a further increase to 22 cents an hour; second year len, 23 cents an hour; third year men, 24 cents an hour; ten h year men, 24^ cents an hour. In 1912 the first year men re to receive 23 cents an hour; second year men, 24 cents an hour, and third year men and upward, 25 cents an hour. T!'.e present scale of wages is 20 cents for first year men, 21 cents for from second to fifth year, 22 cents for from fifth to tenth year, and 23 cents for 10-year men and over. Prizes for Accident Essays in Philadelphia. — Motormen and conductors in the employ of the Philadelphia (Pa.) Rapid Transit Company have been asked to write essays on subjects dealt with in the bulletins of the bureau for the prevention of accidents of the company. H< .>f track, over head and the light and power departments. Mr. Arthur W. Dean, State engineer of New Hampshire ^ince 1904, and formerly engineer of the New Hampshire Traction Company, which company is the predecessor of the New Hampshire Electric Railways, Haverhill, Mass., has been appointed secretary of the Massachusetts High- way Commission, succeeding Mr. Austin B. Fletcher, re- signed. Mr. Dean was born in Taunton, Mass., and was graduated from the Massachusetts Institute of Technology in 1892. He was city engineer of Nashua, and was con- nected with the New Hampshire Traction Company from 1902 to 1904, assisting in the construction of 130 miles of electric railway. Mr. J. H. Hamilton has resigned as superintendent of the Templeton Street Railway, East Templeton, Mass. Mr. Hamilton entered railway work as a car inspector with the Taunton (Mass.) Street Railway in 1899. When the Old Colony Street Railway was formed in 1901, Mr. Hamilton was transferred to Brockton as foreman of the operating car house and of air brakes. He resigned from the Old Colony Street Railway to become master mechanic of the Claremont Railway & Lighting Company, Claremont, N. H., in the employ of which company he continued from June 1, 1903, until May 1, 1904. when he accepted the position of superintendent of the Templeton Street Railway. Mr. J. M. Goodwin, whose appointment as superintendent of the Sherbrooke (Que.) Street Railway to succeed Mr. P. J. Slattery, resigned, as announced in the Electric Rail- way Journal of Dec. 4, 1909, was graduated from the Bliss Electrical School, Washington, D. C, in the summer of 1906. For the first six months after being graduated he was connected with the Western Electric Company as an ap- prentice in the company's factory in New York. From Dec. 1, 1906, until May 1, 1909, he was connected with the Canadian Westinghouse Company, Hamilton, Ont., pursuing the company's engineering apprenticeship course. For the last six months Mr. Goodwin has been engaged in the elec- trical contracting business in Chicago in his own interest. Mr. H. B. Sewall has assumed the duties of manager of the Paducah (Ky.) Traction Company and the Paducah Light & Power Company as the successor to Mr. F. E. Reid- head, who has returned to the home office of the Stone & Webster Management Association, Boston, Mass. Mr. Sewall was previously connected with the Minneapolis Gen- eral Electric Company, the employ of which he entered in June, 1906. Since October, 1908, he has acted as local treasurer of the company in Minneapolis. Previous to be- coming connected with the Minneapolis General Electric Company, Mr. Sewall was with the Dallas (Tex.) Electric Corporation. He also acted for three years as assistant treasurer of the Lowell (Mass.) Electric Light Corporation. Mr. A. C. Kennedy, whose appointment as purchasing agent for the receivers of the Municipal Traction Company, Cleveland, Ohio, was announced in the Electric Railway Journal of Dec. 25, 1909, was born in Cleveland in 1880, and was educated in the public schools and at the city high school in Cleveland. Mr. Kennedy began his electric rail- way career in the office of Mr. Charles W. Wason, purchas- ing agent of the Cleveland, Painesville & Eastern Railway, in 1898, and entered the office of purchasing agent of the Cleveland Electric Railway with Mr. Wason in 1899. Mr. George A. Stanley subsequently became purchasing agent of the company, and Mr. Kennedy remained with the com- pany as chief clerk to Mr. Stanley until the Municipal Traction Company took over the property. Mr. E. F. Schneider, secretary of the Cleveland, South- western & Columbus Railway. Cleveland, Ohio, has been appointed general manager of the company to succeed Mr. C. N. Wilcoxon, who resigned in August, 1909, to become general manager of the Chicago, Lake Shore & South Bend Railway, Michigan City, Ind. Mr. Schneider has been in- terested in interurban electric railways since 18114, when the Cleveland & Rerea Railway was constructed, lie has been conned ed with the Cleveland. Southwestern & Columbus Railway for |[ years and has been secretary of the com pany for the last 10 years. In addition, he has acted as purchasing agent and head of the claim depart ment (if the company. Mr. Schneider began his business career as com- mercial representative for a drug house in Cleveland. OBITUARY C. E. Somers, master mechanic of the Fairmont & Clarks- burg Traction Company, Fairmont, W. Va., met with an accident recently in performing his duties fur the company which resulted in his death on Dec. 22, 1909. 56 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *Idaho Falls (Idaho) Electric Railroad. — Incorporated to build a 34-mile electric railway in the vicinity of Idaho Falls. E. Beugler, New York, N. Y., is closing the final details for the right-of-way and franchises. Capital stock, $1,000,000. Officers: J. L. Miller, Idaho Falls, president; A. V. Scott, Idaho Falls, secretary. Among those interested are H. S. Sewell, New York, N. Y.; F. S. Cleveland and Ray K. Kramer, Pittsburgh, Pa. Kokomo Western Traction Company, Kokomo, Ind. — In- corporated in Indiana to build an electric railway between Kokomo and Young America. Headquarters, Kokomo. Capital stock, $10,000. Directors: C. C. McFann, Anderson Johnson, George W. Charles, M. R. Doyson, all of Kokomo, and O. C. Gard, Young America. [E. R. J., Aug. 21, '09.] ♦Toledo, Napoleon & Lima Railway, Toledo, Ohio. — In- corporated in Ohio for the purpose of constructing an elec- tric railway from Toledo to Lima, passing through Lucas, Henry, Defiance, Putnam and Allen Counties. Capital stock, $100,000. Headquarters, Toledo. Incorporators: M. M. D.ailey, V/. D. Bishoff, M. E. Donaldson, N. W. Gillette and T. E. Gillette. Union Traction & Terminal Company, Marshfield, Ore. — Incorporated in Oregon to build an electric railway in North Bend and Marshfield, also connecting the two cities. Prin- cipal office, Marshfield. Capital stock, $100,000. Incorpora- tors: J. M. Blake, G. W. Kaufman and R. O. Graves. [E. R. J., Dec. 18, '09.] Grays Harbor Interurban Company, Hoquiam, Wash. — Incorporated for the purpose of building an electric railway from Hoquiam to Tacoma, via Olympia. Capital stock, $500,000. Incorporators: R. F. Lytle, A. L. Paine and E. O. McGlauflin, all of Hoquiam; W. H. Abel and Eldredge Wheeler, Montesano; A. M. Abel and P. S. Locke, Aberdeen. [E. R. J.. Dec. 25, '09.] FRANCHISES Los Angeles, Cal. — The Los Angeles Railway has pur- chased for $100 a franchise from the City Council for new lines on Alpine Street, from Main Street to Buena Vista Street, and on Ann Street from Main Street to San Fer- nando Street. Oakland, Cal. — Application has been made to the City Council by the Peninsular Railroad for a franchise for a street railway starting at Fourteenth Street and Franklin Street, to the Sixteenth Street depot, forming a loop at the depot to Eighteenth Street, back on Eighteenth Street to Brush Street, up Brush to Twenty-first Street and thence back to Fourteenth Street and Franklin Street. Ontario, Cal. — The City Council has sold to W. G. Kerhoff, representing the Pacific Electric Railway, a franchise for an electric railway to enter the northern part of Ontario. *San Bernardino, Cal. — W. W. Poole has petitioned the Board of Supervisors for a franchise for an electric railway from the Riverside-San Bernardino County line toward Rialto. Athens, Ga. — The City Council has granted a franchise to the Athens Electric Railway, covering the extension of a number of lines in Athens. Under the terms of the fran- chise, the company is required to pay over to the city a percentage of the gross receipts, this percentage increasing by periods of ten and twenty years. Maple Park, 111. — The Town Council has granted a fran- chise to the Chicago, Aurora & De Kalb Railroad for an electric railway through Maple Park. The company pro- poses to build an electric railway from Aurora to DeKalb. J. H. Bliss, Sugar Grove, is interested. [E. R. J., July 3, '09] Springfield, 111. — The Sangamon County Board of Super- visors has granted a franchise to the Springfield & Jackson- ville Interurban Railway to construct an interurban rail- way along the public highway between Springfield and the western boundary of the county. The company plans to build an electric railway from Springfield to Jacksonville, via Berlin, a distance of 33 miles. John Melick, Springfield, chief engineer. [E. R. J., May 29, '09.] *Brandon, Man. — E. J. Gifford and H. J. Skynner have ap- plied to the City Council for a franchise to build a street railway and power plant in Brandon. Clovis, New Mex. — The City Council has granted to E. J. Howard, J. D. Hammett and A. R. Hammett, Moberly, Mo., capitalists, a franchise for a street railway in Clovis. [E. R. J., July 17, '09.] New York, N. Y. — The Board of Estimate and Apportion- ment has granted a franchise to the South Shore Traction Company to cross the Queensboro Bridge to the Manhattan terminus, and in Queens continuing by various streets to Jamaica. Zanesville, Ohio. — The County Commissioners have grant- ed a 25-year franchise to the Zanesville & Meigs Valley Traction for an electric railway through Morgan County. The company proposes to build a line from Zanesville to Beverly, via McConnellsville. H. D. Blodgett, Zanesville, general manager. [E. R. J., Sept. 4, '09.] *Brantford, Ont.— T. R. Varding, Buffalo, N. Y., has ap- plied to the Municipal Council for a franchise for an electric railway within the township. *Grants Pass, Ore. — The City Council has granted to J. R. Allen a 50-year franchise for an electric railway in Grants Pass. The franchise stipulates that the company begin work within a year and pave and repair such streets as may be used within the track and 18 in. abutting thereon. Sayre, Pa. — The Waverly, Sayre & Athens Traction Com- pany, Waverly, N. Y., has applied to the Borough Council for an extension of its franchise to lay tracks on Desmond Street and Chemung Street. Montreal, Que. — The Montreal Street Railway has been given a franchise to construct and operate street railways upon certain streets in St. Louis, adjoining Montreal. The by-law granting the franchise was adopted at a meeting of the Council on Dec. 21. Houston, Tex. — The County Commissioners of Harris County have approved a contract granting the Galveston- Houston Electric Railway the privilege of crossing all roads in the county. [E. R. J., April 24, '09.] Centralia, Wash. — The Twin City Light & Traction Com- pany, Chehalis, which proposes to build an electric railway between Centralia and Chehalis, has applied to the City Council for a six-months' extension of its franchise in which to complete its railway. [E. R. J., Oct. 30, '09.] TRACK AND ROADWAY Birmingham & Edgewood Electric Railway, Birmingham, Ala. — This company advises that it expects to complete its 4-mile line between Birmingham and Edgewood during 1910. [E. R. J., Nov. 6, '09.] British Columbia Electric Railway, Ltd., Vancouver, B. C. — This company will build 2 miles of new track within the city limits during 1910. W. H. Hazlitt, purchasing agent. United Railroads, San Francisco, Cal. — This company ad- vises that it plans to add 7 miles of new track to its lines in 1910. Thomas Finigan, purchasing agent. Washington, Spa Springs & Gretta Railroad, Washing- ton, D. C. — This company has begun grading on the Bladens- burg Road for its electric railway which is to extend a dis- tance of about 7 miles from Branchville, Md., to the inter- section of Fifteenth Street and H Street, Northeast, in Washington, where its passengers will be able to take the H Street line into the heart of the city. The Washington terminus will be in front of the present Washington ter- minus of the Washington, Baltimore & Annapolis Electric Railway. The Cranford Paving Company, Washington, has been awarded a subcontract for the construction of the first section of the line. [E. R. J., Dec. 4, '09.] *Marion, 111. — It is stated John Murphy, Eldorado, 111., is promoting a company to build an electric railway from Marion to Mount Vernon, Ind., thus connecting the lines between Evansville and St. Louis. Murphysboro Electric Railway, Light, Heat & Power Company, Murphysboro, 111. — During 1910 this company will January i, 1910.] ELECTRIC RAILWAY JOURNAL. 57 build 7 miles of new track between Murphysboro and Car- bondale. A. B. Newton, general manager. Kokomo Western Traction Company, Kokomo, Ind. — A petition has been filed by this company with the Howard County Commissioners asking that a special election be called in Center Township for the purpose of voting a sub- sidy of $35,000 in aid of the proposed electric railway to connect Kokomo and Young America, 20 miles. This action was taken by Kokomo business men who desire that the line shall be built. The company has just been incorporated with a capital stock of $10,000. C. C. McFann, president. [E. R. J., Aug. 21, '09.] Ottumwa, la. — T. D. Foster, president of the Ottumwa Interurban Construction Company, Ottumwa, writes that matters have not advanced beyond the preliminary stage in the building of the proposed electric railway between Ot- tumwa and Oskaloosa. The promoters are working on the right of way, and no definite route has as yet been decided upon. [E. R. J., Dec. 4, '09.] ♦Central Kansas Interurban Railway, Abilene, Kan. — This company has been organized in Abilene to build a rail- way from Newton through Canton, Spring Valley, Roxbury and Gypsum to the south side of the river, with a branch to Abilene and one to Salina. Gasoline motor cars will be operated over the road. C. B. Kirkland, Salina, treasurer. Among those interested are J. C. Nicholson, Newton, and J. E. Brewer, Abilene. Connecticut Valley Street Railway, Greenfield, Mass. — This company has petitioned the Legislature for authority to locate a street railway in the Mount Sugar Loaf reserva- tion in South Deerfield. It is stated that the company plans to construct an electric railway to the summit of Mount Sugar Loaf. *Chapala Hydro Electric & Irrigation Company, Guada- lajara, Mex. — This company is preparing plans for the con- struction of an electric railway from Guadalajara to Lake Chapala, a distance of 23 miles. The maximum grade will not exceed 2 per cent. According to present plans, the company will have its terminals at San Pedro, Guadalajara, where connection will be made with the street railway of that city. E. Pinson, general manager. L. Matty has charge of the preliminary work. Twin City General Electric Company, Ironwood, Mich. — During 1910 this company expects to complete a 6-mile ex- tension between Ironwood and Bessemer. F. H. Pearce, purchasing agent. Twin City & Lake Superior Railway, Minneapolis, Minn. — It is stated that this company will soon issue $2,500,000 in bonds for the completion of its proposed 130-mile electric railway which is to extend from Minneapolis to Duluth and Superior. About 60 miles of the route have been graded. L. N. Loomis, Minneapolis, president. Albany, N. Y. — The United Traction Company has been granted an extension of one year, until Jan. 1, 1911, to com- plete the construction of its street railway across Arbor Hill from Clinton Avenue and Ten Broeck Street. Hornell-Bath Interurban Railway, Hornell, N. Y.— The Public Service Commission of the Second District has granted a certificate of public convenience and necessity to this company, which proposes to build an electric street railway between Hornell and Bath, passing through How- ard, Fremont and Avoca, a distance of 24 miles. [E. R. J., Dec. 4, '09.] Interborough Rapid Transit Company, New York, N. Y. — This company has contracted with the American Bridge Company for 500 tons of structural steel for elevated and station work. Cincinnati (Ohio) Traction Company. — This company will add 2 miles of new track to its line during 1910. C. Burckmyer, purchasing agent. *Salem, Ohio. — Press reports state that Peter McCave, Greenford, is interested in a proposition to build an electric railway from Salem to Youngstown by way of New Albany, Greenford, Calla, Canfield and Lanterman's Falls. It is the intention to build a branch from near Gettysburg south to Washingtonville, Leetonia, Franklin Square and Shelton's Grove to Lisbon. The project also includes a belt line for Salem. Zanesville & Meigs Valley Traction Company, Zanesville, Ohio. — This company announces that it will place the con- tract for the construction of its projected railway from Zanesville to Beverly on May 1, 1910, and work will be commenced on the new line within 15 days thereafter. The preliminary survey has been completed. In addition to the route as at first proposed, the company will build an 8-mile branch to McConnelsville. The main line will begin at Eighth and Marietta Streets in Zanesville and run direct to Beverly, a distance of 41 miles. The principal towns on the run are: Duncan Falls, Museville, Rowland, Cloud, Union- ville and Mill Grove. The maximum grade is but il/2 per cent, while the maximum curve is 7 deg. The company pro- poses to build a 24-mile extension from Beverly to Parkers- burg, but this has not yet been surveyed and will be a mat- ter for later consideration. H. D. Blodgett, general man- ager. [E. R. J., Sept. 4, '09.] Lawton & Fort Sill Electric Railway, Lawton, Okla. — It is stated that this company has decided to issue bonds to the amount of $150,000 in order to meet the expenditures, both in the construction of the proposed electric railway through Lawton and connecting Lawton with Fort Sill and Medicine Park. [E. R. J., Dec. 11, '09.] Oklahoma, Kansas & Missouri Interurban Railway, Miami, Okla. — This company contemplates the construction of 105 miles of new line during 1910 to extend from Joplin to Bartlesville. The railway will also touch Hattenville, Miami, Spring City, Peoria, Grapaw, Blue Jacket and Welsch. Franklin M. Smith, president. [E. R. J., April 17, '09-] London & Lake Erie Railway & Transportation Com- pany, London, Ont. — It is announced that this company, which is the successor to the Southwestern Traction Com- pany, will expend $150,000 for improvements to the system, the nature of which has not been disclosed. [E. R. J., Nov. 13, '09.] *Arnprior & Pontiac Electric Railway, Ottawa, Ont. — This company has been organized for the purpose of build- ing an electric railway from Campbells Bay, Que., via Chats Falls and Graham's Bay, near Ottawa, Ont., to High Falls, 75 miles. Arthur H. Brice, Ottawa, chief engineer. Port Arthur & Fort William Electric Railway, Port Ar- thur, Ont. — An extension 4 miles in length will be built during 1910 by this company. N. C. Pilcher, purchasing agent. ♦Waterloo, Ont. — J. S. Clarke recently submitted a pro- posal to the County Council of Waterloo for the building of an electric railway from Port Dover to Brantford, passing through Ayr and Roseville to Berlin and Waterloo, with branches to other municipalities in the county. *Johnstown & Greensburg Electric Railway, Latrobe, Pa. — This company, which proposes to build a 45-mile electric railway between Johnstown and Greensburg, announces that it has secured nearly all the rights of way over the section of the route between Greensburg and Derry and more than half obtained between Derry and Johnstown. It is stated that the Fetterman Engineering Company, Johnstown, will begin work shortly on the location of the route through Sang Hollow, from Morrellville to Seward. The promoters of the new line are said to be identified with the Indiana County Railways. It is to be a high-speed line, and is to carry both passengers and freight. The line will serve a population of about 131,000. The grades will not exceed 4 per cent and the curvatures 5 deg. Officers: Warner Utts, Derry, president; W. E. Hildebrand, Seward, vice-president; R. G. Lohr, Latrobe, secretary: H. H. Smith, Latrobe, treasurer. Slippery Rock & Grove City Railway, Slippery Rock, Pa. — This company announces that it will receive bids on Jan. 10 for the construction of its proposed 9-mile street railway between Slippery Rock and Grove City. Gasoline motor cars will be operated. [E. R. J., Dec. 4, '00 ] Chambersburg, Greencastle & Waynesboro Electric Rail- way, Waynesboro, Pa. — The directors of this company have decided to issue bonds to the amount of $400,000, and among the improvements projected is an extension of about 4 miles from Pen-Mar via Highficld to Blue Ridge Summit, and possibly to Monterey Springs. 58 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. i. Nashville & Adairville Railway, Nashville, Tenn. — S. C. Robb, Nashville, one of the incorporators of this company, has announced that if the people along the line of the pro- posed railway would subscribe stock to the amount of $100,- ooo the line would be immediately located and contracts for its construction awarded. It will be standard gage, with 70-lb. steel rails, the ultimate purpose being to convert it into a steam road and extend it from Adairville, by way of Morgantown, to Leitchfield, thus by a connection with the Illinois Central Railroad making a second line from Nash- ville to Louisville. The line from Nashville to Adairville will be by way of Goodlettsville, White House, Cross Plains and Orlinda. [E. R. J., Dec. 8, '09.] City & Elm Grove Railroad, Wheeling, W. Va.— This company expects to build V/2 miles of new track, using 7-in. 70-lb. and A. S. C. E. 85-lb. T-rails. Contracts for this work will be placed during the next four weeks. J. W. Smith, general manager. Seattle-Everett Interurban Railway, Seattle, Wash. — During ioto about 4 miles of new track will be constructed by this company between Seattle and Everett. George Newell, purchasing agent. SHOPS AND BUILDINGS Nelson (B. C.) Electric Tramway. — This company will erect a new car house at Nelson to be 28 ft. x 80 ft. in size. Alex. Carrie, architect. Pacific Electric Railway, Los Angeles, Cal. — Plans are being prepared by this company for the construction of a reinforced concrete station in Long Beach to cost $135,000. Augusta-Aiken Railway & Electric Company, Augusta, Ga. — This company has purchased a site, 175 ft. x 90 ft., on which to erect freight and passenger terminals. The build- ing will be two stories high and will be 165 ft. x 90 ft. The structure will be built of brick and will cost $20,000. Terre Haute, Indianapolis & Eastern Traction Company, Terre Haute, Ind. — This company is considering plans for the construction cf a terminal station to cost $250,000 on the corner of Eighth Street and Cherry Street, Terre Haute. Corsicana (Tex.) Traction Company. — This company is building a reinforced concrete car house in Corsicana. J. W. Carpenter, president. Port Arthur (Tex.) Traction Company. — This company will begin work at once on a new car house to be located at Houston Avenue and Seventh Street, Port Arthur. The building will be built of brick, with a concrete roof, and will be 80 ft. x 120 ft. in size. It will have a storage capacity of 12 cars and will contain a repair shop, the general offices of the company, together with a room for its employees, which will be fitted with all conveniences. The contract has been let. POWER HOUSES AND SUBSTATIONS Nelson (B. C.) Electric Tramway. — This company will erect a new substation in Nelson. Denver City Tramway, Denver, Col. — This company has begun work on the extension to its Platte Street power plant. The addition will be 140 ft. x no ft. in size. When completed the whole building will be 429 ft. x 100 ft. The boiler room will contain six 750-hp boilers. Cedar Rapids & Marion City Railway, Cedar Rapids, la. — This company has recently placed a contract with the Allis-Chalmers Company for a 22-46-48 cross-compound engine and 800-kw railway generator, also with the Erie City Iron Works for a 500-hp water-tube boiler. People's Railway, Dayton, Ohio. — It is stated that this company is considering plans for the erection of a power plant in Dayton, 250 ft. x 180 ft., to cost $125,000. Winchester & Washington Railway, Winchester, Va. — This company is said to have engaged P. O. Keilholtz, Balti- more, Md., to prepare plans and specifications and superin- tend the construction of a steam power plant at Millville as auxiliary to its water power plant. The company pro- poses to install a 1500-kw plant, 2200 volts, three phase, 60 cycles, for electric light and power purposes; also for dis- tribution through Jefferson and Berkeley Counties, West Virginia, and through Clarke and Frederick Counties of Vir- ginia. It is stated that contracts will be awarded on Jan. 15. The new plant is estimated to cost $100,000. Manufactures & Supplies ROLLING STOCK Capital Beach & Milford Railroad, Lincoln, Neb., will buy 10 double-truck summer cars for park service. Montreal (Que.) Street Railway will have 25 all-steel cars built by the Ottawa Car Company delivered at once. Belton & Temple Traction Company, Temple, Tex., will place an order for one semi-convertible passenger car dur- ing 1910. Morgantown & Dunkard Valley Railroad, Morgantown, W. Va., contemplates ordering four passenger and two freight cars during 1910. Connecticut Valley Street Railway, Greenfield, Mass., will order in 1910 one double-truck flat car, 40 ft. long, with vestibuled ends, to be equipped with four motors. Kansas City-Western Railway, Leavenworth, Kan., will buy two large interurban cars early in 1910 to seat 60 people. The cars are to be equipped with G.E. multiple type in con- trol and G.E. -73 motors. New York & Long Island Traction Company, Hemp- stead, N. Y., has bought 10 sets quadruple motor equipment from Westinghouse Electric & Manufacturing Company and 10 sets of trucks from The J. G. Brill Company. Wabash & Northern Indiana Traction Company, War- saw, Ind., mentioned in the Electric Railway Journal of Nov. 20, 1909, as having ordered seven cars from Jewett Car Company, has drawn the following specifications for these combination passenger, smoking and baggage cars: Seating capacity 60 Car trimmings bronze Weight 30,000 lb. Curtain fix .... Curtain S. Co. Wheel base 6 ft. 6 in. Curtain material ... Pantasote Length of body ... .47 ft. 7 in. Fenders Pilot Length over vesti- Gongs 12 in. bule 52 ft. 5 in. Heaters Peter Smith Length over all ... .53 ft. 9 in. Headlights G.E. Form B Width inside 8 ft. 6 in. Roofs steam type Width over all 9 ft. 3 in. Sanders Nichols-Lintern Height inside 8 ft. 2 in. Seats Hale & Kilburn Height sill to trolley Step treads Am. Safety base 10 ft. Trolley retrievers, Height rail to sills. . 3 ft. 4 in. Knutson No. 2 Body wood Trucks Am. Loco. MCB Underframe . . wood and steel Varnish Hildreth Air brakes West. Vestibule .rear only Brakes Peacock Fire extinguisher ... Eastman TRADE NOTES Hale & Kilburn Manufacturing Company, Philadelphia, Pa., will move its New York office from 33 Union Square to 39 Union Square on Feb. 1, 1910. G. E. Watts, Atlanta, Ga., well known among electric rail- way men throughout the South, has been appointed southern representative of the R. D. Nuttall Company, Pittsburgh, Pa. Elliott Brothers, Lewisham, London, S. E., England., have issued a pamphlet describing the Wimpenis accelero- meter and grade measurer. This instrument measures ac- celeration, retardation as in braking, retardation due to frictional resistance when coasting, braking efficiency, trac- tive effort at different speeds, grades, etc. Central States Tie & Gravel Company, Terre Haute, Ind., has been incorporated to engage in business of furnishing ties and gravel for railway track construction. The officers are: President, F. C. Meredith; treasurer, W. H. Harris; secretary and manager. L. E. Holderman. The active con- duct of the business will be in the hands of Mr. Holderman, who has had a wide experience in electric railway work. Jewett Car Company, Newark, Ohio, advises that the fire which occurred at its plant on Dec. 27, 1909, did not prove as serious as first reported in the newspapers. One mill and a lumber shed were destroyed but the company's manufac- turing work has not been delayed in the least. In fact, the capacity of the shops will be doubled in a few weeks when the company receives some new motor-driven machines. A. Origet & Company, 27-29 West Twenty-third Street, New York, N. Y., desire export prices on the following classes of steel rails delivered F. O. B. Havre or Boulogne, January i, 1910.] ELECTRIC RAILWAY JOURNAL. 59 France: T-rails weighing 12, 15, 18, 20 kg per meter (24, 30, 36, 40 lb. per yd.) ; grooved or girder rails weighing 38, 40, 45 "kg per meter (76, 80, 90 lb. per yd.). The bids should include prices for all metal appurtenances such as spikes, bolts and fish-plates. Frederic H. Keyes, Boston, Mass., formerly general man- ager of the Robb-Mumford Boiler Company, has associated himself with Messrs. Timothy W. Sprague, Henry Docker Jackson, and others, to carry on a general consulting engi- neering business under the name of Timothy W. Sprague, Frederic H. Keys, Henry D. Jackson & Associates, 88 Broad Street, Boston, Mass. The new firm proposes to make complete reports, investigations, and furnish designs and supervision for power plants for lighting, railway or in- dustrial purposes; also mining reports, investigations and power plants. Willans & Robinson, Rugby, Eng., have been awarded the contract for the turbines for the extension of the Syd- ney (N. S. W.) Tramway, and Dick, Kerr & Company have been awarded the contract for the alternators. Two units of 4000 kw each, running at 750 r.p.m., are to be installed. The prices originally submitted included a 400-kw unit in addition to the two 4000-kw units. They follow: British Thomson-Houston turbines, $161,770; British Westinghouse turbines, $170,035; Oerlikon turbines, $179,435; Willans & Robinson turbines, $203,450; Escher-Wyss turbines, $210,- 875; Willans & Robinson turbines, Dick, Kerr alternators, accepted at $222,735. Eppinger & Russell Company, New York, N, Y., in ad- dition to its creosoting works now in operation at Long Island City, N. Y., has completed its new plant in Jackson- ville, Fla. The new works are said to be the largest creosot- ing plant on the Atlantic Coast and are fully equipped with the most modern and best appliances and machinery, thus enabling work to be done at a minimum cost. In addition the plant is so located that rail or vessel shipments can be made to all points, and material can be obtained at the low- est figures. The company is prepared to accept orders for creosote paving blocks, piling, lumber and ties. Its experi- ence in creosoting covers a period of 32 years. P. O. Keilholtz, who has been consulting engineer for the railway and lighting properties of Baltimore, Md., for more than 20 years, has opened an office as consulting engi- neer in the Continental Building of that city. Mr. Keilholtz has been closely identified with most of the important electrical work planned and constructed in Baltimore during the last 20 years. He is a graduate of the Engineering Corps of the United States Naval Academy, and after re- signing from the navy he took a post-graduate course at the John Hopkins University. Besides having an intimate knowledge of the construction of steam and hydraulic apparatus, he is eminently qualified to take the products of different manufacturers and combine them into a complete and efficient operating plant. Mr. Keilholtz has just been commissioned to prepare the plans and supervise the con- struction of a $100,000 power plant at Milville, Va., for the Winchester & Washington City Railway. Ohio Brass Company, Mansfield, Ohio, has appointed the Holabird-Rcynolds Company, San Francisco; Holabird- Reynolds Electric Company, Los Angeles, and Holabird Electric Company, Seattle, exclusive sales agents for its O-B Hi-Tension porcelain insulators in the States of Cali- fornia, Oregon and Washington. Pierson, Roeding & Com- pany, with offices at San Francisco, Los Angeles and Seattle, will continue to be the Ohio Brass Company's exclusive sales agents for overhead material, rail bonds, car equip- ment specialties and catenary material, including such special porcelain insulators as are used in catenary con- struction. The Hendrie & Bolthoff Manufacturing & Supply Company, Denver, Col, has been appointed as special sales agents for the mining trade in Colorado, Wyoming, Utah, Arizona and New Mexico, as well as from certain railway properties located in the mining districts of this territory. The business of railway and mining companies located at Salt Lake City, Denver, Cheyenne, Colorado Springs, Pueblo and Tclluride, will be, as heretofore, handled by its regular salesman, F. V. Cook, who will also give special attention to the sale of Hi-Tension insulators, in all five of the States mentioned. J. C. Barr, 84 State Street, Boston, Mass., has been appointed Boston sales agent for the Ohio Brass Company and will solicit business in all of the New England States with the exception of Connecti- cut. R. G. Campbell, of the New York office, will continue to visit the trade in Connecticut in addition to his other territory. Railway Business Association, New York, N. Y., an- nounces the appointment by George A. Post, president of the association, of the following executive members, all of whom have accepted: E. L. Adreon, vice-president, Ameri- can Brake Company, St. Louis, Mo.; W. E. Clow, president, James B. Clow & Son, Chicago, 111.; J. S. Coffin, presi- dent, Franklin Railway Supply Company, New York City; Oliver Crosby, president, American Hoist & Derrick Com- pany, St. Paul, Minn.; John F. Dickson, president, Dickson Car Wheel Company, Houston, Tex.; W. C. Dodd, presi- dent, National Lock Washer Company, Newark, N. J.; Henry Elliot, president, Elliot Frog & Switch Company, East St. Louis, 111.; Alba B. Johnson, vice-president and treasurer, Baldwin Locomotive Works, Philadelphia, Pa.; A. M. Kittredge, president, Barney & Smith Car Company, Dayton, Ohio; W. B. Leach, general manager and treasurer, Hunt-Spiller Manufacturing Corporation, Boston, Mass.; E. B. Leigh, president, Chicago Railway Equipment Company, Chicago, 111.; W. H. Miner, president, W. H. Miner Com- pany, Chicago, III.; Alfred A. Pope, president, National Malleable Castings Company, Cleveland, Ohio; Col. H. G. Prout, vice-president, Union Switch & Signal Company, Swissvale, Pa.; James Viles, treasurer, Buda Company, Chi- cago, 111.; W. H. "Whiteside, president, Allis-Chalmers Com- pany, Milwaukee, Wis.; W. P. Worth, treasurer, Worth Brothers Company, Coatesville, Pa.; J. H. Schwacke, man- ager and secretary, William Sellers & Company, Philadel- phia, Pa. ADVERTISING LITERATURE Wheel Truing Brake Shoe Company, Detroit, Mich., has issued a decorated folding postal, conveying the com- pliments of the season. There is, of course, a reminder of the efficiency of the company's brake shoes at all seasons of the year. Western Electric Company, New York, N. Y., has pub- lished a new issue of Bulletin No. 5131, which describes in detail type IL motors and generators. A new issue of Bulletin No. 5132 has been published, describing type ELC interpole motors. The J. G. Brill Company, Philadelphia, Pa., in Brill's Mag a zine for December, I909> prints the twelfth of the series of articles describing the conditions which govern the type of car for city service. Portland, Ore., is the city con- sidered. Other descriptions of special interest are one-man, pay-as-you-enter cars for Brunswick, Ga., and the tramway system of Shanghai, China. Joseph Dixon Crucible Company, Jersey City, N. J., has published the eleventh edition of "Graphite as a Lubricant." Every two or three years the company republishes "Graphite as a Lubricant." The present edition is more compact than its predecessor, despite the fact that large type with liberal margins obtains throughout the 64 pages of the book. A copy of "Graphite as a Lubricant" will be sent free on re- quest. Westinghouse Electric & Manufacturing Company, Pitts- burgh, Pa., has issued the Westinghouse diary for 1910. This well-arranged book has been published annually for six years. The edition for 1910 has been enlarged, however, and the scope of its contents increased. An alphabetical index to the contents is printed on the fifth and sixth pages. The cover is of brown, flexible leather and bears the Westing- house imprint. Goldschmidt-Thermit Company, New York, N. Y., in the contents of Reactions for the fourth quarter of 1909, has included the following articles: "Thermit Repairs Sanc- tioned by Rritish Corporation for the Survey and Registry of Shipping," "Tests of Thermit Welds," "Australian-Ther- mit Company, Ltd.," "Pulley Repaired in Wilds of North Carolina," "Chromium: Its History and Application," "Weld- ing Special Work in Los Angeles." The text is accompanied by many excellent illustrations, one of which, a full page, shows a fly-wheel being hauled into position for welding a break in the rim. This issue of Reactions contains the index to Volume I I. 6o ELECTRIC RAILWAY JOURNAL. Vol. XXXI. No. i TABLE OF MONTHLY EARNINGS. Notice: These statistics will be carefully revised from month to month, upon information received from the companies direct, or from official sources. The table shouli be used in connection with our Financial Supplement, "American Street Railway Investments," which contains the annual operating reports to the ends of the various financu years Similai statistics in regard to roads not reporting are solicited by the editors. *Including Taxes. fDeficit. t Includes Ferry earnings up to Apr. I, 1909. Company AKRON, 0. Northern Ohio Tr. & Light Co. BELLINGHAM, WASH. Whatcom Co. Ry. & Lt. Co. BINGHAMTON, N.Y. Binghamton St. Ry. CHARLESTON, S. C. Charleston Con.Ry., Oas & Elec. Co. CHICAGO, ILL. Aurora, Elgin & Chicago Railroad. Chicago Railways. CLEVELAND, O. Cleveland, Paines- ville & Eastern R.R. Lake Shore El. Ry. DALLAS, TEX. Dallas Electric Cor- poration. DETROIT, MICH. Detroit United Rail- DULUTH, MINN. Duluth-Superior Trac. Co. EAST ST. LOUIS, ILL. East St. Louis & Suburban Co. EL PASO, TEX. El Paso Elec. Co. FAIRMONT, W. VA. Fairmont & Clarks- burgaTrac. Co. FT. WAYNE, IND. Ft. Wayne & Wa- bashiValley Tr. Co. FORT WORTH, TEX. Northern Tex. as Elec. Co. GALVESTON, TEX. Galveston=Houston Elec.jCo. HARRISBURG, PA. Central „Penn. Trac Co. HOUGHTON, MICH Houghton County Tr. Co. JACKSONVILLE, FLA. Jacksonville Elec. Co. lm., Nov. 1 " 11" 11" lm. 1 " 12 " 12 " Period Oct. lm., Sept. '09 1 08 9 09 9 08 Gross In- come Operating Ex- penses lm., 1 " 9 " 9 " Nov. '09 '08 '09 '08 lm. 1 " Oct. '09 '08 4 " 4 " '09 '08 lm., Oct. '09 '08 .1 " 10 " 10 " '09 '08 lm., Nov. '09 '08 1 " 1 1 " 11 " '09 '08 lm., 1 '' Nov. '09 '08 11 " 11 " '09 '08 lm.. Oct. '09 '08 1 " 12 " 12 " '09 '08 lm., 1 " 11 " 11 " Nov. '09 '08 '09 '08 lm., 1 " 1 1 " 1 1 " Nov. '09 '08 -09 '08 lm., 11 " 11 " Nov. '09 '08 '09 '08 lm„ 1 " 12 " 12 " Oct. '09 '08 '09 '08 lm., Nov. '09 '08 1 " 11 " 11 " '09 '08 lm., 1 " 10 " 10 " Oct. '09 '08 '09 '08 lm., 1 " 12 " 12 " Oct. '09 '08 '09 '08 lm. 1 " 12 " 12 " Oct. '09 '08 '09 '08 lm. 1 " 11 " 11 " Nov •09 '08 '09 '08 lm. 1 " 12 " 12 " Oct. '09 '08 '09 '08 1 75,743 151,934 1,994,729 1,730,019 35,672 31,758 401,186 358,466 29,531 27,662 260,252 238,796 65,368 63,912 580.557 569,663 137,563 121,525 618,016 561,555 1,109,640 968,543 10,244,248 9,003,164 25,900 22,525 297,573 272,976 90,705 80,476 1,020,022 955,364 147,838 134 140 1,291,164 1,160,604 lm., Oct. 1 " 12 " 12 " 676,482 570,7 1 1 7,351,390 6,508 85,509 76,835 896,346 810,836 177,712 170,739 1,850,565 1,837,239 58,347 44,913 588,012 528,654 37,032 30,924 388,690 3 53,31 1 122,806 113,391 1,161,156 1,092,090 135,697 119,299 1,236,545 1,057,761 102,014 94,348 1,198,064 1,064,411 60,227 56,000 687,747 647,214 26,543 21,654 315,393 258,708 41,567 38,509 468,002 419,405 99,973 87,976 1,088,502 1,000,276 19,608 17,766 225,640 205,398 18,094 15,392 148,101 140,394 40,807 40,559 370,71 5 368,223 73,772 67,047 302,383 281.229 776.748 677,979 6,755,675 Gross Income Less Op- erating Expenses 15,020 13,483 151,480 155,787 48,984 47,440 538,429 534,355 80,397 73,767 809,900 778,414 440,750 *374,685 4,614,783 894 *4, 182,788 47,403 47,999 525,383 494,510 89,840 88,122 1,001,050 960,163 35,712 33,544 368,245 377,808 15,749 12,373 149,413 132,971 70,386 59,931 678,925 613,400 64,595 56,103 684,563 614,110 64,652 52,842 703,830 619,700 46,325 44,951 509,519 511,853 13,070 10,941 170,131 146,599 22,136 21,144 265,784 250,706 75,770 63,958 906,227 729,743 16,064 13,991 175,546 153,067 1 1,437 12,270 112,151 98,402 24,561 23,353 209,842 201,440 63,791 54,484 315,433 280,326 332,892 290,564 3,488,573 10,880 9,042 146,093 117,189 41,721 33,036 481,592 421,009 67,441 60,373 481,264 382,189 235,732 196,021. Deduc- tions From In- Net In- come 43,400 44,012 480,856 482,533 8,469 9,026 100,468 97,139 9,037 9.024 81,466 74,827 13,917 13,817 125,250 124,175 29,413 27,731 117,077 1 10,758 8,457 8,088 92,855 88,459 35,393 34,292 379,939 356,252 27,471 27,554 338,780 352,151 *1 57,919 132,819 32,370 19,947 425,371 247,210 7,595 4,965 75,078 55,928 2,400 3,246 30,685 23,575 10,645 9,53e 84,592 77,265 34,377 26,752 198,357 169,568 2,736,607 *1, 723, 399 2,326,106 1,485,058 38,106 28,836 370,963 316,326 87,872 82,617 849,515 877,076 22,635 11,369 219,767 150,846 21,283 18,551 239,277 220,340 52,420 53,459 482,231 478,690 71,102 63,195 551,982 443,651 37,362 41,506 494,234 444,711 13,902 11,049 178,228 135,361 13,473 10,712 145,262 112,110 19,430 17,365 202,219 168,699 20,757 16,701 209,603 202,368 49,942 48,800 544,544 534,274 8,421 7,107 95,691 83,920 2,423 954 53,237 28,730 6,325 ti.20: 101,653 64,757 39,970 32,819 142,484 30.039 88,424 69,704 1,145,342 898,966 17,349 12,135 161,360 113,958 37,930 33,817 304,971 342,802 14,215 4,262 124,076 66,916 16,190 15,187 200,973 185,862 22,486 20,192 259,492 241,760 6,216 5,380 71,645 57,598 9,452 9,124 112,187 109,214 54,913 48,008 351,009 257,788 14,877 21,314 234,743 202,950 Company MILWAUKEE, WIS. Milwaukee Elec.Ry. & Lt. Co. Milwaukee Lt. & Trac. Co. HI. MINNEAPOLIS, MINN. Twin City Rapid Transit Co. MONTREAL, CAN. Montreal St. Ry. NASHVILLE, TENN. Nashville Railway & Light Co. NORFOLK, VA. Norfolk & Ports- mouth Trac. Co. OKLAHOMA, OKLA Oklahoma City Ry, PADUCAH, KY. Paducah Traction & Light Co. PENSACOLA, FLA. Pensacola Electric Co. PHILADELPHIA, PA. American Rys Co. PLYMOUTH, MASS Brockton & Plym- outh St. Ry. Co. PORTLAND, ORE. Portland Ry., Lt. & Pwr. Co. ST. JOSEPH, MO. St. Joseph Ry., Lt. Heat & Pwr. Co. ST. LOUIS, MO. United Rys. Co. of St. Louis. SAN FRANCISCO, CAL. United Rail roads of San Fran= SAVANNAH, GA. Savannah Elec. Co. SEATTLE, WASH. Seattle Elec. Co. SYDNEY, N. S. Cape Breton Elec. Co., Ltd. lm., Nov. 1 " 11" 11" lm., Nov-. 1 " 11 " 11 " lm., Oct. 1 " 10 " 10 " lm., Nov. '09 1 08 11 09 11 08 Period lm., Nov. 1 " 11" 11" lm., Oct. 1 " 10" 10" lm., Oct. .1 " Gross In- come Operating Ex- penses lm, 1 " 12 " 12 " lm, 1 " 12 " 12 " Oct. '09 Oct. '09 lm., Nov. '09 1 08 5 09 5 08 7,258 5,333 73,617 54,512 9,978 8,240 90,031 59,484 TAMPA, FLA. Tampa Elec. Co. TOLEDO, O. Toledo Rys. & Lt, Co. lm., Oct. 1 " , " 10 " 10 " lm., Nov. 1 " 11" 11 " lm., Nov. 1 " 11" 11 " lm., Nov. 1 " 11" 11 " lm., Oct. 1 " 10" 10 " lm., Oct. 1 " 12 " 12 " lm., Oct. 1 " 12 " 12 " lm., Oct. 1 " " 12 " 12" lm., Oct. 1 " 12 " 12 " lm,, Oct. 1 " 10" 10" '(19 '09 '08 '09 '08 '09 '08 '09 *08 '09 '08 '09 '08 '09 '08 '09 '08 '09 '08 '09 '08 '09 '08 '09 '08 '09 '08 383,156 341,602 3,919,653 3,589,995 118,001 108,378 1,353,010 1,289,118 596,963 554,166 5,773,383 5,319,968 334,871 301,578 688,878 630,18(5 149,426 138,598 1,565,101 1,447,946 156,540 {156,796 11,592,739 tl, 552,029 49,683 31,199 18,924 16,706 225,608 228,513 21,027 18,346 242,539 209,587 235,700 219,511 1,311,175 1,235,732 10,253 9,767 114,156 105,973 411,001 370,378 4,385,356 3,964,880 82,296 75,963 887,467 826,706 927,450 872,339 10,193,103 9,682,878 733,766 609,042 6,190,805 5,688,378 50,618 51,071 611,387 591,556 544,077 401,935 5,734,623 4,453,076 23,228 22,166 237,173 252,178 50,759 47,354 586,253 544,966 239,619 218,261 2,253,254 2,086,156 188,486 160,909 1,914,554 1,813,479 32,607 29,629 357,509 340,647 277,175 265,893 2,709,742 2,637,918 200,138 180,682 374,873 346,106 83,181 79,271 919,503 865,550 87,974 88,317 921,337 923,587 27,363 19,166 11,764 10,269 132,238 136,200 12,379 10,432 139,127 148,853 7,592 6,216 79,648 75,777 174,270 165,331 2,014,219 1,944,563 42,335 36,777 460,032 419,058 *581,014 *536,636 *6,426,687 *6, 182,030 361,636 336,815 3,709,875 3,583,346 32,973 30,303 394,081 391,942 326,201 233,624 3,330,894 2,631,972 12,237 12,750 141,870 144,874 26,791 30,170 349,110 360,826 129,719 119,982 1,263,769 1,139,806 Gross Income Less Op- erating Expenses 194,670 180,693 2,005,098 1,776,51 5 85,394 78,750 995,501 948,471 319,788 288,273 3,063,640 2,682,050 134,784 120,896 314,006 284,080 66,245 59,327 645,598 582,396 68,566 68,479 671,402 o28,442 22,320 12,033 7,160 6,437 93,370 92,313 8,648 7,913 103,412 60,734 Deduc- tions From In- come Net In- I come 112,913 81,75 101,056 79,63 1,178,518 826,58 1,095,286 681,23 65,476 59,057 711,712 656,210 140,251 138,667 1,388,761 1,283,789 30,785 29,662 61,864 59,842 33,023 32,507 361,329 352,127 62,416 65,376 645,690 657,959 2,661 3,551 34,508 30,196 236,731 205,047 2,371,137 2,020,317 39,961 39,186 427,435 407,648 346,436 335,703 3,766,416 3,500,848 372,130 272,227 2,680,930 2,105,032 17,646 20,767 217,306 199,614 217,877 168,310 2,403,729 1,821,104 10,991 9,416 95,303 107,304 23,968 17,184 237,143 184,140 109,900 98,279 959,485 946,350 6,625 6,690 81,726 83,182 4,474 4,262 52,077 51,453 19,91 19,69 283,78 292,26 179,53 149,60 1,674,87 l,398,2f 103,94 91,22 2S2.U 224,2- 33,2: 26,8: 284,2i 230,2i 6,1. 3,11 25,7 t29,5 5 n 11,6 9,1 4.1 3,6 51,3 9,2 1,75 , 2,151 18,102 22,482 125,019 116,039 1,363,227 1,267,936 21,608 20,992 235,209 226,294 232,107 233,694 2,566,006 2,564,872 9 1,4 16,4 7,7 111,7 89,0 1,007,9 752,3 18,3 18,1 192,2 181,3 114,3 102,0 1,200,4 935,9 17,621 17,578 209,181 206,979 102,169 97,084 1,225,881 1,067,350 5,066 4,955 60,188 59,354 4,623 4,381 56,182 32,151 75,615 71,953 727,818 707,696 3.1 8,1 t7,3 115, 71, 1,177, 753, 5,9 4,4 35,1 47.9 19,3 12.J 180,5 151,5 34,5 26,,' 231,( 238,( i Electric Railway Journal A CONSOLIDATION OF Street Railway^dournal and Electric Railway Review Vol. XXXV. NEW Yf 1 , SATURDAYy JANUARY 8, 1910 No. 2 _ PUBLISHED WEEKLY BY TI$E> McGraw Publishing Compan itest Stage of the Qeveland Controversy ^itl the passage of the ordinance embodying the decisions of JudggjfTayler as arbitrator, preparatory to submission to the 239 West Thirty-ninth Street, New Yob^ "„".■ James H. McGraw, President. t A*f w. » \t- tj j t a t? r j u- ti -j-^i-.'-^age- Until the referendum is taken the actual settlement of the .}. M. Wakeman, ist Vice-President. A. E. Clifford, 2d Vice-President*" ° (©oteyfii of the city, the Cleveland controversy reaches another Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3-oo per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, JANUARY 8, 1910 CONTENTS. The Latest Stage of the Cleveland Controversy 61 Hieher Trolley Voltage 61 Oxidized Aluminum for Motor Fields 62 The Functions of the Purchasing Agent 62 Arbitration Boards in London 63 New Car House of the Capital Traction Company in Washington, D. C. 64 Oxidized Aluminum Wires for Field Coils '. 67 Fighting a Snow Storm in Brooklyn 68 Power Consumption of Interurban Cars in Cleveland 69 Static Discharge Set in Substation of Chicago City Railway 70 Useful Chart for Making Headway Calculations 70 New England Street Railway Club Discusses Publicity 71 Operation of Pay-as- You-Enter Cars in Baltimore 72 Educating the Public in Relation to Eleclric Railways 73 Proposed Rerlin Exposition of American Arts and Industries 75 Valuation of Public Service Corporations 76 Calculation of Tie Lines between Street Railway Power Stations 78 Heating and Ventilating Cars 80 New Method of Gear Mounting 80 Electric Glue Heater 81 Clinch Trolley Wire Ears 81 Automatic Overhead Switch 81 Organization of the Ackley lirakc Company 82 The Mid-Winter Convention 82 Meeting of Committee on Transportation of U S. Mail 82 News of the Week 83 Financial and Corporate 85 Traffic and Transportation 87 Personal Mention 90 Construction News 91 Manufactures and Supplies q.( negotiations between the city and the company remains in abeyance. The proceedings conducted in the presence of Judge Tayler have presaged some such terms of settlement as those that were actually announced so that the final details contain no surprising developments. In brief, the arrangement is based on a recent arbitrary valuation of the property, which did not differ materially in amount from that reported by Messrs. Goff and Johnson, and it allows a fixed dividend return of 6 per cent on the stock and prescribes a maximum and a minimum rate of fare. As it stands before the public for final acceptance or re- jection, the plan appears to be based on a determined effort to achieve a low rate of fare, to make the valuation such as will tend to that end and to inject an apparent spirit of fairness into the experiment by permitting a return of 6 per cent on the stock. If the ordinance is accepted by the people of Cleve- land there will be a peculiar demonstration of an arbitrary low rate of fare, a predetermined rate of dividend, and a service that must meet the requirements of the fare and dividend con- ditions prescribed by franchise. Higher Trolley Voltage When the poor load factor of the average railway is taken into consideration, power in the great majority of cases is being generated at very fair economy. In some stations there is, of course, great opportunity for improvement, but in many others little reduction in generating cost is to be expected un- less some radical change takes place in the art of power gen- eration. This same statement, however, cannot be made in regard to the current after it leaves the power station switch- board. It is here, in a large proportion of the cases, that there is great opportunity for effective savings. It would be a revelation in many cases to measure and valu- ate the kw-hours delivered to the cars, and then to com- pare these figures with those obtained at the generator. To the power station cost must be added not only the losses in transmission from the power station to the substations, but the cost of substation conversion and of low-tension d.c. dis- tribution. This in many cases more than doubles the cost at the switchboard. For instance, in a railway system operating 300 miles of interurban track and serving a territory within a radius of 75 miles from the power station, the cost at the latter point is 4 mills, while at the d.c. feeder panels in the substation the cost is more than 0 mills. It is not difficult to sec how this increase in cost occurs. The load factor of an interurban railway substation is nearly always poor, so that with substations of 300 kw capacity there may be a labor charge 62 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. of $80 a month to be set against an average output of less than 100 kw. The solution of this problem for the interurban road is not necessarily single-phase operation, but fewer substations to be made possible by using a higher trolley voltage. Single- phase railways have proved definitely that an overhead con- strultion can be built to handle economically and practically a high trolley potential. Whether the single-phase system or direct current should be adopted in any particular case de- pends upon a careful study of all the circumstances, including the distribution conditions at the terminals. Even a doubling of the trolley voltage would greatly reduce the number of substations on the average road, and would correspondingly increase the capacity of the substations and improve their load factors. Oxidized Aluminum for Motor Fields The use of aluminum wire for transmission purposes is no longer a novelty, but until very lately no advantage had been taken of the great affinity which this conductor has for combining with oxygen to form an insulating film. In the United States the only practical application apparently has been confined to the construction of magnets and induction coils. During the past two years, however, several German railway companies have been testing the availability of oxidized aluminum as a sub- stitute for fiber-insulated copper in making field coils. Accord- ing to the report of Mr. Paulsmeier to the German Street & Interurban Railway Association as published in this number, the experiments along this line have been successful enough to make the permanent use of oxidized aluminum more than a possi- bility. In fact, the Hamburg company alone is now using over 150 coils in regular service. This striking departure in railway motor construction brings up several interesting points. While the impulse to undertake these trials two or three years ago was given by the then high price of copper and the comparative cheapness of aluminum, experience with the new wire has shown that it has other ad- vantages than those of price. Thus the overload ability of a motor with the new coils is limited only by the commutator be- cause there is no cotton insulation to be charred from over- heating. A motor with oxidized bare aluminum and with in- sulating layers between the coils constituting a field, as de- scribed by Mr. Paulsmeier, should therefore have no difficulty in operating above the 75 deg. C. hour rating fixed by the A. I. E. E. rules for railway motors with cotton or similar in- sulation. Short-circuits appear to have been greatly reduced in the new motors for the very reason that they had no wire in- sulation which could become carbonized by heating. As a rail- way motor is a piece of apparatus most limited in its dimen- sions, it was essential also that the aluminum coils should not take up more space than copper coils having the same magnetic flux and internal resistance. The experiments made by the different railway companies showed that this object could be accomplished despite the larger mass of aluminum required, because no other covering than the oxide film was required be- tween adjoining turns of a coil. The most remarkable feature of the aluminum wire construction, however, is the great saving in weight. In the case of the 27-hp to 40-hp motors commonly used in German city railway service the saving amounts to 80 lb. to 100 lb. per motor, as the new coils weigh only one-half as muc' as the old ones. In this country, where much larger motors are common, the proportionate reduction in weight per motor would be no lb. and 172 lb., respectively, for the GE-80 and GE-64 types, and 124 lb. and 150 lb., respectively, for the Westinghouse 93 and 81 types. In any event it is certain that the aluminum field coil deserves serious consideration aside from the question of price, because it promises important im- provements in maintenance and weight without involving serious changes in the other parts of the motor. The Functions of the Purchasing Agent One of the difficult problems in the organization of a large electric railway is to define the powers which should be exerted by the purchasing agent and engineer respectively in buying supplies. The former, staggered perhaps by the sum total of the requisitions received by him from every department, is in- clined to buy in the cheapest market and to keep the stock on hand to a minimum ; the latter may be unduly impressed by the commanding importance of his own department and feel that he should have his requisitions filled promptly and on the basis of quality alone. Most purchasing agents have neither the time nor the training to decide on their own responsibility whether the higher price of an article is justified by its superior quality. The items which they can buy intelligently without instructions from the en- gineer include mainly such staples as wires and cables, but in these articles the prices of each grade are quite definitely fixed so that the choice resolves itself as to which of half a dozen reliable firms can make the best delivery. In other cases, the purchasing agent, through his superior knowledge of market conditions, can buy specified material from jobbers who sell at less than manufacturers' prices. On the whole, however, the great majority of the apparatus used by a railway cannot be bought on the basis of first cost alone without tempting bid- ders to a deterioration in quality proportionate to the cutting down of their prices. The engineer who orders a certain grade of line material because he has found it more reliable than any other is justified in rejecting inferior goods even if the pat- terns are the same, because he is the man who is held respon- sible for the maintenance of the line. Experience has taught him that the first cost of the equipment is a minor considera- tion when compared with the expense of repairing break-downs. It is unjust for the engineer, however, to expect that when large quantities of a given article are ordered for the first time the purchasing agent should put the requisition through without calling for competition. In such cases the latter should be fur- nished with specifications so rigidly drawn that the bidders will have to compete on the basis of both quality and price. Furthermore, if the railway company itself is not equipped to carry out tests on samples of the material submitted, arrange- ments should be made with some testing laboratory for that purpose. When the same items are called for on re-orders either for stock or emergency purposes, the requisition should be transmitted at once to the successful manufacturer without going again through the expensive and time-consuming process of calling for bids from everybody in the business. The street railway company's buyer should not be like the overzealous purchasing agent of a certain manufacturing company who asks for prices from every foundry in the city whenever a half dozen 6-in. wheels are wanted for the coal conveyor or who circularizes all the hardware dealers when a new wheelbarrow is needed for handling ashes in the boiler room. January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 63 Another point about which particular care should be -ex- ercised is- in buying unfinished parts. Where the finished part varies from the maker's standard, it may be worth while to do the finishing in the railway company's shops, but as a general rule it is not profitable. One purchasing agent, for example, insists on buying square-end bars for the track department and then has them pointed in his shops, although he had been ad- vised several times that the expense of doing this at home is about three times the difference in the manufacturer's price be- tween the square and the pointed bars. It is easy to lose a good deal of money through such wrong-ended economy and it would be well always to get an estimate from the shop super- intendent for finishing the journal box or other parts which can be bought in the rough at a lower first cost. In conclusion, it may be pointed out that the duty of the purchasing agent does not end with the placing of the requisi- tion. It is also his business to follow up the requisition to see that the articles are shipped on the dates promised and delivered to the proper department as soon as they arrive. There is no reason why the department which needs the material should be kept in ignorance of the progress made on its requisitions. Arbitration Boards in London Much interest has been aroused abroad in the new plan of the London County Council Tramways for dealing with disputes with employees over questions relating to wages, hours of labor and general conditions of labor, including matters of discipline or management. Reference was made in these columns recently to the employees' committee of the Hudson & Manhattan Rail- road which acts as a medium of intercourse between the men and the officers over them, through which suggestions for im- provement of the service as well as complaints are presented for consideration. The London plan of so-called conciliation boards is based on somewhat similar principles. It has been approved by the Board of Trade and ratified by an almost unanimous vote of the employees. Four sectional conciliation boards and one central board have been created. The sectional boards are made up of an even number of employees and representatives of the County Council elected for a term of three years. The central board is made up of an even number of representatives from each party on each of the sectional boards. Sectional board No. 1 is com- posed of representatives of the motornien and conductors, to- gether with the chief officer of tramways, who sits on each of the sectional boards, and the tramways traffic manager. Sec- tional board No. 2 is drawn from the shop men and depot in- spectors and repairmen, and the rolling stock superintendent rep- resents the Council on it. The power house, substation and line employees are represented on board No. 3, which also includes the tramways electrical engineer. The fourth sectional board is made up of representatives from the track and roadway de- partment and includes also the engineer of permanent way. Each sectional board considers only questions affecting em- ployees in the departments represented thereon. Before a sec- tional board can consider any proposal from the employees for a change in wages, hours of labor or other conditions an appli- cation for such change must be made to the chief officer of tramways and by him referred to the proper sectional board if he is not willing to grant the request voluntarily. When the Council proposes to make any change involving a reduction in wages or increase in hours a notice is 1o be posted for a rea- sonable time where it can be seen by all employees affected. If there is any objection to the change the employees may request that the matter be referred to the proper sectional board. The sectional boards are to meet not oftener than every two months. Their decisions are subject to appeal to the central board either by the Council or by the employees, or if any board is unable to agree, the question under consideration must be referred to the central board for a decision. Any decision by a sectional board from which there is no appeal to the central board is binding and no decision which has been accepted can be reopened within a year. This will prevent any unnecessary repetition in the work of the board, which otherwise might be kept busy considering the same complaints over and over again. The decisions of the central board likewise are open to an appeal to a single arbitrator either by the Council or the em- ployees, or if the central board fails to agree an arbitrator may be appointed by mutual consent of both sides. If an arbitrator cannot be selected by mutual agreement of the central board, the Board of Trade, representing the British Government, is author- ized to make the appointment. The arbitrator's decision is final and binding on both sides and the expense of the arbitra- tion proceedings is to be borne by the Council and the em- ployees in such proportion as the arbitrator may determine. The plan bears a close resemblance to the modern judiciary system of trial and appellate courts, including even the appor- tionment of the costs of bring the causes to trial. Just as the lower branches of the courts of law are divided into criminal, civil and probate divisions so the sectional boards are composed of representatives from the different departments, each familiar with the special conditions which prevail. Motormen and con- ductors do not pass upon the merits of questions affecting men in the track department or vice versa. The court of last appeal is the authorized representative of the Board of Trade, or, in other words, the British Government, and in Eng- land the respect for authority is profound. Of course the plan is designed especially for a municipal railway and its success depends on the integrity of both the employees and the Council in living up in good faith to the spirit of the agreement and submitting gracefully to adverse decisions when given. No power except that of public opinion can compel obedience to the provisions of such a voluntary arbitration agreement. The plan is particularly interesting for two reasons. One is the appeal provided to the general government, as represented by the Board of Trade. This is perhaps a logical result of the municipal control of public and semi-public utilities, now so general in Great Britain, and in this respect conditions differ from those in this country where the ideas of individual activity and responsibility are predominant. The other principal point in the proposed arrangement is that the provisions of the agreement expressly exclude from con- sideration in the manner described questions of discipline and management. But to prevent the very disagreements which brought the plan into existence, we believe this line must be sharply drawn and closely guarded against trespass. Matters of discipline and conditions of labor are often very closely allied, but all will agree that the management of a street railway, which is entrusted with the responsibility of its operation, must lie the sole judge of the acts of the employees. Discipline im- plies supreme authority and power to punish for cause. If this power is weakened by the possibility of reversal of judgment by some outside arbitrator, discipline would soon cease to" exist. ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. NEW CAR HOUSE OF THE CAPITAL TRACTION COMPANY, WASHINGTON, D. C. The Capital Traction Company, Washington, D. C, now has in use a new car house built last summer at Eighth and M Streets S. E., opposite the entrance to the Navy Yard. Three lines, including the Navy Yard-Georgetown line, terminate at this car house, and facilities have been provided for making light repairs and inspections, as well as trainmen's quarters, receivers' cages and superintendent's office. The building is unique in that it is designed to ultimately have two floors over Washington Car House — Transfer Table in New Section the entire area, the second floor to be used for storing cars out of service. It occupies an entire block, and is 251 ft. x 289 ft. 10 in. in dimensions. Reinforced concrete construction on the Johnson system has been used throughout for the pit walls, columns, roof girders and slabs. The walls are of red clay brick outside and white sand lime brick inside. A wooden- frame, brick-walled car house, 97 ft. wide and containing nine storage tracks formerly occupied part of the block, and the walls of this old structure have been retained in the enlarged building, as they were high enough originally to accommodate two floors. The concrete pits, second floor and roof, however, are new, and were designed to be uniform with those in the new section of the house adjoining. The house is of the transfer table entrance type, which is well adapted to underground conduit operation because of the saving over the cost of complicated slotted special work. The streets surrounding the car house on three sides are narrow and a track entrance would have required the sacrifice of as much or more storage space within the building lines as the single transfer table pit. A loop running track around the entire block allows unrestricted movement of through cars, which turn at this point, and on three sides of the building a second loop track has been built inside of the running track. The two entrance tracks at each end of the building turn out from this inside loop track. The inside loop track serves to hold cars awaiting their turn to be run into the car house, and also re- moves all entrance track switches from the outside loop or running track. Two conduit entrance tracks run through the house just west of the partition wall. All the other tracks on the ground floor of both sections of the house have open pits below them with the exception of the tracks next to the partition wall on each side and the two tracks next to the old east wall, which have concrete flush floors, and are used for storage of trailer cars. Between the transfer table pit and the north wall of the house all the tracks are on a 2 per cent grade, descending toward the transfer table. Cars are run in on the transfer table, which is spotted opposite the desired track, and are then started from the table under their own power for a run up the 2 per cent grade. It is seldom necessary to attach the pit leads to the plows in order to run the cars even to the extreme end of the house. The light trailers are pushed off the table by hand. In getting cars out of the house they are allowed to drop down to the transfer table by gravity. Along the south wall of the house are two short pit repair tracks in the old house and nine pit tracks and two surface tracks in the new section. These short tracks are all on level grade. The total storage space in both sections is sufficient to accommodate 142 of the com- pany's new standard double-truck cars, 43 ft. long over all. The first floor of the old section will hold 34 cars, and the sec- ond floor 40 cars. The first floor of the new section will hold 68 cars, and when the second floor is added at some future time 70 cars can be stored there. A larger number of the old single-truck motor and trail cars, of course, can be stored in the building, as long as they are kept in service. The second floor of the old section contains eight long surface storage tracks and seven short tracks, all on a level grade. It is served with a transfer table running in a pit, which will ultimately be extended across the present roof of the new section when a second floor is added. The transfer table is reached by an incline track along the east wall, ewter- ing the building from the street at the north end, and rising 1 n a 6.4 per cent grade. The entrance track conduit is con- tinued for a distance of 32 ft. into the building, and terminates in a plow pit, beyond which the incline track has a flush rein- forced concrete floor between and outside of the rails. Motor cars will be run up the grade under their own power by mak- ing jumper connections, the same as when on the pit tracks. The incline is supported by reinforced concrete columns on the inside and by the outside wall, into which the ends of the cross-girders are gained. REPAIR BAY The repair bay, for making running repairs, is located in the south end of the old section adjoining the superintendent's Washington Car House — One Bay in New Section, Show- ing Aisle Sprinklers office and trainmen's quarters. It contains two tracks 40 ft. long and spaced 12 ft. center to center, which are supported in an open pit 5 ft. deep on reinforced concrete pillars 10 in. x 12 in. at the top. The shop floor is level with the top of the rails. Adjoining the shop, but separated from it by fire walls,, is an oil room 13 ft. 6 in. x 21 ft. 6 in. Above the oil room, on a mezzanine floor, is a sand-drying and dry-sand storage room. On the second floor, immediately above the dry-sand storage room, is a wet-sand storage space, and on the roof above this is a 3S,ooo-gal. water tank connected to the sprinkler system. The dry sand is drawn by gravity through a spout leading down to jA&itJARY 8, I9IO.] ELECTRIC RAILWAY JOURNAL. 65 the ground floor alongside the easterly entrance track. The sand boxes on outgoing cars can be filled from this spout with the minimum of labor. OFFICES AND TRAIN MEN'S QUARTERS The offices are located on the ground floor in the southeast corner of the old section. The entrance is through a vestibule, opening off of which is the receiver's office. Beyond the vesti- bule is a large nun's room. The superintendent's office is in the corner of the building and has a projecting bow window, from which a view north on Eighth Street can be had. A well- appointed toilet room adjoins the superintendent's office. From the nun's room a stairway leads up to the second floor, and 111 4 'ear inc '■ rei utrtft rtir g Ci ts Washington Car House — Plan of Second Floor of Old Section Washington Car House — First Floor Plan of Old and New Sections 66 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. another leads down to the base- ment under the offices, in which a heating furnace has been in- stalled. TRANSFER TABLES One transfer table serves both sections of the first floor of the house, and another serves the second floor. The first floor table runs in a pit 30 ft. wide and 2 ft. 10% in.' deep. It was built in the company's shops, and is a duplicate of the tables in- stalled in the Fourteenth Street car house of the Capital Trac- tion Company, which were I illus- trated and described hi the Street Railway Journal of Dec. 21, 1907, page 1164. The table runs on three pairs of rails laid to 4-ft. 8^-in. gage, and is driven by a GE-1000 motor, which is geared to a shaft cor- responding to a car axle. This shaft, in turn,, is geared to the three axles on the motor side of the table. A friction wheel on the driving shaft and a band tightened on the wheel with a lever and ratchet holding de- vice serve as a powerful and easily controlled brake. Current for operating the driving motor and for energizing the conduit conductors on the table is obtained through shoes sliding on a protected third-rail mounted along the walls of the pit. The transfer table on the second floor runs in a shallow pit, as no provision has to be made for conduit plows, which are removed be- fore ascending the incline. ROOF CONSTRUCTION The present roof of the new section was designed to ultimately serve as the second floor of the building, and con- sists of reinforced cinder concrete slabs 4l/2 in. thick, supported by concrete cross-girders. A monitor skylight, 18 ft. 2 in. wide, has been built over the transfer table pit, and another, 22 ft. 9 in. wide, over the entire length of the second longitudinal bay from the parti- tion wall dividing the old and the new sections. These skylights are only tem- porary, and the cross-girders have been built in below them, so that when the second story is added the skylights can be removed and floor slabs built in be- tween the girders. As the second floor will be on a level grade no slope could be given to the flat roof to drain off water. Drainage has been provided for, however, by a unique plan. The roof is divided into rectangular sections, each of which is drained toward the. center by banking up lean cinder concrete sur- faced with tar at the corners to a depth of 14 in. The water draining toward the center is drawn off through down spouts emptying into sewer connections below the pit floors. When the second story January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 67 is added the cinder concrete banking can be scraped off of the slabs, leaving a level floor. SPRINKLERS The car house has been completely equipped with automatic aisle sprinklers in the longitudinal bays and curtain sprinklers along the transfer table pits. The aisle sprinkler heads are attached at intervals of 7 ft. to pipe lines suspended from the ceiling girders at about the height of the tops of the car win- dows. One line of sprinklers extends down the center of each bay, but no heads are installed in the aisles between tracks from which the concrete roof columns rise. Three curtain sprinkler heads protect the end of each bay at the transfer table pit. The sprinkler system which was installed by the Inter- national Sprinkler Company, Philadelphia, Pa., is supplied with water from a 35,000-gal. tank on the roof over the oil and sand storage. As an additional precaution against the spread of a fire in the new section, an 8-in. hollow tile fire wall has been put in between the fourth and fifth bays. LIGHTING Liberal window space has been provided in all the outside walls of the building, and the temporary skylights in the roof of the new section provide additional daylight. The addition of a second floor at a later time, however, will cut off the daylight from the inside bays and require the use of lamps both day and night. Incandescent lamps of 16 cp are used for general illumination, but enclosed arc lamps are also hung from the ceiling over the transfer table pits. The lighting circuits are arranged on the three-wire system and throughout 7" r FfaU - 80 Lb fp HH p t 11 J I ±_ 5' ' PLate 1 t .Lj Washington Car House — Details of Pit Columns in Shop Bay the building are run in iron conduit. For lighting the aisles the conduit is tied underneath the sprinkler pipes and the lamps are mounted in condulet sockets spaced about 25 ft. apart. This arrangement is the same as that used in the Fourteenth Street car house of the company, where it has proved very satisfactory from the standpoint of both illumination and maintenance. The pit lamps are also mounted in condulet sockets and are set in recesses spaced 50 ft. apart and staggered on opposite walls of the pits. The buildings were designed and erected under the supervi- sion of J. H. Hanna, chief engineer, Capital Traction Com- pany, to whom this paper is indebted for the drawings and information from which this description was prepared. —: >ff** A CORRECTION In th« article entitled "The Sign of the Times," by Thomas N. McCarter, president, Public Service Corporation of New Jer sey, published last week, a typographical error occurred on page 16. The author is quoted as saying: But I do not have enduring faith in the ultimate common-sense of the American people," etc. Actually the sentence should have read: "Did I not have enduring faith in the ultimate common sense of the American people, and in the resultant attitude of their law- making representatives, I would unhesitatingly recommend allowing one's money to remain in a savings bank-, drawing 4 per cent interest, rather than in an inveslmenl of the eharactci of which f have spoken." OXIDIZED ALUMINUM WIRE FOR RAILWAY MOTOR FIELD COILS An interesting paper was presented at the September, 1909, meeting of the Vereins Deutscher Strassenbahn-und-Kleinbahn- Verwaltungen (German Street & Interurban Railway Associa- tion) by Mr. Paulsmeier, a Hamburg engineer, on experiments recently made in Germany with oxidized aluminum wire for railway motor field coils. The author pointed out that hitherto the electrical uses of aluminum had been limited because its conductivity is only 59 per cent that of copper. Hence the aluminum wire must have 1.7 times the cross-section of copper wire for the same resistance and length. This would make it impracticable to use aluminum in apparatus where space is a factor if it were essential to employ some form of fiber in- sulation as with copper coils. It has been found possible, how- ever, to take advantage of the property of aluminum to take an oxide film known as alumina. The resistance of this oxide film is sufficient to prevent short circuits between parallel adjoining wires in the same winding, where the differences of potential do not exceed 0.5 volt. Some other form of insulation is re- quired, however, between successive windings owing to their greater difference of potential. When oxidized coils are made in this way they can be used to replace fiber-insulated copper coils of like strength within the old dimensions. It is also possible to save space and secure a better distribution of me- chanical strains by using square wire instead of the round copper wires customary in small railway motors. A successful aluminum-wound motor means lighter weight, lower first cost and absence of short-circuits as caused by the charring of cotton insulation. The decrease in maintenance cost applies particularly in the case of railway motors because their insulation is most likely to be disintegrated by shock. At the time of Mr. Paulsmeier's report 11 railways were using aluminum field coils and others were preparing to experiment with them. Some of the pioneers used round wire and others employed square wire. Some had fiber insulation on the wires throughout while others used plain oxidized wires with layers of paper, asbestos, fiber or linen between successive coils. Several made no change in the internal resistance and the num- ber of turns while others sought only to have the internal re- sistance as before. Eight companies stated that the aluminum coils developed no defects whatever. In one case a company in- stalled on March 17, 1907, four bare-wire field coils of which two proved defective. Here one failure was due to a short- circuit between two coils separated by linen and the other to a similar occurrence between adjoining turns. The other two coils have never given any trouble. A second company reported that there were superficial short-circuits, but only when the fields were first placed in operation, and a third Stated that there had been short-circuits between adjoining windings. The Hamburg street railway system began to try aluminum field coils in June, 1908. The coils were furnished by two com panies and were installed in their respective motors without preliminary tests. It was soon discovered that the motors fitted out by one company had greatly decreased in their tractive effort and hence the coils were removed. The other company's coils, however, did not cause any important change in the motor performances although their internal resistance exceeded that of the replaced copper. After 10 months' service an ex- amination disclosed the fact that the second company had sup plied fiber-insulated aluminum. The insulation was badly car- bonized, but as there was no evidence of short-circuits, the coils were continued in service. Apparently both manufacturers had used fiber over the oxide film merely as a precaution. In 1909 the Hamburg railway purchased a number of square wire coils for use in GK-800 motors. Two of them had short- circuits, but investigation showed that the trouble arose from the distortion and shiftily of the coils in the formers. This was easily remedied and after successfully using too of such coils in 30 motors the Hamburg company ordered 52 coils more To determine whether these oxidized wire windings undergo any changes in operation, each coil was given a number before OS ELECTRIC RAILWAY JOURNAL. [Vol: XXXV. No. 2. installation and carefully tested, especially as to resistance. When these tests were repeated several months later the coils showed no deterioration and in fact some of them had im- proved, presumably because they had not been thoroughly dried out at the time of installation. The advantages asserted for the aluminum wire, whether bare or fibre insulated, are particularly those of lower first cost and reduced weight. As for the item of cost, the real difference be- tween aluminum and copper is not considerable if due allowance be made for the high scrap value of the latter metal. With regard to weight, however, it has been iound that even in the moderate-sized street railway motors used abroad it is possible to save 80 lb. to 100 lb. per motor, as the coils weigh only about pressures corresponding to service conditions. The only ob- jection to the present apparatus is its inability to test the coils unless they are first removed from the motor case. The com- pany, however, is now perfecting a means of testing the coils in the case. FIGHTING SNOW IN BROOKLYN On Dec. 25 and 26 New York was visited by an unusually severe snowstorm. The first flakes appeared about noon on Dec. 25, but the snowfall did not begin in earnest until 5 p. m. According to the officials of the weather bureau, the total pre- cipitation was 10.1 in., but unfortunately the snow was accom- Bucking a Drift on the West End Route to Coney Island View Along West End Line After Opening for Service one-half as much as those of copper. Mr. Paulsmeier believes that the troubles incidental to the introduction of any new method had been overcome. He states that even if the life of the aluminum coil did not exceed that of copper it would pay to use the former. The presence of short-circuits in aluminum coils is indicated in service by decreased tractive effort, fuse blow-outs and poorer operation of the short-circuiting brakes. Most com- panies try out their coils through current, voltage and resistance measurements. The Hamburg company has devised a simple apparatus to test the comparative magnetic strength of panied by a gale from the northwest which reached a maximum of 58 m.p.h. at midnight on Dec 25 and remained at about 45 m.p.h. on Dec. 26. One of the worst sufferers from the storm was the Brooklyn Rapid Transit Company, which has a con- siderable part of its mileage in the thinly settled territory be- tween Brooklyn and the beaches. The unexpectedness of the storm and the fact that it occurred on Christmas day when many men were on holiday leave made it exceptionally difficult to keep the lines open even in the settled portions of the city. As soon as the storm gave the first indications of severity, the transportation department sent out hurry calls for the plow and Following in the Wake of the Locomotive Plow new and defective coils. The principal element is an iron core which is excited by the coil under test. The magnetized core attracts an armature attached to a spring scale. Thus the pointer on the scale will show the effect of connecting into the railway circuit a coil carrying a load of, say, 40 amp. It has been found unnecessary to test the field coils under mechanical Electric Freight Locomotive Fitted for Snow Fighting sweeper crews and the mechanical department bent every effort to get hold of the men assigned to care for the snow-fighting machinery. There were available from a total of 17 surface dis- tributing depots 40 sweepers and 26 plows. The latter apparatus included two rotary plows and four pneumatic plows. The actual snow-fighting operations were -directed by the management, including the superintendents of the elevated and January 8, 1910.] ELECTRIC RAILWAY JOURNAL surface lines while the superintendent of the mechanical depart- ment was on hand to furnish at least one mechanic for each ma- chine and to direct emergency repairs. Provision had been made also for an emergency repair gang at the Fifty-second Street surface shops so that crews reporting breakages could have spare parts supplied and forwarded without delay. In fact, only one plow was permanently disabled and this occurred because of a broken steel side-sill. The wrecking cars were also kept busy as quite a few passenger cars were derailed through being lifted bodily by the masses of snow packed between the rails. Naturally, these accidents seriously delayed the progress of the snow-fighting machinery. The worst blockades occurred in the open country where the wind piled the snow on the tracks in immense drifts. It was impossible to restore full service on some of these outlying roads until Dec. 29. The conditions which were encountered between Brooklyn and Coney Island by the trains of the elevated division may be conceived from the accompanying illustrations. In past winters even heavy snowstorms were successfully fought simply by running trains of empty motor cars up and down the line with out using any plows or sweepers. In this case, however, the heavy cross-wind piled up the snow so fast on the open sec- tions that the cars were helpless until the wind had greatly diminished in velocity. Very effective work was rendered by the company's electric freight locomotive No. 4 which had been fitted with a nose composed of two wings of No. 6 steel plate 4 ft. high and 9 ft. 1 in. long. These wings were long enough to extend over the exposed current rail on either side but could not come into direct contact with the latter owing to the interposition of wooden blocks set in angle irons. The locomo- tive weighs 7 tons and is equipped with four 150-hp motors. The foremen of the different snow-fighting gangs had full authority to provide their men with all necessary food and drink from the most accessible restaurants without charge. The men were paid from the time they were called for duty until they were relieved. As an example of the difficulties encountered on Dec. 25, it may be mentioned that four girl telephone operators at the company's main switchboard remained at their posts for 18 to 20 hours before members of the relieving staff could reach headquarters. POWER CONSUMPTION TESTS OF CARS IN CLEVELAND Through the courtesy of F. W. Coen, vice-president and general manager of the Lake Shore Electric Railway, addi- tional information is available in regard to the method of conducting the tests in Cleveland to determine the power con- sumption of interurban and city cars within the city limits, the results of which were published on page 1020 of the issue of this paper for Nov. 13. The test of the power consump- tion of the city cars, shown in Table II, was made over the entire routes used by the interurban cars while on the city tracks, and the results as given in the table were an average of 2.8516 kw-hours per car-mile and 126.6454 watt-hours per ton-mile. The test of the power consumption of the inter- urban cars, shown in Table I, was for a portion of this mile- age only, or that within the city limits, and the results were 2.8982 kw-hours per car-mile and 91.5207 watt" per ton-mile. A second test was then made to determine the consumption of the interurban cars over I he routes for which the city cars had been tested, and the results were about 3 per cent lower than those for the tests of the city cars; that is, they showed for the interurban ears 2.7854 kw-hours per car mile and 88.2')Q3 watt-hours per ton-mile. Preliminary surveys have been made for a projected elec trie railway between St. Petersburg. Russia, and Imatra. A proposal has been made to convert to electric operation all of the railways on the Isle of Wight The plan has met with the approval of the municipal authorities on the island STATIC DISCHARGE SETS AT CHICAGO SUBSTATIONS At several of the substations of the Chicago City Railway, in which loco-kw and 2030-kw rotary converters are used, a unique form of trouble with static electricity has been experienced and corrected during the past two years. The static discharges caused severe arcing from the a.c. collector rings and the d.c. bus rings to the boltheads and other grounded parts of the rotary-converter frames. In some instances the sparks from these discharges broke down the insulation on the bus rings and jumped an air space of 1^4 in. to ground. As a remedy S - so. 000 Ohms /fes "naaa (VW — 1 1 300 Amp End Fuse DP 35 Amp. 4 Srtap switch Ul Lamp Socket - for MiiiL-ammeter Diagram of Connections of Static Discharge Set electrolytic arresters were installed for each machine, and so far they have apparently stopped the disturbances. When the trouble first appeared it was thought that the high voltage might be due to surges on the a.c. cable lines which feed the substations. Attention was given first to the condi- tions at the Sixty-third Street and Wentworth Avenue sub- station where there are three 2000-kw and three 1000-kw Gen- eral Electric rotary converters. Current is received through five three-conductor, lead-covered underground cables having an average length of about 7 miles. Tests were made with spark gaps and with voltmeters to see whether or not the flash- ing might be due to line disturbances, but no unduly high poten- tials were thus found, so the engineers in charge of the investi- gation concluded that the flashings about the rotary commuta- tors were due to static disturbances. A condition in opposition to this view was that the outgoing lines distributing the current taken from the rotary commutators were fully protected with lightning arresters inside the station. On the d.c. switchboard Static Discharge Set of Chicago City Railway at the Sixty-third Street substation there an- nearly 40 feedet sections and each outgoing trolley 'feeder is protected with a GE M.I), lightning arrester, and the station busbars are simi larly protected. The spark gap point's are set less than % in apart. At first thought, therefore, it seemed reasonable that if the revolving parts of the rotary converters were heavily charged with sialic electricity the large number of lightning arresters on the outgoing feeders should serve to carry the. static charge to ground. As they did not do so, though known to be in good condition, the following conclusion was reached : 7o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. The surface of the armalure of a 2000-kw rotary is enormous compared with the surface of the positive connection between the d.c. bus rings and the switchboard buses, and the feeders to which the lightning arresters are connected. Hence, the accumu- lated static charge on the machine is throttled in its passage to the switchboard by the small area of this positive connection and finds a more direct path to ground by puncturing the tape insulation on the bus rings and jumping across nearly 2 in. of air space to the grounded frame of the rotary. This explanation of conditions seemed sound to the investi- gating engineers and they next looked for some means which would serve to offer a continuous discharge path for the ac- cumulation of static charge from the positive bus ring direct to ground. Representatives of the General Electric Company suggested the use of aluminum-cell, electrolytic lightning ar- resters, and the installation of one pair of these arresters for ■ each rotary converter at the substation has been the means of preventing the recurrence of the static discharges between bus rings and grounded parts of the machine. Two 250-volt cells are connected in series between the bus ring and ground. Each cell has a balancing resistance of 20,000 ohms connected around it. The cells were first tried without this resistance, but it was found that the continuous discharge between the elements would unbalance the resistance of the cells so that one might have an apparent drop of, say, 220 volts and the other 330 volts, thus bring- ing about a heating of the cell with the higher drop. By the addition of the 20,000-ohm resistance in shunt with each cell the drop across the two cells is balanced, and with the cells at 250 volts no heating occurs due to the continu- ous passage of the dynamic cur- rent of less than 1/30 of an ampere. The condition of each cell is tested about once a month to see if the j current being discharged is normal. A lamp socket has been installed to provide an easy way for inserting a plug carrying ammeter terminals and obtaining a reading of the amount of current passing through the cells, to ground. A check is also kept on the temperature of the* cells, as this gives a good in- dication of their condition-.-. When . the first electrolytic* ar* resters were installed at the Sixty- third Street substation, special care was taken to make the connections as direct as possible and to use as large conductors as though a lightning ar- rester was being installed. These precautions have since been found unnecessary and now. the cells are con- nected with the bus rings by No. 6 wire enclosed in iron conduit. A 30-amp capacity non-arcing enclosed fuse forms a part of this circuit, and as this fuse is held in clip terminals it also serves as a switch for cutting the electrolytic cells out of cir- cuit. The fuse, resistance coils, the two cells, the lamp socket for the ammeter connection and a double-pole snap switch for cutting the socket in series with the cells are all mounted on a panel and shelf built of gray slate, 1^ in. thick, 13 in. high and 22 in. wide. One such static discharger set is installed in the machine pit under each rotary converter. In placing the sets care was taken to mount them at one side under the edge of the floor so that should any undue disturbances take place no damage would be done to the rotary converter. Until these static discharger sets were installed the trouble- some sparking occurred rather frequently at the Sixty-third . Street substation. It is now just a year since this substation was equipped with the sets here described and there has not been a single recurrence of the trouble. USEFUL CHART FOR HEADWAY CALCULATIONS H. M. Wheeler, assistant chief engineer, Chicago Railways Company, has developed a chart which he has found useful in studying schedules and determining feeder capacities. The chart is a valuable aid in any railway engineering or trans- portation office. For example, if the schedule speed on a line is known and any one of the following quantities— headway in seconds, headway in feet* cars per mile — is given, all the others of these quantities may be obtained quickly by reference to chart. This chart also is useful in showing the absurdity of some assumed schedule conditions. The accompanying reproduction of the chart as used in the engineering office of the Chicago Railways Company shows the principal curves and some auxiliary lines used for demonstra- tion. In the use of the chart the variable quantities are head- way in seconds, headway in feet, or distance the cars are apart, and the number of cars per mile. The chart is drawn with rectangular co-ordinates and the abscissas rep- resent either headway in seconds or cars per mile. The or- dinates represent feet. The derivation of the curves and their practical use follow : DERIVATION OF CURVES The hyperbola is first located on the co-ordinate paper. This (U 1150 BO 25 20 35 40 45 50 55 ScaLe: Headway crt seconds Cars per mile Chart for Making Headway Calculations hyperbola is known as the cars-per-mile curve and by definition the product of the abscissa and ordinate for any point on such a curve equals a constant. The equation for this curve is XY = 5280, where X = cars per mile and Y = distance apart in feet. The method of plotting is to assume, say, X = 10 cars 5280 per mile ; then, Y = ■ = 528 ft. = the distance between cars. 10 By erecting perpendiculars at X = 10 and Y — 528, one point (P) of the curve is located. Similarly if 30 cars per mile are 5280 operated Y = = 176, and plotting as before, PP is found 30 as another point on the equilateral hyperbola, or cars-per-mile curve. In practice the curve is constructed graphically by laying off multiples and submultiples, after the point P has first been determined. With this curve and knowing either the distance between cars in feet or the number of cars per mile, the other quantity is easily found by projection. If, for example, it is known that there are five cars on a certain mile of track, the distance be- tween those cars is found on the chart by erecting a perpen- dicular from the point 5 on the horizontal scale to the point of January 8. 1910.] ELECTRIC RAILWAY JOURNAL intersection with the hyperbola, PPP, and extending a horizontal to intersect the vertical scale where the distance between cars is shown to be 1056 ft. With the cars-per-mile curve plotted, the next step is to estab- lish on the chart other lines, the location of which will include the element of time (headway in seconds) for the horizontal scale, and the element of distance (feet) for the vertical scale. These additional lines will then show graphically the headway between cars at known speeds per hour. The same scale is em- ployed, so that the headway between cars, reckoned either in time (seconds) or in distance (feet), may be used jointly with the. curve showing the relation between the number of cars per mile and the distance between these cars. In establishing the cars-per-mile curve the horizontal scale is divided to indicate cars per mile. In establishing the headway lines the same sub- division of the horizontal scale is used to indicate time (headway in seconds). To reduce miles per hour to feet per minute we 5280 have M = 88 M = ft. per minute when M = m.p.h. As- 60 sume that it is desired to establish the headway line for cars traveling at 10 m.p.h. Then the distance apart of these cars on a one-minute headway is 88 X 10 = 880 ft. Thus, for 10 m.p.h., 880 ft. is the distance headway corresponding to the time headway of 60 seconds. Erecting perpendiculars from the 60 second mark (A) on the horizontal scale and from the 880-ft. point (B) on the vertical scale, the intersection is found at K. By derivation then, K is one point on a 10-m.p.h. head- way line. Next draw the line OKL and assume that this is the 10-m.p.h. headway line and that if perpendiculars are let fall to the base line from any point on OKL, the length of these per- pendiculars, according to the scale of co-ordinates used, will in- dicate the relation between the headway in feet and the headway in seconds for cars traveling at 10 m.p.h. It is apparent that so long as the speed of the cars is constant, changes in the headway in seconds bring about changes in the headway in distance. To prove that the line OKL truly represents the relations be- tween headway in seconds and headway in feet, take any other headway in seconds, such as OZ, laid out on the same horizontal scale. Next, draw the line ZN. Now the triangles OAK and OZN are similar; whence OA:OZ = AK :ZN. Thus, with the fixed miles per hour line (OKL), it is seen that the headways in seconds or in feet represented by perpendiculars dropped from any point on this line are proportionate to the headways rep- resented by the perpendiculars dropped from any other point on the line ; and as the ratio between the headways represented by the lengths of- the perpendiculars is constant, 10 m.p.h., this is the 10-m.p.h. line. Lines to represent other headways are laid off with the dividers by using multiples and submultiples on any vertical. In practice they are laid off at the extreme right of the diagram so that the error may be kept at a minimum. METHOD OF USING CHART The practical use of this chart will next be considered. Sup- pose a schedule of 10 m.p.h. is to be established and knowing the headway to be 40 seconds it is desired to learn the number of cars per mile and the distances that these cars are apart. The unknown quantities are found by reference to the chart in the following manner: A perpendicular is erected from the point 40 to intersect the 10-m.p.h. line at M. A horizontal is pro- jected from M to the vertical axis AT. Reading the vertical scale it is found that the distance between cars will lie 587 ft. Next, from the point Q where the line MN intersects the hyper- bola, a perpendicular is dropped to intersect the horizontal scale and it is found that approximately nine cars will be operated in a one-mile section. The load on a trolley section may then be found by multiply ing by the length of the trolley section the number of cars per mile. This gives the total number of cars operating on the sec- tion. Then by multiplying by the load per car the total load on the feeder is found. This chart also is useful in quickly determining how close to each other cars may be operated and what the headway in seconds will be. The process of using the chart will be iht same for the latter problem, except that the headway in feet will be assumed rather than the headway in seconds FEEDER DROP Mr. Wheeler has devised another chart which is used for quickly reading cable drops. In general but two sizes of trolley feeder cable are used by the Chicago Railways Company. These are the 1.000,000 circ. mil and the 500,000 circ. mil sizes. A load of 75 amp per car is used in calculating drops. First the drop through each of the two sizes of feeder is found for the con- venient distance of 8000 ft. A chart is then laid out with rect- angular co-ordinates. The abscissas are feet, from zero to 8000. and the ordinates are drop in volts for the load of one car. The calculated drop in each size of cable is plotted on the 8ooo-ft ordinate and a line is drawn from each point so located to the origin. Since the drop is proportional to the distance the drop for any distance less than 8000 ft. may be obtained quickly with the dividers. In determining the drop between a cable tap and two sub- stations (A and B) feeding a trolley section over unlike dis- tances and through cables of different capacities the following method is used : The load is assumed to be concentrated at the point where the two feeders join the trolley. In practice the connecting cable from this point to either substation is made large enough to carry the entire load with one of the substa- tions out' of service. Assuming that substation A is inopera- tive, then V will represent the drop from substation B to the feeding point. Similarly with substation B cutoff v will repre- sent the drop from substation A; then if the two substations are operated in parallel the drop to the common feeding-in point V v will be . This formula, it is noted, is similar to and may be V + v proved in the same way as the formula for the combined resis- tances of two conductors in parallel. Where two lines of track intersect, the car headway resulting from the combination- of the headways on the two originating lines can be determined by the same method. In other words, if H equals the headway on one car line and /; equals, the headway on another line and these H h two lines merge, the resulting headwav will be . PUBLICITY DISCUSSED AT THE NEW ENGLAND STREET RAILWAY CLUB The December meeting of the New England Street Railway Club was held at the American House, Boston, on the evening of Dec. 30. The paper of the evening was on "Educating the Public in Relation to Electric Railways" by James H. McGraw. president of the McGraw Publishing Company. An abstract of the paper will be found elsewhere in this issue. As Mr. McGraw was prevented by illness from attending the meeting, the paper was presented by Henry W. Blake. DISCUSSION Lee H. Parker, Stone & Webster, Boston, opened the discus- sion by inquiring what the results had been in the way of in- creased traffic upon the London Underground Railway, follow ing the advertising campaign described by the paper and illus- trated in the posters. George Sabin Brush, Boston Elevated Railway Company, said that he had recently heard from General Manager Albert II Stanley, who had written him, that an increase of [5 per cent tn 20 per cent in the tariff is attributed l<> the advertising con conducted by that company. M. V. Ayres, Boston & Worcester Street Railway Company, commented upon the completeness of the paper and its interest at this time. Ever since the panic the question of stimulating traffic had been of more than ordinary importance, Public- service corporation officials stand in a different relation to the public than the heads of departments in other lines of busi- ness It is most important thai the public be educated to 72 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. maintain a sentiment favorable to the companies. Human beings are largely creatures of habit, and in recent years the public in some cities have acquired an unfortunate habit of picking flaws in the transportation service. One can pick flaws in anything, for that matter, but this is not an attitude to en- courage. It is not uncommon for people away from home to boast about the high buildings, broad streets, parks, rivers, etc., in their city. If they have a good electric railway system they should be equally proud of it, and it is an excellent plan to educate them to know when they are getting good service. This means lower verdicts from juries in accident cases, bet- ter co-operation from the local police authorities and their subordinates, help from the newspapers, fewer adverse bills introduced into the Legislatures, and less obstruction of de- sired improvements from municipal authorities. Mr. Ayres closed with the recommendation that electric railway men give the newspaper representatives a cordial welcome and ac- quire their friendship. In this way much can be done to elimi- nate the "featuring" of accidents in staring headlines on the front page, while good points about the system are relegated to a remote corner of the paper and printed in small type, as well. A vote of thanks was then passed to Messrs. McGraw and Blake for the presentation of the paper, and the meeting ad- journed. PAY-AS-YOU-ENTER SERVICE STARTED IN BALTIMORE On Saturday, Jan. 1, the United Railways & Electric Com- pany, Baltimore, Md., successfully inaugurated service with the pay-as-you-enter cars described in the Jan. 1 issue of the Electric Railway Journal. The introduction of the cars was preceded by a brief but vigorous publicity campaign in the cars of the company and in the daily newspapers. The two large posters reproduced were prepared for dasher and inside use, respectively, and placed on all lines. The first poster gives directions for boarding the car, depositing the fare, entering the car and leaving by the front exit. There is also a rear exit, but the passengers are being educated to use it only in emergencies. The second poster announced the date •of opening of the service on the Pennsylvania Avenue line, and PASSENGERS ON please Get on by rear platform ~ {Jb * step markediN. rLI if the feeder is continued undiminished in size to the end of the section, and the total drop is given by the equation E = r (d+—\ I (1) 1000 If the feeder is reduced in size as the load decreases the maxi- mum drop at the end of the section will be somewhat greater than that given. As an illustration we have : Load on section is / = 750 amp. Length of section L = 4000 ft. Distance from station to section is D = 1000 ft. Size of cable used is 1,000,000 circ. mil, whose resistance per foot is r — 0.00001056 ohm. Hence the drop to the end A of the section is B = r(D + ±-)l = 0.00001056 ^1 = 23.7 volts The calculation of a tie section is a little more complex. Take, for example, the simplest case, illustrated in Fig. 3, in which the main feeder beteewn stations is assumed to extend the entire length of the section and to be uniform in size. The section AB has a uniformly distributed load of total value / amp, of which h amp are assumed to come from station Si and h amp from Ss. P is the point of division of load between the stations and is the point of maximum drop on the feeder. We are usually concerned in knowing the load on each station and the maximum drop on the section. To determine the load A on station Si take moments about S». These moments must be so chosen that they will involve only the one unknown, the value of which is sought; other- wise the solution of simultaneous equations becomes necessary and much needless labor is introduced. In this case assume the total load to be concentrated at the center of the section. Then its moment about S, would be L The moment of the load Ix at Si which would just balance this moment, about St, is (Di + L + D2)h Equating and solving we get the load on Si equal to L 1 1 I (2) JD1 + L+ D2/ which shows that the load on one station is equal to the total section load multiplied by a fraction whose numerator is the distance from the second station to the center of the trolley section, and whose denominator is the distance between the stations. The following data are from an actual case: January 8, 19 10.] ELECTRIC RAILWAY JOURNAL 79 Load on section is / = 1050 amp. Length of section is L = 4670 ft Distance to station Si is L>i = 5170 ft Distance to station S2 is Z?2 = 4320 ft Size of cable, 1,000,000 circ. mil. The current on station 5\ is then, by equation (2) 4670 4320 + 1050 -f- 494 amp. 5170 -f 4670 + 4320 Load on station 52 is then /, = / — = 1050 — 494 = 556 amp. The location of the point P of division of load is readily determined. Since the load is uniformly distributed along AB we get L, = —j- L (3) We then have numerically 494 Li = X 4670 = 2185 ft. 1050 that is, at 2185 ft. from the end A of the section each power station, delivers current. If the load distribution changes, then this point of division shifts, and may be determined for each distribution. The maximum drop on the section occurs at P, and it is the same from both stations. We have its value as in equation (1) L = 0.00001056 ^5 '7° = 32.6 volts. (4) 2185 2 494 A second type of tie section is one in which the main feeder between stations does not parallel the trolley section, through- out its length, as shown 111 Fig. 4 The loads on the three parts of the trolley section arc £',, C%, and C». We then have the total load I=:Ci + Ci + C» (5) To find the load on we lake moments as before, about S,, which gives CD, + C, (p» I ^ \ + CAIh + U) = /, (D, + U H lh) Multiplying out and factoring we get (C, + C, + C) Pt + C^- +CJL* = U (D, + U + Dt) which by substituting from (5) gives ID, + C, -2 +CL. = U (D, + U + Dt) and hence ID, + C, ^ + CJL, Di + L- + D, (6) The load distributed over the distance x is /, — Cs, and since the distribution is uniform, we have h — C, C, (7) The drop from 5*s to the point of division P is then as shown in equation .( 1 ) Bl^(h-Cz)^- + hD,r (8) The load per foot of section = 0.1 1 14 amp. which is the maximum drop on the feeder, but which may be exceeded at the ends A and B of the trolley section. For a particular case we have : Load on section is I =750 amp. Length of section is L = 6740 ft. divided into lengths of 3400 ft., 1970 ft. and 1370 ft. 750 6740 Hence G = 3400 X 0.1114=378 amp. C-- = 1970 X 0. 1 1 14 = 220 amp C3= 1370 X 0.1114= 152 amp. Length of section parallel to feeder is L~_ = 1970 ft. Distance from section to Si is 1)1 = 5170 ft. Distance from section to S, is ^2 = 7440 ft. Substituting these values in equation (6) gives A = 1 970 750 X 7440 + 220 X — h 152 x 1970 = 418 amp 5170+ 1970 + 7440 L, — I — h = 750 — 418 = 332 amp. The point of division between stations is located from equa- tion (7) 418 — 152 _ , x — X 1970 = 2380 ft. 220 Since this distance is greater than the length L:, and since the load G is greater than the load on station S,, it will be seen that Ci is divided between .Si and Hence the point of maxi- mum drop on the feeder is at the end of L,, where the cable leaves the section. In this case the drop is simply = = L_D,r = 332 X 7440 X 0.00001056 = 26. 1 volts. If the point /' should fall within the length /.•„•, then the drop to P is determined from equation (8). The method as given here has been found to be very satis- factory in practice. The results are obtained without any "cut-and-try" process and by a little familiarity with the method it is possible to work quite rapidly. The final results show those facts which it is usually necessary to know — viz., the di- vision of load between stations and the maximum drop on the cable. An electric locomotive has been built in Germany which is propelled by two 35 hp motors supplied with current from 408 Edison storage-battery cells. The battery has a capacity of 280 amp hours and a discharge pressure of 502 volts. Each cell weighs about 30 lb. and consists ol nickel iron electrodes im- mersed in a solution of caustic potash, rhe locomotive has been tested with a 36-ton train .is a trailing load and has run 132.5 miles before the battery voltage dropped to 468 volts. The life of the battery is estimated at 18,750 miles. 8o ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 2. COMMUNICATION HEATING AND VENTILATION New York, Dec. 2i, 1909. To the Editors : With a large part of the letter of W. R. McKeen, Jr., on the ventilation and heating of cars, in your issue of Dec. 18, no one can disagree, but in regard to one point there must certainly be a difference of opinion. Why should fresh air be taken in near the floor, there to pass over and come in contact with shoes, rubbers, wet skirts, and the general accumulation of dirt on the floor ; become laden with germs and foul odors, and then rise to the breathing level, ready to deliver whatever of a disease-breeding nature it may have gathered, to the delicate, membrane of the nose and throat and the lungs? The more reasonable method seems to be to take in the fresh air near the roof and exhaust the foul air near the floor. To do this the old-fashioned and practically worse-than-useless deck should be done away with and the roof made air tight ex- cept for the openings where air is to be admitted. From these openings it should be passed over the heaters, from which it must, of course, rise, at least a short distance, into the body of the car. In the case of street cars it might be found advisable to place the heaters under the seats and allow the warm air to escape from the window pockets back of the seats, where most of the complaints of low temperature arise. The fresh air could then be taken in on a level with the heaters through either the side or end panels. The only difficulty in such a system would be that many passengers will not be satisfied that a car is properly ventilated unless they can see an opening direct to the outer air. William C. Whiston. NEW METHOD OF GEAR MOUNTING J. E. Osmer, master mechanic, Northwestern Elevated Rail- road, Chicago, has recently obtained patents on a new method for mounting gears used in electric railway car propulsion. The noteworthy feature of the new method is the supplanting of the ordinary solid or split gear wheel with a pressed cir- cular rack which is supported on an annular ring projecting inwardly from the web of one of the car wheels, as illus- trated. This form of construction will permit the motor-axle bearing on the pinion end to extend inside of the gear, where it will be in direct line with the gear and pinion. Placing the a < New Gear Mounting — Parts of Sectional Rack motor-axle bearing in direct line with the transmission of the torque makes possible a more rigid form of construction, which should afford longer life for the gears and bearings. Two methods of gear mounting are proposed; one with a solid rack and the other with a segmental rack. The circular rack used in both constructions is hydraulically pressed, then machined and treated, with a view to increasing the life over that which can be obtained from a cast-steel gear. In either type of construction the rack is carried on an annular exten- sion welded to the web of the car wheel. This method of at- tachment is stated to be equally efficient with iron and cast- steel wheel centers, if tires are used, or with the pressed and rolled wheels now in use on many electric roads. The Oxy- acetyline or Oxy-hydric welding processes are both available for mounting the annular extension on wheels, and it is stated that arrangements shortly will be made with wheel manufac- turers so that wheels may be purchased with the annular ex- tension welded on. In the type of construction using the solid rack the interior of the rack is machined to the proper size for shrinking solidly upon the annular extension after the rack New Gear Mounting — Application cf Solid and Sectional Cut" Racks has been heated sufficiently. This shrinking fit is ail the fasten ing necessary. With the solid rack type of construction the ear wheel must be removed from the axle when the rack is to be renewed. In the type of construction using the sectional rack the interior of the rack is machined to a slip fit with the annular extension. The sections of the rack are bolted to the annular extension, and, if desired, an outer end ring may be shrunk on a flange formed on the motor side of the rack. This double method of securing the rack is recommended for use only with very heavy duty motors, such as might be re- quired in locomotive use. Keys are not required in either type of construction. With the divided rack, it is neither necessary to remove the axle from the truck nor the wheel from the axle when renewing the gear. An important feature of this method of mounting the cir- cular rack is that the torque from the motor is transmitted first entirely to one wheel and then half through the axle to the opposite wheel. With the usual gear mounting the entire torque is transmitted from the gear direct to the axle and then divided. This practice requires a larger axle to transmit the stress and to provide metal for a key way. Motors of the present type can be used with gears constructed and mounted in the new way. It will be preferable with new motor equip- ments to have an extended axle-bearing lining cap with an extended lining housing made integral with the magnet frame ; thus furnishing a longer bearing at the pinion end of the armature where the torque is applied. With motors having axle bearings designed for the ordinary mounting the new method of gear mounting can be used with the present axle- bearing lining by bolting a split cast-iron sleeve around the axle to arrest the lateral thrust between the motor-axle bear- ing and the wheel hub. This new type of construction requires a much smaller gear- case, and the amount of gear compound required is thus re- duced. The gearcase designed for this mounting is a U-shaped band enclosing the teeth of the circular rack and pinion. Mr. Osmer states that the new type of gear mounting wilt effect a saving in weight and will cost less than the ordinary gear wheel pressed or keyed to the axle. The saving will re- sult from a reduction in material and the time required for application of gears. Additional saving will be brought about in the cost of material for axles and gearcases, because they can be made smaller ; in the cost of gears, because they will wear longer, and in gear compound, because less will be required. A reduction in current should follow the lessening of the weight of the parts and the placing of the motor-axle bearing January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 81 in the direct line of the applied torque. The chief feature of economy is, of course, brought about by the reduction in the first and renewal cost of the circular rack as compared with a gear wheel. ELECTRIC GLUE HEATER The Advance Machinery Company, Toledo, Ohio, has re- cently brought out the electric glue heater illustrated, which is intended to provide a neat, quick and economical method for dissolving glue. The maker asserts that it is possible to dis- solve the glue in 30 minutes, and that the current may be switched off after 45 minutes or reduced, as the operator may desire. The heater is made entirely of copper and brass, and the construction is such that when the glue is brought to the proper temperature in the morning the heater may be switched out of circuit, as the heat-retaining jacket serves to maintain a temperature of about 150 deg. for from four to five hours. The glue is first put in soaking buckets, and after it has ab- Electric Glue Heater sorbed all the water necessary and acquired a jelly-like con- sistency it is put into the glue receptacle. The latter is cylin- drical in form, and is surrounded by a jacket filled with water. This water jacket is within an additional- copper jacket. The wall between the outside jacket and the water jacket is filled with mineral wool. The water in the jacket is heated by elec- tric coils provided with three-way switches or several sockets, according to the size of the heater. The heaters are made as small as 1 pint or as large as 100 gal. _ CLINCH TROLLEY WIRE EARS The accompanying engravings illustrate two types of trolley wire ears made by the Indianapolis Brass Company, Indian- apolis, Ind. They are typical of a complete line of ears for all standard sections of trolley wire. The plain car for round wire has a groove of sufficient depth to allow il to be formed Clinch Ear for Round Wire nearly around the wire so as to support it rigidly while leaving the under side of the wire unobstructed as a running surface for the trolley wheel. These ears are made in 12-in. and 15-in. lengths with %-in. or J^-in. stud bolts to take from 0 to 0000 round wire. They can be tinned for soldering if desired. The splicing ear illustrated is intended to be used where splices are to be made at a hanger and it is made to take either a 5^-in. or J^-in. stud bolt. The trolley wire is securely fastened in the ear by set screws and the under or running surface of the wire and ear is perfectly smooth. These splicing ears are made Clinch Splicing Ear to take the same size and section of wire at both ends or in any combination of sizes and sections. The ear illustrated is designed to take Fig. 8 section wire at both ends. The metal of which these ears are made is claimed to have excellent wear- ing qualities and high tensile strength. AUTOMATIC OVERHEAD SWITCH The Indianapolis & Louisville Traction Company, which operates the first 1200-volt d.c. railway in this country, has recently equipped its line with a novel automatic trolley switch. The purpose of this switch is to change the trolley from the main wire to the siding wire when the track switch is thrown for the siding. It consists essentially of a switch blade about 4 ft. long tapered at both ends. One end is pivoted to the siding trolley wire and works under the wire. The free end Overhead Switch Open for Main Line Track is moved to and from the main line trolley wire by a simple system of bell cranks and rods. When the track switch is set for the main line, the trolley is absolutely free from any extra attachments or obstructions and the highest speed can be main- Overhead Switch Closed for Siding Track tained in passing it without any damage to the trolley wheel or liability of throwing the wheel from the wire. Although much sleet has fallen during the last few weeks, it had no effect on the switch operation. This switch was designed by II. I). Murdock, superintendent of the company. 82 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No, 2. ORGANIZATION OF THE ACKLEY BRAKE COMPANY Griffin S. Ackley, formerly president and general manager of the National brake Company, Inc., Buffalo, N. Y., retired from the management of that company on Jan. i. He has sold his entire holdings of stock, constituting a controlling interest, to a syndicate of capitalists. Mr. Ackley organized the National Brake Company over six years ago and was its president and general manager until the date of his retirement. Under his able management the company built up a very large business with Peacock & Ackley adjustable brakes throughout the world. The Ackley adjustable brake was put on the market less than a year ago. It is Mr. Ackley's own invention, and has been patented in more than 20 countries. It has al- ready been introduced on over 200 street railways, many of which are in Europe, where sales agencies have been estab- lished in London, Berlin, Brussels, Paris and Zurich. The National Brake Company has purchased from Mr. Ackley all the United States, Canadian and Mexican patents on the Ack- ley adjustable brake and will continue to have the exclusive right to sell these brakes on the North American Continent. Mr. Ackley in turn has acquired from the National Brake Company all of the export business and good will in the Pea- cock and Tiger brakes in addition to the Ackley brake. He is still the sole owner of the patents on the last-named brake for all countries except the United States, Canada and Mexico. He will, however, have the sole right to sell all of the different types named throughout the world outside of the North Ameri- can countries noted under the name of the Ackley Brake Company. The new company's headquarters will be in the Hudson Terminal Buildings, New York City, and additional foreign agencies will be established by it in countries where the company has no representatives. Mr. Ackley is now pre- paring his itinerary for a trip around the world in the interest of the new company. For the present the National Brake Company will manufacture the brakes for Mr. Ack- ley under contract for export, and has already re- ceived ope order for 1270 Ackley brakes from the new com- pany. QUESTIONS AND ANSWERS UNDER STEAM ROAD INTERSTATE CLASSIFICATION Circular No. 12c in the Accounting Series issued by the Bureau of Statistics and Accounts of the Interstate Commerce Commission contains answers to important questions relative to the several classifications for steam roads, issued by the com- mission. Several of the cases, although pertaining to the steam railroad classifications, are of interest to electric lines. These cases are as follows : Case 433. Query. We have a power house furnishing cur- rent for propulsion of electric locomotives and cars, and also for heating, lighting and other purposes in connection with the operation of a steam railroad. It is now proposed to sell current generated in the same power house to a local street railway company. To what account should the revenue derived from the sale of power be credited? Should not a proportion of the expenses of operating the power plant be charged to the appropriate accounts ; and, if so, through what clearing ac- count should the charges be handled? In connection with the power plant we desire permission to use the account "operat- ing power plants" solely as a clearing account, and to charge originally all expenditures into that account and then clear the account by charging the various accounts benefited, setting up an account to be called "electric traction" to represent the current furnished for moving trains. Answer. Authority cannot be given for the opening of an account to be called "electric traction," for the reason that there is an account for that purpose entitled "operating power plants" already prescribed in the classification of operating expenses. In view of the statement that "It is now proposed to sell current generated in the same power house to a local street railway company," the operation clearly becomes an outside operation. and the entire revenues and expenses of such operations should be set up in full in the outside operations accounts, as pro- vided in the classification of such accounts. The cost of current used by the railroad company should be cleared through the outside operating account, 'other operations Cr.' and the amount so cleared should be distributed to appro- priate accounts in the classification of operating expenses for steam roads. The revenue derived from the sale of power to outside parties will, of course, remain credited to the revenue account of the outside operation, the net revenue of which will be carried direct to income accounts as provided for under "electric light and power plants" in the classification of revenues and expenses for outside operations. Case 495. Query. A contract with an electric line permits it to operate its cars over our track, for which privilege it pays us 10 cents per car. We are to bear all the expense of main- taining the track. What account should be credited with the amount received from the electric company? Answer. If the electric line is part of a steam road, or is a carrier using the classifications for steam roads, the revenue should be apportioned to the proper joint-facility rent account under income. If, however, the electric line is not a com- mon carrier reporting to the commission, or is a common carrier using the classifications provided for electric railways, the amount received should be credited to revenue account No. 18, "rent of buildings and other property." THE MID-WINTER CONVENTION Arrangements are being completed at the office of the Ameri- can Street & Interurban Railway Association for the mid- winter convention of the association to be held Jan. 28. The preliminary announcement of the convention and the notices in regard to it which were sent to member companies have re- ceived a most favorable reception, and it is the general verdict that the meeting will be most profitable both to the associa- tion and to those who attend. The formal notices in regard to the convention will be sent out from the office of the association this week and will contain a list of the speakers with the titles of the subjects which they will discuss. The meetings will be held in one of the assembly rooms at the headquarters of the railway association, 29 West Thirty-ninth Street, New York City. The mid-winter meetings of the various committees, as an^ nounced, will be held on Jan. 27 and the conference proper on Jan 28. The meetings will conclude with a dinner which will be extended to the association by the Manufacturers' Associa- tion. This dinner will be held at the Knickerbocker Hotel on the evening of Monday, Jan. 28, at 7 o'clock. All street rail- way officials who are present at the conference will be invited to be present at the banquet. MEETING OF THE COMMITTEE ON THE TRANSPORTA- TION OF UNITED STATES MAIL A meeting of the committee on the transportation of United States mail of the American Street & Interurban Railwiy Association was held at the office of the association on Jan. 5. Those present included Robert S. Goff, vice-president and general manager of the Boston & Northern Street Railway, Boston, Mass ; C. H. Hile, assistant to the vice-president, Boston Elevated Railway, Boston, Mass., and Col. A. R. Piper, general freight agent of the Brooklyn Rapid Transit Company, Brooklyn, N. Y. Upon invitation, John H. Pardee, secretary of the Street Railway Association of the State of New York, and Edgar S. Fassett, general manager of the United Traction Company of Albany, N. Y., were present. Mr. Fassett was appointed a committee of one to draw up a form of inquiry to be sent to different railway companies throughout the country to learn the conditions on each road so far as this matter was concerned. January 8. 1910.] ELECTRIC RAILWAY JOURNAL. «3 News of Electric Railways Meeting of Central Electric Railway Association The annual meeting of the Central Electric Railway Association will be held on Jan. 27, 1910, in the assembly room of the Great Southern Hotel, Columbus, Ohio. The program of the meeting follows: Morning Session, Jan. 27, 1910 9:30 a. rh. — Business session and reports of special com- mittees. 10:00 a. m. — "Notes on Street Paving," by Thomas B. McMath, Indianapolis Traction & Terminal Company, Indianapolis, Ind. 10:45 a- nl- — "The Daily Inspection and Up-Keep of Rolling Stock," by H. H. Buckman, master mechanic of the Louisville & Northern Railway & Lighting Company, New Albany, Ind. 11:30 a. m. — -Adjournment for lunch. Afternoon Session 1:00 p. m. — "The Railroad Commission and Its Relation to Interurban Roads," by O. P. Gothlin, of the Railroad Commission of Ohio. 1:45 p. m. — "The Method of Procedure When a Person Refuses to Pay Fare for Self or Child," by C. C. Williams, ex-Judge of the Common Pleas Court of Columbus, Ohio. 2:30 p. m. — Reports of standing committees: Insurance, Henry N. Staats, chairman: lightning arresters, W. E. Rolston, chairman; publicity, George S. Davis, chairman; standardization, T. W. Shelton, chairman; supply men, John F. Ohmer, chairman; traffic, W. S. Whitney, chairman; personal injury claims, E. C. Carpenter, chairman ;. trans- portation, T. F. Grover, chairman; vigilance and member- ship, C. D. Emmons, chairman. 3:30 p. m. — Annual report of secretary. 3:45 p. m. — Annual address of the president. 4:15 p. m. — Election of officers. Cleveland Traction Situation Charles S. Horner, who has been mentioned as president pro tern of the new City Council at Cleveland, stated a few days ago that if Mayor Baehr did not object, the date of the referendum vote on the street railway franchise would be fixed for April 1, 1910. The retiring Council, always loyal to Mayor Johnson, took no action at its last meeting regarding the date for the vote. Traction matters were barely mentioned at the meeting, barring the adoption of a resolution to the effect that all communications received by city officials from the street railway should be made matters of record. These communications have been in the hands of Newton D. Baker, city solicitor, but will now become official papers. On Dec. 29, 1909, the stockholders of the Forest City Railway were notified that an effort would be made to cen- tralize the stock of the Cleveland Railway to protect their interests at the annual meeting on Jan. 26, 1910, and proxies were asked in favor of D. C. Westenhaver, Fred C. Alber or a third party to be designated by each shareholder. The letter sent these stockholders called attention to the pro- vision Judge Tayler made for the guarantee made on their stock by Mayor Johnson and the Municipal Traction Com- pany, and was signed by Fred C. Alber. A year ago ani- mus was shown at the annual meeting of the stockholders of the Cleveland Railway, the former holders of stock of the Forest City Railway feeling that they would not receive fair treatment. All opposition was withdrawn, however, on the appointment of S. T. Everett to represent them on the board. Mayor Johnson has announced that he will leave the city for five weeks immediately following the close of his term of office for the purpose of Inking a vacation in some place where he will be free to enjoy himself untrammeled, and has said that he has no intention of retiring from public life in Cleveland. He advised that those retiring from office aid their successors in every way possible United States Supreme Court Holds Minneapolis Reduced Fare Ordinance Invalid In an opinion by Justice Day, the Supreme Court of the United States on Jan. 3, 1910, held invalid the ordinance adopted by the City Council of Minneapolis in i9°7» re- quiring the Minneapolis Street Railway Company to sell six tickets for 25 cents. The company contended that the ordinance was a violation of the contract implied in its charter, which, issued in 1873. was to run for 50 years and authorized a charge of 5 cents for each ride. The United States Circuit Court for the District of Minnesota declared against the ordinance, and Justice Day's decision sustained that finding, but with modifications. In the course of his opinion Justice Day said: "We think that the requirement of the ordinance that the company should operate its roads by the sale of six tickets for a quarter, as required by the ordinance, was an enactment by legislative authority which impaired the obli- gation of the contract thus held, and owned by the com- plainant company. We therefore reach the conclusion that the decree of the Circuit Court enjoining the execution of the ordinance should be affirmed." Wheel-Guard Order in Brooklyn The Public Service Commission of the First District of New York has issued an order to the street railways oper- ating in Brooklyn regarding the use of wheel guards which it has concluded as follows: < "1. That Coney Island & Gravesend Railway, Sea Beach Railway and South Brooklyn Railway, on or before Feb. 1, 1910, equip all cars with wheel guards of a type or types to be approved by the commission, and shall not thereafter operate any cars unless equipped with such wheel guards in a good operating condition. "2. That Coney Island & Brooklyn Railroad and Brook- lyn, Queens County & Suburban Railroad equip all cars with wheel guards, of a type or types to be approved by the commission, at the rate of not fewer than 20 cars a month, beginning Feb. 1, 1910, until all of their cars shall have been so equipped and shall not thereafter operate any cars unless equipped with such wheel guards in a good operating condition. "3. That Nassau Electric Railroad equip all cars operated by it with wheel guards of a type or types to be approved by the commission at the rate of not fewer than 60 cars a month, beginning Feb. 1, 1910, until all of its cars shall have been so equipped and shall not thereafter operate any cars unless equipped with such wheel guards in a good operating condition. "4. That the Brooklyn Heights Railroad equip all cars operated by it with wheel guards of a type or types to be approved by the commission at the rate of not fewer than 120 cars a month, beginning Feb. 1, 1910, until all of its cars shall have been so equipped and shall not thereafter operate any cars unless equipped with such wheel guards in a good operating condition. "5. That as soon as Brooklyn Heights Railroad, or any other companies, shall have equipped cars operated exclus- ively over the Brooklyn Bridge, or exclusively over the Williamsburg Bridge, with such wheel guards, said company or companies shall be relieved from equipping said cars with fenders. "6. That as soon as Brooklyn, Queens County & Suburban Railroad, or any of said companies above mentioned, shall have equipped the cars operated exclusively on what is known as the Broadway Shuttle Line, 011 Broadway between Havcmeycr Street and Broadway Ferry, with such wheel guards, they shall be relieved hereby from equipping said cars with fenders. "7. That as soon as the companies shall have equipped with Stich wheel guards the cars operated by them on Fulton Street (from Greene Avenue to Tillary Street). Flat- bush Avenue (from Fifth Avenue to Fulton Street), Broad- way (west of Ralph Avenue), Livingston Street (from Flat- 84 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. bush Avenue to Court Street), Washington Street and Adams Street, then said companies shall have the right hereby to fold up fenders on cars when passing over said streets within the limits mentioned and be relieved from equipping with fenders cars operated exclusively over said streets within said limits. "8. That, except as hereinbefore expressly provided, all cars owned or operated by any of the companies herein- before mentioned, when equipped with such wheel guards, shall so carry the fenders that no part thereof shall be less than 10 in. clear above the rails, and that the front edge of the apron shall not be more than 14 in. clear above the rails. "9. That all of said companies hereinabove mentioned, on or before Jan. 10, 1910, submit to the commission for its approval complete drawings and specifications showing among other things all measurements and the method of attachment to the car of the type or types of wheel guards desired to be used by them in compliance with this order; and it is further "Ordered, that except as expressly amended by this order, which applies to said companies hereinabove mentioned exclusively, said order of April 28, 1909, as amended by said order of May 14, 1909, shall be and remain in full force and effect; and it is further "Ordered, that this order shall take effect on Dec. 24. (Q09. and shall remain in force until revoked or modified." Transit Affairs in New York The Public Service Commission has voted to grant the Mew York Central & Hudson River Railroad an extension of 18 months from Jan. 1, 1910. for depressing the tracks leading to the Grand Central Station and the building of a new terminal. The Manhattan Bridge Three-Cent Line was incorporated at Albany on Dec. 30, 1909, with a capital stock of $50,000, to build a railroad from Flatbush Avenue and Fulton Street, Brooklyn, over the Manhattan Bridge and through Canal Street, New York, to the Hudson River. The length of the route is about four miles. The engineering details are all in the hands of John C. Brackenridge. The officers of the company are Frederick W. Rowe, president; John C. Brackenridge, vice-president; Walter Hammit, secretary, and Edward T. Horwill, treasurer. Mexican Views. — The Mexican Tramways Company, Ltd., Mexico City, Mex., has published a handsome album con- taining 49 views of the buildings and other property of the company and scenes in Mexico City. The album is pub- lished in London and a copy has been sent to each stock- holder. City Superintendent of Street Railways Favored in St. Louis. — The special joint committee of the Municipal As- sembly which has the matter under consideration is said to favor the proposal to create the position of superintendent of street railways under an act of the Municipal Assembly of 1903, the official appointed to that office to supervise street railway service in the interest of the city. Bonds Voted for Municipal Line in San Francisco. — At the election held in San Francisco on Dec. 30, 1909, it was voted to issue $2,020,000 of bonds to provide funds for equipping the Geary Street, Ocean & Park Railroad with electricity and operating it as a municipal enterprise. This is the third time within five years that the question has been submitted to the voters. Public Utility Commissioners Named in Los Angeles. — In accordance with the decision of the voters of Los Angeles at the recent election that a public utilities commission be created to supervise the operation of the public service cor- porations doing business in Los Angeles, Mayor Alexander has sent to the City Council for confirmation the names of Meyer Lissner, Frank J. Hart and Paul Haupt as members of the new commission. Electrification of Canadian Pacific Railroad at Montreal Denied. — In reply to a letter addressed by the Electric Railway Journal to the Canadian Pacific Railroad at Mon- treal recently in regard to the report that the company con- templated electrifying its lines in and about Montreal, D. McNicoll, vice-president of the company, replied under date of Dec. 28, 1909, as follows: "There is nothing in the reports to which you refer in connection with the proposed electrification of our lines in this vicinity." Proceedings of the Arkansas Association. — The report of the second annual convention of the Arkansas Association of Public Utility Operators held at Hot Springs, Ark., on May 12, 13 and 14, 1909, has been published. It comprises a volume of 104 pages, 6 in. x 9 in., and includes the papers presented at the convention and a verbatim report of the discussion. The papers presented at the meeting which were of interest to electric railway circles and the discussions thereon were published in the Electric Railway Journal of May 22, 1909, page 940. Philadelphia Transit Talks. — Transit Talk No. 39 of the Philadelphia (Pa.) Rapid Transit Company was dated Dec. 16, 1909. The subject was "Courtesy," and an invitation was extended to the public to co-operate with the company in making for efficiency by reporting all cases of negligence on the part of employees to perform their duties properly and courteously. Talk No. 40 was headed with the ques- tion, "Lost Anything?" It contained some facts about the lost-and-found department, and suggested that people who had lost articles write or telephone the lost-and-found de- partment of the company. State and County Cannot Both Exact Tax Based on Earnings. — The claim of the Terre Haute, Indianapolis & Eastern Traction Company, filed some time ago against Wayne County, Ind., has been allowed and certain back taxes, paid to the county in 1907 and 1908, based on the "cash on hand" of the company, have been ordered re- funded. The claim was based on a decision of the Supreme Court to the effect that the State Board of Tax Commis- sioners, in valuing the property of railroads, considered among other things the net earnings of the companies. It was held therefore that any cash that the company might have on hand could not be taxed in addition to the valuation placed by the State on the property as a whole, as this cash represented a part of the net earnings. Meeting of Central Railway Club. — The annual meeting of the Central Railway Club will be held at the Hotel Iro- quois, Buffalo, N. Y., on Jan. 13, 1910, at 2 p. m. The feature of the business session will be the annual reports and a paper by W. O. Thompson, master car builder of the Western Division of the New York Central & Hudson River Railroad, his subject being "Car Interchange: Its Past, Present and Future." The annual dinner of the club will be held at 7:30 p. m. It will be preceded by a reception in the main parlor of the Hotel Iroquois. A musical pro- gram will be followed by addresses by Frank Hedley, vice- president and general manager of the Interborough Rapid Transit Company, New York, and second vice-president of the New York Railroad Club, and others. E. M. Tewkesbury, general superintendent of the South Buffalo Railway, and second vice-president of the club, will be toastmaster. The price of dinner tickets has been fixed at $2 per plate for members and for ladies and $3 for non-members. Harry D. Vought, 95 Liberty Street, New York, N. Y.. is secretary of the club. January Meeting of the A. S. M. E. in Boston. — The meeting of the American Society of Mechanical Engineers, to be held in Boston on Jan. 21, 1910, will take the form of a banquet at the Hotel Somerset to be tendered jointly by the American Society of Mechanical Engineers, the Bos- ton Society of Civil Engineers and the Boston branch of the American Institute of Electrical Engineers, to the presi- dents of the three societies, George Westinghouse, Geo. B. Francis and L. B. Stillwell, respectively, and other guests, including John Anderson Bensel, the incoming president of the American Society of Civil Engineers. Following the banquet there will be addresses by several of the guests and a paper will be presented on the main and auxiliary ma- chinery of the battleship North Dakota, illustrated by lan- tern slides. The president of the Boston Society of Civil Engineers will also outline what that society has accom- plished toward a project that has been under discussion at Boston for a united engineering building to be occupied by the several professional engineering organizations lo- cated in Boston and vicinity. January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 85 Financial and Corporate New York Stock and Money Market Annual Report of Boston Elevated Railway January 4, 1910. The stock market to-day was more active than for any day within the past two months and prices showed a dis- tinct disposition to advance, in spite of the fact that call money rates were high. Traction shares, especially Inter- borough-Metropolitan issues, are strong and active. Third Avenue has advanced to more than 18. Call money touched 14 per cent yesterday and to-day ranged 6 to 9 per cent. Ninety-day loans were 4^2 to 4$i per cent. Other Markets Philadelphia Rapid Transit Stock has advanced and the majority of the transactions to-day were in the neighbor- hood of 28. Union Traction has been moderately active. In the Boston market, the Massachusetts Electric issues have been quite active and the common stock has advanced 2 points during the past week. The preferred is also a trifle stronger. Boston Elevated has advanced. In Chicago, the various series of the Chicago Railways Company have been active during the week. Series 1 has remained about stationary in price, while Series" 2 has ad- vanced several points during the week. There has been some trading in Series 3 and 4. Bonds of the United Railways, Baltimore City Passenger Railway and of the Fairmont & Clarksburg Traction Com- pany are the only traction securities being traded in Balti- more. At the weekly auction of securities in New York, $10,000 5 per cent bonds of the Second Avenue Railroad sold at 65. Quotations of various traction securities as compared with last week follow: Dec. 28. Jan. 4. American Railways Company 247% 848 J4 Aurora, Elgin & Chicago Railroad (common) "57 *57 Aurora, Elgin & Chicago Railroad (preferred) *c>2 *02 Boston Elevated Railway i32*A 136'A Boston & Suburban Electric Companies 15 ai6 Boston & Suburban Electric Companies (preferred) *75 74 Boston & Worcester Electric Companies (common) ai2 an Boston & Worcester Electric Companies (preferred) a48 348 Brooklyn Rapid Transit Company 79 A - 79A Brooklyn Rapid Transit Company, 1st pref., conv. 4s 86J4 Capital Traction Company, Washington *i33!^ ai3S'A Chicago City Railway *ioo 185 Chicago & Oak Park Elevated Railroad (common) *2 * 2 Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 aiio aiog Chicago Railways, ptcptg., ctf. 2 a.33 &35lA Chicago Railways, ptcptg., ctf. 3 ais a20 Chicago Railways, ptcptg., ctf. 4s *io aio Cleveland Railways '84 *84 Consolidated Traction of New Jersey ^77 'A &77 Consolidated Traction of New Jersey, 5 per cent bonds. ..*io6 aio6 Detroit United Railway "65 '65 General Electric Company 159 V2 iS9% Georgia Railway & Electric Company (common) 102A 3104'/? Georgia Railway & Electric Company (preferred) 87 87!!. Interborough-Metropolitan Company (common) 24 24A Interborough-Metropolitan Company (preferred) 62 61 Interborough-Metropolitan Company (4V2S) 8.3 -34 83 Kansas City Railway & Light Company (common) 333 a35 Kansas City Railway & Light Company (preferred) '79 '75 Manhattan Railway *I40 '138 Massachusetts Electric Companies (common) ai6'A ai9 Massachusetts Electric Companies (preferred) a79 a8o^2 Metropolitan West Side, Chicago (common) 319 ai9 Metropolitan West Side, Chicago (preferred) 357 as7 Metropolitan Street Railway '23 20 Milwaukee Electric Railway & Light (preferred) * 110 *i 10 North American Company *8s 83^ Northwestern Elevated Railroad (common) ai8 ai7'/5 Northwestern Elevated Railroad (preferred) af>8 370 Philadelphia Company, Pittsburg (common) a.so-^ asi'4 Philadelphia Company, Pitt'burg (preferred) Z4S'A a4s!4 Philadelphia Rapid Transit Company 827 a28-5^ Philadelphia Traction Company a8g 389 Public Service Corporation. 5 per cent col. notes * loo'A *iooMi Public Service Corporation, ctfs *ioi'/i ai04 Seattle Electric Company (common) atia'A an$ Seattle Electric Company (preferred) 104 aioj South Side Elevated Railroad (Chicago) aso 356 Third Avenue Railroad. New York 187-x Toledo Railways & Light Company *9$4 12 A Twin City Rapid Transit, Minneapolis (common) lib 117 (Jnion Traction Company, Philadelphia 352 aj2-K United Rys. & Electric Company, Baltimore att'/i 314 United Rys. Inv. Co. (common) 42A 41 A United Rys. Inv. Co. (preferred) 7853-13 From .passengers carried $14,024,768.39 From carriage of mails 37,977-46 From tolls for use of tracks by other companes 41,736.60 From rentals of real estate 134,401.49 From advertising 108,075.00 From interest on deposits, etc 138,041.47 From miscellaneous income 8,852.72 Total $14,493, 853.13 Operating expenses $9,488,483.83 For general expenses $999,284.70 For maintenance of roadway and buildings 1,415,477.61 For maintenance of equipment 1,042,855.35 For transportation expenses 6,030,866.17 Taxes 1,063,774.87 West End St. Ry. tax on capital stock and property 631,116.26 Boston Elevated Ry. tax on capital stock and property ^93,487.57 Boston Elevated Ry. compensation tax and tax on income 139,171.04 Coupon interest on West End St. Ry. bonds 680,180.00 Coupon interest on Boston Elevated Ry. bonds 556,000.00 Less interest accrued this year charged to construction account 177,091.34 ■ 378,908.06 Rentals of leased railways 1,346,157.04 Rental of East Boston tunnel 53,216.16 Rental of subway $211,746.17 Less amount collected of Boston & Northern St. Ry 24,954.61 186,791.56 Rental of Washington Street tunnel 254,923.69 Depreciation fund 200,000.00 Dividends paid on capital stock 802,503.00 Balance carried to surplus account $38,914.32 William A. Bancroft, the president, says in his report: "The various extensions and additions to the company's service mentioned in the last report are being rapidly pro- vided. "Besides its ordinary taxes the company's contribution to the public during the last fiscal year amounted to at least $430,573.27, made up as follows: Compensation tax for the use of streets under the Acts of 1897 $124,171.04 Interest at 4 per cent on $4,361,025, cost of paving laid in streets by company 174,441.00 Cost of maintaining street paving by company 63,446.61 Amount of subway rental devoted to sinking fund 63,514.62 Moving snow removed from sidewalks and roofs (estimated) not less than 5,000.00 Total extraordinary payments to the public $430,573.27 Add taxes assessed on real estate 310,007.90 Add taxes assessed on capital stock and income 629.595.93 Total $1,370,177.10 To the above may be added the balance of subway rental... 123,276.94 Also the rental of the East Boston tunnel 53,216.16 Also the rental of the Washington Street tunnel 254,923.69 Grand total, which is about 12.4 per cent of the gross revenue of the company for the year $1,801,593.89 "Concerning the capitalization of the properties owned and leased by this company, your directors wish you to know that the capital stock of the West End Street Railway on Sept. 30, 1909, was as follows: Preferred $6,400,000 Common 11,120,150 Total $17,520,150 "Of this capitalization the preferred stock was the amount authorized by the Legislature (Chapter 413, Acts of 1887) for the purchase of the horse railroads which made up the West End system, and was considered only the value of these properties. "Of the common stock $7,150,000 was paid in in cash at par, anil the balance was sold under orders of the Railroad Commissioners for cash at prices ranging from 40 to 80 per cent in excess of the par value, realizing a premium of $2,177,237.75. "Of the $13,450,100 par value of the stock of the Boston Elevated Railway the first $10,000,000 was paid in in cash at liar, and the balance was sold under orders of the Kail- road Commissioners fur cash at a price of from ro to 55 per cent in excess of the par value, realizing a premium of $r,86o,<)68. 13 above the par value. The present capitaliza- 86 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. tion of the two companies, therefore, represents an actual payment in cash of $3,978,017.26 above the par value of the outstanding stock. The amount of this cash premium has been invested in the properties now owned by the com- panies. So there is not only no capital inflation of these properties, but much more has been paid in than is repre- sented by the par value of the stocks. The dividends paid on the stocks and the interest paid on the bonds of the two companies make an average return to the capital in- vested of something less than 5.13 per cent per annum. It is not true, therefore, of these properties that 'excessive dividends are paid on watered stock.' "From the summary of stockholders of record Oct. I, x 1909, it appears that the total number is 3972, holding 134,- 501 shares of stock. Of these 3505, holding 116,818 shares, live in Massachusetts. In other words, 87 per cent of the stock is held in Massachusetts. "The total length of surface tracks controlled by the company is now 460.039 miles. This, with the elevated mile- age of 24.087 miles, makes a total mileage of 484.126. "Traffic statistics compare as follows: , Year ending Sept. 30 , 1909. 1908. 1907- Round trips 5.549.774 5.571.459 5,606,616 Revenue car-miles, surface 43,599,806 43,818,640 44,027,731 Revenue car-miles, elevated 7,295,450 7,806,503 7,802,457 Revenue car-miles, U. S. mail cars.... 232,425 232,746 231,381 Revenue car-miles, total 51,127,681 52,061,569 Total revenue passengers carried 281,008,471 273,132,584 271,084,815 Average receipts per passenger $.04991 $.04989 $.04997 Consolidation of Michigan Companies Holdenpyl, Walbridge & Company, New York, N. Y., E. W. Clark & Company, Philadelphia, Pa., and W. A. Foote, Jackson, Mich., announce the organization of the Common- wealth Power, Railway & Light Company, to take over the Commonwealth Power Company, Grand Rapids-Muskegon Power Company, Saginaw-Bay City Railway & Light Com- pany, Grand Rapids Railway, Michigan Light Company, Flint Electric Company, Flint Gas Company, Cadillac Water & Light Company, Charlotte Electric Company, Shiawassee Light & Power Company and the Au Sable River Property and Rights. These companies own the electric light and power properties in Grand Rapids, Saginaw, Bay City, Kala- mazoo, Battle Creek, Jackson, Flint. Pontiac, Cadillac and a number of intermediate towns, the electric railways in Grand Rapids, Saginaw and Bay City and between Saginaw and Bay City, the gas properties in Kalamazoo, Jackson, Pontiac, Saginaw, Bay City and Flint and developed and undeveloped powers on the Muskegon, Kalamazoo, Grand and Au Sable Rivers. The Commonwealth Power, Railway & Light Company is to be capitalized at $18,000,000, of which $6,000,000 is to be preferred stock and" $12,000,000 common stock. No bonds are to be issued. The combined earnings of the consolidated companies for the calendar year ended Dec. 31, 1909, November and December being estimated, follow: Gross earnings .$4,487,177 Operating expenses 2,317,561 Net earnings from operation $2,169,616 Less taxes and interest on $16,677,000 outstanding bonds of constituent companies 1,049,373 Surplus earnings $1,120,243 Less dividends on $6,894,000 preferred stock of constituent companies in the hands of the public 398,640 Balance available to the Commonwealth Power, Railway & Light Company $721,603 Dividend on $6,000,000 Commonwealth Power, Railway & Light Company 8 per cent preferred stock 360,000 Balance $361,603 Consolidation of Chicago South Side Surface Railways An official statement regarding the Chicago City & Con- necting Railways says that the property of the Chicago City Railway, Southern Street Railway, Calumet & South Chicago Railway and the Hammond, Whiting & East Chi- cago Electric Railway as a whole is to be taken over on a 4 per cent basis — that is, after payment of interest upon rehabilitation bonds and the city's percentage of earnings, the net earnings for 1910 upon the bonds and shares of stock deposited will be approximately $2,550,000. which is 4 per cent upon $62,000,000. This capitalization will consist of $22,000,000 5 per cent first lien bonds, which are the only securities that will be offered to the public at this time. Instead of issuing the $25,000,000 preferred and $15,000,000 common stock at first proposed, there will be issued par- ticipation certificates, which, while without any face value, will be entitled to certain percentages of the earnings over and above the fixed charges. The plan for the issuance of these certificates is only partially matured, but it is prac- tically agreed that they will be two classes, and the division of the earnings will be 4l/2 per cent for the first class, after which the second class will receive 4 per cent. After this the two classes divide the earnings up to 6 per cent, which is the limit allowed for the first class. It is presumed, but not so stated, that the division of these certificates will be in the same proportion as the first plan proposed to divide the stock issue between preferred and common. The bonds will be dated Jan. 1, 1910, and will mature Jan. 1, 1927. They will be secured by deposit with trustees of the following securities: $16,971,900 of stock of the Chi- cago City Railway, valued at 200; $5,000,000 of bonds of the Calumet & South Chicago Railway; $1,635,000 of 5 per cent bonds and $800,000 of stock of the Southern Street Railway; $1,000,000 of first mortgage 5 per cent bonds of the Hammond, Whiting & East Chicago Electric Railway not yet issued, and $1,000,000 common stock of this com- pany not yet issued. The securities comprise all the bonds and stocks of the Southern Street Railway and of the Ham- ) mond, Whiting & East Chicago Electric Railway. The provision of deposit will include caring for the debts of the underlying properties, other than those incurred for com- pletion and rehabilitation. A sinking fund is provided after the third year which will result in the retirement of $3,000,- 000 of the bonds before maturity. The earnings of the combined properties are about 2 1/3 times the interest re- quirements of the bonds. It is stated that the bonds are underwritten and partly sold. The unsold portion will be offered by J. P. Morgan & Company, the Illinois Trust Company and the First Trust & Savings Bank. Forty-second Street, Manhattanville & St. Nicholas Avenue Railway, New York, N. Y. — The sale of the property of the Forty-second Street,. Manhattanville & St. Nicholas Avenue Railway under foreclosure of the $1,600,000 second mortgage has been postponed until March 1, 1910. The amount found to be due for principal and interest is $1,676,933. Lake Shore Electric Railway, Cleveland, Ohio. — The anr una! meeting of the Lake Shore Electric Railway will be held on Jan. 25, 1910. The company has outstanding $3,000,- 000 of 5 per cent cumulative preferred stock on which no dividends have been paid, the accumulations on which aggregate $1,626,000, and, with the outstanding capital, make a total capitalization of about $4,626,000. A plan for refinancing will be considered at the meeting. It has been roughly estimated that a holder of 100 shares of the present preferred stock should receive 33 J/3 shares of new 6 per cent cumulative stock and 66% shares of non-cumulative pre- ferred stock. The holders of the preferred stock issued in October, 1901, will probably be given some advantage over the holders of stock issued in 1903, however, as the ac- cumulations on the stock issued in 1901 are greater than those on the stock issued in T903. Public Service Corporation, Newark, N. J. — In a letter addressed recently to J. P. Morgan & Company, of New York, N. Y., in connection with the sale of $8,000,000 of gen- eral mortgage 5 per cent bonds, President Thomas N. Mc- Carter stated the gross earnings of the system controlled by the corporation, including miscellaneous income, as fol- lows: Year 1905, $19,909,843; 1906, $21,498,826; 1907, $23,- 628,044; 1908, $24,267,687; nine months ended Sept. 30, 1909, $19,286,261. The increase in gross revenue for the first nine months of 1909 over the corresponding period of 1908 was $1,654,204. During the 12 months ended Sept. 30, 1909, gross earnings, including miscellaneous income, were $25,921,892 and operating expenses, taxes, rentals and fixed charges of leased and controlled properties were $23,235,533. Tacoma Railway & Power Company, Tacoma, Wash. — Stone & Webster, Boston, Mass., say that they know of no foundation for the report that the Union Pacific Rail- road is negotiating for the purchase of the property of the Tacoma Railway & Power Company. January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 87 Traffic and Transportation Increase in Fares in Wisconsin The Wisconsin Electric Railway, Oshkosh, Wis., and the Eastern Wisconsin Railway & Light Company, Fond du Lac, Wis., have announced a general increase in the fares on the electric railways which they control, effective on Jan. 15, 1910. Briefly, the new schedule increases the fare on the Oshkosh-Neenah line 5 cents, the Oshkosh- Omro line 5 cents and the Oshkosh-Fond du Lac line 10 cents, making the new Oshkosh-Neenah fare 25 cents, the Oshkosh-Omro fare 20 cents and the Oshkosh- Fond du Lac fare 35 cents. On Jan. 15 a straight 5-cent fare will be charged on all city lines, except between 6 a. m. and 7 a. m. and 6 p. m. and 7 p. m., when workingmen's tickets will be honored. The statement of the company to the public, dated on Dec. 16, 1909, was signed by J. P. Pulliam, manager of the railway department, and approved by Clement C. Smith, president, and R. T. Gunn, general manager. It follows: "We are this day giving public notice to the patrons of our lines that on Jan. 15, 1910, a new schedule of fares will be put into effect. While the fares to certain points on the interurban lines will be lowered, the fares in general will be raised. We have reached the determination to raise these fares with great reluctance, because it is our purpose to furnish transportation as cheaply as it can be furnished; but we would find it impossible to operate the lines on the present basis. "The fare from Oshkosh to Neenah is now at an average rate of 1.28 cents per mile; the fare from Oshkosh to Fond du Lac at an average of 1.37 cents per mile, and the fare from Oshkosh to Omro at an average of 1.35 cents per mile. Our records show that all of these fares were en- tirely too low, even at the time they were first put into effect. It was then hoped by the management in putting these low fares into effect that travel might be stimulated to such an extent that the low fares would be justified. Such has not been the case, although every effort has been made to increase the earnings and decrease the operating expenses. "The necessity for increasing the fares became evident to the management of the Winnebago Traction Company in the spring of 1905, and the company at that time raised the fares from Oshkosh to Neenah from 20 cents to 25 cents, and from Oshkosh to Omro from 15 cents to 20 cents. The company's records show there was a considerable increase in earnings, and they also show the number of passengers carried did not decrease. "In March, 1908, following the panic of 1907, which re- duced all travel materially, the receiver of the Winnebago Traction Company sought to build up earnings again by reducing the interurban fares to the rates charged formerly. There was an immediate decrease in gross earnings, and this decrease has continued to the present time. From this experience, it appears the public was satisfied with the in- crease of rates in 1905, and it was shown conclusively that increasing the rates did not decrease the number of passen- gers carried and lowering the rates did not increase the number of passengers carried. "The former bondholders of the Winnebago Traction Company still own the greater part of the bonds of the Wisconsin Electric Railway. They have suffered a heavy loss through the reduction in the amount of bonds on the property. The present management represents these old interests as well as the interest of those who made new investments. "The present management of the two properties was therefore fully aware of former conditions when it took charge of the properties. It was hoped, however, by re- ducing the bonded debt, by bringing the two properties under the same management, by centralizing the work of repairs and maintenance of cars, by through operation of interurban cars from Fond du Lac through Oshkosh to Neenah, and by other economies due to one management, the increase in rates might possibly be avoided. The man agement of the two companies was combined in August, 1908, and every effort has been made to take advantage of the economies of joint operation. This joint operation has been in force for nearly a year and a half, and since Jan. 1, 1909, all of the books, accounts and records of the companies have been kept in accordance with the new ac- counting system prescribed by law. The results of opera- tion have now been so clearly shown that there is no ex- cuse for the management to postpone an effort to obtain sufficient revenue to give good service and maintain the property as it should be maintained. "The United States Supreme Court in the Knoxville Water Works case, decided Jan. 4, 1909 (see page 13, United States Supreme Court Reports, Volume 212), held: " 'Before coming to the question of profit at all the com- pany is entitled to earn a sufficient sum annually to provide not only for current repairs, but for making good the de- preciation and replacing the parts of the property when they come to the end of their life. The company is not bound to see its property gradually waste, without making provision out of the earnings for its replacement. It is entitled to see that from earnings the value of the property invested is kept unimpaired, so that at the end of any given term of years the original investment remains as it was at the beginning. It is not only the right of the com- pany to make such provision, but it is its duty to its bond- and stockholders, and in case of a public service corpora- tion at least, its plain duty to the public. If a different course were pursued the only method of providing for re- placement of property which has ceased to be useful would be the investment of new capital and the issue of new bonds or stocks. This course would lead to a constantly increasing variance between present value and bond and stock capitalization — a tendency which would inevitably lead to disaster either to the stockholders or to the public, or to both.' "The earnings of the companies have so far been en- tirely inadequate to provide for depreciation, and the man- agement cannot longer neglect what has been prescribed by the Supreme Court of the United States to be 'its plain duty.' "During the last few years there has been a steady in- crease in the price of everything going into railway con- struction and operation. Our taxes have been doubled, and other public burdens have fallen heavily on the companies. "The wages of the conductors and motormen have not been increased for several years. The cost of living has increased, and, while our trainmen have been patient and have not made any request for increase in wages, we feel it is only due them to give them such advance as the com- panies can afford on account of increased rates, and we are putting this increase in wages into effect beginning Dec. 1, 1909. "It is common thought among persons not familiar with the operation of electric railways that electric railways ought to carry passengers for less fare than steam rail- roads. This idea originated in the early days of electric interurban railways, when the managements of the com- panies were unable to forecast the future and expected that lower rates would stimulate business to such an extent that low rates would be justified, but they have been disap- pointed. At that time steam railroads were receiving 3 cents per mile. The fare permitted by law is now 2 cents per mile. The greater part of the earnings of steam rail- ways comes from freight traffic, while the freight traffic of electric railways in Wisconsin is so small that it is a ques- tion whether or not the expense of carrying it does not consume the earnings from that source. "While the laws of Wisconsin permit railroad fare of 2 cents per mile, our new schedule docs not reach that average fare. On a 2-cent basis the fare from Fond du Lac to Oshkosh would be 40 cents instead of 35 cents; the fare from Oshkosh to Neenah would be 30 cents instead of 25 cents, and the fare from Oshkosh to Omro would be 25 cents instead of 20 cents, as established by the new schedule, The management is striving to obtain the neces- sary income without raising the rates to the limit fixed by law. "No inir lias a deeper interest in the growth and pros- perity of the communities served by the Wisconsin Electric Railway and the Eastern Wisconsin Railway X' Light Com- pany (ban the companies themselves Individuals and 88 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. manufacturing plants may move from one community to another, but a public service company must continue to furnish the best service in its power. We earnestly desire and solicit the goodwill and friendship of all who do busi- ness with us, and we feel the public will respect us more if we establish our properties on a sound financial basis than if we allow them to run down and depreciate and plainly neglect what the highest court in the land has de- clared a duty to the public. "In conclusion, we desire to say that the rates established by the new schedules are fully justified by the valuation of the property made by the Wisconsin Tax Commission for taxation purposes, and do not depend upon nor are they made necessary by any unfortunate financial operations or litigation in the past. The books of the companies will be open to the public for inspection at any seasonable time, and their examination will convince any of our patrons who care to see them that not only is the increase in rate well warranted now, but should have been made long ago." Promotions from City to Interurban Service and Increase in Wages by Ft. Wayne & Wabash Valley Company The following bulletin announcing the plans of the Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne, Ind., to advance its employees from city to interurban serv- ice, signed by F. Hardy, superintendent of transportation, and approved by C. D. Emmons, general manager, was issued under date of Dec. 24, 1909: "Beginning Jan. 1, 1910, and until further notice, inter- urban trainmen as far as possible will be taken from the ranks of employees on city lines under the following rules and regulations: "1. Only men between the ages of 25 and 40 will be pro- moted. "2. City men between the ages of 25 and 40 desiring op- portunity on interurban line will apply to F. I. Hardy, superintendent of transportation; until and including Jan. 10, 1910, applications will be considered according to se- niority of men in city service. After Jan. 10, 1910, applications will be considered in order of time application is made. "3. Men promoted must learn interurban work on their own time. "4. City men before being permitted to work on inter- urban cars must pass a physical examination for which a fee of $1 is charged, and before being turned in as extra men must pass examination on interurban rules. "5. City men working extra on interurban line will retain their positions on city lines until they have a regular run on the interurban. "6. City men working extra on the interurban will be ex- pected to move to another city for regular interurban run if open run is not out of the city in which he lives. "7. City divisions will carry the following number of extra interurban men: Ft. Wayne, 8; Wabash, 1; Peru. 1; Logansport, 3; Lafayette, 4. "8. City men promoted to interurban will begin on inter- urban at same rate of pay that city standing entitles them to, and will then be increased according to interurban wage scale. A man promoted to interurban drawing 19 cents per hour will draw 19 cents until the completion of 19-cent year, after which he will draw 20 cents for the next year's service, etc., until he draws maximum scale. "9. Merit and demerit records of city men transferred to the interurban will be kept on the city division until such time as men are promoted to interurban for regular run, when their records will be transferred to interurban division with exact standing as on city line. "10. Beginning Jan. 1, 1910, freight, local, work train and limited runs will be classed at same rate of pay. "11. Beginning Jan. 1, 1910, new men employed on inter- urban line or men taken from cities where no employees' deposit is required will be required to make a deposit of $20." At the time of the posting of the bulletin regarding con- ditions of service on the interurban and the city lines, the company also announced the following scale of wages for motormen and conductors, effective on Jan. 1, 1910: Lafayette city division: First year, 17 cents per hour; second year, 18 cents per hour; third year, 19 cents per hour; fourth year, 19 cents per hour; fifth year and thereafter, 20 cents per hour. Logansport city division: First year, 17 cents per hour; second year, 18 cents per hour; third year, 19 cents per hour; fourth year, 19 cents per hour; fifth year and there- after, 20 cents per hour. Peru city division: First year, 17 cents per hour; second year, 18 cents per hour; third year and thereafter, 19 cents per hour. Wabash city division: First year, 17 cents per hour; second year, 18 cents per hour; third year and thereafter, 19 cents per hour. Ft. Wayne city division: First year, 18 cents per hour; second year, 19 cents per hour; third year, 20 cents per hour; fourth year, 20 cents per hour; fifth year and there- after, 21 cents per hour. Interurban division: First year. 18 cents per hour; second year, 19 cents per hour; third year, 20 cents per hour; fourth year, 21 cents per hour; fifth year, 22 cents per hour; sixth year, 23 cents per hour; seventh year, 24 cents per hour; eighth year and thereafter, 25 cents per hour. Increase in Wages in New Jersey The announcement of the increase in the wages of the employees of the Public Service Railway, made on Dec. 28, 1909, was addressed to the motormen and conductors, and was signed by Thomas N. McCarter, president of the company. It follows: "It is a genuine pleasure for me to be able to announce to you at this Christmas season that the company, after long deliberation, has settled upon a new scale of wages, effective Jan. 1, 1910, which will be of great benefit to you all. The new scale is as follows: First-year men, 21 cents per hour; second-year men, 22 cents per hour; third-year men, 23 cents per hour; tenth-year men, 24 cents per hour. "191 1. First-year men, 22 cents per hour; second-year men, 23 cents per hour; third-year men, 24 cents per hour; tenth-year men, 24^ cents per hour. "1912. First-year men, 23 cents per hour; second-year men, 24 cents per hour; third-year men and upward, 25 cents per hour. "In addition to the foregoing, the company has also de- cided upon the two following additional propositions: "First: An extra time allowance will be made to such men as volunteer for an additional trip after their day's work is finished. "Second: All men on the extra list who answer all roll calls, and perform the work assigned to them, for a period of a week, will be guaranteed a minimum wage of $10.50 per week. "I believe that this places the wage scale of this com- pany upon the most satisfactory basis of any similarly situated corporation in this part of the country, and I re- joice that the company's increased prosperity, to which you have all contributed, makes this action possible. "The company also has under consideration the adoption of a benevolent plan for the benefit of its employees, which we hope to perfect during the coming year. "Of course, it is manifest that the consummation of this benevolent plan, and the carrying into effect of the raises outlined for future years, can only take place if we con- tinue to have the same loyalty and co-operation on the part of employees which we have had in the past." Pension Plan and New Terms of Service in Philadelphia On Jan. 1, 1910, the Philadelphia (Pa.) Rapid Transit Company announced in a Transit Talk in the daily press new conditions to govern the service of employees with the company. The greeting to the employees follows: "At a special meeting of the directors of the Philadelphia Rapid Transit Compam\ held on Dec. 31, 1909, to con- sider the welfare of the employees of the company, it was determined : I. INSURANCE "To provide for an insurance of $500 for each employee in the transportation (motormen and conductors), shop, power house and lines and cables departments — not includ- ing officers or clerks. This provision is to take effect im- January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 89 mediately with respect to men now in the employ of the company; but with respect to men employed after Jan. r, 1910, it is not to take effect until they have been in the con- tinuous employ of the company for two years. II. PENSIONS "To provide for pensions of $20 a month to all employees who have arrived at 65 years of age and have been continu- ously in the service of the company and its subsidiary com- panies for 25 years. III. INCREASED WAGES, JULY I, IQIO "The motormen and conductors now in the employ of the company, and who remain continuously therein, will re- ceive an increase of 1 cent an hour on July 1, 1910; another cent an hour on July 1, 1912, and another cent an hour on July 1, 1914, making a maximum rate at that date of 25 cents per hour. "Motormen and conductors entering the service after Jan. 1, 1910, will receive the present rate of wages, namely, 22 cents an hour, until they have served the company con- tinuously for two years, and if they remain in the service of the company, they will then receive the increase of 1 cent an hour each two years thereafter, until the maximum of 25 cents an hour is reached. IV. FOR ELEVATED EMPLOYEES "Motormen and conductors in the elevated service will likewise receive an increase of 1 cent an hour on July 1, 1910, and further increases of 1 cent an hour at the end of each 2-year period, until the maximums of 28 cents an hour for motormen and 25 cents an hour for conductors are reached. "New men entering the elevated service will be likewise increased after each two years of continuous service. "Station and train men now in the elevated service will receive 19 cents an hour after July 1, 1910, with a further increase to 20 cents at the expiration of two years. "New employees entering this branch of the service will receive i8i/£ cents an hour until they complete two years of service, when they will be paid 19 cents, and after two years' further service, 20 cents. "Arrangements will be made to give the benefit of the above insurance and pension features to certain employees of the roadway department. "A committee of the officials of the company has been instructed by the board of directors to work out the details of the insurance and pension plans." Limited Cars Collide in Indiana. — The eastbound Dayton limited and the westbound Newcastle limited of the Terre Haute, Indianapolis & Eastern Traction Company, Terre Haute, Ind., were telescoped in a head-on collision at Wil- lett's Switch, 3 miles west of Greenfield, at 3:30 p. m. on Jan. 1, 1910. Five passengers were seriously injured and several were slightly hurt. The Question of Car Temperature in Cincinnati. — An in- dictment has been returned by the Hamilton County Grand Jury against W. Kesley Schoepf, president of the Cincinnati Traction Company, on the charge of failure to keep the temperature in certain street cars up to the required 60 deg. Fahr. The indictment states that on Dec. 20, 1909, the temperature in cars on four lines was found to be insuffi- cient. New Los Angeles-Pacific Timetable. — The Los Angeles- Pacific Company, Los Angeles, Cal., has published a new timetable of its suburban and interurban service, a feature of which is a condensed statement of the running time be- tween various points over the several routes. Special at- tention is called to the "Balloon Route Excursion," a trip of 100 miles for $1 through picturesque lower California, which includes a ride of 36 miles along the ocean shore. Long-Distance Service in Ohio. — The Ohio Electric Rail- way has established service between Columbus and To- ledo, with a change of cars at Lima. The trains run by way of Springfield and Lima, 187 miles distant, and the schedule time is 5 nr. 15 min. Two trains each way are operated daily. The service was established primarily for the accommodation of members of the General Assembly. The company operates a similar service between Columbus and Indianapolis and Cincinnati and Indianapolis Conductors Traffic in Car Tickets in Columbus, Ohio. — Two conductors in the employ of the Columbus Railway & Light Company, Columbus, Ohio, were fined $50 each on Dec. 31, 1909, for illegally retaining and selling used tickets of the company. They sold tickets which they had failed to punch and ring up at the rate of 40 for $1. One of the men convicted had been in the employ of the company for 16 years. He is said to have confessed that he had been stealing tickets for the last five or six years. The other conductor had been with the company only a year. Boston Elevated Railway Distributes Rewards. — The Boston (Mass.) Elevated Railway made its seventh annual distribution of rewards to employees on Dec. 31, 1909, about $75,000 in gold being given to 3500 men in the transporta- tion service whose records were satisfactory for the year. Between So per cent and 90 per cent of the employees in each of the company's 10 divisions were eligible for the reward, which varied from a minimum of $20 to a maximum of $25. Last year the minimum was $15. Since inaugurat- ing the custom of giving a bonus in gold to employees with exemplary records at New Year's the company has dis- tributed $403,785 to men in various branches of its service. Toledo, Bowling Green & Southern Traction Company Accepts Tariffs. — The Toledo, Bowling Green & Southern Traction Company has issued the following notice: "The Toledo, Bowling Green & Southern Traction Company hereby adopts, ratifies and makes its own, in every respect as if the same had been originally filed and posted by it, all tariffs, rules, notices, concurrences, traffic agreements, divi- sions, authorities, power of attorney, or other instruments whatsoever filed with the Interstate Commerce Commis- sion or Railroad Commission of Ohio, by the Toledo Urban & Interurban Railway, Harry W. Lloyd, receiver, prior to Jan. 1, 1910, the beginning of its possession. By this tariff it also adopts and ratifies all supplements or amendments to any of the above tariffs, etc., which it has heretofore filed with the commission." Conference on Weymouth Trolley Freight Situation. — The members of the Railroad Commission of Massachu- setts conferred with the officers of the Old Colony Street Railway and the Selectmen of Weymouth on Dec. 21, 1909, relative to the franchise offered by the town to the com- pany in connection with the carrying of freight and express matter. Bentley W. Warren, of Boston, represented the company, and Town Solicitor Worthen the selectmen. Mr. Warren stated that the Old Colony Street Railway had secured franchises to carry freight in 26 municipalities and was now operating such a service in 22 cities and towns. The company objected to the franchise offered in Wey- mouth on account of its being limited to 20 years, and con- tended that the commission should grant it an unlimited franchise. Chairman Hall of the commission informed the Selectmen that under the laws the commission possessed the right to change the regulations at any time, but that it was doubtful if the commission had authority to approve such a franchise with a time limit. He felt that if the Weymouth charter was allowed it would enable a municipal- ity to grant or withhold franchise rights independently of the State authorities. Injunction to Increase in Fare Denied. — Judge Swearingen has handed down an opinion in the suit brought in the Borough of Turtle Creek against the Electric Avenue Street Railway, the Ardmore Street Railway, the Consolidated Traction and the Pittsburgh Railways, refusing to grant an injunction to prevent the latter, as lessee, from operating cars over the borough streets or to charge a fare of 10 cents from 1 he east line of Turtle Creek to Pittsburgh. It was alleged by borough officials thai the original franchise pro vided that the Ardmore Street Railway should haul passen gers over its own lines, those of the Electric Avenue Street Railway and the Consolidated Traction Company from Turtle Creek to Pittsburgh for a maximum fare of 10 cents. The Pittsburgh Railway afterward leased the lines and raised the fare to 15 cents between the points, and it was alleged it had no right to charge this rate nor to use- the tracks of the company running into Turtle Creek without the consent of the borough officials. An injunction was asked. Judge Swearingen held that tin company was under no obligations to carry passengers from Wilkinsburg for 5 cents, and thence t'l Pittsburgh for another 5 cents. The courl further held thai the fare of [5 cents for the trip was not proved excessive. 9° ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. Personal Mention Mr. H. M. Dowling has resigned as a member of the Railroad Commission of Indiana. Mr. J. C. Forester has resigned as general freight agent of the Ohio Electric Railway, Cincinnati, Ohio. Mr. Frank E. Payne has been appointed a member of the Railroad Commission of Indiana to succeed Mr. H. M. Dowling, resigned. Mr. J. R. Harrigan, superintendent of the Columbus, Delaware & Marion Railway, Columbus, Ohio, has been appointed general manager of the company. Mr. C. O. Sullivan, traffic manager of the Winona Interur- ban Railway, Winona Lake, Ind., has been appointed general freight and passenger agent of the company. Mr. R. T. Gunn has resigned as vice-president and gen- eral manager of the Eastern Wisconsin Railway & Light Company, Fond du Lac, Wis., and of the Wisconson Electric Railway, Oshkosh, Wis., on account of ill health. Mr. O. S. Newton has resigned as chief engineer of the Mansfield Railway, Light & Power Company, Mansfield, Ohio, to become electrical engineer of the Buckeye Mining & Smelting Company, with properties at Big Pine, Col. Mr. G. A. Harvey has resigned as electrical engineer of the International Traction Company, Buffalo, N. Y., after serv- ing six years in that capacity and has gone to Colorado Springs, Cal., for a short respite before taking up work in the Central West. Mr. John F. Lahrmer, chief train despatcher of the Colum- bus, Delaware & Marion Railway, Columbus, Ohio, has been appointed superintendent of the company, to succeed Mr. J. R. Harrigan, who has been appointed general man- ager of the company. Mr. E. G. Howard has resigned as general superintend- ent of the Pensacola (Fla.) Electric Company, which fur- nishes power for lighting in Pensacola and operates 20.5 miles of electric railway in that city. Mr. Howard has not yet announced his plans for the future. Mr. Clement C. Smith, president of the Eastern Wisconsin Railway & Light Company, Fond du Lac, Wis., and the Wisconsin Electric Railway, Oshkosh, Wis., has assumed the duties of manager of the companies, relinquished by Mr. R. T. Gunn, whose resignation is announced elsewhere in this column. Mr. W. S. Bourlier has been appointed electrical engineer of the Washington, Baltimore & Annapolis Electric Rail- way, with headquarters at Odenton, Md., in charge of rolling stock and the power department of the company. Mr. Bourlier was formerly with the construction department of the Genera! Electric Company. Mr. J. P. Pulliam, general superintendent of the Eastern Wisconsin Railway & Light Company, Fond du Lac, Wis., and the Wisconsin Electric Railway, Oshkosh, Wis., has been appointed manager of the railway department and assistant general manager of the companies in charge in the absence of Mr. Clement C. Smith. Mr. W. J. Kelsh, master mechanic of the Eastern Wis- consin Railway & Light Company, Fond du Lac, Wis., and the Wisconsin Electric Railway, Oshkosh, Wis., has been appointed superintendent of rolling stock of both companies and assistant manager of the railway department of the Eastern Wisconsin Railway & Light Company, with head- quarters in Oshkosh, Wis. Mr. M. B. Osborne has recently been appointed master mechanic of the Galveston (Tex.) Electric Company. Mr. Osborne has been a shop employee of the company for several years,, and his appointment as master mechanic is in recognition of his seniority, attention to the interests of the company and his capabilities, in accordance with the policy of the company to advance men in its service. Mr. J. H. Brinkerhoff has resigned as superintendent of the Rio Grande Junction Railway, Grand Junction, Col., to become general superintendent of the Grand Junction & Grand River Valley Railway, Grand Junction, Col. Mr. Brinkerhoff has been in steam railroad service continuously since 1891. For 15 years he was connected with the Union Pacific Railway and for the last 3J/2 years he has been con- nected with the Rio Grande Junction Railway as superin- tendent. Mr. John C. Brackenridge, formerly chief engineer of the Brooklyn (N. Y.) Rapid Transit Company, has been elected vice-president of the Manhattan Bridge Three-Cent Line, which has been incorporated with the intended purpose of building a 4-mile railway from Brooklyn across the Man- hattan Bridge, which is soon to be opened, into New York. Mr. Brackenridge served as commissioner of public works under Mr. Martin W. Littleton, president of the Borough of Brooklyn, several years ago, and has recently been acting in an independent consulting capacity with offices in New York. Mr. John A. Jones, city engineer of Lewiston, Maine, has been appointed a member of the Railroad Commission of Maine to succeed Mr. Parker A. Spofford. Bucksport, whose term of office expired on Nov. 24, 1909. Mr. Jones is a native of Lewiston and was graduated from Bates College in 1872. While in college, he was engaged in the Bangor and Piscataquis survey and has been in railroad work practi- cally ever since. In 1874, Mr. Jones was elected city engi- neer of Lewiston, a position he has held under different administrations. Mr. Jones helped to build the horse railway in Lewiston and has laid out more than 400 miles of electric railway, including the Lewiston, Bath & Brunswick Street Railway and the Lewiston, Augusta & Waterville Street Railway. Mr. E. Keller, for the last three years foreman of in- spection of the eastern division of the elevated lines of the Brooklyn (N. Y.) Rapid Transit Company, has resigned from that company to become connected with the engineer- ing department of the Westinghouse Electric & Manufac- turing Company, Pittsburgh, Pa. Mr. Keller entered the employ of the Brooklyn Rapid Transit Company in May, 1897, as a stock clerk and was advanced rapidly through the mechanical department. In June, 1899, he was appointed wireman's helper and continued in this capacity until Janu- ary, 1900, when he was appointed road inspector. In February, 1903, Mr. Keller was appointed wireman and on Feb. 22, 1905, he was appointed controller man. On Nov. 23, 1906, he was appointed assistant foreman of the eastern division of the elevated lines and was advanced from this position to that of foreman on May 31, 1907. During his connection with the Brooklyn Rapid Transit Company, Mr. Keller took the evening course in applied electricity at Pratt Institute, Brooklyn. Mr. F. E. Reidhead, whose retirement as manager of the Paducah (Ky.) Traction Company to return to the home office of the Stone & Webster Management Association 'in Boston was announced in the Electric Railway Journal of Jan. 1, 1910, is a graduate engineer and has been in the employ of Stone & Webster since 1897. During his con- nection with Stone & Webster Mr. Reidhead has served as general superintendent of the Minneapolis (Minn.) Gen- eral Electric Company, manager of the Columbus Railroad, Columbus Power Company and Gas Light Company of Columbus, Columbus, Ga., and for two years as manager of the Paducah Traction Company and the Paducah Light & Power Company. Mr. Reidhead made many friends in Paducah, and the News-Democrat of that city upon learning that Mr. Reidhead was to leave Paducah published an edi- torial complimenting him on the results he achieved which it concluded as follows: "Under Mr. Reidhead's manage- ment we understand the company's interests in Paducah have arrived at a very satisfactory degree of development and this should in itself be a measure of great satisfaction to both the retiring manager as well as those interested in the company." Mr. A. B. Wells has been appointed superintendent of the local lines of the Pacific Electric Railway, Los Angeles, Cal., in Pasadena and vicinity' and the Mt. Lowe division of the company, with offices in Pasadena. Mr. Wells began his railway career with the Brooklyn (N. Y.) Rapid Transit Company in 1896 as a clerk. His service with this company- continued until 1904, during which time he acted as chief clerk to the dockmaster in charge of track supplies, general timekeeper of the maintenance of way department, chief clerk to the chief engineer, assistant chief clerk to the- January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 91 general manager and payroll accountant in charge of the time of the whole system. Mr. Wells resigned from the Brooklyn Rapid Transit Company to accept a position as operating superintendent with the Mexico City Tramway, Mexico City, Mex., and remained with the company two years, during which he had charge of all the divisions of the company at different times. Shortly after leaving Mexico Mr. Wells became chief clerk to Mr. Joseph McMillan, general manager of the Pacific Electric Railway, and con- tinued in this position until his appointment as superintend- ent of the lines of the company in Pasadena and the Mt. Lowe division on Dec. 15, 1909. Mr. W. F. Towne, who. as noted in the Electric Railway Journal of Dec. 25, 1909, page 1284, has been given the title of general freight agent of the Pacific Electric Railway, Los Angeles, Cal., has been engaged in railroad work for 20 years. Mr. Towne started as a telegrapher and sten- ographer in Massachusetts. Subsequently he filled sev- eral representative traffic positions with steam rail- roads in the East and later served as commercial agent of the Colorado & Southern Railroad and the Denver & Rio Grande Railroad in Colorado. Mr. Towne next became foreign freight agent of the Southern Pa- cific Company, San Fran- cisco, and later accepted the position of auditor of the Tonopah (Nev.) Railroad. He has been connected W. F. Towne with the Pacific Electric Railway, Los Angeles, Cal.. which operates more than 550 miles of line, since Jan 1. 1908. Mr. M. W. Glover has been appointed auditor of the Mo- bile Light & Railroad Company, Mobile, Ala., to succeed Mr. Lloyd Lyon, who as announced in the Electric Railway Journal of Dec. 11, 1909, has been appointed treasurer of the Mexico Tramways and the Mexican Light & Power Company, Ltd., Mexico City, Mex. Mr. Glover relinquished the position of assistant to the traffic manager of the Illi- nois Traction System to accept the appointment to the Mobile Light & Railroad Company. He was formerly auditor of the Ohio Electric Railway, in which capacity he served from July 1, 1906, until Oct. 31. 1909. Mr. Glover began his railroad career on Dec. 1, 1889, in the local freight office of the Southern Carolina Railway, which at that time was in the hands of a receiver. He was subsequently trans- ferred to the auditor's office where he handled freight, passenger and other accounts.' The Southern Carolina & Georgia Railroad succeeded to the property of the Southern Carolina Railway and the receivership was terminated prior to July, 1895, when Mr. Glover was appointed traveling auditor of the Southern Carolina & Georgia Railroad. In May, 1899, the Southern Carolina & Georgia Railroad was absorbed by the Southern Railway. Mr. Glover was re- tained as traveling auditor by the Southern Railway and continued in that capacity until June, 1901. when he was ad- vanced to chief traveling auditor of the Southern Railway. In June, 1903, he resigned from the Southern Railway to become chief clerk to the auditor of the Atlanta & West Point Railroad and the Western Railway of Alabama and continued with that company until July 1, 1906, when he accepted the position of auditor of the lines comprising tin Ohio Electric Railway. Mr. Glover has been president of the Central Electric Accounting Conference since the for mation of the organization in 1907. OBITUARY James W. Friend, Pittsburgh, Pa., died on De< 26, 1909, after a lingering illness. He was 64 years old. Mr. Friend was vice-president of the Pressed Steel Car Company, the Western Steel Car & Foundry Company, one of the owners of the Clinton Iron Xi Steel Company, vice president of tin German National Bank, Allegheny, ami a director in tin Farmers Deposit National liank, Pittsburgh Tin- funeral took place on Dee ji). fQOQ, Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS San Jose (Cal.) Railroads. — Incorporated for the purpose of taking over the San Jose & Los Gatos Interurban Rail- way and the San Jose (Cal.) Railway. It is the intention to construct other lines within the corporate limits of San Jose, East San Jose and Santa Clara, as well as in the im- mediate outskirts of San Jose. The total length of the sys- tem, when extensions are completed, will be 23 miles. Capi- tal stock, $5,000,000. Incorporators: L. E. Hanchett, W. R. Lawson, E. M. Rea and F. E. Fitzpatrick. *Beech Grove Traction Company, Indianapolis, Ind. — In- corporated in Indiana for the purpose of building an electric railway from Indianapolis to Beech Grove, also to build and operate power plants. Capital stock, $10,000. Directors: W. H. Ogan, M. T. Hawkins and S. E. Hamlin. *Somer, Poison & Missoula Electric Railway, Kalispell, Mont. — Incorporated for the purpose of building an electric railway between Kalispell and Poison, and eventually to make a connection with the Northern Pacific Railroad on the south and with Whitefish and Columbia Falls on the north. Capital stock, $50,000. Incorporators: J. A. Coram, F. H. Nash, T. D. Long, E. R. Gay and A. L. Jacquit, all of Kalispell; James A. Talbott, Columbia Falls. *Whitefish & Poison Electric Railway, Kalispell, Mont. — Incorporated to build an electric railway from Kalispell northward to Whitefish and southward through Somers to Poison, on the west shore of Flathead Lake. Headquarters, Kalispell. Capital stock, $200,000. Incorporators: G. H. Adams, J. H. Stevens, Joseph Edge, D. Ledgerwood, O. P. Mosby and Peter Nilson. *Manhattan Bridge Three-Cent Line, Brooklyn, N. Y.— Incorporated for the purpose of building a 4-mile street railway from the junction of Flatbush Avenue and Fulton Street, Brooklyn, over the Manhattan Bridge and through Canal Street, Manhattan, to the Hudson River. The en- gineering details are all in the hands of John C. Bracken- ridge. The company proposes to charge a 3-cent fare. Principal office, Brooklyn. Capital stock, $50,000. Officers: Frederick W. Rowe, president; John C. Brackenridge, vice- president; Walter Hammit, secretary; Edward T. Horwill. treasurer. *Niagara Falls, Welland & Dunnville Electric Railway, Welland, Ont. — Application has been made by this com- pany, through its solicitor Hugh A. Rose, Welland, for a charter to build an electric railway from Niagara Falls to Allenburg, then along the east side of the Welland Canal to Port Robinson, then west by the Forks road to Dunn- ville. It will be about 50 miles long. Capital stock, $1,- 000,000. Directors: J. Cralton Gardner, Niagara Falls, N. Y.; William Maxwell and George H. Burgar, Welland; F. S. Buell, Buffalo, N. Y.; F. R. Lalor, M. P.. Dunville, and George Arnold, Ridgeville. *Sunbury & Freeburg Street Railway, Sunbury, Pa. — Chartered to build a 15-mile electric railway from Selins grove to Freeburg via Kantz. A section of the line in Selinsgrove will be over the right-of-way of the Sunbury & Selinsgrove Electric Railway. Capital stock, $30,000. Directors: W. H. Lyons, Sunbury, president; Guy Webster, Boyd A. Musser, C. M. Clement and W. H. Greenough Mill Mountain Incline, Inc., Roanoke, Va. — Chartered to build an electric railway from Roanoke to the summit of Mill Mountain. Preliminary capital stock, $5,000 to $20,000. Officers: A. II. Hammond, president; C. Markley, vice- president; O. I.. BottOmley, secretary and treasurer, all of Roanoke. Oregon & Washington Traction Company, Walla Walla, Wash. — Incorporated in Oregon to build an electric railway from Walla Walla to Pendleton, Ore., a distance of 53 miles. Principal office. Walla Walla. Capital stock $500,- 000. Incorporators: Max Baumeister, E. S. Isaacs. A. II. Reynolds, John Smith, W. A. Kit/, S. I.. Sharpstein, Samuel Drumheller and (' K. Holloway. \JL. R. J., Nov. 20, 'on | 92 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. FRANCHISES Alameda, Cal. — The Southern Pacific Company, San Fran- cisco, has applied to the City Council for a franchise for about 400 ft. of track to extend from the east end loop of the new electric system to the south end of High Street Bridge across the Tidal Canal. It is stated that the com- pany plans to extend its Alameda system to connect with the suburban line projected east of Fruitvale and on to San Jose. Los Angeles, Cal. — The City Council has granted a fran- chise to Fred W. Forrester for a street railway on Vermont Avenue from Muth Street to Eighth Street. Property owners have already raised $12,000 as a bonus to the Los Angeles Railway for the construction of the line. The City Council has also sold a franchise to the Edwards & Wildey Company for a line on Melrose Avenue from Helio- trope Drive to Normandie. Cceur d'Alene, Idaho. — It is stated that the Spokane, Wallace & Interstate Electric Railway will apply for an electric railway franchise at the next meeting of the City Council. Surveys have been completed and options have been obtained on much of the right of way between Cceur d'Alene and Wallace. F. F. Johnson, president. [E. R. J., Jan. 30, '08.] *Twin Falls, Idaho. — A franchise has been granted to the Twin Falls Electric Railroad, Light & Power Company to establish a street railway in Twin Falls. The company is represented in Twin Falls by George F. Sprague and W. P. Guthrie. Auburn, 111. — The City Council has granted a franchise to the Illinois Traction Company to construct its system through that city. Service to Springfield in the future will be through Auburn. East St. Louis, 111. — The City Council has granted an ex- tension of time to the Southern Traction Company of Illi- nois in which to complete its electric railway between Belleville and East St. Louis. W. E. Trautman, president. [E. R. J., Aug. 21, '09.] ^Indianapolis, Ind. — The Beech Grove Traction Company has applied to the County Commissioners for an electric railway franchise over Churchman Pike between Indian- apolis and Beech Grove. A similar franchise has been ap- plied for by the Shore Line Traction Company which pro- poses to build over the same route. St. Joseph, Mo. — The City Council has passed two ordi- nances granting franchises to the St. Joseph Railway, Light, Heat & Power Company. One grants a 30-year fran- chise for an extension of the Frederick Avenue line from Twenty-sixth Street to a point several hundred yards east of State Hospital No. 2. The other ordinance grants a 35-year franchise for a line into Northwest St. Joseph. Baker City, Ore. — The City Council has granted to the Baker Interurban Railway a six-months' extension of its franchise in which to begin work on its street railway in Baker City. The company also plans to build an interur- ban railway from Baker City to North Powder and Rock Creek. Anthony Mohr, Baker City, treasurer and pur- chasing agent. [E. R. J., Sept. 11, '09.] Donora, Pa. — The Borough Council has annulled the fran- chise of the Donora & Eldora Street Railway and has given a contract to put streets in same condition as when the com- pany entered upon them. The railway was recently taken over by the Pittsburgh, McKeesport & Westmoreland Rail- way. Austin, Tex. — The Austin Electric Railway has made a proposition to the County Commissioners for a 20-year franchise to operate three cars over the Colorado Bridge to serve the people of South Austin, offering to pay an annual rental of $1,150 for the use of the tracks over the bridge. TRACK AND ROADWAY. *Bridgeport Electric & Railway Company, Bridgeport, Ala. — This company has been organized to build a 5^4-mile street railway in Bridgeport. A 250-hp power plant will also be built. Officers: W. D. Scarbrough, president; L. W. Rorer, vice-president; A. L. Atwood, secretary; J. P. Scar- brough, treasurer and manager, all of Bridgeport. Troy, Ala. — Surveys are being made under the direction of W. VV. Lotspeich, Atlanta, Ga., for the route for the pro- posed street railway in Troy. W. R. White is the holder of the franchise. [E. R. J., Aug. 14, '09.] California Midland Railroad, San Francisco, Cal. — John Martin, president of this company, is said to have announced that the line would be completed to Mamonton by spring and Grass Valley in the fall, connecting Grass Valley and Marysville. The route will be changed somewhat from the original plan by taking in Spenceville, Iron Mountain and ihi Penn Valley country west of Grass Valley. The line as planned will reach Marysville, Grass Valley, Nevada City and Auburn, a distance of 70 miles. Atlanta, Ga. — Louis B. Magid, president of the Piedmont Power Company, Atlanta, denies the report that he is in- terested in a street railway project at Tullulah Falls. Mr. Magid states, however, that the Piedmont Power Company is about to develop a large water power of 20,000-hp ca- pacity. [E. R. J., Dec. 25, '09.] Macon Railway & Light Company, Macon, Ga. — This com- pany expects to place contracts during the next two months for the construction of 4 miles of new track and overhead work. About 8 miles of track and overhead construction will be rebuilt. J. T. Nyhan, general manager. East St. Louis, Columbia & Waterloo Railway, East St. Louis, 111. — This company expects to start work during the spring on its proposed railway, which is to connect East St. Louis, Dupo, Bixby, Columbia and Waterloo, a distance of 24 miles. Nearly all the rights-of-way have been secured, and steel and other material has been ordered for two over- head crossings near Columbia. Capital stock, authorized and issued $750,000. Headquarters, Metropolitan Building, East St. Louis. H. Reichenbach, Columbia, secretary and treasurer. [E. R. J., Aug. 7, '09.] Belleville & Pinckneyville Traction Company, Pinckney- ville, 111. — This company has completed the preliminary work and secured all the franchises in connection with its proposed electric railway between Belleville and Pinckney- ville, 46.5 miles. Financial matters, however, have not as yet been closed up. The projected line will pass through Freeburg, New Athens, Lenzburg, Marissa, Tilden, Coulter- ville, Swanwick, and Winkel. Locations for the power plant and repair shop have not as yet been definitely decided upon by the company. Capital stock, authorized, $100,000, to be increased to $2,500,000. Bonds, authorized, $2,500,000. Officers: L. D. Turner, Belleville, president; E. R. Hincke, Pinckneyville, vice-president; George F. Mead, Pinckney- ville, secretary; J. A. Hamilton, Marissa, treasurer; Harper Bros., East St. Louis, chief engineers. [S. R. J., May 2, '08.] Indianapolis, Crawfordsville & Western Traction Com- pany, Indianapolis, Ind. — This company will reballast its track from Brownsburg, Ind., to Crawfordsville, Ind., 31 miles, beginning work early this spring. C. E. Morgan, general manager. Tippecanoe & Monticello Interurban Company, Monti- cello, Ind. — W. R. White, secretary, announces that this company expects to have construction under way on its projected railway in the early spring. The line will connect Monticello, Idaville, Sitka, Buffalo, Hedley, Pulaskiville and Winamac, a distance of 36 miles. The motive power will be either gasoline or electricity. It is planned to operate four cars. Capital stock, authorized, $100,000. Officers: Wm. R. Felker, president; Thos. W. O'Connor, vice-presi- dent and treasurer; W. R. White, secretary and general manager, all of Monticello. [E. R. J., 'Sept. 11, '09.] Des Moines & Sioux City Railroad, Des Moines, la. — A meeting of the directors of this company was recently held to consider a new proposition for financing the pro- posed electric railway to Sioux City. The board passed a resolution to issue its debentures in the denomination of $50 to the amount of $100,000, payable in three years, at 6 per cent interest. This amount is required in the prelimi- nary work of financing the line. [E. R. J., Nov. 20, '09.] Marengo & Midland Railway, Marengo, la. — It is re- ported that the project of building an electric railway from Marengo to Cedar Rapids is being revived by this company. Meetings have been held between representatives of the towns along the route, and the matter is again being taken January 8, 1910.] ELECTRIC RAILWAY JOURNAL. 93 up by the Commercial Clubs of the two cities. D. C. Mott and C. M. Breen, Marengo, are interested. [S. R. J., Jan. 16, '07.] Kansas Union Traction Company, Altamont, Kan. — At an election held on Dec. 28, three townships of Labette County voted bonds to aid the Kansas Union Traction Company, making a total of $31,500 for the three townships. The company proposes to build a 90-mile railway from Coffey- ville to Cherryvale. Barney McDaniel, secretary. [E. R. J., Dec. 18, '09.] Twin City & Lake Superior Railway, Minneapolis, Minn. — This company has filed a mortgage in favor of the Ameri- can Trust & Savings Bank, Chicago, 111., as trustee, to secure an issue of $4,000,000 of bonds. Of this amount $250,000 of bonds is to be issued at once. The company is building a 130-mile electric railway from Minneapolis to Duluth and Superior. About one-half of the route has been graded. [E. R. J., Jan. 1, '10.] Interstate Railway, Kansas City, Mo. — The Electric Trac- tion Construction Company, Commerce Building, Kansas City, Mo., is in the market for electrical machinery, sewer pipe, cement, cars, bridge material, etc., for the Interstate Railway which is now building an electric railway from Kansas City to St. Joseph, Mo., a distance of 48^ miles. [E. R. J., Nov. 20, '09.] Kansas Traction Company, Kansas City, Mo. — This com- pany advises that it has not decided upon a definite date for beginning work on its projected railway. Financial arrangements are pending. The line will be about 200 miles in length and will extend from Kansas City, Mo., to Coffey- ville, Kan., via Lawrence, Topeka, Ottawa, Garnett, Iola and Cherryvale, Kan. The third-rail system will be used. Capital stock, authorized, $25,000. Headquarters, 1631 Penn Avenue, Kansas City, Mo. Officers: F. B. Shirley, Kansas City, Mo., president and general manager; Charles Rpszie, Liberty, Kan., vice-president; George W. Boyd, Coffeyville, Kan., secretary; W. C. Hall, Coffeyville, Kan., treasurer; Paul Julien, Indianapolis, Ind., chief engineer. fS. R. J., May 9, '08.] Hornell-Bath Interurban Railway, Hornell, N. Y. — The Public Service Commission of the Second District has authorized this company to issue $250,000 capital stock and $450,000 of 40-year 5 per cent gold bonds for the construc- tion of its proposed railway between Hornell and Bath, 24 miles. [E. R. J., Jan. 1, '10.] *Hudson, Center & New Salem Electric Railway, Schafer, N. D. — Press reports state that this company has been formed at Schafer for the purpose of building an electric railway to connect the three points. It is planned to build a power plant at Center. The proposed line is to parallel at some distance the extension the Northern Pacific Rail- road is building north from Mandan. Ottawa & St. Lawrence Electric Railway, Ottawa, Ont.— J. McFarlane, a director of this company, is quoted as saying that arrangements would be made with the New York Cen- tral & Hudson River Railroad for a direct connection with its system. Options had been secured on several falls on the Ottawa River, west of the city, from which the neces- sary power would be developed for the operation of the company's lines. The location surveys had been completed for 18 miles, and estimates were in preparation, so that the grading could be started at an early date. The preliminary surveys showed the line would be almost straight from Ottawa to Morrisburg. [E. R. J., Oct. 9, '09.] ♦Toronto, Ont. — W. H. Price, Toronto, is said to be con- sidering a proposition to organize a company to build an electric railway from Toronto to Barrie, with branches to Orillia and Owen Sound via Meaford, a distance of over 150 miles. Application will be made at the next session of the Legislature for a charter. Pittsburgh (Pa.) Railways. — This company will build about I2J/2 miles of new track during 1910. C. W. Lcpper, purchasing agent. Clarksville Railway & Light Company, Clarksville, Tenn. — It is stated that this company, which is reported to have been purchased by interests represented by E. I- Fischer, Danville, 111., will extend its lines In New Providence and Dunbar's Cave. Lakeview Traction Company, Memphis, Tenn. — This com- pany has applied for an amendment to its charter to enable it to run four lines through Memphis, namely, two north and two south, crosstown. The company is now building its line to Lakeview, Miss. W. W. Hayden, chief engineer. San Antonio (Tex.) Traction Company. — This company is now building a 3^-mile extension to Lakeview, a suburb. All material is on the ground. J. J. King, general superin- tendent. El Paso & Fort Hancock Railway, El Paso, Tex.— This company advises that it has done considerable grading work on its projected railway between El Paso and Ysleta, 10 miles. It is the intention to complete preliminary arrange- ments so as to begin work Feb. 1. Three small culverts will be built along the route. The motive power has not yet been decided upon. Capital stock, authorized. $100,000. Officers: C. N. Bassett, president; Felix Martinez, vice- president; Thos. O'Keeffe, Chamber of Commerce, secre- tary; Winchester Cooley, treasurer, all of El Paso. [E. R J., Oct. 2, '09.] Rutland Railway, Light & Power Company, Rutland, Vt. —This company is said to be making surveys for an exten- sion to be built during the summer to Lake St. Catherine, about 23 miles distant from Rutland and southwest of Fair Haven. Seattle-Tacoma Short Line Electric Railway, Tacoma, Wash. — This company has filed for record at Tacoma a mortgage in favor of the Fidelity Trust Company, Tacoma as trustee, to secure an issue of $3,500,000 of 6 per cent bonds, dated July 1, 1909. The company has projected an electric railway from Seattle to Tacoma, 65 miles. [E. R. J.. Dec. 25, '09.] *Middlebourne, W. Va. — I. M. Underwood, Middlebourne. is reported to be interested in a plan to build an electric railway to connect Middlebourne and Sistersville. Cincinnati Construction Company, Janesville, Wis. — The Rate Commission has granted this company a certificate of public convenience and necessity permitting it to proceed with the construction of its electric railway between Madi- son and Janesville. Joseph Ellis, chief engineer. [E. R. J. Dec. 5, '08.] SHOPS AND BUILDINGS Bowling Green (Ky.) Railway. — This company will build a new concrete car house and repair shop. Work will be started early in the spring. H. D. Fitch, president. Tidewater Power Company, Wilmington, N. C. — This company expects to begin work within the next 30 days on a new repair shop to be 50 ft. x no ft. The building will be of corrugated iron and heavy mill construction. Grand Forks (N. D.) Street Railway. — This company is building a new brick car house in Grand Forks to be 50 ft x 100 ft. in size. POWER HOUSES AND SUBSTATIONS Bridgeport Electric & Railway Company, Bridgeport, Ala. — This company, which has just been organized to construct a street railway in Bridgeport, also plans to con- tract, during the next few weeks, for apparatus for a 250-hp power plant. Pensacola Electric Company, Pensacola, Fla. — This com- pany has purchased a 300-kw motor generator set and a 500-kw turbine and auxiliaries. Chicago, Aurora & De Kalb Railroad, Aurora, 111. — This company advises that it expects to build two substations. Maysville Street Railroad & Transfer Company, Mays- ville, Ky. — This company has purchased one 3-panel switch board from Westinghouse Electric & Manufacturing Com- pany. St. Louis & Kansas City Electric Railroad, St. Louis, Mo. — This company is said to have completed negotiations for a power plant situated one-half way between its terminals. Kansas City and St. Louis. The company contemplates building an electric railway between the two points. Tidewater Power Company, Wilmington, N. C. — This company is considering the purchase of a 500-kw rotary converter and two 125-kw, 375-1000-volt transformers. A. B. Skelding, Wilmington, purchasing agent. 94 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 2. Manufactures & Supplies ROLLING STOCK Rome Railway & Light Company, Rome, Ga., it is re- ported, will soon order two cars. Quincy Horse Railway & Carrying Company, Quincy, 111., will be in the market for eight single-truck cars this year. Grand Forks (N. D.) Street Railway will buy two new double-truck cars and four second-hand, single-truck cars in the near future. Little Rock Railway & Electric Company, Little Rock, Ark., expects to buy 10 double-truck, semi-convertible cars some time this year. Compania Electrica y de Ferrocarriles de Chihuahua, Chihuahua, Mex., will buy four semi-convertible pay-as-you- enter cars within the next two weeks. Omaha, Lincoln & Beatrice Railway, Lincoln, Neb., has ordered 16 rolled-steel wheels and eight axles, assembled, from the Standard Steel Works Company. Chicago, Aurora & De Kalb Railroad, Aurora, 111., is in the market for four interurban cars, one motor express car, one 60,000-lb capacity box car and one 80,000-lb capacity gon- dola. Laredo Electric & Railway Company, Laredo, Tex., will buy two closed cars equipped with single motors and con- trollers within the next two weeks. The company will also buy one extra truck and motor for a work car.. Illinois Traction System, Peoria, 111., has ordered four new eight-wheel caboose cars mounted on 50,000-lb capacity freight trucks from Hicks Locomotive & Car Works, Chi- cago, III. The cars are to be of the standard railway type; 34 ft. over end sills; 40 ft. over platforms; 9 ft. wide over side sills; 8 ft. 4 in. wide inside; 13 ft. 8 in. high over all. TRADE NOTES Hess-Bright Manufacturing Company, Philadelphia, Pa., will open a Chicago branch at 1800 Michigan Avenue, about Jan. 20, 1910. Mount Vernon Car Manufacturing Company, Mount Ver- non, 111., has let the contract for its new steel car plant to the McClintic-Marshall Construction Company. QMS Company, Plainfield, N. J., has removed its Chi- cago office from 1775 Old Colony Building to 737 First National Bank Building. John C. Hoof is the company's representative in the Western territory. George L. Kippenberger, who for the last seven years has been purchasing agent of the St. Louis Car Company, en- tered the service of Forsyth Brothers Company, Chicago, 111., on Jan. 1. Roberts & Abbott Company, Inc., Cleveland, Ohio, an- nounce that Walter Loring Webb has become associated with it and will represent the company in Philadelphia and vicinity. Mr. Webb's office will be in 1026 Real Estate Trust Building. McKeen Motor Car Company, Omaha, Neb., received orders during 1909 from 17 steam railroads for a total of 31 gasoline-motor combination passenger cars. The company also received orders for one gasoline-motor switching en- gine and two weed burners. Chicago Bearing Metal Company, Chicago, 111., has opened offices at 400 Od Colony Building, where it is pre- pared to take orders for manganese bronze castings, elec- tric brass castings, steam metal castings and locomotive bearings. The company's factory is located at the Union Stock Yards, Chicago. Wesco Supply Company, St. Louis, Mo., announces that R. C. Mellor, who has been connected with the company for a long time, has been appointed manager of the ad- vertising department of the company to succeed Edward J. Jeep, who has resigned after 2^4 years' service to become business manager of the Classified Ad. Company, St. Louis, Mo. American Creosote Works, Inc., New Orleans, La., has elected E. L. Powell vice-president and W. Scott Bryan secretary. A new plant will be completed at Bossier, La., by Jan. 15, 1910. The new plant, which will occupy 35 acres of ground, will have a capacity of about 30,000,000 ft. per year and will have direct track connections with the rail- roads. Milliken Brothers, Milliken, S. I., New York,. N. Y., the affairs of which were placed temporarily under the pro- tection of the Federal Courts on June 11, 1907, have had the receivership terminated and the entire plant and all its assets having been restored new officers and directors have taken control as follows: Edward C. Wallace, president; Gilbert G. Thorne, Gates W. McGarrah, E. C. Wallace, A. A. Fowler, Clarence M. Lewis, Wm. Barclay Parsons, C. H. Zehnder, directors; Francis Dykes, general manager. Milliken Brothers announce that the structural steel busi- ness established 50 years ago will be continued in all its branches, including ornamental iron work and galvanized steel towers for electric transmission, in the most active and efficient manner and the company's foreign business will be carried on and extended. Nachod Signal Company, Philadelphia, Pa., exhibited its type C signal for single-track trolley roads at the Denver convention, and since that time has delivered signals to a number of roads in various parts of the United States, among which are: Mahoning & Shenango Railway & Light Company, Youngstown, Ohio; Public Service Railway, Newark, N. J.; Chicago & Milwaukee Electric Railroad, Highwood, 111.; Spokane & Inland Empire Railroad, Spo- kane, Wash.; Fort Smith Light & Traction Company, Fort Smith, Ark.; Little Rock Railway & Electric Company, Little Rock, Ark.; Chattanooga Railway & Light Company, Chattanooga, Tenn.; Los Angeles Pacific Company, Los Angeles, Cal. The type C signal is an automatic signal, as distinguished from a dispatcher's signal system, and is operated by a trolley contact switch. But one line wire is required, and the system of signalling is what is known as permissive -or car counting, indications being given by both lamps and semaphores simultaneously. United States Electric Signal Company, West Newton, Mass., installed a large number of its automatic block sig- nals on electric railways during 1909. The roads equipped and the number of blocks installed were as follows: Boston (Mass.) Elevated Railway, 4; Mattoon (111.) City Railway, 3; Boston (Mass.) Suburban Railways, 16; Aurora, Elgin & Chicago Railway, Wheaton, 111., 2; New Jersey & Hudson River Railway & Ferry Company, Edgewater, N. J., 19; Northampton (Mass.) Street Railway, 15; Joliet & Southern Traction Company, Joliet, 111., 3; Holyoke (Mass.) Street Railway, 7; Tampa (Fla.) Electric Co., 2; Charlestown (S. C.) Railway, Gas & Electric Company, 5; Savannah (Ga.) Electric Company, 2; Rio de Janeiro Light & Tram- way Company, 6; Worcester (Mass.) Consolidated Street Railway, 6; Chicago & Joliet Electric Railway, Joliet, 111., 1; Birmingham (Ala.) Railway, Light & Power Company, 2; Fairmont & Clarksburg Traction Company, Fairmont, W. Va., 2; United Traction Company, Albany, N. Y., 1; Elmira, Corning & Waverly Railroad, Waverly, N. Y., 8; Knoxville (Tenn.) Railway & Light Company, I. ADVERTISING LITERATURE Western Electric Company, New York, N. Y., has pub- lished a pamphlet in which are illustrated and described a number of types of portable telephone sets for railway service. Kilby Frog & Switch Company, Birmingham, Ala., has issued Catalog No. 5 for 1910, in which is listed the com- pany's complete line of frogs, switches, crossings and spe- cial work for steam and electric railways. American Wood Working Machinery Company, Roches- ter, N. Y., has issued a wall calendar 15 in. high x i6j4 in. wide. The calendar proper is ZXA m- high x 9 in- wide. The same views of the company's works appear at the top of each sheet, but views of different machines made by the' company serve to decorate the sides and bottom of each sheet. Calendars for 1910 have been received •from the Buda Company, Chicago, 111.; Ohmer Fare Register Company, Dayton, Ohio; H. B. Underwood & Company, Philadelphia, Pa.; Duff Manufacturing Company, Pittsburgh, Pa.; Samson Cordage Works, Boston, Mass.; American Wood Working Machinery Company, Rochester, N. Y. Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, JANUARY 15, 1910 No. 3 PUBLISHED WEEKLY BY THE McGraw Publishing Company^ 239 West Thirty-ninth Street, New York James H. McGraw, President. J. M. Wakeman, ist Vice-President. A. E. Clifford, 2d Vice-Presi Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For st weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, JANUARY 15, 1910. CONTENTS. Annual Reports of Commissions 95 The Proper Type of Car for Short Interurban Roads 95 Trespassing on Private Right-of-Way 96 Sectionalizing Distribution Lines 96 Loose Ends in Maintenance Work ,. 96 Membership in the Association 97 Large Cars Built by the Key Route, Oakland, Cal 98 Annual Report of the Massachusetts Railroad Commission 100 The Visalia Fifteen-Cycle, Single-Phase Railway 101 Accidents Keduced by Pay-As- You-Enter Cars in Chicago 102 Present and Proposed Berlin Subways 103 Painting fenders and Trucks with an Air Brush 104 Testimony on Valuation of Coney Island & Brooklyn Railroad 104 Effect of Improvements in Old Types of Electric Railway Equipment on Maintenance 106 Report of Public Service Commission of New York, First District.... 108 Official Valuation of Private Property 1 10 United States Supreme Court Decision Nullifying Minneapolis Low Fare Ordinance 112 Meeting of Executive Committee of Engineering Association 114 Gyroscopic Car in Brooklyn 116 Transfer Table at Syracuse 119 Barrier Switches for Lamp and Heater Circuits 120 Special Controller Handle for Auxiliary Contactor Control 120 Combined Hot Air Heating and Ventilating System 121 News of the Week 122 Financial and Corporate 125 Traffic and Transportation 126 Personal Mention 129 Construction News 131 Manufactures and Supplies 1 33 Annual Reports of Commissions Reports of two of the principal commissions of the country having jurisdiction over electric railways are presented in abstract in this issue. The most important feature of the report ofpf a 540 lip synchronous motor wound for 2200 volts, 60 cycles, with .in induction motor for starting, direct connected to a 375- kw rotating field, single phase alternator, delivering 11,000 volts, 60-cycle current ["he 60-cycle incoming transmission 102 ELECTRIC RAH line is protected by low-equivalent lightning arresters, complete with oil-insulated choke coils and disconnecting switches. Three 15-kw, 2200-200-volt, 60-cycle transformers are sup- plied for lighting service and for operating the motor-gen- erator exciter set. On the extended shafts of each motor- generator set are mounted 125-volt d.c. generators, which fur- nish excitation current, in addition to a similar d.c. exciter driven by a three-phase, 60-cycle induction motor supplied from the incoming transmission lines. The outgoing 11,000-volt, 15- cycle feeder circuits are protected against lightning discharges by complete arrester apparatus, and are controlled by oil switches. The Exeter substation also feeds the trolley wire through two 300-kw, oil-insulated, self-cooling, is-cycle, single- phase transformers, reducing the potential from 11,000 to 3300 volts. The two 15-cycle transforming substations, each located about 8 miles from Exeter in the direction of Lemon Cove and Visalia, respectively, contain a 300-kw, oil-insulated, water- cooled, 15-cycle, single-phase transformer, reducing from 11,000 volts to the trolley pressure. Lightning protective apparatus, choke coils and high-tension circuit breakers are included in the 11,000-volt apparatus, while the 3300-volt trolley feeders are controlled by oil circuit breakers. All the conversion ap- paratus was furnished by the Westinghouse Electric & Manu- facturing Company. LINE AND ROLLING STOCK The 15-cycle, 3300-volt, single-phase trolley construction is of the single catenary bracket type, comprising a 7/16-in. steel messenger suspended from poles 120 ft. apart, and supporting No. 000 trolley wire. The redwood poles, 36 ft. long, are set 6 ft. in concrete. The rolling stock comprises a 47-ton Baldwin-Westinghouse electric locomotive equipped with four 125-hp, series, compen- sated motors ; four 40-ton passenger cars, each equipped with four 75-hp motors; two 28-ton trailer cars of construction similar to the motor cars. The cars and locomotives are all supplied with unit switch control and automatic air-brake equip- ment. The trailer cars as well as the motor cars are fitted with brake valves and master controllers, so that three-car trains can be operated from a trailer car at the head of the train if desired. The motor cars and locomotives are supplied with power through pantograph trolleys, and carry auto-trans- formers arranged with taps for reducing the trolley pressure to voltages suitable for supplying the motors, car lighting and air compressors. The motor cars have oil-insulated, self-cooled auto-transformers, while that on the locomotive is air-cooled Visalia Single-Phase Railway — Combination Passenger and Baggage Car from the motor-driven blower equipment furnished for the forced ventilation of the motors. The 45-ton electric locomotive is of the double swivel truck class, provided with car type of cab, and has the following general over-all dimensions : Length over bumpers, 29 ft. ; extreme width, 9 ft. 6 in.; height, rail to top of cab, 11 ft. 7 VAY JOURNAL. [Vol. XXXV. No. 3. in. ; rigid wheelbase, 7 ft. 4 in. With its four 125-hp motors connected to 36-in. wheels through a gear reduction of 66 to 17, this locomotive is capable of developing a continuous drawbar pull of 4500 lb. at 20 m.p.h. on level track. The full-load draw- bar pull is 9000 lb. at 17 m.p.h. on the level. The maximum starting drawbar pull is 17,000 lb. The capacity of each substation was designed to take care of the electric locomotive fully loaded, or one train of two motor cars and one trailer. In general service only single- motor cars are operated, without trailers; but when crowds Visalia Single-Phase Railway — Frequency Changer and Exciter are to be handled or the traffic conditions warrant, three-car trains are run. As an operating test, a six-car train has been successfully operated over the entire system. The maximum regular operating speed is 45 m.p.h., although a single-motor car has developed 62 m.p.h. The fast cars of the system run from Visalia to Exeter in 23 minutes, and from Exeter to Lemon Cove in 21 minutes, equivalent to a schedule speed of 31 m.p.h. A recent incident provides evidence of the ample tractive power of the locomotive. While doing some switching around the yard at Exeter, in order to get hold of a certain car it was necessary for the electric locomotive to move a train of 40 standard refrigerator cars standing in the way. Twenty-eight of these were loaded, making the total weight of the train 1044 tons, which was handled and switched around the yards by the electric locomotive without special effort. POWER CONSUMPTION The following figures will afford some idea of the economy with which this single-phase road is operating. During a period of 40 days over which readings were taken the average power consumption of the locomotive was 72.4 watt-hours per ton-mile. During 60 days the average output of the frequency changer substation was 70.25 watt-hours per ton-mile, although during another period of 30 days, when operating conditions were better, the average station output was 66.6 watt-hours per ton-mile. During 60 days of operation of the motor cars the actual power consumption at the car was found to be 55.9 watt-hours per ton-mile. — : ACCIDENTS REDUCED BY PAY-AS-YOU-ENTER CARS IN CHICAGO The Chicago City Railway has compiled comparative statistics of accidents before and after the introduction of pay-as-you- enter cars on its principal lines. Comparing the period from Nov. 24, 1906, to Jan. 31, 1908, which included but two months' operation of pay-as-you-enter cars on one line only, with the period from Nov. 24, 1907, to Jan. 31, 1909, during which pay- as-you-enter cars were in service on all trunk lines, the number of boarding and alighting accidents, accidents due to falling while the cars were rounding curves and accidents to persons stealing rides on cars was reduced 31.9 per cent. JaNTjary 15, 1910.] ELECTRIC RAILWAY JOURNAL 103 PRESENT AND PROPOSED BERLIN SUBWAYS The wonderful growth of Berlin in the last decade has led to the formulation of a bewildering array of rapid transit schemes. The situation is rendered extremely complicated in a political sense also because the suburbs of Berlin are self-governed while the royal government itself cannot act in an entirely unbiased manner since it is the owner of the local steam lines. Hence, even if the municipalities agree upon a certain plan of con- struction and operation, the routes may have to be changed if the steam lines would be seriously affected. Furthermore, the Berlin municipality would have to reimburse the Great Berlin Street Railway Company for any traffic losses incurred through the building of competitive lines. PRESENT RAPID TRANSIT Outside of the Government's steam lines, known as the Stadt- bahn, which passes through the center of the city on an ele- vated structure, Berlin now has but one railway system besides the surface lines. This is the combined underground and ele- vated, owned and operated by a company known as the Gesell- schaft f fir elektrische Hoch-und-Untergrundbahnen. The line runs as a double-track route practically east and west, except for a one-station stub in the western end of the city and a northern branch in the central business district. Of the total route length of 17.8 km (11 miles) only the eastern, or work- ing, district section is elevated throughout. Through trains are operated over the triangular junction shown on the map be- Map of Berlin, Showing Present Elevated-Subway Line and Other Routes Proposed or Under Construction tween the western stations to the northern terminal at Spittel- market and the eastern terminal at Warsaw Bridge ; and also between Spittelmarket and Warsaw Bridge. No transfers, therefore, are necessary. In any event, there is little likeli- hood of boarding the wrong cars as the destination of the next train is always indicated by sliding metal signs hung out by the station despatches Each car also contains a conspicuous map of the system, so that a passenger can quickly rectify his mistake should he be on the wrong car. The cars, which have longitudinal seating throughout, have no platforms, but are entered by two side doors which usually are opened by the passengers and closed by station platform men. This door-opening practice is not as dangerous as it would be in the United States, as the German passenger has acquired the habit from traveling in the compartment cars on t he steam rail- roads. Nevertheless, the absence of train guards makes the stops appreciably longer than they would otherwise be, especially in periods of heavy service. The drawback of the custom was very apparent on Aug. 28, 1908, when the expected arrival of Zeppe- lin's airship at Berlin brought out vast numbers of people to coigns of vantage. On this occasion there were considerable de- lays in starting the trains and even the well-drilled Berliner was in danger of riding second-class on a third class ticket. An- other drawback to the rapid handling of large crowds arises from the system of zone fares, because every passenger must stop to have his ticket punched on entering the platform and to have it collected when leaving his terminal station. The use of the zone-fare system on the Berlin rapid transit lines is in direct contrast to the practically universal 2^-cent fare of the street-railway company. As a result it has been necessary to give a frequent service with two- to four-car trains, and even to include smoking cars or smoking compart- ments to induce the public to patronize the service. The fares are based on the number of station stops made after the first station has been left. When riding third class, the fares are as follows: Four stops, 2^2 cents; seven stops, 2H cents; 10 stops, S cents ; 13 stops, 6%. cents ; 16 stops, 7^ cents. The correspond- ing second-class fares are : 2>Y\ cents, 5 cents, 7^ cents, 8^4 cents and 11% cents. The only reductions from these fares are made on certain early trains, on which the highest third-class fare is 6*4 cents and the highest second-class fare 7^2 cents. As it has been found that these fares are rather high for Ber- lin conditions, it is proposed to modify the zone system in such a way that instead of charging 1% cents more for every three sta- tions, the additional charge will include more stations the fur- ther out the passenger rides. For instance, this addition could cover three stations in the first extra fare zone, four in the sec- ond, five in the third, etc. One of the regulations of the com- pany permits passengers to have their money refunded for any delays exceeding 10 minutes. The experiment of having two classes of cars in city service was introduced because it was already in vogue on the local steam lines or Stadtbahn. While this provision satisfies the caste feeling of a portion of the public, it is hardly a financial success, for not more than 15 per cent to 20 per cent of the passengers pay the higher fare. As a matter of fact, the second- class cars on the eastern or workmen's section are practically empty, so that the second-class cars have a great deal of dead mileage. Both classes of cars are clean and comfortable and offer no material difference except in the seating, which is of wood in the third-class and of leather in the second-class. Dur- ing 1908 the company carried 44,639,029 passengers, an increase of about 3,000,000 over 1907. The income for the later year was 5,763,396 marks ($1,440,849), an increase of $125,646. The heaviest traffic on any one day was 200,000 passengers. The total number of train-miles in 1908 was 1,980,830, made up chiefly of three and four-car trains. According to Councillor Kemmann (retired), of Berlin, the density of travel was 4^2 passengers per car-kilometer (2.79 per car-mile), exceeding that of most of the London underground railways. The rolling stock at the end of the year 1908 comprised 114 motor-cars and 87 trailers, but 25 cars more were recently placed in service. It may be interesting to mention that about one-sixth of the cardboard fare tickets are sold through slot machines similar to the American chewing-gum delivery devices. Although the machines will respond to slugs or to other coins of like weight, the losses from this source do not amount to more than $37.50 a year out of 7,500,000 sales. In one instance, where many slugs were being used at a certain station, the petty swindlers were caught in the following ingenious manner: The coin tube of the machine was prolonged so that the inserted piece would fall into a small room behind occupied by a watchman. As soon as a false coin or slug appeared, the watchman rang a bell and the malefactor was promptly captured by the nearest station guard. PROPOSED EXTENSIONS AND MUNICIPAL SUBWAYS The northern or Spittelmarket extension of the underground railway was opened in October, 1908, and permission has been obtained to extend this route northwesterly, as shown on the map previously mentioned. The authorities have also re- quested the company to four track the section between the triangle and Wittenberg Platz, thereby changing the triangle into an ordinary crossing. This project is intimately connected with the recently started subway of the Wilmersdorf municipality for the tracks of the latter to join the underground railway company's extension from Wittenberg l'latz to Niirnberg Platz, as shown on the map. 104 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. The Wilmersdorf line is 10 run underground for 3.1 miles to Rastatter Platz, whence a shuttle service will be operated for 1.6 miles. Thus this line will work in harmony with the present underground system and the tunnel and car dimensions will be practically alike. The municipality of Schoneberg is building a subway 2.17 miles long which will run at first only to Nollendorf Platz, where there is an elevated station of the present rapid transit company. Should Schoneberg build a station at this site, passen- gers who desired to go down town would have to ascend over 32 ft. No provision has been made for transfer or interchange of traffic at this point because the municipality could not be made to understand that the introduction of a connection point so far downtown would necessitate an extra charge by the private subway company on account of the mileage lost in bringing empty cars from the end of the line. The suburb of Charlottenburg also desires to have a subway, but is undecided whether it shall have a shuttle service or join the Schoneberg line at Nollendorf Platz and thence proceed downtown over a new and common route, which would termi- nate at Friedrichstrasse, a main thoroughfare. The Berlin municipality has received approval to build a north-south underground railway, which will be 5.11 miles long. It is proposed to have a wider tunnel than those used in the other projects. The cars will also be wider, and it is quite pos- sible that they will be furnished with automatic doors. The design of the Illinois Central car is being studied in this con- nection. The Berlin municipality is also planning a subway 6.01 miles long to join the working districts of Rixdorf and Moabit. PAINTING FENDERS AND TRUCKS WITH AN AIR-BRUSH The accompanying illustration shows an economical method of painting fenders by coating them with a tar varnish as sprayed from an air brush at 80 lb. to 90 lb. pressure. The fender is set up under a hood which is provided with air-blow- ing connections for drawing up the varnish vapors. The air brush enables two men to paint 16 fenders an hour, as against three fenders painted by hand in the same time. The air Painting Car Fenders a Varnish Color with Compressed Air painting is also superior to the old hand method as there is no tendency for the paint to gather in lumps. The varnish which gets by the grids is caught in catchpans, the contents of which are afterward removed for re-use. The same method has been applied to truck painting with- out using an exhaust hood. First the trucks are thoroughly scraped and cleaned with compressed air. By using the air brush, one man can coat a truck with a mineral quick-drying paint in one hour or about one-fourth the time required by hand. TESTIMONY ON VALUATION OF CONEY ISLAND & BROOKLYN RAILROAD Statements showing the deficits from early operation of the Coney Island & Brooklyn Railroad have been presented be- fore the New York Public Service Commission, Second Dis- trict, by Frank R. Ford, in the case involving valuation of the property of the company. These statements supplement the testimony of Mr. Ford, of which an abstract was given in the Electric Railway Journal for Dec. 25, 1909, page 1263. At the hearings intervening between the completion of his direct testimony and the present time Mr. Ford has been cross- examined by G. H. Backus, assistant counsel for the Commis- sion. The cross-examination, however, has brought out few- points that were not covered in the direct testimony. A statement published in this issue shows the net income of the company as stated in reports to State engineers from 1862 to 1882, to the State Railroad Commission, from 1883 to 1906, and to the Public Service Commission from 1907 to 1909. Against the net results for these years there is charged the actual interest paid on funded and floating debt. Dividends on the capital stock were deducted at what Mr. Ford assumed to be a reasonable rate, 8 per cent from 1862 to 1884, and 6 per cent after 1884. The larger rate assumed prior to 1884 was based on the fact that before that year the bonds of the com- pany bore 7 per cent ' interest and it was Mr. Ford's opinion that 8 per cent would represent the usual rate during that period for stock of the character under consideration. With these interest and dividend charges a deficit was shown for every year of operation of the horse period. The total deficit for the period was $846,856. In applying the same process to the transition period from horse to electric power, a net deficit was shown of $74,161, making a cumulative deficit of $921,017. During the electric period the surplus over the assumed reason- able rate of dividend was $783,119, so that at the end of the electric period the cumulative deficit as of June 30, 1909, was reduced to $137,898. If the argument was carried a little fur- ther and it was assumed that as the rates of dividend stated had not been paid and the stockholders therefore had not re- ceived the use of the dividends, an additional deficit could be added. If the use of the dividends was assumed at 7 per cent interest compounded annually up to 1884 and 6 per cent interest after that date the cumulative deficit with interest for the horse period amounted to $2,945,085, increasing to a total of 53,799,246 at the end of the transition period and to $7,663,654 at the end of the electric period. Other statements presented by Mr. Ford showed that for the period of horse car operation the average rate of dividend was 1.2 per cent on the capital stock; for the transition period 3.7 per cent and for the electric period 8.6 per cent, giving an average for all the periods from 1861 to 1909 of 5.9 upon the outstanding stock. Mr. Ford had been unable to find the original contract for the construction of the road, but checked the amount of the property account at the end of the year 1862, $501,364, by an estimate of the probable cost of construction of the amount of property which the records showed the company had on hand at the time. The physical property then consisted of 15 miles of track, of which approximately 6 miles was a graded right- of-way; 20 cars; approximately 80 horses and 30 sets of har- ness ; barns, shops, office and real estate. By applying the unit costs of construction of horse railway and equipment, al- lowing a reasonable contractor's profit, costs of engineering and superintendence, interest and taxes during construction and costs of organization and obtaining franchises, an approx- imate estimate of $516,900 was made, comparing with $501,364, as shown in the statement. The development of the property account, as shown on one statement, included a reduction of the total to the cost per mile of track owned. Starting with the initial cost of $501,364, or $33400 per mile of track owned, the cost per mile reached $47,400 in 1890, the end of the horse period. During the transition period the cost rose to $63,800 per mile, standing at January 15, 1910.] ELECTRIC RAILWAY JOURNAL. 105 that figure in 1894. From that time, with electric operation, the cost increased rapidly, reaching $112,100 in 1898 and $164,000 on Aug. 1, 1909. A statement was presented by Mr. Ford to show that no large street railway company in America had accumulated a depreciation or renewal reserve fund covering both wear and tear and obsolescence of more than approximately 3 per cent of the cost of property. B. J. Arnold's estimate of obsolescence of the Coney Island & Brooklyn Railroad property was about 20 per cent of the cost of the property. Mr. Ford desired to fiscal year was that of the Milwaukee company, $2,641,707, or 7.8 per cent of the total cost of the property, but the cost of property in this case included the lighting and heating business and the fund represented largely reserves for fire insurance, injuries and damages and miscellaneous, so that but a small, part of this fund was represented by the reserve for obso- lescence of the street railway property. The Twin City Rapid Transit Company, of Minneapolis, showed the largest street railway depreciation reserve of 2.75 per cent of cost of prop- erty. CONEY ISLAND & BROOKLYN RAILROAD INCOME ACCOUNT BASED UPON A REASONABLE RETURN ON CAPITAL, SHOWING DEFICIT FROM EARLY OPERATION. — Presented by Mr. Ford. ' _ Net income 1862 $6,874 1863 — 4,233 1864 9,148 1865 4.127 1866 — 3,638 1867 — 236 1868 — 18,049 1869 13,067 1870 12,897 1871 » 10,144 1872 27,699 1873 '. 20,567 1874 43,094 1875 25,091 1876 24,427 1877 35.713 1878 48,980 1879 43,176 1880 43,782 1881 51,640 1882 56,800 1883 60,393 1884 53.650 1885 10,100 '886 35.357 1887 36,306 1888 28,234 1889 20,073 1890 20,080 Total $717,263 189.1 $33,968 1892 60,185 1893 59.570 1894 66,861 Total $220,584 1895 $105,536 1896 119,319 1897 99.017 1898 324.721 1899 408,776 J900 470.639 1901 536,473 1902 527.044 1903 489.083 1904 471.914 "90S 424,750 1906 397.605 1907 273.649 1908 164.735(B) ■909 323,813 Total $5, 137,074 Horse car operation... $717,263 Transition p e r i 0 d — horse to electric operation 220,584 Electric operation 5,137,074 Total $6,074,921 Dividends — Reasonable rate Interest paid — -8 per cent on funded and to 1884, 6 per floating debt cent after 1884 HORSE CAR $39,504 39,541 $10,781 39,792 40,000 10,777 40,000 12,570 40,000 12,054 40,000 16,635 40,000 17,320 40,000 1 7,280 40,000 18,888 40,000 22,555 40,000 22,377 40,000 22,893 40,000 22,483 40,000 21,41 1 40,000 21,021 40,000 20,230 40,000 20,157 40,000 19,462 40,000 19,980 40,000 21,013 40,000 20,192 40,000 17,235 3o,oop 16,860 30,000 15,375 30,000 1 5,000 30,000 1 5,000 30,000 15,730 30,000 $465,279 $1,098,840 Total charges for capital OPERATION. $39,504 39,544 39,792 50,781 50,777 52,570 52,054 56,635 57,320 57,28o 58,888 62,555 62,377 62,893 62,483 61,41 1 61,021 60,230 60,157 59,462 59,98o 61,013 60,192 47,235 46,860 45,375 45,000 45,000 45,730 $1,564,119 Deficit for year $32,630 43,777 30,644 46,654 54,415 52,806 70, 1 0 ? 43,568 44,423 47,136 31,189 41,988 19,283 37,802 38,056 25,698 12,041 17,054 16,375 5,822 3,180 620 6,542 37,135 ",503 9,069 16,766 24,927 25,650 $846,856 TRANSITION PERIOD HORSE TO ELECTRIC OPERATION. $30,908 34,104 37,169 27,582 $129,763 $28,208 32,500 35,000 151,723 175,024 190,078 196,079 198,702 200,221 206,144 230,656 249,040 253.450 248,003 250,825 $2,645,653 $465,279 $30,000 30,000 44.994 59,988 $164,982 $59 60, 60 120, 1 20 120 120 120, I 20, I 20, 1 20, 120, 120, 149, 178 000 000 000 000 000 000 000 000 000 000 000 000 398 ,9 1 6 $60,908 64,104 82,163 87,570 $294,745 ELECTRIC OPERATION. I $88,196 92,500 95,000 271.723 295,024 310,078 316,079 318,702 320,221 326,144 350,656 369,040 373,450 397,401 429.74I $26,940 3,919 22,593 20,709 $74,161 $i7,34o(A) 26.819(A) 4.017(A) 52.998(A) 1 13.752(A) 160,561 (A) 220.394(A) 202.342(A) 168.862(A) 145.770(A) 74.094(A) 28.563(A) 99.801 232,666 105,928 $3,240,695 $1,708,302 $1,098,840 164,982 1,708,302 $2,972,124 $4,353,955 SUMMARY. $1,564,1 19 294,745 4,353,955 $6,212,819 $846,856 74,i6i 783,119 $137,898 Cumulative deficit $32,630 76,407 107,051 153,705 208,120 260,926 331,229 374,597 419,020 466,1 56 497,345 539,333 558,616 596,418 634,574 660,172 672,213 689,267 705,642 711,464 714,644 715,264 721,806 758,941 770,444 779,513 796,279 821,206 846,856 $846,856 $8/3,796 877,715 900,308 921,017 $921,017 $903,677 876,858 872,841 819,843 706,091 545,530 325,136 1 16,749 52.068(A) 197.838(A) 271.932(A) 300.497(A) 200.696(A) 31,970 ■37.898 Annual interest on cumulative deficit — 7 per cent to 1884, 6 per cent after 1884 $373,1 19(A) $137,898 $846,856 921,017 137,898 $137,898 $2,284 5,508 8,039 11,868 16,507 21,359 27,762 32,755 38,157 44,128 49,400 55,797 61,053 67,972 75,394 82,471 89,087 96,517 104,419 1 12,136 120,208 128,666 118,398 '27,730 136,084 '44,793 1 54,486 165,251 $2,098,229 $176,705 188,924 200,492 213,879 $780,000 $227,955 240,592 253,418 268,382 281,305 291,358 299,606 303,959 309,696 318,146 32S,488 343,752 362,663 390,41 1 427,796 $4,647,527 $2,098,220 780,000 4.647,527 $7,525,756 Cumulative def- icit with interest $32,630 78,691 114,843 169,536 235.819 305,>32 396,594 467,924 545,102 630,395 705,712 797,100 872,180 971,035 1,077,063 1,178,155 1,272,667 1,378,808 1,491,700 1,601,941 1,717,257 1,838,085 1,973,293 2,128,826 2,268,059 2,413,212 2,574,771 2,754,184 2,945,085 $2,945,085 $3,148,730 3,341,573 3,564.658 3,799,246 $3,799,246 $4,009,801 4,223,634 4.473.035 4,688,419 4,855,972 4.986,769 5,065,981 5,161,598 5,302,432 5,4-4,808 5,729,202 6,044,389 6,506,853 7,129,930 7,663,654 $7,663,654 $.',045,085 3,799,246 7,663,654 $7,663,654 (A) Surplus. (B) After including in operating expenses the following renewals shown as betterments in company's balance sheet: 1908, $86,498; 1909, $101,316; total, $187,814. Note. — The first two columns of this statement were prepared from reports to Slate Engineers from 1862 to 1882, to State Railroad Commission from 1883 to 1906 and to Public Service Commission, 1907 to 1909. show that the deduction of an allowance for obsolescence in a rate case was purely a theory and one that had never been substantiated by the current practice of the industry in this country. Of the 20 largest companies in the United States and Canada, seven showed the accumulation of de- preciation funds from earnings, the systems of Minneapolis, St. Louis, Milwaukee, Montreal, Buffalo, Brooklyn and Bos- ton. The largest amount of credil to depreciation or re- newal reserve shown on the balance sheet at the end of the During the cross-examination, Mr. Ford reiterated his testi- mony that sooner or later fares would have to be determined on a passenger mile or length of ride basis. He said that pro- vision was made for obsolescence in the manufacturing in- dustry in the selling prices of the products sold, but that the rates charged for street railway service had never been high enough t<> provide for this element of depreciation. The re- tirement ol obsolete equipment was always accompanied by increased economy <>r efficiency through the adoption of ini ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. proved standards, but the great transitions from horse to cable and cable to electricity had to be made by increase in the property account, as the earnings were not large enough to provide the necessary funds for such improvements. EFFECT OF IMPROVEMENTS IN OLD TYPES OF ELECTRIC RAILWAY EQUIPMENT ON MAINTENANCE At the December meeting of the Boston section of the American Institute of Electrical Engineers, Paul Winsor, chief engineer of motive power and rolling stock, Boston Elevated Railway Company, gave a talk on' improvements in old types of equipment. Mr. Winsor stated that the company was one of the first in the country to be equipped with electric trac- tion, and this gave it experience with the earliest forms of railway motors, including the F-30, S.R.G., W.P.'s, etc. The company still has many W.P. motors in operation, and it now has 500 GE-800 motors, with later types which have super- seded the older machines. In the power station work of the company the first machines used were the old Thomson-Hous- ton D-62 type, and some of these are still in actual operation every night during the peak load at the Allston power station. Later the company used some 300-kw machines, replacing them by 500-kw multipolars. Some of the latter are in use at present in the East Cambridge station. One is running as a booster with series fields only. Engine type machines followed and the latest generators are of the interpolar type. Referring briefly to the system of analyzing car defects in Boston Mr. Winsor stated that in the past three years these have been cut down from about 50 per day to 17 per day. The details of this system have been fully described in the Electric Railway Journal. Passing to power station ques- tions, the speaker spoke of a 1500-kw generator which had given trouble from sparking and was improved somewhat by slowing down the engine. Special care was taken to secure proper brush-holder operation. On some of the older machines the company has entirely changed the type of brush-holders to conform with the practice in later-designed generators. Emery cloth is no longer used in dressing down commutators and very little sandpaper is employed. One thing which helped is the method of cleaning a machine in shutting down. The company had a d. c. turbine machine which was very sensi- tive on the commutator, and it learned much from that. Be- fore shutting down the machines are thoroughly cleaned, all the oil and lubrication being taken off the com- mutator, so that when the machines cool off the oil does not harden and injure the commutators. Without thorough cleaning there will be gum on the commutator, which is blotchy, and which starts sparking as soon as operation begins again. The 1500-kw machine was tested for distribu tion of voltage around the commutator. In some cases the balancing rings were disconnecting entirely ; in other machines tested it was found that the brushes should not be set on the diameter — that the machine was enough out of balance on the. different poles to require brushes not to be placed an equal number of bars apart. Again, in handling the machines, it was the tendency of the operator to adjust too much for the load, and the result was that instead of getting the spark from the top of the brush, there would be a spark under the brush, which tended to honeycomb the brush and give a bad-running commutator. The company has also gone carefully over the equalizing and compounding of its generators, so that the ma- chines are very much more in harmony, which has been strik- ingly evidenced this winter in the loads which have been car- ried with much more ease than in past years. Taking up the car equipment problem, Mr. Winsor stated that the older apparatus is not being used in as hard service as formerly, but it is still actively employed. The single item of broken car glass has been greatly reduced by holding somebody responsible for broken panes. It was found that the motormen had been breaking the glass by dropping the windows, largely because of the absence of proper latches, and this has been remedied to a great degree. Motormen do not now report as many cars as being defective when there is nothing the matter with them, as formerly, for if they report that the brake is out of order, for example, the motormen are required to show wherein the trouble lies. The defects per 10,000 motor miles with the W.P. motors have dropped from 4.5 to 0.7 or 0.8. The company has im- proved this type of motor. The commutator has been under- cut, and where the life of the commutator was formerly nine months, it now promises to be four or five years or over. This is partly due to slotting the mica bars, partly to a more satisfactory quality of brush, partly to turning the commutators often to keep them in good condition, and also because the motors are used on more suitable runs. These motors were originally equipped with thirteen-turn armatures, which gave a speed of 15 m.p.h. The demand for higher speed led to the removal of two turns, and when the second was taken off the motors became overloaded. They have since been put on lighter service, with better results. These motors were not very well bolted together in the frames, and they rub and pean each other out. The company has had to throw shells away because they were peaned out and did not give room for the armatures between the pole pieces. It was found that the foremen had put washers on the bolts in some cases, and this gave a considerable air gap. The motormen liked such equipments on account of their high speed. Mr. Winsor said that better results were obtained from the GE-800 motor than from the W.P.-50's, but the latter was im- proved poroportionately. The Westinghouse 12-A and the 68 were next used. The GE-58 is by no means a modern motor, but two years ago the company bought another thou- sand of these motors. The reason was that such good results were obtained from the GE-58 that, although their efficiency was not so high as might be expected from the most modern machines, it was desirable to install the older ones. Mr. Win- sor stated that the company had 1000 Westinghouse-121 mo- tors, and that the latest that has been in service any length of time is the GE-202 motor. About two years ago the company started to put in West- inghouse-301 motors in the elevated service in place of some of the old types. Certain troubles were experienced with those first received, but for the last 18 months not one winding has been lost and but one armature. The latter was lost shortly after being installed on account of some fault under the pan. The latest motors which the company is in- stalling are the GE-68, which is not an interpole motor, and the Westinghouse-312, which is of the interpole type. One thing which helped these motors was to go over the resistances and control connections. The equipments bought from time to time were originally set as the manufacturers advised, and in other instances the company made its own setting. A reduction in power required during acceleration was secured in several instances by modifications of the resistance setting made by the company. The traveling armature tags used in Boston help a great deal. If an armature is reported to a car house foreman for flashing and the tag shows that the armature gave long service in another car house without trouble, the man who has it last is more likely to overhaul the armature and try to locate the trouble himself rather than to send it into the shop. The question of fields is a very important one in con- nection with armature trouble. It is very easy to take an armature out because it is burned or flashes, put another one in and have the same trouble. A few years ago that hap- pened repeatedly. The same car would change armatures per- haps three times in one week. It is doubtful if that would happen to-day under the system of maintenance records and their study which is in vogue. Certainly after the second time the car house foreman would know there was something wrong with the motor, probably with the fields, and he would try to find what the field situation was. The old cotton fields charred out with the service which the company gave them. Within the past two years the company has had over 2000 January 15, 1910.] ELECTRIC RAILWAY JOURNAL. motor fields on which the cotton was charred, and the coils would have been condemned under the old arrangement. The company now fills these with compound and has not lost one of the reclaimed fields. It has no impregnating plant. In winding the new coils very much the same result is obtained by using a mixture of japan and French chalk, and really filling the space up and making a solid field, so that, although the cotton chars, the wires cannot come together. The first mixture the company used was japan, simple varnish, and ordinary portland cement ; but it was found that the portland cement had no effect except as a filler, and japan and French chalk are now being used. The japan divides the chalk up into thin layers so that it dries and the whole makes a very solid mass. In the company's efforts to teach its men how to handle the cars in a better manner some interesting demonstrations have been made. One of these was to show the proper way to speed up, without skidding the wheels. The temptation on a bad rail is to speed up, and if the wheels spin, to speed up more. A car was put on a short piece of track, and the instructor then asked the men to see how quickly they could move that car from one point to another 150 ft. away. In- variably they all spun the wheels. One of the company's engineers then took the car and made the quickest time of all without spinning the wheels, simply feeding the controller handle slowly. Mr. Winsor said that one might talk all night to the motormen on the theory that as long as one spins the wheels progress cannot be made, but that it would not appeal to them as it does to see the actual result tried out on the track. Within six months the company has put an instruction car on the road, with a schoolmaster. It is too early to see the results, but it is expected to be of benefit to the company. The schoolmaster understands thoroughly that his whole busi- ness is personal work with the men. He cannot give them lessons to learn, but he must get them interested, and in this he is succeeding very well. A recent experience with a motor- man who had been on the road for many years is representative. The motorman had been reported for using too much power at electric track switches. These switches are operated by cur- rent from the trolley wire. To throw the switch in one direc- tion the car passes under it with the power on, and to throw it the other way, the car coasts under the switch. The motorman had been sent to the schoolmaster for instruction, and had declared that the switch could not be thrown short of three notches of power. The schoolmaster went out on the car with this motorman on his last trip, and demonstrated on the spot that the switch could be thrown with a single notch, and the lesson was thus driven home in a practical way. In conclusion the speaker described the monthly meetings of the car house foremen in Boston and showed how the rec- ords in the car defect analysis system are transcribed on large sheets, and curves plotted, showing on a large scale the vari- ation in defects from different causes from month to .month and year to year. The car house foremen have complete record blanks starting with a daily log sheet on which troubles are put down. If a car misses a trip because of some fault it is called a defect. The car houses also keep mileage records. All their repairs are kept on a mileage basis. A certain kind of equipment has to be inspected every 1000 miles, etc. These log sheets come to headquarters and the information is posted there, so that finally the company establishes its records for the entire system. Tabulations are made on cards for differ- ent classes and types of equipment and the most accurate in- formation concerning troubles is thus constantly at hand. Thus, there is a motor card for each type of motor, 50-C, 202, etc. The number and kind of failures each day are tab- ulated and these are footed up for the month. From the monthly records the company knows what is the most fre- quent kind of trouble and goes after it. Sometimes the trouble can be remedied and sometimes not. These monthly meetings have done a great deal of good. Sometimes a man gets "hauled over the coals" and does not have a happy time that evening, but most of the meetings are noi of that nature. The men talk over things and tell their experience. Very good results have come from giving a man, a certain subject to post himself on and have him give a talk. It is surprising how many of the foremen have risen to that point. These talks are often very interesting and have done a great deal toward making the men interested in their work. At first the meetings were considered a great hardship, but as time went on the results began to be clear. The men see the re- sults of their past two or three years' work and are becoming more and more interested. Mr. Winsor closed with a brief reference to the company's standardization of brake shoe heads. These now take in practically every case a standard shoe, instead of having a large variety of shoes which had to be bolted on. Before, it was often necessary to break the bolt in order to take off the shoe. It is now held in place by a key. The number of resistance grids has been cut down from 14 to 3. These old equipments cannot be made as good as new ones, but much can be accomplished in the way of improve- ment with a little care and knowledge of what one is doing. DISCUSSION In the discussion of Mr. Winsor's remarks, M. V. Ayres, elec- trical engineer of the Boston & Worcester Street Railway Com- pany, stated that the work of the Boston Elevated Railway Company well illustrated the saying that a problem once stated was half solved. By finding out what the matter was and the nature of the particular troubles the company has enormously reduced their frequency. Thus, tests on the car resistances showed that much motor trouble was due to the comparatively simple matter of irregularly adjusted resistances. Mr. Ayres said that the causes of motor troubles in his opinion fall into three classes: overheating, which is due to continuous overload; commutator troubles, which are due in a considerable degree to momentary overloads ; and vibration, which is principally due to the way in which the motors are mounted on the cars. Com- mutator trouble is the thing which has been particularly reme- died in Boston by resistance adjustment. Simply by cutting off the high peaks the trouble is greatly reduced. Overheating due to continuous overload can be reduced only by using a larger motor or using blowers to cool off the motor. The latter is not common practice except in the case of certain large locomotives. In the future it will probably be done fre- quently. The tendency is likely to be in the direction of using smaller and lighter motors cooled artificially. Mr. Ayres stated that in his opinion vibration is responsible for a large portion of modern motor troubles, since stationary motors last much longer without repairs than car motors, even if the latter have the best of treatment. This is due largely to carrying the weight of the motor on the axle. It may be possible to devise some method of suspending the motor without mounting it directly on top of the car axle, perhaps spring- mounting it so that the present severe pounding will be de- creased. Something of this sort with artificial ventilation will result in greatly reduced size and weight of parts and a greater life with less trouble. Mr. Hamill, Schenectady, voiced his surprise at the success of the Boston Elevated Railway in modernizing the old" "WP" motors, which have been obsolete for some 15 years. He stated that a railway motor has a remarkable life in the face of its conditions of operation. The armature trouble is often found to originate from something wrong with the fields and com- mutator trouble more often than anything else indicates brush holder difficulties. Excess of lubrication may cause sticking of brushes or holders. All this appears at the commutator and not at the brush-holder, so troubles are very much isolated. Defects may also arise from the springs. Prof. A. S. Richey, Worcester Polytechnic Institute, stated that the three most important things relating to the maintenance of car equipment and the reduction of cost, outside the shop, arc the proportioning of resistances, the selection of proper gear ratios, and the proper instruction of the motormen. Tin matter of gear ratios deserves more attention and there are undoubtedly many eases where 50 hp motors are pretty well loaded which could be handled by 40 hp motors equipped with io8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. gears of the proper ratio. Properly instructed motormen can save a great deal of power, perhaps more than in certain fine power station economies. A saving of a fraction of a kw-hour per car-mile is better than saving a fraction of a cent per kw-hour in the station, and it can be done by teaching the motormen. On one road about 10 recording wattmeters were installed to each 100 cars. It was at first planned to switch these wattmeters around from car to car, but the motormen became interested and the cars were switched around to differ- ent runs instead. The motormen paid no attention to the con- stant of the meter, but called the plain figures watts, reporting that they had made a certain run on 231 watts where they used to take 245. The officials of the company did not care how the figures were read so long as the power consumption was cut down. There was a good deal of rivalry between the motor- men to see who could make the runs with the least power. DISCUSSION ON POWER PLANT ECONOMY The address by Paul Winsor was followed by a short talk by Prof. I. N. Hollis, of Harvard University, on Power Station Economy. Professor Hollis commented upon the tran- sition state in which prime movers now find themselves, and passed to a broad discussion of the evils of underload opera- tion. He reviewed the conditions surrounding the exhaust steam turbine installation of the Interborough Rapid Transit ■Company, New York, as discussed before the Boston section of the American Society of Mechanical Engineers recently, and abstracted in the Electric Railway Journal. The importance of a good load factor in relation to station economy was the principal theme, the desirability of cutting down the stand-by losses in the boiler room being specially emphasized. Jas. D. Andrew, Boston Elevated Railway Company, referred to the importance of having apparatus of high quality installed in a plant with plenty of working space. Equipment should lie kept up to its guarantees after it is put into permanent service. All equipment will degenerate if not kept up, and no company should hesitate to put all the improvements it can into the older machinery. Improvements in electrical apparatus are largely matters of detail, and these details can frequently "be applied to old machines. Mr. Andrew did not consider the •exhaust steam turbine applicable to Boston Elevated plants at present on account of their use of direct current. The com- pany has found it impossible to run a turbine-driven generator at 550 volts direct current. An alternating current machine could not be put on the system to act as an independent unit without a governor, and even then it would not work out at all well, as it would have to be tied to the rest of the system through substations. In the Interborough installation, spoken ■of by Professor Hollis, the conditions were ideal for exhaust turbine operation. M. V. Ayres, Boston & Worcester Street Railway Company, called attention to the difficulties of securing operation of gen- erators at rated load. Hardly anybody has this load upon his plant. In the Boston & Worcester work the most economical load has been found to be the largest load which can be put upon a single unit, the machines being of the alternating cur- rent type, and the load fluctuating. The greatest station economy on this road is obtained when the engines are slowing ■down every little while on the peak of the load and simply carrying all they can. It does not pay to start another engine until the engines running are repeatedly slowing down under the load. This could not be done in lighting service. In regard to power station equipment, Mr. Ayres stated that he no longer favors the general installation of electrical auxiliaries. They should never be used in any place where the failure of an auxiliary will cause the shut-down of the main machines. Small steam turbines are preferable, notably in the driving of circulating pumps for condensers. ANNUAL REPORT OF NEW YORK PUBLIC SERVICE COMMISSION, FIRST DISTRICT In order to comply with the terms of the recent concession to electrify the tramway system in Constantinople, the entire trackage is being completely rebuilt at a cost of $1,000,000. The cost of new cars, overhead lines and power distribution network is estimated at an additional $1,400,000. The report of the New York Public Service Commission, First District, for the year ended Dec. 31, 1909, has been sub- mitted to the Legislature. An abstract of the features of the report relating to street railways discussed in the preliminary chapter follows : "During the year the commission has considered 271 formal cases, of which 57 were not yet determined at the end of the year. "The applications relating to securities concerned principally the issue of stock and bonds. The largest amount involved was in connection with the pending reorganization of the Third Ave- nue Railroad. Due application of the committee of bondholders of this company was denied and another application, asking the approval of $54,916,000 of securities, is now before the com- mission. "Experience has shown that most matters relating to conduct of employees, minor defects of cars or tracks, and even de- ficiencies in service, will be determined satisfactorily by the companies when their attention is called to them, without the necessity of a hearing and a formal order. During the year :335 informal complaints relating to railroad, street railway and express companies have been handled, of which 73 were not concluded at the end of the year. EQUIPMENT AND SERVICE "The equipment of the railroad systems in the City of New York is now in better condition than ever before. The cars are less noisy and they are cleaner and better heated, and, be- cause of the thorough overhauling of the cars, required by the commission, there are fewer breakdowns and blowouts of motor boxes and fuses. A great reduction of such accidents on the Brooklyn Bridge has made possible considerably better service on that structure. "The Brooklyn Union Elevated Railroad, under the direction of the commission, is changing the type of air brake on its ele- vated cars; the New York & Queens County Railway has been ordered to double-track its system and all the companies in the city have been required to adopt fenders and wheelguards of an approved type. Good equipment well maintained not only makes better service possible, but also reduces the number and serious- ness of accidents. The following, figures are of interest : 1908. 1909. Total number of accidents on street, "L" and subway and steam railroads within New York City 56,481 52,618 Number of persons killed 444 325 Number of persons and vehicles struck by cars 11,405 11,426 "The service rendered by transportation companies is also now better than ever before in proportion to the physical condi- tions and the volume of travel. Due to the orders of the com- mission, the maximum service is continued for a much longer period that heretofore, and the rush-hour service has been in- creased. Upon the Manhattan surface lines, for example, as to which service orders have been issued, a comparison of service rendered before and after the orders shows an increase varying from 11 per cent to 57 per cent. "The matter of adequate service is a serious problem, for during each 24-hour period passengers equal in number to about 85 per cent of the entire population must be carried. Fully one- third of all the passengers traveling in one direction during the day are carried in two hours out of the 24; that is, one-third of the traffic comes in one-twelfth of the time. "An annual count is made of the number of persons who cross the East River between Brooklyn and Manhattan and re- turn during a 24-hour period. The following schedule shows the figures of travel in both directions for three years: Travel Travel Travel to and from to and from to and from Long Island, Long Island, Long Island, 1907. 1908. 1909. 423,000 309.783 323,006 163,000 183,233 206,606 Routes. Brooklyn Bridge Williamsburg Bridge... Queensboro Bridge .... Not open for traffic Not open for traffic 26,300 Ferries 120,000 I75>749 120,841 Interborough subway . .Not open for traffic 159,708 193,784 Total 706,000 827.473 870,537 January 15, 1910.] ELECTRIC RAILWAY JOURNAL. 109 "The following figures indicate the extent of the transporta- tion problem in New York City : Year ending June 30. 1907- 1908. 1909. Number of operating companies: Street or electric railway 29 3° 33 Steam railroad (Staten Island) 222 Miles of (singie track) i,597 1,636 1>°4o Number of passenger cars 10,062 11,049 11,623 Number of officers and employees *34>"3 39.839 37,6°9 Miles run by passenger cars 252,783,198 273,788,406 272,369,956 Revenue passengers carried 1,322,816,965 1,365,169,472 1,409,132,118 Revenue passengers per day 3,624,156 3.729,971 3.860,635 Revenue for transportation 66,838,721 68,461,349 70,732,928 Total revenue from rail operations 68,318,881 69,941,968 73,646,417 Total expense of rail operations. 37,779,099 43,087,446 44,022,578 Net revenue from rail operations. 30,539.782 26,854,522 29,623,839 Operating ratio, per cent 55.3 61.6 59.8 Per car mile, cents: Revenue 26.1 25.3 26.8 Expenses 14-1 15-6 160 Net revenue 12-0 9-7 I0-8 *An average for the year. RAPID TRANSIT "A number of additions to the subway now in operation have been constructed or are under construction under Contracts Nos. 1 and 2, under authorization by the commission. The shuttle service between the Bowling Green and Battery Park stations has been completed and is now in satisfactory use. The work of enlarging the Ninety-sixth Street subway station has not been completed, because the company has been required to •develop a speed-control system which promises to afford the necessary relief to the train congestion at this point. On the tipper portions of the lines the rapid growth of population and travel has necessitated additional station facilities. The com- pany, under orders from the commission, is equipping its sub- way express service cars with side doors. This improvement is affording material relief, for a gain of four seconds in re- ducing station stops means the possibility of an extra 8-car train per hour. With 17 side-door trains in operation, the company's general manager states that there has been a 20-second saving. In addition, the station platforms on both express and local tracks are being lengthened at an expense of $1,500,000. This -will allow a 25 per cent increase in the size of trains, that is, allowing 10-car express trains instead of 8 cars as at present. "The commission has given exhaustive attention to plans for additional rapid transit routes. RECOMMENDATIONS AS TO LEGISLATION "Railroad Law. — The subject of transfers on surface lines in •cities cannot be rightly adjusted until the railroad law is amended. Out-of-date provisions in the railroad law regard- ing changes are entirely discordant with the rate-making pro- visions of the later law. "Without going into detail at this time regarding the many needed amendments to perfect the railroad law, the commis- sion desires to call especial attention to the imperfections of the grade-crossing provisions. "Public service commission law. — The ability of the com- mission to prescribe reasonable joint rates, including transfers, should be made clear and effective, especially since transfers have been so largely abolished by the various operating. com- panies in Manhattan. Experience has shown that numerous im- provements can be made in the law which will be equally bene- ficial to the public and the public-service corporations. "Apart from such particulars as can now be adjusted in the light of actual experience, it has been found that in three most important features the phraseology employed fails to carry out the general purposes of the enactment. This has been brought about by the interpretation placed upon the law by the State courts. "r. It seems to have been the intention of the law that the commission should be an administrative body with power to prescribe rates and facilities in accordance with a rule laid down for guidance in each case. For instance, rates should be just and reasonable; service and facilities should be safe, ade- quate and in all respects just and reasonable. This commission considered that, when it made a careful inquiry into the facts of each case and gave a fair hearing to all interested parties, its conclusion embodied in an order should go into effect the same as an enactment of the Legislature. The State courts have de- clared, however, contrary to the holding of the United Stales Supreme Court, that the words employed in the act make the commission a judicial or quasi-judicial body in respect to rates, and it would seem to follow in respect to service and facilities. Accordingly, the courts have declared that the propriety of an order of the commission in these respects can be considered and decided by the courts, which thus become substituted for the commission just as if the acts of the Legislature could be re- viewed by the courts, and set aside because the record of evi- dence was not sufficient to support or validate a statute. The result is that orders of the commission which are contested do not go into effect at once, but can be kept in litigation for a long time, their efficacy thus being made to depend, not upon their correctness, but upon a written record of evidence. "2. The public-service commissions law requires that, before construction or operation of a railroad under a franchise can begin, the approval and permission of the commission must be granted. As all franchises proceed directly or indirectly from the State, it was understood and expected that the commission would perform a useful State function in preventing franchises that disregarded the public interests. It is of the greatest im- portance that franchise terms should be harmonious in the cities of the State, and that extravagant and perpetual rights should not be granted to public-service corporations. The courts have held, however, that, inasmuch as the section in question provides that the commission shall determine whether a railroad is convenient or necessary, it is limited to a consideration of the present convenience and necessity of a railroad, quite regard- less of the franchise terms that may be inserted by the city, and which may be considered by the commission as hostile to the public interests. The result is that the public-service law does no more than the railroad law, which has for many years re- quired the State railroad board to pass on the question of pub- lic convenience and necessity. "3. One of the main purposes of the law was supposed to be the prevention of stock-watering. The courts have held, how- ever, that the words used in the section relating to this subject only require the commission to determine whether stock and bonds sought to be issued come within one of the four pur- poses stated in the section, i.e., the acquisition of property, con- struction of its facilities, improvement and maintenance of its service, or the discharge or refunding of its obligations. The result is that this construction of the words used in the act de- prives the commissions of power to stop stock-watering, for it is easy for the companies to bring within the four legal purposes sums that never should be capitalized, as, for instance, expenses of operation, taxes, replacements, or even dividends. Capitali- zation except for proper capital purposes should not be allowed, but the present section as interpreted by the courts leaves the law ineffective in this regard. "Although these decisions of the court have devitalized the public service commissions law, they serve to indicate the changes which should be made by the Legislature to bring the law back to its original intention. Powers in the commissions to regulate rates and service, to prevent construction under fran- chises that do not safeguard the public welfare, and to prevent stock-watering, have been considered the main advantages of the new law. Without them the commissions can hardly touch foundamental evils. It is highly desirable that the essential pur- poses of the law be re-established." The Western New York & Pennsylvania Traction Com- pany, of Olean, N. Y., recently announced that the 46-trip monthly commutation ticket books, good to the purchaser for passage between any two local points in New York State where (he regular one-way fare is 10 cents or more, will be sold to persons between the ages oi 5 years and 20 years at one half the regular one-way fare. Heretofore the use oi these books has been restricted to scholars, Monthly commutation books containing 52 coupons each good for passage between Portville and Olean, sold at $3.25 per book, are good for passage to the purchaser only; hercto- fore the use has not been restricted to purchaser. IIO ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. OFFICIAL VALUATIONS OF PRIVATE PROPERTY * BY FREDERICK W. WHITRIDGE, RECEIVER, THIRD AVENUE RAILROAD OF NEW YORK Some years ago a very rich man who proposed to found a great institution of learning in one of the Far Western cities went to Cambridge to see what was being done at Harvard. He passed a day or two looking at its buildings, libraries and museums, and inquiring into the courses of study and the work carried on. At the end of that time he turned to those who were showing him about, and said: "Well, gentlemen, what is your whole plant worth?" They looked blank, and the million- aire reiterated: "What is the value of it— how much did it all cost?" The notion that Harvard University, the product of two centuries of time and of the lives and labors of thou- sands of good men, could be valued in money was strange ; but the millionaire was insistent upon an answer, and one official finally said : "I suppose it cost perhaps so and so many mil- lions" ; and the plutocrat turned to his wife, who happened to be with him, and said : "Well, mother, I guess we can do better than that," and went away quite confident that it was within his power, by the mere expenditure of money, to at once produce an institution more valuable than Harvard University. The Harvard representative at this conversation could not have been more aghast at the millionaire's question than I was when, some months ago, I received from the Public Service Commission of this district notice that it had undertaken the valuation of the property, tangible and intangible, of the street railways of this city, including one of which I happen to be the custodian. I asked how it was proposed to make the valuation and what was the purpose for which it was to be made. In various forms I repeated these questions for more than a year, without any answer, until one of the commissioners, perhaps inadvertently, said that the purpose of the commission was, in brief, "to secure reliable information as to the value of the physical prop- erties of the company for the purpose of being in possession of the facts necessary or important for its discharge of the duties devolving upon it in connection with issues of securities, pas- senger rates, etc.," and that I must be aware of it. That state- ment, if you please, being made with reference to a company of which all the securities had already been issued, and to a rail- road and a community where the most widely known and uni- versally accepted fact in respect to street service is that the fare of every passenger is fixed at 5 cents ! This statement did not enlighten me, and for a long time I could not conceive what the commission was driving at. I have, however, now discovered what I suppose the most of you knew long ago — that the notion of a valuation of public-service properties originated in the State of Wisconsin, although it was first attempted to be ap- plied in Texas, and that in Wisconsin there is a statute which provides for such valuation, primarily for the purpose of en- abling the State to fix rates on the steam railroads, which would be more acceptable to the shippers ; and in a recent address by Mr. Roemer, a member of the Wisconsin commission, I find the whole philosophy of a . State valuation of public utilities ex- pounded. The New York commission for this district has apparently swallowed the Wisconsin doctrine whole, and is undertaking to apply it in a State where' the Wisconsin statutes do not run. Mr. Roemer says that the duty of the valuation imposed upon the commission is the gravest and most important of all its functions, and asserts that "the value of every security of a public-service corporation in this State will be determined and perhaps irrevocably fixed by the appraisal made by the com- mission of such corporation, upon the credit of which such security will be issued. There can be no escape from this con- clusion. Fair and reasonable as such appraisal may be, it will signify to the world that, in the future, public utilities in this State will cease to be a subject for speculative investment. It * Abstract of an address presented before the American Economic Association, New York, N. Y., Dec. 30, 1909. will also indicate that which is more important, to wit, that actual bona-fide investments in such concerns, when providently made, will be secure under State supervision, and the adequacy of the security will be maintained by strict enforcement of the law." These views I shall not undertake to discuss. Anybody who holds them is as much beyond the reach of any argument at my command as were those persons who some years ago be- lieved that the relative value of two metals could be fixed by act of Congress. Mr. Roemer, however, goes on, as I under- stand him, to point out that the method of valuation— as if there were no other — is to have the engineering staff determine the "cost of reproduction." VARIOUS MEASURES OF VALUE But Mr. Roemer omits to notice that besides the "cost of re- production" there are other measures of value, such as market price, original cost, the rental value, all quite as efficient as the cost of reproduction. The salient fact about all but one of these methods of valuation is that, after all, they rest upon the testimony of experts. It is all very well to talk of a valuation by the State. That has an august sound, but when we come to examine the statement it shrinks, so that your State valua- tion is only the unsifted judgment or guess of one or more in- dividual experts. Now, with every respect in the world for science of every kind, and for those who are expert in it, I cannot but recall a remark made to me by Professor Huxley, of whom I was ask- ing an expert opinion of our Government on a subject of which he had studied profoundly, and he said to me : "My dear Whitridge, there are, you know, three kinds of liars— liars, damned liars and experts." I remember, also, in my early days at the Bar, I was directed to prepare a brief, based wholly upon expert opinions, to show that the Brooklyn Bridge would fall down, and in that brief I proved that the molecular rearrangement caused by the impact of the heavy traffic on the steel of which the bridge was con- structed would result in a disintegration of that metal and the collapse of the bridge. If the theories of molecular action which then prevailed still hold true, that bridge may fall down at any moment, but fortunately I did not fix a date for the catas- trophe. I am personally quite unable, therefore, to look upon any valuation of anything with the complacency with which Mr. Roemer and his school regard a valuation of public utilities which rests entirely upon the judgment of experts. Assum- ing, however, that experts are to be depended upon absolutely, and that it is possible for a public body, speaking in the name of the State, to be willing to shelter itself behind expert opinion, it is quite evident, from the merest enumeration of the methods of valuation, that the conception of value is a very complex one, and it is easy to point out the inadequacy of any particular abstract method of reaching it. The State has thus far generally undertaken to make a valua- tion of private property only for the purposes of various kinds of taxation, and it is important to note how it is made. In the first place, take the valuation of land, of real estate generally. In this country and in others where land is freely sold, valua- tions not only for the purposes of taxation, but for the pur- poses of sale, are very common ; but such valuations are, so far as I know, invariably made with reference to the supposed present or prospective market value. In the second place, take the valuation of personal property, for the purposes of transfer, inheritance and direct personal property taxes or the collection of duties. I believe that valua- tion for the purposes of the first three of these taxes is in- variably fixed by reference to the market price ascertained from the dealers or published quotations, and for the purposes of customs duties the valuation is almost invariably fixed by the cost price, although in the case of personal effects where the cost price obviously no longer represents present value, our Government makes itself ridiculous at least 1,000,000 times a year — or would do so if it complied with the law — in the en- deavor to have an official value such effects on the dock or in the public stores. January 15, 1910.] ELECTRIC RAILWAY JOURNAL. in In the third place, take the State valuation of intangibles like franchises and good-will — for if competition in public utilities can be conceived under the Wisconsin doctrine, good-will must be recognized as an element of value — and it appears plain that the attempt to m|ike such a valuation of franchises for the pur- pose of taxation has resulted in this State — and I know nothing of it elsewhere — in nothing short of a monstrous scandal. We have a State board of three persons whose sole duty it is to appraise franchises for taxation, which has been at work for 10 years. The appraisals by this board of the street railway fran- chises in this city have been in litigation for nine of these years. The valuations have been reduced by the courts about 50 per cent. The board has gone gallantly on making its appraisals year after year, as if the courts had not spoken, and the courts will doubtless continue to perform their appointed task of cor- recting those appraisals. The theory on which this board of valuers proceeds I do not know, because they have not an- nounced it, but I know of one instance in which the value of the franchises of a railroad was appraised by it as $40,000. Just after that appraisal was made the railroad, franchise, cars, roadbed and all appurtenances sold at auction for $500. The board of appraisers was furnished with an affidavit of the sale at that price, and a copy of the decree confirming it, and they there- upon reduced the value of the franchise, not to nothing, but from $40,000 to $20,000. The labors of this particular body of State functionaries instead of fixing values irrevocably, as Mr. Roemer dreams the State will do, have only opened a vista of litigation, apparently as long before as it is behind. All the cases I have so far touched are comparatively simple, but when we come to the valuation of a public utility containing so many different elements as a street railway, an electric light, powei or water plant the problem is vastly complicated and it is not surprising that the Wisconsin philosophers have frankly "funked" the whole thing and sought shelter for themselves be- hind the experts, and those gentlemen have in turn taken the line of least resistance, and say the value of a public utility is what it would cost to reproduce it. Is it? Is it? If all experts agreed there would be less difficulty in ac- cepting that measure of value, but I see no reason to suppose that experts in the employ of the State are any more nearly in- fallible than the experts in the employ of the great contractors, and the merest tyro in affairs knows that if bids were asked for the construction of a large public utility to-day the best con- tractors you could find would vary from 10 per cent to 50 per cent in their bids, and in this city I doubt if you could get any bid except for a percentage on cost. Nor is this remarkable in respect to railways, for the actual cost of a mile of under- ground electric trolley has varied from $64,000 in Washington to about $1,000,000 in New York. "irrevocable" costs Let us suppose, however, that the present cost of reproduc- tion can be got at, it would obviously be unjust, either to the investors in the enterprise or to the public, unless it could be shown that the march of science had been stayed, and the prices of materials and the cost of labor had been as "irrevocably" fixed as they are in Mr. Roemer's vision of the world that is to be, and had not, therefore, changed since the date of produc- tion. The cost of reproduction, moreover, takes no cognizance of obsolete portions of a plant which contributed to its earn- ing capacity and, therefore, as I contend, to its present value. The Third Avenue Railroad, for instance, was a horse rail- road, then it was a cable railroad, now it is an electric rail- road, and its security holders paid their money to construct those roads. The first two served their purpose and have ceased to exist. The Western Union has, I am informed, several mil- lions of bonds outstanding which were issued for the money wherewith to lay cables, some of which have been lost in the primeval ooze at the bottom of the sea. Now, if the cost of reproduction is the measure of the value of a property, and the aggregate of its securities is to be con- tained within that valuation, I suppose it must he a corollary of that proposition that the $5,000,000 of bonds issued by the Third Avenue for its cable plant and the other millions of Western Union bonds issued for its extinct cable should be surrendered by their owners, and perhaps filed with the statisticians of the Public Service Commission. Finally, if we suppose that all the proposed valuations have been satisfactorily made, we must also suppose that civilized society has crystallized, as Mr. Roemer with his irrevocability would have us believe or Mr. Bellamy in his romance long ago imagined. If we do not so suppose, it must be conceded that the expiration of valuable patents, a decrease in population, bad times, increased prices of commodities or competition which might lead to the building of a new public utility alongside of an old one, may entirely alter the position of a public-service corporation and change every kind of value it may have except that fixed by the State. Above all things, science must be chained, otherwise after the Public Service Commissions have got everything comfortably and "perhaps irrevocably" valued, somebody like Mr. Brennan with his monorail and gyroscope car — the most wonderful thing I have ever seen — may come along and, so far as railways are concerned, upset the whole official edifice by revolutionizing the business. Notwithstanding all these considerations, it is urged as a general principle that it is essential to have an authoritative valuation of public-service corporations, first, to determine the reasonableness of the price paid by the public for services ren- dered, i.e., to fix rates; second, to enable the laws for the con- trol of the issue of securities to be equitably administered; third, to determine the amount to be paid over to the public by way of taxes, which cannot be reached without an analysis of the value of the industry considered as a commercial concern. Professor Adams, who states these propositions fairly and moderately, unblushingly dodges the details and the methods of valuation, but rests his case upon the necessity for an authorita- tive valuation for the purposes specified. This view of the mat- ter rather suggests the reply of Lord Chesterfield to the quack who was explaining by way of apology that "he must live," and Lord Chesterfield answered cheerfully: "I do not recognize the necessity." Certainly the necessity for valuation for any of those purposes is as yet far from general recognition. Only two or three States have authorized it, and I had supposed the notion that valuation of a common carrier, however it might be measured, or the notion that capitalization, based upon such valuation, was a factor in fixing rates, was now an expiring delusion. It is the demand for a commodity and the price of it which mainly de- termine the freight rate for it, and thus, as a distinguished economist has said, the market price of wheat in Liverpool has more to do with fixing the freight on wheat between St. Paul and New York than the capitalization of the railroads between those points. It is quite possible that in a virgin land rates might be fixed with a view in part to a return on the cost of a newly constructed railroad, or to paying interest on the securi- ties which represented that cost; but in this country there is no longer any such case, and a moment's reflection is sufficient to show that if two points are connected by two railroads, one of which cost or is capitalized at $10,000,000 and the other at $25,000,000, the rates must be the same on each railroad be- tween those two points. THE ORIGINAL COST As respects the second necessity for a valuation mentioned by Professor Adams, I agree that in the case of a new enter- prise the laws in respect to the issue of securities cannot be ad- ministered without regard to the value of the property, but the measure of value in that case is the original cost — there can be no other. To undertake, however, to apply that Standard to a public utility with a long history and a demonstrated earning capacity is absurd and impracticable. The measure of value in such case is the income or yield, having regard to ils perma- nence and possible increase, and it is the proved or probable in- come of a property also which, in the long run, establishes its market price, and, for that mailer, the market value of every- thing else in the world, except merchandise and works of art, 1 12 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. as to which the demand, together with considerations of rarity, beauty and taste or sentiment intervenes. If the value of a property measured by the cost of reproduc- tion is less than the value of a property measured by its fruit or its income, any attempt to limit the securities to the amount shown by the first method is tantamount to confiscation, which our Constitution and laws do not yet allow. Furthermore, any proposal to limit the amount of the income of a property, by cutting down the amount of its securities on which the income is to be paid — -and this, I am informed, is the theory of the arch and senatorial Wisconsin philosopher — appears to me to be undiluted nonsense. As to the valuation of a public service industry for pur- poses of taxation, I understand that Professor Adams's "analy- sis of the value of the industry considered as a commercial concern'' means exactly what I mean by saying that the value of an industry is measured by its product or income, and I only wish the laws in respect to taxation recognized that prin- ciple. They do not. These are the three purposes for which Professor Adams says we must, as a matter of general prin- ciple, have a system of valuation, and the Interstate Commerce Commission solemnly asked for an appropriation of $3,000,000 with which to "value" all the interstate railroads in the United States ! There is something fascinating about general principles, and I can understand how a man may persuade himself that, as a matter of principle, there must be a valuation to save the courts and officials trouble in doing what he thinks they ought to do. It certainly would be a convenience to have a bureau of values, like the standard measures in the mint, to which you could go and find out what everything was "perhaps irrevocably" worth. But the individual must wither indeed before the State can be sufficiently reorganized to offer such conveniences. I can only say here, "Beware of general principles." They can only be attained through patient and laborious years. They cannot be reached merely by the expression of vague desires. They are not to be promulgated by every weakling who wants them to lean upon. And remember that one of the things which most clearly marks the transition from youth to maturity is the wil- lingness to formulate offhand "general principles." The whole problem of the possibility and desirability of mak- ing a valuation of a public service corporation resolves itself into questions of the method of the valuation and the purpose for which it is made. 1 regret that it should be gravely dis- cussed merely as necessary for the accomplishment of other purposes, because that appears to me to be a result of the un- American and, I hope, temporary tendency which now prevails, to run to the Government with every project and every con- ceivable grievance, like my landlady in Berlin 30 years ago, ivho cried out: "The price of meat is frightful, and the police Dught to do something about it." The people of this country have, I think wisely, made up their minds, in consequence of great corporate abuses, that public service corporations should be subject to regulation and, in some respects, control by the State ; but when I see the laws showered from the Legislatures, and the indiscriminate volleys of rules and general principles from public officials, usually fired through an intellectual fog, I cannot help thinking that the heads of the commissioners, State and interstate, are addled by power, or the lust for it, as much as the head of the million- aire who wanted a price on Harvard University, was addled by his money. These officials have great powers and most useful functions. They are trying to exercise them with zeal and honesty, and so far, I believe, desire nothing but the public good. As I con- sider their labors, however, I remember that the great Morara- sen once said to me : "Your people play pranks in politics and would excuse them by their youth"; and really, in many of their endeavors, particularly in this matter of valuation, with its irreverence for facts, they seem to be singing the song of the Banderlog who dreamed of "Something noble, grand, and good Won by simply wishing we could." UNITED STATES SUPREME COURT DECISION NULLIFY- ING MINNEAPOLIS LOW FARE ORDINANCE The decision of the United States Supreme Court upholding the 5-cent rate of fare stipulated in the ordinance passed by the City Council of Minneapolis, Minn., on July 9, 1875, was mentioned in last week's issue. A full copy of the decision, which was delivered by Justice Day on Jan. 3, 19 10, is now available. It discusses a number of points bearing on the rela- tions of the municipality and the Minneapolis Street Railway, the subsidiary property of the Twin City Rapid Transit Com- pany which was directly involved in the case. The Court says in its decision : "This is an appeal from a decree of the Circuit Court of the United States for the District of Minnesota, enjoining the city of Minneapolis from enforcing, as against the Minneapolis Street Railway Company, appellee, a certain ordinance of the city of Minneapolis, passed Feb. 9, 1907, prescribing the rate of fare for the transportation of passengers over any street rail- way line, or lines, of the company in the city of Minneapolis. "The case was tried upon amended bill and answer. The ground alleged for injunction in the amended bill was in sub- stance that the ordinance of Feb. 9, 1907, violated the terms of a previous and subsisting contract, prescribing the rates of fare to be charged by the company in the city of Minneapolis. It ap- pears in the record that the railway company was organized on July 1, 1873, and that its alleged contract arises from an ordinance of the city of Minneapolis passed July 9, 1875, ratified by an act of the Legislature of the State of Minnesota passed March 4, 1879. "It is sufficient for the present purpose to say that it is the contention of the company that by the ordinance of July 9, 1875, and the ratifying act, it became the owner of an irrepealable contract for the term of 50 years from the date of its organiza- tion, by the terms of which it had the right to charge a fare not exceeding 5 cents for each person carried on any continuous line which might be designated by the city council of the city, such continuous line, however, not to exceed 3 miles in length. The contract, it is alleged, is violated by the ordinance of Feb. 9, 1907, requiring the sale of six tickets for 25 cents. "The existence of the alleged contract is denied by the city upon several grounds. It is urged that the complainant com- pany was so organized that its charter, and consequently its corporate life, expired 30 years after the date of its incorpora- tion, that is, on July r, 1903, and, therefore, its contract rights ceased and terminated at that time. This contention is based upon the incorporation of the company, which, it is insisted, could only be under Title II of the laws of Minnesota, which includes transportation and other lawful business, and limits corporations organized thereunder to a' continuation for not more than 30 years." The decision discusses the contention of the company that it was organized under Title I of the laws of Minnesota for a term of 50 years, stating: "Much of the elaborate briefs of counsel in this case is de- voted to a discussion of the question of the organization of this corporation, and as to whether it was under the one title or the other. This is not a proceeding in quo warranto, and the juris- diction of the Federal Court rested upon the contention that the company has a contract right protected from impairment by a legislative act of the State. It is only necessary to exam- ine the question of the incorporation and organization of the company so far as is required to determine whether or not this alleged contract right exists, and whether it has been violated by the ordinance of the city of Minneapolis, attacked in the amended bill. "There can be no question that the attempted incorporation of this company was under Title I of the statutes. * * * The corporation has continued to act since the expiration of the 30 years which would have been its corporate life had it been organized under Title II. There have been no proceedings, so far as the record shows, to inquire into its corporate existence since the expiration of the 30 years, and this record discloses January 15, 1910.] ELECTRIC RAILWAY JOURNAL. "3 that a number of ordinances have been passed by the city of Minneapolis since July 1, 1903, requiring of the corporation the construction of additional lines of railway upon certain of the streets of the city of Minneapolis, and to otherwise discharge its duties as a continuing corporation. "This record therefore shows that the company undertook to organize under Title I, for the period of 50 years, has continued to act as such corporation, and was so acting at the time of the passage of the ordinance of Feb. 9, 1907." The Court then proceeds to examine the question, Did the ordinance of July 9, 1875, together with the ratifying act of 1879, make a contract between the city of Minneapolis and the street railway company, which would endure for the period of 50 years? Sections I, VIII and XVII of the ordinance of July 9, 1875, are quoted, and it is stated that the city filed its accept- ance in writing of the ordinance on Aug. 18, 1875. The de- cision continues : "In considering the terms of this ordinance and what it un- dertook to accomplish on its face, we are to bear in mind that public grants of this character are not to be extended by im- plication, and that all that is granted must be found in the plain terms of the act. This principle has been so frequently and recently announced in this court that it is unnecessary to cite the cases which have established it. Recognizing this principle, it must also be remembered that grants of the character of the one under consideration here, when embodying the terms of a contract, are protected by the Federal Constitution from im- pairment by subsequent State legislation, and, notwithstanding the principle of strict construction, whatever is plainly granted cannot be taken from the parties entitled thereto by such leg- islative enactments. Statutes and ordinances of this character are not to be extended by construction, nor should they be de- prived of their meaning, if it is plainly and clearly expressed. "Examining this ordinance in the light of these principles, there is no ambiguity in section VIII, which gives to the city the right to regulate the fares to be charged, provided the same are not reduced below 5 cents for each passenger over any one continuous line, to be designated by the city, of not more than 3 miles in length. By section 1 of the same ordinance the right and privilege of constructing and operating a railway line subject to the terms, conditions and forfeitures named in the ordinance is granted to the street railway company 'during the term of its charter.' "What did this mean? The company had undertaken to or- ganize, and filed its certificate of incorporation — which is its charter under the laws of Minnesota — and had therein stated its term of existence to be for 50 years from July 1, 1873. There was a positive requirement of the law that this period of dura- tion should be stated in the certificate filed for the purpose of procuring incorporation, and it was there found, and was duly filed, recorded and published as required by law. "It is unreasonable to suppose that the city and the company at that time entered into any inquiry or controversy as to whether the company could lawfully incorporate for more than 30 years. The charter referred to in the ordinance could not have been anything else than the certificate of incorporation re- quired by law. Of this the city was bound to take notice, and when it granted the privilege 'during the term of the charter,' it could have meant nothing less than during the period named in the charter." Referring to the terms of the ratifying act passed by the Minnesota State Legislature 011 March 4, 1879, the court holds: "It has not been suggested in the elaborate briefs presented by the learned counsel for the city that the State Legislature at that time had not the constitutional right to pass this ratify- ing act. "Looking to the terms of the act of March 4, 1879, we find that die right to construct and maintain the street railway upon the streets of the city, with the rights and privileges as set forth and qualified in the ordinance, is 'legalized and granted to said company.' Language could scarcely be plainer, and, if we are correct in construing the ordinance, as granting the right and privilege of maintaining railways in the streets of Mimic apolis, for the charter term of 50 years, upon the terms thereirr mentioned, a vital part of which concerns the right of the com- pany to charge a certain fare for passengers carried, it follows that this privilege, with the others, was vested in the company by the Legislature of the State of Minnesota. "We may note in this connection that the mere fact that a contract may extend beyond the term of the life of a corpora- tion does not destroy it. "The ratifying act, being within the power of the Legislature^ vested this contract right in the company, notwithstanding the want of power in the city to make it at the time it was entered into. "But, it is contended, if a contract is found to exist, its rights were lost by virtue of the ordinance of Sept. 19, 1890, author- izing the street railway company to change its mode of opera- tion from the use of horse power to electricity. It is insisted that by the acceptance of the electrical power ordinance the company abandoned any rights it had under the ordinance of 1875 and the ratifying act of 1879; and, furthermore, that by the express terms of the ordinance of Sept. 19, 1890, the right to- control the future rates of fare was thereby vested in the city- to an extent unlimited, except by constitutional inhibitions against confiscatory legislation. "As to the termination of the rights of the company by reason of the substitution of electricity for horse power, is there such abandonment of the rights originally secured that they no longer exist? It is contended that the original ordi- nance was limited to the right to operate street railways by horse or pneumatic power, and that when the ordinance of Sept. 20, 1890, was passed conditions were entirely changed,, and a new and different mode of operation was substituted, and rights existing under the original ordinance were termi- nated and abandoned." The court then takes up the ordinance of 1875 to see if the company was limited to the use of animal or pneumatic power. It holds : "There can be no doubt that, in the then state of the art, the use of electric power as the means of operating the cars of the company was not specifically in contemplation. While pneu- matic power is also suggested, there does not seem to be any means of operation by that method. That the use of other mo- tive power might be developed in the progress of street railway operation, we think, was clearly indicated in the ordinance itself. For, while animal or pneumatic power is named, it is provided that no propelling power shall be used after it shall be proved a public nuisance, and that the company might connect with other street railroads upon which power is used similar to that authorized to be used by street railways by the city council, but steam-power cars, such as are in common use, should not be used upon the city tracks, unless so authorized by the city council. "In these terms of the ordinance it is evident that the parties had in mind that other propelling power might be developed, and it was the purpose of the city council to keep control of its use so as to prevent it from becoming a public nuisance in the streets. There was no positive limitation to animal power, and the possible progress and improvement in the means of propelling cars contemplated by the parties was carried into effect when the city passed, and the company accepted, the ordi- nance of Sept. 19, 1890. By that ordinance the railway company was authorized to operate all its existing lines, and all its lines to lie thereafter constructed in the city by electricity as the motive power. "It is the contention of the city that by the terms of this ordi- nance the street railway company became subject to regulation by the ordinances of the city then in force, or thereafter adopted, including the right to regulate and control the amount to be charged for fares for the transportation of passengers. "In construing this section we inns! bear in mind that the company then had, as we have heretofore said, a contract upon the subject of fares, which limited the city in its right to regu- late the same to a reduction not below 5 cents per passenger upon any one, continuous line. It needs no argument to dem ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. onstrate that the right to charge passenger fares is of the very essence of the contract, essential to the operation and success of the enterprise." Section VI of the ordinance of Sept. 19, 1890, is then dis- cussed as follows : "This is the only section which mentions the subject of fares, and it is therein provided that transfer checks may be issued at certain points to persons paying 'one full fare,' the transfer check to be used only by the person receiving the same for one continuous passage. "The rate of fare had been fixed in the ordinance of July 9, 1875, and if it was intended to change it it would seem clear that the parties would have entered into new negotiations con- cerning it, and would have adopted, if that was desirable, some definite measure concerning it. The ordinance of July 9, 1875, was not attempted to be repealed, and is referred to in section VIII of the ordinance of Sept. 19, 1890, 'as the same as has been amended, and as now in force,' and adopted, 'so far as applicable,' concerning the things mentioned in section VIII. "It is true that by the ordinance of July 9, 1875, there was no right to reduce the passenger fare below 5 cents over any one continuous line not more than 3 miles in length, to be des- ignated by the city council. By the terms of the ordinance of Sept. 19, 1890, transfers were to be allowed, so that, for one full fare, a passenger might receive a continuous trip very con- siderably exceeding 3 miles in length — it is stated in one of the briefs to include a trip of 11 miles. But we do not under- stand that the acceptance of this regulation had the effect to abrogate the contract as to the right to charge a fare of 5 cents over one continuous line, that is, for one continuous passage. Acquiescence in a regulation which may not have been deemed injurious, and may have been deemed wise and expedient, does not preclude a contest against the enforcement of regulations which are injurious and violative of contract rights." Concerning Section VIII of the ordinance of Sept. 19, 1890, the court says : "The right to future control under Section VIII was to in- clude the 'construction, maintenance and operation' of the lines of the street railway company. Did this undertaking have the effect to abrogate the contract right already existing, and to subject the company for the future as to the right to charge fares, to the discretion of the city council? Or, do the terms 'construction, maintenance and operation' have reference to the manner of carrying on the business of the road, the laying of its tracks, the use of the streets, the keeping up of the equip- ment, the safety of the passengers and the public, and similar matters not involving the right to charge fares? We think these terms refer to the latter class of rights and privileges. Such as the import of the words used, and the subject of rates of fare is not mentioned. The case, Detroit vs. Detroit Citizens Rail- way Co., 184 U. S., 368, is an instructive one upon this point. In that case it was held that a street railway company having a valid, contract, giving it the right to charge 5 cents for the transportation of each passenger, did not lose that right by ac- cepting the terms of an ordinance reserving the right to make such further rules, orders and regulations as to the city council may seem proper. "We therefore reach the conclusion that when the ordinance complained of, that of Feb. 9, 1907, was enacted by the city council, the company was the owner of a valuable contract right secured to it by the ordinance of July, 1875, ratified by the enactment of the Legislature of the State of Minnesota on March 4, 1879, which secured to the company for 50 years from July 1, 1873, the contract right to charge 5 cents per passenger for one continuous trip. We think that the requirements of the ordinance, that the company should operate its roads by the sale of tickets six for a quarter, as required by the ordi- nance of Feb. 9, 1907, was an enactment by legislative authority which impaired the obligation of the contract thus held and owned by the complainant company. We therefore reach the conclusion that the decree of the Circuit Court enjoining the execution of the ordinance, for the reasons stated, should be affirmed. "An examination of the decree, however, shows that it goes beyond the necessities of the case in specifically decreeing that the complainant company is a corporation organized under Title I of chapter 34 of the Statutes of Minnesota for the year 1866, with charter rights as alleged in the amended bill. It also decrees that the contract under the ordinances of July 9, 1875, and July 18, 1878, as ratified by the act of March 4, 1879, con- stituted a contract for and during the term of complainant's charter, as alleged in the amended bill. In the amended bill it is alleged that the charter rights of the company were extended to March 1, 1937; this is undoubtedly averred because of the amendment to the charter which appears in the record, extend- ing the term of the company's corporate life until that time. The decree as it stands might be construed as establishing a contract to endure until March, 1937. "All that was necessary to adjudge was that the company, by virtue of the ordinance of July 9, 1875, as amended in July, 1878, as ratified and confirmed by the act of the Legislature of the State of Minnesota of March 4, 1879, constituted a valid contract for the term of 50 years from July 1, 1873, which is still so far in force as to prevent the City Council from reducing the rate of fare below the sum of 5 cents for each passenger for one continuous passage, and enjoining the city from publishing and enforcing the ordinance of Feb. 9, 1907, because the same impaired the obligation of the subsisting contract aforesaid. The court therefore directs that the decree of the Circuit Court should be modified so as to meet these requirements." MEETING OF EXECUTIVE COMMITTEE OF ENGINEERING ASSOCIATION A meeting of the executive committee of the American Street & Interurban Railway Engineering Association was held at the offices of the association, 29 West Thirty-ninth Street, New York, on Jan. 10. Those present were : F. H. Lincoln, presi- dent, Philadelphia; J. S. Doyle, New York; John Lindall, Bos- ton, Mass.; E. O. Ackerman, Columbus, Ohio; Martin Schrei- ber, Newark, N. J., and John W. Corning, secretary, Boston, Mass. Past-presidents H. H. Adams, of New York, and Paul Winsor, of Boston, were also present. The meeting was called to determine the work and personnel of the committees during the coming year and also to consider the resignation of Mr. Lincoln as president of the association. Mr. Corning reported that the chairmen of the various com- mittees had accepted their appointments, and that he had heard from most of the gentlemen appointed on the different com- mittees, accepting their assignments, but not from all. The chairmen of the committees for 1910 are as follows : Committee on standardization, Paul Winsor, Boston, Mass. Committee on maintenance and inspection of electrical equip- ment, John Lindall, Boston, Mass. Committee on way matters, E. O. Ackerman, Columbus, Ohio. Committee on power generation, W. S. Twining, Philadel- phia, Pa. Committee on power distribution, James Heywood, Philadel- phia, Pa. Committee on heavy electric traction, J. S. Doyle, New York. Joint committee on shop accounts to act in conjunction with a similar committee from the Accountants' Association, W. G. Gove, Brooklyn, N. Y. The first subject considered by the executive committee was the extent to which the different committees should include in their reports papers from persons not members of the commit- tees. It was decided to leave this matter to the discretion of the chairman of each committee. In this connection there was also some discussion in regard to the proper treatment of writ- ten communications sent in by members on subjects considered at the convention. One of those present stated that the general practice in other national engineering societies was to encour- age written communications, but that the manner of their pre- sentation was left entirely to the discretion of the presiding officer or the executive committee of the organization. In some cases the entire communication might be read by the secretary, January 15, 1910.] ELECTRIC RAILWAY JOURNAL. 115 or only such parts of it as the president thought would be of interest to the members present, or if the time did not permit of this, an announcement was made, simply that a communica- tion had been received. The same degree of authority extended to the inclusion of these communications in the printed proceed- ings of the societies. The next subject discussed was the resolution presented at the last meeting of the association by W. H. Evans, Milwaukee, suggesting the establishment of an apprentice course for elec- tric car repair men. Mr. Evans' resolution, as presented at Denver, was as follows : "Resolved, That the Engineering Association take up and investigate the question of a desirable system for the govern- ment and instruction of regular apprentices in the mechanical trades in connection with the maintenance of the equipment of electric railways. A regular apprentice, it is understood, is one who has had no previous shop experience and is not a graduate of a technical institution, and is between the ages of 16 and 19 years. This should apply not only to the regularly established trades, such as machinists, car builders, blacksmiths, electricians, painters and the others now well known and employed in the electric railway field, but should also include a new trade, which for the want of a better name could be designated as an elec- tric car repairer. This apprentice course should combine prac- tical experience and some knowledge of a number of the regu- lar trades, and should be well defined and of such a character as to greatly improve the ability and efficiency of the class of men to be depended upon in the future to take care of electric railway equipment, both in the general shops and in the car houses." A number of those present stated that, in their opinion, the subject was of great and increasing importance. Apprentice courses had been established on some roads for technical gradu- ates leading up to responsible positions in the transportation de- partment, and in most of these courses some time was spent in the various engineering departments. The need for electric re- pair men, however, was quite different, and few companies had any systematic method of developing men for this work. Mr. Winsor stated that by arrangement with the Boston Edison Company Professor Ashe, of Brooklyn, had been delivering a series of lectures this year to the employees of that company, and that the Boston Elevated Railway Company had arranged for the attendance at this course of 16 of its power station and wire men. Mr. Lindall said that a series of weekly meetings had been commenced in the shop department of the Boston Elevated Railway Company to discuss equipment matters, and that these meetings were in charge of the equipment inspectors. Mr. Lincoln said that Professor Ashe was conducting certain courses on electrical matters in Philadelphia under the auspices of the municipality, and that he himself was heartily in sym- pathy with the plan to have the association take up the subject of education and the establishment of apprentice courses, or at least to have a committee investigate the subject. Upon motion, the committee authorized the president to appoint a special committee to report at the next annual meeting on the education of engineering apprentices and co-operate in this work with the committee on education of the American Street & Interurban Railway Association. The next subject considered was that of specifications for wrought-iron bars and for axles, as presented in the report of the committee on standards at Denver. The subject was re- ferred back to the committee on standards, and at the same time the province of the committee, so far as specifications were con- cerned, was more clearly defined. It was decided that the speci- fications to be standardized should first be thoroughly worked out by the proper committee having in charge matters relating to the department in which the material specified is used, and that the work of the committee on standards should be judicial in character. It will pass on the specifications thus submitted and will not be under obligation to initiate this work. A letter from W. H. Evans was then read by the secretary, suggesting that closer relations be established between the En- gineering Association and the American Society for Testing Materials, so that the two societies could work along co-opera- tive lines in standardizing specifications. The president and secretary of the association were requested to see what arrange- ments could be made to this end. The secretary then reported that, as requested at the last meeting, he had taken up with the American Railway Engi- neering & Maintenance of Way Association the subject of the design of rail-joint plates to allow sufficient clearance space for bond wires. The standard section of No. 0000 copper trolley wire and the table of sizes of wires included in the report of the committee on power distribution last year were referred to the committee on standards. Mr. Schreiber called attention to the fact that one very im- portant department in electric railway engineering work was not covered by any committee of the association. This was the department of buildings and structures, and he suggested that a standing committee of the association be appointed to be known as the committee on buildings and structures, and having the same organization as the other standing committees of the association ; that is, with one-, two- and three-year members. This committee could take up the subject of bridges, elevated structures, shop design, power-station design, car-house design, trestles and other structures, and he suggested that this year the committee might give special attention to the design of urban and interurban terminals and the economical maintenance of buildings and structures. After discussion of the province of this committee the executive committee decided to authorize its formation and Mr. Schreiber was appointed chairman. The other members of the committee will be announced after their appointment has been made. The executive committee then went carefully over the sub- ject of expense for the coming year and decided that the plans under way would call for an expenditure of about $2,500, ex- clusive of the cost of publication of the Proceedings. It was de- cided to ask the executive committee of the American Associa- tion for this amount. Mr. Lincoln then presented the following letter : THE AMERICAN STREET & INTERURBAN RAILWAY ENGINEERING ASSOCIATION. Philadelphia, Pa., Jan. 1, 1910. To the Executive Committee, American Street & Interurban Railway Engineering Association : Gentlemen. — Having severed my connection with the Phila- delphia Rapid Transit Company, and having arranged to take up a commercial line of work, now, in accordance with the by- laws of the Engineering Association, it is necessary that I tender you my resignation as president. In accordance with this understanding, I hereby resign the office of president of the American Street & Interurban Rail- way Engineering Association. Yours truly, (Signed) F. H. Lincoln, President. The resignation was received with regret and the following resolutions were adopted by unanimous vote : "Whereas, Mr. F. H. Lincoln, the president of the Engineering Association, has offered his resignation, the executive commit- tee of the association regrets to state that in following the established precedent, it now falls within its province to ac- cept the resignation, and "Whereas, the committee appreciates in every sense the earn- est and faithful endeavors of Mr. Lincoln and his past work in the association and the electric railway field and, anticipating his further co-operation in the future work of the association, "Resolved, that the position of president be not officially filled, but the duties of the office be assumed by the first vice-president as acting president." The first vice-president of the association this year is W. J. Ilarvie, chief engineer, Utica & Mohawk Valley Railway, Utica, N. Y. After the adoption of this resolution the meeting adjourned, most of the members in attendance going to inspect the trial trip of the gyroscopic mono-rail car in Brooklyn. u6 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. GYROSCOPIC CAR IN BROOKLYN On Jan. 10 the first test runs were made at the Clermont Skating Rink, Brooklyn, with the Scherl monorail car, which is operated on the gyroscopic principle. This car is boat-shaped, with an over-all length of 18 ft. and a maximum width of 4 ft. The. dead weight of the car is 55CO lb., 5>4 per cent of which covers the weight of the gyroscopes. The seating capacity is six riders, including the motorman. The body is mounted on two double-axle trucks which are spaced 15 ft. centers and carry 16-in. diameter wheels with a 1.2 in. double flange. One wheel of each truck is driven through a double reduction gear by 2-hp, no-volt, direct-current series motor, all the motors being operated from either end by a controller. The current is collected through truck contact shoes from a copper conductor carried on insulators along each side of the running rail. The stability mechanism comprises two gyroscopes revolving oval, whose longest diameter was about 150 ft. The track was laid with a rail weighing about 20 lb. per yard of special sec- tion, having a rounded head about 1 in. wide. In addition to the oval track there was a spur running into one of the ante- rooms, in which the car was kept when not in use. Two tests were made on Jan. 10, one in the afternoon and one in the evening, and they were witnessed by a number of electrical engineers. After leaving the anteroom the car ran around the oval track at a speed of about 4 m.p.h. on straight track and 3 m.p.h. on curves, and at the curves took a natural inclina- tion, although, of course, there could be no elevation of the Forward Truck with Current Collector and One of the Emergency Balance Rods at the Left in opposite directions. Each gyroscope consists of a no-lb. steel wheel rotating at 8000 r.p.m. in an air-tight chamber in which the pressure has been lowered almost to a vacuum. Each wheel is driven directly by a lA-hp, no-volt, direct-current shunt motor. To obtain the balancing effort their precession is artificially in- End-On View of Gyroscopic Monorail Car Exhibited at the Clermont Skating Rink, Brooklyn monorail. Owing to some damage which had been done to the machinery in the transportation of the car from Germany, some difficulty was experienced during the afternoon, and also on the evening run of Jan. 10, said to be due to a leak in the partial vacuum in which the gyroscopes revolved, but on both occasions Side View of Gyroscopic Monorail Car as Exhibited in Brooklyn fluenced by means of an apparatus operated by oil under pres- sure. Should the motors which drive the gyroscopes fail from any cause, the high-speed wheels operating in the partial vacuum would easily permit the car to run safely for a consid- erable period. However, before the revolutions of the gyro- scopes sink below a certain amount the motorman can apply an emergency brake, which consists of four vertical props, which are dropped to the ground to bring the car into stable equi- librium. The gyroscopes are carried underneath the car body. The test track at the Brooklyn rink was in the form of an the car ran for a considerable time around the track without difficulty and carried passengers. It was also stopped. When still it stood in perfect equilibrium. It was also run backward on the track. When the passengers boarded the car on one side, the effect of the gyroscopes was to give the car an inclina- tion in the other direction, but the car righted itself after the passengers were seated. The tests will be continued for some time at the Clermont Skating Rink, and the public will be admitted on payment of a nominal fee. Janl.iky 15, 1910.] ELECTRIC RAILWAY JOURNAL. ASSOCIATION COMMITTEES AND OTHER NEWS President Shaw has announced the following appointments to the committees of the American Street & Interurban Railway Association. Several of the committees are not entirely com- plete, especially the committees on active and associate member- ship, as the former will contain 58 members and the latter 42 members besides the chairmen : COMMITTEE ON SUBJECTS A. W. Brady, chairman, president, Indiana Union Traction Company, Anderson, Ind. C. S. Sergeant, vice-president, Boston Elevated Railway Com- pany, Boston, Mass. R. T. Laffin, Western manager. Stone & Webster, Seattle, Wash. H. S. Swift, secretary and auditor, Toledo Railways & Light Company, Toledo, Ohio. F. H. Lincoln, assistant general manager, Philadelphia Rapid Transit Company, Philadelphia, Pa. E. C. Carpenter, claim agent, Indiana Union Traction Com- pany, Anderson, Ind. R. I. Todd, vice-president and general manager, Indianapolis Traction & Terminal Company, Indianapolis, Ind. COMMITTEE ON PUBLIC RELATIONS C. Loomis Allen, chairman, vice-president and general manager, Utica & Mohawk Valley Railway Company, Utica, N. Y. Hon. W. Caryl Ely, 902 Fidelity Building, Buffalo, N. Y. W. G. Evans, president, The Denver City Tramway Company, Denver, Colo. Frank Hedley, vice-president and general manager, Interbor- ough Rapid Transit Company, New York, N. Y. A. W. Brady, president, Indiana Union Traction Company, An- derson, Ind. T. N. McCarter. president, Public Service Railway Company, Newark, N. J. Gen. Geo. H. Harries, second vice-president, Washington Rail- way & Electric Company, Washington, D. C. J. D. Callery, president, Pittsburgh Railways Company, Pitts- burgh, Pa. J. M. Roach, president, Chicago Railways Company, Chicago, 111. J. C. Hutchins, president, Detroit United Railway Company Detroit, Mich. C. N. Black, general manager. United Railroads of San Fran- cisco, San Francisco, Cal. E. C. Foster, vice-president, New Orleans Railway & Light Company, New Orleans, La. Russell Robl), president, Tacoma Railway & Power Company, 147 Milk Street, Boston, Mass. W. G. Ross, managing director, Montreal Street Railway Com- pany, Montreal, Can. B. S. Josselyn, president, Portland Railway, Light & Power Company, Portland, Ore. P. F. Sullivan, president, Boston & Northern Street Railway Company, Boston, Mass. E. H. Davis, secretary, treasurer and manager, Williamsport Passenger Railway Company, Williamsport, Pa. COMMITTEE ON COMPENSATION FOR CARRYING U. S. MAIL R. S. Goff, chairman, general manager, Boston & Northern Street Railway Company, Boston, Mass. H. A. Nicholl, general manager, Indiana Union Traction Com- pany, Anderson, Ind. C. H. Hile, assistant to vice-president, Boston Elevated Railway Company, Boston, Mass. C. L. S. Tingley, second vice-president, American Railways Company, Philadelphia, Pa. V R. Piper, general freight agent, Brooklyn Rapid Transit Company, Brooklyn, N. Y. J. K. Cfaoate, general manager, Otsego & Herkimer Railroad Company, Hartwick. \'. Y. Edgar S Fassett, general manager, United Traction Company Albany, N. Y. COMMITTEE ON INSURANCE H. J. Davies, chairman, secretary, Cleveland Railway Com- pany, Cleveland, Ohio. A. H. Ford, president, Birmingham Railway, Light & Power Company, Birmingham, Ala. F. A. Healy, secretary and treasurer, The Ohio Electric Rail- way Company. Cincinnati, Ohio. S. L. Tone, second vice-president, Pittsburgh Railways Com- pany, Pittsburgh, Pa. S. J. Dill, general manager, Susquehanna Railway, Light & Power Company, New York, N. Y. R. B. Hamilton, vice-president, Chicago City Railway Com- pany, Chicago, 111. COMMITTEE ON WELFARE OF EMPLOYEES H. C. Page, chairman, general manager, Springfield Street Railway Company, Springfield, Mass. Win, A. House, president, The United Railways & Electric Company, Baltimore, Md. A. A. Anderson, general manager, Indianapolis, Columbus & Southern Traction Company, Columbus, Ohio, John A. Beeler, vice-president and general manager, The Den- ver City Tramway Company, Denver, Colo. COMMITTEE ON INTERSTATE COMMERCE COMMISSION AFFAIRS Gen. Geo. H. Harries, chairman, second vice-president, Wash- ington Railway & Electric Company, Washington, D. C. F. R. Ford, Ford, Bacon & Davis, New York, N. Y. C. S. Sergeant, vice-president, Boston Elevated Railway Com- pany, Boston, Mass. G. O. Nagle, general manager, Wheeling Traction Company, Wheeling, W. Va. COMMITTEE ON EDUCATION Prof. H. H. Norris, chairman, Cornell University, Ithaca, N. Y. R. E. Danforth, general manager. Public Service Railway Company, Newark, N. J. Prof. A. S. Richey, professor of electrical engineering, Wor- cester Polytechnic Institute, Worcester, Mass. VV. F. Kelly, second vice-president and general manager, Oak- land Traction Company, Oakland, Cal. J. F. Calderwood, vice-president and general manager, Brook- lyn Rapid Transit Company, Brooklyn, N. Y. D. C. Jackson, professor of electrical engineering, Massachu- setts Institute of Technology, Boston, Mass. SPECIAL COMMITTEE ON REVISION OF ASSOCIATE MEMBERSHIP T. N. McCarter, chairman, president, Public Service Railway Company, Newark, N. J. James F. Shaw, 8 Congress Street, Boston, Mass. Gen. Geo. H. Harries, second vice-president, Washington Rail- way & Electric Company, Washington, D. C. Hon. W. Caryl Ely, 902 Fidelity Building, Buffalo, N. Y. Paul Winsor, chief engineer of motive power and rolling stock, Boston Elevated Railway Company, Boston, Mass. H. R. Goshorn, general claim agent, Philadelphia Rapid Tran- sit Company, Philadelphia, Pa. C. Loomis Allen, vice-president and general manager, Utica & Mohawk Valley Railway Company, Utica, N. Y. Robt. N. Wallis, treasurer, Fitchburg & Leominster Street Rail- way Company, Fitchburg, Mass. SUPERVISING COMMITTEE TO CO-OPERATE IN 1111. PREPARATION OF THE NEW ELECTRIC RAILWAY DICTIONARY TO BE PUB- LISHED BY THE mV.RAW PUBLISHING COMPANY H. H. Adams, chairman, superintendent rolling stock and shops, Metropolitan Street Railway Company, New York, N. Y. Paul Winsor, chief engineer of motive power and rolling stock, Boston Elevated Railway Company, Boston, Mass. Richard McCulloch, vice-president and assistant general man ager. United Railways of St. Louis, St. T .on is, Mo. JUROR TO REPRESENT THE A. S. & I. R. A. IN THE MATTER OF THE. PRIZES TO HI-: OFFERED FOR INK THREE BEST THESES ON HI SIGN OF AN ELECTRIC RAILWAY CAR FOR CITY SERVICE I1Y THE J. G. BRILL COMPANY Win. A. House, president. The I'niled Railways & Electric Company, Baltimore, Md n8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXY. No. 3. COMMITTEE ON ACTIVE MEMBERSHIP WITH TERRITORY ASSIGNED W. G. Ross, managing director, Montreal Street Railway Com- pany, Montreal, Can. — Eastern Canada, east of Toronto. Jas. VV. Cartwright. Jr., treasurer, Bangor Railway & Electric Company, Bangor, Me. — Maine. Franklin Woodman, general manager, New Hampshire Elec- tric Railways, Haverhill, Mass. — New Hampshire. G. Tracy Rogers, president, Binghamton Railway Company, Binghamton, N. Y. — Vermont and New York, A, including cities along the Vermont State line. H. E. Reynolds, assistant general manager, Boston & North- ern Street Railway Company, Boston — Massachusetts, Bos- ton district (A). R. N. Wallis, treasurer, Fitchburg & Leominster Street Rail- way Company, Fitchburg, Mass. — Massachusetts, B, western district. E. S. Wilde, general superintendent, Union Street Railway Company, New Bedford, Mass. — Massachusetts, C, south- eastern district. D. F. Sherman, president, Providence & Danielson Railway Company, Providence, R. I. — Rhode Island. J. K. Punderford, general manager, The Connecticut Company, New Haven, Conn. — Connecticut. C. Gordon Reel, second vice-president, Kingston Consolidated Railroad Company, Kingston, N. Y. — New York, B, Albany and south to New York City district. J. F. Calderwood, vice-president and general manager, Brook- lyn Rapid Transit Company, Brooklyn, N. Y. — New York, E, New York City district. R. E. Dan forth, general manager, Public Service Railway Com- pany, Newark, N. J. — New Jersey. R. P. Stevens, president, Lehigh Valley Transit Company, Al- lentown, Pa. — Pennsylvania, A. E. H. Davis, 'Secretary, treasurer and manager, Williamsport Passenger Railway Company, Williamsport, Pa. — Pennsyl- vania, B, central district, and Maryland, B, western district. F. D. Shaffer, general manager, The Citizens Traction Com- pany, Oil City, Pa. Pennsylvania, C, northwestern dis- trict. Win, A. House, president, The United Railways & Electric Company, Baltimore, Md. — Delaware and Maryland. A. B. Skelding, general manager, Tidewater Power Company, Wilmington, N. C. — North Carolina. P. H. Gadsden, president, Charleston Consolidated Railway, Gas & Electric Company, Charleston, S. C. — South Caro- lina. W. H. Glenn, secretary, Georgia Railway & Electric Company, Atlanta, Ga. — Georgia and Florida. G. O. Nagle, general manager, Wheeling Traction Company, Wheeling, W. Va. — West Virginia. Albion E. Lang, president, Toledo Railways & Light Company, Toledo, Ohio — Ohio, A, Cleveland district. Dana Stevens, vice-president, The Cincinnati Traction Com- pany, Cincinnati, Ohio — Ohio, C, Cincinnati district, and Kentucky, A. C. H. Harvey, president and general manager, Knoxville Rail- way & Light Company, Knoxville, Tenn. — Tennessee. F. W. Brooks, general manager, Detroit United Railway, De- troit, Mich. — Michigan. E. C. Faber, general manager,' Aurora, Elgin & Chicago Rail- road Company, Chicago, 111. — Illinois, A, Chicago district. L. C. Haynes, vice-president, East St. Louis & Suburban Rail- way Company, East St. Louis, 111. — Illinois, C, southern district. P. P. Crafts, general manager, Iowa & Illinois Railway Com- pany, Clinton, la. — Illinois, D, northwestern district, and Iowa. W. W. Wheatly, general manager, Kansas City Railway & Light Company, Kansas City, Mo.— Missouri. Dudley Montgomery, vice-president, Southern Wisconsin Rail- way Company, Madison, Wis. — Wisconsin. Herbert Warren, general manager, Duluth Street Railway Com- pany, Duluth, Minn. — Minnesota. C. P. Brown, general manager, Fargo & Moorhead Street Rail- way Company, Fargo, N. D. — North and South Dakota. R. A. Leussler, secretary and assistant manager, Omaha & Council Bluffs Street Railway Company, Omaha — Nebraska. F. G. Kelley, secretary and treasurer, The Topeka Railway Company, Topeka, Kan. — Kansas. J. A. Beeler, vice-president and general manager, The Denver City Tramway Company, Denver, Colo. — Colorado, Wyo- ming and Idaho. R. E. Hunt, assistant general manager, Utah Light & Railway Company, Salt Lake City, Utah — Utah. H. T. Edgar, vice-president, Northern Texas Traction Com- pany, Fort Worth, Tex. — Texas. E. C. Foster, vice-president, New Orleans Railway & Light Company, New Orleans, La. — Louisiana and Mississippi. A. H. Classen, president, Oklahoma Railway Company, Okla- homa City, Okla. — Oklahoma. C. K. Durbin, secretary, Tucson Rapid Transit Company, Tuc- son, Ariz. — Arizona, New Mexico and Nevada. H. M. Littell, assistant to general manager, Pacific Electric Railway Company, Los Angeles, Cal. — Los Angeles district. D. A. Hegarty, general manager. Little Rock Railway & Elec- tric Company, Little Rock, Ark. — Arkansas. Thos..Finigan, purchasing agent, United Railroads of San Fran- cisco, San Francisco, Cal. — California, A, San Francisco and north. R. T. Laffin, district manager, Stone & Webster, Seattle. Wash. — Washington. Harro Harrsen, general manager, Mexico Tramways Company, Mexico City, D. F. Mex. — Mexico. COMMITTEE ON ASSOCIATE MEMBERSHIP WITH TERRITORY ASSIGNED H. H. Adams, chairman, superintendent rolling stock and equip- ment, Metropolitan Street Railway Company, New York, N. Y. S. W. Mower, general manager, South-Western Traction Com- pany, London, Can. — Canada. F. D. Hall, chief electrician, Boston & Maine Railroad. Boston, Mass. — New Hampshire and Vermont. M. H. Bronsdon, chief engineer, Rhode Island Company, Provi- dence, R. I. — Rhode Island. W. J. Harvie, chief engineer, Utica & Mohawk Valley Railway Company, Utica, N. Y.— New York, A and C, covering Rochester, Syracuse, Utica, Schenectady, etc., east of Ver- mont line. J. S. Doyle, superintendent of car equipment, Interborough Rapid Transit Company, New York, N. Y. — New York City and north to and including Albany, east of Binghamton. M. C. Brush, general manager, Buffalo & Lake Erie Traction Company, Buffalo, N. Y. — New York, D, Buffalo and east to Binghamton, including Binghamton. Martin Schreiber, engineer maintenance of way, Public Service Railway Company, Newark, N. J. — New Jersey. J. M. Lamed, engineer maintenance of way, Pittsburgh Rail- ways Company, Pittsburgh, Pa. — Pennsylvania, D, Pitts- burgh district. Chas. J. Bendt, secretary and auditor, Charleston Consolidated Railway, Gas & Electric Company, Charleston, S. C— North and South Carolina. L. P. Crecelius, superintendent of power, Municipal Traction Company, Cleveland, Ohio — Ohio, A, Cleveland district. F. A. Healy, secretary and treasurer, The Ohio Electric Rail- way Company, Cincinnati, Ohio — Ohio, C, and Kentucky, A, Cincinnati district. L. C. Shipherd, superintendent, The Evansville & Southern In- diana Traction Company, Evansville, Ind. — Indiana, A, and Kentucky, B, south of Indianapolis. J. B. Crawford, general superintendent, Winona Interurban Railway Company, Warsaw, Ind. — Indiana, B, north of In- dianapolis, including Indianapolis and Terre Haute. January 15, 1910.] ELECTRIC RAILWAY JOURNAL. 119 H. A. Davis, superintendent railway department, Nashville Railway & Light Company, Nashville, Term. — Tennessee. M. M. Lloyd, master mechanic, East St. Louis & Suburban Railway Company, East St. . Louis, 111. — Illinois, C, and Missouri. A. W. Warnock, general passenger agent, Twin City Rapid Transit Company, Minneapolis, Minn. — Minnesota and North and South Dakota. C. F. Holmes, president, The Kansas City-Western Railway Company, Kansas City, Mo. — Nebraska and Kansas. VV. H. McAloney, superintendent rolling stock, The Denver City Tramway Company, Denver, Colo. — Colorado, Wyo- ming, Idaho and Utah. W. J. Jones, president and general manager, Austin Electric Railway Company, Austin, Tex. — Texas. D. A. Hegarty, general manager, Little Rock Railway & Elec- tric Company, Little Rock, Ark. — Arkansas. Joel Hurt, ex-president, Atlanta Consolidated Street Railway Company, Atlanta, Ga. — Georgia and Florida. W. Worth Bean, Benton Harbor, Mich. — Michigan. MIDYEAR MEETING The program for the midyear meeting of the American Street & Interurban Railway Association, to be held Jan. 27 and 28 at the headquarters of the association, 29 West Thirtv- XEW BULLETIN The association has issued Bulletin No. 109, containing statis- tical information relating to wages paid in dfferent parts of the country. The data are classified under different headings. Copies of this bulletin have been mailed to all member com- panies. TRANSFER TABLE AT SYRACUSE An account was published in the Electric Railway Journal of Nov. 9 of the new shops of the Oneida Railway Company at Syracuse, N. Y. As will be remembered, a very important fea- ture of these shops was the abandonment of entrance tracks and the substitution for them of two transfer tables, one at each end of the shop with a single entrance track. The installation was of such interest that an editorial was published in the fol- lowing issue, discussing the arguments in favor of and against transfer tables and entrance tracks for electric railway repair shops. The accompanying illustration gives a view of one of these transfer tables, the two being identical. The rated capacity of the table is 70 tons, but often it has to carry a greater weight. The length of the table is 54 ft. 9 in. and is built up of struc- tural members, over which a plank floor has been laid. The Transfer Table at New Shops of Oneida Railway Company ninth Street, has been completed, and 1 otices in regard lo it will be sent this week to member companies. On Thursday, Jan. 27, meetings of the following committees will take place: Subjects, public relations, Interstate Com- merce Commission affairs, compensation for carrying United States Mail and revision of associate membership. The chair- men of these committees will subsequently report to the execu- tive committee on the afternoon of the 27th. It is also expected that official representatives of the various State and sectional associations will be present on Thursday to confer on ways and means of more effective co-operation. On Friday, Jan. 28, a general conference will take place, open to the officials of member companies who have to do with the settlement of the policies of the companies they rep- resent. On Friday evening, Jan. j8, the officials of member com- panies who are in attendance at the meetings of the associa- tion will be tendered a banquet by the Manufacturers' Associa- ii' 11 at the Motel Knickerbocker at 7 o'clock, to which all those present at the meeting are cordially invited, A number of pn minenl speakers will address the guests on subjects con- nected with electric railway interests. motive power is supplied by a G.E.-52 railway motor geared to a 3 7/16-in. shaft extending the entire length of the table. This shaft in turn, is geared at a reduction of 24-68 to the four driv- ing wheels which are 22 in. in diameter. The trolley wires for the cars are carried over the table at the usual height and the current for operating the table is ob- tained from an inverted third rail mounted next to one of the running rails. The current is taken from this rail by a stand- ard Oneida Railway third-rail under running shoe. As ex- plained in the original article mi the shops, the pits were made 1 ft, deeper than the run ways 011 which the tables run, to pre vent interference with the movement of the tables by an accu- mulation of .snow ill the pil. The tables have been in opera- tion during the recent very heavy snowstorms, and so far it has not been necessary to remove the snow The company esti- mates that a saving in cost of 50 per cent was made by the in- stallation of these tables instead oi entrance tracks and a com plicated overhead network. The tables were designed and bllill by the Archhold Brady Company, of Syracuse, \ Y., and installed under the direction of W. J ll.11 vie, chief engineer of the Oneida Railway Com pany. 1 20 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. BARRIER SWITCHES FOR LAMP AND HEATER CIRCUITS The accompanying illustrations show several types of a new line of 600-volt switches which have been put on the market by the Hart & Hegeinan Manufacturing Company, of Hartford, Conn. These switches are made in single-pole, double-pole, three-way and two-circuit styles, and in various capacities from 1 amp to 25 amp. The single-pole switch is designed for the air- brake circuit, and with the double-pole or three-way switch can be used for the lighting circuit. With the three-way switch a light or group of lights can be controlled from either of two points. The two-circuit switch is designed for use on a com- bination arc and incandescent headlight. One turn cuts in the arc headlight, the second turn cuts out the arc headlight, the third turn cuts in the incandescent headlight, the fourth turn Three-Way Bar- Wiring Connections for Three- rier Switch Way Surface Switches cuts out both lights. The switch has three contact terminals and uses a common conductor to both lamps. The principal feature of all these switches, and from which they take their name, is the use of a barrier for extinguishing the arc. As will be seen from the engravings, the rotating switch blade passes through a narrow channel in the slotted por- celain barrier, and this barrier offers a mechanical resistance to the arc when it attempts to follow the rotating blade through the slot. It has a choking effect on the spark, due to the lack of oxygen' in the slot behind the rapidly rotating switch blade. Then what remains of the arc is blown out by the draft or the inrush of air which' follows the rotating blade. Switches of 20-amp capacity are so constructed that when the circuit is broken the switch blade rotates one-third of a circle or 120 deg. The company also makes a 35-amp, 65o-volt barrier-type switch for the control of electric heaters. This heater switch is a three-circuit switch and is connected as follows : The first turn connects the heater of medium intensity, the second turn cuts out the medium heattr and throws in the heater of greater intensity, the third turn cuts in both heaters at the same time, and the fourth turn opens the heater circuit. Of course, other combinations can be readily effected by this switch. The heater Three-Degree Heater Two-Circuit Headlight Switch Switch switch handle may be turned in either direction so that it is not necessary to pass from low to high degrees of heat in order to open the circuit. The handles of these switches are of heavy, one-piece porce- lain to insure the user doubly against shock. The insulation is of solid sheet mica, and all current-carrying parts are fully in- sulated from the handle and from the switch mechanism. The latter is of a frictionless "eccentric" design and all wear- ing parts are of hardened steel. The contact jaws are of tem- pered spring phosphor bronze. The breaking movement of these switches is very rapid and they are designed to carry an over- load greatly in excess of their rated capacity. SPECIAL CONTROLLER HANDLE FOR AUXILIARY CONTACTOR CONTROL The new pay-within cars of the Capital Traction Company, of Washington, D. C, which were described in the Electric Railway Journal of Sept. 18, 1909, page 434, are equipped with four Westinghouse 101-B, 40-hp motors and K-29 con- trollers, to which are added two auxiliary contactors. These contactors are similar to those used with standard type M con- trol, and are mounted under the car body. They are connected in the main trolley circuit, and additional contacts are pro- vided in the controllers for opening and closing the contactors when the controller is turned off or on, respectively. The con- nections are so arranged that when either of the controllers is in any of the "on" positions a circuit is completed through an automatic tripping switch, and the energizing coils of the contactors thus holding the auxiliary contacts closed and com- pleting the main power circuit through the controller con- tacts to the motors. When the controller is moved to the "off" position and in passing from series to parallel connec- tions the power circuit is broken in the contactors and not in the controller and the contactors also open in the event of an Special Controller Handle excessive current passing through the overload coil of the tripping switch. To prevent any possibility of breaking the current in the con- trollers when moving to the off position in case the contactors should stick and fail to open, J. H. Hanna, chief engineer of the Capital Traction Company, designed the special controller handle shown in the accompanying engraving. An auxiliary attachment is provided in the controller which is so arranged that when the controller drum is turned from the second step back to the first the auxiliary contactors open, but the main power circuit remains unbroken within the controller. The special handle is fitted with a push button, which is con- nected through a bent lever to a pivoted stop interposed be- tween the lug on top of the controller case and the down- ward projection of the handle. When this pivoted stop is down the handle cannot be moved beyond the first point in throwing the controller to the "off" position. By pressing down on the push button in the handle the stop can be raised and the handle moved past the first point to the "full off" position, which unlocks the reverse drum and breaks all contacts in the main power circuit within the controller. The stop is lifted when running only in emergencies, and, of course, must be lifted in order to reverse. The stop is attached to the handle by set screws, and can be quickly removed when the handle is transferred to an ordinary controller. January 15, 1910.] ELECTRIC RAILWAY JOURNAL. 121 COMBINED HOT AIR HEATING AND VENTILATING SYSTEM The Peter Smith Heater Company, Detroit, Mich., which is well known in the car heating field through its hot water system, has recently made a radical innovation by devising a forced circulation, hot air car-heating system to accomplish the dual object of heating and ventilation. The principle of this system is very simple and similar to that of the ordinary mechanical draft machinery used for the heating and ventilation of large buildings. Several electric railways are already using this method, but the following paragraphs will describe the single installation now being tried by the Public Service Railway Company, Newark, N. J. As shown by the accompanying illustrations, this system is a combination of a car heater with a forced air circulation mechanism thereon and a duct under the longitudinal car seats on one side with suitable outlets for the discharge of heated air. It will be observed that the beater is mounted in the vestibule where it takes up no more floor room than the usual •car stove. In this case, the heater was designed for cars meas- uring 30 ft. inside yet it is only 42 in. high and 16^2 in. sq. The air circulating mechanism located at the top consists of a blower of the well-known "Sirocco'' type which is driven by a MHip 500-volt motor. The motor is controlled by a snap switch and requires no attention except at very long intervals. When the fan is in operation, cold air is drawn from under the car through a hole cut in the floor beneath the heater. This cold air comes up through the perforated base plate of the heater and between the walls of the inner cylindrical hot air box and the square heater jacket. It then passes through the blower which forces it downward into the air-tight chamber surrounding the fire-pot of the heater and from thence it is forced into a duct which runs along the truss plank on ore side of the car. This duct consists of 3 in. x 8 in. rectangular •galvanized iron witli circular outlets of 4 in. diameter spaced •every 3 ft. These vents are placed in a gradually ascending Sectional View of Heater Installed in Vestibule Heater of Car line beginning at the heater end because this arrangement per- mits the emission of equal amounts of air throughout the car. The Steady volume of hot air passes over the floor and then rises to the ventilators, thereby insuring an even distribution of heat, dry floors and a complete change of air every live to six minutes. The fact that the bad air never has a chance to remain in the car is one of the features of this system. It might be supposed that the draft at the outlets would be strong enough to inconvenience the passengers sitting over them, but this is not the case. The blower pressure is sufficient to allow the passengers on the other side of the car to enjoy its benefit. The duct outlets in this installation are screened to prevent passengers from throwing rubbish into them. Under longitudinal seats, the duct is placed back far enough to pre- vent its being kicked by the passengers. Where cross-seats Hot-Air Duct Openings Under Seats are used, the duct is placed alongside each seat in a magnesia- lined wooden box. Although the blower motor is rated at l/% hp, its full capacity has not been required in practice. Under operating condi- tions, the motor takes .166 amp. at 500 volts, which means an electric operating cost of about 3.3 cents for a 20-hour day with power at 2 cents a kw-hour. The same heater in continu- ous operation will burn 40 lb. of hard coal in 20 hours, which at $6.00 per ton means a fuel cost of 12 cents a day. Thus the total operating changes would not exceed 15.2 cents a day. HEATER DETAILS. In view of the importance of having air tight joints hi this heater to make the air circulating system effective, the follow- ing details may be of interest. The stove, which is on the in- side of the hot air chamber, is of ordinary type except that it lias a 12 in. diameter corrugated firepot. The grate is shaken with a side movement and can be rocked or dumped when desired. The base of the heater is a wrought plate casting which serves as a foundation and keeps the different parts per- manently in line. Below the grale are two chambers equipped with pans, one for holding ashes and the other an extra coal supply: These pans have sufficient capacity for 18 hours serv- ice. The doors of the firebox, the ash pot and the reserve coal supply are hung on gravity hinges to prevent their being left open or unfastened by careless attendants. The hot-air chamber which surrounds the firepot is circular in form with a 2T/> in. air space between the stove proper and the casings and is made of No. 20 sheet iron. The outer casing is also made of No. 20 sheet iron lined throughout with 3-16 in. asbestos millboard and has a minimum spacing of t in. from the hot-air chamber. The framing on the top is east iron, re- inforced under the blower bedplate. Pile city of Bonn, Germany, is considering a plan lor electrify ing the steam tramway connecting Bonn with Mehlem at a cost of $475,000, to lie borne in equal amounts by the two munici palities, I 22 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. News of Electric Railways Joint Commission Reports on Boston Electrification The joint board composed of the Massachusetts Railroad Commission, the Boston Transit Commission, the Metro- politan Park Commission and the Harbor & Land Com- mission has issued a report to the Legislature of 1910 in accordance with a resolve of the General Court of 1909, directing it to investigate various commercial and transpor- tation matters in connection with the improvement of the Boston metropolitan district. The report includes a short discussion of the electrification question in connection with railroad service at Boston, which is abstracted herewith: "Most of the suggested improvements in the passenger and freight service of the metropolitan district are predi- cated upon the substitution of electricity for steam as a motive power. As the Metropolitan Improvements Com- mission reported that the question of transportation was the paramount question affecting the commercial and industrial development of the district and of the State, and as that opinion has been plainly endorsed by the Legislature and by the public, and is fully concurred in by the board, it be- comes of primary importance that the work of studying the problem of electrification should be begun at once in a determined and comprehensive way. "To electrify a complicated terminal is no simple under- taking; it involves fundamental changes and very large expenditures. It is very different from the problem of elec- trifying one or two through tracks for passenger traffic. That electrification for passenger traffic is practicable has been demonstrated in New York by the New York Central & Hudson River Railroad and the New York, New Haven & Hartford Railroad and in other places, both in this coun- try and Europe. Information is meagre, however, as to the cost of installation and economy of operation under various conditions. "The best method of furnishing electric power is un- determined. In New York the respective systems in use by the New York Central & Hudson River Railroad and the New York, New Haven & Hartford Railroad are different. On the former a third-rail is used as a conductor and on the latter an overhead wire. On the former an alternating cur- rent is carried at high tension to substations where it is transformed to a lower voltage direct current and then transmitted to the locomotive by a third rail; on the latter the alternating current is carried at high tension by over- head conductors directly to the locomotive, where it is transformed to a lower voltage. Moreover, electrification for freight traffic, and particularly the electrification of a large freight terminal, is a difficult matter regarding which there is little or no experience and much difference of opinion." The board states that the study of this problerh should now be taken up by the railroads and pushed with vigor. As against the great cost of installation of electricity there is opened the possibility of utilizing in terminal stations and yards the space over the tracks for offices, warehouses, manufacturing plants and roadways. With electrical op- eration the entire passenger and freight terminal area may be covered with buildings. In the matter of operation there are several elements of saving. One of these is a saving in fuel owing to the power being generated in a large central plant under favorable conditions. The con- sumption of fuel per horse-power is much smaller than that which results from the extremely wasteful method of the steam locomotive. It is estimated that power can be furnished at the locomotive under electrical operation with one-half the consumption of fuel required by our present steam locomotives. "Freedom from locomotive smoke, soot and gas will contribute in large measure to the com- fort and health not merely of passengers in the stations and cars, but also of almost every person- in the metropoli- tan district." concludes the report. The board recommends that a resolve be passed requiring railroads operating within the Boston metropolitan district to prosecute studies with reference to the electrification of their passenger and freight service and to report their con- clusions to the board by Sept. 1, 1910. Cleveland Traction Situation Two lists of names will be available to the City Council of Cleveland before a referendum vote is called. One of them was prepared and the names secured by former Mayor Johnson, but because Burr Gongwer, secretary to Mr. John- son, refused to file the names with the city clerk, Mayor Baehr requested that another set of petitions be circulated. Mr. Gongwer then filed his list. It was decided, however, to complete the new list, and the names are being checked as fast as received by the clerks of the board of elections. It is claimed that the Johnson list contains 24,000 names and that 8000 will be added. Workers on the Baehr peti- tions state that they will get 20,000 names in a short time. The employees of the Cleveland Railway are urging greater protection for conductors assigned to the pay-as- you-enter cars. Receiver Bicknell has agreed to erect par- titions at the entrance as a temporary means of relief. The report of Mr. Bicknell for December, 1909, shows a surplus of $94,703. The gross earnings were $565,066, and the net earnings $332,976. Maintenance charges amounted to $107,827; transportation, $187,895; general, $37,163. Rentals, taxes, interest and dividends made up the remainder of the charges against the receipts. On the evening of Jan. 10, 1910, the City Council fixed Feb. 17, 1910, as the date to vote on the street railway fran- chise. The petitions obtained by the Baehr solicitors have been accepted by the Council. Detroit United Railway Awaits Franchise Settlement The reply of J. C. Hutchins, president of the Detroit (Mich.) United Railway, to Mayor Breitmeyer of Detroit, who had requested Mr. Hutchins to authorize a reduction of fares pending the settlement of the franchise question, was presented to the City Council of Detroit at its meet- ing on Jan. 4, 1910. In his letter to Mr. Hutchins the Mayor referred to the present rental of $300 a day being paid by the company pending the settlement of the fran- chise question, saying that he felt that "the most equitable form of temporary arrangement would be one under which a reduced rate of fare could be given at least on the lines on which franchises have expired, the company in return to be given the privilege of operating from day to day until a permanent arrangement shall be made." Admitting the large return to the city under the present rental plan the Mayor said that this return could by no means have the same effect upon the growth of the city as a reduction in fare. He concluded: "I believe that any concession which your company is able to make temporar- ily should be made to the street car users rather than the taxpayers at large; and with that end in view I would in- vite your suggestions as to what your company might be able to do in the shape of a reduced fare given in return for the right to run your cars until such time as the entire franchise matter can be permanently settled." In his reply Mr. Hutchins said that pending the results of the investigation of street railway affairs in Detroit now under way it would not be wise to jeopardize either the revenue or the credit of the company. His letter to the Mayor follows: "Your desire to obtain for the people of the city every possible advantage is quite fully understood. We most heartily share that desire with you. Let me advise you of our situation and of the efforts we are making. "The city of Detroit ranks in population as the eighth or ninth of our American cities. Its present ratio of growth in population and in industrial activities is prob- ably greater than that of any other American city. The average rate of fare now in effect in Detroit is below the rate in effect in any other of these cities. Every dollar of this company's income, whether derived from the ad- dition of new capital or from its earnings, is now being applied and for a long time past has been applied to the maintenance and extension of its service to meet the growth of the city. We have added this year 80 new cars to our car equipment, along with all of the appurtenances necessary January 15, 1910.] ELECTRIC RAILWAY JOURNAL. for the operation of same. It is very necessary that certain ■double tracking, to which your attention has been called, shall be done, and it will be necessary during the coming year to supply many additional cars and much additional equipment. All of the company's resources are being used for such purposes. "There is now under way an investigation, as inaugurated by yourself through the Committee of Fifty, which should show the exact status of this company respecting its capital- ization, its earnings and its expenses, so that all of these matters may be dealt with from the standpoint of actual facts. It would seem to me that under these circumstances it would be wise in the city to let our revenues and our credit alone until the results of this investigation are made manifest." ' , At the meeting at which Mr. Hutchins' letter was pre- sented the Mayor urged immediate action looking to the submission of a franchise settlement ordinance to the voters, and the report of the Committee of Fifty was ordered printed. Alderman Glinnan at the meeting on Jan. 4, 1910, moved for the immediate submission of the question of municipal ownership of street railways to the people. Proposed Chicago Subways It was expected that two legal decisions which would define the right of Chicago to use its percentage of the net earn- ings of the surface railways for subway construction would be rendered during the week ended Jan. 15, 1910. The court has had these cases under consideration for two weeks. The points at issue are, first, whether the city has the right to build subways under the present powers conferred on it by the Legislature, and, second, whether the so-called trac- tion fund totaling about $4,000,000, can be used for prelimi- nary work or must be reserved until subway work has been started. It is anticipated that the court will conclude -that the city does not need any additional enabling legislation to further the subway undertaking, and that the 55 per cent of the net. receipts of the companies which goes to the city is a part of the municipality's general income and can be used from year to year. In an earlier decision Judge Windes enjoined the city from paying $75,000 from the subway fund for the expense of preparing a subway report. Walter L. Fisher, special traction counsel, has represented the city in the cases. In any event, it is expected that the cases will be carried to higher courts and that efforts will be continued toward securing enabling legislation. Two weeks ago Senator Ettleson presented a bill amending the Cities and Villages Act which would give Chicago the power to undertake the construction of subways and municipal wharves. This bill was not presented at the request of Chicago. Now it is an- nounced that Walter L. Fisher has drawn a subway bill with the assistance of the local transportation committee which will be presented to the Legislature at once. The bill provides essentially: That the city has a right to own, operate or lease a subway; that it has a right to grant a franchise for a subway; that in case of a franchise the grant be no longer than 20 years; that the subway may be used for street cars, elevated railroad trains, interurban cars and all public service cars not operated by steam; that the sub- way also may be used to contain galleries for wires, tubes for service, conduits for pipes, etc.; that the question .of grant by franchise be submitted for a referendum vote; that the city h^s a right to compensation and also to fix rates in case of a grant by franchise. One of the important features of the bill is the provision for a referendum vote. Another is the matter of compen- sation to the city for the use of the subway. Growth of the Denver City Tramway The daily newspapers of Denver on Jan. 1, 1910, presented large advertisements outlining features of the development of the Denver (Col.) City Tramway. The history of this property, which was chartered in 1H67, includes a "story of trials and tribulations and ultimate success out of continued failure." The first rails laid weighed 16 lb. and supported 10-ft. cars, drawn by one horse. The company now has 198 miles of track in the city and 26 miles of interurban railway and operates 265 cars daily. In 1909, 84,000,000 passengers were carried, equivalent to handling the popula- tion of Denver 400 times. The following statement regard- ing taxes was included in the advertisement: "Fifteen cities of the United States have a population of 6,689,126, and pay $5,787,375 in taxes, an average of 87 cents per capita. The figures for population are those of the 1905 or 1906 State or Government estimate census for cities of 8,000 or over, and while they are not accurate, now, and while some cities have grown faster than others, they do very well for the purpose of comparison. Chicago paid ill 1908 in taxes $2,215,941, and has 2,049,185 people — we are talking of street car companies, of course — so Chicago paid $1.08 per capita. Denver, by the same census, had 151,920 people and paid $180,000 in taxes, or $1.18 per capita." During 1909 the Denver City Tramway spent $1,000,000 in improvements. Eleven miles of new track were con- structed and 10 miles of double track were reconstructed. During 1910 the company proposes to build 14 miles of new track, replace 7 miles of cable track, erect a new office build- ing and car house at Fourteenth Street and Arapahoe Street, build a new suburban depot opposite the central loop, construct 35 new passenger cars and enlarge the cen- tral power station. These improvements will entail an ex- penditure of approximately $1,750,000. Meeting of Central Electric Railway Association The official call for the annual meeting of the Central Electric Railway Association to be held at Columbus, Ohio, on Jan. 27, 1910, issued by A. A. Anderson, president, and A. L. Neereamer, secretary, is dated Jan. 8, 1910. In addi- tion to the program of the meeting, as published in the Electric Railway Journal of Jan. 8, 1910, page 83, the cir- cular contains a list of railways which are members of the association and a list of supply men who are members of the association. In view of the fact that this is the annual meeting and that officers for the ensuing year are to be elected and reports from the standing committees read, every member of the association is urged to be present, and it is suggested to those members living at a distance that the trip be made in special interurban cars. Members have the privilege of inviting friends to this meeting. The executive committee will meet at 7:30 p. m. on Jan. 26. The list of supply men who are members of the association follows : Armstrong, G. E., American Railway Guide Co. Ashley, R. W., General Electric Co. Ayres, Chas. S., G. C. Kuhlman Car Co. Beattys, W. H., Jr.. The Westinghouse Electric & Mfg. Co. Benham, John, International Register Co. Berger, E. F., Midvale Steel Co. Billau, H. E., The Sherwin-Williams Co. Blackwell, \V. L., Cooper Heater Cc. Bloss, W. H., The Ohio Brass Co. Bone, Jas. L., The Ironsides Co. Burch, T. A,. Wm. C. Robinson & Son Co. Burford, Wm. B., Stationery and Printing. Callan, J. G., Arthur D. Little. Inc. Clapp, Chas. W., The Brown Hoisting Machinery Co. Cosper, W. P., Chicago Car Heating Co. Cotabish, N. C, National Carbon Co. Craig, Edward A., Westinghouse Traction Brake Co. Crawford, S. W., More-Jones Brass & Metal Co. Cutler, H. A., Wm. C. Robinson & Son Co. Davis, Chas. H., The Westinghouse^ Electric & Mfg. Co. Davis, Geo. S., Electric Traction Weekly. Dexter, R. E., Midvale Steel Co. Doan, C. H., Nclsonville Brick Co. Dodge, C. II., Taylor Electric Truck Co. Dodson, C. F., Standard Steel Works Co. Dorner, H. A., The Dorner Railway Equipment Co. Drake, L. J., Jr., Galena-Signal Oil Co. Duclos, A. E., Massachusetts Chemical Co. Eayrs, T. C, The Westinghouse Electric & Mfg. Co. Farr, Eugene H., The A. II. Pugh Printing Co. Field, A. W.. Standard Motor Truck Co. Gay, H. B., Electric Storage Battery Co. Gohen, J. A., The Cleanola Co. Gould. L. E., Electric Railway Journal, Goodloe, Thornton M., The Fire Protection Co. Greaves, J. L., Strombcrg Allen & Co. Griffey, li. E., Buschmann-Griffey Co. Grimes, E. B., Ohmer Fare Register Co. Gundrum, F. N. Jr., Chicago Varnish Co. Hall, G. A., John Roebling's Sons Co. Ilamer, W. D.. Electric Service Supplies Co. Hanna, J. A., Niles Car Mfg. Co. Henklc, T. H., Electric Service Supplies Co. Ilinmon, W. E., Cooper Heater Co. Hollowav, Harry ("., The Rail Joint Co. Hornstein, F. (.'., Indianapolis Brass Co. Hunter, R. W., Poole Bros. Hutching, S. D., Westinghouse Traction Brake Co. Kipp, J. G., Electric Railway Kquipment Co. Klinger, P. W., The Barney & Smith Car Co. 124 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. Lee. Ray P . The \\ . K. Carton Co. Lewis. Arthur, Great W estern Smelting & Refining Co. Lloyd, F. C, Gelien & Co. McGee, John G., Hildreth Varnish Co. McLain, J. E., The Trolley Supply Co. McLain, VV., Wm. Wharton, Jr., & Co. Marsh, H. C, General Klectric Co. Mason, Stephen C, McConway & Torley Co. Midgley, Stanley W., The Curtain Supply Co. Miller, L. G., Miller Lumber Co. Morgan, F. A., Morgan Fare Register Co. Naugle, A. T., Naugle Pole & Tie Co. Naylor, N. C, Railway Steel Spring Co. Ohmer, John F., Ohmer Fare Register Co. Olberding, A. G., The Columbia Brake Shoe & Fdy. Co. Pickupp, W. B., Positive Nut Lock Washer Co. Poole, Stephen K., Poole Bros. Porter, K. E., Carnegie Steel Co. Salsich, N. E., Pennsylvania Steel Co. Sample, Morris DeF., The Fire Protection Co. Sawtelle, Charles E., Tool Steel Motor Gear & Pinion Co. Saylors, George, H. W. Johns-Manville Co. Seymour, John B., The National Lock Washer Co. Shutt, E. A., Factory Oil Co. Smith, D. W., The Peter Smith Heater Co. Spencer, E. L., Dayton Mfg. Co. Stanton, George, The Cleveland Frog & Crossing Co. Staats, Henry N., The American Railway Insurance Co. Stern, M. C, The Egry Register Co. Strieby, F. H., General Electric Co. Tate, H. F., The National Conduit Cable Co. Taylor, Ross, Automatic Ventilator Co. VanDorn, W. T., The W. T. VanDorn Co. Weston. W. S., The Buda Co. Illinois Traction System Completing Connecting Links. — The construction of the connecting links of the Illinois Traction System from St. Louis to Chicago is progressing rapidly. The line between Streator and Ottumvva, 111., has been opened and plans are under way for a line from Streator to Peoria and a line from Ottawa to Aurora, at which place connections will be made for Chicago. Meeting of the A. I. E. E. — A meeting of the American Institute of Electrical Engineers was called for Ian. 14, 1910, at 8 p. m. in the auditorium of the Engineers' Build- ing, New York. N. Y. Under the auspices of the railway committee. Prof. W. S. Franklin and S. S. Seyfert were to present a paper entitled "On the Space Economy of the Single-Phase Series Motor." W. S. Murray, E. H. Ander- son, C. P. Steinmetz and E. F. Alexanderson signified their intention in advance of the meeting to take part in the dis- cussion. Wisconsin Electrical Association. — As announced in the Electric Railway Journal of Dec. 11, 1909, page 1201, the annual convention of the Wisconsin Electrical Association will be held at the Hotel Pfister, Milwaukee, Wis., on Jan. 19 and 20, 1910. The program has not yet been announced. The entertainment features are in charge of an exhibitors' association, connected with the parent association, and the exhibitors are represented by a crmmittee consisting of H. P. Aadrea, of Julius Andrea & Sons Company, Milwau- kee, Wis.: F. G. Bolles, Allis-Chalmers Company, Mil- waukee, Wis., and W. R. Pinchard, Westinghcuse Electric & Manufacturing Company, Chicago, 111. The committee has arranged for a "good-fellowship" entertainment at the Elks' Club, Milwaukee, on the evening of Jan. 19. National Conference on Railway Legislation. — Martin S. Decker of the Public Service Commission of the Second District of New York, president of the National Associa- tion of Railway Commissioners, has appointed the follow- ing delegates from that association to attend the national conference on uniform State legislation which has been called by the National Civic Federation to meet in Wash- ington on Jan. 17, 18 and 19: Martin A. Knapp, chairman of the Interstate Commerce Commission; Ira B. Mills, chair- man of the Railroad and Warehouse Commission of Minne- sota; H. Warner Hill, chairman of the Railroad Commission of Georgia; B. A. Eckhart, of the Railroad, and Warehouse Commission of Illinois, and William O. Seymour, of the Railroad Commission of Connecticut. Annual Meeting of the A. S. C. E. — The fifty-seventh annual meeting of the American Society of Civil Engineers will be held in the house of the society in New York on Jan. jo and 20, 1910. At 10 a. m. on Jan. 19 the annual reports will be presented, officers for the ensuing year elect- ed and members of the nominating committee appointed. The progress report of the special committee on "Steel Columns and Struts" and the progress report of the special committee on "Bituminous Materials for Road Construction" will be presented for discussion. The board of direction of the society will meet after the adjournment of the annual meeting. At 2:30 p. m. on Jan. 19 members of the society will be afforded an opportunity to inspect the tunnel and terminal work of the Pennsylvania Tunnel & Terminal Rail- road, by courtesy of George Gibbs, chief engineer of electric traction and terminal station construction of the company. A reception will be hald by the president in the house of the society at 9 p. m. on Jan. 19. Jan. 20 will be devoted to a visit to the Ashokan reservoir by invitation of the board of water supply of New York. At 9:30 p. m. there will be an informal smoker at the house of the society. LEGISLATION AFFECTING ELECTRIC RAILWAYS Massachusetts. — The Legislature of Massachusetts con- vened 011 Jan. 5, 1910. An important announcement the first day was the personnel of committees. Senator Abbott of Suffolk County was appointed chairman of the committee on street railways. Senator Turtle of Berkshire County was appointed chairman of the committee on railroads. President Treadway of the Senate on taking the chair spoke briefly of the transportation matters which are to come before the Legislature, including the questions referred to various commissions for expert information, which em- brace metropolitan improvements at Boston, the construc- tion of additional subways, tunnels or elevated structures in Boston, consolidation of the West End Street Railway and the Boston Elevated Railway; electric railway holdings by railroads. The relation of the New York, New Haven & Hartford Railroad to possible future electric railway de- velopments in the Berkshire district, carried over from 1909 at the request of the petitioners, is one of the most important matters to be considered this year. On Jan. 7. 1910, the joint board, composed of the railroad, transit, harbor and land and metropolitan park commissions, re- ported to the Legislature on metropolitan improvements, advocating the study immediately of electrification by the steam railroads terminating at Boston. Several special re- ports from the commissions are expected within the next few days, and the Railroad Commission and Transit Com- mission will shortly submit a report on the proposed Boston & Eastern Electric Railroad tunnel to connect the proposed East Boston terminus of the route with Post Office Square New York. — The Legislature of New York convened on Jan. 5, 1910. No less than 55 new members of the Assembly were introduced. The death during the year of Senator^ John Raines and Patrick H. McCarren removed two con spicuous figures. Mr. Raines was Republican leader of the Senate, and the most resourceful opponent of Governor Hughes. Jotham P. Allds has been selected to succeed him. The annual appropriation bill has been introduced. The appropriations aggregate $23,750,000, as against $21,- 500,000 last year. Government by commission on the so- called Des Moines plan is proposed for Buffalo in a bill introduced by Senator Davis of that city. It is the first time the idea of municipal government by commission has been embodied in any measure submitted to the Legislature of New York. The Governor has again recommended the extension of the Public Service Commissions law so as to include jurisdiction over telegraph and telephone com- panies. This matter was referred last year to a joint spe- cial committee with instructions to report at this session After the preliminaries had been arranged on Jan. 5 ad- journment was taken until Wednesday evening, Jan. 12. at 8 p. m. Ohio. — There is talk of the enactment by the General Assembly of a law which will provide for a State tax com- mission to supplant the numerous boards which now decide tax values. As a basis for the tax, it has been proposed thai the market value of the stock minus the tax value of the real estate and personal property returned for taxation shall rep- resent the property value to be taxed. The tax on the capital stock will be apportioned among the counties in which the property lies in the case of a railroad, telephone company or other corporation having property in several counties. Talk of a public service commission has also been revived. Speaker Mooney referring to the subject in addressing the House. So far as known, this idea includes the features incorporated in a bill before the last General Assembly which resembled the. law in force in New York. One objection is that a measure of this kind takes away the power of municipalities to grant franchises, as cases of dis- agreement or dispute regarding a grant must be referred to the commission. ELECTRIC RAILWAY JOURNAL. \ ■ [2$ Jaalakv 15, 1910.] Financial and Corporate New York Stock and Money Market January 11. tyto. The stock market during the last week has been irregular and weak. Traders appear to be nervous and there exists a persistent pressure to sell. This condition is attributed to an uneasiness over the action that may be taken by Congress upon the recommendations made by President Taft and the continued firmness in the money market. The traction shares, however, have not been affected materially. Third Avenue and Brooklyn Rapid Transit have held their prices on moderate trading, while Interborough-Metropoli- tan issues have advanced several points. Money has shown no disposition to recede, and quota- tions to-day were: Call, 5 to slA per cent; 90 days, 4J/2 to 4-K per cent. Other Markets Philadelphia Rapid Transit stock has been active but prices have changed only fractionally since Jan. 1. Union Traction has also been active at former prices. In the Chicago market the active dealing in the various series of Chicago Railways has in a measure subsided. There has been seme selling of Kansas City Railway & Light and the price has receded several points. In Boston, Massachusetts Electric has been the leading traction feature. Price changes have been merely nominal, the common selling for about 18 and the preferred for about 80. As usual, the trading in Baltimore has been confined, practically, to the bonds of the United Railways Company. Prices are abcut as formerly: incomes, 6oJ4; 4s, 86J4, and funding 5s, 8454. Quotations of various traction securities as compared with last week follow: , _ 1 Jan. 4. Jan. 1 1. American Railways Company 848 J4 849 Aurora, Elgin & Chicago Railroad (common) *57 a62^ Aurora, Elgin & Chicago Railroad (preferred) '92 a.93 Boston Elevated Railway 1365/2 134 Boston & Suburban Electric Companies ai6 ai6 Boston & Suburban Electric Companies (preferred) 74 74 Boston & Worcester Electric Companies (con mon) aii i Boston & \\ orcester Electric Companies (preferred) a48 a47 Brooklyn Rapid Transit Company 79 A 79 Brooklyn Raoid Transit Company, 1st pref., conv. 4s 86^4 86 Capital Traction Company, Washington ai^s'A ai36j4 Chicago City Railway 185 185 Chicago & Oak Park Elevated Railroad (common) * 2 *2 Chicago & Oak Park Elevated Railroad (preferred) *io *iu Chicago Railways, ptcptg., ctf. 1 3109 aio8 Chicago Railways, ptcptg., ctf. 2 &35'A 333 Chicago Railways, ptcptg., ctf. 3 a2o 317 Chicago Railwavs, ptcptg., ctf. 4s aio a<> Vi Cleveland Railways '84 agij^ Consolidated Traction of New Jersey a77 377 Consolidated Traction of New Jersey, 5 per cent bonds .... aio6 aio6 Detroit United Railway *6s *63 General Electric Company 159J6 159 Georgia Railway & Electric Company (common) ai04'/2 aiosVi Georgia Railway & Electric Company (preferred) 87'^ 87A Interborough-Metropolitan Company (common) .'. 24^ 25/4 Interborough-Metropolitan Company (preferred) 61 62J4 Interborough-Metropolitan Company (4V2S) 83 82% Kansas City Railway & Light Company (common) 335 336 Kansas City Railway & Light Company (preferred) "75 ajo'A Manhattan Railway 138 '138 Massachusetts Electric Companies (common) ai9 ai8A Massachusetts Electric Companies (preferred) a8o!^ 80 Metropolitan West Side, Chicago (common) ai9 317'/? Metropolitan West Side, Chicago (preferred) 357 a$4% Metropolitan Street Railway 20 "20 Milwaukee Electric Railway & Light (preferred) *iio *iio North American Company 83-^6 81 y2 Northwestern Elevated Railroad (common) ai7|-2 at7*A Northwestern Elevated Railroad (preferred) 370 a7o Philadelphia Company, Pittsburg (common) asi'4 3.52'A Philadelphia Company, Pittsburg (preferred) aisA 846 Philadelphia Rapid Transit Company a28^6 327 Philadelphia Traction Company 389 a89 Public Service Corporation, 5 per cent col, note.-. "iooj/jj "ioo'A Public Service Corporation, ctfs a!04 aiofi Seattle Electric Company (common) ails a 1 1 5 1 j Seattle Klectric Company (preferred) a ins a '"J ' South Side Elevated Railroad (Chicago) 356 ass Third Avenue Kailrosd, New York 18% 18 Toledo Railways & Light Company 12A 1 s Vj Twin City Rapid' Transit, Minneapolis (common) 117 11s Union Traction Company, Philadelphia as 2 'i as-" '. United Rys. St Electric Company, Baltimore 314 ai4% United Rys. Inv. Co. (common) 41^4 42 United Rys. Inv. Co. (preferred) '71 lA '71 7x Wasliintton Ry. &• Electric Company (common) 343 14 a t ' j Washington Ry. St Electric Company (preferred) aoi V\ &9o'A West End Street Railway, Boston (cotnn ) a9S aq 4 1 \ West End Street Railway, Boston (preferred)... ,.*xo6 "too Vvettjnfhpiise Electric & Mfg. Company 82 79^ Wcstinghoiisc Elec. & Mfg. Company ( 1 st pref.) *t,10 "130 a Asked 'Last Sale Segregation of Light and Railroad Properties in Pert Jervis The Public Service Commission of the Second District of New York has rendered a decision in which it approves the segregation of the railway and electric light properties in Port Jervis and refuses an application from new inter- ests to enter into competition with the companies which took over the property of the old consolidated company. The Port Jervis Electric Light, Power, Gas & Railroad Company, which operated the gas and electric plants and an electric railway in Port Jervis, because of excessive funded debt, and other liabilities, and extensive depreciation of the railroad property, found itself unable to comply with an order of the commission requiring that the railroad be put in a condition of safe and satisfactory operation. In consequence, a mortgage foreclosure suit was instituted by the bondholders, who bought in the property. Two suc- cessor corporations were formed, one to take over the light- ing property and one to take over the railroad. The com- mission grants capitalization to the Port Jervis Light & Power Company of $118,000 capital stock and $170,000 bonds, and to the Port Jervis Traction Company of $20,000 capital stock and $70,000 bonds. The stock of each company goes to the bondholders as the purchase price of the property. The bonds to be issued by each company are solely for improvements necessary to put the properties in proper con- dition, except that the bonds of the Port Jervis Light & Power Company include the taking over by that company of the bonds of the Port Jervis Traction Company. The commission says that the bonds of the Traction Company are likely to sell at a large discount, while the bonds of the Port Jervis Light & Power Company are to bring at least 90 per cent of face value. The combined capital thus fixed for the new companies is based upon actual value and is a reduction of $357,000 from the capitalization of the old company, which amounted to $735,000. In an opinion writ- ten by Commissioner Martin S. Decker, th-e commission holds that the successor corporations are as such entitled to take over the properties and to issue capital stock and bonds upon a fair basis. The decision also disposes of the application of C. F. Wright and others, who desired to form a corporation to furnish gas and electricity in Port Jervis and to build and operate an electric railway in Port Jervis and develop power at Mongaup Falls, 14 miles from Port Jervis, and transmit it to Port Jervis. These petitioners also proposed to build an electric railway from Port Jervis to Milford, Pa. The object of this proposed corporation was to supplant the old light- ing and railroad company and its successor corporations in Port Jervis. The decision declares that as the successor companies are in possession of property rights that cannot be denied, this object cannot be attained by order of the commission. If the new company were authorized by the commission to pn duce and supply gas and electricity in Port Jervis both companies would probably become bank- rupt in a short time and one would without question, with probable resulting consolidation and unnecessary increase of capitalization on that account. In regard to the Traction Company the commission says that the company cannot be compelled by the city or by the commission to vacate the streets; there is no suggestion that another road could be operated in the same streets: no franchise for a road in other streets has been granted by the city and if it had. proof must be submitted that it could be operated without continual loss, and with good service by the present line it seems no such proof could be presented. The opinion of Commissioner Decker states the service of the old company was so poor and the rights and proper interests of the people of Port Jervis were disregarded to such extent that if the petition by Mr. Wright had been presented before the sale mi foreclosure it would have been granted; but the situation in ils legal aspect lias been so changed by (he stile and formation of companies to take over both the lighting and railroad properties and operate them under capitalization fixed by the commission, that a just basis lor approving the exercise by the proposed new com pany ol the new franchises in Port Jervis is lacking. The commission says thai serious disregard by the new lighting company of its obligations to tin- public will result in drastic action through the approval of the exercise of a new fran- chise by a competing company, The petitioners for new I 2<> ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. rights are free to present the application at any time of a corporation to develop the Mongaup River power and build an electric transmission line to Port Jervis. Birmingham Railway, Light & Power Company, Birming- ham, Ala. — An annual dividend of 2 per cent on the $3,500,- 000 of common stock of the Birmingham Railway, Light & Power Company was paid on Jan. r, 1910. This is the first dividend on the common stock since Dec. 31, 1906. Boston (Mass.) Suburban Electric Companies. — The di- rectors of the Boston Suburban Electric Companies have declared a quarterly dividend of $1 a share on the preferred stock, payable on Jan. 15, 1910, to stock of record on Jan. 3, 1910. Lynchburg Traction & Light Company, Lynchburg, Va. — The American Railways, Philadelphia, Pa., has purchased from R. D. Apperson and his associates the controlling interest in the Lynchburg Traction & Light Company, Mr. Apperson and his associates receiving in part payment bonds and stocks of the American Railways. Mr. Apperson will be retained as president and general manager under the same conditions as when he and his associates owned the prop- erty. Mr. Apperson's associates, however, have retired as officers and directors of the company and H. J. Crowley has been elected vice-president and C. L. S. Tingley secretary and treasurer of the company in the interests of the Ameri- can Railways. Mr. Crowley, Mr. Tingley, J. J. Sullivan, E. Clarence Miller, William H. Shelmerdine, Walter H Lip- pincott and R. D. Apperson remain as directors of the company. Metropolitan Street Railway, New York, N. Y. — The hearing on the motion to terminate the lease of the Fourth Avenue, Eighth Avenue and Ninth Avenue lines to the Metropolitan Street Railway, which was to have been held before Judge Lacombe in the United States Circuit Court on Jan. 5, 1910, has been postponed until Jan. 21, 1910. Ocean Shore Railway, San Francisco, Cal. — Fred S. Stratton, receiver of the Ocean Shore Railway, has an- nounced that he proposes to apply to the courts for au- thority to issue $2,000,000 receiver's certificates, the pro- ceeds of which will be used to complete the road. Portland Railway, Light & Power Company, Portland, Ore. — The Portland Railway, Light & Power Company is said to have concluded negotiations for the purchase of the property of the Portland Water Power & Electric Trans- mission Company and the River Mill Company. Roanoke Traction & Light Company, Roanoke, Va. — The American Railways, Philadelphia, Pa., has purchased from R. D. Apperson and his associates the controlling interest in the Roanoke Traction & Light Company, Mr.- Apperson and his associates receiving in part payment bonds and stock of the American Railways. Mr. Apperson will be retained as president and general manager under the same conditions as when he and his associates owned the prop- erty. Mr. Apperson's associates, however, have retired as officers and directors of the company and H. J. Crowley has been elected vice-president and C. L. S. Tingley secretary and treasurer of the company in the interests of the Ameri- can Railways. Mr. Crowlry, Mr. Tingley, J. J. Sullivan. E. Clarence Miller, William H. Shelmerdine. Walter H. Lip- pincott and R. D. Apperson remain as directors of the company. Sheboygan Light, Power & Railway Company, Sheboygan, Wis. — The Sheboygan Light, Power & Railway Company has asked the Wisconsin Railroad Commission to sanction an issue of $114,000 of 5 per cent bonds to cover the cost of extensions and improvements. Southern Colorado Power & Railway Company, Trinidad, Col. — The property of the Southern Colorado Power & Rail- way Company was bid in for $500,000 at foreclosure at Trinidad on Dec. 24, 1909, by the Northern Securities Com- pany, a temporary holding company, which on completion of the reorganization will turn the property over to the Colo- rado Railway, Light & Power Company, which was incor- porated in Colorado on Dec. 21. 1909, with an authorized capital stock of $5,000,000. Winona Interurban Railway, Winona Lake, Ind. — The Winona Interurban Railway has leased the property of the Winona & Warsaw Railway for 99 years from Jan. 1, 1910. Traffic and Transportation Increase in Wages in Brooklyn The Brooklyn (N. Y.) Rapid Transit Company announced an increase in the wages of conductors, motormen and guards in the employ of the company of practically one cent an hour, effective on Jan. 28, 1910. This is a further recog- nition of the service of the men in addition to the pension system adopted on Jan. 1, 1910, of which mention has previ- ously been made in the Electric Railway Journal. The announcement was conveyed to the men in a communica- tion addressed to them by J. F. Calderwood, vice-president and general manager of the company. This letter follows: "In consideration of your past loyalty and hearty co- operation, so essential, not only in serving the public, but in protecting the interests of the company, the management takes pleasure in announcing, in addition to the pension system recently adopted, an increase in wages of trainmen on both surface and elevated lines, conforming to schedules shown on the attached bulletin. "With reference to the latter, special attention is invited to the provision which makes possible, by good conduct and record free from demerit, promotion to the higher grades at period^ earlier than those prescribed for advancement, by reason of length of service alone." The statement to the motormen, conductors and guards of the elevated lines was signed by J. J. Dempsey, superin- tendent of elevated lines of the company. It follows: "Effective on dates given below, the following changes will be made in the rates of pay for trainmen, elevated lines: "The flat rates of 25 cents for motormen, 20 cents for con- ductors and 1714 cents for guards, will be discontinued and all employees of these classes receiving the rates just men- tioned will receive the rates of 26 cents, 21 cents and i&y2 cents, respectively. " R:\TES OF PAY, PER HOUR (MOTORMEN). Rates effective Rates effective Years of service. Present rate. Jan. 28, 1910. Jan. 6. ign. Cents. Cents. Cents. 1 25 26 26.0 2 and after 30 31 31.5 RATES OF PAY. PER HOUR (CONDUCTORS). Cents. Gents. 5 6 and after • 23 •23 •23 •23 Cents. . .21.5 . .21.5 . .22.5 • -23-5 ■ -23-5 • -23. 5 3 .■ 4 S I9-2- 6 and after 20.0 . RATES OF PAY, PER HOUR (GUARDS). Cents. Cents. Cents. 17-5 18.5 18.5 17-5 18.5 19.0 ...... 18.4 19.0 19.5 19.2 20.0 20.5 20.0 20.5 21.0 21.5 "The present seniority rules and regulations will govern in determining the grade to which an employee is entitled." The statement to the conductors and motormen of the surface lines was signed by W. Seibert, superintendent of surface lines of the company. It follows: "Effective on dates given below, the following changes will be made in the rates of pay for conductors and motor- men, surface lines: "The flat rate of 20 cents per hour will be discontinued, and all conductors and motormen heretofore receiving 20 cents per hour, effective the dates given below, will receive the rate as shown in the table for Grade 3. Years of Present rate. RATES OF PAY PER HOUR. Rate effective Rate effective Jan. 28, 1 9 10. Jan. 6,191 1. • 2I.S I .21.5 J .22.5. Grade. • -3 ■23. 23- 6 and after. . . 23 24. ■23-5 I •23-5 ) .1 A "PROMOTION ON EFFICIENCY "Employees are advised that good conduct will be re- warded by promotion which may be earned under the iol- lowing conditions: "FROM GRADE 3 TO GRADE 2 "At the end of the first year, if record shows 20 demerits or less. If at this time an employee has more than 20 de- January 15, 1910.] ELECTRIC RAILWAY JOURNAL. 127 merits, promotion will be given when he reduces his record of demerits to 20. "FROM GRADE 2 TO GRADE I "At the end of the second year, if record is free of de- merits. If at this time an employee has demerits, promo- tion will be given when demerit record is cleared. "FROM GRADE I TO GRADE I-A "At the end of the fourth year, if record is free of de- merits. If at this time an employee has demerits, promo- tion will be given when demerit record is cleared. "The present seniority rules and regulations will govern in determining the grade to which an employee is entitled." Mr. Calderwood subsequently made this statement to the public through the newspapers: "Now that the stockholders who have invested their money in the property are receiving a partial return, the directors feel that the trainmen, whose rates have not been uniformly changed, should also share in the prosperity the company has enjoyed in the past year, and as a result they will receive an increase which will amount to about $200,000 a year, and this amount will be further increased by effi- cient service, depending entirely upon the efforts of the men. The above increase is more than 10 per cent of the last year's surplus of the company." Complaint Against Service in Albany, N. Y. The Public Service Commission of the Second District of New York recently received a complaint from Augustus S. Downing, first assistant commissioner of education of New York, against the service furnished by the United Traction Company, Albany, N. Y., on its Pine Hills line between 5 p. m. and 6 p. m. on days other than Saturday and Sunday in that sufficient cars were not provided to accommodate persons employed in the Capitol who reside in that part of the city served by the Pine Hills Line, on which the com- mission about 10 months ago limited the number of passen- gers to be carried on each car. Mr. Downing alleged that many residents of the western part of the city who have offices or are employed in the Capitol have been seriously inconvenienced by the failure of the company to furnish a sufficient number of cars during these hours. Instances were cited when he was required to wait 30 minutes during which time seven cars passed and he was finally obliged to take a car at State and Pearl Streets; another instance when he waited 20 minutes and five cars passed without stopping; another when he waited 18 minutes, during which time five cars passed without stopping and on the last instance he walked up Washing- ton Avenue to Lark Street where two more cars passed without stopping and finally at Madison Avenue and Lark Street he succeeded in boarding a car. The petitioner asked that the company be required to operate more cars between the hours mentioned and to rescind the rule limiting the number of passengers to be carried on each car. Attached to the petition was an affidavit from Frank B. Gilbert, chief of the law division of the State Education Department, who recited that on one occasion he left the C apitol at 5.40 p. m. and seven cars passed without stop- ping, all having the full number allowed by the rules and that he did not arrive at his destination until 6.20 p. m. The company has filed with the commission an answer, in which it states that since March 30, 1909, it has been complying with an order of the commission limiting the number of passengers on the larger type of cars to 40 and the smaller type to 35. The company states that a suffi- cient number of cars are being operated for the number of passengers carried, and if the order were set aside or re- scinded, the cars which are not now by its terms permitted to stop because carrying the maximum number of passen- gers fixed by the order, would stop to receive and carry more passengers, which would afford greater convenience. The company maintains it gives the Pine Hills line dur- ing the rush hours a service of 2^ minutes headway and a 5-minute headway during the rest of the day, and that during the rush hours cars are run at less than a minute headway on State Street, Eagle Street and Washington Avenue, and if it were possible to operate an additional number of cars during the rush bonis and earn enough to pay the interest on the cost of such additional equipment of cars, it would be difficult, if not impossible, to employ men to operate cars for only two, three or four hours a day. A statement is attached showing the number of cars operated, the total number of passengers carried and the average number of passengers per car at the time they were made. The company denies all the allegations of the complaint, which charges that an insufficient number of cars is being operated on the Pine Hills line, that the service is inadequate for the travel thereon, and that the public is inconvenienced on account of the service rendered, except in so far as inconvenience is due to the limiting rule. The commission announced that it would take up the various complaints as to the service on the Pine Hills line of the company, as to alleged insufficiency of cars and the operation of the limiting rule now in effect, on Jan. 12, 1910. Complaints to be heard at that time were those of the Pine Hills Association, Augustus S. Downing and Charles S. May. ■ J Order Regarding Use of Side Doors The Public Service Commission of the First District of New York has issued substantially the following order re- garding the operation of center side doors in cars used in the subway, on which subject hearings were held before the commission on Dec. 21, 1909, and Dec. 24, 1909, as previously noted in the Electric Railway Journal: "The Interborough Rapid Transit Company shall operate all completely equipped side-door trains in its possession continuously throughout the scheduled time for express- train operation in the subway, excepting for such time or times as side-door trains may be required to lay up for adjustment of mechanism or for cleaning or repairs. "During December, January, February and March of each year the company shall open the side doors of all cars on all side-door trains (not including mixed trains in which side-door cars are mingled with other cars) at all stations on the Lenox Avenue Branch of the subway south of and including Prospect Avenue Station, and on all stations south of Dyckman Street, on the Broadway Branch of said subway, where the platforms are adjacent to the side doors and during all other months the company shall open the side doors on all cars on such side-door trains at all stations where the platforms are long enough to come in front of the side doors. "This order shall take effect on Jan. 10, 1910, and re- main in force until further order of this commission. "The company shall notify the commission five days after service of this order upon it whether the terms of this order are accepted and will be obeyed." The opinion of Commissioner Eustis, on which this order was based, after reciting the testimony taken at the hear- ings, says in part: "I do not believe it would be wise to change the com- pany's plan of operation, in view of the fact that within a. few weeks the company expects to have a sufficient number of side-door trains to cover the whole of the rush-hours. But those trains should be kept in operation continuously during the express service, from 6 a. m. until I a. m., or until the time of the express service expires, excepting for such time as the trains should be required to lay up for adjustment, cleaning or repairs. "The use of the side doors at all stations was objected to by the company, especially mi that part of the structure which is elevated, on account of the small number that would use them, and also on account <>f the difficulty of keeping the cars properly warm during the severe winter weather. In the spring, when the express service will he nearly all side-door trains, (he side doors should be operated at all stations. "As to the use of the middle side door in (he ears that are now used in mixed trains, the company claimed that it would add very largely to the risk by usin^ them. The commission's expert testified that while the use of these doors would add something to the risk, the doors could be safely operated even in a mixed train. As those cars are only operated to make use of all the cars the company has while awaiting motor ears to make up solid center side door trains, I would recommend that (lie company be 128 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3 allowed to continue the use of these side-door cars, for the purpose of trailers in mixed trains without operating the center doors, while they are so used; but that- all of the solid center-side-door trains should use the side doors at all times when in operation, excepting on the stations on Lenox Avenue line north of Prospect Avenue station, and on the Broadway line north of Dyckman Street, and except where the side door of the end car does not stop in front of a platform." Service in Schenectady The Public Service Commission of the Second District of New York has made public its conclusions in relation to the complaint of a committee of citizens of Schenectady regarding the service of the Schenectady Railway. The conclusions of C. R. Barnes, the electrical expert of the commission, which have been endorsed by the commission, follow: "1. The Schenectady Railway with its present tracks and equipment is unable to handle its traffic properly. "2. Certain portions of the city, including the American Locomotive Works, are not properly provided with street car facilities. "3. The tracks should be extended, the equipment should be increased, and the car routes should be changed to per- mit a large increase in the number of cars operated and to furnish service to all localities needing it. "4. The changes required can only be carried out by the cooperation of the railway company, the city authori- ties and the citizens." In conclusion the commission says: "To make any order of this commission effective it will be necessary for the city authorities to grant permission to the railway to lay additional tracks where new tracks are finally determined to be necessary, and to widen streets where they are too narrow to permit such tracks to be laid. It will also be necessary for the property owners involved to consent to the laying of new tracks and to cooperate in the widening of streets. As the changes recommended, or equivalent ones, are, however, apparently necessary to the welfare and growth of the city, the commission be- lieves that the cooperation of all parties will be readily secured. "The problem of improving the street railway service of Schenectady is more complicated and difficult of solution than that of any city outside of Greater New York. Schenectady has increased in population from 22,000 in 1892 to about 77, oco in 1909. This increase has not been accom- panied by any change in the width or location of streets in the business section, and the city has consequently out- grown the available business area." The commission has presented several plans involving double-tracking and extensions and has suggested a con- ference for a discussion of the problem. Pensions for Employees in Newburgh The Orange County Traction Company, Newburgh, N. Y., on Jan. 6, 1910, announced that it had been decided to pen- sion employees of the company, after 20 years of continuous service or if they became incapacitated while in the service of the company. The announcement to the men, signed by B. B. Odell, Jr., president of the company, follows: "On and after Jan. 1, 1910, this company will establish a pension for those who desire to retire after 20 years of continuous service, at the rate of $25 per month during the balance of their life. "This pension can also, at the option of the management, be extended to meet conditions where the employee is physically incapacitated, and apply to those who have worked for a less term than 20 years. Should the inca- pacitated employee regain health and strength, sufficient, in the opinion of the management to resume his duties, he may do so by surrendering his right to a further receipt of the pension while actively employed. The number of years of continuous service up to Jan. 1, 1910, will be credited to each employee, in determining the 20 years of continuous service. "This applies to conductors, motormen, shopmen, and trackmen. "Similar arrangements for long and continuous service, for those who are upon a regular salary, will be announced hereafter." On Christmas the company gave each married employee a turkey and every unmarried employee the equivalent in cash with the exception of the office force, heads of de- partments, inspectors, etc., who received from $5 to $20 in gold. On Dec. 31, 1909, the company distributed $500 in gold as prizes for the merit system, inaugurated on Jan. 1, 1909, for conductors and motormen. Prizes ranged from $5 to $30 per man. The conductors and motormen presented Mr. Odell, presi- dent of the company, who was formerly Governor of New York, a gold-mounted ebony cane and F. S. Berry, general manager of the company, a gold-mounted pipe. Winona Interurban Railway. — Cars were operated on Sun- day on the Winona & Warsaw Railway, Winona Lake, Ind., for the first time in the history of the company, on Jan. 2, 1910. The change in policy of the company followed the lease of the property on Jan. 1, 1910, to the Winona Inter- urban Railway. Lowell & Fitchburg Street Railway Seeks Freight Rights in Ayer. — The Lowell & Fitchburg Street Railway, Ayer, Mass., has petitioned the Selectmen of Ayer for permis- sion to transport, as common carriers, newspapers, bag- gage, express matter and freight upon all parts of its line in Ayer, and a hearing has been ordered for Jan. 17, 1910. Freight and Passenger Departments of Ohio Electric Railway Consolidated. — The freight and passenger depart- ments of the Ohio Electric Railway have been combined, and W. S. Whitney, whose appointment as general freight and passenger agent of the company is noted elsewhere in this issue, has appointed district passenger agents, district freight agents also. Increase in Service Ordered on New York City Lines. — The Public Service Commission of the First District of New York has ordered the Metropolitan Street Railway, New York, N. Y., to increase the service on its 116th Street crosstown line by providing a sufficient number of cars to b»e run past a given point to furnish as many seats as there are passengers in each quarter of an hour. The point at which the commission will make observations will be at 116th Street and Seventh Avenue. Conference on Rules for Indiana Interurban Railways. — The Railroad Commission of Indiana has called a conference with a committee of interurban managers to be held in the State Capitol at Indianapolis on Jan. 18, 1910, at which amendments to the code of interurban rules adopted in 1908 will be considered. The committee of managers, which consists of H. A. Nicholl, Indiana Union Traction Com- pany; C. D. Emmons, Ft. Wayne & Wabash Valley Traction Company; G. K. Jeffries, Terre Haute, Indianapolis & East- ern Traction Company, and F. M. Durbin, Evansville & Southern Indiana Traction Company, will present a report recommending some changes in the rules which will be con- sidered and acted upon by the commission. City Limits Extended in Tacoma to Frustrate Fare In- crease.— Suburbs of Tacoma, Wash., aggregating 105 square miles voted on Jan. 9, 1910, for annexation to Tacoma, giving that city an area of nearly 150 square miles. In December, 1909, 6 square miles between Tacoma and Fern Hill were similarly annexed. It is expected that Milton, Puyallup and Steilacoom will vote for annexation before March. The suburbs thus annexed have 25,000 population, increasing Tacoma's population to 150,000. The street railways in Tacoma operate under a franchise requiring 5-cent fares within the city limits, but in October, 1909, the Puget Sound Electric Railway increased the fare on its lines out- side the city to 2 cents per mile. This action started a movement for annexation of all territory to Milton, 6 miles east; Puyallup, 9 miles southeast; Spanaway, 11 miles south, and Steilacoom, 11 miles southwest, in the. hope of obtaining low fares to these suburbs when made part of Tacoma. The company has taken the matter into the Federal Court. January 15, 1910.] ELECTRIC RAILWAY JOURNAL 1 29 Policy Toward Employees in Boston. — William A. Ban- croft, president of the Boston (Mass.) Elevated Railway, made the following reference to the employees in the re- port of th'e company reviewed in the Electric Railway Journal of Jan. 8, 1910, page 85: "The company has continued its liberal policy toward its employees in respect to their wages, as well as in other matters. Compensation for learners during the year amounted to $24,917.92. There was paid during the year the sum of $25,078.93 as a guaranteed minimum wage for new or extra men. There was also paid as increased com- pensation to long service men the sum of $71,346.40. There was paid in pensions, under the provisions recited in former reports, the sum of $12,225.92. There was also paid in 'satisfactory service' money, in sums of $15, $20 or $25 to each of the employees deemed worthy thereof, the sum of $53.8i5. The aggregate sum of increased payments to employees, under the provisions adopted six years ago. amounted during the year to $187,384.17. The provisions of two years ago raising the rate of wages increased this amount by about $130,359.36, making a total of about $3i/-743-53-" New Transfers in Worcester. — The Worcester (Mass.) Consolidated Street Railway has modified its transfer system by printing the date of issue and the time in larger char- acters so as to enable conductors to see readily if the trans- fer is being properly used. The new transfers were placed in use on Jan. 1, 1910. H. C. Page, general manager of the company, in a statement which he issued regarding the new transfers said: "The new transfer rule is not intended to de- prive the people of any of the rights that they have previ- ously enjoyed. Stated simply, the aim of this new transfer is to stop persons from obtaining a transfer on a transfer, and from using a transfer that is several days old. The transfer places absolutely no hardship on the traveler. .He can go just exactly as far as he could on the old transfer, and we are just as willing to give it. We issued in No- vember, 1909, 81.873 more transfers than we did in No- vember, 1908. This is double the increase in passengers carried- and shows that the transfers were used improperly. The conductors have been instructed to use discretion in the matter at all times. If a man forgets to ask for a transfer and he looks respectable, of course we will not deny him a transfer, and especially so until the people get used to" the new method. The conductors have all been instructed to explain the matter to the patrons in case they fail to under- stand." Bulletins to Portland (Ore.) Employees. — J. F. Roach, chief dispatcher of the Oregon Water Power Division of the Portland Railway, Light & Power Company, Portland, Ore., posts daily on the bulletin board of the company notices in which various subjects concerning the operation of in- terurban cars and the attitude of the employees of the com- pany toward the traveling public are considered. The result has been satisfactory in increasing the efficiency and en- thusiasm of the men. The following notice, dated Dec. 18, 1909, is reproduced as typical of the statements: "We some- times hear the expression, 'Anyone can run a car,' and in 'a sense this may be true. Experience, however, teaches us that this phrase is not -well founded. It is not every man who can operate a car and be able to say at the end of the day's work that the car is in as good condition as when it was taken from the shops, except for ordinary wear and 1 ear. You may be sure that the man who does this has not imposed upon, or has not abused the apparatus on the car in order to maintain his schedule throughout (lie day. The man who makes the best and safest time is the one who handles the equipment as it was intended to be handled. Motors ;trc constructed to give a certain efficiency. ... In other words, the equipment will perform its work- in proportion to the rate and manner in which it is used, the efficiency de- creasing as the abuse increases. You cannot give this mat- ter too much attention, and the subject is not as deep as is generally supposed. It is a plain, every-day matter, need- ing very little probing to get at the inn- inwardness of the thing. The use of the electric motor is coextensive with the growth of all cities, and it will fully repay any man to gain a full understanding of the ailments of motors, the consequences of their abuses, and how motors c.ni he handled to tin- best ad vantage." Personal Mention IV Mr. J. C. Thirlwall has been promoted to foreman of the Fresh Pond inspection shop of the Brooklyn (N. Y.) Rapid Transit Company. Mr. G. E. Miller has resigned as superintendent of the railway department of the Chattanooga Railway & Light Company, Chattanooga, Tenn. Mr. John J. Skinner has resigned as superintendent of the St. Joseph Valley Traction Company, Elkhart, Ind., to enter the insurance business at Peru. Mr. D. L. Beaulieu has resigned as superintendent and purchasing agent of the Northampton Traction Company, Easton, Pa., to accept a position as commercial representa- tive of a company with offices in Boston. Mr. G. K. Jeffries, superintendent of the Brazil and Dan- ville lines of the Terre Haute. Indianapolis & Eastern Trac- tion Company, with offices in Greenfield, Ind., has been appointed general superintendent of the company. Mr. William McDaniel has accepted a position with the Covington & Southwestern Railway, Kingman, Ind., which is under construction. Mr. McDaniel was formerly gen- eral superintendent of the Chattanooga (Tenn.) Railway. Mr. B. B. Bell, passenger agent of the divisions of the Ohio Electric Railway from Columbus to Zanesville and Columbus to Morgans, has had his jurisdiction in- creased by being made passenger and freight agent for these divisions. Mr. Bert Meredith has been appointed chief engineer of the power plant of the Mansfield Railway. Light & Power Company, Mansfield, Ohio, to succeed Mr. O. S. Newton, whose resignation was announced in the Electric Railway Journal of Jan. 8, 1910. Mr. W. S. Whitney, general passenger agent of the Ohio Electric Railway, with offices in Springfield, Ohio, has been appointed general freight agent of the company to succeed Mr. J. C. Forester, resigned. Mr. Whitney will retain the office of general passenger agent. Mr. Albert Koch, who has been ticket agent of the Ohio Electric Railway at Columbus, Ohio, for the last four years, has been appointed passenger and freight agent of the lines of the company between Dayton and Columbus, effective Jan. 10, 1910, with headquarters at Dayton. Mr. I. M. Burns has been appointed foreman of inspection of the elevated lines of the Brooklyn (N. Y.) Rapid Transit Company for the Eastern Division, succeeding Mr. E. Keller, whose appointment with the Westinghouse Electric & Man- ufacturing Company, Pittsburgh, Pa., was noted in the Electric Railway Journal of Jan. 8, 1910. Mr. Charles E. Hubbard retired as secretary, general man- ager and purchasing agent of the Farmington Street Rail- way, Hartford, Conn., following the recent absorption of the company by the New York, New Haven & Hartford Railroad in the interest of the Connecticut Company. Mr, Hubbard has not announced his plans for the future. Mr. A. D. McDonald has resigned as secretary and auditor of the Pacific Electric Railway, Los Angeles. Cak. to be- come auditor of the Southern Pacific Railroad with offices in San Francisco, Cak Before becoming connected with the Pacific Electric Railway Mr. McDonald was assistant to Air. C. B. Seger, auditor of the Southern Pacific Rail- road, who resigned recently to accept a position in Chicago, 111. Mr. M. J. Leary has been appointed general foreman in charge of maintenance of equipment of the New York State Railways, Rochester ( M. Y. ) Lines. Mr. Leary entered railway service with the Cleveland Electric Railway on July 23. l8<)4. in the Holmden Avenue shops, and re- mained with the company at that place until 1899, when he entered the operating departmenl in the capacity of road master. lie continued with tin- Cleveland Electric Railway as roadmaster until [90S, when he was appointed foreman in the mechanical department. Early in 1008, Mr. Leary accepted a position with the mechanical department of the Rochester (N. Y.) Railway under Mr. Tcrrcnce Seullin, master mechanic. On account of changes in organization due to the resignation of Mr, Seullin on Dee, 15, [000, Mr 13° ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. Leary has been advanced to general foreman in charge of maintenance of equipment. Mr. G. M. Cameron has been appointed master mechanic of the New York State Railways, Rochester (N. Y.) Lines, to succeed Mr. Terrence Scullin, whose appointment as master mechanic of the Cleveland (Ohio) Railway was noted in the Electric Railway Journal of Dec. 25, 1909. Mr. Cameron was graduated from the Ohio State Uni- versity of the class of 1904 with the degrees of mechanical and electrical engineer. Immediately after leaving college, he entered the service of the Jeffrey Manufacturing Com- pany, Columbus, Ohio, in the mine locomotive department, but resigned after a year's service with that company to accept a position with the Electric Controller & Supply Company, Cleveland, Ohio. He continued with the latter company until the beginning of 1906 when he was appointed draughtsman as applied to power plant and equipment de- sign with the Cleveland Electric Railway. Early in 1908, Mr. Cameron became chief draughtsman and engineer of build- ings of the Rochester Railway, in' which position he con- tinued until appointed master mechanic of the company. Mr. Frank W. Payne, whose appointment by Governor Marshall of Indiana to succeed Mr. Henry M. Dowling as a member of the Railroad Commission of Indiana, was noted in the Electric Railway Journal for Jan. 8, 1910, was born in Jeffersonville, Ind., on March 14, 1875, and was in the service of the Pittsburgh, Cincinnati, Chicago & St. Louis Railroad for 13 years preceding his appointment to the com- mission, eight years as a fireman and five years as a loco- motive engineer. Mr. Payne was appointed to the com- mission in accordances with a promise made by Governor Marshall during the campaign preceding his election that he would appoint a member of some railway brotherhood to the commission. He was endorsed by the Indiana lodge of the Brotherhood of Railway Trainmen, the Brotherhood of Locomotive Engineers, the Brotherhood of Locomotive Firemen and Enginemen and the general committee on ad- justment of the Brotherhood of Locomotive Engineers of the Pennsylvania Lines west of Pittsburgh. His appoint- ment completes the reorganization of the commission under the amended act of the Legislature. Mr. E. F. Schneider, whose appointment as general man- ager of the Cleveland, Southwestern & Columbus Railway. Cleveland, Ohio, to succeed Mr. C. N. Wilcoxon, was noted in the Electric Railway Journal of Jan. 1, 1910, has been interested in electric rail- way work for 15 years. His service with the Cleve- land, Southwestern & Co- lumbus Railway covers a period of 11 years, during 10 years of which he has acted as secretary of the company and in various other capacities. Mr. Schneider's business ex- perience also extends to commercial fields. He is well qualified by his inti- mate knowledge of the af- fairs of the Cleveland. Southwestern & Columbus Railway and the require- ments of the territory E. F. Schneider which the company serves for the position of general manager. The Cleveland. Southwestern & Columbus Railway comprises 220 miles of line over which 60 motor and 17 miscellaneous cars are operated. Mr. J. C. Forester, who resigned as general freight agent of the Ohio Electric Railway, Cincinnati, Ohio, on Dec. 31, 1909, expects to engage in the manufacturing business in Cincinnati. Mr. Forester entered railroad work in 1877 with the Port Huron & Lake Michigan Railroad, which has been succeeded by the Chicago & Grand Trunk Railroad, and in 1881 went with the Wabash Railroad at St. Louis. Subsequently he served with the Wisconsin Central Rail- road at Milwaukee and the Chicago, St. Paul, Minneapolis & Omaha Railroad at St. Paul. Returning to Milwaukee, Mr. Forester became chief clerk in the general freight office of the Milwaukee & Northern Railroad. On Dec. 1, 1886, he was appointed general freight agent of the Milwaukee & Northern Railroad and on Dec. 1, 1889, was appointed com- mercial agent of the Missouri-Pacific Railway at Atchison, Kan. One year later he was transferred to Kansas City by the Missouri-Pacific Railway and five years later was trans- ferred to Cincinnati by the company, which he served for 18 years in Atchison, Kansas City and Cincinnati. Mr. Forester retired from the Missouri-Pacific Railway on Feb. 29, 1908, and was almost immediately appointed to the position with the Ohio Electric Railway which he has just relinquished. Mr. Frederick H. Lincoln, who resigned as assistant general manager of the Philadelphia Rapid Transit Com- pany last month, as announced in the Electric Railway Journal for Dec. 25, 1909, has accepted the office of vice-president and general manager of the Pay- Within Car Company and will make his headquarters at the company's Phila- delphia office. Mr. Lin- coln, as is well known, is one of the co-inventors of the pay-within car and is not only well suited for this reason to direct the affairs of that company but understands from his. operating experience i n Philadelphia the advant- ages of this form of pre- payment car. Mr. Lin- coln is a native of Boston, Mass., where he was born F. H. Lincoln on May 28, 1867. His first work was in the machine shop of the Walworth Manufacturing Company, but in 1884 he entered the employ of the Thomson-Houston Elec- tric Company and from that period until March, 1891, he took an active part in the installation of many of the early electric lighting and railway systems on which that company was engaged. In 1891 he resigned from that company to become connected with the Toledo (Ohio) Consolidated Street Railway, with which he remained for about two years, when he entered the employ of the People's Traction Company, Philadelphia, Pa., as an inspector. This company at that time was changing from horse to electric power and in 1894 Mr. Lincoln was given full charge of all the company's power stations. At the time of the consolidation of all the surface roads in Philadel- phia in 1895 Mr. Lincoln was made superintendent of lines and cables, and in this capacity had entire charge of the re-designing and rebuilding of the company's elec- trical distribution system. He was also superintendent of the Willow Grove Park, owned and operated by the Philadelphia Rapid Transit Company. In August, 1905, he was made assistant general manager of the company and as such has had particular charge of the Market Street elevated and subway division as well as of the maintenance of equipment of the entire system. While the elevated and subway system was being planned, Mr. Lincoln was sent by the company on an extended trip to the principal' cities of Europe to study elevated and subway systems. Mr. Lincoln has always taken an active part in the work of the American Street & Interurban Railway Engineering Association and at the convention held in Denver last fall was elected president of the organization. He is also a member of the American Institute of Electrical Engineers. OBITUARY Henry L. Shippy, formerly treasurer, manager and direc- tor of the John A. Roebling's Sons Company, New York, N. Y., is dead. Mr. Shippy had been connected with the Roebling Company for 35 years. G. Hilton Scribner, who was president of the Central Park, North & East River Railroad, New York, N. Y., prior to its lease by the Metropolitan Street Railway in 1892, is dead. Mr. Scribner was president of the Street Railway Association of the State of New York in 1886-87 and Sec- retary of State of New York State in 1870-73. January 15, 1910.] ELECTRIC RAILWAY JOURNAL. Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS St. Louis, Springfield & Peoria Railroad, Champaign, 111. — Incorporated at Springfield in the interests of the McKinley syndicate. Capital stock, $5,000,000. Incorporators: George M. Mattis, W. P. Carnahan, Charles Zilly, R. E. Bramble and Charles E. Cox, all of Champaign. ♦Chicago, Bloomington & Peoria Railway, Chicago, 111. — Incorporated for the purpose of building an electric railway from Chicago to Bloomington and Peoria, passing through the Counties of Cook, Du Page, Will, Kendall, Grundy, La Salle, Livingston, Woodford, Tazewell, McLean and Peoria. Principal office, Chicago. Capital stock, $25,000. Incor- porators and first board of directors: Jerome J. Danforth, Charles S. Sollars, Averne A. Hyde and Frank M. Capp, all of Chicago, and Virginius L. Garnett, Highland Park, 111. *Motor Grand Traction Company, Belleville, Kan. — Chartered to build a railway, to be operated by gasoline or electricity, from Belleville via Concordia, Minneapolis, Salina, Canton and Newton to Wichita, a distance of 150 miles. It will extend through Republic, Cloud, Ottawa, Salina, McPherson, Harvey and Sedgwick Counties. Capital stock, $1,000,000. Headquarters, Belleville. Incorporators: E. S. Alnutt, E. N. Van Hosen, G. L. Litel and Roy S. Johnson, Belleville, and W. L. Hope, Fairbury. *Fostoria, Napoleon & Defiance Railway, Columbus, Ohio. — Incorporated in Ohio with a capital stock of $100,000 to build an electric railway through Seneca, Wood, Henry, Hancock and Defiance Counties. Incorporators: W. S. Reece, R. T. Betts, George Schrock, Charles Aten and Charles A. Bliss. *Renovo & Gleaston Street Railway, Harrisburg, Pa. — Incorporated at Harrisburg to construct an electric railway from Renovo to Gleaston, 5 miles. Office, Renovo. Capital stock, $30,000. Officers: R. V. Rogers, W. B. Reilly, Renovo; J. H. Crissman, and T. W. Gleason. Greenville, Spartanburg & Anderson Railway, Columbia, S. C. — Incorporated with an initial capital of $300,000, to build an electric railway from Belton through Williamson, Pelzer and Piedmont to Greenville and thence to Spartan- burg, 30 miles. The total length of the line will be 65 miles. Incorporators: J. B. Duke, B. N. Duke, Ellison Smyth, W. J. Thackston, H. J. Haynesworth and Lewis W. Parker. [E. R. J., Dec. 18, '09.] FRANCHISES Cceur d'Alene, Idaho. — The Common Council has granted a franchise to J. H. Hall and Herman J. Rossi, representing the Spokane, Wallace & Interstate Railway, for an electric railway through Cceur d'Alene along Independence Avenue to Government Way: thence north to connect with the Spokane International Railway into Spokane. [E. R. J., Jan. 30, '09.1 Greenfield, Ind. — Perry J. Freeman has applied to the Commissioners of Hancock County for a franchise for the Greenfield & Northern Railway, Greenfield, to construct an interurban railway from Greenfield north to Pendleton. [E. R. J., Dec. 25, '09.] Indianapolis, Ind. — The Capital Circuit Traction Company organized to connect the seven county seat towns and numerous intervening villages around Indianapolis by an in- terurban railway has asked for renewals of several of its franchises. [E. R. J., Dec. 18, '09.] *Sioux City, la. — C. A. Magee has applied to the City Council for a franchise for an electric railway he proposes to build from Sioux City to Parkston, S. D., via Sioux Falls, Freeman, Yankton, Centerville and Flk Point. An extension is also to be built from Freeman to I'icrrc. Boston, Mass. — The Railroad Commissioners have granted the petition of the Worcester & Northern Street Railway Company for an extension of 18 months in which to con- struct its proposed railway. Springfield, Mo. — The County Court has granted the Springfield Traction Company an extension of time until April 21 to complete the new line on Nichols Street. New York, N. Y. — The Public Service Commission of the First District on Jan. 8 adopted a resolution approving the franchise recently granted to the New York & Queens County Railway by the Board of Estimate for the operation of its cars from Jackson Avenue, Long Island City, over the Queensboro Bridge. New York, N. Y. — Application has been made to the- Board of Estimate by the Manhattan Bridge Three-Cent Line for a franchise to operate a street railway from Flat- bush Avenue and Fourth Avenue, Brooklyn, over the Man- hattan Bridge to Desbrosses Street and West Street, Man- hattan. [E. R. J., Jan. 8, '10.] ♦Lexington, N. C. — S. E. Williams and J. E. Foy are re- ported to have applied to the Board of Aldermen for an electric railway franchise. Portage, Pa. — The City Council has granted to the Johns- town & Gallitzin Railway, Johnstown, a six months' exten- sion of its franchise until July 1 in which to begin work on its proposed street railway through Portage. [E. R. J.,. Dec. 25, '09.] Towanda, Pa. — George R. Hill has asked the City Council for an extension of time of from 60 to 90 days on the fran- chise granted the Bradford County Traction Company in which to begin work on its line. [E. R. J., April 10, '09.] Wheeling, W. Va. — The County Commissioners have passed an ordinance granting a franchise to the Rapid Transit Railway to construct an electric railway through Ohio County. [E. R. J., Dec. 25, '09.] TRACK AND ROADWAY *Fort Smith, Van Buren & Interurban Light & Traction Company, Van Buren, Ark. — This company has been or- ganized for the purpose of building a line through Craw- ford, Franklin, Johnson, Madison, Boone and Searcy Coun- ties. T. A. Bailey, engineer, is said to have made a pre- liminary survey through Crawford County, and rights of way have been secured from Van Buren to Mulberry, Ark. Capital stock, $10,000. Officers: W. F. Keller, president; L. W. Burgett, vice-president; T. A. Bayley, secretary; S. A. Pernot, treasurer, and S. R. Chew, attorney. Chicago, Aurora & De Kalb Railroad, Aurora, 111. — This company expects to electrify 30 miles of track and for this purpose will purchase cross ties, rail braces,, tie plates, electrically driven gravel loaders. W. C. Cram„ Jr., general manager. Union Consolidated Elevated Railway, Chicago, 111. — A work order has been passed by the board of managers of this company authorizing the renewal of rails and ties on this 2-mile, double-track structure in the heart of the busi- ness district of Chicago. It is stated that the 30-ft. rails will be replaced by rails 60 ft. long. Some form of con- tinuous joint also will be used for the same purpose. Springfield & Jacksonville Electric Railway, Springfield, 111. — This company has awarded a contract to the J. H. McFarland Company for the construction of its proposed railway between Springfield and Jacksonville, 33 miles. Work on the railway will commence as soon as the weather will permit. John Melick, chief engineer. [E. R. J., Jan. 1, '10.] *Brookston, Ind. — Surveyors are locating a route for an interurban railway from Battle Ground to Reynolds by way of Brookston, a distance of 24 miles, in the interest, it is said, of the Ft. Wayne & Wabash Valley Traction Com- pany, which operates to Battle Ground. Fort Wayne & Toledo Electric Railway, Harlan, Ind.— This company announces that grading has begun 011 its 55- mile railway between Fort Wayne and Harlan, Ind.. Hick., ville, Farmer Bryan, Toledo and Montpelicr, Ohio. Pre liminary capital stock, $200,000. Bonds authorized, $18,000' per mile. Franchises from the various municipalities are being obtained as fast as possible. R. T. Bastress, Harlan, general manager. fE. R. J., Sept. 25, '00. 1 Cincinnati, Madison & Western Traction Company, Indianapolis, Ind. — J. E. Greenlcy, president, says that work on the line to connect Scottsburg and Madison will be be- 132 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3 gun on April 1, 1010. Subsidies of more than $100,000 have been voted and the preliminary survey has been made. [E. R. J., Nov. 20, '09.] Vincennes (Ind.) Electric Railway. — This company ad- vises that work will probably be started next spring on the projected 14-mile gasoline motor railway which is to con- nect Vincennes, Ind., Lawrenceville and Bridgeport, 111. Officers: R. V. Stinson, Mt. Vernon, president; J. D. Mad- ding, Bridgeport, 111., vice-president; J. D. Lacroix, Vin- cennes, secretary; Charles Breen, Lawrenceville, 111. [E. R. J., Dec, 11, '09.] Lawrence Railway & Light Company, Lawrence, Kan. — This company has recently placed in operation a section of its street railway in Lawrence. The entire line will be 9 miles in length, and will be partly single and partly double track. About one-half mile of track still remains to be completed. Track consists of 70-lb. T-rails and is laid with 6-in. x 8-in. x 8 ft. No. 1 white-oak ties at 2 ft. centers. The overhead installation consists of No. 00 trolley wire and No. 0000 feeders. All construction work was carried out by the Dwyer Construction Company, Lawrence. A reinforced concrete car house has been built to accommo- date the company's rolling stock which is made up of 7 open cars and 12 closed single-truck cars. Power to operate the line is secured from the local power plant which is owned by the company. Headquarters, Lawrence. Albert Emanuel. Dayton, Ohio, president. [E. R. J., April 17, '09.] Central Kansas Interurban Railway, Salina, Kan. — C. B. Kirtland writes that this company expects to begin work during the spring on its projected railway which will con- nect Newton, Canton, Roxbury, Gypsum City, Abilene and Salina. Gasoline motor cars will be operated. The com- pany has not yet been incorporated. Stock, authorized. $1,500,000. Officers: John C. Nicholson, Newton, presi- dent; J. C. Bruner, Abilene, secretary; C. B. Kirtland, Salina; O. Mooreshead, Newton, chief engineer. [E. R. J., Jan. 1, '10.] *Little Falls, Minn. — Henry Diebel, Long Prairie, is promoting an electric railway from Little Falls to Alex- andria by way of Long Prairie. Nebraska Traction & Power Company, Omaha, Neb. — During 1910 this company expects to build 3 miles of new track. William D. Crist, general manager. Easton & Washington Traction Company, Washington, N. J. — This company is said to have announced that ar- rangements are being made to continue its line from Port Murray, the present terminus, to Hackettstown, and thence to Lake Hopatcong, where it will connect with the Morris County Traction Company. Manhattan Bridge Three-Cent Line, New York, N. Y. — This company has filed an application with the Public Service Commission for a certificate of convenience and necessity for the construction and operation of a street rail- way from Flatbush Avenue and Fourth Avenue, Brooklyn, through the Flatbush Avenue extension, over the Manhat- tan Bridge and through Canal Street to the Hudson River. John C. Brackenridge, vice-president. [E. R. J., Jan. 8, '10.] Hendersonville Light & Power Company, Hendersonville, N. C. — C. H. Broward writes that work will be started in the spring on its 45/2-mile street railway. Contracts are not yet awarded. Capital stock, authorized, $125,000. Bonds, $100,- 000. Officers: R. M. Oates, Hendersonville, N. C, president; M. D. Peder, secretary; C. H. Broward, superintendent. [E. R. J., Oct. 23, '09.] Grand Forks (N. D.) Street Railway. — During 1910 this company will construct 3 miles of new track. T. D. Camp- bell, general manager. *Fostoria, Napoleon & Defiance Railway, Toledo, Ohio. — Charles A. Bliss and R. T. Betts, Toledo, two of the incor- porators of the company, state that McKeen gasoline motor cars will be used on the line, instead of electric cars. The right-of-way is now being secured. The company has just been incorporated to build a line through Seneca, Wood, Henry, Hancock and Defiance Counties. Muskingum & Morgan Railway, Light & Power Company, Zanesville, Ohio. — W. H. Pierpont writes that this company will begin construction work in the early spring on the line between Zanesville and Duncan Falls. A power plant will be erected at Duncan Falls. Capital stock, author- ized, $10,000. Officers: A. W. McDonald, Pittsburgh, Pa., president; John J. Adams, Columbus, vice-president; W. H. Pierpont, Zanesville, secretary; R. C. Burton, treasurer; F. C. Connas, chief engineer. [E. R. J., July 17, '09.] Erie, Cambridge, Union & Corry Railway, Erie, Pa. — This company has filed for record at Erie a mortgage in favor of the Carnegie Trust Company, New York, to secure an issue of $1,000,000 in bonds. The proceeds are to be used for completing the electric railway which is to connect Erie, Union City, Cambridge Springs, Corry and Titusville. *Franklin, Pa. — Emory C. Read is said to be preparing to begin work securing rights-of-way for a route for the pro- posed railway between Franklin and Ellwood City. A committee, consisting of C. E. Smith, Dr. S. G. Foster, P. D. Murphy and G. B. Woodburn, has charge of all preliminary matters in connection with the new line. Philadelphia & Suburban Elevated Railroad, Philadelphia, Pa. — The State Charter Board will give a hearing on March 1 on the application of this company for a charter for a line partly elevated and partly underground, including a subway on Broad Street. S. S. Neff, president. [E. R. J., Dec. 4, '09.] Franklin & Towamensing Street Railway, Slatington, Pa. — A. P. Berlin, writes that this company will begin con- struction work in the spring on the line to connect Slating- ton, Palmerton, Bowmans, Parryville, Weissport, Lehighton and Mauch Chunk, Pa., 10 miles. Officers: A. P. Berlin, Slatington, Pa., president; H. T. Craig, Lehigh Gap, Pa., secretary; John T. Semmel, treasurer. [E. R. J., April 25, *o8.] Waynesburg & Blacksville Street Railway, Waynesburg, Pa. — This company is said to have awarded a contract to W. A. Martin for the construction of that section of its street railway between Blacksville and Morgantown. The contract for the Mannington-Blacksville division has also been let. A power station will be erected at Blacksville. The main line will extend from the Pennsylvania-West Virginia State boundary to Waynesburg, 14 miles. The extensions to be built will total 50 miles. J. L. Johnson. [E. R. J., Nov. 6, '09.] *Regina, Sask. — J. D. McArthur, in conjunction with the Western Trust Company, Winnipeg, Man., is said to be considering the construction of a street railway in Regina. Corpus Christi & Interurban Railway, Corpus Christi, Tex. — An official writes that this company has nearly com- pleted its street railway in Corpus Christi and will place it in operation wnthin the next few weeks. It will be a belt line with a loop in the business section of the city and will be 5 1/3 miles long. Five miles of track has been laid and the rest is now being graded. The company is using a 60- 1b. T-rail and is installing span type of overhead construc- tion, with No. 00 grooved wire. About one-half of the overhead work has been completed. There will be only two grades of about 4 per cent each. All construction work is being done by the company. Power will be rented from the People's Light Company. V. S. Heinly, Corpus Christi, secretary and treasurer. [E. R. J., Dec. 4, '09.] *Galveston, Tex. — C. L. Hoges, Chicago, and' L. L. Mc- Sweeney, New York, are reported to have announced that they are in charge of the preliminary work of a projected electric railroad connecting the larger cities of Texas be- hind which is a syndicate representing $26,000,000 capital. They state that surveys providing for lines connecting Fort Worth and San Antonio, 250 miles; San Antonio and Hous- ton, 270 miles, and Houston and Dallas, 275 miles, have been made and construction will begin within 90 days on the Fort Worth and San Antonio line. Galveston-Houston Electric Railway, Galveston, Tex. — This company has filed for record a mortgage for $5,000,000 in favor of the City Trust Company, Boston, Mass., as trustee, to secure an issue of bonds. Of this amount $3,000,- 000 will be issued to cover the cost of the construction of the interurban railway between Galveston and Houston in accordance with the authority of the Railroad Commission of Texas. [E. R. J., Jan. 1, '10.] *Greenville, Tex. — Mayor Frank Nichols is said to be at the head of a plan to organize a company for the construe- January 15, 1910.] ELECTRIC RAILWAY JOURNAL. 133 don of an interurban railway from Greenville to Wolfe City. Extensions are also projected from Greenville to Piano and from Wolfe City to Qarksville. Mt. Adams Electric Railroad, White-Salmon, Wash. — H. S. Hall, chief engineer, writes that this company expects to begin construction about May J, iyio, on the proposed 60-mile line between White-Salmon and Glenwood, Wash. The company has not yet been incorporated. It is pro- posed to build a power plant on the White-Salmon River. Capita4 stock, authorized, $1,000,000. C. L. Colburn, White- Salmon, Wash., secretary. [E. R. J., Dec. 18, '09.] Bay Shore Street Railway, Green Bay, Wis. — This com- pany has almost completed its street railway which is to connect Green Bay, Preble, Bay Beach, Bay View Beach and Harbor View, a distance of 2 miles. It is stated that this company is affiliated with the Green Bay (Wis.) Trac- tion Company which operates a line from Duck Creek to Green Bay. Four cars will be operated over the new line. Power will be rented from the Green Bay Traction Com- pany. Capital stock, authorized, $30,000. Issued, $10,000. Officers: F. E. Murphy, president; W. B. Allen, vice-presi- dent; A. C. Neville, secretary; F. A. Rahr, treasurer and general manager; J. M. Carl, superintendent, all of Green Bay. [E. R. J., July 3, 'o9-j . SHOPS AND BUILDINGS Edmonton Radial Railway, Edmonton, Alta. — This com- pany will erect a new fireproof car house in Edmonton to be 250 ft. x 80 ft. The structure will accommodate 50 cars, and will contain six tracks. A machine shop and offices will also be provided for in the building. Dayton & Troy Electric Railway, Dayton, Ohio. — This company will erect a steel and brick office building at Tippecanoe City, 40 ft. x 100 ft. and two stories high. Steel has already been received. C. M. Paxton, general manager. Pittsburgh & Allegheny Valley Railway, Leechburg, Pa. — The car house of this company located in Leechburg was destroyed by fire on Jan. 1. The loss is said to be $30,000. No cars were burned. Philadelphia (Pa.) Rapid Transit Company. — This com- pany expects to erect a station at Front Street, Water Street and Market Street, to cost $30,000. A similar station will be built in the vicinity of Twelfth Street and Filbert Street. Pittsburgh & Butler Street Railway, Pittsburgh, Pa.— It is announced that contracts will be awarded by this company within the next few days for the erection of a freight depot. POWER HOUSES AND SUBSTATIONS Colorado Railway, Light & Power Company, Trinidad, Col. — This company expects to build during 1910 an exten- sion to its power house and will purchase turbo-generators and steam-generating equipment. H. N. Siegfried, general manager. New Orleans Railway & Light Company, New Orleans, La. — This company has awarded a contract to the Jefferson Construction Company, Perrin Building, New Orleans, for the erection of a substation and emergency house, 154. ft. 8 in. x 53 ft. 8 in. The substation is to be of fireproof con- struction and the emergency house of mill construction. Boston (Mass.) Elevated Railway. — The auxiliary power plant of this company, located on Harrison Avenue, Boston, was destroyed by fire on Jan. 3. The building was of brick construction and two stories high. The loss is said to have been about $^o,ooo. Nebraska Traction & Power Company, Omaha, Neb. — This company is considering the purchase of a rotary con- verter. W. D. Crist, general manager. New York & North Shore Traction Company, Roslyn, N. Y. — This company has filed plans for a power plant to be located on Albany Creek north of Broadway, Douglaston. The building will be 105 ft. x 79 ft. and one story high, and will cost about $90,000. This plant will furnish power for the line from Manhasset to Whitcstone. C. H. Clark, Roslyn, chief engineer. [E. R. J., Oct. 9, '09. 1 Grand Forks (N. D.) Street Railway. — This company ex- pects to purchase second-hand power-plant equipment com- plete with a capacity of 200 kw to 300 kw. Thos. D. Camp bell, general manager. Manufactures & Supplies ROLLING STOCK Denver (Colo.) City Tramway will have 35 new cars built during 1910. Public Service Railway, Newark, N. J., has ordered 100 pay-as-you-enter cars from the Cincinnati Car Company. Michigan United Railways, Lansing, Mich., is in the mar- ket for from 15 to 20 pay-as-you-enter cars for city service. Power, Transit & Light Company, Bakersfield, Cal., ex- pects to place an order within the next two weeks for some new cars. Petaluma & Santa Rosa Railway, Petaluma, Cal., expects (o order 12 to 20 M. C. B. trucks for 30-ton freight cars within the next two months. Missoula (Mont.) Street Railway has placed an order with' the American Car Company for three closed vestibule cars to be equipped with Brill No. 39-E trucks. Charleston Consolidated Railway, Gas & Electric Com- pany, Charleston, S. C, contemplates purchasing some GE-57 and 67 motors and Brill single and double trucks during 1910. New York & North Shore Traction Company, Mineola, N. Y., has placed an order with the Westinghouse Electric & Manufacturing Company for four 40-hp four-motor equip- ments, including control and wiring. Hud son & Manhattan Railroad, New York, N. Y., men- tioned in the Electric Railway Journal of Dec. 11, 1910, as being in the market for 30 all-steel passenger cars for tunnel service, has placed an order with the American Car & Foundry Company for 50 cars of this type. Oregon Electric Railway, Portland, Ore., mentioned in the Electric Railway Journal of Dec. 4, 1909, as con- templating the purchase of some cars, has placed an order with the Niles Car & Manufacturing Company, through W. S. Barstow & Company, New York, N. Y., for two ob- servation trail cars. The remaining cars to be bought will be ordered within the next few weeks. Third Avenue Railroad, New York, N. Y., which recently ordered 100 pay-as-you-enter cars from The J. G. Brill Com- pany, has divided the order for two-motor equipments for these cars between the Westinghouse Electric & Manufac- turing Company and the General Electric Company, each company obtaining 50, including the wiring and control, but not the brakes. These motors will be 70 hp each. TRADE NOTES Northern Engineering Works, Detroit, Mich., have pur- chased land adjoining their works on which to extend their crane plant. F. H. Niles Car Company, Chicago, 111., has increased its capital stock from $50,000 to $500,000 and changed its name to the Blue Island Rolling Mill & Car Company. Jcnes Change Register Company, New York, N. Y., has the Jones duplex check gate in operation at both ends of a car of the Ocean Electric Railway, Far Rockaway, N. Y. Carborundum Company, Niagara Falls, N. Y., will open an office in New York City at 26 West Broadway about the middle of January, to carry a full line of the company's products. Stone & Webster, Boston, Mass., announce that the New York office of the company will soon be located in the Han- over National Bank Building on Nassau Street, where a Silite of offices is being fitted up. W. H. Zimmerman, First National Bank Building, Chi- cago, 111., announces the incorporation of the W. II. Zim- merman Company to do general engineering, with offices in Chicago and a branch in Lansing. Mich. Paul J. MacCutcheon has resigned as manager of the New York office of the M. B. Foster Electric Company, electrical engineers and contractors of New York and Boston. Mr. MacCutcheon has not yel announced his plans for the future. Bruce Macbeth Engineering Company, Cleveland, Ohio, has opened a branch office at 1020 Drexel Building, Phila- delphia, Pa., in charce i f M. E, Jackson. The company 134 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 3. builds gas engines in units up to 300 hp, and has equipped more than 500 plants. George T. Steele has been appointed receiver of the Indiana Engineering Company, Indianapolis, Ind., on ap- plication of George Stewart, who alleges the company is insolvent. H. T. Wilkerson is president of the company, and H. E. Gaddis, secretary. Allis-Chalmers Company, Milwaukee, Wis., has received an order from the Southwest Missouri Railroad, Webb City, Mo., for four two-motor, double-end car equipments and two four-motor, double-end equipments, including con- trollers. The motors are of a new interpole type. Kinsman Block System Company, New York, N. Y., re- ports that throughout the heavy blizzard of Christmas week its block signal installation for the Public Service Railway gave perfect service. This installation was described in the Electric Railway Journal of Dec. 18, 1909, pages 1239 and 1240. Idealo Company, Philadelphia, Pa., has recently placed on the market a new preparation called Idealo car cleaner, which, it is claimed, contains no alkali, acid, grit or water, but is a perfect and lasting emulsion. It is said to produce a fine finish and luster on the varnish and a small quantity will cover a large surface. John Watts, of the Canadian General Electric Company, Toronto, Ont., had charge of the rehabilitation of the elec- trical equipment of the Lac Du Bonnet water-power plant of ths Winnipeg (Man.) Electric Railway after the recent acci- dent, and not G. W. Watts, as stated in the Electric Rail- way Journal of Dec. 25, 1909, page 1275. O. M. Edwards Company, Syracuse, N. Y., received an order for its window fixtures 13-OD1 for use on the 50 new cars ordered from The J. G. Brill Company by the Chicago City Railway and the 33 cars being built by the Cincinnati Car Company for the Louisville Railway. Window design, 7-D1, and Edwards trap doors will be used on 30 suburban steel cars now under construction at the plant of the Pull- man Car Company for use by the Pennsylvania Railroad. Watson-Stillman Company, New York, N. Y., has made several additions to its sales department to handle the in- creasing business in hydraulic tools and turbine pumps. Edwin Stillman has entered the sales department, and is assisting in taking care of customers in New York State, while all southern railroad business is now in charge of Frank C. Clark. The company's representative in the Orient is F. W. Horn, the well-known machinery im- porter of Yokohama, Japan. Ackley Brake Company, New York, N. Y., announces the appointment of John C. Raymond as secretary and manager of the New York office in the Hudson Terminal Building. Mr. Raymond was for some years connected with H. A. Clark, of Middletown, Pa., who was at that time acting as eastern agent for the National Brake Company. Later he was in charge of the order department of the Middletown Car Works at Middletown, Pa., and for the past year he has represented the National Brake Company in the West and in Mexico. Brill & Gardner, Chicago, 111., is a new partnership be- tween George M. Brill and Horace C. Gardner for the con- tinuation of the engineering and architectural practice con- ducted in the past by Mr. Brill. Mr. Brill has been engaged in constructive engineering work for many years, and for 12 years has specialized in the design of complete manufac- turing and power plants. Through his position as manager of the construction and mechanical departments of Swift & Company Mr. Gardner has had active experience in the wide range of construction and engineering matters for 20 years, including all that pertains to packing-houses, industrial plants, cold storage, ice-making and refrigeration and the building and maintenance of railway equipment. The offices of Brill & Gardner will be located at 1134 Marquette Build- ing, Chicago, 111. National Brake Company, Buffalo, N. Y., announces that it' has made certain changes in its organization due to the arrangement made with G. S. Ackley, the former president of this company, as mentioned in the Electric Railway Journal of Jan. 8. While Mr. Ackley will sell the Ack- ley adjustable and Peacock brakes in foreign coun- tries through his own company, the National Brake Company will still own and retain for itself all the patents on these in the United States, Canada, Mexico and the Hawaiian Islands. The officers of the National Brake Company as now organized are as follows: President and manager, Frank D. Miller; vice-president, E. B. Stone; second vice-president, B. W. Lewis; treasurer, O. S. Mills; secretary, W. D. Brewster. The only change in the per- sonnel is the return of O. S. Mills to the office of treasurer,, which position he held with the National Brake Company at the time of its organization. The National Brake Com- pany states that the new arrangements will enable it to give better and closer attention to the requirements of its customers in this country, and that the little change there has been in the personnel of the company will in no way affect its general policy. Mr. Miller, who is well known in the street railway field, will assume active management of the company and will see to it that the company's custom- ers receive the same consideration and courteous treatment as in the past. ADVERTISING LITERATURE Frank Ridlon Company, Boston, Mass., has issued its January list of second-hand electrical machinery. Poole Brothers, Chicago, 111., printers of railway tickets and timetables, are sending out a large wall calendar for 1910. Vulcan Steam Shovel Company, Toledo, Ohio, is dis- tributing a 1910 calendar calling attention to Vulcan power shovels. Albert & J. M. Anderson Manufacturing Company, Bos- ton, Mass., is distributing two folders describing improved porcelain strain insulators and Anderson trolley wire ears. H. B. Underwood & Company, Philadelphia, Pa., is dis- tributing large calendars for 1910 on which are advertised the company's line of portable tools for railway repair shops. Allgemeine Elektricitats-Gesellschaft, Berlin, Germany, has issued three publications in German as follows: Flaming arc lamps; single and polyphase turbo-generators, and tur- bine-driven power-plant auxiliaries. Hurley Track-Laying Machine Company, Chicago, 111., is distributing a folder which refers to a record-breaking performance of one of its track-laying machines on the Manistee & North-Eastern Railroad. Lord Electric Company, New York, N. Y., has prepared advertising leaflets descriptive of Heany arc lamps, M. V. G. cell lightning arresters for a.c. circuits, the Bradshaw car skid and also of two Westinghouse air compressors which it has for sale. Engineering Department of the National Electric Lamp Association, Cleveland, Ohio, has issued Bulletins Nos. 6 F and 6 G, in which are described and illustrated, respectively, the tungsten 250-watt multiple lamp for 100-125 volts andi the tungsten street series lamps. Bulletin No. 6 G supersedes Bulletin No. 6 A. Brown Hoisting Machinery Company, Cleveland, Ohio, has published a handsomely illustrated catalogue describing the application and manifold uses of Ferroinclave, a corru- gated sheet-steel reinforcement for concrete roofs, floors,, walls, bridges, tanks and other structures. Trussed Concrete Steel Company, Detroit, Mich., has printed in pamphlet form a report of a fire, load and water test made upon reinforced concrete floor arches at the Co- lumbia University fire testing station, New York, N. Y., by Prof. Ira H. Woolson in co-operation with the City Building Bureaus. The Detroit company's "Rib Metal" and "Hy-Rib" were used as reinforcement in these experi- ments and developed a high carrying capacity. Western Electric Company, New York, N. Y., has issued Bulletin No. 1105 in which is described in detail the com- pany's intercommunicating telephone systems. The bulle- tin contains 40 pages of descriptive matter, showing the dif- ferent combinations of systems in which the new Western Electric metal intercommunicating telephones may be used. It also contains the wiring diagrams necessary for the in- stallations of these systems. This company has also issued two folders describing the application of the Gill selector for telephone train dispatching and the use of telephones in railway terminals. Electric Railway Journal A CONSOLIDATION OP Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, JANUARY 22, 1910 No. 4 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGraw, President. J. M. Wakeman, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of dale of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1910, by McGraw Publishing Company. F.ntered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NTEW YORK. SATURDAY, JANUARY 22, 1910 CONTENTS. Indiana Code of Interurban Rules Amended 135 Employees as Stockholders 135 Improvements in Single-Phase Motors 136 Training Men for Transportation Positions 136 Minneapolis Low-Fare Ordinance Nullified 137 Important New Work of the Illinois Traction System 138 Improvements in Pay-Within Cars in Philadelphia 144 Occluded Gases in Coal 145 Government Report on Transportation of United States Mail 145 Annual Convention of Northwestern Cedarmen's Association 146 Chicago Traction Hiscussed by Western Society of Engineers 147 Report of Public Service Commission of New York, Second District.. 148 Ties and Poles Consumed by Electric Railways in 1908 149 Car House in England Used for Political Meeting 151 Producer-Gas Power Plants in the United States [51 Report on Transportation Matters in Boston 151 Pay-As- You-Entcr Results on Chicago Uty Railway 15.- Space Economy of the Single-Phase Motor 15; Form of Car II -ating Order in New York 153 The Chemist and the Power Plant 153 Hearing by Massachusetts Railroad Commission on Hamilton Fares.. 153 "Public Be Pleased" Advertisement of Hudson Tunnels 154 Chicago Electrical Show 15 \ Testimony in Valuation of Brooklyn Rapid Transit System 156 Indiana Code of Interurban Rules Amended 1 5'' Messages of Governors 157 Program for Midyear Meeting of American Association 157 Convention of Wood Preservers' Association 158 Sleet Cutter, Wheel and Harp 15H Cab Signal System Accepted in Toronto i'sH Electric Motor Truck for Detroit United Railway 159 Kdison Nickel-Iron Storage Battery 150 Catenary with Feeder! for Messengers 100 Tooth for Ice Plow ' ifio News of Electric Railways ifii Financial and Corporate 104 Traffic and Transportation rod Personal Mention ,oH Construction News 170 Manufactures and Supplies i7J Indiana Rules Amended At a conference called by the Railroad Commission of In- diana on Tuesday of this week the Indiana code of interurban rules was amended to make it conform, with a few minor ex- ceptions, to the standard code adopted by the American Street & Interurban Railway Association. The changes made are, in general, modifications in wording designed to make the mean- ing of rules clear without modifying the practice in any essen- tial particular. The revision of Rules 107 and 162 of the In- diana code is intended simply to cover additional situations not specifically referred to in the old rules. This endorsement of the standard code is most encouraging, and establishes a safe precedent for other State commissions. It will be of great assistance to the industry, as well as conducive to safe operation, to have a recognized standard of interurban rules, and the action of the Indiana commission is a step toward this end. Employees as Stockholders It is to the interest of every railway property to have its employees enthusiastic for the advancement of their road. We have in the past called attention to many methods for increas- ing the esprit dc corps. These have included "heart to heart" talks, orally or through the medium of attractive bulletins, the award of premiums for good service and the older and more generally followed practice of advancement from the ranks. Still another method is being used by the Fort Wayne & Springfield Railway. This company hires no trainmen unless they will purchase one share of the stock of the company and subscribe for five additional shares. Some of the motormen and conductors hold as many as 30 shares of the company's stock, and every motorman and conductor and every employee who occupies a responsible position is a stockholder. One ad- vantage claimed for this plan is that besides interesting the men in the efficient operation of the company, it confines the service to those who are thrifty. It may occasionally exclude a good man, but the number thus kept out is undoubtedly small and the disadvantage is more than counterbalanced by the fact that shiftless men are not taken on, and a shiftless man is apt to be a careless one. It has also been found thai the purchase of the first share of stock almost always instills a desire for the employee to increase his holdings in the com- pany. The prime reason why this means fur stimulating loyalty is successful is because each man, as the owner of some slock in the corporation, feels that he is working for his own interest and advancement as well as for that of the company. The management of the Fort Wayne & Springfield Railway, winch has followed this plan of requiring its employees to be stock- holders ever since the road first was opened, commends the scheme very highly, and emphasizes its commendation with the statement thai no accidents have happened thai could be attrib- uted io the negligence of the men. 136 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. The Improvement of the Single-Phase Railway Motor The paper read before the American Institute of Electrical Engineers by Prof. W. S. Franklin and S. S. Seyfert is interest- ing to the designer of railway motors not only because it dis- cusses some possibilities of very material improvement from the spacial standpoint of single-phase motors, but also because of the novel suggestions made to accomplish this result. As the paper in question does not raise directly the rancorous question of alternating current versus direct current operation, we shall gladly let the question alone here, noting only that Prof. Franklin's comment on the existing electrical equipment of the New York, New Haven & Hartford Railroad is very pertinent as coming from an expert and one who has taken no part in the controversy that accompanied the equipment of that road. Prof. Franklin's judgment is that the equipment as it stands meets all the conditions specified by the railroad company, and also that the equipment is somewhat too light, the tractive effort at starting being less than is desirable. This opinion harmon- izes with that derived from other examinations of the equip- ment. Coming now to the motor itself, it is difficult to speak with assurance of its possible performance because of its radical differences from standard design.' The inherent characteristics of the alternating current series motor, from the very nature of its current supply, are such that one must .be content with a moderate frequency and must go to very careful construction in order to get good output. The armature of such a machine must be relatively very powerful ; special forms of commutating devices must be used to prevent sparking, and the winding de- sign must be very carefully worked out on account of the neces- sity for a very powerful armature. The first step taken by Prof. Franklin to meet these conditions and to economize space between the wheels is to turn the motor inside out — that is, to build it with a stationary armature and an internal revolving field. Viewed from an electrical standpoint, this is certainly the logical arrangement for a machine of which the armature is to be altogether predominant in the electro-magnetic design. His sec- ond step is to remove the commutator, now stationary, together with the high-resistance leads or induction coils, or other anti- sparking devices, from its customary position on the motor and to place it where it can be gotten at more readily, for instance above the motor, revolving the brushes at the necessary speed by means of simple gearing. This step certainly saves a great deal of valuable axle space and permits it to be taken up by the armature and field rather than by their accessories. It also allows the brushes on the commutator to be placed where they can be very readily inspected, an advantage not lightly to be cast aside, even though obtained at the risk of a somewhat compli- cated brush connection. As an example of what can be done by this construction, Prof. Franklin gives figures on single-phase motors of the ordi- nary and of its modified design, each being limited to 30 in. ex- ternal diameter and to a speed approximately 550 r.p.m. at the full load, the same length of iron and general characteristics of design being used. The results obtained by three independent computors give a gain of nearly 20 per cent for the new design owing to the better arrangement of the material. The new type is slightly heavier than the old, but the weight of the active material per horse-power is slightly less. The efficiency re- mains about the same, and the power factor is several per cent in favor of the external armature. A design is also given show- ing the characteristics of a new construction for a 500-hp ma- chine of 50 in. outside diameter and a total motor length of just over 39 in. In the discussion, considerable doubt developed as to the suc- cess of the external commutator in practical service. It seems also that the design would cost for ordinary voltage and speeds considerably more than the ordinary arrangement. But these points could be determined only by actual construction and use. Training Men for Electric Railway Work The appointment last week by the executive committee of the Engineering Association of a committee to investigate and report upon the subject of educating engineering apprentices brings three propositions now before electric railway com- panies for instructing men in electric railway work. The pur- pose of each plan is different. Two aim to take what might be called raw recruits and by an intelligent and systematic method under competent instruction to train them to take responsible positions, in one case in the transportation de- partment and in the other case in the engineering department. The third plan proposed is for the improvement of men already in the employ of the railway companies. The first and third plans were those proposed by the committee on education of the main association, and the second plan, or that on the training of engineering apprentices, will be taken up by the new committee appointed to consider the subject by the Engineering Association. As the provinces of the three methods are entirely unlike, they do not clash in any particu- lar. In fact, there is no reason why any company could not, with profit, carry on all three at the same time. It seems to us that there are two underlying principles which must be accepted before progress is made in any one- of these proposed plans. The first is that it is just as important to have men of ability and expert knowledge in each of the dif- ferent departments of an electric railway company to conduct its affairs as it is to have sufficient capital to maintairt the physical property and to extend its lines. This being admitted, it seems most logical that the desired results can be obtained much more satisfactorily if undertaken along some systematic plan. The second proposition is that to be of material benefit to the industry at large, this work should be carried on by a considerable number of companies. Otherwise, individual com- panies, by what might be called predatory tactics, could reap a considerable amount of the benefit of work undertaken by others, and unless the source of supply was constantly being replenished, the industry as a whole would suffer. We do not mean to say that the requisite amount of experi- ence cannot be secured through the hard knocks of actual ex- perience. This has been the method followed up to the present time, and by a process of the selection of the fittest, capable men have been advanced and are occupying responsible posi- tions with marked ability. There is no reason, however, to believe that this is the most efficient way of accomplishing the desired result, or that in the training of men for electric rail- way positions advantage cannot be gained from experience in other lines of industry. Large steam railroad companies and manufacturing companies have found it to their advantage both to offer incentives in the way of learning the business to young men and to instruct those already in their employ, and as there are ever-increasing demands in the electric railway in- dustry for men of intelligence, as much incentive, both finan- January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 137 cial and in future opportunity, must be afforded in it as in the other vocations if the best kind of men who are now choosing their vocations are to be attracted to the service of the electric railway companies. Minneapolis Low-Fare Ordinance Nullified The binding force of a contract between a street railway company and a municipality is defined clearly in the decision of the United States Supreme Court in the Minneapolis case, published in last week's issue. The City Council of Minneapolis passed an ordinance on Feb. 9, 1907, which, if upheld, would have obliged the Minneapolis Street Railway Company to sell six tickets for 25 cents on its Minneapolis lines. On Jan. 3, 1910, the United States Supreme Court, in an opinion delivered by Justice Day, approved the action of the United Circuit Court for the District of Minnesota in enjoining the city from en- forcing the ordinance. The Supreme Court based its decision on the ground that the measure impaired the obligation of an existing contract. While the history of the low-fare movement in Minneapolis and the litigation arising therefrom are familiar to many who are in close touch with street railways, the final decision of the United States Supreme Court emphasizes a number of points which have a direct bearing on the conditions that confront the industry in other cities and it therefore merits careful at- tention. The plea upon which the Minneapolis Street Railway secured the injunction preventing the city of Minneapolis from enforc- ing the low-fare ordinance was that this measure violated the terms of a previous contract passed by the City Council on July 9, 1875, and ratified by an act of the Legislature of Minnesota on March 4, 1879. This contract gave the company the right for 50 years to charge a fare not exceeding 5 cents for each person carried on any continuous line which might be designated by the City Council or the city, such continuous line, however,, not to ex- ceed 3 miles in length. The contention of the company was that this contract was irrepealable. The position of the repre- sentatives of the city was first, a denial of the existence of this contract. They held that the Minneapolis Street Railway Com- pany was organized under such a section of the laws of Minne- sota that its charter and consequently corporate life expired 30 years from the date of incorporation, that is, on July 1, 1903. The company contended that it had been organized under another section of the law for a term of 50 years. Considering the contending arguments on this point, the Supreme Court found that no proceedings have been instituted to inquire into the corporate existence of the company since the end of the 30-year period; that various ordinances have been passed by the city of Minneapolis since July 1, 1903, and thai the corporation has continued to act since the expiration of that period. The court therefore held on this point that the company un- dertook to organize for 50 years, had continued to act and was so acting at the time of the passage of the ordinance attempting to prescribe a low rate of fare. Disposing in this manner of this aspect of the city's case, the court then examined tin- original ordinance and the ratifying act of the Legislature to ascertain whether they constituted a binding contract between the city and the street railway for 50 years. The ordinance granted the exclusive right and privilege to (he company to con struct and operate a passenger railway line. In considering the undeniable obligation which this ordinance imposed upon the city for the full term of 50 years, the Supreme Court takes occasion to emphasize the fact that "contracts of this character are protected by the Federal Constitution from impairment by subsequent State legislation." This bears directly upon the controversy involved in the case under consideration. From its careful conclusions regarding the nature of a con- tract in so far as the city is concerned the Supreme Court, however, evidently felt that its duty was to suggest as a corollary another aspect of a contract. It must be borne in mind, the court said, "that public grants of this character are not to be extended by implication and that all that is granted must be found in the plain terms of the act." The decision did not refer in detail to the cases which established this funda- mental point, but added that the principle had been announced so frequently and recently in the court that citation was un- necessary. To emphasize again its position on these points the court reiterated that "statutes and ordinances of this character are not to be extended by construction, nor should they be de- prived of their meaning if it is plainly and clearly expressed." Later in the decision the court added that language could scarcely be plainer than that in the 1875 ordinance. Taking up another point in the array of arguments advanced by the city against the company, the court discussed the con- tention that the rights granted in 1875 were lost by virtue of the acceptance of an ordinance passed on Sept. 19, 1890, authorizing the company to change from horse to electric operation. The city contended that by this 1890 ordinance, it acquired the right to regulate future rates of fare to an extent unlimited except by constitutional inhibitions against confiscatory legis- lation. The ordinance of 1875 provided for the use of either animal or pneumatic power for the operation of the cars and prohibited steam cars. But it also stipulated that no propelling power should be continued in use if it should prove to be a public nuisance ; and the court held that while the use of elec- tric power as a means for operation was not specifically in contemplation at the time of the passage of the 1875 ordinance, this language indicated that those who agreed upon the condi- tions of the contract had in mind the probability of progress in the art. One section of the 1890 ordinance provided that the company should be subject to the conditions of the 1875 ordinance as amended and in force and any other ordinance of the city in force or "hereafter adopted so far as applicable." It was the contention of the city that this clause made the company sub- ject to regulation as to fares. The court held, however, that if it had been intended to change the rate of fare fixed in the 1875 ordinance, it would seem clear that new negotiations would have been opened concerning it and that some definite measure would have been adopted if desirable. The ordinances of 1890, however, did not attempt to repeal the earlier measure, but on the contrary referred to this act as in force. The 1800 measure provided for transfers, but the court added that it did not un- derstand thai the acceptance of this regulation had the effect of abrogating the requirement for the fare of 5 cents for a con- tinuous passage. The decision of the court therefore reaffirms the contract under which the company operates. It serves to strengthen in every way the position of the company during the life of this measure. 1 38 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. IMPORTANT NEW WORK OF THE ILLINOIS TRACTION SYSTEM The construction program of the Illinois Traction System in 1909 included work of considerable general interest. Most of it was completed by the end of the year according to the plans announced in the Electric Railway Journal for April 3 and April 17, 1909. The principal additions and improvements in- cluded the construction of a large bridge over the Mississippi River at St. Louis, the development of a terminal in the heart of St. Louis, the re-equipment of nearly 100 miles of single-phase railroad for operation with standard d.c. apparatus, the con- struction and purchase of many new cars, expansion of the repair shop plant and the design and foundation work for a 28,000-hp generating station. Good progress was made on the con- struction of the Mississippi River bridge, but this, of course, is too large an undertaking to be completed in one year. The present article in- cludes a descrip- tion of the large terminal work at St. Louis: de- scribes the princi- pal features of the new generating station for the southern division of the road : pre- sents the interest- ing details in con- nection with the a.c.-d.c. c h a n g e, and gives accounts b>««i*> Ry. journal of a number of Illinois Traction System — Map of St. novel operating Louis and Vicinity, Showing Loca- features which tion of McKinley Bridge and , , , New Terminal nave been devel- oped. Acknowledgment for assistance in the preparation of this article is made to H. E. Chubbuck, general manager; C. F. Handshy, general superintendent of interurban lines, and H. C. Patterson, electrical and mechanical engineer of the Illinois Traction System. EXTENT OF THE SYSTEM The Illinois Traction System and the Chicago, Ottawa & Peoria Railway are owned by the "McKinley Syndicate," and include about 550 miles of interurban track, exclusive of run- ning rights over the street tracks of many small city lines owned by the same interests. Reference to a map of the State of Illinois will show that the McKinley interurban lines closely follow a direct line between St. Louis and Chicago. There is a gap of about 15 miles in the electric route at the northern end between Morris and Joliet, and an incomplete section about 40 miles long between Mackinaw Junction and Streator. The preliminary engineering work on these two open sections is now completed and construction work soon will close the gaps, making possible through electric service from Chicago to St Louis. At the present time the schedules of the Illinois Traction System offer continuous rides between East St. Louis and Peoria, 172 miles, and East St. Louis and Danville, 227 miles. Extending as it does diagonally across that part of the State of Illinois richest in mining and agriculture and serving the center of the State with duplicate north-to-south routes 60 miles long, this railway system has possibilities for developing traffic suffi- cient to warrant the expenditure of large sums for terminals. For this reason and because of the fine future for suburban de- velopment in the territory within 20 miles of St. Louis, the McKinley interests undertook the construction of a bridge across the Mississippi River which would afford a high-speed entrance into the traffic center of St. Louis. With the work under way and proposed, the St. Louis terminal project will require the ex- penditure of $6,500,000. A map of the route in and near St. Louis is presented. ST. LOUIS TERMINAL Briefly, the principal features of the St. Louis terminal project include the construction of 2.5 miles of double-track line on private right-of-way leading from a point on the present system in Granite City, 111., south to the Mississippi River; the erection of a bridge across the Mississippi River which with its ap- proaches will be nearly two miles long; the development of a large freight terminal at the St. Louis end of the bridge ; the con- struction of a double-track line on 2.5 miles of streets in St. Louis, and the erection of terminal buildings in the commercial center of that city. The increased load occasioned by the St. Louis terminal lines over which 30 local suburban cars will be operated, and the need of power on the southern division of the Illinois Traction System, required the construction of a large power plant near St. Louis. The foundations for this plant, which will have an ultimate capacity of 28,000 hp, have been completed and a large part of the structure and apparatus is under contract. At the close of the year the connecting tracks in Illinois, one main span of the Mississippi River bridge, 850 ft. of the structural steel work on the Missouri side and five miles of single track in St. Louis had been completed. MCKINLEY BRIDGE The large bridge over the Mississippi River, which forms the most important link in the St. Louis terminal project of the Illinois Traction System, is designed to have a normal carrying capacity of 10,000 lb. per lineal foot of track and 3000 lb. per lineal foot of driveway. The steel structure includes three river spans, 521, 523 and 521 ft. in length, respectively, two shore spans each 250 ft. long and three shoe spans each 150 ft. long. Structural steel elevated approaches will afford a con- necting grade of 1.75 per cent at each end of the bridge. The approach structure on the Missouri side passes over the freight terminal property of 24 acres owned by the traction system, over several steam railroad tracks and St. Louis streets to connect with the street grade 2700 ft. from the west end of the bridge. The steel section of the Illinois side approach is 500 ft. long. The three river spans of the main bridge are riveted, inclined top chord, through Pratt trusses ; the five spans over the shallower part of the river near the ■ shores are riveted deck trusses. ' The main bridge carries two railroad tracks through a center space 26 ft. 6 in. wide and 20 ft. high in the clear. Two roadways, each 14 ft. wide, are carried outside of the trusses on cantilever brackets at the ends of the through floor- beams. The total width of the bridge over all is 65 ft. and the clearance above high water is 50 ft. ; clearance above assumed low water is 84 ft., and the height of the river piers from bed- rock to capstones is 150 ft. The masonry of the four large river piers is red granite and Bedford limestone which is backed with concrete. The piers supporting the approach struc- tures on either side are concrete monoliths resting in reinforced concrete piles. All the timber in the floors of the bridge and the paving of the roadways was treated with creosote. The de- signs for this bridge, which is said to have a larger track-load carrying capacity than any structure spanning the Mississippi River, were prepared by Ralph Modjeska, consulting engineer, Chicago. It is expected that the bridge will be completed and ready for service early in the coming summer. . The steel work for the approaches is being furnished and erected by the Strobel Steel Construction Company. The steel work for the river spans was furnished by the Pennsylvania Steel Company and is being erected by the Missouri Valley Bridge & Iron Company. January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 139 TRACK WORK IN ST. LOUIS In St. Louis the interurban tracks leading off the west ap- proach of the bridge extend partly on private right-of-way, but mostly in city streets to a terminal loop at Twelfth Street one block north of Washington Street. This location is about two blocks from the Jefferson Hotel and close to the business cen- ter of St. Louis. The terminal loop encircles four city blocks and passes the passenger and express station property now owned by the company. The total trackage in St. Louis, measured as signal track, is 6 miles and is now ready for use. All track is laid with Elevation of McKinley Bridge Over the Mississippi River at St. Louis 125-lb., Pennsylvania section No. 273, grooved girder rail, car- ried on creosoted ties. A concrete foundation, brought to a surface il/2 in. above the tops of the ties, supports a pavement of creosoted blocks which were supplied by the Kettle River Quarries Company, St. Louis. In St. Louis all tracks have a minimum center distance of 12 ft. The curves have a minimum radius of 90 ft. and are so designed that large interurban cars may have ample clearance to pass on them. The trolley wires are supported on steel poles set in concrete. STATIONS IN ST. LOUIS The franchise under which the Illinois Traction System, will operate in St. Louis permits the handling of trains of "Pullman" and express cars over the entire route. Plans for a large pas- senger station to be built at the terminal loop in the commercial center of St. Louis are not yet finished, but it is expected that this project will include a large office building designed to per- A passenger and freight station is now being erected at the west bridge approach near the intersection of Salisbury Street and Broadway on one of the trunk lines of the United Railways of St. Louis. The building will include ticket offices, baggage rooms, restaurant, etc., on the ground level of Broadway, and loading platforms on the track elevation opposite the second floor. The architectural design will be similar to that of the smaller stations built recently along the Illinois Traction Sys- tem. The structure, which is to be 65 ft. wide and 150 ft. long, will be built of red paving brick to the water table, buff pressed brick for the exterior walls and will have a red tile roof. The interior finish will be of Venetian oak. Thirty lo- cal cars are to be oper- ated between St. Louis, Venice and Granite City, 111., and the Broadway station will be used largely by patrons of this bridge service. At the track elevation of the station there will be four loading platforms covered with umbrella-type sheds. The baggage and freight-handling equip- ment of the building will include a freight elevator operating between the street and track levels. The St. Louis freight yard property, 24 acres in extent and located at the Missouri end of the McKinley Bridge, will be developed as fast as conditions warrant. An incline will first be built with tracks leading from the level of the west ap- proach down to the yards beneath and practically encircling the property. As traffic develops teaming tracks and unloading platforms will follow. The first freight-handling station will soon be erected on this property directly under the approach structure. Track connections with several steam roads are available at this location. SUBURBAN SERVICE The proposed bridge service between St. Louis and the densely Illinois Traction System — McKinley Bridge over the Mississippi River, Nearing Completion mit the use of the first floor as a passenger loading station and wailing room. A freight and express depot is now under con- struction at the corner of Twelfth and Gay Streets on the ter- minal loop. This building will include facilities for the economical handling of a large freight and express traffic and its operation will be supplementary to tin- freight terminal and storage yard located under the west approach to the Mississippi River bridge. populated manufacturing center north of East St. Louis on the Illinois side of the Mississippi River will operate over 7 miles of double track line. It is planned to begin the service with 30 cars now in course of construction in the shops of the American Car Company. These cars will give local service in St. Louis, Venice. Granite City and Madison, 111., as well as handle the local bridge traffic. The terminals of the local service will he at Hie downtown station in St. Louis and at the junc- 140 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. tion of the new bridge cut-off and the old interurban line in Granite City. NEW GENERATING STATION Work is now well advanced on the enclosing structure for the large power station at Venice, 111. Additional generating capacity is needed near St. Louis for the present interurban service, and the local bridge service in and near St. Louis, to- gether with a rapidly increasing lighting load and the probabil- ity of building up a commercial service load, called for the construction of a large station. The new plant is designed as one-half of a station with an ultimate capacity of 28,000 hp. The building now under construction is 192 ft. 3 in. x 138 ft. 6 in. in plan. The first section will be subdivided into three main parts, each 136 ft. long. These subdivisions are a boiler house 80 ft. wide, engine-room 72 ft. 9 in. wide, and a trans- former and switching section 31 ft. 6 in. wide. The latter sec- tion in turn is subdivided into a number of small rooms for the 40'Dischaige Pipe W of the boiler-house walls will be on a level with the tracks on the bridge. A trestle will connect the railway tracks on the bridge with tracks located above the storage bunkers in the boiler house, thus affording an economical means for handling coal. Fuel may be brought to the plant in trains and the coal cars run into the boiler house and dumped directly into the bunkers without the use of elevating apparatus. The power- plant building is located close to the river's edge and facilities are also available for handling coal by water, should this be desirable. A steel-plate bunker, with a storage capacity of 1400 tons, will extend the full length of the boiler house over the firing aisle. Coal will be fed through gravity chutes and the ashpits are designed to empty directly into cars standing on tracks in the basement. At first six 608-hp John O'Brien water- tube boilers will be installed. These will be equipped with superheaters, to add 75_deg. of superheat, and will be fired by chain grates supplied by the Illinois Stoker Company. Electric Ry. Journal Illinois Traction System — Floor Plan of Venice Power Station accommodation of. the various classes of electrical apparatus and for general service. Five hundred concrete piles support a foundation floor of concrete 3 ft. thick. The basement side walls are watertight concrete to a point 23 ft. above the basement floor. About 8700 cu. yd. of concrete, in addition to the 500 concrete piles, were used in the foundation work. The concrete piles were sup- plied by the Raymond Concrete Pile Company, Chicago. Each pile is about 34 ft. long, 8 in. in diameter at the bottom and 20 in. in diameter at the top. In placing the piles a steel casing with a collapsible core is sunk in the ground to the desired depth. Then the core is contracted and withdrawn, the casing inspected for its full length and, finally, filled with concrete. It is estimated that some of the foundation piles at the Venice power station will carry loads of nearly 50 tons each. The boiler house side of the new station is 162 ft. south of the east end of the new Mississippi River bridge, and the tops Two self-supporting steel stacks 200 ft. high by 12 ft. in- te-nal diameter are being built at one end of the boiler-room. When the intended extension of the plant has been made these stacks will then be in the most efficient location, midway between the rows of boilers. The present power-generating equipment of the Venice sta- tion will include one 1000-kw a.c. unit driven by a Hamilton- Corliss engine with cylinders 26 in. and 52 in. by 48 in., and one 3000-kw Curtis turbine unit. Provision also is being made for the installation of a 5000-kw Curtis turbine generating set. Current for local feeding will be converted by two 1800-kw rotary converters, and provision has been made for the future installation of two additional units of the same size. The engine-room is to be spanned by a 30-ton electrically operated crane. Condensing water will be drawn from the Mississippi River, 800 ft. distant. January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 141 ROADWAY In the Electric Railway Journal for April 17, 1909, an extended description of the track and roadway organization of the Illinois Traction System was presented. The work of standardizing the roadway and track structures, as announced in the earlier article, has gone forward during 1909. This work has included the replacing of many timber bridges with steel and concrete structures. The passenger stations also are being standardized. A consistent style of architecture is being fol- lowed in this work, and all of the new buildings will be of an attractive ornamental type designed to meet the requirements for years to come. During 1909 the maintenance of way department placed 100,- ELECTR1C LIGHTING SERVICE The McKinley syndicate operates electric lighting and other public services in practically all of the large cities served by its railway system. An additional lighting business now is being developed in a number of small towns located within a strip 5 miles wide on either side of the right-of-way. A typical small installation for the town of Glen Carbon, near Edwardsville, has just been completed. This is a mining town located 3 miles from the interurban railway. The traction system has obtained a 50-year franchise to furnish current for residence and commercial use, and a 10-year street-lighting contract for 22 arc lamps. A motor-generator set at a substation on the interurban line supplies 2300-volt, single-phase current over a 200' High- Illinois Traction System — Sectional Elevation of Venice Power Station 000 new ties in the track. All ties now used on the Illinois 'J raction System are creosoted according to the process of the American Creosoting Company. Each tie is impregnated with 2Y2 gal. of oil of creosote. In accounting for this work of re- placing tics the cost of the tie itself is charged to maintenance, but the cost of creosoting is charged against construction. I he right-of-way is being improved in appearance wherever conditions will permit. It is interesting to note that one long section of the right-of-way south of Rloomington is leased to a farmer who cultivates the soil between the track of the elec- tric railway and the parallel track of the Illinois Central Rail- road. The fanner has a strip of land available for cultivation 175 ft. wide and 4 miles long, on which grain is raised. pair of copper wires leading to the village. The arc-lamp cir- rent is handled by a remotely controlled switch located in Glen Carbon. By means of an independent single iron wire connecting this switch with the railway substation, the lights in the village may be turned on or off from the substation with- out affecting the lighting service. In Worden, a town of 1500 people located on the interurban line, the railway company has a ro year contract for 21 lamps. Arrangements arc being made to install lighting circuits in the towns of Danvers, Williamsville and Elkhart. Additional towns will be served as fast as suitable arrangements can be made. Wherever current is sold in a small town not located on (he interurban line a working arrangement is made with some 142 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. person or company who purchases the current in bulk from the traction company and retails it to the local consumers. A.C.-D.C. CHANGE An important part of the engineering work executed in 1909 was the change-over of the system of electrical distribution on 80 miles of track, from 3300 volts a.c. to 600 volts d.c. The principal reason for making this change was to bring about a standardization of current distribution. With the single-phase division of 80 miles connecting with the d.c. division at Bloom- ington and Springfield, the transportation department frequently was embarrassed in providing equipment suitable for operating over both divisions. The amount of d.c. road and equipment was so large in comparison with the 80 miles of single-phase road and a.c. equipment that conversion of the single-phase di- vision to d.c. operation thus became necessary to facilitate operation. Conversion of the a.c. lines for d.c. operation has practically done away with three short divisions, thus greatly facilitating the arrangement of schedules and through cars. Before the a.c. -d.c. change was made the schedules provided for running d.c. cars from Decatur north only as far as Bloomington, which was a division point and the connecting point with the a.c. di- vision extending through Mackinaw Junction to Peoria, and from Mackinaw Junction south to Springfield. Now that all of the track is fed with direct current the Decatur-Bloomington service has been extended and trains operate from Decatur through Bloomington to Peoria and from Springfield through Mackinaw Junction either to Peoria or to Bloomington. The running time from Decatur to Peoria, 83 miles, is 3 hours and 10 minutes, equaling the time of parallel steam-road trains. As built for single-phase operation the electrical transmission H i2— C-to-C- I *-S 2--| penn. Rail Sei-.No. 273 I I / 125 Us. per Yard. Jl ., _ — , — „ '. , , B>-nrie *■'»»' Illinois Traction System— Cross Section of Track Work in St. Louis system feeding the converted lines comprised a line of three- phase feeders carried on independent poles and a No. 0000 trol- ley, catenary supported with hangers spaced 50 ft. apart. The single-phase trolley was fed from six static transformer sta- tions. With the conversion for direct-current operation no change was necessary in the transmission system other than making the connections to new rotary-converter substations. The catenary-supported trolley wire has given very satisfactory service for three years, and the only change made in the origi- nal construction was the addition of two hangers for each pole spacing of 150 ft. NEW SIZE OF FEEDER The current-carrying capacity of the overhead conductor was augmented with a 000000 solid copper feeder. The wire was rolled by the American Steel & Wire Company, and so far 105 miles have been erected. This is said to be the largest order for 000000 solid-drawn feed wire ever placed, and it is thought that the Illinois Traction System is the first to use it for auxil- iary trolley feeders. The results with the large wire have been noteworthy. In actual service the 000000 solid feeder seems to provide better current distribution to interurban cars than two 0000 feeders. The large body of copper is slower to heat on a heavy momentary rush of current, and thus the apparent drop is less. Also, the single large wire requires fewer joints and taps than two smaller wires, and the original cost for erection is less. NEW SUBSTATIONS The static transformer stations, which formerly supplied 3300-volt current to the trolley wire, have been dismantled and d.c. is now supplied by four new and two remodeled rotary- converter substations. A seventh station will soon be erected. The north end of the converted division is fed with direct current from power stations at Peoria and Bloomington. The equipment of the large generating station at Peoria formerly included two 750-kw General Electric rotaries. One of these has been moved to Bloomington and installed in the generating station of the local street-railway property and now is being operated there to serve both interurban and city lines. In its place at Peoria an 1800-kw General Electric rotary converter has been installed. The rotary converter at Bloomington re- ceives current from the main high-tension transmission system which is fed from Peoria, 37.7 miles ; Danville, 173.8 miles, and Riverton, 82 miles, all of the stations normally being operated in parallel. One of the newly erected combination passenger and rotary- converter substations is illustrated. The electrical equipment of these stations includes one 300-kw General Electric rotary converter and the necessary transformer and switching equip- ment for handling 33,000-volt a.c. and 600-volt d.c. The machinery room for these combination stations is 25 ft. 2 in. wide by 49 ft. 6 in. long, located in the center of the building with a waiting-room at one end and a freight-room at the other. The entire structure is 93 ft. 2 in. long over all and of the same interior width as the machinery room. These buildings have concrete foundations and 5-in. concrete floors placed on a fill- ing of cinders. The walls of the new substation buildings, up to the sill course, are made of pitch-faced, chocolate-colored paving brick; above the sill course the walls are of buff pressed brick. The roofs are covered with red-clay interlocking tile supported on steel trusses with angle-iron purlins. The interior walls of the buildings are sheathed with concrete reinforced with Hy-rib lath, manufactured by the Trussed Concrete Steel Company. Venetian oak is used for the interior finish. The structural materials used in this type of building afford a fireproof struc- ture which is substantial in design and has an especially at- tractive exterior. A concrete walk serves for a loading plat- form in front of each station. The cost of such a building is said to be about $5,000. The conversion of the a.c. lines for d.c. operation made ad- visable a considerable number of changes in a.c. -d.c. rolling- stock equipment. The details of this work were described in the Electric Railway Journal for April 3, 1909, page 636. Twenty-six cars were re-equipped, each with four GE-205 commutating-pole motors. Since this change was made motors of similar design have been installed on a considerable number of other cars. SHOP ADDITIONS The interurban shops of the Illinois Traction System at Decatur were described in detail in the Electric Railway Journal April 3, 1909, page 635. The property on which the shops are located is amply large for considerable expansion of the shop facilities. Part of the plan for expansion is now under way and two new structures parallel with the main shop are nearly ready for use. The new buildings will accommodate the wood mill, foundry, shop storeroom and blacksmith shop. The wood mill and erecting shop building is 300 ft. x 60 ft. in plan and built of brick and tile. A saw-tooth roof provides good daylight illumination throughout the whole interior, which is not subdivided. A gallery along each side increases the space available for storage of patterns, etc. At the rear end of the building the cabinet-shop equipment will be installed on the first floor and a pattern shop on the balcony floor. In the main part of the building an equipment of heavy woodworking tools for car erection will be placed. The second shop building is a brick and tile structure with a steel-supported roof. This building is subdivided by fireproof cross-walls into a brass foundry, shop storeroom and black- smith shop. A new oil house and a two-story dry kiln also are being erected. With the completion of the two large new shop buildings considerably more room will be made available in the main building, where general and electrical repair work is done. January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 143 ROLLING STOCK At the present time the rolling-stock equipment of the inter- urban system includes 77 passenger motor-cars ; 10 passenger trailers; 1 office car; 2 sleeping cars; 11 electric locomotives; 16 motor express cars ; 5 overhead line cars ; 2 work cars ; I pump car ; 36 express trail cars ; 4 refrigerator cars ; 5 Rodger ballast cars ; 402 gondola coal cars ; 56 box freight cars ; 2 portable substation cars and 1 tool car. The following equip- ment is now under construction : Thirty 50-ft. suburban cars for the St. Louis bridge service; 2 sleeping cars; 1 private car; 4 combination baggage, smoking and passenger cars; 50 80,000,- lb. capacity coal cars ; 35 8o,oco-lb. capacity box cars ; 4 ca- boose cars; 4 express motor-cars; 11 electric locomotives for freight service and 32 express trail cars. New rolling stock received during the year included 10 inter- urban passenger cars built by the American Car & Foundry Company; 35 coal cars of 80,000-lb. capacity, built by the Has- kell & Barker Car Company; 25 grain cars of 80,000-lb. capac- ity, built by the American Car & Foundry Company, and 7 passenger trail cars, built by the Danville Car Company. The Illinois Traction System recently became a member of the Master Car Builders' Association, and, as earlier announced, has completed interchange agreements with the Chicago & Eastern Illinois, Rock Island and 'Frisco systems. It is now necessary for the company to observe the M. C. B. rules for Illinois Traction System — New Standard Passenger Depot and Substation interchange of equipment, and the company's cars also are at all times subject to inspection by the representatives of the Interstate Commerce Commission. TRAFFIC During 1909 the interurban system of the McKinley syndicate enjoyed a substantial increase in traffic. This increase is due to natural causes and also to improvement in service brought about by faster schedules and by vigorous advertising. The regular schedules out of the Springfield terminal alone now in- clude 106 trains a day. These trains operate over lines ex- tending north to Peoria and Bloomington, east to Decatur, Champaign and Danville, and south to Edwanlsville and St. Louis. The Springfield-St. Louis service includes a sleeping car in each direction every night. This sleeping-car service shortly will be extended to include the run from Peoria to St. Louis, 171. 3 miles. At present there is no steam railroad through sleeper between these cities. Two new sleeping cars of improved design arc now being built for the Peoria-Springfield-St. Louis service by the Ameri- can Car & Foundry Company at St. Charles, Mo. The design of these cars includes several novel features originating with H. E. Chubbuck, general manager, and J. M. Bosenbury, super- intendent of motive power and equipment, Illinois Traction System. There will be 20 berths in each car, and one dis tinguishing feature will be windows at the sides of the upper berths. This novelty in design is made possible by the use of a turtle-back roof without a monitor, The sleeping cars now operated between Springfield and St. Louis are equipped with motors, and there has been some criticism of the service on ac- count of noise. For this reason the new sleepers will have heavy M. C. B. passenger-car trucks without motors and will be operated as trailers hauled behind through express motor- cars. The freight and passenger traffic has shown a substantial increase during the past 12 months. In one item alone, coal, a daily average of 1500 tons is transported. The United States Express Company handles the express business and has mes- sengers on two trains a day out of the larger terminals. The schedules of the express cars are arranged so far as possible to give merchants the maximum amount of time for delivering their outgoing goods to the freight depots. Through express trains operate each way between Peoria and East St. Louis and between Danville and East St. Louis. The latter service is run in connection with the freight service of the Chicago & Eastern Railway, with the trains of which road close connection is made. The growth of freight traffic requires the operation of trains of increased length, and, therefore, the purchase of elec- tric locomotives of large capacity has been necessary. The company now has 11 electric locomotives operating freight trains, and 11 additional locomotives are on order. The maintenance of way department is engaged in construc- mg four belt lines around as many cities and these will permit handling long trains over any part of the line without running cars through city streets. These new belt lines are located as follows: Decatur, 5 miles long; Springfield, 6 miles long; East St. Louis, 1.6 miles long, and Granite City, 1.5 miles long. The work of constructing storage yards and connecting tracks at Glover, the junction with the Chicago & Eastern Illinois Rail- road, has just been completed. This new track layout permits an interchange of equipment with the steam road. The Illinois Traction System is under contract to handle 300 tons of coal a day from one mine. Another source of freight traffic is handling grain between widely scattered agricultural centers and the larger terminal cities. To facilitate this grain traffic private concerns have erected grain elevators at several points along the interurban route. One elevator has just been completed near the town of Ospur, on the Illinois Central Rail- road, distant about one mile from the interurban line. The new elevator has been built close to the interurban right-of-way. Ample switching facilities provide for handling trainloads of grain. The farmers unload their grain into hoppers on one side of the elevator and then it is raised by electric motor power to storage bins, later to be loaded by gravity into M. C. B. box cars handled by the Illinois Traction System. Applications for sidings for 25 grain elevators, to be built during the coming year, are now in hand. NEW TELEPHONE LINE The growth in traffic on all parts of the interurban system has demanded an improvement in the telephone service. Until recently all cars were equipped with telephone instruments and jack boxes were provided at the sidings and other convenient points along the route. These telephone arrangements are now being changed, and instruments are being placed in weather- proof booths at sidings, in addition to the usual substation and passenger-station installations. A new commercial line is be- ing installed. This line will relieve the dispatcher's circuits of considerable business. The commercial wire will cover the entire system and leads will be taken into each of the booths along the route, so that in event of trouble on the dispatching line the commercial circuit may be used. The new commercial- line installation is No. 10 copper wire. SYSTEM OF DISCIPLINE Discipline among the trainmen is maintained with a merit system, which is said In he largely responsible for the cordial relations existing between the company and its employees. The system used is an adaptal inn of tin- well-known Brown system of merits and demerits, each man being given a credit of 100 marks, against which violations of duty are charged. When an employee has 90 demerit marks he is called before the super- 144 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. intendent and warned that 10 additional demerit marks will call for dismissal from service. The board which apportions the merits and demerits is composed of C. F. Handshy, general superintendent of ii.terurban lines; F. L. Richards, trainmaster; W. W. Street, W. Waterson, W. M. Seavers and M. O. O'Con- nor, assistant trainmasters and local superintendents. This board meets twice a month and passes judgment upon the vio- lation of rules and all meritorious acts performed. Minutes of the meetings of the board are kept, and each employee is notified of any action of interest to him. Protests may be made in writing and the board will then reconsider its de- cision. An opportunity for final appeal to the general manager is afforded, and each employee has permission to examine his own record at any time. A six months' clear record entitles an employee to 25 credits and a record of 100 merit marks in one year entitles him to a complete new uniform as a reward for good service. PUBLICITY DEPARTMENT With a view of increasing the friendly relations with the public, now so highly valued, a separate department of pub- licity lias recently been established. This department attends to the advertising of the service and to the relations with the daily press. Fred G. Buffe, formerly with the Denver (Col.) News and more recently with the Peoria Herald-Transcript, is in charge of the publicity department. As a means of gain- ing better publicity, representatives of the daily press frequently are taken over the road so that they may view the new con- struction and other improvements made. Recently the publicity department published an eight-page insert in 50 different papers located in the more progressive towns in Illinois. In this way 150,000 copies were circulated. The articles making up the eight-page newspaper were illustrated with 55 large half-tone and zinc engravings showing the principal constructional fea- tures and stations on the property. There were 43 separate articles on various phases of the McKinley syndicate property, including interesting descriptions of its growth from a road of 11 miles in 1896 to a system of nearly 800 miles in 1909. INSURANCE ORGANIZATION All the McKinley public-service companies are united accord- ing to contract in supporting the Western Illinois Accident As- sociation, which is operated mutually to receive and disburse the money required for settling accident claims. Each interurban and each street railway company in the McKinley syndicate pays 2 per cent of its gross earnings to the Western Illinois Accident Association. Similarly, the light and gas properties pay one-half of 1 per cent of their gross earnings into the common insurance fund. This fund is held in trust by a board of trustees, which includes the assistant treasurer of the Illinois Traction System, the assistant treasurer of the Western Rail- ways & Light Company, the general manager and the general attorney of all properties. When this method of accumulating an accident surplus had been in effect eight months the fund totaled $60,000. Payments of claims are made out of the fund on the joint signatures of the two assistant treasurers, who also are authorized to invest the surplus money of the association. The assessment of 2 per cent and one-half of 1 per cent made against the electric rail- way and lighting and gas properties, respectively, are remitted to the trustees in cash and are held in a separate bank account. It is intended to build this fund up to a total of $150,000, if these percentages will allow it. Should it be found by experi- ence that the stated percentages are not sufficient they will be increased, and when the fund reaches $150,000 the percentages will be fixed so as to maintain the fund as close to this amount as possible. With nearly a year's experience in paying claims according to this plan the results are found to be satisfactory. The credit of arranging for this method of paying accident claims is due to H. E. Chubbuck, general manager. The next convention of the Vereins Deutscher Strassenbahn und Kleinbahn-Verwaltungen (German Street & Interurban Railway Association) will be in Berlin, September, 1911. IMPROVEMENTS IN PAY- WITHIN CARS IN PHILADELPHIA The Philadelphia Rapid Transit Company is rebuilding 10 18- ft. single-truck, closed car bodies for pay-within operation, and will embody in them several novel features. The old bodies are being cut in two and a section 8 ft. 6 in. long spliced in, making the new bodies 26 ft. 6 in. long as against 28-ft. body length of the company's standard double-truck semi-convertible cars. The 4-ft. 6-in. platforms of the old bodies are to be re- tained without changing their dimensions. The principal feature of interest in the rebuilt cars is the use of twin folding doors opening outward instead of sliding doors to close in the platforms. In the cars in which sliding doors are used the old tapered platforms are built out flush with the inside of the sliding door pocket, and the step folds up to close the opening between the bottom of the sliding door and the plat- form floor. With the folding doors no change whatever is necessary in the platform floor, and the step folds up against the riser flush with the edge of the floor. The folding doors swing on vertical hinge rods turning at the bottom in trunnions bolted to the outside platform sill and at the top in bearings attached to a shelf over the doors. The pneumatic operating device is mounted on this shelf above the doors, and consists of two opposed cylinders of unequal diameter whose pistons move a common crosshead. To this crosshead are attached two racks Folding Doors for Pay-Within Cars engaging with sector gears fastening to the upper ends of the door hinge rods. The folding step is operated simultaneously with the doors by a system of links and bell cranks back of the riser, which connect the door hinge rods with the step hinges. The conductor's and motorman's operating handles are located in the same positions as on the sliding door cars, but the move- ment of the handles is transmitted through mechanical connec- tions under the floor and inside of the body corner posts to the operating valve on the air engine above the doors. The valve is turned by a cross-rod, which also raises the spring latches hold- ing the doors open and closed, so that the movement of the operating handle first releases the latches and then admits com- pressed air from the brake reservoir to the operating cylinders. In opening the doors the large cylinder is open to the atmos- phere and the pressure in the small cylinder moves the cross- head to the left. To close the doors pressure is admitted to both cylinders, but the excess pressure on the piston of the large cylinder overcomes the opposing pressure on the small piston and moves the cross-head to the right. A check valve on the exhaust of the large cylinder prevents the doors from slam- ming when opened outward, and an adjustable detent on the January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 145 cross-head reduces the pressure in the large cylinder near the end of the stroke so as to prevent the doors from pinching any- one caught between them as they close. The power required to close the doors and raise the step is adjusted so that a pressure of less than 5 lb. on the step or against the edge of the doors will arrest their movement. There are no grab handles on the outside of the car, but long, slanting grab handles are fastened to the inside of the doors as shown in the accompanying illus- tration from a photograph. These 10 cars are to be fitted inside with vertical hand rods rising from the edge of the seats and curved at the top to fasten to the deck rail. A longitudinal rod will be run the entire length of the car on each side within easy reach of those standing in . the aisle. There will be five vertical posts on each side and staggered. This arrangement is similar to that employed in the new cars of the Hudson & Manhattan Railroad, which were illustrated and described in the Electric Railway Journal of Oct. 2, 1909, page 604, with the exception that no division plates are to be used to divide the seats at the posts. A new method of ventilation is also to be tried in these cars. In the end deck sash at each end of the car will be mounted two revolving fan ventilators or spinners 8 in. in diameter. These will be protected on the outside from the entrance of rain or snow by a flat shield hinged at the top, which may be raised or lowered as required by means of a notched sector and latch inside of the car. The shields will also control the amount of air entering at the front end and leaving at the rear. All of the sliding door pay-within cars in service in Philadel- phia are to be equipped immediately with emergency valves for opening the platform doors. An exhaust valve is to be connected to the cylinder of each pneumatic operating device which is under pressure when the door is closed. A cord attached to the handle of this valve will be carried up inside of the body corner post and over a pulley terminating in a red knob on the outside of the post near the top. By pulling on this cord the pressure in the cylinder is quickly released and the door can then be opened by hand. In order to restore the pneumatic operating mechan- ism it will be necessary to lift the end seat cushion and close the emergency valve by hand. GOVERNMENT REPORT ON TRANSPORTATION OF UNITED STATES MAIL THE OCCLUDED GASES IN COAL Bulletin 32 of the Engineering Experiment Station, Uni- versity of Illinois, contains the results of researches by S. W. Parr and Perry Barker to determine the behavior of coal upon exposure to the atmosphere with reference to the gases normally contained by it in the mine. The investigation is a part of a study which is being made by the Engineering Experiment Station relating to the deterioration and weathering of coal, as well as its spontaneous combustion. As a result of these ex- periments, it appears (1) that freshly mined coal when sub- jected to a vacuum yields an appreciable percentage of combus- tible hydrocarbons; (2) that the escape of these combustible hydrocarbons takes place slowly in coal exposed to ordinary atmospheric conditions, and is almost entirely suppressed when submerged in water; (3) that the avidity of coal for oxygen is so marked that a sample in an airtight jar with a large volume of air quickly exhausts the air completely of its oxygen, and this experiment may be repeated a number of times without ap- preciably lessening the avidity of the coal for oxygen ; (4) a comparatively small amount of this oxygen shows itself as car- bon dioxide of water, but is seemingly more largely involved in the formation of organic acids, such as humic acid, etc.; (5) the finely divided coal is more active in these processes than the coarse coal. On the whole, these experiments afford positive indications as to some of the underlying causes of the heating and spontaneous combustion of coal in storage piles. The Twenty-third Chapter of Tau Beta Pi, the honorary en- gineering fraternity, was installed in Cornell University on Jan. 17 by Prof. L. E. Moore, Massachusetts Institute of Tech- nology, president of the fraternity. The report of Joseph Stewart, Second Assistant Postmaster- General, relating to the fiscal year ended June 30, 1909, has been made public. The bureau of which he has charge com- prises six divisions, including those of railway mail service and railway adjustments. Of electric and cable car routes 525 were in operation at the conclusion of the fiscal year, with an aggregate length of 6,969.34 miles, involving an annual ex- penditure of $643,977.78. The summary of all classes of mail service in operation during the year shows an average rate of cost per mile of length of $180.01, or an average rate of cost per mile traveled of 14.89 cents. A comparison between the service and expenditure for railroad transportation and elec- tric and cable car service shows the following : SERVICE AND EXPENDITURE. Electric and Cable Railroad Car Service. Transportation. Number of routes 525 3,316 Length of routes miles 6,969.34 217,115.907 Annual travel miles 11,939,373.11 413,546,194.73 Annual rate of expenditure $643,977.78 $44,885,395.29 Average rate of cost per mile of length.. $92.40 $206.73 Average rate of cost per mile trav- eled cents 5.39 10.85 Average number of trips per week 16-47 18.31 Comparison with the previous year shows — Per cent. Per cent. Increase in number of routes. 17 or 3.346 23 or 0.698 Increase in length of routes miles 204.57 or 3.024 3,895.43 or 1.826 Increase in annual travel miles 222,956.85 or 1.902 5,747,155.29 or 1.409 Increase in annual rate of expenditure $2,241.46 or 0.349 $162,409.82 or 0.363 Decrease in average rate of cost per mile of length.. $2.46 or 2.593 $3.02 or 1.439 Decrease in average rate of cost per mile traveled cent 0.08 or 1.462 0.11 or 1.003 Decrease in average number of trips per week 0.18 or 1. 081 0.08 or 0.435 The appropriation for electric and cable car service for the fiscal year was $725,000; the amount expended was $645,554.05. leaving a balance of $79,445.95, out of which unsettled accounts must be paid. For the fiscal year 1910 the appropriation is $730,000. The annual rate of expenditure was $647,643.42 on July 1, 1909, and $650,746.25 on Sept. 30, 1909. In the fiscal year ending June 30, 191 1, the sum estimated as necessary is $740,000, being $10,000, or 1.37 per cent, more than the appro- priation for the fiscal year 1910. The report then continues : ELECTRIC CAR RATES "In accordance with the provisions of law authorizing maxi- mum rates of compensation to be paid for electric and cable car service readjustments have been made, where the facts and circumstances would justify them, which have resulted in a net increase of $1,562.63 for the fiscal year. "The act making appropriations for this service for the fiscal year of 1909 includes a provision that not exceeding $30,000 of the sum appropriated may be expended in the discretion of the Postmaster-General where unusual conditions exist or where such service will be more expeditious and efficient, and at no greater cost than otherwise. Under this provision an annual rate of $2,348.48 for such service has been authorized." AUTHORITY DESIRED TO PAY FROM THIS APPROPRIATION FOR SUB- STITUTED MOTOR-WAGON SERVICE "In view of the demands made by electric car companies for higher rates for service in the large cities it is found desirable in some cases to substitute motor-wagon service for the electric car service. Under existing law, service of this character must be paid for out of the appropriation for regulation, screen or other wagon service, although it may replace electric car service. The appropriation for regulation, screen or oilier wagon serv- ice is never adequate for this pin pose, as the estimate for it is made with a view of caring for only such wagon service as is in existence at the time and for small increases. Such substi- tuted wagon service would in all oases replace electric car serv- ice, and thereby relieve the appropriation for that class. If a certain amount of the appropriation for electric car service were made available for substituted motor-wagon service it 146 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. would enable the department to care for these cases. It is therefore recommended that Congress be asked to add the fol- lowing to the last proviso of the paragraph appropriating for electric and cable car service, viz. : 'and that not to exceed $ioo,coo of this appropriation may be expended for regulation, screen or motor screen wagon service, which may be authorized in lieu of electric or cable car service.' " The work of the division of railway mail service relates largely to steam lines, but there were 21 electric car lines, with 19 crews of 21 clerks. Railway post office service on electric car lines covered a length of 600.25 miles, an increase of 12.26 per cent over the previous year, and involved an annual service of 615,259 miles, an increase of 3. 11 per cent. The corre- sponding statistics for closed pouch service on electric lines are as follows: Length of lines, 6,037.27; increase, 1.60 per cent. Postal Service on Electric and Cable Cars, Year Ended June 30, 1909 Annual miles of service, 8,768,376 ; increase, 0.95 per cent. On electric and cable lines 24 cars were in use in the service. Electric and cable car lines were subject to deductions and fines amounting to $3,586.58, but remissions on account of service during the previous year aggregated $12,752.49. Dur- ing the year arrangements were made for payments monthly instead of quarterly for the transportation of mails by railroad and electric companies. . COST OF THERMIT-WELDING MOTOR CASES A company which repairs its motor cases by the thermit process, using wax matrices, finds that the average cost of a weld, including labor, is $13, whereas it would have to pay $90 for a new top half. Before applying the thermit, the motor cases are heated to a cherry red in from 1 to iJ/2 hours with a blow torch, using a mixture of city gas and compressed air. A broken journal box has been welded with thermit for $7.20. Thermit is also successfully used by this company for the repair of cast-steel machine parts. ANNUAL MEETING OF NORTHWESTERN CEDARMEN'S ASSOCIATION The fourteenth annual meeting of the Northwestern Cedar- men's Association was held in Chicago on Jan. 11 and 12. E. L. Clark, of the Valentine-Clark Company, Chicago, pre- sided. In his presidential address Mr. Clark reviewed business conditions for 1909, calling attention to the renewal of activity at the close of the year. He said, in part : "Our stock report of Jan. 1, 1910, shows considerable encour- agement in the fact that while we have not had a normal year for sales by any means, yet we were able to reduce our pole stocks fully 20 per cent from what they were a year ago and the output this present winter will not be one-half of what it was last winter. One fact which I think assists matters more than any other point is that the little miscellaneous stocks in the hands of 'scalpers' and companies that are not members of our association have all been cleaned up ; these stocks were partially the cause of the low range of prices which we have been compelled to meet. "In my opinion the demand for the season of 1910 will be better than normal and, as one of our members has put it, we will all see the bottom of our piles before snow flies next win- ter. If this member is correct, and I am inclined to believe that he is, it behooves us not to let the material go at less than inventory figures ; we are warranted in holding on to it for a fair living margin of profit, as the output this winter will not warrant anyone figuring that he is going to be able to produce material the balance of this winter at prices sufficiently low to warrant his sacrificing his seasoned stock. The company that disposes of its material early this year will be the one that makes the least money." The annual report of the secretary was read by H. H. McKin- ney, who had assumed the duties of that office late in the asso- ciation year. The Northwestern Cedarmen's Association has a membership of 32 companies. About 60 representatives at- tended the meetings. The secretary told of the stock reports collected and furnished the members of the association, of the changes in tariffs governing freight rates and the issuance of the association's freight-rate book. The report of the treasurer, W. B. Thomas, showed the finances of the association to be in a healthy condition. The legislative committee announced that it had been unsuccessful in its attempts to have the duty on cedar poles made specific instead of ad valorem. The railroad committee called attention to the matter of minimum loading weights and said the railroad companies in Michigan had raised the minimum weight to a figure higher than the cars could be loaded. The State commission had asked the association to have its members make tests, and these had substantiated the statement just made.- H. P. Grover, of the Dregge-Grover Lumber Company, Grand Rapids, Mich., attended a conference with the Michigan State Railroad Com- mission when a minimum for poles of 36,000 lb. on cars 36 ft. to 40 ft. long was requested. Mr. Grover felt this minimum could be had if the questions of loading poles and posts were kept separate. A. T. Naugle, of the Naugle Pole & Tie Com- pany, Chicago, reported for the pole committee that there was a reduction of fully 20 per cent in the stocks of poles on hand now and a year ago. The secretary was instructed to furnish the members with a comparative statement of the estimates of production last year and this, together with the names of those furnishing the estimates, the statement to be tabulated by dis- tricts. It was decided that in the future reports of stocks of the various sizes of poles 20 ft. and 25 ft. long and longer be kept separate. At the close of the session a vote of thanks was tendered E. L. Clark, Chicago, the retiring president, in appreciation of the zeal manifested during his term of office. The following offi- cers were elected: T. M. Partridge, T. M. Partridge Lumber Company, Minneapolis, president ; J. E. Gerlich, MacGillis & Gibbs Company, Milwaukee, vice-president; W. B. Thomas, White Marble Lime Company, Manistique, Mich., treasurer; H. H. McKinney, Valentine-Clark Company, Chicago, secretary. ELECTRIC AND CABLE CAR SERVICE. State or Territory. Maine New Hampshire. Vermont Massachusetts Rhode Island Connecticut New York New Jersey Pennsylvania Delaware .Maryland Virginia West Virginia Total first section. North Carolina South Carolina. . Georgia Florida Porto Rico Alabama Mississippi Tennessee Kentucky Total second section. Ohio Indiana Illinois Michigan.. Wisconsin. Minnesota. Iowa Missouri. . . Total third section. Arkansas Louisiana Texas Oklahoma Kansas Nebraska South Dakota. . North Dakota. Montana Wyoming Colorado New Mexico.. . Arizona Utah Idaho Washington . . . Oregon Nevada California Alaska Hawaii Total fourth section . Grand total Miles. 143.10 78. 46 40.86 661.73 130.92 199.20 601.00 140. 12 221) SJ 78.31 66. 19 3.44 23.63 25.88 17.53 7.37 46. 51 1.34 S3. 95 29.74 Distance trav- eled per annum. MUtt. 197, 675. 94 130,557.95 85, 780. 61 1,193,069.93 312,0 3.28 326, 772. 69 1,195, 336. 67 250, 892. 05 1,631,617.85 515,690.14 1O0, 740. 98 87,531.21 6, 051 . 64 36, 079. 88 54, 726. 78 26, 076. 47 17,304.65 119.560.49 1,817.04 157,311. 10 80,879.53 1.39 I 499, K07. 63 1,075. 39 280.50 317, 35 419.03 33.04 120. 07 221.48 123.90 2, 590. 76 15.06 51.59 12.66 27.95 26.25 2.51 1,567,672.43 2' 2, 727. 04 634,811.72 556, 546. 87 59,510. 77 154,220. 11 242, 053. 34 417,337. 15 3,844, 879. 43 .58,803. 36 72,413.13 22,186.52 48,729.12 117, 521.24 Annual rate of expendi- ture. Dollars. .7,128.54 9,217.61 2,865.52 73, 173.06 10,721.61 10, 523.60 65, 533. 07 8. 7.5- 01 83, 338. 08 2, 473.15 24.79 61.62 129.42 87.06 879.89 | 1,566,400.75 6,969.34 | 11,939,373. 11 47, 950. 63 3,397.30 2, 795. 73 250. 00 1,129. 16 1,794.33 897.85 16,644.07 68,079. 49 6,411.87 66, 309. 87 23,141.58 1,976. 75 4, 790. 23 9,091 12 60,916. 49 240, 726. 40 1,476.62 4, 577. 74 1,214.82 3, 378. 84 8, 610.70 5, 218. 05 January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 147 CHICAGO TRACTION DISCUSSED BY WESTERN SOCIETY OF ENGINEERS The annual meeting and dinner of the Western Society of Engineers was held at the University Club of Chicago, Jan. 12. At this meeting the following officers were installed : J. W. Alvord, president ; O. P. Chamberlain, first vice-president ; A. Bement, second vice-president ; W. K. Hatt, third vice-presi- dent; A. Reichmann, treasurer. Andrews Allen, the retiring president, spoke of the advance- ments made by the Western Society during 1909. The present membership is 1085, and there has been a net increase of 92 members during the year, with 40 applications for names yet to be acted upon. , The net gain in finances of the society for the year was $1,128. The average attendance at the 35 meetings held was 112. A bridge and structural section had been organized with a mem- bership of 190. This section promised to offer meetings of considerable interest in its particular phase of the field. The society had arranged for a mural standard of length to be •donated to the city of Chicago and installed in the city hall, witnessed by a suitable bronze tablet. Mr. Allen suggested that the next administration revise the membership require- ments so that each grade of membership would have a definite meaning and that the highest grade would be the equal of the highest grade of any of the national societies. At the close of his remarks Mr. Allen introduced the president elect, J. W. Alvord, who spoke on the history and future of the Western Society of Engineers. The speaker of the evening was B. E. Sunny, president of the Chicago Telephone Company and a director of the General Electric Company. Mr. Sunny spoke on "The Engineering of Chicago," and his remarks included considerable about the local transportation systems. On the subject of subways Mr. Sunny first referred to the 1902 report of Bion J. Arnold, rec- ommending a system of high-level subways to connect the north and south side lines through the business district and low-level subways for the west side lines. Attention also was called to the recommendations made in 1906 by Mr. Arnold for sub- ways to carry the cars 01" the surface roads only. Initial sub- way routes proposed by the committee on local transportation were to serve the business district and handle the cars of both surface and elevated roads. Mr. Sunny strongly urged that the city be supplied with a board of high-class engineers to which should be referred all data on the property now owned by the city and all of the suggestions that had been made with respect to improvements. An engineering board made up of specialists in several fields, such as subways, water, sewerage, railways, harbors, etc., could, in a brief time, make a definite and no doubt satisfactory recommendation with reference to all important matters of subways, and could also, in a year or 18 months, submit a complete report for a greater Chicago which would lie a stand- ard to work to for many years to come. Chicago spreads out for miles north, south anil west, and to arrange for the conduct of its passenger traffic is a more diffi- cult problem than that of New York, where the travel is mostly in a north and south line. In New York one four-track subway through the middle of the narrow island can carry approxi- mately 860,000 passengers in one day and I he elevated roads an equal number — a total of 1,720,000 passengers — while all of the Chicago elevated roads, carry but 450,000. Similar figures for the surface road would probably show a proportionate comparison. The Chicago transportation facilities are greater than in New York with respect to miles of track ami the number of cars available. This means that as a unit the Chicago local transportation system is less efficient. Mr. Sunny asked whether with a properly constructed subway it would not In- possible to rearrange the transportation lines in Chicago so that they would operate chiefly between tin- north and south sides. He suggested two four-track subways and one three- track subway on the north and south streets through the busi ness district. This plan would permit the removal of all sur- face cars from the north and south streets in the "loop" district except on Wabash Avenue, and on all the east and west streets except Randolph, Madison, Adams and Van Buren streets. It would dispose of seven-tenths of the surface lines in the loop district, do away with all surface crossings, reduce traffic on the Union Elevated Loop by more than one-half and would involve the building of only about 3.5 miles of high-level sub- way, practically without curves and with no crossings. Atten- tion was called by the speaker to the excellence of the street car subway built under Park Avenue, New York, between Thirty-third Street and Forty-second Street, more than 30 years ago. Bernard Snow, chairman of the finance committee of the city of Chicago, stated that the problem of providing local transportation in any large city was the most important ques- tion to be dealt with. Without proper transportation facilities the radius of action would be so limited that the community would become a group of detached business centers. The Chicago transportation problem for the entire city should be considered as a unit. Surface, elevated and subway lines should be combined in order that through routing and proper service might be given. This combination would require co- operation by all interests, but would be of the greatest value. Mr. Snow favored a centralized engineering board to lay out a plan for all engineering work to be done in the next two or three decades. L. C. Fritch, chief engineer, Chicago Great Western Railway, and formerly consulting engineer in charge of the study of electrification for the Illinois Central Railroad system, spoke of the steam railroad transportation problem. There are 2200 miles of steam railroad track in the city of Chicago, a large proportion of which is required for handling through freight which passes close to the business center of the city and thus congests traffic. If the railroads would adopt the plan of grouping their union passenger stations and would provide for passing the through freight around the congested portion of the city, electrification would become a far more simple prob- lem. Mr. Fritch said that the sooner the steam railroads faced the problem of equipping for electrical operation and worked out rational plans the better it would be for them, because otherwise the community might force electrification and this would not permit sufficient time for thorough development of plans. At the present time he objected to electrification on account of cost, but he had faith that the electrical engineers would soon be able to offer a system of electrification which would be more economical to operate than the present steam locomotives. Milton J. Forman, chairman local transportation committee Chicago City Council, spoke of the financial aspect of the engi- neering work of Chicago. Bion J. Arnold, chief engineer, Board of Supervising En- gineers, Chicago Traction, told of the city's transportation needs. Chicago must have surface, elevated and subway lines to handle its traffic. It would be an ideal condition if the surface of the streets could be kept clear of railway lines, but this would hardly ever be possible on account of congested traffic in the business district. Referring to his subway recom- mendations made in iqo_\ Mr. Arnold said that these were the result of hut four months' work, and while the scheme as originally laid down was still suited to the needs, the amount of initial work proposed would now necessarily have in be increased because of the growth of the city since the presenta linn oi the report. The consolidation ol the local transports tion lines in Chicago would be an excellenl thing if financial arrangements would permit it. If tin- consolidation took place one result would fie thai the lung haul passengers would be carried by the elevated roads and the short haul passengers by the surface lines. Thus the two kinds oi transportation facil- ities would need to be owned jointly so thai the losses of one might be recouped with the profits of the other, Mr. Arnold firmly believed thai great benefits would be had from consol- idation. 148 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. ANNUAL REPORT OF SECOND DISTRICT PUBLIC SERVICE COMMISSION, NEW YORK The New York Public Service Commission, Second District, has submitted its annual report for 1909 to the Legislature. Of the 811 corporations, municipalities and individuals over which the commission has jurisdiction, 139 are street railroad corporations. The electric railroad mileage is 2,744.54 miles. Following are the results of operation of electric roads during three years: , --Year ended June 30, — , 1907. 1908. 1909. Gross earnings from operation $19,293,052 $2 1,194,486 $2 1 ,9 1 9,652 P. C. of increase over preceding year. 15.9 9.85 3.4 Expenses of operation $1 2,47 1 ,755 $14,129,1 50 $ 14,647,399 P. C. of increase over preceding year. 17.7 13.3 3-7 Net earnings from operation $6,821,197 $7,065,336 $7,272,253 P. C. of increase over preceding year. 12.8 3.6 2.9 Passengers carried A427, 520, 000 451,388,415 462,455,932 P. C. of increase over preceding year. 11.4 7.2 B3 Total dividends paid during the year. $1,659,157 $2,065,242 $2,965,206 A. — Includes 6,356,000 other than passengers^ paying single fare and continuing travel on transfers, which is the basis for 1908 and 1909 fig- ures; and this number is deducted before calculating percentage of in- crease in 1908. B. — The total for 1908 is decreased by 2.542,000 before deriving this percentage in order to compare like returns in both years. IRREGULAR DIVIDEND RETURNS Interesting statements of the dividend abilities of electric railroad corporations, electrical corporations and gas corpora- tions arc submitted by the commission, as follows: Total number of corporations, all classes 310 Total number paying no dividends 237 Total number paying dividends 73 Total number paying no dividends on common stock 243 Total number paying no dividends on preferred stock 16 Total number paying dividends on common stock 67 Total number paying dividends on preferred stock 15 Amount of common stock paying no dividend $126,956,530 Amount of common stock paying dividend 53,859,074 Amount of preferred stock paying no dividend 15,317,400 Amount of preferred stock paying dividend 18,461,072 The commission adds that "the very remarkable showing made by these tables and summaries demands but little comment from the commission at this time. Attention should, however, be directed to the fact that they have no wide range of use except by way of suggestion for investigation. The significance of the facts which they disclose depends wholly upon the further fact not disclosed whether these stocks represent actual cash investment in the properties of the several corporations or whether they are lacking in that particular characteristic. "It is common belief that the plants of the public service cor- porations included in these tables have been constructed, as a rule, upon the bond issues, and that the common stock, at least, is representative only of hopes entertained. The precise truth with regard to so many corporations, many of which are the product of reorganization, it is difficult, if not impossible, to ascertain. The intervention of construction companies to which a lump amount of stock and bonds has been issued for con- struction, makes a clear showing of what has been paid for with stock and what with bonds, or how much has been realized for the stock, impossible. "The general fact is believed to be beyond dispute, although it may not be susceptible of legal proof in many cases, that in launching public service corporations prior to the regulation of capitalization by the State, it has been thought that capital could not be enlisted without the aid of large bonuses in the form of stock upon which returns could be had either by way of divi- dends or by sale to those seeking an investment. It has 'been feared, unquestionably, that the regulation of capitalization by the State and insistence by the commission upon the law, that capital stock should be issued only for full par value in money, property, or services, would hinder, if not prevent, the further growth of such corporations by making them unattractive as business enterprises. Upon this point certain observations seem pertinent. "If the stock of non-dividend-paying corporations represents no actual investment of money, and was in its inception issued merely as a bonus or gratuity in connection with the promotion of the enterprises upon the expectation that it would yield profits, and thus become of substantial value, the table demon- strates the fatuity of any such expectation. "If the stock was a bonus or gratuity to those to whom it was issued, but has been transferred to holders, for a valuable consideration, who made the purchase as an investment, the table is a warning against dealings in stocks issued for no value, representing no property, and having no prospect of a return except from unreasonable charges. "If the stock represents actual investment, then there is grave reason to consider what is wrong in the condition of public service corporations in this State that they cannot earn returns upon such enormous sums of money invested in them. "Any system of law which permits uninstructed investors to place their money in stocks of public service corporations which either ought not to or cannot yield any return, and which, in fact, are non-productive, is distinctly injurious to the non-investing as well as the investing public. Eventually capital will learn by experience the actual results of such financing and will carefully avoid enterprises thus handled. "The value of the tables presented lies in their conclusive demonstration that, broadly speaking and taking the corpora- tions included as a class, such corporations have either been financed by methods which the event has shown to be dis- astrous or they are now operating under conditions which need careful investigation." ISSUES OF SECURITIES AUTHORIZED During the year the commission granted authority for the issue of $142,855,035 of stocks, bonds and other evidences of indebtedness, making a total of $252,839,681.34 authorized dur- ing the 30 months since the commission was established. The increase in the amount of capitalization authorized in 1909 over 1908 was 56.6 per cent and the increase in the number of cases during that time was 33.8 per cent. Of the securities authorized last year, the following related to electric railroads : Stocks, $4,154,000; bonds, etc., $4,950,360. COMPLAINTS AND HEARINGS The commission devoted 202 days to public hearings and heard 415 matters during the year. Five hundred and thirty-two for- mal complaints and others which were treated informally num- bering 1088 were received, a total of 1620 as against 1399 dur- ing 1908, an increase of 30 per cent. The number of applica- tions from corporations for various authorizations was 225, as against 207 in 1908. The commission disposed of 1515 of these matters. Discussing its practice in taking up complaints for informal investigation and disposition whenever practicable the commission says: "Such practice serves: One, to cause prompt settlement of cases by concession of relief to the com- plainants; second, to promptly advise many complainants that the law does not apply to the matters they present, either from lack of jurisdiction or because no violation of the statute is shown; third, to keep the number of cases requiring formal in- vestigation and action down to a minimum. "So far as rates and rate regulations are concerned, and in many cases as to service, the public is best served by this method of informal investigation. Where authority to effec- tively correct abuses is fully conferred by the statute, the changes of rates and provision of better service called for by well-founded complaints can generally be secured by the com- mission without trial and issuance of orders. "The commission has had called to its attention from time to time some tendency on the part of shippers to refrain from complaining to the commission because of the fear that such action may prejudice them in the minds of the railway managers and in some indefinite way result injuriously to their shipping business. Of course, such fear is entirely unfounded and not likely to exist to any extent after shippers have come thoroughly to realize that common carriers in this State are required by the law to act and conduct their business in conformity with accepted standards of reason and justice. "Some of this tendency on the part of shippers to withhold rate and service complaints is undoubtedly due to the fact that a few subordinate railroad officials have misrepresented the requirements and prohibitions of the law and have based re- fusal to accord relief to shippers upon a claim that the con- January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 149 cession was forbidden by the regulating statute. Several in- stances of this kind have been brought to the attention of the commission. In every such case the shipper has been notified that the claim so asserted was wholly without foundation, and the subject has been taken up vigorously with executive officers of the railroad company. Their replies have invariably dis- claimed responsibility for such action on the part of their subordinates." DOWNWARD TENDENCY OF RAILROAD RATES The commission finds, from actual investigation of freight and passenger tariffs, that the trend of rates and fares in the State has been downward. Freight and passenger tariffs of electric and interurban rail- road companies have undergone some revision to the extent of making various rate changes in 32 passenger schedules, seven class-rate freight tariffs and 45 commodity freight tariffs, of which 59 per cent of the passenger fare schedules and 83 per cent of the commodity freight tariffs contained reductions, and 43 per cent of the class-rate freight tariffs contained advances. ELIMINATION OF GRADE CROSSINGS Because of the failure of the Legislature to make any appro- priation for steam railroad grade elimination last year the com- mission has been unable to proceed in the 65 applications for grade crossing now pending. The commission says the lack of appropriation to carry on this work has not only seriously interfered with the State's policy to insure public safety at crossings, but also has undoubtedly acted to prevent both rail- roads and municipalities from presenting further petitions for grade crossing elimination. It is on account of this lack of funds that the commission has been unable to make orders for grade separations at Bronxville, Scarsdale, Irvington, Tarry- town and Hartsdale, within the electric zone of the New York Central & Hudson River Railroad. INSPECTION OF RAILROADS During the year, with the exception of the Delaware & Hud- son, all steam railroads and 1898 miles of street railroads have been inspected as to physical condition and operation. Recom- mendations made by the commission as a result of these inspec- the smallness of these communities, limited to extremely slender revenues, such that the cost of the services of skilled ac- countants seems one of the expenses most easily avoided and therefore least necessary to incur. Most of the municipal plants are particularly in need of such aid, and many of them have made requests for it." TIE AND POLE CONSUMPTION IN 1908 The Census Bureau of the United States Department of Commerce and Labor, in co-operation with the Forest Service, Department of Agriculture, has issued a forest products report for 1908, which contains some very interesting figures on tie and pole consumption, particularly regarding preservatives. DATA ON CROSS-TIES PURCHASED The steam and electric railways purchased 112,463,449 cross- ties in 1908, this number being a decrease of 41,236,171 ties, or 26.8 per cent, from the number purchased in 1907. The chief cause of this decrease was the widespread business depression during the year. In 1908 only 7,431,170 ties, or 6.6 per cent of the total, were reported as purchased for new track, while in 1907, 23,557,000 ties, or 15.3 per cent of the total, were pur- chased for the same purpose. Two-thirds of the ties purchased for new track in 1908 were reported by the steam roads, and one-third by the electric railways. Since the total mileage of the steam roads was several times that of the electric lines, these figures indicate that the building activity on the part of the electric railways was relatively much greater than that of the steam roads in 1908. The bulk of the ties was composed of comparatively few kinds of timber, although at least 40 different species were used to some extent. The oaks were credited in 1908 with 48,110,853 ties, or 42.8 per cent of the total number of ties purchased. In the production of ties white oak is more largely used than any other species. Three or four Southern yellow pines, taken together, furnished 21,528,874 ties, or about one- fifth of the total number. Combined, the oaks and pines sup- plied about five-eighths of all the ties purchased. Cedar, chest- nut and Douglas fir were used for about 8,000,000 ties each, TIES BOUGHT. BY ELECTRIC RAILWAYS IN 1908. Kind of wood. Number. Oaks 2,414,403 Southern pines 944,690 Cedar 850,687 Chestnut 1,282,128 Douglas fir 357,460 Tamarack 28,249 Cypress 107,676 Hemlock 25,063 Western pine 23,024 Redwood 330,762 White pine 18,427 All other 42,799 Total 6,425,368 -Tota! Cost. $1,285,968 553,046 377.868 605,077 I33,I48 10,327 44,7^7 9-501 9.305 170.473 1 1,044 23,225 Average cost per tie. $0.53 0.63 0.44 0.47 0.37 0.37 0.42 0.38 0.40 0.52 0.60 0.54 $3,272,709 $0.51 Ilewed- Number. 1 ,812,916 5i3>759 777.875 923,984 37,785 28,249 100,879 25,063 8,063 310,412 15,934 37,276 Cost. $951,403 275,596 347,498 434.563 '2,785 10,327 41,075 9,501 3,799 158,607 9,972 20,749 4,592,195 $2,275,875 Average cost per He. $0.52 0-54 0.45 0.47 0-34 0-37 0.41 0.38 0.47 0.51 o.6i 0.56 $0.50 -Sawed- Number. 601,487 430,931 72,812 358,144 319,675 6,797 14,961 20,350 2,493 5,523 1,833,173 Cost. $334,565 316,450 30,370 170,514 120,363 3,652 5,5o6 1 1,866 1,072 2,476 $996,834 Average cost per tie. $0.56 0.73 0.42 0.48 0.38 0-54 0-37 0.58 0.43 0.45 $0.54 tions have resulted in repairs to roadbed, track and bridges, improvement in equipment, additions and needed repairs to ter- minals and stations, and the correction of faulty operation. In 1908 the Delaware & Hudson company presented a hill to the commission amounting to $2 450 for the use of an ob- servation engine employed in transporting an inspector of the commission over the road of the company while engaged in in specting such road. The commission has not paid this bill and last year the company refused to provide facilities for inspec- tion without the payment of special train rates. It was im- possible for the commission under these circumstances to have an inspection of the road made. Among the recommendations is the following : "Additional employees are asked for so that traveling auditors may be sent about through the State to assist the smaller cor porations and municipalities operating public utilities thai are required by law to report to the commission. The corpora- tions, while rendering an important and usually highly appre- ciated service in their respective communities, are, because of the three varieties combined forming over one-fifth of the total number purchased. The principal species of wood included under "all other" are in order of .their importance : Maple, spruce, birch, elm, sycamore, mesquite, locust, hickory, cherry, walnut and mulberry. There was an increase in the proportion of oaks, chestnut and cedar used in 1908 as compared with 1907, while decreases are shown for Southern pines, Douglas fir and cypress. The steam railroads purchased 106,038,081 cross-ties, or 94.3 per cent of all the ties purchased. Of this number 82.4 per cent were hewed and 17.6 per cent were sawed. Steam rail- roads used 95 per cent of all the hewed ties and ot.i per cent of all the sawed ties purchased during the year. The electric railroads purchased 6,425,368 ties, or 5.7 per cent of the total number of ties purchased. Of these 71.5 per cent were hewed and 28.5 per cent were sawed. While the quantity of ties pur- chased in 1908 was much less than in 1907, the average prices in the two years were remarkably close together, being 50 cents in 1008 and 51 cents in 11)07. The lowest priced tics in ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. 1908 were hemlock, the average cost of ties of that wood being 38 cents. The highest priced ties were the Southern ties, the average cost per tie being 54 cents. The average cost of the hewed ties purchased by both the steam and the electric roads was 50 cents, while the average cost of the sawed ties was 52 cents for those purchased by the steam roads. and 54 cents for those purchased by the electric roads. An accompanying table shows the number and average cost of each kind of tie bought by electric railway companies in 1908. The rapid progress of wood preservation during recent years is disclosed in the rapidly increasing percentages of treated ties in the total annual purchases. In 1908, 23,776,060 ties were reported by the steam and electric roads as having been treated by them or purchased already treated, which was 21. 1 per cent of all of the ties purchased in that year. The correspond- ing percentages in 1907 and in 1906 were 12.9 and 11.5, re- spectively. In 1908 the steam roads treated 12,590,643 ties and purchased 10.565,925 treated ties, the total for these roads being 23,156,568 treated ties, or 21.8 per cent of the total num- ber of ties purchased by them, and 97.4 per cent of the treated ties reported for that year. The use of treated ties is less general among the electric than among the steam roads. The electric railways treated after purchase 212,356 ties, and pur- chased in treated form 407,136 ties, making a total of 619,492 treated ties, or 9.6 per cent of the total number purchased by them. Among the woods which are most generally treated when used for ties are loblolly and shortleaf pines, lodgepole pine, Douglas fir, Western pine and the red and black oaks. DATA ON POLES The number of poles purchased in 1908 showed a slight fall- ing off as compared with the number purchased in 1907. The decrease in the cost of the poles purchased was much larger, however, amounting to 26.6 per cent. The decrease in num- ber is not remarkable, since there have been even more marked decreases in many other lines of forest products during the general business depression. During 1908 the telephone and telegraph companies bought 2,562,239 for $3,425,621 ; the steam railroads bought 155,418 poles for $501,704, and the electric rail- way, light and power companies bought 531,497 poles for $2,001,449. Details of the electrical installations are presented in the table below : POLES BOUGHT BY ELECTRIC RAILWAY AND ELECTRIC LIGHT AND POWER COMPANIES. , 1908 — ^ , 1907 1 Aver. Aver. Cost at cost Cost at cost point of per point of per Number, purchase, pole. Number, purchase, pole. Cedar 285,689 $1,108,976 $3.88 346,813 $1,920,428 $5.54 Chestnut 166,050 625,624 3.77 187,077 762,626 4.08 Oak 2,523 3.638 1.44 2.347 4.7T5 2-oi Pine 19.919 94.687 4.75 26,969 134,748 5.00 Cypress 30,619 84,663 2.77 71,136 275,594 3.87 Juniper 14.087 45,136 3.20 19,098 77,493 4.06 Tamarack 1,847 5,208 2.82 1,057 3,632 3.44 Douglas fir 3.766 8,366 2.22 3,408 9.284 2.72 Redwood 2,918 15,061 5.16 6,586 37.852 5.75 Locust 37 60 1.62 74 142 1.92 Spruce 1,821 5,018 2.76 4,981 17,539 3-52 All other 2,221 5,062 2.28 7,283 31,920 4.38 Total 531,497 $2,001,499 $3-77 676,829 $3,275,973 $4-84 Increases in the number of poles purchased by all com- panies are shown in the case of several kinds of wood used for poles, the largest relative gains being 203.7 Per cent for bois d'arc, 118.8 per cent for locust and 110.2 per cent for oak. The largest percentage of decrease for the kinds of wood shown was 58.5 for redwood. One of the most interesting changes was the decrease in the purchases of chestnut poles. This decrease was probably due in part to the ravages of the chestnut worm, which have resulted in the killing of a large amount of the pole timber in the northeastern part of the United States. Although the purchases of pine poles show a considerable falling off in number in 1908 as compared with 1907, the average cost per pole was greater in the later year by 33 cents. The wood which showed the greatest increase in average cost per pole was Douglas fir, the change amounting to $1.53; on the other hand, there was a decrease of $1.44 in the average cost per pole for cypress. The electric railways and the electric light and power com- panies purchased 16.4 per cent of the total number bought in 1908 by all companies. It was this latter class of consumers whose purchases of poles in 1908 showed the greater actual decrease, although the percentage of decrease in the case of the steam railroad companies was 47.3, and for these com- panies it was only 21.5. The average cost per pole of different woods varied more widely in 1908 than in 1907, the range in the later year being from 59 cents for oak to $4.09 for Douglas fir. The average cost of the Douglas fir poles was high because a large percentage of them were treated. The highest average cost per pole for any class and species, $18.93, was reported for oak poles 60 ft. or more in length, while the next highest, $18.12, was reported for redwood poles 40 ft. or more in length. Less than 62,000 of the poles of all kinds purchased in 1908 had a length of 45 ft. or over, while nearly 2,860,000 poles, or 88 per cent of the total number, were under 35 ft. in length. Over nine-tenths of the oak poles purchased were less than 25 ft. long, but not quite one-fifth of the total number of chestnut poles were less than that length. Each year substantial progress is disclosed in the practice and methods of treating poles with chemicals to preserve them from decay, and the benefits derived from such treatment are being demonstrated under practical conditions. A recent inspection of some poles on a Georgia line showed that at the end of four years 67 per cent of the poles that had been treated with certain derivatives of wood and oil compounds were still sound, while the untreated poles were more or less decayed, in some cases to such an extent that their renewal was necessary. The returns for 1908 showed that 344,388 poles purchased during the year received some preservative treatment before being set in posi- tion. Of these poles, 101,998, or 29.6 per cent, were bought already treated, while 242,390, or 70.4 per cent, were treated after purchase. The number of poles reported as having been given some preservative treatment in 1908 showed a slight fall- ing off as compared with the corresponding number for the pre- ceding year, because the abnormal business conditions obtain- ing during the later year caused the purchasers of poles to prac- tice every possible economy in expenditure. The number of treated poles reported formed 10.6 per cent of the total number bought in 1908 as against 12.1 per cent of the total in 1907. Telephone and telegraph companies reported 218,317 treated poles, or 63.4 per cent of the total of all treated poles, for 1908. Electric railway, light and power companies reported 78,083 treated poles, or 22.7 per cent of the total in 1908. Steam railroad companies reported 47,988 treated poles in 1908, or 30.9 per cent of their total purchases. While about seven- tenths of the treated poles were treated after purchase, the proportion was slightly less in 1908 than in 1907, for all com- panies, and for each class of companies, except in the case of steam railroads, where the percentage increased from 53.4 per cent in 1907 to 77.9 per cent in 1908. COST OF MAINTAINING A STORAGE AIR-BRAKE SYSTEM An electric railway which is using the Magann storage air- brake system reports that the total maintenance, power and operating cost based on the use of about 250 equipments does not exceed $1 per month per car. The longest route operated is a 7-mile belt line over which eight trips are made without recharging. The initial charge is taken at 300 lb. and reduced to 40 lb. for train-line use. In the morning the cars are charged in groups at the depots and usually only one additional charge is necessary during the same day. The storage ap- paratus on the car is easily maintained. The reducing valve is placed under a seat near the stove, where it is always in a warm and accessible position. Since the original trial of the pressure tanks at 500 lb. before installation there has been no need of making any hydraulic tests. Despite the little extra expense that would be occasioned, no air-brakes are used on the single-truck cars, as it is the company's experience that light city cars are more safely oper- ated with a well-maintained hand brake. January 22, 1910.] ELECTRIC RAILWAY JOURNAL. AN ENGLISH CAR HOUSE USED FOR A POLITICAL MEETING A novel use of an electric railway building was made on last New Year's Day when a mass meeting was held in the car house of the Reading (England) Corporation Tramways, where Mr. Lloyd-George, Chancellor of the British Exchequer, ad- dressed some 10,000 persons who had assembled to hear him defend the proposed budget. The platform, accommodating some 300 persons, was constructed along one side of the car house, and a temporary floor was laid over the car pits. Bar- riers were erected to divide the audience and all the doors form- ing the south side of the building were thrown open. The quadrangle formed by the store block of buildings and the boiler house of the power station, between the car house proper and the entrance, was filled with people. The car house was bril- liantly illuminated with arc lights, and the network of electric Mr. Lloyd-George Speaking in British Car Hcuse wires along the roof materially assisted the acoustic properties of the building, a large sounding board being erected just over the speaker's head. Photographs were taken during the meet- ing by means of a number of flashlights arranged along the walls, which were fired by electricity, under the control of the photographer in one part of the building. Walter Binns, the general manager and engineer of the tram- ways, was responsible for the whole of the arrangements and the preparations made for adapting the building for the purposes of this huge meeting, and both Mr. Lloyd-George and Rufus Isaacs, K.C., M.P., the borough member, personally congratulated him upon the excellent arrangements made for the meeting. A substantial sum was paid for the use of the car house and a number of cars conveyed the audience from the car house to all parts of the town immediately after the meeting. The tem- porary flooring was removed a few minutes after the meeting closed, and the cars ran into the sheds as usual the same evening. PRODUCER-GAS POWER PLANTS IN THE UNITED STATES The United States Geological Survey, in Bulletin 416, pub- lishes some statistics of producer gas power plants in the United States compiled by R. 11. Fernald. The first producer- gas plants were installed about 10 years ago. At the present time there are over 500 such plants in operation, with an aggre- gate horse-power of about 115,000. Tests made witli tin- Govern- ment plants at St. Louis, Mo., and Norfolk, Va., have shown a fuel consumption under the most favorable conditions as low as 0.95 lb. per electrical horse-power at the switchboard. Tests with 75 grades of bituminous coal show a ratio of coal per brake horse power fired under a boiler to coal per brake horse power burned in a producer of 2.7. Many low grade coals and lignites which cannot be burned successfully under a boiler give excel- lent residts in a gas producer. MASSACHUSETTS COMMISSIONS REPORT ON ELECTRIC TRANSPORTATION MATTERS AT BOSTON The Massachusetts Railroad Commission and the Boston Transit Commission, sitting as a joint board by order of the Legislature of 1909, has submitted to the Legislature of 1910 three reports embodying the most important discussion of elec- tric transportation matters at Boston that has been presented to the General Court for many years. The joint board recommends the passage of a law which will permit the Boston Elevated Railway to acquire control of the system of the Boston & Northern Street Railway, the Old Colony Street Railway, the Middlesex & Boston Street Railway, the Lexington & Boston Street Railway, the Boston & Worces- ter Street Railway, and the Blue Hill Street Railway, such con- trol to be exercised under the well-established principles of public utility supervision by commission which have character- ized the history of Massachusetts transportation for nearly four decades. Under the proposed acquisition of these companies the management of the Boston Elevated Railway would adminis- ter the affairs of a system at present comprising about 1700 miles of track, with annual gros"s earnings of $23,000,000, a yearly traffic of about 460,000,000 revenue passengers, a rolling stock movement of 83,000,003 car-miles per annum, and a pay- roll of over 13,000 employees, with total operating expenses ex- ceeding $15,000,000. The lines operated by the Boston Elevated Railway Company would extend in such event from Newport, R. I., on the south to Nashua, N. H., on the north, connecting with the Worcester Consolidated Street Railway system on the west. Large econ- omies in operation and administration are anticipated, and the joint board points out in its report, that the public will, with proper safeguards, gain through a unified system of transpor- tation centering in Boston, enjoying increased accommodations and decreased rates. Through fares, more speedy transit and a common management will induce travel and result in benefits to both the public and the companies. Other matters considered in the reports are the terms of the consolidation of the West End Street Railway and the Boston Elevated Railway ; the proposed tunnel and subway of the Bos- ton & Eastern Electric Railroad under Boston Harbor, and a large number of subway and tunnel questions referred to the joint board by the last Legislature. The board reviews thor- oughly the relations of the Boston Elevated and West End companies and concludes that a 7 per cent dividend is an ample and liberal return upon the second preferred stock of the Bos- ton Elevated Railway, to be issued upon consolidation in ex- change for the common stock of the West End Street Railway. The latter organization has contended vigorously for an 8 per cent dividend, since the passage of the act of 1908 setting the rate at 7 per cent. The joint board also finds that it is inex- pedient, inadvisable and not in the public interest to provide for any distribution of assets among the stockholders of the West End company. The anticipated benefits of the consolida- tion are emphasized. Regarding the Boston & Eastern tunnel and subway the joint board considers it necessary to suspend judgment until the quadruple joint commission upon metropolitan improvements shall have made its investigation and final report to the Legisla- ture of 1911. Without in any way withdrawing from the posi- tion which the Railroad Commission assumed in its finding that public convenience and necessity call for enterprise in the held undertaken by the Boston & Eastern road, the joint board, as a member of the above quadruple board, considers that the matter should be studied in relation to the broader plans of transpor- tation improvement in the metropolitan district, which are inti- mately related to the construction of a possible new tunnel fie tween the North and the South Stations and the electrification of the steam railroads in the metropolitan area. An exhaustive discussion is given in favor of constructing a subway or cross town tunnel from Park Street to the South Station, with the conclusion that such an underground route ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. should be built as the natural extension of the Cambridge sub- way, now under construction. The total cost of this tunnel would be about $3,000,000, and its length 3000 ft. The joint board recommends no legislation to establish a sta- tion at Castle Street, on the Washington Street tunnel line of the Boston Elevated Railway. Relative to the restoration of elevated train service in the Tremont Street subway the board states that such a course would greatly obstruct traffic, lead to great inconvenience and invite danger of accident, as well as congesting existing tracks, reducing the capacity of the Washington Street tunnel one- half. The crossings which would be necessitated at grade would "form an intolerable nuisance." An extended study is made of the traffic conditions in South Boston, in connection with the construction of a proposed sub- way or tunnel line from the city proper to the vicinity of Marine Park. The board finds that the cost of such an under- taking would be all out of proportion to the traffic, being from $6,000,000 to $8,000,000 to handle a maximum of about 28,000 passengers per day. No legislation is, therefore, recommended. Like action is taken in regard to a proposed subway from Sul- livan Square to the North Station, the board finding no evi- dence that the present combined surface and elevated facilities are inadequate to handle the traffic. Such a line is declared objectionable on account of the impossibility of fitting it into the present system of tunnel lines. The board finds that the cost of a subway from Tremont and Park streets to Milton Lower Mills would be prohibitive, requir- ing between $13,000,000 and $14,000,000, exclusive of land damages, and being 6^ miles in length. The district is unfavor- able for such a project. No legislation is recommended in case of the proposed union of terminals and stations of the steam and elevated lines of Boston. The board finds that a tunnel between Boston and Chelsea would be unduly costly, but recommends that a loop be con- structed at Scollay Square, in the East Boston tunnel, and that arrangements be made by the Boston Elevated Railway and the Boston & Northern Street Railway for joint use of the tunnel, with transfers given at the Boston Elevated stations. Bills providing for the discontinuance of the elevated struc- ture on Washington Street, Boston, and the extension of the Washington Street tunnel to Dudley Street were declared un- constitutional by Attorney-General Dana Malone, of Massa- chusetts. NEW SINGLE PHASE MOTOR DESIGN DISCUSSED AT INSTITUTE OF ELECTRICAL ENGINEERS P. A. Y. E. RESULTS ON THE CHICAGO CITY RAILWAY This paper presented in its issue of Jan. 15 a statement re- garding the 31.9 per cent reduction in accidents on the Chicago City Railway since the use of pay-as-you-enter cars. A more complete analysis of results which this road has obtained with pay-as-you-enter cars is now available. The following state- ment compares the receipts, car-hours and accidents on the Cot- tage Grove Avenue division of the Chicago City Railway, from the commencement of the pay-as-you-enter car service on Nov. 24, 1907, to the close of the fiscal year ending Jan. 31, 1909, with the same period for the previous year, when pay-as-you- enter cars were only operated for two months on one line of that division : Receipts Receipts. Car hours, per C. H. Nov. 24, 1907, to Tan. 31, 1909 $1,808,321.52 702,395 $2.57 Nov. 24, 1906, to Jan. 31, 1908 1,686,712.17 796,843 2.12 Increase $121,609.35 *94>448 $0.45 Per cent.. 7.2 *".9 21.2 Per cent increase or decrease on all lines 2.8 *3.o . 6.0 Per cent of increase or decrease due to "P. A. Y. E." cars 4.4 *8.9 15.2 * Decrease. ACCIDENTS FALLING AT CURVES OR WHILE BOARDING OR LEAVING CARS OR STEALING RIDES. Nov. 24, 1907, to Jan. 31, 1909 1,280 Nov. 24, 1906, to Jan. 31, 1908 ' 1,821 Decrease 541, or 31.9 per cent. A paper entitled "The Space Economy of the Single Phase Series Motor" was presented at a meeting of the American In- stitute of Electrical Engineers on Jan. 14 by Prof. W. S. Franklin and S. S. Seyfert. The authors stated that the object of their paper was not to discuss the relative merits of single phase and direct current electrification, or to consider the ques- tion of the locomotive versus the multiple unit system of elec- tric propulsion, or to argue in favor of the axle motor as against the detached motor with side-bar or gear connection. Its sole purpose was to discuss the question of the maximum single phase series motor rating which can be placed within a given space. They complimented the designers of the motors of the present New Haven locomotives, but believed that im- provements were possible in the way of increasing the motor rating for a given weight of locomotive, especially in increasing the tractive effort at starting. The principal novel feature in the design proposed by the authors consisted in removing the commutator from its usual position, making the armature stationary, arranging the field structure to revolve and placing the stationary commutator at some convenient point where the revolving brushes may be posi- tively driven by the revolving field structure. For this arrangement it was claimed that all of the available space between the wheels would be occupied by active material, which would be utilized to the best possible advantage. The resistance leads, balanced choke-coils and similar apparatus could then be designed practically regardless of the amount of space they should occupy, and the designer could produce a ma- chine which would commutate satisfactorily with a higher short' voltage circuit than would otherwise be possible. Again, the power losses of the non-sparking device would take place out- side of the motor region proper, and hence would not have to be taken care of by ventilation. Repairs to resistance leads, or other devices for preventing sparking, could be made with great ease and without opening up the motor in any way, and arrange- ments could be provided for the short-circuiting of any portion of the resistance leads of the disconnecting or the choke-coils at any prescribed motor speed, thus enabling the designer to treat the problem of starting and the problem of steady running independently of each other. The authors then presented diagrams of a 500-hp motor of this general construction, and described the type of revolving brush holder which they proposed and of a non-sparking device based on the use of leads, providing great impedance for any short-circuit current and almost non-inductive for the main- line current. The paper was discussed by several of those present. S. M. Kintner thought that there would be many difficulties in con- structing and operating the machine, especially so far as the commutator and revolving brushes were concerned. He also doubted whether there would be any gain in output per unit weight of active material. E. H. Anderson criticized the com- plication of the proposed motor. E. F. W. Alexanderson also thought that there was no evi- dence in the paper that the space occupied by the motor would not be quite as large as that of the motor designed along famil- iar lines. He commented on the close agreement as regarding weight and space per horse-power of the single-phase railway motors of standard type, as manufactured by different makers in America and Europe. S. S. Seyfert defended the design of the motor. The report of the Public Service Commission of New York, Second District, on passenger train delays for the month of November shows that 54,891 trains were run, of which 84 per cent were on time at division terminals. The average delay for each late train was 25.3 minutes and the average delay for each train run was 4.1 minutes. The causes of delay were waiting for trains on. other divisions, train work at stations, trains ahead, meeting and passing trains, wrecks and engine failures. January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 153 HEARING ON FORM OF HEATING ORDER The rehearing before the Public Service Commission of the First District of New York regarding the form of notice to be posted in the cars of street railways within the jurisdiction of the commission to show the amount of heat required in cars as fixed by the commission, was held before John E. Eustis of the commission on Jan. 10, 1910. Frederick W. Whitridge, receiver of the Third Avenue Railroad, and Henry A. Robinson, counsel, represented that company, and J. L. Waugh represented the Interborough Rapid Transit Company, New York & Queens County Railway and the New York & Long Island Traction Company. H. H. Whitman represented the commission as counsel. Mr. Eustis said that it had been decided to supply the companies with a form of notice drawn by the commission which could be followed without the necessity of the companies submitting notices for approval, but that any material change from the form as proposed by the commission would have to be approved by the commission. All forms of notices approved by the commission previous to the drawing of the conditional notice by the commission would stand. Mr. Eustis thought that two weeks would be sufficient time for the companies to prepare and post the notices, but said that further time would be given if required. The Brooklyn Rapid Transit Company, Metropolitan Street Railway, Interborough Rapid Transit Com- pany and several others have submitted forms of notices which have been approved by the commission. THE CHEMIST AND THE POWER PLANT The function of the industrial chemist in improving power plant efficiency was discussed at the recent meeting of- the American Association for the Advancement of Science at Boston by Arthur D. Little, before the division of which he is chairman, of the American Chemical Society. Speaking to industrial chemists and engineers, Mr. Little pointed out that in the selection of raw materials the chemist has the power to institute savings amounting to many thousands of dollars yearly, to open up new sources of supply and to improve specifications, analyses and physical tests. In the field of power supply the natural outcome of this line of attack is the im- provement of combustion processes, analysis of boiler com- pounds, study of lubricants, determination of fuel qualities and mixtures, control of the operations of the fire room, and, in general, skilled supervision of plant management. Within the last few years the chemist has come to see that his work along certain lines in connection with public utility improvement deals with energy no less than with matter, and the excellent results that have in many cases followed the study of power house conditions by the industrial chemist have been in part due to the narrowing of the gap that for- merly existed between chemistry and physics. The laboratory has thus been brought close to the field of commercial serv'fce, and among public utility enterprises few have benefited more than electric railways from the work of the industrial chemist. The selection of the most efficient type of coal and its proper use in the boiler room under all conditions of load are essentially chemical questions, and in the gas engine and producer fields the securing of high efficiency is far more than a physical problem. Similarly, the development of power from waste gases of blast furnaces, the storage of coal, pre- vention of spontaneous combustion by thermomctric explora- tion of fuel piles, abatement of smoke, improvement of draft conditions, analysis of fuel for calorific power, moisture, sul- phur, etc., and the purification of boiler feed water are mat- ters in which the chemical engineer has often saved money for. operating companies. In stating that the analysis of boiler compounds as an end in itself presents little to excite enthusi- asm, but when such analyses are made the means of saving $.3,600 a year in the plants of a single company they lake on a new and larger aspect. Analytical work is by no means the sole sphere of the power plant chemist. Boiler and engine tests, studies of the efficiency of grates and stokers, applicabil- ity of new equipment, such as the low-pressure turbine, be- havior of engine and cylinder oils in service, costs of waste, relative efficiency of different lubricating equipment, selection and maintenance of bearing metals, are some of the wider interests of the chemist in connection with the power plant, in each case with the object of reducing the unit costs of service. HEARING BY MASSACHUSETTS COMMISSION ON HAMILTON FARES The Massachusetts Railroad Commission gave a hearing on Jan. 10 upon the petition of citizens of the town of Hamilton for a fare readjustment on the Beverly-Gloucester line of the Boston & Northern Street Railway. Selectman Norwood repre- sented the town, and the company was represented by Bentley W. Warren. The petitioners desired a 5-cent fare within the limits of the town of Hamilton, and also a 5-cent fare between Hamilton, Beverly, Ipswich and Essex. Under cross-examination, the witnesses for the petitioner admitted that the line passes through a comparatively deserted part of the town of Hamilton, being merely a part of a through route between Beverly and Gloucester. There are prac- tically no public buildings of any kind in this part of the town. Mr. Warren stated that the fare in vogue between Essex and Beverly had little to do with what was equitable between Hamil- ton and Beverly. A charge of 10 cents was made between Essex and Beverly, and also between Hamilton and Beverly, al- though Essex is slightly beyond Hamilton. The directors of the company still felt that when the board reduced the fare be- tween Essex and Beverly several years ago the traffic condi- tions of the line did not warrant such action, and that this fare should in no case be regarded as a criterion as to what was proper elsewhere on the system. So far as traffic originating on this line was concerned it would be a benefit to the company and its patrons elsewhere if the line could be taken up, for the business was unremunerative, and the line was of use only as a short section of a through route. In itself the franchise given to the old Gloucester, Essex & Beverly Street Railway was of practically no value. It covered 3 miles of track that were an absolute burden to the company so far as local business was concerned. It was not what was so often called a "valuable franchise given the company for nothing." The line passed through the back part of the town, and no sane man would ever think of building it except as a part of a through route. In the 12 years that the line had been built probably not over a dozen new houses had been erected along the tracks. The center of Hamilton was adequately served by a different line of the company. Mr. Warren stated that the difficulty in the case was largely one of fare division points unless the board took the position that the company ought to carry its patrons at a rate per mile that was simply prohibitive of profitable business. When the petitioners asked for a 5-cent fare from all parts of Hamilton to Beverly they wanted the company to carry them a possible 7.9 miles through a country district for 5 cents. The maximum ride which passengers might take from points in Hamilton to Ipswich and Beverly was in several cases in excess of 5 miles. Mr. Warren urged the board to ride over the line or send an inspector over the route to see how little there was in the way of traffic possibilities. He submitted a number of recent photo- graphs taken along the route. In conclusion, Mr. Warren said that in establishing the fare division point in Hamilton at the junction of the Essex-Glouces- ter line with the Hamilton-Wenham line, the company had proceeded on the theory that such few patrons as the line bad would prefer to be carried for a single fare from the junction into the center of Ipswich to having the limit at the town line. This gave a ride of over 5 miles for 5 cents. The company was ready to go back to a 5 cent fare within the town limits if it could have a 10 cent fare from town to town. Il did not think that such a plan would serve, although probably il would be more profitable than the present arrangement. The board took the case under advisement. 154 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. "PUBLIC BE PLEASED " ADVERTISEMENT OF HUDSON RIVER TUNNELS CHICAGO ELECTRICAL SHOW The Hudson & Manhattan Railroad has commenced the pub- lication of large advertisements in the daily newspapers of New York, calling attention to its service through the Hudson River tunnels between New York City and New Jersey. The 42d H-cyt- GRAND CENTRAL JERSEY CITY PENNSYLVANIA R.R. HUDSON TUBE ROUTE "The Public be Pleased" Quickest — surest — safest — route between New York and New Jersey. A time, trouble and money saver. The map above shows it at a glance. Study it! Remember the stations! The next time, every time, you cross the Hudson go under it via the Hudson River Tubes. QUICKEST became you slarl liom the hem of the. city. No Inp lo the water Iron!. Traim run every lew minutes day and night. Make all connections at Pennsylvania, Erie and Lackawanna Stations SUREST because you can't be slopped by stoirc, log. or ice. If one train is missed another lollows shortly. No ten minute wait and a connection lost. SAFEST because the lubes and trains are equipped with ihe most perfect salety devices known— steel cars, automatic signals, automatic switches, automatic stops electric operation. Hudson ^Manhattan Railroad Co Newspaper Advertisement of Hudson & Manhattan Railroad first advertisement is shown above, and includes a reference to the policy "of pleasing the public which has been expressed so frequently by William G. McAdoo, president of the Hudson & Manhattan Railroad. SPLICING WITH SILVER SOLDER A good electrical shop kink is the butt-end soldering of broken or burned-out wires without removing them from the armature or field coil. If the splice is to be made on an arma- ture coil the damaged wire is raised a little way out of the slot. The insulation is then scraped off for a few inches and the ends of the broken wire are filed off smoothly, after which a piece of wire is cut to fill the gap. One end of the inserted wire is then butt-ended with the armature wire and the ends heated by a gas torch until they are red hot. Upon this a little borax is applied as the flux, and then some silver solder is inserted be- tween the ends. When both splices are completed in this fash- ion the bare wire is wound with silk, as the latter takes up less space than tape. After the silk has been covered with insula- tion the coil is ready to be returned to the slot. During the operation of heating with the torch the adjacent wires are pro- tected by fiber barriers. Field coils also can be spliced in this way, and the same method used to solder the ends of successive reels of wire. The fifth annual Chicago Electrical Show in the Coliseum was opened to the public at 1 p. m. on Jan. 15 and will continue until Jan. 29. It is open daily from 10 a. m. to 10:30 p. m. except on Sundays. The building has been beautifully dec- orated and the attendance promises to lie larger than in any previous year. The illumination scheme is novel and specta- cular. The exhibits are illuminated by tungsten lamps mounted on the corner posts and in domes suspended over the center of each space, while the spectacular illumination which is inde- pendent of the useful illumination is accomplished by throwing beams of light from projector lanterns among streamers of ribbon and tinsel suspended from the ceiling of the building. These streamers, .about 3500 in number, hang straight down at intervals of 2 ft. to 4 ft. with their lower ends free. Of the tinsel streamers about one-half are gold and one-half silver. The ribbon streamers are one-half yellow and one-half gray. There are three 90-amp 30-in. General Electric projector lamps at each end of the building, making six in all. The purpose of these is simply to illuminate the moving streamers, which are of different lengths. The projectors have colored glass slides for varying the effect. The floor area of the building which is occupied by the exhibits aggregates 51,000 ft. The general decorative and illuminating designs were made by D. H. Burn- ham & Company, architects, of Chicago. One striking feature of the show is the Wright aeroplane which is exhibited by the United States Government. This ma- chine is suspended from the ceiling in the center of the hall and has been fitted for demonstrating wireless telegraphy. While most of the exhibits are of electrical devices intended for household and commercial use, several manufacturers of elec- tric railway apparatus show samples of their products. Brief descriptions of the exhibits of a number of these manufactur- ers are given in the following paragraphs : Allis-Chalmers Company, Milwaukee, Wis., has a machinery- exhibit which includes a 30-hp polyphase induction motor and a portable air compressor of 11 cu. ft. capacity driven by a 115- volt, 60-cycle, three-phase, alternating current motor. A model of the Allis-Chalmers horizontal steam turbine is also shown. American School of Correspondence, Chicago, 111., exhibits its line of text-books used in school work and its encyclopedias, of which some 13 are published. American Steel & Wire Company, Chicago, 111., has an ex- hibit of its "Crown" and "United States" rail bonds and ma- chines for applying these bonds. Rubber-covered wires and cables, weatherproof wire, lead-encased cables, trolley wire, lamp cord, telephone and telegraph wires and miscellaneous wires of varied description are shown. The exhibit also in- cludes wire railroad fencing. Chicago Fuse Wire & Manufacturing Company, Chicago, 111., shows some fine display boards, on which are exhibited a repre- sentative line of the company's conduit outlet boxes, covers and switch boxes, also enclosed fuses and blocks, fuse wire and fuse links, all sold under the trade name "Union." Chicago Pneumatic Tool Company, Chicago, 111., -displays a complete line of portable electric drills, grinders and hoists, as well as portable pneumatic tools, consisting of hammers, drills, etc. Crane Company, Chicago, 111., has an . exhibit of motor-oper- ated cast-steel gate valves, as well as high-pressure gate valves of ferro steel, and a working exhibit of "Cranetilt" steam traps. There is also a cast-steel header 7 ft. 6 in. long with two outlets, samples of flanging, miscellaneous brass valves, packing, etc. Cutler-Hammer Manufacturing Company, Milwaukee, Wis., has furnished its large booth as a reception room. Here a model of the new C-H porcelain switch and a typical sample of steel mill contactors are displayed. Driver-Harris Wire Company, Harrison, N. J., exhibits its line of resistance alloys in the form of round and flat wire. It also displays Nichrome wire glowing at working temperature in the open air to demonstrate the non-oxidizable properties and efficiency of this wire for all types of resistance. Nichrome [January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 155 wire has a resistance 60 times that of copper. It is non-cor- rosive, ductile and can be worked unprotected at temperatures up to 1800 deg. Fahr. Climax (a nickel-steel alloy), Advance (a copper nickel alloy) and Monel metal are among the other alloys shown. Duntley Manufacturing Company, Chicago, 111., exhibits Dunt- ley pneumatic cleaners in all sizes for operation, both by elec- tricity and by hand power, together with a portable electric generator to operate the electric cleaners. Electrical Testing Laboratories, New York, N. Y., have an instructive exhibit designed to show the color values of modern electric illuminants and the great progress that has been made recently in their efficiency. Electromagnetic Tool Company, Chicago, 111., shows its new electric hammer in operation. This tool is particularly designed for the drilling of concrete, brick and stone. The amount of electric energy required is 3.5 amp at 110 volts. This device differs from previous electric percussion tools in that the blow is produced, not by direct action of an electromagnet on the plunger or by the centrifugal force of a flywheel arrangement on the motor shaft, but by means of a magnetic clutch so ar- ranged as to provide adequate cushioning of the blow and pre- vent sudden strain on the motor. Fairbanks, Morse & Company, Chicago, 111., exhibit a large Mathias Klein & Sons, Chicago, 111., display linemen's and electrical construction tools adapted for pole line work as well as for underground construction and interior wiring. The new Goehst insulation stripper is shown, as well as grips for small wires and cables, gasoline torches, wire reels, pliers, wrenches and a large assortment of other tools. National Carbon Company, Cleveland, Ohio, displays a com- plete line of carbon products, primary batteries, motor brushes, arc lamps and electrodes, as well as carbon packing rings for turbines and many other carbon specialties. National Electric Lamp Association (Engineering Depart- ment), Cleveland, Ohio, has a large exhibit of a complete line of no and 220-volt Mazda tungsten lamps. Tantalum lamps for the same voltages are also shown. Ten 16-cp carbon lamps and 10 16-cp tantalum street railway lamps are burned con- tinuously during the show. New York Pole Company, New York, N. Y., shows a number of sections of reinforced electric railway poles. Stromberg-Carlson Telephone Manufacturing Company, Rochester, N. Y., shows a complete line of telephone apparatus for use on railroads, as well as the company's selective dis- patcher signal for use on interurban roads. Several different types of switchboards are also displayed, including both mag- neto and central energy systems with standard equipment. General View of Chicago Electrical Show in Coliseum Building collection of electrical machinery, including 14 alternating-cur- rent polyphase motors, ranging in size from 1 to 30 hp, and nine direct-current motors ranging in size from 1 to 15 hp. Monarch lamps are also shown in various sizes. General Electric Company, Schenectady, N. Y., pays par- ticular attention to lighting and heating appliances in its large, centrally located exhibit near the main entrance. General Vehicle Company, Long Island City, N. Y., has an exhibit of two electric commercial vehicles, a rooo-hp delivery wagon and a 4000-lb. truck. G. M. Gest, New York, N. Y., displays a full-size brick man- hole with fiber conduits leading out on one side and clay con- duits on another side. This manhole is equipped with the Gesl patented bracket frame and hangers and contains several sections of spliced cable. Hamler-Eddy Smoke Recorder Company, Chicago, 111., ex- hibits the Eddy automatic smoke recorder. This is an instru- ment carrying a card calibrated fur lime on which is blown and affixed a continuous ribbon of smoke of the precise shade and density appearing at the lop of the power plant stack The instrument on exhibition is connected with the Coliseum chim ney and is shown in operation. United States Light & Heating Company, New York, N. Y., displays all types of storage battery plates for light and power, propulsion, ignition and automobile lighting, in addition to a plate recently developed for car lighting purposes, which is made by the National swedging process. The Bliss and Moskowitz car lighting system owned by the company is shown in detail. Western Electric Company, New York, N. Y., devotes much of its space to telephones, but also shows Hawthorn motors and miscellaneous electrical goods. Westinghouse Electric & Manufacturing Company, Pitts- burgh, Pa., displays a very complete line of its smaller appar.i lus particularly intended for domestic service. Theodore P. Shouts, president of (he [nterborough-Mel ropolitan Company, announced at I lie annual meeting of the stockholders of the company on Jan, 18, [9,10, thai .1. P. Morgan & Company were ready to furnish $100,000,000, or more, to finance new lines that may be constructed by the company, bul said thai he did not care to name the conditions which Morgan & Companj had made. ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. VALUATION OF BROOKLYN RAPID TRANSIT SYSTEM Bion J. Arnold was recalled on Dec. 23, 1909, as a witness in the case before the New York Public Service Commission, First District, involving valuation of the Brooklyn Rapid Transit system in connection with the petition for a 5-cent fare to Coney Island. Mr. Arnold's testimony supplemented his testimony at the hearing on Dec. 15, when, as stated in the Electric Railway Journal of Dec. 25, 1909, page 1261, he estimated the total cost to reproduce the properties at approxi- mately $100,000,000. He presented the accompanying state- ment, dividing the reproduction value by companies. The total value determined is $103,216,789.30, which includes $2,511,- 099.31 for non-operative property. The statement repre- sented an attempt to segregate the total value by companies. There should be added whatever is finally agreed to be the value of the real estate over and above the assessed value, since only the assessed value of this class of property was al- lowed in the valuation. No percentages were added for any- thing outside of construction expenses. Mr. Arnold was not aware of any properties belonging to the companies which had not been included in his compilation unless it might be rights- of-way that were not assessed. The allowance for depreciation below cost of reproduction new in properties of this character, Mr. Arnold testified, would depend upon the actual physical condition, which would have to be ascertained after a careful examination, but it would usually extend from 15 to 25 per cent of the value of the physi- cal property. Sometimes a property was found to be worth INDIANA INTERURBAN RULES AMENDED At a conference of a committee of Indiana interurban rail- way managers and the Railroad Commission of Indiana, held at Indianapolis on Jan. 18, the Indiana code of interurban rules was amended to make it conform more closely with the stand- ard code of rules of the American Street & Interurban Railway Association. The committee, composed of H. A. Nicholl, In- diana Union Traction Company; C. D. Emmons, Fort Wayne & Wabash Valley Traction Company ; F. M. Durbin, Evans- ville & Southern Indiana Traction Company, and Guy K. Jef- frus, Terre Haute, Indianapolis & Eastern Traction Company, presented a report recommending the following changes in the Indiana code, all of which were adopted : Rule 82 (c) to be changed to read "four bells" instead of "three bells," and the positions of Rules 82 (c) and 82 (d) reversed, conforming with American Street & Interurban Rail- way Association Rule 103. Rule 134 to have the following paragraph added: "Conductor must leave the car from the rear platform, and before doing so securely fasten the rear vestibule door opposite the side from which he leaves to flag the crossing, and not give a signal to the motorman to proceed until after he is positive that no one is attempting to board or leave his car. Before starting, the motorman will look back, when conditions will per- mit, to see that no passengers are getting on or off." Rule 107, signals at switches, to read as follows : "After a regular scheduled train or an extra train holding meeting or time orders against an opposing train clears the BROOKLYN RAPID TRANSIT SYSTEM— REPRODUCTION VALUE OF PHYSICAL PROPERTY AS ESTIMATED BY BION J. ARNOLD. PRELIMINARY TOTALS BY OWNERSHIP. Operative property. Percentages for contractor's profit, inci- dentals, engineering and administration. Ownership. Without. With. American Ry. Traffic Co Bridge Operating Co $72,632.83 $83,527.75 Brooklyn City R. R. Co 20,470,051.16 25,066,297.00 Brooklyn Hts. R. R. Co 443,180.83 510,726.65 Brooklyn, Queens Co. & Suburban R. R. Co 4,148,237.47 4,962,498.70 Brooklyn Un. Elev. R. R 20,768,694.51 25,262,154.18 Canarsie R. R. Co 2,853,250.33 3,283,672.57 Coney Island & Gravesend Ry. Co 379,628.55 463,511-95 Nassau Elec. R. R. Co 9,800,200.14 11,924,049.18 Prospect Park & Coney Island R. R. Co 1,824,949.06 2,148,614.54 New York & Coney Island R. R. Co Prospect Park & South Brooklyn R. R. Co 12,325.00 '5.59I-I3 Sea Beach Ry. Co 1,297,242.36 1,489,519.32 So. Brooklyn Ry. Co 2,346,875.86 2,799,279.24 Transit Development Co 19,028,308.78 22,696,247.66 Grand total $83,445,576.88 $100,705,689.99 Total non-operative property. $1,000,000.00 438,483.00 1,000.00 32,483.00 597,282.31 420.00 1 12,967.00 1 1,440.00 35.5i5-oo 52,756.00 228,753.00 $2,511,099.31 Grand total operative and non-operative property with percentages. $1,000,000.00 83,527-75 25,504,708.00 511,726.65 4,994,981.70 25.859,436.49 3,284,092.57 463,511.95 12,037,016.18 2,160,054.54 I5,59i-I3 1,525,034.32 2,852,035.24 22,925.000.66 $103,216,789.30 85 per cent, sometimes as low as 75 per cent, and there might be cases where the value would be much lower. Mr. Arnold would not attempt to state the percentage for the properties of the Brooklyn Union Elevated Railroad without an ex- haustive examination and a carefully prepared estimate. He would say, however, that the property was in very good con- dition and well kept up, much better than other properties which he had examined. A good deal of the property had been reconstructed. Mr. Arnold spoke more particularly of the Brooklyn Union Elevated road because of his examination of that part of the property, but his remark applied generally to the entire system of the Brooklyn Rapid Transit Company. George D. Yeomans, general counsel for the company, asked whether Mr. Arnold, in computing the reproduction value, con- sidered the fact that the company had acquired practically all of its 300 lineal ft. of easements. This was not considered, as the property was not assessed. No values were included for intangible elements or franchises. In answer to a question by Commissioner McCarroll as to the percentage value of a road in good operating and efficient con- dition, Mr. Arnold stated that in Chicago it was thought that the property, after proper reconstruction, could be maintained at 85 per cent of the cost to reproduce new. Some authorities thought a road could not be maintained at better than 80 per cent, so that probably 80 to 85 per cent of the cost to reproduce new would be first-class condition. main track, and switches are properly set for the main track, the conductor must step to the side of the track opposite the switch stand until after the opposing train has passed, keeping his hand lantern at night in full view of the approaching train, but giving no proceed signal. Under like conditions, conductors of extra trains not holding meeting or time orders will remain with their train or out of view of the motorman of opposing train." Rule 113 to be amended to conform to American Street & In- terurban Railway Association Rule 203, and Rule 113-A added, conforming to American Street & Interurban Railway Associa- tion Rule 203-A. Rule 138 to be amended to conform to American Street & Interurban Railway Association Rule 230. Rule 155 to be amended to conform to American Street & In- terurban Railway Association Rule 261. Rule 162 to be amended to read as follows : "When a train order is to be given affecting the movements of more than one train, the train or trains whose rights are to be restricted must first receive the order and be given the com- plete before the order is given to the train or trains whose rights are to be increased ; except when the train or trains whose rights are to be restricted are flagged by authorized agents or operators, as per Rule 152." Rule 239 to be amended to conform to American Street & Interurban Railway Association Rule 398. January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 157 MESSAGES OF THE GOVERNORS The Legislatures of New York, Ohio, Massachusetts, Rhode Island, New Jersey and Maryland have organized for the ses- sion of 1910. Sessions of the Legislatures of Kentucky, Missis- sippi, South Carolina and Virginia are also to be held this year. The Legislature of Illinois convened in special session in December, 1909. Most of the messages of the Governors con- tained recommendations for legislation affecting railroad inter- ests, several such recommendations being embodied in reference to the necessity for creating public utility commissions. Ab- stracts of the messages of the Governors of a number of States, so far as they relate to public utility enterprises, follow : GOVERNOR HUGHES, OF NEW YORK I again recommend that the Public Service Commission law should be extended to telegraph and telephone companies, and that these companies should be brought under appropriate regu- lation as to rates, service and other matters similar to that which has been provided tor corporations at present subject to the law. The events of the past year have served to emphasize the importance of adequate supervision and regulation, and I know of no sound reason for excluding these activities from the established policy of the State. Such amendments of the Public Service Commission law as experience has shown to be advisable, to improve its provisions, to aid administration or to carry out the intent of the statute, should be supplied. I disapproved the consolidated railroad law passed at the last session because the inclusion in the consolidated statute (if enacted as worded), of the provisions of sections 37 and 38 of the railroad law, with regard to rates and charges, might form the basis for a claim that it was the intention of the Legislature to continue these provisions, notwithstanding the subsequent enactment of the public service commissions law. I advise the formal repeal of these provisions of the railroad law. And if a consolidated statute, without a general revision, is enacted — the wisdom of which is open to serious question — they should be omitted. GOVERNOR FORT, OF NEW JERSEY In my inaugural address and first annual message, the crea- tion of a public utilities commission, with ample powers to regu- late public-utility corporations, was recommended. This recom- mendation was in line with the pledges made to the people of the State by both political parties in their respective conven- tions in 1907. The opposition to such legislation emanates solely from in- terested sources and corporations which control the franchises for public utility purposes. If the people of the State could fully realize the character of the influence exerted to defeat this beneficent legislation, or could be brought to appreciate fully the advantages which would accrue to them under it, the result would not be doubtful. There is a statute which prevents the sale of bonds at a less price than 80 per cent of their par; but it in no way prevents the capitalization of futures or of combinations in the same line of business. The law should be clear and stringent against any attempt at the merger of public-utility companies, or the issuance of bonds or stocks by such companies, except upon the approval of some State board. Every dollar of exploitatipn, in the way of excessive bond or stock issues, is simply adding to the burden of the people who use the street cars, the electric light and the gas. The same thing is equally true of the telephone service and the charges for express matter. Each of these public-serving companies now conducts these public matters in its own way and in its own time and under any rate it chooses; and the people are helpless. The consumer has no place to go for relief against any exactions, inequalities or neglect, and a long-suffering public must submit and allow all this to continue unless a commission, with ample power to protect and relieve the peo- ple, is created. This question touches every householder and tenant in the State. It affects every home. It is a vital issue and will not down. The failure to enact this legislation during the past two years has been a flagrant violation of a most honorable and specific political pledge. Whatever bill is enacted should provide for the consolidation of the present Railroad Commission with the new commission created by it, and thus the question of expense which has been raised (not by the people, but by the interested ones) would not avail as an objection. The present Railroad Commission was opposed when created. No one would now abolish it. It has done, and is doing, splendid work. The commissioners now in office can be continued for their unexpired terms, as the com- missioners under the new bill. Practically no additional ex- pense would be involved. Forty thousand dollars would cover the cost of this commission, and justice between the people and the public-serving corporations would be assured. This is a small cost for a consummation so greatly to be desired. There is no subject that is to come before the present Legisla- ture which casts so great an obligation upon us as the creation of a public utilities commission with ample powers. It is an obligation as sacred as the good faith of a political pledge can make it. It is as binding as should be the loyalty of a represen- tative to the people who elected him. GOVERNOR DENEEN, OF ILLINOIS The city of Chicago has under consideration the question of the construction, maintenance and operation of subways for the use of street railroads and other public utilities belonging to the city or to public utility corporations, and for general traffic. In this connection the question has been raised as to the authority of the city to appropriate money for the securing of expert advice upon the question whether a subway system for Chicago is desirable, and if so, the precise character and location of such subways. An early decision of this question is of great importance to Chicago, and in view of the purely local character of the questions involved, I have been requested to submit to the General Assembly the question of conferring upon cities the powers mentioned by the passage of an enabling act, and I urge that such an act be passed at the present session. MIDYEAR MEETING OF THE A. S. & I. R.fA Since the publication of the list of committees in the issue of last week scheduled to meet at the midyear meeting of the American Street & Interurban Railway Association next week, meetings have been called of the following additional commit- tees: Classification committee of the Accountants' Association, to meet on Jan. 26-27 ; city rules committee of the Transporta- tion & Traffic Association, to meet on Jan. 27; subjects com- mittee of the Claim Agents' Association, to meet on Jan. 26, and the executive committee of the Manufacturers' Association, on Jan. 27. Advices have been received from a large number of railway companies that they will be represented at the midyear meet- ing of the American Street & Interurban Railway Association < n Jan. 28, and it is expected that from 150 to 200 persons will be present at the banquet on the evening of Jan. 28 at the Knickerbocker Hotel. Among those who will speak on that occasion are George A. Post, of New York, and Charles W. Colby, professor of history at McGill University, Montreal. COMMITTEE ON SUBJECTS OF THE TRANSPORTATION ASSOCIATION R. I. Todd, president of the American Street & Interurban Railway Transportation & Traffic Association, announces the appointment of the following committee on subjects of that association : J, II. Pardee, chairman. J. G. White & Company, New York G. \V. Parker, general express and freight agent, Detroit United Railway Company, Detroit, Mich. II. W. Fuller, general manager, Washington Railway & lilec trie Company, Washington, D. C. 158 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. MEETING OF THE WOOD PRESERVERS' ASSOCIATION The fifth animal meeting of the Wood Preservers' Associa- tion was held at the Auditorium Hotel, Chicago, Jan. 18, 19 and 20. About 75 members and guests were present. The as- sociation now has a membership of 60, and is growing rapidly. C. W. Berry, Laramie, Wyo., superintendent, Union Pacific & Western Pacific Preserving Works, was secretary during 1909. The program included discussions of the following papers : "Precautions to Be Observed to Prevent Fires at Plants," by H. J. Whitmore, superintendent, Missouri, Kansas Wood Pre- serving Works. "Results Obtained by Treating with Crude Petroleum," by C. Marshall Taylor, in charge department chemistry and tests, International Creosoting & Construction Company. "Proper Grouping of Timbers for Treating," by F. J. Angier, superintendent timber preservation, Chicago, Burlington & Quincy Railroad. "Advantages and Economy of Various Retort Doors," by David Allerton, superintendent. Kettle River Quarries Com- pany. "Amounts of Various Antiseptics Required per Cubic Foot to Obtain Good Results for Various Purposes," by R. L. Al- lardyce, general superintendent. International Creosoting & Construction Company. "What Per Cent of Creosote Oil Can Be Withdrawn from Wood by Subsequent Vacuum?" by J. B. Card, superintendent, Chicago Tie & Timber Preserving Company. "What Effect Does the Time of Cutting Timber Have on the Rate of Seasoning and Treatment of Samet" by J. G. Williams, superintendent wood preserving department, The Barber As- phalt Paving Company. "Inflammability of Treated Timber," by H. M. Rollins, su- perintendent, Texas & New Orleans Wood Preserving Works. "Economics of Cables, Electricity or Locomotives in Moving Materials at Plant," by Andrew Gibson, superintendent timber preservation, Northern Pacific Railway Company, Brainerd. Minn. "Precautions to Be Observed for Prevention of Fire in Cre- osoting Plants," by Lowry Smith, assistant superintendent, Northern Pacific Railway tie-treating plants. "Advantages and Economy of Various Retort Doors," by Samuel M. Rowe. During the discussion which took place in earlier sessions of the meeting the following statement of the material treated during 1908 by all processes was presented (this statemefit is said to be not complete because reports were lacking from some treating plants) : STATEMENT OF MATERIAL TREATED DURING I908 ALL PROCESSES. Piling and Poles. Treatment— Lineal feet. Creosote 8,960,400 Zinc Oil 630,800 Total 9. 59i. -'oo Lumber. Board feet. Creosote 72,800,600 Zinc Oil 430,300 Zinc Chloride 1,150,800 Total 74,381.700 B nil ding Timber. Board feet. Creosote 16,230,700 Zinc Chloride 840,070 Total 17,070,770 Cross Ties. Number of Ties. Creosote 9,620,420 Zinc Chloride 8,640,230 Zinc Oil 3,260,530 Total 21,521.180 Miscellaneous (Cm. Ft.). Paving Switch Ties. Blocks. Cross Arms. Creosote 1,304,840 1,260,020 480,640 Zinc Chloride 570,600 Zinc Oil 95.700 Total 1,971.140 1,260,020 480,640 SLEET WHEELS, SLEET CUTTERS AND HARPS The accompanying illustrations show three interesting over- head current collection specialties of the Holland Trolley Supplj Company, Cleveland, Ohio. The sleet wheel and sleet cutter should be of particular interest in- view of the operating dif- ficulties brought about by the present severe winter. This company also manufactures several types of harps, of which the type "B" illustrated is perhaps the most interesting. The peculiarity of this harp is that its top flanges project beyond the wheel so that the side wear is taken by the harp flanges, Sleet Wheel Projecting Flange Harp and not by the wheel. Although many assert that rigid iron flanges of this kind wear out the overhead line very rapidly, the manufacturer of this harp states that these opinions have not been borne out in practice. For instance, this harp is re- ported as having been used with a 6-in. wheel on a line about 13 miles long for over nine months, yet during that period the wear on the harp flanges has been only % in. During the same time even the overhead special work has shown no appreciable wear. The protection afforded by this harp has made it pos- sible to secure a wheel life of 12,000 miles in nine months' service near Cleveland. This company also makes ball-bearing trolley bases and other fittings for overhead current-collecting devices. CAB SIGNAL SYSTEM FORMALLY ACCEPTED BY THE TORONTO & YORK RADIAL RAILWAY The Simmen Automatic Railway Signal Company, Toronto, Can., announces that the Toronto & York Radial Railway has formally decided to take over the Simmen cab signal and despatching system, being fully satisfied through eight months' operation that this method has fulfilled all its claims. In the operation on the Toronto & York Radial Railway during the months of November and December, a total of 129,314 signal indications were had, showing an efficiency of 99.995 per cent. The past two months offered a number of opportunities suc- cessfully to operate the system under frost, sleet, ice and snow conditions. The company is prepared to say that with its pres- ent type of third-rail contact, satisfactory results can be ob- tained under all climatic conditions. As to the maintenance cost of this method, the routine estab- lished on the Toronto installation is as follows : Each day a newly charged storage battery is placed on the cars. The despatchers attend to the charging of the batteries and the January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 159 motormen are required to get their batteries from the despatch- er's office and place and connect them on the car. The bat- teries in the despatcher's office are looked after by the despatch- er. About half a day each week is devoted by a competent man to the inspection of the signal and telephone apparatus on the cars, besides which the car house men examine the wearing plates on the shoes and the electrical connections to the same. During the nine months of operation there were seven cases of broken wires along the line, which required the attention of a lineman; five cases of broken wires on the car equipment, which were quickly repaired by car house men. The system is so arranged that a broken wire results in a danger signal. As a rule, such a broken wire only incapacitates the signal end of the system and leaves the telephone end intact, thus still permitting the safe and quick despatching of cars until the trouble is repaired. Another strong feature regarding these failures is the fact that when they occur the despatcher in- stantly has notice ot it, thus enabling him to direct repairs as quickly as possible. In its letter of acceptance, the Toronto & York Railway says that even the trackmen can handle the apparatus successfully. The motormen also have more confi- dence and consequently it is now possible to operate on a closer headway and with more regularity. ELECTRIC MOTOR TRUCK FOR THE DETROIT UNITED RAILWAY The accompanying engraving illustrates one of 10 motor trucks recently built by the Baldwin Locomotive Works for the Detroit United Railway Company. These trucks are desig- nated by the builders as class 78-25-A, which signifies a truck of the equalized pedestal type with angle iron end frames, having a wheel-base of 78 in. and designed for a center-pin load of 25,000 lb. The track gage is 4 ft. 8l/2 in. and the trucks are to be used in interurban passenger service, with maximum running speed of 60 m.p.h. They are arranged for inside hung Westinghouse motors. The axles are finished in accord- ance with A. S. & I. R. A. standards, and have 4% in. x 8 in. journals. The wheels were manufactured by the Standard Steel Works Company; they are of solid forged and rolled steel, 36 in. in diameter, with rims 2^2 in. thick. The truck side frames are of wrought iron, 1% in, x 3 in. in section, while the end frames consist of 3 in. x 3 in. angles. The side frames are bent downward at the outer ends in order to clear the car body. Plate gussets brace the frame at the corners, while the side frames are secured to the transoms by M.C.B. Type Truck for Detroit United Railway cast-steel gussets of most substantial construction. The trans- soms consist of 9-in. channels. The bolster and center-pin are of cast steel, and the pedestals are forged iron. In accordance with the practice of the builders, the equalizing beams are punched from steel boiler plate. The equalizing beam springs are double coil, while the bolster springs are double elliptic. The lower spring plank is composed of a pair of 2j/^-in. x 2^ in. angles, suspended on swing links. The top swing link bearings consist of steel cast- ings, which span the channel transoms, and constitute a sub- stantial brace at a point where stiffness is essential. The brakes are inside hung, and the transverse brake beam is pinned directly to the live levers. The brake levers and brake shoe hangers are carried by the transom gussets. The hangers are arranged with a fine adjustment in order that the points of suspension can be located to avoid chattering. The brake shoe, furthermore, is partially cut away in such a man- ner that the shoe wear will be equalized over the entire bearing surface. It has been found in practice that the form of the brake shoe and the method of suspending the shoes are largely responsible for the amount of chatter. The design of brake applied to these trucks has been patented. The trucks de- scribed above embody all the latest improvements adopted by the builders. THE EDISON NICKEL-IRON STORAGE BATTERY The Edison Storage Battery Company, of Orange, N. J., an- nounces the completion of the new Edison cell, which is now being placed on the market for traction service. In outward ap- pearance it does not differ except in minor details from the original cell brought out in 1901, but the structure of the positive plate has been radically modified and other improvements em- bodied to increase the capacity and durability. At present the battery is made in two sizes ; one size having four positive and five negative plates, and the other possessing six positive and seven negative plates. The active material in the positive plate consists of nickel oxide and iron oxide is used in the negative electrode. The electrolyte consists of potassium hydrate (21 per cent solution) to which has been added a, small amount of lithium hydrate. The function of the lithium hydrate is not clearly defined, but it has been found to improve the working of the positive electrode. The normal specific gravity of the solution is 1.210, which does not change during charge or dis- charge. The efficiency and capacity of the cell, however, are not affected to any extent if the specific gravity of the solution is as low as 1.160. Below this a temporary effect is noticeable in the output of the cell. The retaining cans are made of electroplated steel welded at the seams by the autogenous method — that is, by the application of the oxyacetylenic blow-pipe. The walls of the can are cor- rugated so as to obtain the greatest amount of strength with minimum weight. The iron element has an excess capacity over the nickel element. Much time has been spent in perfecting the latter. The original positive plate was made up of flat rect- angular pockets containing nickel oxide and graphite. It was found that the graphite oxidized and that mechanically the structure could not resist the swelling action of the nickel oxide. In the new plate round tubes 4 in. long and about the diameter of an ordinary pencil are used to retain the nickel oxide. The tube is made of thin perforated steel, which when filled with the active material and properly bound by eight steel rings, makes expansion of the active material impossible and insures perfect internal contact. Instead of the graphite formerly em- ployed, electrochemically prepared flakes of pure nickel are interspersed in the oxide to increase the conductivity of the active mass, because nickel oxide of itself is a poor conductor. Each positive plate consists of a grid of nickel-plated steel hold- ing 30 of these tubes. The negative plate comprises 24 flat rect- angular pockets supported in three horizontal rows in a nickel- plated grid. The pockets are made of thin nickel-plated steel perforated with fine holes, each pocket being filled with an oxide of iron and afterward subjected to very heavy pressure. The plates of each group are hung on a connecting rod per- pendicular to, but integral, with the pole. They are held apart by nickel-plated steel washers and held in contact by nuts screwed on both ends. The two outside plates are negative and are insulated from the retaining can by sheets of hard rub- ber. Hard-rubber pieces are also fixed between the can and the side and bottom edges of the plates, and these, together with the hard-rubber rods inserted between the plates, maintain cor- rect spacing and insure permanent insulation. The cover of the cell, which is also welded in place, has four mountings. Two of these are for stuffing boxes through which the positive and negative poles extend ; one is a separator which i6o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. prevents the loss of electrolyte while allowing the gases to escape and the other is an opening for water and electrolyte. This opening is fitted with a water-tight cap held in place by a catch. Fastened to the cap is a spring so arranged that the cap will fly open unless properly fastened. In an assembled battery each individual cell is held securely in place and from contact with adjacent cells by a small hard-rubber button which extends through the slat on each side of the tray and fits over an emboss pressed out on the side of the can. The bottoms of the cells are held in position by small buttons protruding from a conveniently arranged wooden block fastened to the bottom slats of the tray. The indentations in the bottom of the cell fit over these buttons. A rubber apron insulates the cell from the block. The separator through which the gases escape while the bat- tery is charging is designed in such a way that these escape in a substantially dry condition, the globules of liquid coalescing with a liquid film which forms at the base of the casing and the seat of the ball valve with which the battery is fitted, and in this way falling back into the cell. The electrolyte, therefore, need only be replenished with distilled water until completely changed every eight or 10 months. Electrical connections between the cells are made by heavy copper connectors, well plated with nickel. The lugs at the end fit over taper-joint binding posts and are held in place with a nut. A socket wrench for removing the nuts which hold down the connectors and a specially designed jack for lifting the lugs from the binding posts when disconnecting the cells are sent with each battery. The trays in which the cells are assembled are very light, and where formerly the ends and the bottom were dovetailed together, the trays are now made of continuous strips, the corners being bent. The data of the cells are given herewith : Type A-4. Type A-6. Normal ampere-hour output 150 225 Average discharge voltage per cell 1.2 1.2 Normal rates of charge and discharge in amperes.... 30 45 Weights (in pounds) of cell complete 13.5 19.2 Width of can 2%6 3M Breadth of can 5 5 Height of can i3ii 12H Height of cell to top of pole (not assembled) 133-6 13^ Required height of battery compartment 15 15 While the normal rate of charge of the smaller cell, for in- stance, is 30 amp, charging may be done at double this rate for a one-hour boost if the temperature is kept from rising much above 100 deg. Fahr. It is also permissible, though not recom- mended, to discharge a battery continuously at rates up to 25 per cent above normal, and for occasional short intervals of time, as in hill climbing or starting on heavy roads, no harm is said to result if the rate be increased to three or four times normal. The capacity of the Edison battery increases after being in service so that when working some time the efficiency is in- creased and greater output obtains also. This process of self- forming continues over a period of from one to three months of regular service and it is partly to assist in this forming up that the overcharges are recommended at intervals. The battery possesses reserve capacity. The highest prac- tical limit of output is reached when a battery is charged 10 hours at the normal rate, and its value will be, for a fully formed battery, perhaps 30 per cent more than the rated output. A seven-hour charge at normal rate is considered a normal charge. With a rated discharge three times normal the volt- age drops O.03 volt for every 10-amp increase. On returning to normal discharge the voltage comes up to a value a trifle higher than normal owing to the heat generated at the heavy discharge rate. Heat on discharge increases the output, while heat on charge diminishes it; but excessive heating at all times impairs the life of the battery. The watt-hour efficiency ranges from 60 per cent to 65 per cent. The smaller battery gives about 14 watt-hours per pound of cell, and the larger cell 16 watt-hours. The manufacturer lays stress on the claims that the battery cannot be injured by overcharging; it does not deterio- rate when left discharged ; any cell can be removed simply by detaching the connections from the poles, and the battery has nearly twice the output or mileage of other batteries weight for weight. CATENARY WITH FEEDERS FOR MESSENGERS An account was published in the Electric Railway Journal, for May 22, 1909, of a proposed method of catenary construc- tion to be employed on the Rochester, Syracuse & Eastern Railroad. The chief feature of novelty in this construction was the use of the .regular copper feeder cables for messenger wires, thus dispensing with the usual steel messenger cables. Since the publication of that article a section of this line has Catenary with Feeders for Messengers been built by the Rochester, Syracuse & Eastern Railroad, and is illustrated in the accompanying engraving. The feeders are of 500,000 cir. mil section and are carried on the cross girders of the bridges in porcelain saddle insula- tors, which are lagged to a kyanized spruce timber 4 in. x 6 in. x 18 in. mounted on the top member of the girder. The bridges are spaced every 300 ft. on straight track, the same distance as when steel messengers were used, and the hangers are 30 ft. apart, or 10 to each messenger span. It is estimated the cost^ is reduced about $400 per mile over that with steel messengers. As yet no objectionable features have developed. The Rochester, Syracuse & Eastern Railroad Company built the foundations and installed the bridges, which were designed and furnished by the Archbold-Brady Company, of Syracuse. The Ohio Brass Company supplied the saddle insulators. TOOTH FOR ICE PLOWS At this season of the year considerable trouble is caused in Northern latitudes by the accumulation of ice and snow packed between the rails. This cannot be removed by the snow plow, and frequently builds up until it wears against the gear-cases under the cars. To overcome this difficulty the Gifford-Wood Company, Arlington, Mass., has invented an adjustable point or knife, made of tool steel, which can be easily attached to a heavy straight bar, say, 4 in. x ^in. This heavy bar can Ice Plow Tooth then be bolted to the under side of the scraper beam. An im- portant feature of these knives is that they are easily adjusted and readily replaced without disturbing the rest of the set. These teeth have been in use for some years by the Boston Elevated Railway, Old Colony Street Railway and others. January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 161 News of Electric Railways Franchise Conference in Detroit A closed conference was held on Jan. 5, 1910, between J. C. Hutchins, president of the Detroit (Mich.) United Railway, F. W. Brooks, general manager of the company, and the committee of the City Council of Detroit on ways and means and ordinances to consider the question of the extension of the franchises of the company. It is under- stood that what is known as the Carstens plan of extensions, which was presented to the Committee of Fifty, was con- sidered, and that the company will report to the Council as soon as possible which of the extensions proposed in the Carstens plan it thinks should be built at once. The terms of the Codd-Hutchins franchise, which was drawn in 1905 and which the directors of the company approved in 1906, were suggested, but Mr. Hutchins is reported to have said that the company could not meet the terms of the grant now. Detroit has increased greatly as a manufacturing center since then, and suburban districts have been in- corporated with the city which would impose too great a burden on the company under the terms of fare proposed in the Codd-Hutchins grant. The representatives of the city are said to have again asked Mr. Hutchins what concession the company would be willing to make pending the settlement of the franchise, al- though Mr. Hutchins wrote Mayor Breitmeyer recently that pending the results of the investigation of street railway affairs in Detroit it would not be wise to jeopardize either the revenue or the credit of the company, as noted in the Electric Railway Journal of Jan. 15, 1910, page 122. The company is said to favor a uniform fare good on all lines day and night. Mr. Hutchins is reported to have said: "Betterments can be provided in only two ways, out of the profits or by the issue of bonds. We cannot sell bonds for improving lines for which we have no franchise, and we cannot make improvements out of profits unless we earn the profits. If we are forced to reduce our rate of fare or to pay a heavy occupation tax our profits will be reduced just that much and we will be able to do that much less work on betterments. It seems to me that pending a final ad- justment under which we can go ahead and bond for all the extensions that are necessary, it is much more important that w? should be allowed to continue making profits and putting them into betterments, than to make a reduction in the rate of fare that would benefit only a comparatively small portion of the population." Decision Affecting Construction of Chicago Subways Judge George A. Carpenter, in the Circuit Court of Cook County, handed down a decision on Jan. 15, 1910, which is said to remove the only barrier to the construction of the subways in Chicago. The case before Judge Carpenter grew out of an appropriation amounting to $48,429, which it was desired to make from the subway fund to defray ex- penses incurred in preparing a preliminary subway report v.nder the direction of the local transportation committee of the Chicago City Council. A suit to enjoin the payment of this amount was brought, the right of the city to con- struct or authorize the construction of transportation sub- ways and to expend any of the money realized under the traction settlement ordinances being raised. A lower court had found that the city could not pay any portion of the so-called "subway fund," as appropriation for payment had been made irregularly. In the present suit it was contended by those seeking the injunction that the State had not con- ferred upon the city the right to build subways. Judge Carpenter in his decision said: "The clear inference of the act is that the city is limited in its control and regulation of its streets only by the de- mand of the public. Whether or not the building of a sub- way may be regarded as a necessary improvement of the stree t is a matter which lies wholly within Hie discretion of the governing body, and in the absence of an abuse of power that discretion will not be interfered willi by the court. "The only test by which the city is governed in determin- ing what use shall be made of the streets is whether or not it is for the benefit of the public, and to that end a legiti- mate use of the streets." As a result of the decision it is held that Chicago is em- powered to proceed immediately under the traction settle- ment ordinances to construct a down-town system of sub- ways, the street railways paying for that portion of the underground facilities which shall be used for transporta- tion purposes, and the city defraying the cost of the portion which its individual requirements demand. Cleveland Traction Situation Burr Gongwer, secretary to ex-Mayor Johnson of Cleve- land, states that Mr. Johnson does not intend to take part in the referendum campaign and that he will not oppose the Tayler ordinance. According to Mr. Gongwer, Mr. Johnson is visiting his daughter in New York and does not propose to return to Cleveland until thoroughly rested. The selection of Feb. 17, 1910, as the date for the refer- endum vote pleases Judge Tayler as he wishes to be re- lieved of the responsibility that rests upon him in arbitrating the differences between the company and the city and de- sires particularly that the property of the Cleveland Rail- way be turned over to it as soon as possible by the re- ceivers of the Municipal Traction Company. All the old cars that could be used have been pressed into service, but the rolling stock facilities of the company are not adequate (o the demands of service during the rush hours. Members of the committee of the City Council on judi- ciary and ordinances agreed on Jan. 14 to recommend the passage of the Horner ordinance repealing the grants made to the Cleveland Underground Rapid Transit Company under the former administration. W. R. Hopkins, who appeared before the committee, said that the company had accepted the ordinances and that they could not be legally repealed now, citing several cases before the Supreme Court. The grants should be presented to the people for approval. The latest ordinance has not been made legal as its publication has been prevented by injunction. An injunction was also secured to prevent the counting of blank ballots in the referendum vote on the first ordinance. Neither case has been decided. Tentative Ordinance Drawn in Des Moines The City Council of Des Moines, la., passed on Jan. 10, 1910, and A. J. Mathis, Mayor of Des Moines, approved on the same day a proposed ordinance drawn under the direc- tion of R. O. Brennan, city solicitor of Des Moines, in ac- cordance with a resolution of the City Council on Jan. 3. 7910, as a basis for negotiations for an extension of the franchise of the Des Moines City Railway for 25 years. The ordinance imposed in general the following principal provision : The company shall use electricity as motive power, but shall have the right to use any other power except steam which the city shall approve. Within two years after the passage of the grant the company shall construct or recon- struct 10 miles of line, increase its power capacity 50 per cent and place in service at least 25 new cars to be equipped with power and hand brakes. All work in the streets shall be done under the supervision of the city engineer and be approved by him. The width of tin- devil strip shall not be lessened and. wherever practicable, the tracks at curves shall be laid so as to enable cars to pass with safe clear- ance. The rail of single track and the inside rails of double track shall be cross-bonded nol less than every 1000 ft. Poles shall be set in concrete and be spaced on an average from [00 ft. to [15 ft. apart, the location of poles to be subject to the approval of the superintendent of the depart- menl of streets and public improvements. The company shall grade, pave and keep in repair 7 ft. of all Streets occupied by single Iraek and 14 [t, of all streets Occupied by double tracks, and shall sprinkle such tracks ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. for a similar distance and remove the snow from streets occupied by its tracks. It shall also keep the pavement be- tween its tracks in repair and pave and keep in repair 1 ft. of the street outside of its tracks. Similar provisions re- garding paving, repairs, etc., apply to bridges over which the company operates. The city is to have the use, with- out compensation, of the poles of the company for string- ing signal, telephone and telegraph wires. Unused tracks shall be removed at the request of the city. The city shall have the right to regulate the service of the company, but such instructions regarding service issued by the city as are considered burdensome by the company or unjust shall be submitted to arbitration as provided in the ordinance. The cash fare for each passenger more than 7 years of age shall be 5 cents for a continuous trip in one general direction. Children under 7 years of age, accompanied by a person paying fare, shall be permitted to ride free. These provisions apply to the present and future limits of the city. At 25 convenient places in the city the company shall sell six tickets for 25 cents. Transfers shall be issued from one line to another, but shall not be issued where passengers can return to the point of starting for a single fare. All disagreements between the company and the city regarding transfers shall be submitted to arbitration. Policemen and firemen on duty shall be transported free. Interurban railways shall have the right to operate into Des Moines over the lines of the Des Moines City Rail- way, as provided in the statutes of Iowa, and be given the right to haul freig.'if upon the same terms as are granted to other interurban railways as near as practicable. Con- tracts for the entrance of interurban cars shall, however, be subject to the approval of the city. Freight trains shall consist of not more than two cars and freight shall be hauled only between the hours of 6 p. m. and 6 a. m. Places for the delivery of mail, express and freight shall be so located as not to interfere with regular traffic. Open cars shall be operated only from April 15 to Oct. 15. All cars shall be equipped with hand and power brakes. Passenger cars shall be provided with push buttons for the convenience of passengers in signaling the conductor where to stop. All cars shall be equipped with fenders, and the heating and illumination of cars shall be subject to the ap- proval of the City Council. Destination signs shall be illu- minated at night. There shall be a motorman and a con- ductor to each car, and trail cars shall be operated only during rush hours. The headway of cars shall not be greater than that now maintained. Night cars shall be op- erated over lines fixed by the City Council, and between 12 o'clock midnight and 5 a. m. the 'company may double the ordinary maximum single fare on such cars. Differ- ences between the company and its employees shall be ■arbitrated. Within five days of the receipt of a communi- cation from a majority of its employees for arbitration of any question the company shall name an arbitrator and the men an arbitrator. If these two arbitrators do not agree within five days, they shall appoint a third arbitrator, and if they cannot agree upon the third member of the board, either side may apply to the Chief Justice of the Supreme Court of Iowa to appoint the third arbitrator. The finding of this board shall be binding, and the expense of the third arbitrator shall be divided equally between the company and the men. The net receipts of the company, after paying all charges and setting aside not less than 1 per cent of the capital liabilities of the company for depreciation, shall be divided in the proportion of 55 per cent to the city and 45 per cent to the company. If the 45 per cent fund of the company is not sufficient to pay dividends on the stock of the company at the rate of 6 per cent a year, such portion of the 55 per cent fund of the city shall be used as may be necessary to insure the 6 per cent return on the capital of the company. The company is to certify that its stock outstanding does not exceed $1,305,000, its bonded indebtedness $2,907,000 and its floating debt $300,000. As soon as legislation is enacted to permit the city to purchase the property of the company, and periodically thereafter every two years, the city, upon six months' writ- ten notice, shall have the right to purchase the property of the company at the value represented by the total capital liabilities of the company, less the sums carried to the sink- ing fund. The city shall be represented on the board of directors of the company by a man whom the Council shall name. The city shall have access to the .books of the com- pany, and an operating report shall be made to the City Council not later than the 15th of each month which shall cover the business of the company for the calendar month preceding. A complete inventory of the property of the company, made within 20 days after the passage of the ordinance, shall be filed with the superintendent of the de- partment of accounts and finance of the city. Disputes be- tween the company and the city shall be arbitrated by a board of three members, one of whom shall be chosen by the company, another by the city and the third by the other two. As before stated, the ordinance is for 25 years, and if approved by the company is to be submitted to the voters of the city at the election in March, 1910, or at a special election for approval. Transit Affairs in New York To ascertain the growth in population along various rapid transit lines contiguous to rapid transit routes planned for early construction in New York, the Public Service Commission has completed a census showing the increase in the number of inhabitants along each route in the Bronx and Brooklyn for approximately half a mile on either side of the route which shows the population in 1909 as com- pared with the population in 1905. The routes covered are the branches of the Broadway-Lexington Avenue system in the Bronx; the White Plains Road Extension, also in the Bronx; the Fort Hamilton and Coney Island branches of the Fourth Avenue subway in Brooklyn, and the Eastern Parkway, Livonia Avenue and Nostrand Avenue routes in Brooklyn. The summary showing the population along the different routes for 1905 and 1909 follows: 1905. 1909. Broadway-Lexington Avenue subway, The Bronx, eastern branch from the Harlem River north to Pelham Bay Park 90,097 142,487 Broadway-Lexington Avenue line, The Bronx, western branch from 149th Street north to Woodlawn Road.... 53,577 64,695 White Plains Road extension of eastern branch Broadway- Lexington Avenue subway, The Bronx 20,839 29,175 Fourth Avenue subway, Brooklyn, Fort Hamilton route.. 48,171 63,446 Fourth Avenue subway, Brooklyn-Bensonhurst, Bath Beach and Coney Island route 30,653 49,593 Eastern Parkway and Livonia Avenue route, Brooklyn... 143,760 193,263 Nostrand Avenue route, Brooklyn, from Eastern Parkway south to Sheepshead Bay 27,122 40,383 The special committee, consisting of the Mayor, the Con- troller and the President of the Board of Aldermen, ap- pointed by the Board of Estimate to confer with the Public Service Commission with a view to determining a definite transit policy, is to meet the commission very soon to con- sider transit facilities for the new Manhattan Bridge. Annual Dinner of the A. I. E. E. — The annual dinner of the American Institute of Electrical Engineers will be held at the Hotel Astor, New York, N. Y., on Thursday evening, Feb. 24, 1910. Prof. Elihu Thomson, who is to receive the first award of the Edison medal, will be the guest of honor. The details of the dinner will be announced later. Order for Filing Records in New York. — The Public Service Commission of the First District of New York has issued an order calling upon the railroads and street rail- ways operating in the territory under its jurisdiction to file with the commission by Jan. 24, 19-10, sworn copies of specified books, contracts, documents and papers of com- panies owned, leased, operated or controlled not heretofore filed with the commission. Chicago & Oak Park Elevated Railroad Franchise. — The subcommittee of the local transportation committee of the City Council of Chicago, which is considering the franchise sought by the Chicago & Oak Park Elevated Railroad, has reported in favor of the grant. When this franchise is passed by the City Council the controversy over the eleva- tion of the tracks in Austin will be ended as the company agreed to elevate the tracks as soon as the city would per- mit it to make the extension. Statement by Richmond Company Regarding Franchise Application. — In connection with the petition which it sub- mitted to the Council of Richmond, Va., on Dec. 6, 1909, for a new franchise, the Virginia Railway & Power Com- pany has recently prepared for the benefit of the public a very full statement of the reasons for the application, in which the attitude of the company is expressed on such January 22, 1910.] ELECTRIC RAILWAY JOURNAL. subjects as changes in trackage and routes, new track, schedules, taxation, rates of fare, etc. Maps are presented of the present trackage and the proposed trackage. Meeting of the New England Street Railway Club. — The regular monthly meeting of the New England Street Rail- way Club will be held at the American House, Boston, Mass., on the evening of Jan. 25, 1910. Dinner will be served , at 6:45 p. m. The business session will be held at 8 p. m. Following the regular business meet- ing, C. A. Sylvester, general manager of the Boston & Suburban Electric Companies, and H. A. Faulkner, passen- ger agent of the Boston & Northern Street Railway and the Old Colony Street Railway, will address the club on the subject, "Street Railway Advertising Methods," which will be followed by a general discussion. Members of the club who propose to attend the dinner are requested to notify John J. Lane, secretary of the club, 12 Pearl Street, Boston, Mass., as soon as possible. Utilities Commission Recommended for Providence. — Henry Fletcher, Mayor of Providence, R. T., in his second inaugural address, delivered on Jan. 3, 1910, recommended the creation of a commission with jurisdiction over railroad matters in that city. The Mayor referred to the work of the public utility commissions in several States, and con- cluded: "If Rhode Island had such a commission, the sub- ject of franchise privileges in Providence, the need of proper transportation facilities for the East Side, and all defects of car service in general would properly be considered by it. In the absence of such a body in this State, however, questions of this nature as they arise in our city must be settled by other agencies. To the end that there may be an equitable adjustment of conditions governing the char- acter of the service furnished by the street railway operating in the city's highways, I urgently recommend the creation of a special commission, with power to secure the services of suitable experts, to consider and report to the City Council upon a method of solving the East Side approach problem, and also to concern itself similarly with the gen- eral question of street car service throughout the city in its broadest application to the comfort, convenience and ac- commodation of the people of Providence." LEGISLATION AFFECTING ELECTRIC RAILWAYS Illinois. — Proposed forms of subway measures for Chi- cago and other cities of Illinois to be introduced into the Legislature and other matters relating to the street railway situation in Chicago were considered at recent meetings of the committees on local transportation and State legislation of the City Council of Chicago. On the matter of subway and harbor and terminal legislation, the committee on State legislation met jointly with the committee on local trans- portation, and the committee on harbors. The subway measure, drawn by Walter L. Fisher, special traction coun- sel, if enacted by the Assembly, will authorize any city in Illinois to construct, acquire or operate a subway, to be used for street railways, sewers, water, light and power, wire and gas main conduits, or any other purposes and to grant fran- chises to private companies or persons leasing the use of the subway when constructed. The bill requires a refer- endum vote on any franchise grant under the powers of the act, and limits franchises to 20 years, but does not require that frontage consents be secured. Kansas. — As the result of a conference called by the Governor on Jan. 7, 1910, it is said that a special session of the Legislature will be called to enact a new law on bank guaranty, a public utilities law and a recall law. Governor Stubbs, Bank Commissioner Dolley, Speaker Pro Tern Hop- kins of the House and Attorney-General Jackson and John Marshall, his assistant, attended the conference. Massachusetts. — The report of the Railroad Commission and the Boston Transit Commission relative to postponing action to authorize the Boston & Eastern Electric Kail- road to construct a tunnel and subways in Boston has been referred to the committee on metropolitan affairs. The special report of the Railroad Commission and the Boston Transit Commission relative to the consolidation <>f the Boston Elevated Railway and the West End Street Kail way has been referred to tin- committee <>n streel railways. The report of the Railroad Commission dealing with street railway questions has been referred to the committee on that subject. A bill has been introduced into the House for legis- lation to authorize the construction of additional subways in the West End of Boston. The object is to provide what is substantially a double terminal for the Cambridge sub- way at its Boston end, including both the Park Street and Scollay Square districts as outlets for Cambridge traffic. The bill has been referred to the committee on metropolitan affairs. The Senate has received the joint report of the Massachusetts Railroad Commission and the Boston Transit Commission relative to the construction of ad- ditional subways and tunnels in Boston. The principal recommendation is that the Transit Commission study a tunnel between Park Street and the South Station. A bill which has been introduced into the House to reduce the hours of street railway employees one hour per day has been referred to the committee on street railways. A bill has also been introduced into the House for the establish- ment of a Metropolitan Board of Commerce and Industry at Boston, with authority to construct elevated, surface cr subsurface railways in any of the municipalities under its jurisdiction. A bill has been introduced authorizing the Boston Transit Commission to construct a combined rail- way and railroad station for steam and electric passenger interchange at Castle Street on the Washington Street tunnel route in the South End with a tunnel under Winter and Summer Streets and loop service from Castle Street to Park Street. A bill has been introduced into the House for legislation to provide a tunnel between the North and South Stations in Boston, for heavy railroad service between the Boston & Maine Railroad and the New York, New Haven & Hartford Railroad, trains in the tunnel to be operated by electricity. Maryland. — The Legislature of Maryland convened on Jan. 5, 1910. In his message to the Legislature, Governor Crothers referred to the necessity for creating a public serv- ice commission, and it is said that the bill providing for such a commission which was prepared by the Attorney-General at the request of the Governor will take precedence over all others. This measure has been approved by the Gov- ernor's cabinet. Mr. Gorman was elected president of the Senate and Mr. Peeples speaker of the House. After the preliminaries had all been arranged, adjournment was taken until Jan. 10. New Jersey. — The New Jersey Legislature convened on Jan. 11, 1910. The proceedings in the Senate were unin- terrupted by the minority and that body finished its work in about an hour. In the House, however, the proceedings were long drawn out and that body adjourned at 4 p. m. until Jan. 17. In his message, Governor Fort referred to the failure to enact a public utilities bill at the last session, and urged again the extension of the powers of the railroad commission, saying that both parties pledged themselves to extend the powers of the railroad commission and that no excuse could possibly be advanced this time by members for avoiding the subject. New York. — James S. Parker, chairman of rhe Assembly committee on railroads, has introduced the bills dealing with the Public Service Commission's control of railroads and transit lines which failed to pass the Senate last year. Of the many matters with which they deal the transfer problem is perhaps the most important. The bills do not, of course, include any new recommendations that have or may be made by the commissioners this year. The pro- visions dealing with the placing of telegraph and telephone companies under the control of the commissioners do not constitute a part of the railway committee's bills. Senator Wagner of New York has again introduced a bill providing for a 5-cent fare between the City Hall, .Manhattan, arid Coney Island, over the lines of the Brooklyn Rapid Transit Company and the Coney Island iS.- Brooklyn Railroad.. He has urged the passage of a similar measure at the last three sessions of the Legislature. Ohio. — Representative Frank Woods, who is preparing a public utilities bill for introduction in the Assembly, has staled that the measure will not contain any provision that will curtail the rights of city councils to grant franchises. The bill will require a uniform system of accounting by public service corporations and will make it objigatory for companies which desire to issue stock or bonds to have the issues authorized by the commission. 164 Financial and Corporate New York Stock and Money Market January 18, 1910. The stock market during the last week has been active but very weak in tone, despite the fact that the money mar- ket is comparatively easy and the banks are liberal in their accommodations. The tractions have suffered less than other more active issues. Interborough-Metropolitan con- tinues to be very active. Third Avenue has lost a few points on moderate activity. The financial condition appears to be good, both in this country and Europe. Quotations for money to-day were: Call, 2/i t0 4 per cent; 90 days, 4 to 4M2 per cent. Other Markets There has been considerable pressure to sell Rapid Tran- sit in the Philadelphia market and the trading has been of considerable volume. The price for the week has declined about 2% points. Other tractions have been only mod- erately active at former prices. In Chicago, the issues of the Chicago Railways have been less active and prices have receded fractionally. Metro- politan Elevated preferred is also slightly lower. Massachusetts Electric shares continue to be fairly active in the Boston market. Prices, however, are practically un- changed, the fluctuations being within a single point. There have been a few sales of Boston Elevated at old prices. There has been no interest in traction securities in Balti- more during the past week. Even the bonds of the United Railways Company, generally active, have been very quiet. At the auction of securities in New York last week, 325 shares of Brooklyn City Railroad stock were sold at 198743. Quotations of various traction securities as compared with last week follow: Jan. 1 1 . Jan. 18. American Railways Company a49 a49 Aurora, Elgin & Chicago Railroad (common) a623/g 3.62 Aurora, Elgin & Chicago Railroad (preferred) ac.5 a.93 Boston Elevated Railway T34 133/4 Boston & Suburban Electric Companies a)6 ai6 Boston & Suburban Electric Companies (preferred) 74 a/6 Boston & Worcester Electric Companies (common) 3HJ4 an 54 Boston & Worcester Electric Companies (preferred) a47 46 Brooklyn Rapid Transit Company 79 7S3A Brooklyn Rapid Transit Company, 1st pref., conv. 4s 86 84% Capital Traction Company, Washington 31365/2 134 Chicago City Railway 185 185 Chicago & Oak Park Elevated Railroad (common) *z *2 Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 aio8 *io8 Chicago Railways, ptcptg., ctf. 2 a33 31 Chicago Railways, ptcptg., ctf. 3 ai7 *i7 Chicago Railways, ptcptg.. ctf. 4s a954 *9XA Cleveland Railways 39154 9iJ4 Consolidated Traction of New Jersey a77 *77 Consolidated Traction of New Jersey, 5 per cent bonds. .. .aio6 *io6 Detroit United Railway "63 *63 General Electric Company 159TA *54lA Georgia Railway & Electric Company (common) aios54 aios54 Georgia Railway & Electric Company (preferred) 8754 a88 Interborough-Metropolitan Company (common) 2SlA 2354 Interborough-Metropolitan Coriipany (preferred) 62A 6oV% Interborough-Metropolitan Company (4?4s) 82% 82?/g Kansas City Railway & Light Company (common) 336 *36 Kansas City Railway & Light Company (preferred) a7o54 *7<>54 Manhattan Railway *i38 137% Massachusetts Electric Companies (common) ai854 ai854 Massachusetts Electric Companies (preferred) 80 80 Metropolitan West Side, Chicago (common) ai754 *I7H Metropolitan West Side, Chicago (preferred) 35454 53 Metropolitan Street Railway *20 21 Milwaukee Electric Railway & Light (preferred) *iio *no North American Company 8154 79/4 Northwestern Elevated Railroad (common) 31754 *i7zA Northwestern Elevated Railroad (preferred) 370 *70 Philadelphia Company, Pittsburg (common) 35254 a51 Philadelphia Company, Pittsburg (preferred) 346 345 54 Philadelphia Rapid Transit Company 32754 32554 Philadelphia Traction Compsny 389 ^ 38854 Public Service Corporation, 5 per cent col. notes *ioo5^ *ioo54 Public Service Corporation, ctfs aio6 aio654 Seattle Electric Company (common) 3H554 an5 Seattle Electric Company (preferred) ai04j4 ai0454 South Side Elevated Railroad (Chicago) ass *55 Third Avenue Railroad, New York 18 i654 Toledo Railways & Light Company 15 54 13 54 Twin City Rapid Transit, Minnespolis (common) 115 113K Union Traction Company, Philadelphia 35254 asi United Rys. & Electric Company, Bsltimore ai45^ ai4 United Rys. Inv. Co. (common) 42 39^ United Rys. Inv. Co. (preferred) *7^Vi *7l7/s Washington Ry. & Electric Company (common) 342J4 3.42A Wsshington Ry. & Electric Compsny (preferred) 390J4 a9o54 West End Street Railway, Boston (common) &943A 39454 West End Street Rsilway, Boston (preferred) *io6 *io6 Westinghouse Elec. & Mfg. Company 79 5^ 73}A Westinghouse Elec. & Mfg. Company (1st pref.) *i30 *I30 a Asked. * Lsst Sale. [Vol. XXXV. No. 4. Reorganization of Chicago Consolidated Traction Company Approved The plan for the reorganization of the Chicago (111.) Consolidated Traction Company as the United Railways Company in accordance with terms proposed by Charles G. Dawes of the Central Trust Company, Chicago, 111., was approved at a meeting of the representatives of the bond- holders and the stockholders of the company held in Chi- cago on Jan. 7, 1910. As made public on Jan. 10, 1910, the reorganization plan provides for a first rehabilitation mort- gage which may reach $6,000,000 to finance the reconstruc- tion of the lines; a second mortgage of $3,123,000, to be issued in exchange for the underlying securities of the company par lor par; a general mortgage of $717,500 to retire 10 per cent of the bonds and 100 per cent of the stock of the North Shore Street Railway, and participation certifi- cates to be issued for the present consolidated bonds. More in detail the plan of distribution of the new securities fol- lows : To receive sinking fund mortgage bonds: Chicago Electric Transit bonds $1,097,000 North Chicago Electric bonds 868,000 North Side Electric bonds 155,000 North Shore Street Railway bonds 675,000 Chicago and Jefferson bonds 208,000 Evanston Electric bonds 130,000 To receive general mortgage bonds: Ten per cent of North Shore bonds 67,500 North Shore Street Railway stock 650,000 To receive participation certificates: All of the Consolidated bonds represented by cer- tificates of deposit. The extent of the bonds to be issued under the first mortgage is to be limited only by the amount needed for rehabilitating the physical property, and it is provided that no dividends shall be paid on the stock while the sipking fund mortgage bonds or the general mortgage bonds re- main unpaid or shall be unprovided for by cash deposited with the trustee under the mortgage. All of the bonds of the United Railways are to bear interest at 5 per cent. De- tails as to the issue of stock are left to the reorganization committee. It is specified, however, that such stock shall be placed in the hands of trustees under a trust instrument. The United Railways will ask for a franchise to run con- currently with the franchise of the Chicago Railways, which means a grant of 17 years. In order that the rights of the city may be protected and good service guaranteed, an operating agreement with the Chicago Railways will be presented to the Council at the time formal application is made to the Council for the new franchise. The subcommittee of the local transportation committee of the Chicago City Council was appointed on Jan. 13, 1910, to draw up a tentative franchise for the Chicago Consoli- dated Traction Company. This franchise is to include fea- tures similar to those contained in the 20-year grant with provision for municipal purchase and a division of net re- ceipts with the city, made to the Chicago Railways and the Chicago City Railway. It is understood that the majority of the local transportation committee is opposed to grant- ing any street railway franchise that does not include an operating agreement between the United Railways and the Chicago Railways and Chicago City Railway. Metropolitan Street Railway Sale Order Argued Final argument was heard by Judges Ward, Holt and Hough of the United States Circuit Court of Appeals on Jan. 12 on the appeal of the Guaranty Trust Company, New York, N. Y., from the order of Judge Lacombe of the United States Circuit Court directing the sale under fore- closure of the property of the Metropolitan Street Railway, New York, N. Y. The Guaranty Trust Company, holder of a mortgage of $12,500,000, claims that its rights are not properly protected under the terms of the sale set forth in Judge Lacombe's order. Mr. Colles, of Davies, Stone & Auerbach, representing the Guaranty Trust Company, said that the mortgage should be recognized as a first claim upon the proceeds of the sale. He also objected to the plan to make the claims of the receivers of the Metropolitan Street ELECTRIC RAILWAY JOURNAL. January 22, 1910.J ELECTRIC RAILWAY JOURNAL. 165 Railway and the New York City Railway a first lien upon the proceeds. In addition to the counsel for the Guaranty Trust Company, Bronson Winthrop appeared for the Morton Trust Company, J. Parker Kirlin for the Metro- politan Street Railway, both of whom are appellants, to- gether with the Guaranty Trust Company, for the appellees. Mr. Masten, of Masten & Nichols, appeared for the re- ceivers of the Metropolitan Street Railway; Mr. Byrne, of Byrne & Cutcheon, for the Pennsylvania Steel Company; Mr. Fleming, of Dexter, Osborn & Fleming, for the re- ceivers of the New York City Railway; Morgan J. O'Brien, 'for the Contract Creditors' Committee, and Benjamin S. Catchings, for the Tort Creditors' Committee. At the close of the argument counsel submitted briefs and the court reserved decision. American Light & Traction Company, New York, N. Y. — The directors of the American Light & Traction Com- pany have declared dividends of the same amount as in October, 1909, namely, a 2^4 per cent stock dividend, payable on the common shares on or before Feb. 15, 1910, to holders of record on Jan. 19, 1910, who will thus receive 2\/2 shares of new common stock on every 100 shares of common held by them, respectively, and the usual quarterly dividend ol 2 per cent, payable on Feb. 1, 1910, to holders of record on Jan. 19, 1910. Aroostook Valley Railroad, Presque Isle, Maine. — J. M. Robinson & Son, St. John, N. B., offer for sale $300,000 of first mortgage 4^2 per cent gold bonds of the Aroostook Valley Railroad dated Aug. 1, 1909, and due Aug. 1, 1929, but subject to redemption on any interest day at the option of the company at 105 and interest. Coupons are payable February and August at the office of the Augusta (Maine) Transit Company, the trustee of the mortgage, or at the office of the Liberty National Bank, New York. N. Y. Boston (Mass.) Elevated Railway. — Nehemiah W. Rice has resigned as a director of the Boston Elevated Railway. Catskill (N. Y.) Electric Railway. — The property of the Catskill Electric Railway was purchased under foreclosure of a mortgage for which the Hamilton Trust Company, Brooklyn, N. Y., was trustee, on Jan. 12, 1910, for $33,000 by W. C. Wood, formerly president of the company, who is understood to represent local interests in Catskill. The road is 5.5 miles long and has 13 cars. Chicago (111.) City Railway. — Ira M. Cobe, president of the Assets Realization Company, Chicago, 111., says that papers are being drawn in accordance with the published plan of the merger of the Chicago City Railway, Southern Street Railway, Calumet & South Chicago Railway and the Hammond, Whiting & East Chicago Electric Railway as the Chicago City & Connecting Railway. Clarksville Railway & Light Company, Clarksville, Tenn. — The personnel of the Clarksville Railway & Light Com- pany has been changed by the election of the following officers: N. L. Carney, president; L. E. Fischer, Danville, 111., vice-president and treasurer; George Burton, Peoria, 111., secretary; A. C. Murray, assistant secretary and general manager. The directors of the company are: N. L. Carney, L. E. Fischer, George Burton, A. C. Murray and J. F. Gracey, who was formerly secretary and treasurer of the company. Columbus, Delaware & Marion Railway, Columbus, Ohio. — In the case of Newton J. Catrow against the Columbus, Delaware & Marion Railway, now in the hands of a receiver, Judge E. B. Kinkead has ordered that a suit be filed against John G. Webb, Springfield, Ohio, formerly president of the company, for an accounting regarding the construction of the road. The court has also ordered that suit be brought against the Prospect Electric Light & Power Company for the collection of money due for current furnished by the railway from April, 1907, to August, 1909. Holmesburg, Tacony & Frankford Electric Railway, Ta- cony, Pa. — The time for the deposit with (lie Fidelity Trust Company, Philadelphia, Pa., of the first mortgage bonds of the Holmesburg, Tacony & Frankford Electric Railway expired on Jan. 10, 1910, and it was announced that more than a majority of the bonds had been deposited. Indianap-lis & Cincinnati Traction Company, Indianap- olis, Ind. — The report of Charles L. Henry, receiver of the Indianapolis & Cincinnati Traction Company, for December, 1909, as filed in the Superior Court, shows that the gross receipts were $39»7io; operating expenses, $28,930; net earnings, $10,780. Los Angeles-Pacific Company, Los Angeles, Cal. — At a meeting of the stockholders of the Los Angeles-Pacific Company on Jan. 6, 1910, it was voted to issue $20,000,000 of bonds, $10,000,000 of which approximately will be used to defray the expense of building a 4-mile subway from Fourth and Hill Streets to Western Avenue, Los Angeles, and the remainder to be reserved to retire outstanding bonds of the company. Louisville (Ky.) Railway. — It was proposed to submit a plan to authorize a blanket mortgage for $20,000,000 to the stockholders of the Louisville Railway at the annual meet- ing of the company on Jan. 19, 1910. Omaha & Council Bluffs Street Railway, Omaha, Neb. — E. A. Cudahy has been elected a director of the Omaha & Council Bluffs Street Railway to succeed Albert Strauss, New York, N. Y. Pittsburgh & Westmoreland Railway, Pittsburgh, Pa. — W. M. Lindsay, Warren, Pa., acting for the Pittsburgh, McKeesport & Westmoreland Railway, purchased the Pitts- burgh & Westmoreland Railway recently at receiver's sale for $2,000, assuming a mortgage of $335,000 to cover a bond issued. There is a floating debt of about $10,000. The line runs from McKeesport to Irwin, 6 miles. T. M. Evans and Manning Stires, the receivers, showed in their report that the gross earnings of the Pittsburgh & Westmoreland Railway for 1909 were $23,211. Following the purchase the Pittsburgh, McKeesport & Westmoreland Railway elected the following officers: Manning Stires, McKeesport, presi- dent; I. I. Robertson, West Newton, vice-president; George D. Cook, Philadelphia, treasurer. The company contem- plates building a line from West Newton to Irwin and an extension from West Newton to Monongahela City. The purpose of the Pittsburgh, McKeesport & Westmoreland Railway is to issue bonds to the extent of $1,000,000 for ex- tensions and improvements. Railway & Light Securities Company, Boston, Mass. — The Railway & Light Securities Company has declared an initial dividend of 2 per cent on the $1,000,000 of common stock of the company, payable on Feb. 1, 1910, to stock of record on Jan. 15, 1910. Third Avenue Railroad, New York, N. Y. — The commit- tee of holders of the 4 per cent consolidated bonds of the Third Avenue Railroad consisting of James N. Wallace, Adrian Iselin, Edmund D. Randolph, Mortimer L. Schiff, James Timpson and Harry Bonner, has adopted the plan of reorganization dated Dec. 2, 1909. The plan will be- come binding upon all the depositing bondholders unless within 30 days after Jan. 29. 1910, one-third of the certifi- cate holders shall file with the depositary written notice of their dissent. Further deposits of the bonds will be re- ceived without penalty at the office of the Central Trust Company, New York, on or before Feb. 18. Judge La- combe, in the United States Circuit Court, has granted an order authorizing F. W. Whitridge, receiver of the Third Avenue Railroad, to pay $62,134, due to New York City for taxes and real estate owned by the Third Avenue Rail- road. Wilkes-Barre (Pa.) Railway. — Mention was made in the Electric Railway Journal of Dec. 18, 1909, page 1247, of the incorporation of the Wilkes-Barre Railway to lease the property of the Wilkes-Barre & Wyoming Valley Traction Company. In answer to an inquiry about the purpose of the company, T. A. Wright, vice-president and general manager of the Wilkes-Barre Railway, replied under date of Jan. 14, 1910, as follows: "Briefly, the Wilkes-Barre Rail- way Company, of which Abram Ncsbitt is president; T. A. Wright, vice-president and general manager, and C W. Laycock, secretary and treasurer, is composed of people residing in Wilkes-Barre, and leased the property of the Wilkes-Barre & Wyoming Valley Traction Company and the Wilkes-Barre, Dallas & Harvey's Lake Railway for a long term of years, and began operating tin- property on Jan. 1, loio. It is anticipated that some important im- provements will be made during the coming year." ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. Traffic and Transportation Report on Service in Springfield, Mass. The report of the committee of 12 citizens appointed by Mayor Sanderson of Springfield, Mass., on Oct. 21, 1909, to study street railway conditions in Springfield and confer with the city authorities and the officers of the Springfield Street Railway has been presented to the Mayor. The committee met for the first time on Oct. 27, 1909. A com- munication received from L. E. Storrs, president of the company, by the committee at that time stated that he was sure that nothing but lasting good could come from the conscientious consideration of traffic conditions, and assured the commission that he would do everything in his power to improve the present congested conditions. In prepara- tion for the next meeting the members of the committee went over the property and summarized its findings as fol- lows : "1. That roadbed was being put in first-class order. "2. That 11 new, large cars, with illuminated signs, were almost ready for delivery, and 13 more to follow. "3. That readable signs were in process of attachment to the old cars. "4. That $70,000 worth of new powerful motors were be- ing applied to cars. "5. Upon a special visit to the power plant we found everything up to the latest date in dynamos and engines, so that there was ample power with a surplus of 100 per cent for power, heat and light." The committee met again on Nov. 2, 1909, in the office of Mr. Storrs. All the members were present but one. The matter of schedules and the question of delays were con- sidered. At this meeting it was stated that in 1900 the com- pany had 89 cars, with carrying capacity averaging daily 2902 passengers; in 1909, 105 cars, with carrying capacity averaging daily 3602 passengers — an increase of 16 cars and of carrying capacity averaging 700, or 23 per cent. It was also reported that 11 new cars were being put in com- mission, adding 11 per cent additional carrying capacity, thus making an increased capacity averaging 34 per cent. The third meeting of the committee was held on Nov. 9, 1909. All the members were present. Schedules and delays were again considered, and a report was received suggesting the installation of a telephone system at a cost of $20,000 to assist in regulating the schedules. Schedules, delays and other matters largely of local interest were also considered at meetings held on Nov. 16, Nov. 30, Dec. 6 and Dec. 14. The sessions of the committee were concluded with the meeting on Dec. 14. At this meeting a record was present- ed of 7-days' observation of 16,694 cars, and it showed that from 5 a. m. to 5 p. m. less than 1 per cent of the cars was five minutes or more late; during the rush hours 2.4 per cent was late. The record for seven days shows the average for 18 hours for all cars five minutes or more late was 3 per cent; Dec. 5, 1 per cent delay; Dec. 6, 3.5 per cent delay; Dec. 7, 5 per cent delay; Dec. 8, 3.5 per cent delay; Dec. 9, 1.9 per cent delay; Dec. 10. 2.7 per cent delay; Dec. II, 3.7 per cent delay; average all days, 3 per cent. The total number of cars, the number late and the average delay in minutes by days Dec. 5 to Dec. 11, inclusive, follows: Average delay. Total cars. Number late. Min. Dec. 5 2123 22 gl/2 Dec. 6 2378 83 g'A Dec. 7 2384 "7 10% Dec. 8 2396 84 o& Dec. 9 2384 47 9 Dec. 10 2380 65 9 Dec. 11 2649 99 10 Three cars — Longest delay, 30 min. each. Fifty-eight cars — Shortest delays, 5 min. each. Four hundred and fifty-six cars — 5 min. delay. During the period from Dec. 5 to Dec. 11 the total of cars observed as to schedule time was 16,654, of which 517 were late. The causes of delay in order of importance follow: Heavy riding; could not make up lost time; held by other cars; held by South Main repair; took car late; miscellane- ous; accident to car; held on account of extras; car slow; repairs; held at Carew Street; car off track; wire down; late starting; setbacks; steam roller; changing cars; account of new cars; accidents; poor power. The fewest number of delays was caused by crippled cars and wire trouble. In its report to the Mayor the committee says that a long list of suggestions is before the company and will be acted upon as soon as practicable. The report is con- cluded as follows: "While much is still expected of the company, there is much to be expected of the city in the way of trackage privilege, also less congestion of automobiles and vehicles at the white posts and freedom in Main Street from the arch to State Street of slow-moving vehicles; this will prevent delay to cars. Something is expected from the public — more rapid movement in the rush hours in getting on and off the car. It is the intention of the company to give publicity to the manner in which the public can assist." Insurance Policies for Employees of West Penn Railways The following statement by the West Penn Railways, Pittsburgh, Pa., to its employees, announcing the estab- lishment of insurance policies for them by the company, was posted at the offices, shops and car houses of the company on Jan. i, 1910: "Regular employees of the West Penn Railways, La- trobe Street Railway, West Penn Electric Company and Westmoreland Electric Company who have been in the service of the company continuously for two years prior to Jan. 1, 1910, shall be eligible at the present time, and other regular employees shall be eligible from time to time as the two-year period of their continuous service is completed, to receive from the West Penn Railways the following sums: $100 in case of death during the first year from date the employee becomes eligible; $200 in case of death during the second year from date the employee becomes eligible; $300 in case of death during third year from date the em- ployee becomes eligible; $400 in case of death during the fourth year from date the employee becomes eligible; $500 in case of death during the fifth year from date the em- ployee becomes eligible. "The death benefit shall be payable to the beneficiary designated by the employee, or to his heirs. Employees who have served the West Penn Railways, Pittsburgh, McKeesport & Connellsville Railway, Pittsburgh, McKees- port, Wilmerding & Duquesne Railway, West Penn Electric Company or Westmoreland Electric Company continuous- ly 10 years, and who may be deemed to be superannuated by the officers of the company, shall be entitled to re- ceive not less than $500, payable at the rate of $8.33 per month. In the event of the death of a superannuated em- ployee prior to the completion of the payments at the rate of $8.33 per month, the portion which remains unpaid shall be paid to his or her beneficiary or heirs. "The company will make the donations as set forth in the above schedule to the legal representatives or appoint- ees of employees in the service of the company at the time of their death. In case of superannuated employees, the donations will be made as above provided. Donations in either case will only be made free from debts, contracts, and obligations of the employees. "These voluntary benefits given by the West Penn Rail- ways are to be forfeited by an employee in case his or her connection with the company is severed in any manner ex- cept by superannuation. This arrangement may be termin- ated by the directors of the West Penn Railways at any time deemed by them advisable, not, however, without in- curring the liability for payment to the employees up to date of such discontinuance in the manner indicated and subject to the liability on the part of the employees to for- feiture on leaving the service of the company prior to death." , Draw Bridges and Traffic in Brooklyn With the view of bettering the service on lines of the Brooklyn Rapid Transit Company and the Coney Island & Brooklyn Railroad, Brooklyn, N. Y., which cross draw- bridges in Brooklyn, the Public Service Commission of the First District of New York, recently investigated the conditions governing the operation of the bridges to ascer- tain whether the present hours in which the draw bridges are closed could be increased. In the course of the investi- January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 167 gation, conferences were held by representatives of the commission with a committee representing the National Board of Steam Navigation and with the chief engineer of the New York City Department of Bridges. It was shown that any change from present regulations would be inadvisable inasmuch as while long closed hours might benefit the street railways, they would impose greater hardship on the business interests which use the navigable streams crossed by the bridges. The representatives of the National Board of Steam Navigation suggested, however, that the streams near the bridges might be widened suffi- ciently to permit river traffic to accumulate and thus be in readiness to pass rapidly through as soon as the draw bridges were opened. This would involve the condemnation of considerable waterfront property and in the opinion of the representatives of the commission, the expenditure would be too large to be practicable. Of the 10 draw bridges considered, five are closed for substantial periods during the day, and frequent car move- ment is maintained over them, the headway varying from one to two minutes. The Hamilton Avenue bridge is closed two hours in the morning and two hours in the evening during the time of heaviest traffic on the railways, and one hour at noon. The other four bridges are closed three hours a day; one hour each in the morning, at noon and in the evening. It was suggested that the closed hours be in- creased from five to seven, giving three hours in the morn- ing, an hour at noon and three hours in the evening. It was found that the river traffic through the Flushing Avenue Bridge was very light and that the number of openings per day did not average 20 and interfered so little with car movement that the establishment of closed hours seemed unnecessary at the present time. Car movements over three of the bridges vary from four to six to 10 minutes and on ac- count of the infrequency of the service the establishment of closed hours was held to be unnecessary at this time. Boston Elevated Railway Increases Wages The Boston (Mass.) Elevated Railway has announced a voluntary increase in the wages of its employees in the train and car service, about 5000 men being affected. The increase will amount to about $100,000 per year, or $20 per employee, and the new rates are to go into effect on Jan. 22, 1910. The following table shows the present and the increased wage rate for each class of employees: Increased wage. Present wage. ucnts per nour. *_enis per n Elevated motormen, highest grade 28.5 27.5 Elevated guards, highest grade 24.5 23.5 Elevated brakemen, highest grade 22 21 Surface conductors and motormen : Highest grade (15 years' service) 26 25 Next grade (11-15 years) 25.3 24.5 Next grade (6-10 years) 24.7 24 Next grade (3, 4 and 5 years) 24.1 23.5 Next grade (1 and 2 years) 23.5 23 Car house station masters, highest grade 30 29 Inspectors and starters, hignest grade 28.5 27.5 Team Accidents The recent heavy fall of snow in the East prompted F. W- Johnson, superintendent of the bureau for the prevention of accidents of the Philadelphia (Pa.) Rapid Transit Company, to issue the following special notice, headed "Team Acci- dents," to the employees of the company: "Severe snow storms invariably are followed by condi- tions which rather favor the occurrence of certain types of accidents. By way of illustration, note the following: "The going becomes heavy, as at present, we will say, and, like ducks taking to water, the drivers of teams hike for the trolley tracks. This, of course, means collisions — unless all hands exercise caution. "Unfortunately we have never been very favorably im- pressed with the brand of 'caution' usually observed by the drivers of teams. Thpy prefer to take chances, trusting to the judgment and skill of the motorman to avoid the col- lision. Such conduct carries with it its own condemna- tion. "However, be that as it may, it is our intention to avoid mishaps whenever and wherever possible. Ifence this cau- tioning: "Keep a sharp lookout, particularly at night or in foggy weather, for the drowsy driver who plugs along, plumb in the middle of the track, without the faintest suspicion of a light upon his vehicle. "He may be traveling along in the track right ahead of you, or he may be coming straight at you, sound asleep upon his seat. "In passing teams, give the horse a chance to get clear of your track before you attempt to proceed. You may de- pend upon it that he will not delay you a moment longer than is absolutely necessary — provided only that his driver is equally fair-minded. "If concerned in an accident of this sort, be sure to get the name and address of the driver, and also of any other person who may have been upon the wagon. "Parting shot — No matter how slight an accident may seem to you at the time, secure your witnesses and make out your report. Then there can be no 'flare-back.' " Passes for Illinois Traction System Employees. — Em- ployees of the Illinois Traction System, Champaign, 111., will hereafter be furnished with passes. For several years a rule has been in force which required employees when riding on cars when not on duty to show their badges. Increase in Fares on Spokane & Inland Empire Railroad. — The Spokane & Inland Empire Railroad, Spokane, Wash., has announced that effective on Feb. 1, 1910, the round-trip fare between Spokane and Cceur d'Alene will be increased from $1 to $1.50, with corresponding increases in the rates to other cities along the route. Stools for Motormen of Massachusetts Line. — The West- ern Massachusetts Street Railway, Westfield, Mass., has announced that hereafter motormen on the company's lines to Springfield and Huntington will be permitted to use stools while operating their cars. The Huntington and Springfield lines are the only lines on which cars equipped with air brakes are operated. Increase in Traffic at Indianapolis During December. — Statements for December, 1909, made by the electric railways operating into Indianapolis show that the increase in the volume of business during the holidays averaged 15 per cent more than that of 1908. On some of the roads traffic increased as much as 22 per cent. On others the increase was not more than 8 per cent. Car Step Heights in Chicago. — The daily newspapers of Chicago have been attempting to create a general agitation in favor of lowering the steps on the cars of the surface railways. No definite action has been taken by the railways other than that the matter is now under consideration by the Board of Supervising Engineers, Chicago Traction. The steps from the ground to the platform are now 17 in. and 14 in., with a 10-in. rise from the platform to the car floor. Grain Elevators Along Lines of Illinois Traction System. — Edward Rising and Claude Lock, who propose to con- struct a number of grain elevators along the lines of the Illinois Traction System, Champaign, III., have obtained a site for the first elevators at Dallenbach Station, one mile west of Staley, and at Bondville, and will ship grain by way of the electric railway, the agreement of the Illinois Traction System with the Chicago & Eastern Illinois Rail- road affording a ready means of transporting shipments to the seaboard. The Illinois Traction System will build several sidings and spurs in the spring to facilitate the transportation of grain and livestock. Interurban-Steam Traffic Agreement in Indiana. — A traffic arrangement effective on Jan. 20, 1910, has been entered into by the Indianapolis, Columbus & Southern Traction Company and the Southern Indiana Railroad whereby tickets will be sold by the Indianapolis, Columbus & South- ern Traction Company at its offices in Indianapolis, Green- wood, Franklin and Columbus to all points on the South- ern Indiana Railroad from Seymour cast to Westport and west to Terre Haute. Arrangements have also been made for the free transportation of baggage from the station of the Indianapolis, Columbus & Southern Traction Com- pany at Seymour over the Southern Indiana Railroad. Excess Fare Provision Not Applicable to Indiana Interur- ban Railways. — James Bingham, Attorney-General of In- diana, has expressed the opinion to the Railroad Commis- ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. sion of that State that the law passed in 1909 which enables railroads to collect an excess fare of 10 cents on all fares based on the 2-cents-a-mile rate when such fares are paid in cash on the train because the passenger has neglected to secure a ticket, does not apply to interurban railways. He says that while the act in question did not repeal the act of 1909 by specification, it repealed it by implication and is the only 2-cent fare law now in effect in the State. The question was raised by Commissioner McClure at the re- quest of the interurban railways. Increase in Wages in Los Angeles. — On Jan. 1, 191 0, the Pacific Electric Railway, Los Angeles Railway and Los Angeles & Redondo Railway increased the wages of the motormen and conductors in their employ in accordance with the following scale: First year, 25 cents an hour; second year, 26 cents an hour; third year, 27 cents an hour; fourth year, 28 cents an hour; fifth year, 29 cents an hour; sixth year, 30 cents an hour. The scale formerly paid fol- lows: First year, 24 cents an hour; second year, 25 cents an hour; third, fourth, fifth years, 26 cents an hour; sixth seventh, eighth years, 27 cents an hour; ninth, tenth, eleventh years, 28 cents an hour; twelfth, thirteenth, fourteenth years, 29 cents an hour; fifteenth year, 30 cents an hour. Complaint Against Service of International Railway. — Residents of Lancaster and Depew have asked the Public Service Commission of the Second District of New York to instruct the International Railway to repair its tracks in Broadway, Buffalo, between the Lackawanna Railroad and the easterly line of Buffalo, and between Buffalo, Lancaster and Depew, and construct additional sidings or double-track the road. They have also asked that the company be in- structed to establish a 15-minute service at a rate of speed that will enable cars to make the round trip in not more than 1 hr. and 30 min. and run cars between Lancaster and Depew in addition to cars between Buffalo and Lancaster to care for the local traffic between these villages. The time consumed in the round trip between the cities now is two hours. The petitioners claim that the rates of fare are out of proportion to the length of the route and should be reduced. Rates for Milk on Buffalo Suburban Line. — Effective on Feb. 8, 1910, the Buffalo & Lake Erie Traction Company, Buffalo, N. Y., will adopt the following rates per can for the transportation of milk in either direction between sta- tions on the Dunkirk, Fredonia and interurban divisions: 5-gal. can, 10 cents; 6-gal. can, 12 cents; 8-gal. can, 16 cents; 10-gal. can, 20 cents; 12-gal. can, 24 cents. This is an advance of 2 cents on a 5-gal. can; 3 cents on a 6-gal. can; 4 cents on an 8-gal. can; 5 cents on a 10-gal. can; 6 cents on a 12-gal. can. On the same date the company will adopt the following rates per can for the transpor- tation of milk in either direction between stations on the Hamburg and Dunkirk and Fredonia divisions: 5-gal. can, 10 cents; 6-gal. can. 12 cents; 8-gal. can, 16 cents; 10-gal. can, 20 cents; 12-gal. can, 24 cents. The advances to and from other stations are 2 cents on a 5-gal. can; 3 cents on a 6-gal. can; 4 cents on an 8-gal. can; 5 cents on a 10-gal. can; 6 cents on a 12-gal. can. Service in Trenton. — Walter Madden, Mayor of Trenton, N. J., in his message to the Council of that city dated Jan. 1, 1910, said: "I would suggest that there should be a general investigation by a committee of the City Council to determine wherein our street car service is not meeting reasonable requirements, and, if necessary, an expert should be called in to determine just what is needed in the way of schedules, equipment, etc., to bring our street car service up to a proper standard of efficiency. Then ordinances should be passed and such other action should be taken as may be necessary to have this standard of efficiency estab- lished and maintained. This done it would seem to me that some department of the city should be specifically charged with seeing that all regulations with respect to street car traffic are lived up to. In this connection I would suggest that these regulations should extend to protecting our elec- tric railway companies from unnecessary obstruction in the way of cars being blocked by wagons backed up against side- walks, cars standing on railroad crossings, and open draw- bridges, which so frequently, and not without some justifi- cation, are given as a reason for cars not being operated in accordance with their schedules." Personal Mention Mr. J. R. Davies has been appointed purchasing agent of the Chicago (111.) City Railway. Mr. Gordon Campbell, vice-president and general manager of the York (Pa.) Railways, has been elected president of the company to succeed Mr. W. F. Bay Stewart, resigned. Mr. A. Katterheinrich, auditor of the Ft. Wayne & Spring- field Railway, Decatur, Ind., has also been appointed general freight and passenger agent of the company to succeed Mr. J. R. Fink, resigned. Mr. E. C. Foster has resigned as second vice-president of the New Orleans Railway & Light Company, New Or- leans, La., effective on Feb. 1, 1910, but will continue as a director of the company. Mr. H. A. Pharo, chief electrician of the Pittsburgh (Pa.) Railways, has been appointed superintendent of overhead lines of the company to succeed Mr. F. J. Vinning, whose resignation is noted elsewhere in this column. Mr. Edward Hungerford of the Brooklyn (N. Y.) Rapid Transit Company entertained representatives of the daily papers of New York and Brooklyn at a beefsteak party and vaudeville performance at Healy's, New York, on the evening of Jan. 13, 1910. Mr. W. A. Smith, who has been treasurer and general manager of the Omaha & Council Bluffs Street Railway, Omaha. Neb., has been elected second vice-president and general manager of the company. The office of second vice-president is a new one. Mr. J. E. Osmer has resigned as master mechanic of the Northwestern Elevated Railroad, Chicago, 111., and has ac- cepted the position of superintendent of the locomotive shops of the Hicks Locomotive & Car Works. Mr. Osmer is located at Chicago Heights, 111. Mr. J. R. Fink has resigned as general freight and pass- enger agent of the Ft. Wayne. & Springfield Railway, De- catur, Ind., and the passenger, freight and auditing de- partments of the company have been consolidated under Mr. A. Katterheinrich, auditor of the company. Mr. C. E. Lenhart, whose resignation as master me- chanic of the Buffalo & Lake Erie Traction Company, Buffalo, N. Y., was noted in the Electric Railway Journal of Dec. 4, 1909, has accepted a position as representative of the Holland Trolley Supply Company, Cleveland, Ohio. Mr. R. J. Foulkes, master painter of the Chicago (111.) Railways, has been appointed general foreman in charge of the shops of the company to succeed Mr. Charles Schenck, who has resigned as superintendent of shops to become superintendent of the Elevator Supply & Repair Company. Mr. D. L. Beaulieu, whose resignation as superinten- dent of the Northampton Traction Company, Easton, Pa., was announced in the Electric Railway Journal of Jan. 15, 1910, has accepted the position of Eastern representative of J. Frank Lanning & Company, Pittsburgh, Pa. Mr. Beaulieu will have his headquarters in Boston. Mr. H. L. Sanders, for some time assistant purchasing agent of the Cincinnati (Ohio) Traction Company, has been appointed treasurer of the company, to succeed Mr. W. H. MacAlister, who has held the offices of treasurer and controller. Mr. MacAlister will continue as comp- troller of the company. Mr. F. L. Dame, formerly engineer of the Electrical Se- curities Corporation, New York, N. Y., has been elected vice-president of the Electric Bond & Share Company, New York, N. Y. Mr. Dame has also been elected vice- president and a director of the American Power & Light Company. Mr. Sharp G. Moore, superintendent of the Willow Grove division of the Philadelphia (Pa.) Rapid Transit Company, has been appointed assistant general superintendent of the company to succeed Mr. M. F. Ryan, whose appointment as general superintendent of the company is noted else- where in this column. Mr. L. C. Nash, who has been superintendent of trans- portation of the Omaha & Council Bluffs Street Railway, Omaha, Neb., has been elected secretary and treasurer of January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 169 the company to succeed Mr. R. A. Leussler as secretary and Mr. W. A. Smith as treasurer. Mr. Smith and Mr. Leussler continue as general manager and assistant mana- ger of the company, respectively. Mr. M. F. Ryan, assistant general superintendent of the Philadelphia (Pa.) Rapid Transit Company, has been ap- pointed general superintendent of the company, to suc- ceed Mr. Walter Ellis. Mr. Ryan entered street railway service in Philadelphia in 1872. He has been successively a conductor, receiver and division superintendent at the Sixteenth and Jackson Streets depot. In 1908 he was ap- pointed assistant general superintendent of the company. Mr. F. J. Venning has resigned as superintendent of over- head lines of the Pittsburgh (Pa.) Railways to become superintendent of construction of city and interurban lines of the Cincinnati (Ohio) Traction Company. Mr. Venning began his street railway career in Pittsburgh in 1893 as chief electrician for the Citizens Traction Company. He has served that company and its successor, the Pittsburgh Railways, since then as foreman of shops, superintendent of maintenance of way and superintendent of overhead lines. About 200 employees of the Pittsburgh Railways held a smoker at the Park Way office of the company on the eve- ning of Jan. 15, 1910, at which Mr. Venning was the guest of honor. Mr. Venning was presented during the evening with a case of silver as a token of esteem from his asso- ciates. Mr. Charles Kirchhoff, who retired recently from the editorship of The Iron Age, was the guest of about 150 of his friends and associates in the iron' and steel industry at a luncheon in the Engineers' Club in New York on Jan. 15, 1910. The speakers were Mr. Philip T. Dodge, presi- dent of the Engineers' Club; Mr. T. C. Martin, executive secretary of the National Electric Eight Association; Dr. Rossiter W. Raymond, secretary of the American Institute of Mining Engineers; Mr. Geo. W. Cope, the new editor of The Iron Age; Dr. Henry S. Drinker, president of Le- high University; Mr. John Fritz, founder of the Bethlehem Steel Company, and Mr. Kirchhoff. Mr. Cope, at the close of his address, presented Mr. Kirchhoff a bronze statute of an iron worker, by Picault. Mr. Kirchhoff expects to leave very soon for a cruise in the West Indies. Later he will visit Europe and study recent developments in the manu- facture of iron and steel there. Mr. W. F. Bay Stewart, who has been president of the York (Pa.) Railways, has resigned from the company and Mr. Gordon Campbell, who has been vice-presi- dent and general manager, has been elected to suc- ceed him. Upon receiving the resignation the direct- ors passed resolutions ex- pressing regret that Mr. Stewart had resigned, and commending him for his ability while performing the duties of the office. Mr. Stewart has stated that he desired to retire from business, but it is reported that he may again be a candidate for Judge. The York Railways op- t»7 -r, 0i .. ■', W. F. Bay Stewart crates 72 miles of line and supplies electricity for lighting. Mr. Stewart has long been prominent in public affairs in York. Mr. Charles Schenck has resigned as superintendent of shops of the Chicago (Jll.) Railways to become connected with the Elevator Simply & Repair Company, Chicago, 111., as superintendent. Mr. Schenck was educated at the University of Illinois and from 1807 to 1900 he was in the engineering department of the Northwestern Elevated Railroad and the Chicago Union Traction Company. In 1908 he was appointed to the position from which he has just resigned. From 1900 to 1908, Mr. Schenck was con- nected with Lewis Institute, Chicago, as an instructor in mechanical subjects and as registrar for the night schools. While connected with Lewis Institute he worked in sum- mer in the engineering department of the Northwestern Elevated Railroad and the Commonwealth Edison Com- pany, Chicago. The shops of the Chicago Railways are now in charge of Mr. R. J. Foulkes, who has been advanced from the position of master painter to general foreman of the company. Mr. Walter Ellis, general superintendent of the Phila- delphia (Pa.) Rapid Transit Company, was relieved of the duties of that office on Jan. 15, 1910, at his own request on account of ill-health, but will remain in the service of the company as special attache of the president's office. Mr. M. F. Ryan, assistant general superintendent of the com- pany, will succeed Mr. Ellis as general superintendent and Mr. Sharp G. Moore, superintendent of the Willow Grove division, has been appointed assistant general superintend- ent to succeed Mr. Ryan. Mr. Ellis entered the employ of the People's Passenger Railway, Philadelphia, as a con- ductor in July, 1879. He was promoted successively to the positions of transfer agent, receiver, dispatcher and division superintendent at the Twenty-seventh Street and Girard Avenue depot. The Union Traction Company ab- sorbed the People's Passenger Railway and in 1895 Mr. Ellis was appointed general superintendent of the Union Traction Company, and was continued in this office when the Union Traction Company was reorganized as the Phila- delphia Rapid Transit Company. Mr. Bernard Corrigan has resigned as president of the Kansas City Railway & Light Company, Kansas City. Mo. Mr. Corrigan was elected president of the company in 1902 following the retirement of Mr. W. H. Holmes as president of the Metropolitan Street Railway and Mr. C. F. Holmes as president of the Kansas City Electric Light Company and the organization of the Kansas City Railway & Light Com- pany to succeed these companies. Mr. Corrigan is a civil engineer by profession and is about 50 years old. Up to about 1892 he was closely identified with street railway in- terests in Kansas City and was familiar with the railway and lighting properties in the city when elected president of the Kansas City Railway & Light Company. Mr. Corri- gan also assisted in the construction of several steam rail- roads in the South and West. In announcing his retire- ment Mr. Corrigan issued a statement in which he said: "There is no particular reason for my resignation at this time — in fact, I cannot now name the exact day on which I will retire. I lvave desired for some time to relinquish my duties and tried to induce Mr. C. N. Black, now vice-presi- dent and general manager of the United Railroads of San Francisco, to remain with the company as my successor. I have no plans for the future except to take a much-needed rest. I am not going back to contracting work." Mr. J. P. Pulliam, whose appointment as manager of the railway department of the Eastern Wisconsin Railway & Light Company, Fond du Lac, Wis., and the Wisconsin Electric Railway, Oshkosh, Wis., and assistant general manager of the companies in charge in the absence of Mr. Clement C. Smith, was noted in the Electric Railway Jour- nal of Jan. 8, 1910, is 35 years old. Mr. Pulliam began his railroad career as a telegraph operator on the Louisville Southern Railroad when 14 years of age. Subsequently he served the Kentucky & Indiana Bridge Company, Louis- ville, Ky., in various capacities for several years. During his connection with this company, the suburban service was converted from steam to electricity. He resigned from the Kentucky & Indiana Bridge Company to become chief clerk to the superintendent of the Louisville-St. Louis line of the Southern Railway, but after a year's service entered the employ of the Choctaw-Oklahoma-Gulf Railroad at Shawnee, Okla., in the stores department, Mr. Pulliam next engaged in commercial pursuits at Denver and Seattle for a year, lie re-entered railroading in 1004. with tin- Grand Rapids, Grand Haven & Muskegon Railway, Grand Rapids, Mich., as trainmaster under Mr. W. K. Morlcy, president and general manager, but resigned three years later to become superintendent of the Winnebago Traction Company, Oshkosh, Wis. Since the sale of the property of the Winnebago Traction Company to the Wisconsin Elec- tric Railway in July, 1908, Mr. Pulliam has served both the Wisconsin Electric Railway and the Eastern Wisconsin Railway & Light Company as general superintendent in charge of operation. I/O ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS Fort Smith, Van Buren & Interurban Light & Traction Company, Van Buren, Ark. — Chartered in Arkansas to build an interurban railway through Franklin, Johnson, Madison, Boone and Searcy Counties. Capital stock, $100,000. Offi- cers: W. F. Keller, president; L. W. Burgett, vice-presi- dent; T. A. Bayley, secretary; S. A. Pernot, treasurer. [E. R. J., Jan. 15, '10.] ♦Hammond, Chicago Heights & Southern Traction Com- pany, Chicago, 111. — Incorporated in Illinois to construct an electric railway from a point on the State line con- tiguous to Hammond, Ind., in a southwesterly direction to Chicago Heights and thence to Stanne. Capital stock, $500,000. Incorporators: William S. Reed, Andrew Ward, Joseph Orr, and Edward R. Davis, all of Chicago, and Alfred Van Steenberg, Lansing, Mich. *Egyptian Traction Company, Springfield, 111. — Incorpo- rated in Illinois to construct a railway from Murphysboro, through the. counties of Williamson, Saline, Gallatin and White to the Wabash River. Capital stock, $5, 000. In- corporators: C. C. Leggett, Winchester, Ind.; John W. Murphy and S. W. Latham, Eldorado, 111.; John D. Stayron, Texas City, 111., and G. E. K. Hixon, Chicago. *Piedmont Traction Company, Gastonia, N. C. — Chartered in North Carolina to build a street railway in Gastonia. Capital stock, authorized, $100,000. Incorporators: W. S. Lee, L. C. Harrison, and F. I. Osborne, Charlotte, and C. E. Hutchinson, Mount Holly. *Hanover & Plymouth Street Railway, Wilkes-Barre, Pa. — Application will be made to the State Department on Jan. 31, 1010, by Lewis Edwards, Harry Chase, and Harry Dj Mun, for a charter for a 3-mile street railway in Luzerne County. FRANCHISES San Francisco, Cal. — The Board of Supervisors has grant- ed a 25-year franchise to the United Railroads over Gough Street from McAllister Street to Market Street and Haight Street. Atlanta, Ga.— The Atlanta, Griffin & Macon Electric Railway, which proposes to build an interurban railway be- tween these points, has been granted an extension of 120 days to its franchise in which to begin work on its line in Atlanta. [E. R. J., Sept. 4, '09.] Sullivan, 111. — R. B. Starbuck, president of the Decatur, Sullivan & Mattoon Traction Company, Mattoon, has asked the City Council for a 2-year extension of its franchise in Sullivan. The company plans to build an electric railway from Decatur to Mattoon, 48 miles. [E. R. J., June 5, '09.I Alexandria, La. — The Board of Aldermen has granted a franchise to the Alexandria Electric Railways on several streets to reach the new Union Station. The company has been allowed 30 days in which to accept one or all of the propositions. Long Branch, N. J. — Application has again been made by the Atlantic Coast Electric Railroad, Asbury Park, to extend its street railway in Atlantic Avenue to Co- lumbus Avenue. Hearing of the petition will be consid- ered at a meeting of the City Council on Feb. 21. TRACK AND ROADWAY Edmonton (Alta.) Radial Railway. — This company ex- pects to place contracts during the next six weeks for the construction of about 3 miles of single track and 1 mile of double track. Chas. E. Taylor, general manager. Power, Transit & Light Company, Bakersfield, Cal. — This company will award contracts during the next two weeks for the construction of 4 miles of track. Harry A. Jastro, purchasing agent. *Coalinga, Cal. — S. W. Morshead is said to have interested San Francisco capitalists in a project to build an 18-mile electric railway from Coalinga to Orrs. Connections will be made with the Southern Pacific Railroad at Orrs. Los Angeles-Pacific Company, Los Angeles, Cal.— At a meeting of the stockholders of the Los Angeles-Pacific Company on Jan. 6, 1910, it was voted to issue $20,000,000 of bonds, $10,000,000 of which approximately will be used for additions and betterments to the property of the com- pany. Of this amount it is estimated that $2,500,000 will be required for the construction of the company's proposed 4-mile subway. The remainder of the bonds will be used to retire outstanding issues. Oakland & Antioch Railway, Oakland, Cal.— This com- pany has begun grading of its proposed railway from Oak- land to Walnut Creek and Bay Point, with a branch to Martinez. The second section will extend to Antioch. It is the intention of the promoters to extend the railway eventually to Stockton. A. W. Malthy and S. L. Napthaly are interested. [E. R. J., Dec. 18, '09.] Baltimore & Washington Transit Company, Washington, D, C. — Senator Raynor has introduced a bill in the Senate amending the act which authorized this company to enter the District, approved in 1896. The bill will allow the com- pany to extend its lines from its present terminus to Thir- teenth Street and Ohio Avenue northwest. The extension is to be completed in two years. Chicago (111.) Railway. — This company advises that it expects to build 24 miles of new track during 1910. Rock River Traction Company, Geneseo, 111. — This com- pany is reported to have awarded a contract to the North- western Construction Company, Milwaukee, Wis., for build- ing its projected interurban railway from Sterling to Rock Island, 111. The estimated cost is $1,240,000. Officers: Theo. Becker, Geneseo, president; Wm. W. Cole, Geneseo, general manager. [S. R. J., Dec. 29, '06.] Sioux City Service Company, Sioux City, la. — During 1910 this company will build about il/> miles of new track. H. B. Gregory, purchasing agent. Brandon, Man. — E. J. Gifford, Brandon, confirms the re- port that he has applied for a street railway franchise in Brandon. The names of the parties backing Mr. Gifford will not be announced until the franchise is obtained. [E. R. J., Jan. 1, 'io.] Cia Electrica de Aguascalientes, Aguascalientes, Mex. — This company expects to award contracts during the next few weeks for the construction of 1.24 miles of single track. Leon Branger, general manager. *Lansing, Mich. — John W. Ewing, Grand Ledge, is en- gaged in securing right of way for a proposed electric rail- way which will connect Lansing and Grand Ledge. Minneapolis, St. Paul, Rochester & Dubuque Electric Traction Company, Minneapolis, Minn. — The board of di- rectors of this company has voted $650,000 to provide for the construction of the first section of track from Minne- apolis to Northfield, 45 miles. This sum will be used in the purchase of 4381 tons of 80-lb. steel rails, 14 steel cars, and 100,000 oak, tamarack and cedar ties. The entire line when completed from Minneapolis to Dubuque, la., will be 293 miles long. M. W. Savage, president, and F. G. L. Hunt, engineer in charge. Cape Girardeau-Jackson Interurban Railway, Cape Gir- ardeau, Mo. — This company expects to build il/2 miles of new track during 1910. Nebraska Traction & Power Company, Omaha, Neb. — This company will construct 3 miles of new track during 1910. Wm. D. Crist, purchasing agent. Elizabethtown (N. Y.) Terminal Railroad. — This com- pany has applied to the Public Service Commission of the Second District for authority to issue a first mortgage for $175,000 and for permission to issue bonds to the amount of $150,000 and common capital stock to the amount of $50,000. The proceeds are to be used in the construction of its railroad from Westport to Elizabethtown, a distance of about 8 miles. [E. R. J., Nov. 6, '09.] Third Avenue Bridge Company, New York, N. Y. — This company, which is a subsidiary company of the Third Avenue Railroad, has filed a certificate for change of route in New York and Queens Counties. A loop structure will be built in Manhattan from Second Avenue through Fifty- ninth Street and Sixtieth Street. After crossing Queens- January 22, 1910.] ELECTRIC RAILWAY JOURNAL. 171 boro Bridge and traversing the Queens plaza the cars will swing around loop adjoining Jackson Avenue and return to Manhattan. [E. R. J., Aug. 21, '09.] North Carolina Traction Company, Danbury, N. C. — At a meeting on Jan. 4 of the original projectors of this rail- way an organization was effected for the building of the proposed 80-mile line from Winston-Salem to Stuart, Va. The following officers were elected: E. Hillman, Aberdeen, president; J. W. Krafft, Indianapolis, Ind., secretary; E. L. Krafft, Indianapolis, Ind., general superintendent: Dr. H. P. MacKnight, Southern Pines, general manager; W. L. Law, president Law Engineering Company, Rock Hill, chief en- gineer. Work has already been begun on the line. [E. R. J., Dec. 11, '09.] Goldsboro (N. C.) Traction Company. — This company will build at once i}4 miles of new track. E. T. Oliver, purchasing agent. [E. R. J., Oct. 2, '09.] Salem, Ohio. — Peter McCave, Route No. 1, Washington- ville, confirms the report that he is promoting a plan to organize a company for the construction of a 34-mile elec- tric railway from Salem to Youngstown, via Albany, Gettys- burg, Greenford, Calla and Loveland. [E. R. J., Jan. 1, '10.] Toronto, Ont. — The ratepayers of Toronto, at the mu- nicipal elections on Jan. 1, by a vote of 19,268 as against 10,697, decided in favor of the city corporation making ap- plication to the Ontario Legislation for the necessary au- thority to construct and operate a system of municipal sub- way and surface railway lines in Toronto. Allen Street Railway, Nazareth, Pa. — This company is completing the construction of 1200 ft. of pile trestle with a 30-ft. span Bethlehem girder bridge. The contract for this work is in the hands of M. P. McGrath, Easton. Rochester & Mars Street Railway, Pittsburgh, Pa. — This company advises that it will begin construction within the next few weeks on its 17-mile railway which is to connect Rochester, Beaver and Butler. Capital stock authorized and issued, $100,000; bonds authorized, $500,000; issued, $250,000. Officers: J. H. Barrett, Fitzsimons Building, Pittsburgh, president; D. Hunter, Jr., vice-president; David Torrence, secretary; Wm. B. Boggs, treasurer; J. H. Bar- rett, chief engineer. [E. R. J., Aug. 29, '09.] Renovo & Gleasonton Street Railway, Renovo, Pa. — This company advises that it expects to begin work April 1 on its projected 6-mile electric street railway from Renovo to Gleasonton, via Farwell and North Bend. Up to the present time franchises have been obtained from the bor- ough and townships through which the line will pass. The location of the company's power plant and repair shops has not yet been decided upon. Two amusement parks will be reached by the line. Capital stock authorized, $30,000. Officers: E. W. Hess, Clearfield, president and chief engi- neer; J. H. Crissman, Dubois, secretary; W. B. Reilley, Renovo, treasurer. [E. R. J., Jan. 15, '10.] Sioux City, Sioux Falls & Missouri River Railway, Parkston, S. D. — C. A. Magee states that preparations are being made by this company to begin work on its projected railway about March 10. The route as planned will be from Sioux City to Sioux Falls, la., to Yankton, 170 miles. It is expected that the company will incorporate in about 30 days. Application has already been made for a franchise in Sioux City. Capital stock, $1,500,000; bonds authorized, $975,000. Officers: C. A. Magee, Parkston, president and purchasing agent; M. J. Walker, secretary and treasurer. [E. R. J., Jan. 15, '10.] Bryan, Tex. — The executive committee representing the citizens of Bryan, it is stated, has accepted the proposition of O. E. Gammill, Gueydan, La., to build the proposed electric railway from Bryan to College Station, a distance of 5 miles. Two routes have already been surveyed. J. T. Maloney, Mayor of Bryan, is interested. [E. R. J., Nov. '3. '"9-1 Belton & Temple Traction Company, Temple, Tex. — This company will construct 2l/i miles of new track during 1910. Seattle (Wash.) Electric Company. — This company will construct 20 miles of new track in the city during [910. E. C. Gaumnitz, purchasing agent. Spokane, Walla Walla & Western Railway, Walla Walla, Wash. — E. M. Symonds, president, states that new surveys are being made and right-of-way secured for portions of this proposed railway which is to extend from Dayton to Wallua, 51 miles. [E. R. J., Aug. 28, '09.] Morgantown & Duhkard Valley Railroad, Morgantown, W. Va. — This company will build during 1910 about 17 miles of new track to connect West Morgantown, River- side and Randall. J. A. Martin, purchasing agent. *Sheridan, Wyo. — The Chamber of Commerce has ap- pointed a committee to consider a proposal from E. F. Wheaton, secretary and general manager of the General Traction Development Company, Cleveland, Ohio, for the organization of a company to construct an electric railway between Sheridan and Buffalo, 40 miles south. Sheridan people are asked to subscribe for $10,000 stock. SHOPS AND BUILDINGS British Columbia Electric Railway, Victoria, B. C— * Announcement is made of the purchase, by this company, of a central site for suburban terminal uses. Fort Wayne & Wabash Valley Traction Company, Fort Wayne, Ind. — This company is said to be preparing plans for the reconstruction of its former power station in Hunt- ington into a paint shop and general repair plant; also to build an extension 50 ft. long where painting and running repairs may be handled. [E. R. J., Dec. 5, '09.] New York State Railways, Rochester Lines, Rochester, N. Y. — This company will erect shelter stations at Row- lands and Padelford on its Rochester and Eastern division as soon as the weather will permit. People's Railway, Dayton, Ohio. — This company has let the contract for the construction of a new car house on Polender Avenue to the Hall-Cronan Company. Work will be started as soon as the weather will permit.. [E. R. J., Aug. 7, '09.] POWER HOUSES AND SUBSTATIONS Power, Transit & Light Company, Bakersfield, Cal. — This company will purchase a 225-kw motor-generator set. Harry A. Jastro, purchasing agent. British Columbia Electric Railway, Ltd., Vancouver, B. C. — This company has awarded a contract to Charles C. Moore & Company, Seattle and San Francisco, for the erec- tion of an auxiliary steam power plant at Vancouver. This improvement, it is stated, will involve an expenditure of $250,000. The company has placed an order with Allis- Chalmers Company for two 2000-kw, 1800-r.p.m.. 60-cycle, 3-phase condensing steam turbo-generator units. Worcester (Mass.) Consolidated Street Railway. — This company has engaged J. G. White & Company, New York, to prepare plans for a new power plant to have a capacity of 40,000 hp. The location of the station has not yet been decided upon. A number of new substations will also be built. Cia Electrica de Aguascalientes, Aguascalientes, Mex. — This company is considering the purchase of a 3000-volt, three-phase, 60-cycle generator and a 230-hp, 180 r.p.m. Koerting gas engine, with necessary switchboard apparatus. Leon Branger, general manager. Lincoln (Neb.) Traction Company. — This company is in- stalling a 500-kw, 3600-r.p.m., 60-cycle, 3-phase, 2300-volt Allis-Chalmers condensing steam turbo generator. F. H. Brooks, purchasing agent. Portland Railway, Light & Power Company, Portland, Ore. — This company has awarded a contract to the Pacific Coast Engineering Company for the construction of the foundation of a power plant to be erected on the river front at the foot of East Lincoln Street, Portland. [E. R. J., Dec. 18, '09. 1 West Penn Railways, Pittsburgh, Pa. — This company has purchased the municipal electric light plant in West New- ton. The company will enlarge the plant and will furnish street lights and serve private consumers. Power will be furnished for the extension of the company's railway from Scott Haven, Pa., to Hunkers, where it will connect with the main line running from Greensburg to Uniontown. Sheboygan Light, Power & Railway Company, Sheboy- gan, Wis. — It is stated that this company will issue $114,000 bonds for improvements to its system which will include the purchase of new additional apparatus for its power plant. 172 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 4. Manufactures & Supplies ROLLING STOCK Detroit (Mich.) United Railway, it is reported, will buy 100 more cars in the near future. Kansas City, Ozarks & Southern Railway, Kansas City, Mo., expects to buy two semi-convertible combination pas- senger and baggage cars this year. Humboldt Transit Company, Eureka, Cal., has just or- dered four 33-ft. combination car bodies, two complete Westinghouse No. 92-A double motor equipments and six sets of Standard short wheel-base 0-50 trucks. Rutland Railway, Light & Power Company, Rutland, Vt., mentioned in the Electric Railway Journal of Nov. 27, 1909, as contemplating the purchase of three open and two closed cars, will use these cars on an extension to be built by this company. Third Avenue Railroad, New York, N. Y., mentioned in the Electric Railway Journal of Jan. 15, 1910, as having placed an order with The J. G. Brill Company for 100 pay- as-you-enter cars, has specified National Brake & Electric Company's air brakes for all of the new cars. Lexington & Interurban Railways, Lexington, Ky., has placed an order with The J. G. Brill Company for two interurban "cars. Mention that this order was contem- plated was made in the Electric Railway Journal of Nov. 27, 1909. The company also contemplates buying three single-truck cars. Union Street Railway, New Bedford, Mass., reported in the Electric Railway Journal of Dec. 25, 1909, as having ordered 12 cars from the Osgood Bradley Car Works, has only ordered 10 cars. They are to be 13-bench open cars, weighing 10 tons, "and having a seating capacity of 65. Length over vestibules will be 43 ft.; length of body, 35 ft.; wheel base, 4 ft. 6 in., with wood body and underframe. TRADE NOTES Wonham, Magor & Sanger, New York, N. Y., received an order from the Third Avenue Railroad, New York, to equip 100 new cars to be built for that road with "H.B." life guards. Crocker- Wheeler Company, Ampere, N. J., announces that all correspondence for the company in Ohio should be ad- dressed to 912 New England Building, Cleveland, Ohio, the company having discontinued its Columbus office. W. R. Kerschner, Allentown, Pa., has moved his offices to New York City, where he will occupy Suite 1882 *in the Hudson Terminal Buildings, 50 Church Street. Mr. Kersch- ner, in addition to second-hand car equipment and electrical machinery, will continue to handle the products of the Columbia Machine Works & Malleable Iron Company, Brooklyn, N. Y.; Catskill Foundry & Machine Works, Cats- kill, N. Y., and the Traction Equipment Company, Brook- lyn, N. Y. Western Electric Company, Chicago, 111., closed its fiscal year on Nov. 30, 1909, with total sales of approximately $46,000,000. Gross earnings for 1909 compare with previous years as follows: 1909, $46,000,000; 1908, $33,000,000; 1907, $53,000,000; 1906, $69,000,000; 1905, $44,000,000; 1904, $32,- 000,000; 1903, $30,000,000; 1902, $29,000,000; 1901, $24,000,000; 1900, $24,000,000. The total for the 10 years is $384,000,000. The year 1909 shows a recovery from 1908 of approximately 40 per cent. The company reports that its business in for- eign countries is increasing from year to year. Allis-Chalmers Company, Milwaukee, Wis., recently re- ceived from the Portland (Ore.) Railway, Light & Power Company, which is increasing the capacity of its hydro- electric plant, an order for a 3750-kw, water-wheel type, 11.000-volt, 60-cycle, three-phase, 360 r.p.m. alternator. This will be of the same general design as the two 2500-kw. ri,ooo-volt, 33-cycle alternators already supplied by the same company, and will be semi-enclosed. A 50-kw, 120- volt exciter will be direct-connected to an extension of the alternator shaft. J. Frank Lanning & Company, Pittsburgh, Pa., announce that D. L. Beaulieu has been appointed to handle their Eastern sales department, with headquarters at Boston, for the sale of the "Howard" composite journal bearing brass. Mr. Beaulieu is an experienced operating man. having worked on electric railways both in Massachusetts and Pennsylvania. He has resigned as superintendent of the Northampton Traction Company after serving six years in that office in order to sell the Howard bearing after having seen its performance in every-day railway service. Peter Smith Heater Company, Detroit, Mich., has opened an office in suite 517-519 Hudson Terminal Buildings, 30 Church Street, New York, N. Y., and has secured the serv- ices of Reginald M. Campbell, who will act as the company's Eastern sales manager, covering the States of New York, New Jersey, Pennsylvania, Maryland, Delaware and Vir- ginia, Eastern Canada and New England. Mr. Campbell is well known throughout the railway field and has a host of friends among the railway and railway supply men of the Eastern States. For the past live years he has acted as district sales agent for the Ohio Brass Company in the New York and New England territories. For six years previous to the time he entered the service of that com- pany he was in the employ of the Western Electric Com- pany, latterly in charge of overhead railway material sales for the United States. Mr. Campbell is also well and favorably known because of the leading part he has taken in years past in the annual Supplymen's Vaudeville Show which is held during the convention of the American Street & Interurban Railway Association. ADVERTISING LITERATURE A. Gilbert & Sons Brass Foundry Company, St. Louis, Mo., is distributing a small card advertising its special bronze journal bearings for railway cars. Hart & Hegeman Manufacturing Company, Hartford, Conn., has issued a new pamphlet and several circulars covering its latest switches and accessories. Pettingell-Andrews Company, Boston, Mass., in the Jan- uary issue of its house organ, Juice, describes a number of new electrical devices for which it has obtained the sales agency in New England. Railway Equipment Company, Portland, Ore., is sending out a large wall calendar for 1910, on which is advertised the fact that the company sells all kinds of new and second- hand railway equipment and supplies. John A. Roebling's Sons Company, Trenton, N. J., has issued a folder entitled "How About Bonds?" in which these questions are asked: Do your galvanized bonds rust? Do your copper bonds break? Are your copper bonds stolen? The application of copper-clad bonds to a joint is illustrated, and the statement is made that copper-clad bonds outlast the rails. Graphite Lubricating Company, Bound Brook, N. J., in a circular dated Jan. 15, 1910, says in part: "We are silent on every subject except machinery bearings. Our knowledge and years of experience in making the genuine 'Bound Brook' graphite and bronze bearing to run without oil or grease prohibits us from keeping silent on that subject. W«e-are positive that we are experts in our line. We are furnishing the genuine Bound Brook bearings to the largest manufacturers in this country, and we have a very nice little booklet descriptive of the large range of work to which they can be adapted, and we would be pleased to send it to you upon your request." General Electric Company, Schenectady, N. Y., has issued bulletins No. 4703-A, entitled "Variable Release Air Brake Equipments;" No. 4706, entitled "Curve-Drawing Ammet- ers and Voltmeters — Type CR;" No. 4707, entitled "Gaso- line-Electric Plants for Lighting and Power;" No. 471 1, entitled "Small Plant Alternating Current Switchboards;" No. 4712, entitled "An Exhaust Steam Turbine Installation;" No. 4713, entitled "Type F, Forms K-2 and K-4 Oil Break Switches." Bulletins No. 4703-A and 4712 are of the great- est interest to street railways. In the first the company describes its variable release air-brake equipment, with which it is possible to handle a long train with nearly the same facility as single cars equipped with the straight air- brake system. The bulletin goes into considerable detail in describing this equipment, and shows cross sections of the valve in different positions. In the second bulletin the sub- ject of a non-condensing engine plant with exhaust-steam turbines is considered in detail. Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, JANUARY 29. 1910 No. 5 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James II. McGraw, President. J. M. Wakeman, i st Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office.... Real Estate Trust Building European Office. .. .Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico. $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of trie week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, JANUARY 29, 1910 CONTENTS. Transportation of United States Mails 173 Limiting Number of Passengers on a Car 173 Raising Fares on Interurban Roads 174 Stopping a Car Short of Its Destination 174 The Seat-Mile Unit 175 The Lewiston, Augusta & Waterville Street Railway 176 New Storage Battery Car 182 Annual Meeting of Wisconsin Electrical Association 184 General Manager's Office Car of the Illinois Traction System 188 Work of the Central Electric Traffic Association 190 Report of Secretary Neereamer to Central Electric Railway Asso- ciation , 190 Experiment of Limiting Number of Passengers on Cars, Abandoned in Albany 191 Daily Inspection and Upkeep of Rolling Stock 193 Electric Railway Fares 195 Advertising Discussed at the New England Street Railway Club 196 Program of the Mid-Year Meeting 196 Communications 198 Wood Preservation by the Superficial Method 199 New Air Valves and Bell Ringer 200 Graphic Recording Meter 200 Composite Brass for Journal Bearings 201 Wood Preservation 201 Gasoline-Electric Cars for the Southern Railway 202 New Telephone System for Chicago & Milwaukee Railroad 202 News of Electric Railway* 203 Financial and Corporate 205 Traffic and Transportation 207 Personal Mention 209 Construction News 211 Manufactures and Supplies 213 Transportation of United States Mail The portion of the report of the Second Assistant Postmas- ter-General relating to the transportation of mail by cable and electric cars for the fiscal year ended June 30, 1909, as pub- lished in abstract in last week's issue, was of special interest. Unfortunately, the amount paid by the Government for electric mail transportation is not divided in the report between closed pouch service and postal car service. Nevertheless, it is in- teresting to note that the average payment made to the steam railroads per mile traveled is about twice the average payment to the street railways. Mr. Stewart refers to the demand made by the electric railways for higher rates for service, says that in some cases it will be found desirable to substitute auto- mobile service for that of electric cars and asks for authority to expend $100,000 of the street railway mail appropriation for screen or motor-wagon service. Street railway companies do not have much to fear from competition of this kind. The larger cost of automobile operation is so well known that we do not believe that the electric railway companies will suffer in any fair comparison of like service. Limiting Number of Passengers on a Car Rigid limitation of the number of passengers on a car has proved unsatisfactory to the public in Albany, N. Y. The plan, which was undoubtedly of fully as much interest to the travel- ing public as to the railway, was given a thorough trial as the result of an order of the Public Service Commission, Second District, limiting the number of passengers to be carried on the cars of the Pine Hills line of the United Traction Com- pany. Public dissatisfaction aroused by the experiment has led the commission to direct the abandonment of the scheme and the return to the old method of operation. The rule re- quiring limitation of the number of passengers on a car, as tried in Albany, was passed by the commission on March 33, 1909, after a hearing called to consider a complaint regarding the service on the Pine Hills line. Various expedients were suggested at this hearing, but the final decision of the com- mission was that the company should limit the number of pas- sengers to 40 on cars with a seating capacity of 26 and to 35 where the seating capacity was 24. The testimony presented at the hearing on Jan. 12, which followed the experiment of nine months, as published elsewhere in this issue, shows that the attempt to regulate the question in this way not only did not solve the problem, but that it aroused a measure of public dis- satisfaction greater than that which had existed under the pre vious plan of operation. Various citizens testified about the length of time they were compelled to stand on street corners in inclement weather when car after car passed having avail- able standing space which they coidd have occupied except for the limiting order. The position which they took is unques- tionably the prevailing American point of view on a question 174 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. of this character. If people want to stand in a car which has no available seats, they do not like to be prohibited. The problem of accommodating the rush-hour travel is a most se- rious one in American cities, but a rigid limitation of the loads to a little more than seating space does not constitute the so- lution. Raising Fares on Interurban Roads The theory that low rates build up profitable traffic on inter- urban lines was a popular one in the early days of long-distance electric transportation, but its fallacy is becoming apparent as the cost of operation steadily rises. Increased costs of labor and material, depreciation and higher taxes have created an imperative need for higher fares commensurate with the true cost of the service rendered. The problem which faces every company when considering fare increases is how to apportion the higher rates so as to cause the least immediate falling off in traffic and to distribute them equitably between all com- munities and classes of patrons. The major part of the receipts of interurban roads is derived from the sale of one-way and round-trip tickets at ticket offices and the collection of cash fares paid on cars. Nearly all systems of passenger fares are built up from a basic rate per passenger-mile. An increase in revenue may be secured either by raising arbitrarily the basic rate and proportionately all of the derived traffic in previous use, or by readjusting the relations between the one-way, round- trip and cash-fare rates so as to raise the cash fares and ma- terially lower or abolish altogether the reductions on round- trip tickets. If the basic rate is already low the first method is probably the least difficult to pursue and to justify before the public. All patrons are treated exactly alike and there can be no outcry over alleged discrimination. On the other hand, it may violate one cardinal principle of rate making, namely, that of fixing rates primarily on the basis of what the traffic will stand. A pro rata increase of even a small amount might affect seriously and permanently the largest and most profitable, be- cause most cheaply handled, class of traffic. The other alternative is that of readjusting the round-trip and cash-fare tariffs without materially changing the standard one-way ticket fares, and where the practice exists of making such reduction, we believe that the revenue per passenger will often be secured by the abandonment of the plan without seriously affecting the volume of traffic. It has been the general experi- ence of interurban railways, both in competitive and non-com- petitive territory, that low rates have less effect on the promotion of traffic than the frequency, comfort and convenience of the service rendered. At the same rates or in some cases at lower rates the steam roads have not been able to compete with the in- terurbans for traffic carried moderate distances of, say, less than 50 miles. This being true, there is little to be gained in sell- ing round-trip tickets to competitive points at reduced rates in order to insure the return trip being made by trolley. It is reasonable to suppose that the inducements offered by the elec- tric line for the going journey will be equally effective in divert- ing the passenger from the competitive road on the return journey. For journeys to non-competitive points nothing what- ever is gained by offering round-trip tickets at reduced rates. The ordinary reduction on a single round-trip ticket is an in- heritance from steam railroad practice and is an application of the principle of wholesale discounts to retail trade. One of the largest railroad systems in the East, the New York, New Haven & Hartford, abandoned it some years ago. Put the one-way ticket tariffs on a satisfactory basis and the round-trip busi- ness will take care of itself with profit to the railway company and. without hardship to the traveling public. The advisability of charging cash fares collected on the cars in excess of the one-way ticket rates depends very largely on the character of the traffic. Where the traffic is principally be- tween towns some distance apart the practice is both justifiable and expedient. It increases the revenue and encourages the purchase of tickets at stations where the receipts can be audited accurately. The question of fares, tickets and methods of selling and collecting are so intimately related to the character of the traffic to be handled that generalizations admittedly are of small value in suggesting a possible solution of the problems of any par- ticular road. Nevertheless, we believe that it is well worth while to give careful consideration to the matter of round-trip and cash fare rates in studying means of increasing fares. Stopping a Car Short of Its Destination Where a passenger on a street railway car is entitled by his contract to be carried to a certain point, and the railway com- pany breaks the contract by turning the car back at a point short of the destination, the passenger's right of action for damages for breach of contract is complete. He has remedy in civil action, but if he elects to remain on the car for its return journey he must pay for his ride. He may include this amount in his damages, but he is not entitled to remain on the car without payment of fare. This is the gist of a de- cision last summer by the New Jersey Court of Errors and Appeals in Wright vs. Orange & Passaic Valley Railway Company. As cases occasionally happen where obstinate pas- sengers remain on a car, it will be interesting and instructive to refer briefly to this New Jersey decision. The plaintiff boarded a car displaying the sign "Eagle Rock," but, owing to the condition of the tracks at the time, cars had for some days been stopping about a mile away from Eagle Rock. This the plaintiff probably well knew, for he was a daily traveler on the road. On the day in question the car was turned about a mile away from Eagle Rock, and Wright was told that it would proceed no further. The plaintiff then demanded to be carried to the end of the line, and when this was refused, de- clined to leave the car or pay his fare for a return trip. He was thereupon ejected. He brought suit for ejectment, but made no claim of serious injury. Upon the trial the issue was narrowed to the determination of the question whether the ejection of the plaintiff from the car was wrongful. The company met this claim by insisting that after Wright was requested to pay his fare and refused he became ipso facto a trespasser, and when he declined to alight, the right inured to the company, through its conductor, to eject him. The plaintiff did not claim that he was entitled to be carried back free to his starting point, but stood upon a right, as he claimed to the conductor, "to stay on that car until it went to Eagle Rock." The court held that it was immaterial in this action whether the plaintiff was warned when he got on the car that it would not go through to Eagle Rock. Such negligence, if com- January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 175 mitted, would under the circumstances have justified an in- ference that the company had contracted to carry the plaintiff to Eagle Rock, but his remedy for breach of that contract was an action for damages, and not the trespass action which was then under consideration. According to the court : ''He had his election, when the car came to the end of its actual trip, to leave and sue for damages, or to make a new contract for carriage on the return trip, and add its cost to his damages, subject, of course, to the rule which requires one to minimize his damages. He chose the latter alternative. Having done so, he became bound to pay his fare to the con- ductor, who had no authority to carry him free. * * * The plaintiff was entitled to stay on the car until he knew that the defendant had finally determined not to run it to Eagle Rock. As soon as the company so determined, and started the car on its return trip, his right of action was complete ; but his right was a right to damages merely, not a right to occupy the car indefinitely. The right claimed by him would, in effect, de- prive the company of the management of its own car, and make the plaintiff a tenant in common. The law of self-help has never been extended as far as that ; and, in contemplation of law, damages are a sufficient redress for a private wrong." Judge Minturn's brief and able opinion cites many author- ities. He says that in Kansas, where a passenger remained on a train for an unreasonable time after it reached its destina- tion, it was held that he thereby ceased to be a passenger, but became a trespasser. This is shown by cases cited in the courts of Wisconsin, New Jersey and Arkansas. It is, perhaps, elementary that every owner whose property is unlawfully invaded has the right, after reasonable demand, to eject therefrom the tort-feasor. The Seat-Mile Unit The suggested widespread use of the seat-mile unit, in a communication by Horatio A. Foster, published elsewhere in this issue, follows the action of the New York Public Service Commissions in prescribing the adoption of this unit for elec- tric railways under their jurisdiction. We agree with Mr. Foster that the car-mile, and, indeed, all of the units now employed in comparisons of electric railway operations, are not entirely satisfactory for all conditions, but if the seat- mile is to be used we would much prefer for clearness its em- ployment under that name rather than its multiple, the "kilo- seat-mile," for which Mr. Foster suggests the name "traffic unit." "Seat-mile" indicates to everyone exactly what is meant, just as car-mile, car-hour, ton-mile and passenger-mile do, whereas the proposed term might prove confusing and its exact meaning be forgotten by those who did not regularly employ it in railway work. Perhaps an anaylsis of the objects of some of the more common units will help to an understanding of their relative value. There are, of course, a great many points of difference be- tween the character and daily performances of different cars on differenl lines, bui the mosl important of them are distance run per day and the speed, weight and capacity of the car. There would be no need of any more complicated unit than the car- day if all cars were alike in these points. It is because this condition docs not hold true that various units have been em- ployed, and while each is designed primarily to compensate for one lack of equality between the performance of different cars, none is so comprehensive as to equalize all of the points of divergence. The car-mile primarily eliminates the difference in lengths of run per car per day, and for this reason is a fairly satisfactory unit for use in obtaining averages in car expenses and performance where the cars compared do not differ greatly in speed, weight and carrying capacity. It is also convenient as a general unit for those expenses which vary approximately with the distance run. It fails, however, with all statistics which are seriously affected by speed, weight and carrying capacity, the three principal factors which are not taken into consideration by the car-mile. The largest single item of the operating expenses is labor, which varies, of course, not with the distance run, but with the time spent on the road, hence upon the speed of the cars. It was, of course, to meet this difficulty that recourse was had to the car-hour, which cancelled the main discrepancy in com- paring wages, but was less desirable than the car-mile for the items of expense which vary with the distance run and no more desirable for still other items like power which may be assumed for present purposes to vary with weight of the car and distance run. Nevertheless, as the wages constitute, as a rule, considerably more than half of all operating expenses, the advantage of the car-hour as a primary or auxiliary unit for reckoning total operating expense is apparent. The seat-mile takes some account of the weight of the cars operated, but not so accurately as the ton-mile, so would be less accurate than the latter for power statistics, and as it also disregards entirely the number of cars run, it is less valu- able as a guide for platform expenses, and hence for total operating expenses, than even the car-mile. None of the units is very satisfactory for gaging car maintenance. In order of relative undesirability we should probably group them in the following order : Car-hour, seat-mile, ton-mile and car-mile. For car body maintenance the latter would be the best, for track maintenance the ton-mile, and for truck maintenance probably the wheel-mile. We believe, therefore, that the seat- mile will not displace the older established units for these, the principal items in operating expenses, but that it will be used, if adopted where it is not required by law, only to supplement existing statistics. The question then would be as to the value of the information which the new unit would add to that made available by the use of the present measures. This is answered by the statement that the seat-mile affords a closer measure of the service on a given line or a given property than is possible by any of the other units which we have been considering. If, for instance, a company shows its seat-mileage for comparative periods, a discrepancy would indicate fairly well, except for total interruptions of service, whether the service has been increased or decreased, whereas similar statistics based on car-mile returns would not take into account the fact that changes might have resulted from the substitution of cars of another size or type from those operated previously. Of course, in any such use the fact should lie home in mind that the seat-mile is not an accurate gage of the extent of variations in the carrying capacities of the cars, be- cause it rates on the same basis the cross-scat and the longi- tudinal scat car having an equal number of seats. As Mr. Foster says, the public service commissions in New York specified last year thai the returns from companies within their jurisdictions should give the number of seal miles run in each case, and possibly the full text of their forthcoming reports will permil further analysis regarding this unit. 176 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. LEWISTON, AUGUSTA & WATERVILLE STREET RAILWAY A notable addition to the transportation facilities of south- central Maine has been in operation during the past year, as a result of the establishment of through service in November, 1908, by the Lewiston, Augusta & Waterville Street Railway Company over a 54-mile line connecting the cities named in the company's title. Through the consolidation of the Lewis- ton, Brunswick & Bath Street Railway Company and the Au- gusta, Winthrop & Gardiner Street Railway with itself, the Lewiston, Augusta & Waterville Company operates a system Maine Electric Railways — Map of the Lewiston, Augusta & Waterville System and Connections of 140 miles of track, extending from Waterville on the north to Bath on the southeast, and controlling substantially all the electric railway service in the Androscoggin and Kennebec valleys. The completion of the new line to Waterville estab- lishes continuous electric railway facilities from that point southward to Brunswick, Portland, Portsmouth and Boston, and opens to easy access a portion of the lake region of Maine hitherto attainable only by infrequent and roundabout steam railroad service or by private conveyance. Under the execu- tive and financial administration of a syndicate headed by John R. Graham, of Bangor, the Lewiston, Augusta and Wa- terville lines have been welded into a strong and unified sys- tem, providing fast and frequent interurban service in the territory, establishing flexible and short headway facilities in the cities and towns of larger size, furnishing the rural sec- tions an entirely new method of overcoming distances, and inaugurating plans for an extended development of electric express and freight business throughout the communities served. The Lewiston, Brunswick and Bath lines of the company were described in the Street Railway Journal at the time of their completion, several years ago. The lines centering about Augusta and Gardiner have been in service for many years, and are of interest only in their relation to the through and local service of the present organization. The later work which has brought all these separate systems into a single corporate management is well illustrated by the construction of a 20-mile line from Sabbatus to Gardiner and the building of a line from Augusta to Waterville, 21 miles in length — the two filling the gaps previously existing between the present ends of the system; and the construction of a 9-mile extension of the system westward from Auburn to Mechanic Falls. In addition to the establishment of the new lines, considerable reconstruction has been done upon the older portions of the system ; tracks and roadbed have been improved, rolling stock brought up to date, repair shop facilities centralized and the supply of power from different sources co-ordinated. In addi- tion, the schedules throughout the territory have been har- monized to provide closer connections at transfer points. TERRITORY The accompanying general map of the system indicates the relation of the new route to the points served and their pres- ent proposed connections with other parts of the State. Au- gusta, the capital of Maine, is now connected by trolley with the entire southeastern section of the State. Bangor and Rockland are now the centers of operating systems, but are not connected either with each other or the Waterville lines. It is probable that future extensions will connect Augusta with Rockland via Togus, and possibly Rockland with Bangor via Camden, Belfast and Winterport. Another proposed exten- sion connects Waterville with the Bangor Railway & Electric Company's system, via Benton, although this line is not con- sidered an immediate possibility. The company operates in approximately 25 cities and towns, having a total population of about 120,000, according to the census of 1900. The most important points served and their population are: Lewiston, 23,761; Bath, 20,330; Auburn, 12,- 931; Augusta, 11,683; Waterville, 9,477; Brunswick, 6,806, and Gardiner, 5,501. The system is divided into two parts one di- vision including the Lewiston and Bath lines, and the other the Augusta and Waterville lines. The normal schedule calls for 36.64 cars per day on an 18-hour basis, 10 cars being run on the Augusta division, in the interurban service there given, and the remainder being operated on the Lewiston and Bath division which has more city lines within its limits. The head- quarters of the company are in the heart of the Lewiston busi- ness district. All cars pass the offices, and a commodious waiting room is available here on the ground floor for public use, with well-furnished quarters for car service employees in the basement. The offices of the general manager, electrical engineer and treasurer are on the upper floors. There are about 450 persons in the service of the company. The new line between Lewiston and Waterville includes about 41 miles of recently constructed track, lying between the terminus of the old city system of Lewiston at Sabattus and Gardiner, and between the outskirts of Augusta and Wa- Maine Electric Railways — Steel Girder Bridge over the Maine Central Railroad terville. The greater part of the route is on a private right- of-way, 70-lb. T-rails with Weber joints being used. The ties are of cedar, laid in gravel ballast obtained near the right- of-way. The rails are bonded with one No. 0000 American Steel & Wire twin terminal bonds at each joint, painted dark to escape attention. Every 1000 ft. the track is cross-bonded with 72 in. of No. 0000 copper cable. The right-of-way has an average width of 50 ft., and the maximum grade on the new work is 5 per cent. POWER SUPPLY AND TRANSMISSION The power supply of the system is mainly drawn from hydro- electric stations, with a relatively small reserve capacity in January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 177 steam auxiliary equipment. The normal generating capacity and its location on the system are as follows : Location of Station. Brunswick Lewiston Deer Rips Hallowell Winslow Normally Available. Notes 750 water power Double current generators. ' 300 steam power Direct current. 750 water power Alternating current. 650 steam power Alternating current and di- rect current. 1,500 water power Alternating current. Total 3,950 kw. In general, alternating-current power from these generating plants is transmitted to step-down rotary converter substations for reconversion into 650-volt direct current for use on the trolley lines. Substations are located at Bath, Lisbon Falls, Lewiston, Day's Corner, Hallowell, Winthrop, Webber Pond and Winslow. The Lewiston and Bath Division of the sys- tem is supplied with 60-cycle current, and the Augusta and Waterville lines with 25-cycle service. A physical separation of the two electrical supply systems is made at Sabattus. The power plant at Brunswick was built in connection with the construction of the Lewiston, Brunswick & Bath line. It is operated by the Androscoggin River under a normal head of the generators are employed to feed the trolley service in the vicinity of the plant. The railway company does not own the water wheels in this station. The Lewiston power plant is located at the company's main car house, near the center of the city, and is used only as an auxiliary in times of low water. It contains two 200-hp B. & W. water-tube boilers, a 400-hp Westinghouse horizontal compound condensing engine and a 300-kw, 550-volt d.c. belted General Ele-ctric railway generator. At this point a substation consist- ing of six 200-kw single-phase step-down transformers supply- ing current to two 500-kw, 600-volt three-phase Westinghouse rotaries, and also a battery consisting of a set of 270 cells from the Electric Storage Battery Company and a Western Electric booster. The one-hour discharge rate of the battery is 240 amp, and is controlled by an automatic carbon regulator of the company's standard design. This substation is con- nected with the Deer Rips plant by a 10,000-volt three-phase line of aluminum, having a section equivalent to No. 1 copper. The battery is operated in parallel with the rotary converters in the substation, and was installed to facilitate the handling of peak loads. The Deer Rips line is 5 miles long. The railway company has also installed a line battery in a wooden building, with concrete floor and asbestos roof, on its Maine Electric Railways — A Scene on Lisbon Street, Lewiston, Showing in the Foreground an Interurban Car with Observation Platform. of 18 ft., and contains four 250-hp Holyoke and Globe-Dayton horizontal turbines driving three 250-kw, double-current gen- erators. One side of each generator delivers current at 550 volts d.c, and the other at 330 volts, three-phase, for trans- formation to 10,000 volts for transmission to the Bath and Lisbon Falls substations. There are two banks of three-phase transformers in the Brunswick station, both transformers and generators being of Westinghouse manufacture. The tur- bines are controlled by two type B Lombard governors. An emergency transmission line connection is made from the Brunswick station to the substation in Lewiston, continuing the Lisbon Falls line. From Brunswick to Lisbon Falls the line is of No. I copper, and from the latter point to Lewiston of No. 3 copper. The Bath line is of No. 6 copper, the distance being 9 miles. From Lewiston I" Brunswick the line is 19 miles long. In ordinary operation the line is not used beyond Lisbon Falls. The Brunswick power station also supplies cur- rent to the Freeport substation of the Portland & Brunswick Street Railway Company over a <> mile transmission line The line is built of cedar poles from 30 ft. to 35 ft. long, with an average spacing of [15 ft, and porcelain insulators are used. The plant is operated in three eight-hour shifts of one man each, the line being kept alive 20 hours a day. The d.c. sides recently completed extension to Mechanic Falls. This in- stallation consists of 204 Gould cells, having a one-hour discharge of 160 amp., and connected in parallel with the cars, so as 'to float upon the line in service. The battery is located about 8 miles west of Lewiston. The Deer Rips power plant is owned by Libby & Dingley, of Lewiston, proprietors of the electric lighting and power company operating in Lewiston and Auburn. The station is located on the Androscoggin River, and is purely hydro-electric. The railway company has reserved for its normal use in this station 750 kw in machinery, but additional power can be obtained in times <>l need. The Hallowell power station is an old plant, formerly used to operate the Augusta, Winthrop & Gardiner Street Railway, and is now utilized as a steam auxiliary station, with a sub- station in the same building. The power equipment consists 11!" three 150-hp horizontal return tubular boilers, a 600-hp cross-compound Corliss engine direct connected I" a 300-kw, 350-volt three phase Westinghouse alternator; a similar 30O- hp engine which is at times belted iii a 210 kw General Electric rotary converter, and a 200 lip simple Russell engine belted to a 150 kw, 550 volt General I'lcelrie d.c. railway generator. This station is ordinarily operated by two attendants, a watchman alsn being provided. Firemen are employed as needed. The i/8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. Lewiston plant is ordinarily operated by one day man and one night man, a third being called in when the steam plant has to be started in service. The Hallowell substation contains two three-phase, 200- kw, 650-volt, 25-cycle General Electric rotaries and one 150-kw Westinghouse rotary. The transformer equipment of this station includes three 145-kw sets, which raise the potential to 19,100 volts for transmission to the substations of the new through line to Augusta and Waterville, and a compensator which enables current at 11,000 volts to be transmitted to the Winthrop substation, about 7 miles from Hallowell. Each of the transformers is provided with a double secondary winding and a single set of primary coils, so that either of the rotary converters in the substation can be independently operated, although each rotary delivers direct current to the same positive busbar. By this plan an extra investment in transformers is saved, and the a.c. sides are independent of each other. The windings of the transfor- mers are designed for future operation at 33,000 volts, if desired. All but one of the rotaries on the 25-cycle system are started on half-voltage taps. Any or all of the rotaries in the Hallowell substation can be operated from the 300- kw alternator if desired in case of low water, and one of the rotaries, as stated above, can be run as a generator by a belted engine in case of necessity. Un- der normal conditions the steam plant is shut down at Hallowell, and the rotaries are run off the transmission line from the Fort Halifax water-power sta- tion in Winslow. The Winslow, or Fort Halifax, gen- erating and substation is located at the northern end of the Waterville line, on the Sebasticook River, near its junction with the Kennebec. Exterior and in- terior views of this station are shown in the accompanying illustrations. The plant is owned by the Fort Halifax Power Company. The power house is a brick building with concrete cornice and "ferroinclave" roof. The floors are of concrete, laid on "ferroinclave." A hollow concrete dam with a 350-ft. spill- way has been built on a ledge crossing the river at this point, with one end ex- tending to a heavy abutment rising 13 ft. above the level of the spillway and extending well into the clay which forms the bank of the river. The other end of the dam extends to an abutment tied into a flume wall, forming a continua- tion of the dam, which is carried throughas the wall of the generator room of the station. The station con- tains two horizontal turbine units set in open concrete flumes, the walls of which are carried up to the same height as the abutments of the dam. Each hydraulic unit consists of four 42-in. horizontal turbines, each set being cap- able of developing 1400 hp under 20-ft. head and about 2000 hp under 24-ft. ml '790T- 1^ PQ head. From the flumes the shafts of the water wheel units pass through steel bulkheads set in the wall of the generator room, and connect directly to two 750-kw, 25-cycle, 400-volt, three-phase revolving field alternators. One of the generat- ing units is provided with a separate 60-cycle revolving field and armature, which can be used for local lighting service if desired, and to act as a frequency changer between the sys- tem of the local central station at Waterville and the railway plant. The main operating room of the station is located on the walls of the generator room and 25 ft. above the latter, to avoid danger of interruption from freshets backing up from the Kennebec River. In the operating room are located water wheel governors, motor-driven exciters, three Fort Wayne water-cooled, 250-kw, step-up transformers to raise the poten- tial to 19,000 volts for transmission to the railway substations, high-tension and substation equipment. The latter includes a 200-kw General Electric 650-volt rotary converter for supplying direct current to the trolley line in the vicinity of the station. The high-tension circuit breakers and lightning arresters are on a gallery 12 ft. above the main operating room floor, and space is reserved in the station for the future installation of a duplicate bank of transformers. A hand-power traveling crane is installed in the operating room, and by removal of traps the heavier parts of the equipment in the wheel room below can be handled readily. The outgoing line from this station is car- ried across the Sebasticook River on a span of 367 ft., the wires being 9 ft. 8 in. apart at the dam, and terminating on steel poles, as shown in the exterior view. In the new work of the company the high-tension wires are carried on 35-ft. to 50-ft. cedar poles set 5 ft. 6 in. in the ground, and 18 in. in diameter at the butts. The wires are car- ried on Thomas 33,000-volt, triple-petticoat porcelain insulators. The entire line construction was carried out with the expecta- tion of raising the potential to 33,000 volts when the load re- quirements necessitate it. The insulators are spaced on 48-in. equilateral triangles, one insulator being carried on the top of the pole and the other two on a 5-ft. spruce cross-arm fitted with braces at the pole diameter. At the tops the poles are 7 in. in diameter. Below the high-tension wires are located two railway telephone wires spaced 20 in. apart vertically. Two No. 00 trolley wires are carried on 9-ft. brackets on the trans- mission poles. The three-phase line is transposed every half- mile, with one complete turn every 1.5 miles. When on the transmission poles the telephone line is transposed every 1.5 miles, the construction for the communicating service being of No. 10 galvanized iron carried on side brackets. Telephones are located on all turnouts. Special care was taken to secure accurate spacing of the telephone wires. This was accomplished by the simple expedient of driving two nails into a stick which could be fitted against the under side of the cross-arm, the nails being just 20 in. apart. When the stick was placed in position a scratch was made on the pole and the side brackets for the telephone service nailed in place by the marks. A hook was attached to the end of the stick for convenient handling. The 19,000-volt line consists of three seven-strand aluminum wires. The cross-arms were treated with carbolineum before being placed in service, and the cost of each insulator was $1.50. The insulators are attached to wooden pins, the latter being bolted to the cross-arms and ridge iron of the pole by %-m. steel bolts. The poles on the line cost on the average from $3 to $4 each in the rough, and about $7 erected. About 40 miles of line were erected in connection with the building of the Augusta and Waterville extensions, 28 miles of the transmission service being carried on the trolley poles and the balance across the country. All the trolley construction was insulated for 650 volts. The trolley wires are of grooved section, supported by 2-in. pipe brackets with i^-in. braces. The yokes have strain insulators at each end, the wire being attached to the yokes by cap screws connected with the ears. Each cap screw is provided with a lock washer to prevent its jarring loose, and the trolley wires are anchored every 17 poles in two directions. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 179 The Bath substation is located in the outskirts of the city, and contains two 200-kw Westinghouse 550-volt rotary con- verters of the 60-cycle type, supplied with current through three 75-kw single-phase transformers per rotary, each being of the oil-cooled type and wound for 10,000 volts on the primary and 330 volts on the secondary side. The regular operating force of this station consists of two men, who take shifts from 6 a. m. to 6 p. m., the night force in the local car house look- ing after the rotaries at other times. The Lisbon Falls sub- station contains one 200-kw Westinghouse 550-volt rotary sup- 19,000-volt service, but the oil switches and transformers are designed for 30,000-volt operation when desired. At the Day's Corner substation there are two d.c. feeder panels, each equipped with an ammeter, circuit breaker, potential plug and single-pole knife switch, and also a d.c. machine panel, carry- ing a recording wattmeter, ammeter, field rheostat, circuit breaker and generator switch. Thomson astatic instruments are used. There is also an a.c. rotary panel containing an oil switch handle and tripping relay, acting automatically in case of overload, and a phase ammeter of the edgewise type. The Maine Electric Railways — General View of Power House and Dam on the Androscoggin River near Lewiston plied with current through three single-phase 75-kw transform- ers. The operating conditions are similar to those at Bath, a local car house providing for night service when the day shifts are over. , The substations at Day's Corner, in the town of Monmouth, and at Webber Pond illustrate the latest type of construction which the company has put in service. An interior and an ex- terior view of the Day's Corner substation are shown. Each of these substations contains at present one 200-kw, three-phase, 25-cycle, 650-volt General Electric rotary converter, supplied through three 75-kw, oil-cooled, single-phase General Electric transformers, reducing the potential from 19,000 to 400 volts. 650-volt wiring for the railway service is carried under the floor from the switchboard and out of the building to the trol- ley and rails at the opposite side from which the high-tension service enters. Space is reserved in each substation for a sec- ond rotary and its attendant transformers and switching equip- ment. The Webber Pond substation is a duplicate of the one at Day's Corner, except that the former is an intermediate and the latter a terminal substation, the high-tension line being car- ried no further southward. Each substation is operated by two men, the shifts being 12 hours in length. The Winthrop substation supplies current to a branch of the old Augusta, Winthrop & Gardiner Street Railway, about 15 Maine Electric Railways — Hydro-Electric Power House and Dam at Winslow Each substation is a brick building with concrete floor and timber supported roof of hard pine, with an extension al the rear for the reception of the high-voltage wires. Lightning ar- resters and oil switches are installed in a separate compart- ment at the rear of the substation building, and from the lat- ter place the leads arc carried through the wall to the trans- former primaries, The transformers arc located in the operat- ing room, behind the switchboard, and the rotary in each sub- station stands in front of the latter, with a clear space at each side of the machine. The lightning arresters arc built for miles in length, running westward from Augusta. It contains a 150 kw Westinghouse 25-cycle rotary converter, supplied with current through, two 90-kw, 11,000 to 400-volt transformers, ["he substation is operated by two men in 12 hour shifts. The rotary is started by an induction motor, and, as indicated above, the service of this substation is derived from a 150 kw com- pensator in the I lallowcll substation. PROI'OSKI) IMPROVEMENTS IN POWER AND ROADWAY The new line has not as yet been equipped with d.c. feeders to any considerable degree. Two No. 00 and a single No. oooo i So ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. feeder divide the distance southward from the Hallowell sub* station to a point 3 miles south of Gardiner in order to over- come the effects of comparatively heavy grades on the line, which reach a maximum of 4 per cent near Tacoma Lake. From Hallowell a No. 0000 feeder is carried 4 miles toward Winthrop. A grade of 11 per cent is encountered on the old Augusta, Winthrop & Gardiner line near the center of Au- gusta, but this is near the Hallowell substation, and no feeder is as yet in service for this work. The new line to Mechanics Maine Electric Railways — Interior of Hydro-Electric Plant at Winslow Falls, out of Auburn, is equipped with two No. 00 trolleys and a No. 0000 feeder (copper equivalent) of stranded aluminum, carried through to the Mechanics Falls end of the route. At the bottom of the heavy grade in Augusta is a grade crossing with the highway and the Maine Central Railroad. Plans are under way for the elimination of this, the estimated cost being $100,000. The State of Maine is to pay 25 per cent ; the city of Augusta and the Lewiston, Augusta & Waterville 15 per cent each, not to exceed $15,000, and the Maine Central the Maine Electric Railways — Substation at Day's Corner balance. During the next five years the company plans to spend at least $10,000 per annum on its roadbed. In connec- tion with the new line the company rebuilt the tracks between Gardiner and Augusta, replacing the old 50-lb. rail in service by 70-lb. T-rail, with Weber joints and new ties and ballast- ing. In Auburn the company has put in about il/2 miles of Q-in. girder rail, section No. 222, Pennsylvania Steel Company, and 24 mile of this rail in Lewiston. BRIDGES The most interesting feature of the company's roadbed work is found in the construction of a new bridge by it for the exclusive use of electric cars across the Kennebec River and about 54 ft. above it between Waterville and Winslow. A drawing of this bridge is shown in an accompanying cut. The bridge is a reinforced concrete structure, designed by D. B. Luten, of the American Bridge Company, Indianapolis. The contractors were Fred T. Ley & Company, Springfield, Mass. The bridge is asserted to be the second longest electric railway bridge in the country the only one surpassing it being over the Maumee River at Waterville, Ohio. The bridge is built in four spans, with a total length of about 580 ft. Its width is T2 ft. It was necessary to design the structure so that the piers of the new bridge should go directly downstream from I he granite piers of the old highway bridge, which still is in service beside the location of the new structure. Three spans from 130 ft. to 133 ft. in length were put in, with an 85-ft. span in the middle of the bridge, which makes the structure a trifle unsymmetrical, but in a river subject to ice and log jams, as is the Kennebec, this was considered to be the wisest arrange- ment. In general, i-in. transverse steel rods were used for the reinforcement, from 24 ft. to 32 ft. long. The longitudinal reinforcement consists in the main of i-in. rods placed 6 in. apart on centers and 171 ft. long on the average. The ends of the transverse rods are bent up into spandrels. At the piers the structure is reinforced by diagonal rods of i-in. steel placed Maine Electric Railways — Exterior of Day's Corner Sub- station 6 in. apart on centers, and from 24 ft. to 27 ft. in length. The plans for the bridge were submitted to Prof. George F. Swain and Prof. L. E. Moore, of Boston, before construction was begun, and were approved in detail, with the single suggestion that the longitudinal reinforcement bars be installed on 6-in. centers instead of on 9-in. spacing, as at first planned. The gravel used in the bridge was obtained from a pit owned by the railway company. At Winslow the company has also built a steel girder bridge of about 30-ft. span over the Maine Central line to avoid a grade crossing. The approach to this bridge is over an incline on a private right-of-way, and the track construction involved several difficult curves at this point. On the rest of the line there are three other steel bridges over small streams or gullies, the maximum span being about 40 ft. The bridges on the line have a car capacity of 70 tons each. ROLLING STOCK The company has 114 cars on its entire system. There are 27 closed motor cars, single and double-truck type ; 41 open motor cars, single and double-truck; 18 semi-convertible Brill cars, 16 of which have observation platforms ; 4 flat cars, equipped with automatic air brakes but without motors ; 2 flat cars equipped with both air brakes and motors ; 5 express mo- tor cars equipped with four GE-202 motors each ; 10 snow plows equipped with GE-80 motors and GE-67 motors ; 1 parlor ^ar and 6 construction cars. Briggs, Newburyport and Laconia January 29, 1910.] ELECTRIC RAILWAY JOURNAL i3i trucks are used. The GE-67 and GE-80 motors used on the snow plows are transferred to the open cars during the sum- mer season. The new line between Lewiston and Waterville, 54 miles, requires six cars running on an hourly schedule. These cars are 40 ft. 6 in. long over all and seat 45 passengers. Although of a type used for three years past on the Bath line, they are attracting general attention in the territory through which they operate. At the rear is an observation platform with seats facing the center passageway. The cars are single-ended, and the motorman is provided with a compartment separated from the rest of the car body. Heating is accomplished by hot water under 5 lb. steam pressure. The interiors are finished in natu- ral wood, and the exteriors are painted chrome yellow with red trimmings, the company's standard colors. Pressed-steel wheels 33 in. in diameter are used, and each car is equipped with Na- tional air brakes, K-35 control and four GE-202 motors, geared for a maximum speed of 30 m.p.h Without passengers, the cars weigh about 23 tons each. Two smaller cars of the single- truck type are required to maintain a half-hourly intermediate service between Augusta and Gardiner. The company now has under construction five express cars, two of which will be equipped with four GE-202 motors each, the other three being flat cars for trailer service. The two ex- press motor cars will each be 36 ft. over all, 7 ft. 6 in. wide stalled to facilitate the replacement of wheels and trucks. The shops are located at the east end of the car house, and there is a Schaffer 125-ton wheel press in the car house proper to expedite the rapid handling of this class of work. Sign paint- ing facilities are also provided in the car house, which is lighted by a central monitor affording an ample supply of daylight il- lumination for the most careful work. The machine shop oc- cupies an extension of the car house 45 ft. long by 25 ft. wide. It contains the usual lathe, forge and drilling equipment, all driven by a 15-hp motor, supplied with power from the trolley circuit. There are two forges with motor-driven air supply, one shaper and planer, two upright drills, two b. It machines, a 20-in. and a 16-in. lathe and a'Niles boring machine for wheels. A trip-hammer is also in service in the shop and the home-made crane with a 15-ft. hard pine boom illustrated. The stockroom is 42 ft. x 13 ft., and has a mezzanine floor 25 ft. long. A motor-driven elevator is in service between the machine shop and a small armature room on the floor above. The company makes its own axles, winds its own coils and manuafctures its own special rolling stock. The woodwork- ing equipment includes a band saw driven by an independent motor and a large number of hand tools. The company is en- deavoring to standardize its axles at ^l/2 in. diameter, with a 4>^-in. motor fit, a SJz-i-in. gear fit and a 5lA-hi. wheel fit. Solid rears and steel-tired wheels are now in its general service. • Maine Electric Railways — Combined Car House, Power House and Rotary Converter Station at Lewiston inside, and fitted with the Westinghouse "A M M" automatic air-brake equipment. The controllers are to be of the K-35 C type. Four sliding doors will be provided on the inside of each car, 6 ft. 3 in. wide and 6 ft. 6 in. high. The sills are to be of hard pine, 10 in. x 10 in. on the sides; the underfram- ing will be of the same material, 6 in. x 10 in., and the bolster of white oak, 10 in. x 10 in. in cross-section. Two trolleys are to be provided, and the roof frames are to be of 2-in. x 4-in. hard pine, with -^-in. beaded sheathing. The roof covering is to be of two-ply canvas, and the trucks are to be of the Standard Motor Truck Company's Diamond H pattern, with 33-in. wheels. Three front vestibule windows and two side win- dows are to be provided at each end. Each locomotive car will weigh about 19 tons light. The company's snow plows are of Wason, Taunton and Russell manufacture, including one rotary outfit. The rolling stock also includes a 2000-gal. sprin- kler car equipped with two GE-80 motors, and designed to spray from curb to curb. The flat cars which the company is building are to he equipped with slakes and pockets to enable lumber to be carried. MAINTENANCE FACILITIES The principal repair shop of the road is located in Lewiston, with an auxiliary shop for temporary repairs at Augusta. The Lewiston shops are combined with the substation and auxiliary steam plant mentioned above, and car house storage facilities are also available here. In the car house are four repair tracks and four storage tracks. Pits are provided in each of the repair tracks, and a 3 tun hydraulic jack will shortly be in Metal lockers are provided for all shop and car house em- ployees. "1 he Augusta shop contains a small blacksmith shop, with motor-driven forge blower, a lathe and hand tools. A modern sprinkler system is installed at this point. Car houses are located at Augusta, Lewiston, Bath (light repairs are also made here), Hallowell, Lisbon Falls and Top- sham. The average mileage per car per day is 210 miles in 18 hours. The highest run per car a day is 334 miles. GENERAL 1 lie running time between Lewiston and Waterville is now three hours. The fare is $1, the division being 60 cents from Lewiston to Augusta and 40 cents from Augusta to Water- ville. The standard cash fare of the system averages 2 cents per mile. Over the entire system 11 tickets are sold for 50 cents, each ticket being acceptable as single fare by conductors. The company also maintains a half-fare pupil's ticket, applicable in public school children on school days only. Transfers are issued with a limited zone in Auburn, Lewiston, Bath and Au- gusta. The conductors arc instructed Id take a passenger's total fare to any point if desired, issuing an ^identification check in return. The company is planning to develop an extensive trolley freight and express business throughout its territory. It is now able to take foreign cars from the Maine Central Railroad and to handle them between the latter and the prem- ises of individuals and organizations located on its lines. De- pots will be established lop two round trips per day on all ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 5. parts of the system. Lumber, cordwood, potatoes, apples and corn are moved in large quantities in this territory at present, but the time of transit by steam lines, the numerous changes necessary and the roundabout mileage cause great delay com- pared with the average speed which will easily be possible on the electric railway lines. The time of delivery from whole- sale and retail establishments in the cities and towns on the system to suburban and rural customers will be greatly short- ened, and the company expects to make this class of work one of its most profitable activities. The company operates several parks on its lines during the summer season. At Lake Grove, in Auburn, a tract of 8 acres is available for pleasure parties, including an open-air theater, skating rink, boating, cottages and fishing privileges. A 5-cent fare applies from Lewiston and Auburn, the distance being y/2 miles. At Merrymeeting Park, between Brunswick and Bath, a theater, lake and casino are available. At Tacoma Inn, 17 miles from Lewiston, there is a chain of five attractive lakes, and a tributary population of 75.000 people within the radius of a 30-cent fare. Other points of attraction are Island Park, in Manchester, the 10-cent fare zone from Augusta, where a theater and hotel are available ; Cobbossecontee Lake, China Lake and the National Soldiers' Home at Togus. near Au- Maine Electric Railways — Interior of the Machine Shop at Lewiston gusta. Effective advertising of these attractions was done last season by the use of posters attached to the seat handles. The officers of the company are : President, John R. Gra- ham, Bangor; vice-president, Herbert L. Clarke, Philadelphia; vice-president, Frank Silliman, Jr., Philadelphia; treasurer, D. S. Hahn, Lewiston ; general manager, Harry B. Ivers, Lewis- ton. Directors : Messrs. Graham, Clarke, Silliman, Ivers and John A. Hill, Augusta ; Thos. A. Lynch, Augusta, and W. H. Newell, Lewiston. The civil engineer of the line was John A. Jones, Lewiston ; the electrical engineer is Walter G. Parker, Lewiston, and the master mechanic, W. J. Ivers, Lewiston. W. G. Bowie is superintendent of transportation of the Lewiston division and L. F. Taylor is superintendent of the Augusta division. ■ Montevideo, the capital of Uruguay, is now supplied with street railway service by two companies, one called the Trans- atlantica and the other the Sociedad Comercial. The first sys- tem is about 75 miles long, has 160 motor cars and 25 trailers, and has 1028 employees, receiving total annual wages of $350,- 000. It is capitalized at $2,500,000 and carried 20,000,000 'pas- sengers in 1908. The second system operated 215 motor cars and 50 trailers for 6,022,100 car-miles, and carried 25,900,000 passengers. This company is capitalized at $6,000,000, of which $2,000,000 is in stock. Its gross earnings were $1,093,870. NEW STORAGE BATTERY CAR During the past week a number of experimental runs has been made in New Jersey with a single truck car equipped with the new Edison nickel-iron storage batteries of the A-4 type described in the Electric Railway Journal of Jan. 22, 1910. These batteries have already been in use for several years in automobile service, but it has only been during the past two years that a car body and truck were developed to secure the maximum advantage from this type of battery. This has been made possible by designing these parts more along the lines of automobile practice than that of street railways. The car body is 18 ft. long between the posts and has ves- tibuled platforms at each end 4 ft. long. The width of the car at the sills is 6 ft. 6 in. and at the drip rails 7 ft. 3 in. The underframe is composed of two 3-in. x 6-in. longitudinal ash sills and nine 3-in. x 6-in. ash cross sills. The understructure is firmly bound by steel truss rods on each side. The roof is made of two flat arches each composed of one sheet of three-ply veneer held in place by seven steel-plated carlines, the ends of the roof plating resting on the bulkheads. The outer veneer of the roof has the usual canvas covering. The weight of the roof is only 250 lb. There are no side ventilators in this car, the venti- lation being obtained by using adjustable end sash. The hydro- gen and oxygen discharged by the batteries are drawn off through perforations under the seats. The car body is fur- nished with vertical drop sash. There are no body end doors, Interior of Storage Battery Car, Showing Cells Under Longitudinal Seats but the vestibules have been completely enclosed instead. Hand rails of white enameled steel are installed as shown to serve in place of straps, to help to carry the roof and to hold the lighting fixtures. It has been found that eight 10-cp 12- volt tungsten lamps are sufficient for satisfactory illumination. All of the lighting wires are run in the steel tubes mentioned so that no lighting fixtures are carried from the extremely light roof. The car body is mounted on a single four-wheel truck of 6-ft. 6-in. wheelbase. The truck frame is of steel shapes welded at all joints by the oxyacetylene process. The journal housing and all castings are of steel. The bearings are of the ordinary railway type, but were ground with extra care to obtain a longer life by reducing friction. The truck axles are of 2l/i- in. diameter steel and are divided in the center, a steel aligning sleeve being provided to permit the free rotation of each wheel with respect to its mate, as in automobile designs. It is be- lieved that considerable power will be saved by using this form of axle. The wheels are of steel 28 in. diameter. Tele- scope steel spring seats as illustrated are provided between the truck and the car body, thereby giving a free upward move- ment, but confining the side and end swaying to within % in. This reduction in the side and end movement has also greatly simplified the braking mechanism. The batteries are placed under the longitudinal seats in a January 29, 19 10.] ELECTRIC RAILWAY JOURNAL. 183 lattice steel electrically-welded girder frame weighing 153 lb. The frame on each side forms a box for the batteries, a sup- port for the side posts and a firm bracing for the entire car. Each frame is bolted to the adjacent cross sills, side sills, side posts and end bulkheads, and through its connection with the vertical hand rails it helps to carry the roof. It has been found that, as a result of this novel construction, there is only average of 14 stops per mile. The motors are connected to opposite axles by Renold chains. The accompanying drawing of the truck shows that it can be used to carry four motors driven independently, one for each wheel. The controllers are of the Cutler-Hammer type arranged as follows : First step, batteries in multiple at 50 volts, motors in series ; second step, batteries in multiple at 100 volts, motors in series ; third step, End and Side Views of Storage Battery Car a deflection of .003 in. when the car body carries a load of two tons in the center. The storage battery consists of 200 type A-4 cells for trac- tion and 10 cells for lighting. These cells are separately con- nected when working, but are in series when they are being charged. This arrangement keeps the lights immune from variations in voltage when the car is running. The capacity of batteries at 100 volts, motors in multiple. It will be under- stood that no fixed resistances are used as the voltage is built up through cell combinations. The power consumption of this car when accelerating at 1 m.p.h.p.s. is about 3^ kw and when running about 1Y2 kw. The weights of the several parts are as follows : Car body, 3500 lb. ; truck and electrical equip- ment, including two motors, 3500 lb. ; batteries, 3000 lb. Adding Details of Single Truck for Storage Battery Car the battery is such that it can run the car for 15,0 miles without recharging. The charging periods may vary as discussed in the article published on page 159 of the Electric Railway Journal of Jan. 22. The motor equipment now mounted on (he truck consists of two 5-hp iro-volt motors of Northern Electric manufacture, capable of attaining a maximum speed of IS m.p.h. and a scheduled speed of 8 m.p.h. when there is an the weight of 26 seated passengers at 150 lb. each, gives the equipment a total weight of [3,900 lb. The car body truck and equipment were designed by Ralph II. Beach, of the Edison Storage Battery Company, New York. The body was built by J. P. Sjoberg & Company, New York. The wheels and axles were furnished hy the Taylor Iron & Steel Works, l Hoi, Bridge, N. J. ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. ANNUAL MEETING OF WISCONSIN ELECTRICAL ASSOCIATION The first annual meeting of the Wisconsin Electrical As- sociation was held on Jan. 19 and 20 at the Pfister Hotel, Mil- waukee, Wis. About 200 members and guests were present. The membership of this new association is composed of two classes : Class A members are "companies engaged in the manufacture of electricity for railway, lighting and power use." Class B members are "individuals who are engaged in the elec- trical business or the sale of electrical appliances." The Class B members pay annual dues of $5 each and an initiation fee of $10. The first session was opened with a few remarks by Ernest Gonzenbach, president. John S. Allen, secretary and treasurer, read the minutes of the meeting held at Waupaca, Wis., in the spring, at which time the Northwestern Electrical Association and the Wisconsin Electric & Interurban Association were united to form the new Wisconsin Electrical Association. George B. Wheeler, Chippewa Valley Railway, Light & Power Company, chairman of the membership committee, described a successful campaign for new members which had brought ex- cellent results during the past six months. Care had been taken to appoint as members of the committee those whose homes were scattered throughout the entire State. The territory in the association's field was subdivided systematically, and the names of the non-member companies were apportioned among the members of the committee for careful solicitation. Mr. Allen next presented the report of the secretary-treas- urer, which showed that the new association had wiped out the financial obligations of the constituent associations and had started on a substantial financial basis. president's address Ernest Gonzenbach next presented the annual address of the president. An abstract of this address follows : "That there is and has been an urgent need of an active association to protect the interests of the electrical industry in Wisconsin there can be no doubt. About a year ago an agita- tion was started by some members of the Northwestern Elec- trical Association looking toward a consolidation with the newer and younger, as well as more active, Wisconsin Electric & Interurban Railway Association. This consolidation was voted down in open meeting by the Northwestern Electrical Association. It so happened that several of the officers of the Northwestern were also officers of the Wisconsin Electric & Interurban Railway Association. A joint meeting of the two associations was called at Waupaca in June, 1909. The two associations held independent meetings and consolidation plans were discussed in detail. The members present of both asso- ciations voted for their adoption. Thereby a new association — the Wisconsin Electrical Association — was formed, and the two old associations were dissolved. This is the first regular meet- ing of that association. "There is r.n enormous amount of work ahead of us. There are operating problems, financial difficulties and political ob- stacles, all of which are hurdles in the path of success to elec- tric railway and lighting enterprises. It is not the purpose of an association to discuss operating problems only, although they are important and take up the greatest portion of our program. Other problems need attention. I do not recollect ever having heard a discussion at any of our former meetings on such questions as fire, accident and liability insurance, the premium paid and the best means of reducing the premium and getting greater protection. Neither would it be out of place to discuss ways and means of raising the standing of electric lighting and railway securities in the eyes of the in- vesting public, and plans and methods for marketing securities so as to save the middleman's commission are entirely within the range of our sessions. "To some extent politics enter into our business. Our fran- chises, unfortunately, are of political origin, and it is a lucky company that can stay out of politics outside the limits of its franchise. Our business is exposed to political leeches, as no other business in the world is. Not only are our franchises full of the pet theories, hobbies and impractical fancies of the original grantors, but prohibitive legislation, punitive ordinances and annihilating laws have been hurled at us so much that it must indeed be a dead one in our ranks who has not yet been aroused to the danger threatening us from political incom- petence. Wisconsin has a Railroad Commission which in per- sonnel and organization is superior to any other commission in the United States. If its rulings chafe, the fault is not with the commission, but with the law. The law gives the commis- sion an undue and unjust jurisdiction over affairs into which it is fundamentally beyond the rights of any commission or any law to inquire. The money which is uselessly and foolishly spent for the frills and fancies which are the requirements of the law and the commission could, in most cases, be more ad- vantageously spent for the purpose of adding to the facilities and the services of the company itself. The. money which should go into rolling stock and the money which should be used for providing better service has gone for the purpose of street paving, which we do not wear away nor use, and for a thousand and one requirements of Municipal Councils, city administra- tions, Legislatures, Senates, Tax Commissions and Railroad Commissions, who dictate to us how our business shall be conducted. "The burdens of taxation with which public service corpora- tions have been overwhelmed of late has been added to by the national Government, for, with the object of hitting the largest corporations, laws have been placed on the statute books which penalize every public service corporation in the country. The extra burden placed upon us is rather small, compared to the other great ills which we must suffer, at least in the case of public service companies in the State of Wisconsin, for if proper allowance is made for depreciation, sinking fund and interest, there are very few of us who will be hard hit, and those who are, are to be congratulated. "For the good of the association, I recommend that the first vice-president be advanced to the presidency, the second be made first vice-president, and the third, second. This will only leave one office, tint of third vice-president, to be filled every year. It will insure that the president's office will always be filled by some one thoroughly acquainted with the policy and work of the association." INVENTORIES W. R. McGovern, engineer, Wisconsin Telephone Company, presented a paper descriptive of methods followed in taking accurate inventories of telephone plants in Wisconsin. Work of this nature, he said, was subdivided into a field survey and an office compilation. In determining the value of land, the methods followed by the State Tax Commission were used. The field survey work included a careful count and measure- ment of the lines, fixtures and plant. The height, size and ma- terial of each pole, the number of cross-arms and other fittings and the observed condition of the poles were all recorded on charts, according to the year of installation. The length of all copper wire and cable was measured with a steel tape line. The length of iron wire was found by scaling a chart. All furniture, office fittings and construction and operation supplies were actually counted. After a detailed count and measurement of all property comprised in each local plant as obtained in the field survey had been made the office compilation was carried forward by extending prices according to a set of basic cost units determined after a thorough study. In determining the units of value the element of time was considered carefully. No depreciation was allowed on stores and supplies for current use. In estimating the present value of a plant the scrap value was deducted first, and then after the depreciation had been subtracted from the original value, the scrap value was added to obtain the present value. To cover the depreciation of tools, 2 per cent of their cost value per month of use was subtracted. Mr. McGovern exhibited the schedules of basing costs used in the valuation work. January 29, 19 10.] ELECTRIC RAILWAY JOURNAL, DEPRECIATION C. N. Duffy, comptroller, The Milwaukee Electric Railway & Light Company, was called upon to discuss the paper. Mr. Duffy made particular reference to the 3-cent fare case of the city of Milwaukee against The Milwaukee Electric Railway & Light Company. This case was reported in this paper during 1909. In the consideration of such a case the elements of the value of the property and the return on the investment were vital. When the Milwaukee property was valued by the State Tax Commission no recognition of a sinking fund was made, and the value as determined was about 70 per cent of the total capitalization. Mr. Duffy told how the depreciation charge of 10 per cent of the gross earnings was obtained for his company some years ago. John I. Beggs had then just undertaken the administration of the property, which was in very poor finan- cial condition. Estimates showed that a certain sum must nec- essarily be set aside from the gross earnings if the property was to be kept intact against the inroads of depreciation. It hap- pened that this sum was practically 10 per cent of the gross earnings for the year, and so to provide for each month con- tributing its just proportion to the depreciation fund, the charges were made on the basis of 10 per cent of the gross earnings. Mr. Duffy said it was necessary to define maintenance and de- preciation in order that the funds set up under these names might be properly handled. The Milwaukee Electric Railway & Light Company, in distinguishing between maintenance and depreciation, considered maintenance charges as those for reg- ular repairs, renewals and replacements. Reconstruction work and extraordinary renewals and replacements were charged against the depreciation fund. Based on inventories of The Milwaukee Electric Railway & Light Company's properties made by the State authorities, and according to his personal judgment, Mr. Duffy held that 10 per cent was not one-half the amount which properly should be set aside for depreciation. His company set aside only 10 per cent of its gross earnings because that was all that could be thus reserved and not unduly work a hardship on the investors. When questioned why the depreciation reserve was set aside according to a percentage of gross earnings rather than capi- talization, Mr. Duffy said that the scientific determination of the depreciation of a property would necessarily include a con- sideration of age, effect of the elements, wear, conditions of use, obsolescence, inadequacy, public requirements and other factors. However, the problem must be handled practically, rather than theoretically, and Mr. Duffy did not believe it pos- sible for a public utility company to be able to measure with utmost accuracy the rate at which the value of the property was disappearing while it was being used. Another argument for taking care of depreciation out of earnings was that of simplification of accounts, so that each could specifically repre- sent a certain factor of the problem. Moreover, a close rela- tionship existed in two ways between gross earnings and de- preciation; an increase in gross earnings naturally would call for a greater use of the property, and this use increased the wear and tear. Again, the only money available for mainte- nance, operation and the settling up of funds had to come from the gross earnings. Mr. Duffy spoke of the present electric railway situation in Detroit. In 1899 men of high personal and technical standing employed by the city of Detroit had valued the street railway property at $14,000,000. Now, 10 years later, the same railway had just been revalued for franchise purposes by a commission made up of men of high standing and broad experience. The total value as now given was less than $12,000,000, and al- though the franchise value was not considered in the last ap- praisal, the management of the road had shown that $6,000,000 worth of property had been added in the intervening 10 years. Thus from a value of $20,000,000, $8,000,000 had disappeared, and Mr. Duffy said that the public owed this difference to the company in the consideration of the present Detroit situation. Speaking of depreciation funds in general, Mr. Duffy held that it mattered little just what means was used in setting aside the fund, so long as this was done. The detail methods of handling could largely be placed at the discretion of the management. T. Commerford Martin, executive secretary, National Elec- tric Light Association, who was an invited guest at the conven- tion, said that the association which he represented was con- sidering the matter of depreciation as it affected electric light plants, but that those representatives of the association who had the matter under advisement felt that the National Electric Light Association should not undertake the definition and recommendation ' of depreciation and depreciation funds alone. Therefore, joint committees of this and other national associa- tions, including the American Street & Interurban Railway As- sociation, had or would shortly be appointed to act jointly with a view to the determination of some satisfactory solution of the depreciation question, and particularly as it might be con- sidered in regard to its bearing on the corporation tax. W. H. Winslow, Superior Water, Light & Power Company, said that the company which he represented made a deprecia- tion charge which amounted to 16.66 per cent of the gross revenue of its lighting property. ELECTRIC RAILWAY FARES Papers of interest to electric lighting men were presented at the afternoon session of the first day, as follows : "Electric Automobiles," by O. M. Rau, electrical superintend- ent, The Milwaukee Electric Railway & Light Company ; "Handling Complaints and Enforcing Discount Dates," W. R. Putnam, superintendent, Menominee-Marinette Light & Trac- tion Company. Following a discussion of electric lighting sub- jects, J. P. Pulfiam, manager railway department, Wisconsin Electric Railway Company, read a paper on "Electric Railway Fares." This paper is presented on page 195. In introducing the discussion of his subject, Mr. Pulliam said that according to the law of the State which established the Railway Commission as a regulator of service, a railway could make new rates and put them into effect 30 days after the commission had been notified, provided no objections were made by patrons of the road within that time. If the objec- tions were presented later, a hearing was held by the commis- sion. When no objections were made during the 30-day period the rates went into effect without the formal approval of the commission. The rate situation and the reasons for increasing the rates on the Wisconsin Electric Railway were set forth in the Electric Railway Journal, Jan. 8, 1910, page 87. The sale of reduced rate tickets on one of the city lines of this property was discontinued. Normally, about $40 a day had been received for these tickets, but on the day preceding the withdrawal of the sale of the tickets $1,500 worth were sold. Contrary to the wishes of residents of a rural district served by one interurban line of the Wisconsin Electric Railway Com- pany, the fares had been increased. It was shown that on this fttfftk *rhich was thought to be typical of many interurbans, 70 per cent of the business was between the cities, the farmers at the way. stations contributing but 30 per cent of the receipts. complimentary smoker The manufacturers' representatives attending the annual con- vention of the Wisconsin Electrical Association tendered a com- plimentary smoker to the representatives of the railway and' lighting properties. An especially interesting program, includ- ing a number of excellent professional vaudeville acts, was* followed by a Dutch supper and singing. The exhibitors' com- mittee which had this entertainment in charge was H. P. An- drae, chairman, Julius Andrae & Sons Company, Milwaukee ; W. R. Pinckard, Westinghouse Electric & Manufacturing Com- pany, and F. G. Bolles, Allis-Chalmers Company. C. N. Duffy, comptroller, The Milwaukee Electric Railway & Light Com- pany, made an interesting speech, fittingly expressing the ap- preciation of the guests. SECOND DAY SESSIONS W. H. Winslow, secretary, Superior Water, Light & Power Company, presented a discussion of "Profit Sharing by Public Service Corporations" during an executive session. In the ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. open sessions a paper on "Cooking and Heating by Electricity" was read by W. B. Voth, general superintendent, Sheboygan Light, Power & Railway Company. Following the discussion of this paper Mr. Martin spoke of the work of the National Electric Light Association in furthering the interests of its members. The association now has a membership of 4500, of which 1200 members have been gained in the last three months. It is quite probable that the next annual convention of the National Electric Light Association will be held in St. Louis in May. Mr. Martin emphasized the possibility of the great mutual good which was to be had by co-operation between the national bodies and the State associations. He called atten- tion to the policy of the American Street & Interurban Rail- way Association in inviting the co-operation of State and dis- trict electric railway associations. WHEELS AND AXLES A general discussion on wheels and axles was introduced by Mr. Gonzenbach, who told of the desirability of good specifica- tions for these important parts of a railway equipment. E. W. Olds, superintendent of rolling stock, The Milwaukee Electric Railway & Light Company, recalled interesting steps in the history of the standardization of equipment on the Mil- waukee properties. When Mr. Olds became connected with the property, 14 years ago, 17 different kinds of trucks and even a greater variety of axles were in use. The wheel treads were 1 ?4 in. wide and the flanges 9/16 in. high by % in. thick. Now there is one standard axle each for city, suburban and interur- ban work, and the wheel treads are 2% in. wide with flanges Y% in. high and 1 3/16 in. thick. Mr. Olds spoke of the standards of the American Street & Interurban Railway Engineering As- sociation and the specifications which that body had and was recommending. His company used the standard axles and journals of the association for all new city equipments. Regarding the life of axles, experience had shown that a 4-in. axle in city service had a life of about three years. After that period it was doubtful whether or not crystallization and its resultant cracks had not taken place next to the gear fit. Since the Milwaukee property introduced hammered steel axles four years ago not one had broken, and thus this step in standardiza- tion had greatly reduced maintenance costs. Mr. Olds spoke of the growing use of steel wheels for city as well as interurban cars. Rolled steel wheels on interurban cars of The Milwaukee Electric Railway & Light Company had given an average life of 160.000 miles to date, and should be available for an additional service of 50,000 miles. One rea- son why some small city railways had not yet begun to use steel wheels was because of a lack of facilities for re-turning the treads. To a considerable extent the need for a wheel- turning lathe could be obviated by the use of wheel-truing brake shoes. It was, of course, necessary for the wheel inspector to watch closely the treads and flanges. In inspecting a pair of wheels, one of which had a thin and the other a thick flange, it would be found that the diameter of the wheel with the thin flange would be smaller than that of the thick flange. Then if a wheel-truing brake shoe was put on the larger wheel, the diameter of that wheel and the excess metal in the flange would be reduced so that the tendency for wedging the other wheel, with the thin flange, against the rail would disappear, and the unbalanced wear be reversed. Mr. Olds laid especial emphasis on the desirability of de- signing cars and car parts with careful regard to saving weight. Various companies had estimated the power cost for hauling roo lb. of weight at from $3 to $7 per year. So if cast-iron wheels to be safe must weigh approximately 100 lb. more than steel wheels, their use on an eight-wheel car might bring about an extra power cost of $24 per year per car. Any saving in weight consistent with strength would make available for main- tenance a recognizable sum. W. H. Evans, assistant superintendent of rolling stock, in charge of new shop construction and building. The Milwaukee Electric Railway & Light Company, was introduced as the former chairman of the standardization committee of the American Street & Interurban Railway Engineering Association. Mr. Evans spoke of the need for adopting the standards now recommended by the national association, and consistently fol- lowing them. He also called attention to past experience with wheels and axles. For several years the car axle was a source of trouble, due largely to the lack of appreciation of the stresses put on the wheel by the load of the car body and the trans- mission of the torque from the motor to the wheel. Such stresses were highest in the axle at the inner end of the hub close to the gear fit. The new engineering association stand- ards recognized this concentration of stresses by specifying an axle with large wheel and gear fits. The engineering associa- tion had appointed a committee to study the heat treatment of steel axles, and it was expected that very good results would be obtained by including heat treatment in the process of axle manufacture. Standardization of car parts was especially de- sirable on the score of reducing repair stocks and prices. Mr. Evans called particular attention to the standards of the national association as representing the combined efforts of railway and manufacturing companies. He pointed out that the present recommended standards were chosen only after full discussion by many representatives of all parties interested, and that these discussions had extended over a period of several years. The adoption of the wheel and axle standards should greatly reduce the cost of maintenance. Mr. Gonzenbach emphasized the need and value for stand- ardization on small roads. He spoke also of the need for re- duction in car weights. His company was operating interurban cars with 40-hp motors under service conditions which were the same as those on many roads using 70-hp motors. This practice gave a reduction of weight at the sacrifice of some motor and field coils. The net result, however, was a consid- erable saving in operating costs. Dudley Montgomery, vice-president and superintendent, Southern Wisconsin Railway Company, inquired for a good method by which flaws in axles could be detected. Mr. Olds said that it was hardly possible to find a crystallized or cracked axle until it had been removed from the trucks. In Milwaukee the axle after removal was wiped clean, and a flaw might be noted by the dirt remaining in a crack after the axle had stood for a minute ; a line of black grease would ooze out of the crack, and this could be found with a magnifying glass, if not with the naked eye. Should there be any doubt, the axle would be hung up and given several blows to cause it to vibrate. This would force grease out of the crack, and thus indicate the lo- cation of the cracks. Defects of this kind were usually found in defective axles near the keyway or shoulder. The men had instructions not to use an axle if there was the least doubt about its being perfect. Speaking on the reduction of car weights, Mr. Olds said that street railway passenger cars varied in weight from 1400 lb. per passenger down to 800 lb. and less per passenger. In scaling weights the safety of the passenger could not be forgotten, be- cause of the duty which the railway owed to the public. Col- lisions were inevitable, and a car should be designed so that it could withstand bumping stresses. The new city cars in Chi- cago had seats for 44 passengers, and ranged in weight from 52,000 lb. to 54,000 lb.. The Milwaukee city cars of the same seating capacity weighed between 40,000 lb. and 41,000 lb. It was recognized that the design of prepayment cars reduced the seating capacity slightly, and thus increased the dead weight per seated passenger. The most recent design of passenger car for the Milwaukee company was built with a steel floor fram- ing which extended up to the window sill. It was thought that this design gave maximum strength with minimum weight. New cars of this type were 50 ft. long, seated 50 passengers and weighed 48,000 lb. The windows were arranged to raise straight up, and thus the walls could be reduced greatly in thickness, permitting increased length of seats and wider aisles. The over-all width of the cars was 8 ft., and the walls were only iYa, in. thick. Drop windows would require that the walls be made 5 in. or 6 in. thick. Therefore, an effective addi- tional width of car interior of about 8 in. was gained. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 187 Mr. Olds, to illustrate the strength of a car of this design with its steel bottom, told of a collision of one of the new cars with a steam locomotive, which had occurred in a driving snow- storm. The bumper of the car met the locomotive squarely, and, of course, the vestibule was slightly crushed, but it was of great interest to learn that the body was totally uninjured, and that not even a single side window or transom had been broken. Referring to defective axles, Mr. Evans said that if the shop department of a railway would cut off the fractured part of each broken axle for saving, and keep a record of the number of the car and the time of service, there would result a col- lection the inspection of which should make possible improve- ments that would greatly reduce axle trouble. Mr. Olds said, when questioned, that there was no doubt but a cold axle would break under much less strain than it would when at blood heat. A crack in an axle often could be found if the clean surface about the suspected location were covered with white lead; then the grease in a possible crack would de- fine a clear line. E. F. Berger, Midvale Steel Company, Chicago, presented data regarding the qualifications of heat-treated steel axles made according to the specifications of the Interborough Rapid Transit Company. INDETERMINATE PERMITS The afternoon session of the last day was devoted to a dis- cussion of the indeterminate permit which a company under the public utility law of Wisconsin may accept in lieu of its existing franchise. Several companies had given up their franchises for indeterminate permits. One member, whose company had surrendered its franchise, had been advised to do so by its attorneys, who were financially interested in the com- pany, and it was also this member's personal opinion that the acceptance of the indeterminate permit was advantageous to the company. When operating under the permit competition was prohibited so long as the public utility was satisfying the needs of the public. The association members generally held that if the Supreme Court should declare the indeterminate permit to be unconstitutional, then the old franchise terms would automatically come into effect again. George B. Wheeler, Eau Claire, called attention to several reasons why it was good policy to accept an indeterminate per- mit. One was that thereby the public service company would show its good faith to the community and a law-abiding atti- tude to the State and city. Mr. Wheeler held the opinion that the State never would retrograde by repealing the public util- ities act and withdrawing the indeterminate permit feature. E. R. Bowler, attorney, Sheboygan, Wis., thought that no company would be the loser by accepting an indeterminate per- mit. Later, if the indeterminate permit should be declared unconstitutional, and if the courts did not give back to the com- pany its rights according to the original franchise, then the Legislature of the State would take a hand and force the mu- nicipality to return these rights. The acceptance of the inde- terminate permit and its preclusion of municipal competition largely eliminated political wire pulling. Clement C. Smith, president, Wisconsin Electric Railway Company, expressed doubt as to how the franchise valuation would be considered by the Railroad Commission, and whether a railroad operating under an indeterminate permit would be permitted to earn a fair rate on its total value, including fran- chise value, or only on the physical property. He held that the losses due to obsolescence should be recognized. All public Utilities in Wisconsin should carefully consider the indeter- minate permit, hearing in mind that the real value of a prop- erty on which it should be permitted to earn a reasonable rate should include its just, tangible assets. Mr. Howler thought that possibly any part of a property which could not be appraised might not be recognized in determining the price for purchase by a municipality. Mr. Duffy recalled that in the 3-ccnt fare case earlier men- tioned, the attorney of the city of Milwaukee, arguing in favor of the indeterminate permit, held that the building up of an amortization reserve should not be charged against the cost of service. Nevertheless, Mr. Duffy said that the classification of accounts promulgated by the Wisconsin Railroad Commis- sion actually included an amortization fund account. Mr. Winslow quoted from the public utility law a statement that if a municipality should take over a public service prop- erty operating under an indeterminate permit that company should receive "just compensation." This phrase had been in- serted because, according to a decision of the United States Supreme Court, it had a definite legal meaning, which was that it included all elements of value that existed. Mr. Wheeler said that the public utility law was the hardest blow ever given municipal ownership in the State of Wisconsin. Before the law was passed a public utility corporation had little protection from municipal competition or purchase. The law was a step toward State regulation as a substitute for municipal ownership. It was a wise law for both the commu- nities and the companies, because it stopped needless competi- tion. "Regulation" was now on trial in Wisconsin. The ses- sion closed with a general discussion of various interpretations of the public utility law of Wisconsin. NEW OFFICERS The following officers were elected for the ensuing year : President, Clement C. Smith, Milwaukee, president, Wisconsin Electric Railway ; first vice-president, George B. Wheeler, Eau Claire, secretary and general manager, Chippewa Valley Rail- way, Light & Power Company; second vice-president, Irving P. Lord. Waupaca, president, Waupaca Electric Railway & Light Company; third vice-president, W. H. Winslow, Superior, sec- retary, Superior Water, Light & Power Company ; secretary and treasurer, John S. Allen, Lake Geneva Electric Light Company. ANNUAL BANQUET The annual banquet of the Wisconsin Electrical Association was held on Jan. 20. C. N. Duffy officiated as toastmaster, call- ing upon several members of the association for short remarks in advance of the speaker of the evening. Harold Almert, en- gineer of examinations, H. M. Byllesby & Company, Chicago, in his remarks called attention to the necessity on the part of the smaller roads for recognition and more complete knowl- edge of the difference between "apparent" profits and "real" profits. George B. Wheeler set forth the reasons which justified the organization of the association. Briefly, these were the need for co-operation, protection, association and uniformity of rates, wages and methods of doing business. T. Commerford Martin spoke of the growth of the electrical industry, and com- plimented the new association upon the evidences of its sub- stantiality. John I. Beggs, president, The Milwaukee Electric Railway & Light Company, called the attention of the operators of the smaller properties to their responsibilities. He spoke a word of caution regarding existing low rates. It was the duty of the administrator of each properly, large or small, to give the publjc the best service practicable. Each operator should seriously study the conditions surrounding his property, so that he could best assure the public of good service and the stock- holders just returns on an undiminished investment. Shailer Mathews, dean of the divinity school, University of Chicago, and editor of The World To-day, was the speaker of the evening. His subject was "The Remaking of Public Opin- ion." Public opinion was held by Mr. Mathews to be the most potent element of all undertakings. Public opinion induced and controlled all important action. At the present time, the speaker said, the dynamic attitude of mind (public opinion) was going through a most remarkable change. It was not a static force. The process of remaking public opinion so that out of a com- munity there should come effects for the good of that com- munity was a great problem, and one in which each member of the community should take an important part. The chief molders of public opinion were held to be the press, the theater, the school and the pulpit. Tt was most wise for any public utility corporation to insist that its local press did not misrepre- sent actual conditions. This could he done in an honorable way. 1 88 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. GENERAL MANAGER'S OFFICE CAR OF THE ILLINOIS TRACTION SYSTEM A well-designed and completely equipped office car has been built by the American Car & Foundry Company for H. E. Chubbuck, general manager of the Illinois Traction System. Illustrations are presented showing the floor plan and interior and exterior appearance of this car. The general manager of the Illinois Traction System, in addition to his duties as the head of an interurban railway system extending over a terri- tory 225 miles long with an extreme width of 90 miles, also is responsible for the operation of 30 public service utilities located in cities reached by the interurban lines. The manager's office of the system is at Peoria, the transportation and traffic de- partment office is at Springfield and the engineering office at Decatur. New work is in progress at many points along the road, the largest projects being the erection of a bridge across the Mississippi River leading into St. Louis and a 28,000-hp power station in Venice at the eastern end of this bridge. These require frequent visits and if the regular interurban cars were used by the general manager it would necessitate the sacrifice of much time while traveling. The new car here described furnishes comfortable traveling accommodations for the general manager of the Illinois Trac- tion System and his secretary, and for any officials of the road or business acquaintances which the general manager may de- sire to have accompany him. A large amount of the general manager's office work is done in this car while he is traveling over the lines to keep appointments in different cities. It is in use day and night for an average of five days each week. Comfortable sleeping accommodations are provided so that the passengers may stay late into the evening at one point and be carried while asleep to any point on the interurban lines in time for business in the morning. A completely equipped kitchen is a feature of the car. One of the accompanying illustrations shows the attractive exterior appearance of the car body. This view was taken while the car was mounted on freight trucks ready for shipment. The body is 62 ft. long over all and 8 ft. 6 in. wide. It is mounted on two heavy M.C.B. type trucks built by the American Car & Foundry Company. These trucks carry four GE-205 tions are provided for seven people as follows: One 6-ft. i-in. pull-out sofa at the forward end which forms a lower berth ; four pull-out seats which form four lower berths near the cen- ter of the car; a second pull-out sofa to form a lower berth in the center compartment just forward of the kitchen, and a pull-out seat on the enclosed rear platform to form a full-sized berth for the porter. In the daytime all of these berths are converted into heavily cushioned leather-covered seats. The furniture in the car is upholstered in green Spanish Illinois Traction System Office Car — Looking from Forward Compartment toward Dining Room leather. Each of the pull-out berths when closed in the day- time resembles a Pullman seat. At night the seat cushion is pulled forward and the two upholstered back cushions pulled down into a horizontal position, making a berth with deep springs. Hair mattresses are provided for each berth. By means of an ingenious arrangement of silk-covered cords, 1 Illinois Traction System Office Car — Exterior View commutating pole motors having type M control. Westing- house automatic air-brake equipment is used. The motors are geared for a speed of 60 m.p.h. The subdivision and arrangement of the interior fittings of the car were carefully planned. It is subdivided into three main compartments ; a forward observation end about 17 ft. long; a middle section, used as an office and dining room, 36 ft. long, at the rear of which are the kitchen and toilet room ; and the rear observation platform 7 ft. long. Sleeping accommoda- which are stretched between the deck rails at night and removed in the daytime, green silk curtains are hung to completely en- close each berth. Bedding similar to that used in regular Pull- man service, but marked with the special monogram of the Illinois Traction System, is provided for each berth. The in- terior trim of the car and the movable furniture, such as the dining-room table and smaller side tables, are of Honduras mahogany. The cnly entrance to the car for passengers is by way of the January 29, 1910.] ELECTRIC RAILWAY JOURNAL. rear platform. Doors are provided on either side and each step opening normally is covered with an Edwards trap door. A rear-end vestibule door covered with sheet steel will facili- tate passage between this car and a private car now in course of construction, whenever it may be desired to operate the two cars as a train. With the rear doors closed the rear observa- tion platform makes a comfortable sleeping room for the colored porter. The car is heated by a No. 2 Peter Smith hot- water heater installed on the rear platform opposite the porter's Illinois Traction System Office Car — Middle Section, Look- ing Toward Kitchen berth and enclosed in a steel-lined compartment. When the door of the compartment is open sufficient heat is radiated to warm comfortably the rear platform space. A door from the rear platform leads to a corridor extending past the toilet room and kitchen. This arrangement of toilet room and kitchen is very satisfactory because the odors are all at the rear of the car. The toilet room is 2 ft. 6 in. wide by S ft. 7 in. long and is fully equipped with standard Pullman fix- tures, including a Duner hopper. The washstand is heavily nickel plated. Above the washstand a plate-glass mirror fills the end of the toilet room and underneath the washstand a large locker is provided for soiled linen. The kitchen is next to the toilet room and occupies a space 5 ft. m- x 5 ft- m- The interior equipment includes a coal range with a coal box underneath, a charcoal broiler mounted above the range, a warming oven, a sink and a com- plete installation of drawers and lockers for dishes and food supplies. The sink is made of nickel-plated metal and the space car. A drinking-water cooler is located in a corner of the main ice chest. Supported in the clerestory above the kitchen are two 40-gal. tanks in which water for kitchen use is carried. A corridor alongside the kitchen, 25 in. wide, leads from the rear observation platform to the dining room or main compart- ment of the car. Office work is carried on in the middle com- partment. The dining table is of ample size to seat eight per- sons at mealtime and to serve for office use at other times. An ornamental china closet for glassware and dishes is built over the end sofa at the rear of the dining room. The partition between the dining room and forward observa- tion room is filled with clear glass and a center double-swing door. Curtains are provided on both sides of the glass in this partition so that each of the sleeping compartments may be made private. The sofa at the forward end of the observation room is built along the side wall from where a clear view ahead of the car is obtained. The motorman is entirely enclosed in a compartment at the left forward end of the observation room. A creep door is provided between the cab and the interior of the car body, but this need be used only in emergency, because the motorman at the front end and the conductor at the rear of the car may converse through a speaking tube. The motor- man's cab also has an outside door. In the forward section at the rear of the motorman's cab is a cabinet and set of drawers subdivided for the use of the secre- tary who accompanies the general manager on the car and handles the correspondence. This cabinet includes three verti- cal letter files and cupboards for office supplies. At the rear of the cabinet is a locker in which the mattresses for the seven berths are hung during the daytime. Above the mattress locker and the cabinet is a compartment used for storing bed linen. On a large mahogany panel in full view from the central part of the car is a number of indicating instruments. These include a warmer speedometer made especially for this car, direct reading ammeter, voltmeter and air gages to indicate the train line, storage and auxiliary air tank pressures. An annun- ciator system includes push buttons at every second window post and an indicator box in the kitchen. General illumination of the car is by four enclosed arc lamps with opalescent globes, and local illumination is supplied by tungsten lamps mounted underneath the deck rail on 3-ft. centers in the forward portion of the car, and spaced about the rear of the car to suit local needs. The lighting switches are located in a panel box above the corner seat at the rear of the corridor leading to the kitchen. To provide against intending passengers mistaking the office car for a regular passenger car special signs exhibit- ing the words "Office Car, No Passengers" were placed at each corner. These signs have special illumination. Practically all of the features included in this car have been especially designed for the purpose. In building the car no attempt was made at ornamentation, but every detail was de- signed with a view to providing a substantial working equip- Illinois Traction System Office Car — Floor Plan, Showing the Locations of the Observation Room, Sleeping and Working Quarters, Dining-Room, Lockers, Etc. underneath is occupied by lockers and drawers and a special small icebox for butter and milk. The main icebox is sub- divided into an ice chamber, 9 in. x 36 in., and a provision chamber, 18 in. x 36 in. This provision chamber may be reached through a door opening into the kitchen. An icebox door, opening directly in line with and but 3 ft. away from the rear door of the car body, facilitates the handling of ice and provisions into the car without entering the main body of the ment which could do service throughout the entire year and always be presentable for the use of the management in trans- acting regular daily business or in showing committees or special parties over the road. The car was built under the supervision of J. M. Bosenbury, superintendent of motive power and equipment, and acknowledgment is made to H. E. Chub- buck, general manager, for courtesies extended in preparing this description. 190 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. CENTRAL ELECTRIC TRAFFIC ASSOCIATION WORK At the annual meeting of the Central Electric Traffic Associa- tion at Columbus, Ohio, on Jan. 26, A. L. Neereamer, the chairman, submitted his'report for the year ended Dec. 31, 1909. Mr. Neereamer said in part : "At the annual meeting held in Indianapolis on Jan. 27, 1909, the work of this association for the preceding year was can- vassed and as full a report as could be made was submitted. The Traffic Association is now about able to stand on its merits and its past history can be likened to that of a young child, who first crawls before it can walk. After it is put upon its feet it needs the support of a strong hand to keep it there and guide it. The association is now upon its feet, but it needs the support of many strong hands to assist it in walking alone. From the outlook at present, it will be able to stand upon its own feet and, if the interest during the coming year is as great as that displayed in the past, it will be the helping hand that will make the future an assured success. "During the past year the tariff covering the interchangeable 1000-mile ticket has been revised, including more lines and mak- ing some changes in the exceptions. "A uniform baggage tariff complying with the laws of Indiana, which are different from those of the other States, as well as the regulations of the other States, has been compiled and is now effective. This tariff, which contains a great many rules governing the transportation of baggage, has eliminated many of the difficulties of our members in the transportation of that commodity and in some cases has placed them in a position to interchange passenger traffic with steam lines. "Uniform and official forms of tickets and baggage checks have been adopted by the association and are now used by many of its members. These forms have simplified the check- ing of train earnings and agents' accounts in the various ac- counting departments and the handling of passengers by con- ductors. But the year's greatest work has been the publication of Joint Passenger Tariff No. 3, Interstate Commerce Commis- sion No. 4. So far as the chairman has been able to learn, this is not only the largest publication of its kind in the country, but the only territorial joint passenger tariff published by inter- urban lines. Criticisms and compliments on this publication have been received, not only from interurban men, but from steam railroad men all over the country. By its use the work of the agent and accounting department has been made easier. The traveling public has been able to secure more reliable in- formation as to rates and routing than it has had heretofore. You who have been engaged in the work of compiling and checking this publication need no further comment on the volume of labor which was necessary to put this before the public. The rates between the important points quoted in this tariff have been equitably apportioned between the lines in- terested, thus enabling early and satisfactory settlement of inter- line passenger accounts. "Arrangements have been made with a paper manufacturer to make a special safety paper bearing the water-mark of this association to be used on stock for tickets ordered by our mem- bers. This will give the member lines a mark of distinction in this, the pioneer electric traffic association of this country, for not only is this the only electric traffic association in the United States, but it is the first time that any organization of electric lines has been considered of enough importance to interest a manufacturer in making a special paper for it. This paper will be available on Feb. 15. The work, however, is not yet com- pleted. There is still considerable to be done in the territory for the benefit of interurban lines and the chairman will only dwell on two or three matters which he considers are the most important. "The first is the milk traffic. This may appear to be a small item, yet on some of the interurban lines it is the basis of con- siderable revenue. The rules, regulations and rates governing the transportation of milk are in the same condition that those governing the transportation of baggage were one year ago ; that is, no two roads have the same mode of handling this com- modity. The chairman has been requested by several members to bring this matter up and, if possible, have a uniform basis and rules adopted. A number of steam lines are willing to place their tariffs on milk on the same basis as any uniform tariff adopted by this association. "The freight traffic is another proposition that deserves a great deal more consideration in the future than it has received in the past and the publication of joint freight tariffs, minimum sheets, etc., will greatly assist in increasing the revenue derived from the transportation of freight on member lines. This class of traffic is increasing from day to day and has passed the ex- perimental stage and has become a staple stock in trade. It is no small item when it is to be considered that on some of the lines in this territory the freight earnings are about 30 per cent of the gross receipts. There is also a demand for joint tariffs covering excursion and party rates, which would enable your solicitors to contract for long-distance trips. The chairman thinks that during the coming year the subjects mentioned par- ticularly should be given considerable attention. "In conclusion, I desire to thank the members of the associa- tion for the hearty support and co-operation which I have re- ceived in endeavoring to carry out your desires and orders. Without this support the work of the past year would have been in vain and nothing would have been accomplished, but as it is, your association now stands first and foremost in the interurban field, the pioneer electric traffic association, for other organiza- tions are now preparing to follow your example." REPORT OF SECRETARY NEEREAMER TO CENTRAL ELECTRIC RAILWAY ASSOCIATION The annual report of A. L. Neereamer, secretary and treas- urer of the Central Electric Railway Association, was pre- sented at the annual meeting at Columbus, Ohio, on Jan. 27. Mr. Neereamer said in part: "The year just ended has been the most prosperous one dur- ing the existence of the association. The railroad membership now consists of 47 lines, representing a total mileage of 3531 miles, an increase of 4 lines and 130 miles over the preceding year. There is a membership of 88 in the supply men's depart- ment, an increase of 18 over the same period of last year. "The association is now upon a practically sound basis, and can be operated, if economy is practised, successfully. A great deal of credit for the present financial condition is due to the untiring efforts of the vigilance and membership committee, as well as to the hearty support in securing additional member- ship that was given by the management of several member companies. There are still a great many lines in the territory covered by this association and possibly would if the lines con- necting with them would assist the secretary in endeavoring to bring them into the fold. "That this association is doing good work is beyond any doubt. No further explanation on this subject could be made than the calling of your attention to the fact that letters are received from lines and other associations in this country, lo- cated at various places from the Pacific to the Atlantic, and from the Gulf to the Lakes, asking for information and advice. It is evident from this that we now have a national reputation and are becoming a factor in interurban work. "The investigations and reports made by the various com- mittees have been of great value to our members, and those which have been made public have started our friends in other territories to thinking about and working out the same problems. It appears to your secretary, after looking over the situation, that the old catchline used by some commercial advertisers, 'We lead, others follow,' is very appropriate to this associa- tion. "There is still a great deal of work which could be done for the benefit of our members ; different problems to be investi- gated and worked out, and what benefits one line usually bene- fits all in this respect. In conclusion, I wish to thank the mem- bers of this association, both railroad and supply men, for the support they have given me in carrying out my duties and to give them credit for their share in this most successful year." January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 191 EXPERIMENT OF LIMITING NUMBER OF PASSENGERS ON CARS, ABANDONED IN ALBANY After an experiment of over nine months, the New York Public Service Commission, Second District, has rescinded its rule requiring the United Traction Company of Albany to limit the number of passengers carried on each car on the Pine Hills line. The withdrawal of the rule followed a public hearing on Jan. 12, at which citizens urged the withdrawal of the restrictions against loading the cars with more than a pre- scribed number of passengers. The order of the commission was issued on March 30, 1909, and directed the company to limit the number of passengers on the Pine Hills line as follows : 20-ft. body car, seating 26 passengers, 40 passengers ; smaller type of car, 35 passengers. It was also provided that when any cars carried the maximum number of passengers, the motorman should not stop to take on passengers until the number in the car was reduced below the maximum. The terms of the order also stipulated that the conductors should not allow passengers to enter the car when the maximum load was carried and that the company should make and promulgate proper and sufficient rules and regula- tions to carry the order into effect. The instructions of the company to trainmen on this subject were issued directly after the receipt of the order and were as follows : "notice to conductors "On and after Monday, April 5, 1909, and until further no- tice, the following orders are issued in relation to the cars running on the Pine Hills line : "Conductors must pot allow more than 40 passengers on the '400' type of box car at one time, or not more .than '35 passengers on the smaller type of box car at one time. "Whenever a car has the above number of passengers the conductor will give 'two bells' to the motorman after the car is started, which shall be the signal to the motorman that he is not to stop for passengers, and to stop only on signal from conductor. If, when the car stops to discharge passengers on signal from conductor, additional passengers get on the car to the requisite number, the conductor must again give the signal 'two bells' after the car is started. If the motorman does not receive 'two bells' after starting his car he will stop for passengers at regular stations, as usual. "No passengers must be allowed to ride on the rear plat- form of any Pine Hills car while this order is in effect." "Charles H. Smith. "April 2, 1909. Superintendent." Public dissatisfaction with the service under the new rule developed rapidly, although at first the interest in the experi- ment was widespread. H. C. Eddy, secretary of the District Electric Railway Commission, Washington, D. C, wrote letters of inquiry concerning the experiment to Edgar S. Fassett, gen- eral manager of the United Traction Company, and John S. Kennedy, secretary of the Public Service Commission. Ex- tracts from their replies were published in the Washington daily ne wspapers in July, 1909, and said in part : Mr. Fassett: "The Public Service Commission thought that by limiting the passengers on any car it could properly dis- tribute the passengers over the whole number of cars. Our cars, which have a seating capacity of 26 passengers, were limited to 40 passengers, and those which have a seating ca- pacity of 24 were limited to 35. The observations of the com- pany on this service are not favorable. It means that the ends of the lines arc properly accommodated, while the intermedi- ate parts are not. This to a very large extent stops the short riding, which is really the only profitable riding to street rail- ways. It seems almost impossible to stop overcrowding dur- ing rush hours. If the companies could pay additional interest on the additional equipment necessary to take care of this travel it would still lie impossible to obtain men to work from two to three hours a day. On our system in the city of Troy, at 6 o'clock al night from 5000 to 6000 collar girls slop work and they have to be taken care of in 20 minutes. You can readily see that it would be impossible for us to have cars enough to prevent crowding in such a case. The factories start at 8 o'clock in the morning and we have something of the same rush at this time." Mr. Kennedy : "In all fairness, it must be said that there is a difference of opinion as to the successful operation of this plan, although the commission feels that up to the present time it has worked reasonably well." When complaint was made to the commission recently re- garding the limitation rule notice thereof was served upon the company and a date fixed for a hearing. In its response to the notice of the complaint the company said that ever since the issue of the order it had operated its cars on the Pine Hills line in obedience thereto. The number of cars operated daily on the line was sufficient for the number of passengers carried, the company stated. During the rush hours cars were operated on a 2^-minute headway and during the rest of the day on a S-minute headway. During the greatest rush cars were run on less than a i -minute headway on three-quarters of a mile of track on State Street and Washington Avenue Hill, with joint occupation with other lines, constituting 25 per cent of the entire Pine Hills line, and if it were possible to operate an additional number of cars over the line during the rush hours and to earn enough to pay interest on the cost of such additional equipment it would be extremely difficult if not impossible, the company declared, to employ men to operate cars for only two, three or four hours a day. Figures were submitted by the company showing an average load of only 30 passengers per car on the Pine Hills line from 5 to 7 p. m. HEARING BEFORE THE COMMISSION At the hearing on Jan. 12 the United Traction Company was represented by Edgar S. Fassett, general manager, and John E. MacLean and Patrick C. Dugan, attorneys. Walter E. Ward represented citizens interested. Charles S. May and Augustus S. Downing, complainants concerning the restrictions placed on operation of the Pine Hills line, were present. Seneca S. Smith represented the Pine Hills Association and James F. McElroy and other citizens were present. Mr. Ward stated that when, at the previous meeting, the commission issued an order limiting the number of passengers to be carried on the cars of the Pine Hills line, the associa- tion did not object because it was supposed that the experiment would not last over a month or two months at the most. How- ever, the experience with the rule had been very unsatisfactory. It was a common occurrence for the cars to pass people when more -standing passengers could have been accommodated. What the association asked when this order was issued was larger cars and better lighting. Limitation of the number of pass- engers had not helped the matter at all. It had made the matter worse and so the association asked that the rule be rescinded. The people would rather be packed as solid as sardines than stand on the corner and watch the cars pass one after another. Chairman Stevens said that there was a difference of opinion on the part of the traveling public in reference to the rule. He read a letter asking that the order be continued in force. Mr. Ward said it was inconvenient to be left on a corner in inclement weather when one was in a hurry to catch a train or for any other reason, and if larger cars could not be secured the people would prefer to take chances of being crowded. Mr. Downing had stated in his complaint to the commission certain days on which a number of persons had been not onlj seriously inconvenienced, but really placed in danger of sick neSS from the delay. lie specified one .stormy night when, with sleet falling and the streets covered with slush, he with a number of others, waited 30 minutes, during which seven Pine Hills cars passed without stopping. The standing space in at least one-half of the cars was not occupied, as the passengers were crowded together in the rear ends of the cars. A few days later a similar experience was had. Car after car passed without taking on passengers, although there was plenty of standing room and (Ik- passengers on the cars were not seriously inconvenienced, lie had ridden on the line from two to three 192 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. or four times a day during the last 14 years, and he realized the condition that prevented the company from operating too many cars up State Street hill. On the evenings when he was forced to wait he saw West Albany and other cars, with full loads. He therefore complained against the abnormal rule which had been issued for the Pine Hills line, discriminating against the people who used it. He had been delayed at times as long as an hour and a quarter for his dinner. He considered that the limitation rule was outrageous treatment of the people who lived in the Pine Hills section. He would be glad enough if larger cars that would carry more people could be put on, but if the present cars had to be continued on the line, they were abundantly able to carry more people and he asked that this be allowed and the infamous rule rescinded. Chairman Stevens asked if Mr. Downing's position was that the company should be allowed to carry as many passengers as could crowd on the cars. Mr. Downing said that if the people wanted to board a car, he would let them do as they did before the rule was issued. If they did not want to board a crowded car they could stand and wait. Chairman Stevens asked about the rights of those who board- ed the car before it was full and wanted to pass through the standing crowd in order to alight. Mr. Downing said that those passengers were entitled to the same sympathy as all fellow mortals. They were entitled to more than sympathy, if by giving more there was no trespass upon the rights of a great many people. Chairman Stevens said that the Pine Hills association was not satisfied to have it that way. The members were not agreed on what they wanted. They insisted that the company should be compelled to put on larger cars and give everybody a better show for life. Some thought they had a right to a seat and if they did not get it, an enormous amount of discom- fort resulted. Mr. Downing said that these people were asking for some- thing that it was absolutely impossible to secure at certain times in the day. It was a mistaken notion that he was paying for a seat. He paid for the transportation. If the number was to be restricted to the seating capacity, why not prohibit any stand- ing passengers? Chairman Stevens said the position of the association was that with the small type of car the company could not operate enough 'cars to accommodate all the people and that therefore larger cars should be used. Mr. Downing said he understood that the company could not afford to substitute larger cars. Chairman Stevens said the company was abundantly able to do whatever was required. The commission wanted to get the views of everybody concerned. It was trying to do what was best for the people and for the company. Mr. McElroy added his request that the rule be rescinded. He had lived in Albany for 20 years and he had always found that, whatever might happen, if he could reach the lines of the United Traction Company he could get to his destination promptly until this rule was established. He had seen 15 people waiting at one point. Undoubtedly they would have been ac- commodated if it had not been for the rule. Chairman Stevens said that a great many observations were made and there were not enough cars to accommodate the people if say 60 were to be crowded in a car. Mr. McElroy then presented a petition of the Woodlawn Improvement Association asking that the rule be rescinded. Chairman Stevens said he wished that those who objected to the rule would keep in mind that it was adopted by the com- mission very largely in consequence of the statement of the company that the service was adequate and that the cars sup- plied were sufficient to take care of the people, but that the people bunched themselves in certain cars, and that if they would equalize between the cars the overcrowding would be overcome. The rule was adopted to see whether or not that was so. The association had asked for more cars and the company had said it furnished enough cars but that the fault was with the people who unnecessarily crowded the first car. According to the statements made, either more cars would have to be operated or more people permitted to ride in a car. ADDITIONAL CARS OPERATED Some discussion regarding the, service followed and Mr. Fassett said that after the rule was established additional cars were operated in order to handle the crowds in the morning. No cars were added in the evening because it was impossible to operate more cars up the hill during the rush hour. Mr. Smith said that aside from the letter read by Chairman Stevens, favoring the rule, he had never heard of but one person who approved it. The rule was obnoxious and un-American. People in this country generally took the car that made the closest connection and under this rule it was impossible to get home with any degree of regularity. Various citizens then testified. William C. Rogers said that the rule had been a great convenience, so far as comfort in travel was concerned, for people who rode from one extreme end of the line to another, but it was not convenient for most of those who rode during the rush hours. He had waited 40 minutes on one occasion, and another time eight cars passed him and finally the first of these, on its second trip, took him on board. One day, when he was sick, he was forced to wait an hour and five minutes. If he had been well and the walking had been good, he could have walked to his home in about 28 minutes. Chairman Stevens said that the rule was adopted simply as an experiment and that it was entirely obvious that it had failed to work out the solution of the problem and the com- mission would therefore announce that the rule was revoked. The request of the association for larger cars was then urged. Mr. Fassett said that the largest type of car that could be used with safety on the hill was a single-truck car with 20-ft. body, some of which were in use now on the line. The best service that could be given on a line 3 miles long was a quick service with the smaller cars. The other lines in the city were operated without complaint with practically the same types of cars. It was impossible for any railway to handle the people without crowding at certain times. If the company had all the money in the world to buy the equipment and pay interest on the cost it could not avoid crowding at times. It could not get men to operate the cars even if it had enough equipment to avoid any crowding. It was limited in hours of labor by the State law. It could not get men who would work for three hours a day at 25 cents an hour and it could not hope to pay them a day's wages for three hours' work. The same con- dition existed in every city in the United States. If the hours when people went to and from their work were divided it would relieve the situation. Further discussion brought out the fact that the limitation rule had apparently reduced the gross revenues of the Pine Hills line, which averaged 22.97 cents in December, 1909, as compared with 23.04 cents in December, 1908. Chairman Stevens said that to place 40 persons in a car of the type used did not accommodate the traveling public. It might be unavoidable. He was not saying that in criticism of the company. He was speaking about a fact that prevailed else- where as well as in Albany. Mr. Fassett suggested that it might require a fare of 10 cents instead of 5 cents. Chairman Stevens said, in conclusion, that it was impos- sible for the commission to make any order for relief at this time. It was but just to say that the suggestion of the limiting order did not come from the association and that it was ac- quiesced in by the association with some degree of reluctance at the time it was made. The commission will make a study of the Albany situation. According to a consular report, there has recently been placed in service at Karachi, India, a pioneer gasoline car installation composed of 46-passenger coaches driven by 25-hp engines. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 193 DAILY INSPECTION AND UP-KEEP OF ROLLING STOCK* BY H. H. BUCKMAN, MASTER MECHANIC, LOUISVILLE & NORTHERN RAILWAY & LIGHTING COMPANY To obtain a systematic and orderly system of inspection, it is highly essential to give the shop forces and inspectors a definite course of instruction as to the best methods of doing their work; they should understand the importance of inspec- tion and feel that they are responsible for the lives of patrons while riding in our cars, and for the future welfare of the company. As great care should be taken in getting new men and apprentices as in getting new machines, etc. Most traction companies do not give enough attention to the men who inspect their cars. They seem to think that almost any man can fill the position of inspector. This is a mistake. For example: a man is hired to clean cars; in a short time he is made an inspector's helper, and in less than one year's time he is given the position of inspector at a smaller salary than the displaced inspector received. Of course, the new man is well pleaded with his rapid promotion, and no doubt tries his best to ',cIo the work, and the company thinks it is making a saving, jfte pay-roll will look better by using this class of inspector. But what about the risk? This man probably had little or no instructions, and surely not enough experience. He had learned to adjust brakes, change brushes and brake shoes, etc., by watching others, in fact he could get along nicely for some time, but it would surely lead to bad results. There are too many important parts to be looked after on electrical equipments of to-day to use this class of inspector. It takes years of experience for some to become skilled in- spectors, and some never become skilled. This unskilled in- spector, who was made in less than a year, fails to detect a flaw in a wheel ; to see a brake pin nearly worn in two ; to see that the bolts which hold together the top and bottom halves of the motor are loose, or he might fail to detect other defects which might be the cause of a disastrous wreck. After such a wreck, and the car is a mass of splinters and twisted iron and steel, it would be hard to determine the cause of the wreck, when really it was the fault of the rapidly promoted, unskilled or careless inspector. Despite this, the chance that a wreck may occur is the nightmare of every operating man and the bug-a-boo of every investor in railway securities. When it occurs the operating heads of the road are apt to lose their positions and reputations, and the surplus earnings are wiped out for many months ; all owing to this class of inspector. Electric railways have increased the size of cars, motors and trucks, their speeds and the number of controlling devices, and more skilled, up-to-date and careful inspection is required than a few years ago. Ask the ordinary inspector, after he has inspected a car, if he is sure there is no flaw in some of the minor parts of the equipment, such as the air governor, etc. If he is honest, he will acknowledge that he is not sure about it ; possibly he can- not declare that there is no screw or bolt projecting above the floor to cause some one to trip and fall. Inspectors are in- structed to look after the vital parts of the equipment first. This is all right, but after this is done and the car is found to be in condition to run, the minor parts are often passed over. The inspector should inspect the motors first, look at the condi- tions of commutator, for open circuits in the armature, and burned-out coils at armature clearance, whether there is a band loose or that has started to unwind, examine pinions and gear wear and the tightness of bolts and keys. While inspecting motors the condition of motor leads would first be examined. After this is done the inspector should start al the end wheel and inspect trucks and wheels all the way around on the outside. Then lie should start at the draw bar under the car and in- spect everything from one end of the car to the other, including air compressor, brake adjustment, etc. Next the body should be inspected, including doors, steps, floors, seats, curtains, sash catches, glass, etc. The roof and trolley, then the con- * Abstract of paper rear] before the Central Electric Railway Asso- ciation, Columbus, Ohio, Jan. 27, 1910. trol, circuit breakers and rheostats should follow. Trucks should be inspected carefully as to cracks in frame, loose bolts, side bearing clearances, etc. Brakes should be tested as to piston travel. The air compresser should be inspected the same as any other motor, and in addition to show that it has plenty of oil; it should be pumped up, and the inspector, if trained properly, can detect by sound whether the suction and dis- charge valves are working right, or whether there is a loose crank shaft bearing or connecting rod. The inspector should also know the condition of the compressor by the time it re- quires to pump up. Car bodies should be inspected for leaky roofs, which ruin ceilings. Bolts, nails and screws, if pro- jecting from the floor or any part of the wood work, result in torn clothes, passengers falling, etc. Bad steps and platforms also cause accidents. If a regular system is established for the inspector he can- not fail to see every bolt, or other parts that he should see, and when he is through inspecting a car he can say, and be abso- lutely sure, that the car is all right in every respect. Railway shop men should be made to understand that the two most important things they should learn, if they want to advance in their trade, are that careful inspection and good repair work are the foundations upon which effective and economical maintenance and operation are based. The purchase of supplies is a very important matter in the "up-keep of rolling stock." A cheap grade of material is not always the most economical and will, in most cases, prove to be the most expensive. A failure due to a poor grade of iron, steel, babbitt, brasses, insulation and other materials may cost the railway company many times the price of high-grade ma- terial. The mechanical department should be prepared to show which material is the best and cheapest. Cleaning cars has its part in the "up-keep of rolling stock." It is a well-known fact that, unless cars are kept clean, at- tractive and comfortable, the service will not be pronounced satisfactory by the public; even the car crews lose their pride and therefore do not render as good service as they would if the cars were kept clean. Clean, attractive and comfortable cars go a long way toward increasing business. One of the best methods for keeping cars attractive, and at the same time of practicing economy, is to overhaul the car body each year, and when overhauled it should be thoroughly cleaned, rubbed down, touched up and varnished. By this method the varnish can be kept in good condition, car cleaning could be done more cheaply and easily, and the car would not have to be painted for several years. I believe a regular system should be established for over- hauling and repairing once a year. Operating men generally agree that under average conditions the practice of "shopping" cars yearly is the most economical and decreases liability for accidents. As complicated as most of the equipments are to- day, a thorough examination cannot be made with all parts as- sembled. A regular system of overhauling ought to improve the company's case in court, in the event of accident claims. Trucks can be overhauled yearly, in many cases, at the same time as the car body, thereby causing fewer cars to be put out of service. Considering economical maintenance, a truck that is overhauled each year will cost less to maintain than if allowed to run longer. The truck could be out of square with excessive lost motion in brake rigging, pedestals, etc., which, if allowed to continue, would increase flange wear, rail wear, power consumption and motor maintenance. A truck that has excessive play between pedestal and journal boxes, or lost motion in the brake rigging, will have its brake shoes adjusted tightly against the wheels in order to brake the car properly; the results are that the car cannot run freely, requiring the motors to carry heavier currents and for longer periods, caus- ing flash-overs, high motor temperature, burn-outs, etc. As the old saying goes, this is "the straw that breaks the camel's back." It will also break pocket-books. As we well know, where motors are worked beyond their capacity both trouble and expense multiply rapidly. Well instructed and trained motormen are of great im- 194 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. portance in the "upkeep of rolling stock." They should be compelled to pass a strict examination on the electrical equip- ment so as to be able to show how to run a car at the least ex- pense and what to do in the event of failure of any part of the equipment. The best organized shop force, the best possi- ble workmanship and the best materials can be used ; in fact, the best of everything can be had and still trouble, pull-ins, and high-maintenance costs will be experienced if ■ the cars are operated by unskilled, poorly instructed or careless motormen. Most motormen believe that all that is required of them is to run the car on schedule time and to take in and let off pas- sengers and avoid collisions, never giving the car or equipment a thought; to keep on time regardless of how the car is used is principally in mind. I believe it is possible for a motorman, more than any other employee, to save for the company or to cause it to spend more money. It would be surprising to know the amount of power that could be saved by a single motor- man. It has been shown, by using meters, and offering prizes to the motorman that used the least power, that some use about one-half the amount they had been in the habit of using. At this rate the cost of motor and other electrical maintenance undoubtedly was less. Take for example a car blowing the circuit-breaker or fuse, caused by some small defect, such as a broken brush spring, or a burst band on the armature. Either one could be repaired for a few cents, but the motor- man does not pay any attention to it and continues to blow the breaker or fuse ; he sometimes stops and either puts in a double fuse or plugs the circuit-breaker. There is about as much reason in this as there would be if an engineer were to plug the safety valve on his engine. The motorman con- tinues with the car until it refuses to run at all; then he has to cut out the bad motor in order to move. It is too late then, as the armature and possibly the fields and brush holders are ruined, costing probably $50 to $150, which at the start could have been saved in 50 seconds by cutting out the motor with the burst band or broken brush spring. Another example: if a car is running 10 or 15 minutes late and the motorman is told to make up the time he does every- thing he can to do so, taking chances by running at high speed over switches and other places where he should run slowly, forcing heavy loads one over the other on the motors until they become overheated and are burned out or their life shortened to such an extent that they will burn out in a short time. Possibly the damage would reach $75 to $100, not in- cluding accidents he might have during that time. The ques- tion is, did the motorman know he was spending that amount of money to gain a few minutes' lost time? I know of com- panies that have paid many times that amount for consider- ably less time. Time is not worth that amount to any com- pany, and the motormen should be so instructed as to avoid overworking the equipment. I would say that all our motormen, before being allowed to operate a car on our lines, are required to pass a rigid ex- amination by the master mechanic or his assistant, and to answer correctly all important questions concerning the me- chanical and electrical operation of their cars. They are shown at the shop the different parts of the car and how to handle them. The shop force is instructed to answer fully any ques- tion which the motormen may ask. The close relations exist- ing between the motormen and shop force have been found, in the past, to have saved many hundreds of dollars. A motor- man with a knowledge of the equipment also makes a good witness in court when damages are claimed. The importance and need of active co-operation between the operating and mechanical departments should not be over- looked ; unless the operating department sees that the motor- men do not abuse or overwork the equipment, the mechanical department is powerless to lessen troubles, pull-ins and cost of maintenance. When a car fails in service the motorman will report to the operating department that it was the fault of the mechanical department; the repair man, or inspector, will report to the mechanical department that it was the fault of the motorman. It is time then for the two departments to get together and clear up this difference. Nothing will cause trouble more quickly between these two departments than to have a motorman find fault with almost every car he runs. This class of motormen will make careless inspectors and cause the two departments to pull against each other. I have found in my experience that cars have been turned in by motormen when nothing was wrong. No doubt at some time or other every superintendent and manager, while riding in the vestibule with a motorman, has seen the motorman run past a stop. The motorman will then say that the brakes are in bad order and that he had reported them. If this man runs into something and causes a damage suit and is discharged, he will most likely testify in favor of the plaintiff that the brakes were in bad order and that he had so reported them at the shops. The only way to stop this kind of thing is to have a good report and record system, one that will put a check on the car crews, the inspectors and the repair men. The report and record system of our company has covered all of these troubles and more. By keeping mileage records we have the information desired as to the quality of materials and a basis upon which the cost of maintenance is determined. Records are kept of every part of the equipment and car body. A separate book is kept for every car. When repairs are made the fact is entered in this book. When the car is damaged in an accident a full account thereof is entered in this book, with the place of the accident, the name of the motorman and the full extent of the damage. At different dates the mileage is recorded. This enables us to see at a glance the amount of repairs that has been made between the different entries of mileage. When wheels are removed from a car an impression is taken of flange and tread by hammering a piece of lead over it. The lead is then traced on paper, and over this tracing a templet of the correct pattern is placed and traced; the measurement is then taken of the circumference of the wheel with a steel tape made for that purpose. The mileage is marked on this paper, which is then placed on file. When an armature is removed a tag is filled out and attached to it stating the car from which it came and the cause of removal. When it is repaired the man making the repair writes on the tag what repair is made and signs his name. When the armature is placed in a car the tag is turned into the office, giving the date, number of car and motor. Each car has an armature tag file and a glance over the files shows the repairs made and by whom for any length of time past on any armature. A record is kept of all pull-ins and car troubles on the road. In each case the motorman's name is given. All motormen and conductors are required to fill out a report as to the condition of the car when they have finished the run. The report is dropped in a box provided for that purpose at each barn. They are required to mark the time of receiving the car, time of leaving it, condition of car and to sign their names, giving badge numbers. These reports are looked after by the foreman inspector of each barn. He is held responsible for them until they are turned over to the master mechanic's office. If he finds a report against a car he gives it to the inspector that takes care -of the class of work that is reported. If the inspector repairs the car he marks the report "repaired," signs his name and returns the report to the foreman inspector. If he cannot repair it he returns the report to the foreman inspector and reports that he is unable to make the repair. The car is then shopped. The foreman inspectors of each barn turn in a report each morning giving the number of cars inspected, the number reported in trouble, the numbers of cars oiled and cleaned, the repairs made and the cars remaining in trouble. When all these reports are in a trouble-sheet is made out from the foreman inspector's re- ports and posted on the bulletin board in the shop, in order to complete in the shop the repairs that were not made by inspectors. Each repair man, knowing the class of work he is to repair, reads the trouble-sheet and if anything for which January 29, 19 10.] ELECTRIC RAILWAY JOURNAL. 195 he is responsible is out of order he repairs it without being told, returns to the sheet, marks the repairs made and signs his name opposite the trouble reported. This sheet remains on the board until all cars have been repaired. It is then placed on file in the office. Crews are checked up at the end of each day and if any have failed to put in a report, either good or bad, they are reported to the superintendent, who requires them to make out the report for that date. These reports are placed on file and kept for one year and if at any time a crew denies a report the report with signatures can be shown. By the use of this method of reports and records, a trouble once re- ported cannot be overlooked or forgotten, and it is possible to learn easily who made the repairs in case a trouble develops a second time. Carhouse men are instructed not to take any verbal reports from crews as to the condition of cars, unless in explanation of one that was reported on a regular report. Crews are checked up at the end of the day and if a broken glass is found, a step damaged, a sear on the side of the body, broom missing, etc., "and if they did not so report they are promptly reported. At the end of each month a review report is made of all car troubles that have been experienced during the month and this is posted on the bulletin board in the barn. This enables the barn men making the different repairs to see how their classes of work stand. As duplicates of all reports are sent to the superintendent, lie is able to see at a glance the amount of trouble that was experienced during the month. Car troubles are all numbered and all trouble records and reports, except the trouble sheet posted in the shop for the repair men, are made out by numbers, which greatly simplifies the work. There are many other items to be looked after which are of less importance, but are too numerous to mention in this paper and I have, therefore, described what I believe to be the most important in the "up-keep of rolling stock." ELECTRIC RAILWAY FARES* BY J. P. PULLIAM, MANAGER RAILWAY DEPARTMENT, WISCONSIN ELECTRIC RAILWAY COMPANY The railway promoter generally arranges conditions so that the difficulty of operation of the property is greatly increased. In his eagerness to secure the franchise he is willing to place the tracks before every alderman's door if desired, furnish a 10-minute service and agree to furnish his transportation at bargain rates. After the newness wears off the property it dawns upon those holding the bag that the conditions im- posed make it impossible to furnish the service and maintain the property. Five cents seems to have been the high-water mark fare for city transportation. Six rides for a quarter, workingmen's tickets at 3 cents and transfers galore have been placed in franchises as a matter of course. Now the traction lines are being investigated by competent commissions and the mis- takes of the past are being corrected. In several instances, particularly in Massachusetts, the local companies have asked for and received permission to advance their city rates from S to 6 cents, and all over the country the transfer problem is receiving attention. Our Oshkosh franchise requires neither six rides for a quar- ter nor 3-cent workingmen's tickets, but some generous soul in the past started the practice. On the 15th of this month we discontinued the sale of the six rides for a quarter or 25 for $1 tickets, as we had sold them. We still continue to sell workingmen's tickets at eight rides for a quarter, good on working days only, and then between 6 and 7 a. m. and 6 and 7 p. m. The most of this traffic is handled by special cars and is disposed of quickly. It is questionable, however, if it is advisable or profitable. Special service of any kind is hazard- * Aljstrnrt of paper read before the Wisconsin Electrical Association, Milwaukee, Wis , Jan. 10 and 20, 1910. ous, and I do not believe in performing it at bargain rates. At Fond du Lac we sell six rides for a quarter, but issue no transfers. We have a steady traffic between Fond du Lac and North Fond du Lac, made possible by North Fond du Lac being the division point of two large railroads. > Special cars are furnished at regular hours of each day to assist in taking care of the traffic, and are well patronized. At this point we have no crosstown lines; the ticket returns are better than at Oshkosh. Interurban rates and service have been established about in line with city experience. Some one figured that not only could interurban cars be operated every hour between all points, but the rates should be about one-third of those charged by steam lines, with bargain rates for picnics, gather- ings of all kinds and chartered cars. I suppose the theory was that inducements of this nature were necessary to attract traffic. As a matter of fact, the frequency of the service * and the convenience to the traveling public secure the patron- age for interurbans. There are no good reasons why our rates should be lower, but many why they should be higher than steam roads. We have had good experience along these lines. Our Omro interurban line originally charged 15 cents for a 11.17-mile ride. The rate was increased to 20 cents May 1, 1905. The year previous to the change we handled 129,676 passengers ; the year following, 129,405 passengers. This rate was reduced to 15 cents March 4, 1908. The year previous to the change we handled 138,665 passengers, the year following 157.836. So it is seen that when the fare was increased we handled about the same number of passengers as before, and had received the increased revenue. On our Neenah interurban, with a mileage of 15.58, the original fare was 20 cents. The rate was increased to 25 cents May 1, 1905. The year previous to this change we car- ried 281,148 passengers; the year following the change, 287,- 805 passengers, more passengers by 6600 under the increased rate. The rate on this line was reduced to 20 cents March 4, 1908. The year previous to the reduction we carried 293,- 835 ; the year following, 298,636. The receipts for the year on this line showed a decrease of $4,500, despite the fact that .the number of passengers carried increased. Our farmer friends doubtless took advantage of the decreased fare, but there were not enough of them to offset the loss in the through traffic. The original rates on the two lines were about right, and should have been maintained. Effective Jan. 15, 1910, the orig- inal rates were again restored, and despite the threats of our farmer friends to put us out of business by "hitching Old Dobbin to the shay," we do not notice any falling off in patronage. We have had some experience with merchants' excursions. An enterprising merchant at Oshkosh arranged with our com- pany to turn over our lines to him on given days, generally one per month for nine months. He would advertise to carry all passengers from Neenah to Oshkosh or Omro to Oshkosh for 10 cents. Each passenger would be given a coupon which, when presented at the merchant's store, would entitle the holder to free return transportation. The merchant would guarantee the company the average daily receipts per car. Our conductors made the 10-cent collection and the total applied on the day's guarantee. On a line ordinarily requiring two cars we would use four to six cars on excursion days. The cars were crowded ; regular traffic was driven to the steam road or teams, and dissatisfaction generally resulted. Merchants at other towns complained, and, after taking into account the loss of busi- ness preceding and following the date of the excursion, the railway company found that the scheme was impracticable. Finally the State commission ordered that the excursions be abandoned. Maintaining the service, keeping cars well painted, clean, properly ventilated, on scheduled time and with courteous trainmen, arc the best inducements for interurban traffic. 196 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. When these are done we can secure our share of the business at rates equal to those for steam roads. There is no demand for bargain rates, and their continuance is foolish. ADVERTISING DISCUSSED AT THE NEW ENGLAND STREET RAILWAY CLUB A meeting of the New England Street Railway Club was held at the American House, Boston, Mass., on the evening of Jan. 25, and after the dinner, the subject of street railway advertising methods was discussed. Two papers were presented on this subject, one by C. A. Sylvester, general manager of the Boston & Suburban Electric Companies, and the other by H. A. Faulkner, passenger agent of the Boston & Northern Street Railway. mr. Sylvester's paper Mr. Sylvester discussed the results which could be accom- plished by a publicity bureau, industrial bureau, or, as he said he might term it, a "boom bureau," the function of which was to develop business. The bureau should create intimate rela- tions with boards of trade, the public and prospective new- comers, and the head of the bureau should be keenly alert for suggestions as to improvements in the service. Practically every steam railroad west of the Mississippi River has a bureau of this kind known as the industrial department. The function of this department is to promote the growth of in- dustries along the line of the railroad. The head of the bureau first makes himself absolutely familiar with the territory his line serves. In the farming sections he has an expert agricul- turist examine the soil and if this report is favorable he spreads it broadcast. In the mining sections, he obtains a report from a mineralogist and advertises the possibilities of that region. In the manufacturing districts, he features the advantages of the district from a manufacturing standpoint and exploits them. Mr. Sylvester said that he had heard recently the industrial agent of the Illinois Central Railroad describe what his bureau was doing. Among other significant statements was one that 80 per cent of the business handled by his road was produced in territory tributary to its lines. The existence of many of the flourishing towns in the West can be laid directly to the activity of the industrial agent. There are possibilities for the same kind of service among the electric roads. It is reported, for instance, that the New England Investment & Security Company was planning in the near future to operate a car over its lines near Springfield to interest farmers in making their lands more productive. The car would be an agricultural college in a small way. It is very important for railway men to become closely identi- fied with the boards of trade in the cities and towns reached by them. These organizations are in a position to take action on anything which pertains to the welfare and development of the place in which they are located and as the city or town develops, the railway company gains an advantage. There is perhaps no better way of getting the public to realize that its interests and the railway interests are identical than to form such a close alliance with the town officials and prominent business men. The industrial agent should take the initiative in this matter and convince the public that the railway company will help in this movement of development. He should show them that one of the largest factors of success is that the town should have proper facilities for transportation. He can also indicate by figures the financial interest which the railway company has in that town, the amount of taxes. paid, the amount of the pay-roll, etc. These are convincing facts, and if presented properly, will have their effect. The speaker discussed the method of promoting new indus- tries under three headings: (1) Transportation facilities; (2) organization of the board of trade; and (3) co-operation. The railway representative, through the board of trade or otherwise, can describe to the promoter of new industries the transportation facilities which are under consideration. If the board of trade becomes inactive, as it sometimes does, caring more for social distinction than for industrial expansion, the industrial agent can work toward a reorganization of the board. His object should be to instill commercial optimism and enthusiasm among the active members. After securing the co-operation of the board of trade, he can often offer induce- ments to a new industry which would be impossible if he worked alone. The speaker then described the work of this kind carried on by his own company. The general manager has personally joined every board of trade, commercial club, improvement association, etc., that exists within his territory. The various superintendents have joined these same associations within their districts. This gives an opportunity for the management to announce its intentions and policy in regard to the present or anticipated service. It also offers a splendid opportunity to become directly associated with those who are most active in promoting the growth of the towns and are in a position to make valuable suggestions. The officers of the company have also become believers in the territory which they serve. They are optimists, not pessimists. They have co-operated with the real estate men in publicity campaigns. One day last week, they suggested a "boom day" to the holders of some real estate in an outlying district and offered them a car free of charge to carry people out to a tract in which these dealers were interested. The company estimates that a new house occupied means about $50 a year to the railway company. The company is also getting out through its publicity bureau statistics of the territory served. For instance, in one town the following type of the bulletin has been prepared: "The finest manufacturing city in the State; 15 sq. miles; population, 25,000; 150 acres in parks; 40 acres of river; 16 miles of street railway; 10 miles of steam railroad; 3500 homes owned individually; 35 factories; 17 churches; 18 schools ; healthy and high good soil, good air, every advantage, some very desirable factory locations and building lots left. Help us grow. Join us now. This is just a sample; our aim is to get everyone talking Boom and Growth. We want every single soul optimistic." The speaker especially disclaimed any intention of discredit- ing the present advertising methods, but wished to increase their effect by calling attention to the phase which he had particularly discussed. mr. faulkner's paper An abstract of the paper of H. A. Faulkner, passenger agent, Boston & Northern and Old Colony Street Railway companies, follows : "The up-to-date street railway man realizes that there are so many people who will use his line anyway, but also, and which is equally important, there are a whole lot more who will use his line if he advertises. He also realizes that the cost of running a car full of passengers during the less busy hours of the day is no more than it is to run that car half or quarter full, or if there is a difference it is so infinitesimally small as to be entirely negligible. He also realizes that advertising is one of the most potent of all business getting forces to-day, that advertising of an intelligent character produces great re- turns in every other known business and that it will in his. "The question really before us is, 'How are we to apply this intelligent advertising to our business? How are we going to advertise so as to fill up those empty seats?' That is a problem that has not been fully solved, and probably never will be to its greatest ultimate development, but there are many of us who are trying and who have accomplished something along the way. "Primarily, we must get pretty close to human nature. We are sometimes prone in operating street railways, as well as advertising them, to consider that what we do and think is absolutely correct. Many times it undoubtedly is, but in the long run in advertising it pays to bear very strongly in mind what the other fellow thinks. Try to put yourself in the place of the man you are trying to reach, try to get the other fellow's viewpoint. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 197 "Advertising has been defined in many ways, but for our especial purpose it may be said to be anything that attracts attention, tells a story and holds the attention long enough to impress the story so strongly that business, extra business, will be induced. "Conditions govern a great deal of advertising unbendingly. What will do well for one road will be barren of results for another. What will fit well with one section of a large sys- tem will need entire revision in another. No advertising man can prescribe infallibly. I certainly cannot. I can simply assist in answering the question by telling you some of our experiences. "We believe thoroughly in a very broad-minded policy. We believe in inculcating in the minds of the public that the trolley is the best way to travel for business, for health, and for pleasure, and if that doesn't cover the situation, for any other purpose that can be suggested. "In making it easy for people to trolley you must give them all the information possible in the simplest possible way. We have found that one of the first essentials is a good map. With the map should be a folder telling as concisely and clearly, how far, how long and how much it costs to go to various points. These facts are the first that inquirers want. Then they wish to know where they must change cars. Descriptive matter is of great value as are cuts showing intersecting places on the lines, if you have the space and can afford them. Last year our companies issued 235,000 booklets with inserted map as a general folder and several smaller folders. In this folder we sacrificed beauty somewhat to facts. The cover design was the result of a contest. We offered prizes to the pupils in the drawing classes of the 60 or 70 high schools in our territory for the best designs submitted. "Outside of the general advertising literature we have tried a multitude of mediums for specific purposes. The news- , papers stand at the top in many ways, either through adver- tisements of parks, or special features, or in stories of inter- esting trips and the hundred and one things that may be fur- nished them which, properly written from a newspaper point of view, may be both news and of assistance to the company. "For some specific advertising purpose there is nothing bet- ter than to use our own cars by putting poster signs upon the dashers. Long oblong cards, 9 in. by 29 in., printed on both sides and suspended in the centers of the cars we have found to be among the best sources of advertising. "The Tri-State Tourist, a monthly publication issued during the months of the warmer season, has been found of value in promoting business and good will among our employees as well as the public. We send letters to schools, churches and other organizations calling their attention to the fact that it is the proper season for outings and that the best places were on our lines. We keep an eye on conventions and write to committees, sending them folders and suggesting many ways by which they can give the delegates a good time— by trolley. We send out our maps, framed on request, to schools. We dis- tribute our maps and literature in insurance and other offices which have agents covering our territory. We have used bill boards to some extent, but have found other methods generally better. We have baby shows, balloon ascensions, ticket hunts, children's animal hunts, fall produce hunts, have been inter- ested in merchants' carnivals, keep track of battleships in the harbor and other sights that might attract riding, and, in fact, try every way that our town or anybody else's mind can con- ceive to produce riding, with what we feel has been a meas- ure of success." DISCUSSION A. E. Stone, general auditor of the Boston & Worcester Street Railway Company, stated that his road had found news- paper advertising very advantageous in bringing a new service or schedule to the public notice. Last year the company spent about $2000 on newspaper advertising, and it placed this with papers as far distant as Woonsockcl , R. T., Springfield and Fitchburg, Mass. A test advertisement was placed in a Worcester paper on a summer Saturday, covering a 3-in. space across the front of the paper, or 8 columns in width. The cost was about $45. The advertisement stated that extra cars would leave Worcester for Boston and its resorts the next morning at 5 :5s a. m., and when the day arrived the cars were packed, bringing a revenue of about double the cost of the advertisement. The company takes advantage of all large conventions, lets the public know of new limited trips, etc., notably to baseball games in Boston. After the regular limited trips were started last year the through riding increased from 10 to 20 per cent. Two hundred new dwelling houses were put up along the line last year. George Sabin Brush, Boston Elevated Railway Company, spoke of the lower cost of securing lithographed posters from Europe compared with the United States prices, including the duty. He emphasized the need of giving a satisfactory service in backing up a campaign of advertising. C. W. Ketterman, Ohmer Fare Register Company, Dayton, Ohio, cited a case where round trip passes were given to pub- lic school teachers in the vicinity of Philadelphia. Each teacher brought a dozen or more children who paid fares. H. F. Eaton, Brockton & Plymouth Street Railway Company, spoke of the revenue gained by his road by supplying service to the military maneuvers in that section last summer. PROGRAM OF THE MID-YEAR MEETING At the time of going to press with this issue the mid-year meeting of the American Street & Interurban Railway Associa- tion had commenced. The executive committee of the American Street & Inter- urban Railway Claim Agents' Association met on Wednesday morning. Those present were E. C. Carpenter, Anderson, Ind., chairman ; M. Spillane, Boston, Mass. ; H. K. Bennett, Fitchburg. Mass. ; H. V. Drown, Newark, N. J., and B. B. Davis, Columbus, Ohio. The principal work of the committee was to hear the report of the committee on subjects and to arrange a program for the coming year. Different claim agents have been assigned to read papers, and when they have accepted their appointments an announcement will be made. The classification committee of the American Street & In- terurban Railway Accountants' Association also held its first scheduled meeting on Wednesday. The following were pres- sent : W. F. Ham, Washington, chairman ; F. E. Smith, Chi- cago ; H. L. Wilson, Boston ; W. H. Forse, Jr., Anderson, Ind. ; W. B. Brockway, New York, N. Y. ; F. W. Sweney, special examiner, Interstate Commerce Commission, was also present. The committee began the consideration of about 100 cases involving interpretation of the standard classification of ac- counts. These questions have been raised since the publication of cases Nos. 1 to 58. All of the sessions of the midyear meeting are being held in rooms in the United Engineering Societies Building, 29 West Thirty-ninth Street, New York. A program of the entire meet- ing follows : WEDNESDAY, JAN. 26 10 a. m. Classification committee, Accountants' Association. Executive committee, Claim Agents' Association. 2:30 p. m. Classification committee, Accountants' Association. Executive committee, Claim Agents' Association. THURSDAY, JAN. 27 9:30 a. m. Executive committee, Accountants' Association. 10 a. m. Subjects committee, American Association. Public relations committee, American Association. Interstate Commerce Commission affairs committee, Ameri- can Association. Revision of associate membership committee, American As- sociation. Compensation for carrying United States mail, American Association. 198 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. Classification committee, Accountants' Association. Executive committee, Transportation & Traffic Association. City rules committee, Transportation & Traffic Association. Executive committee, Manufacturers' Association. State and sectional associations. 2 p. m. Executive committee, American Association. FRIDAY, JAN. 28 10:30 a. m. General conference, American Association. 2 130 p. m. General conference, American Association. 7 p. m. At 7 p. m. the visiting delegates will be tendered a banquet by the Manufacturers' Association at the Hotel Knickerbocker. The speakers scheduled for the banquet are : Hon. James F. Shaw, president of the association, on "The Association." Hon. John W. Griggs, of New Jersey, former Attorney-Gen- eral of the United States, on "Electric Railways and the Pub- lic." George A. Post, of New York, president Railway Business Association, on "Railways, Public Opinion and the Equipment Industries." Dr. Charles W. Colby, of Toronto, professor of history, Mc- Gill University, on "Apropos of Canada." COMMUNICATIONS ONE THOUSAND SEAT MILES AS A TRAFFIC UNIT Detroit, Mich., Jan. 8, 1910. To the Editors : I want to propose a new unit to be used in connection with street railways in place of car-miles. I will put forward for discussion the "Traffic Unit," equal to 1000 seat-miles. All who have had to do with the handling of street railways have recognized the difficulties arising from the use of the car-mile unit, which can only be useful in comparisons on one property and then becomes untrue when double-truck car-miles are compared with single-truck lines. In most cases the in- come per car-mile for those lines using double-truck cars will be high in comparison with the income of the single-truck cars, while the operating expense will be recorded as the same, although the power used cost more, and the platform expense is less. Another item counting against the power is the fact that some roads seem to take much pleasure in the use of enor- mously heavy cars, much to the detriment of the track, and adding to the cost of power. Now the use of the "Traffic Unit" 1000 seat-miles in place of a car-mile takes into account the differences in the seating capacity of cars, and it is seating, or carrying, capacity that brings in the income. Most cars have comparatively the same ratio of seating capacity to carrying capacity; therefore, it is not necessary to use other than the known unit, seating capac- ity. Someone has suggested the unit ton-mile, but this would be useful only in calculating the relative cost of power. The weight or ton-mile could be compared with the seating capacity or "Traffic Unit" to determine the ratio, from time to time, of dead weight that was being dragged about. It is when compiling statistics regarding operating income and cost that the full benefit of the use of the "Traffic Unit" is brought out. This unit would be very easily calculated on almost all roads, as schedules are more or less permanent, and the extra time taken to reduce the car-miles to seat-miles and then point off three figures, would be very small indeed. In studying the service, the "Traffic Unit" per mile of track would give the rate of car service, and in comparisons would show the growth. This can be done with the car-mile, but if car-miles with double-truck cars are counted as equivalent to the same unit with single-truck cars the comparison is mis- leading; whereas, with the new unit the use of cars with dif- ferent seating capacities would make no difference. Again the "Passengers per Traffic Unit" would show the true passenger density and after a few comparisons this would show what number gave the limit of loading cars. When it was being approached, more cars could be provided. The cost per "Traffic Unit" would take into account the dif- ference in carrying capacity of the cars, so that all lines could be compared, whether in one city or in several. The mere fact that one set of cars was heavier than another would only change the cost per "Traffic Unit." In these days when man- agers find their equipment consisting of over-heavy cars, a comparison of ton-miles per "Traffic Unit" would be useful also when studying each other's statistics. I am aware that W. B. Brockway has mentioned the seat- mile in his book on railway accounting, and doubtless others have done the same. B. J. Arnold used seating capacity in his diagrams illustrating the capacity and use of the New York Subways; and only lately Mr. Whitten, librarian of the Public Service Commission, First District, New York, in a very interesting article comparing the results of operation of the New York and Paris Subways, has used seat-miles and pas- senger-place-miles, the official loading capacity of the Paris cars and the capacity of the New York cars being based on the same official space per passenger. In no other way could Mr. Whitten have shown the results so closely and the only change that I could suggest in connection with his article would be to have divided the seat-mile by 1000, thus making direct use of the proposed "Traffic Unit." The New York Public Service Commissions of both districts evidently see the advantage of the seat-unit basis for comparisons, for in their standard classi- fication of accounts they prescribe it for all companies coming under their jurisdiction. Why not ask for "Traffic Units?" If this article will only provoke discussion I shall feel that it has fulfilled its purpose to a great extent. Horatio A. Foster. WELDING MOTOR CASES BY THERMIT Goldschmidt Thermit Company New York, Jan. 24, 1910. To the Editors : We note in your issue of Jan. 22 a paragraph on the cost of welding motor cases by the thermit process. This is exceedingly interesting, as it shows clearly the economy which may be effected in repairing broken motor cases in this manner. We are inclined to believe, however, that in the majority of cases the cost would run a little higher than your figures indicate. Our experience has shown that the majority of motor case welds require nearer 40 lb. than 30 lb. of thermit, which would make the cost of thermit alone in the neighborhood of $10 for the weld. To this amount should be added the cost of labor, molding material, depreciation on crucible and welding appliances, gasoline and compressed air for preheating, machin- ing finished weld, etc. Were these all kept track of accurately it would probably be found that $13 is too low an estimate for the complete cost of the weld. It is nevertheless a fact that even though the cost be higher than set forth in your para- graph the saving effected by using the process is very great. Goldschmidt Thermit Company, per W. R. Hulbert. Moscow, Russia, which has a population of about 1,500,000 and covers 40 sq. miles, is now equipped with a complete elec- tric railway system. The lines have been under construction for the municipality since 1902, among the contractors being the Westinghouse Electric & Manufacturing Company, Brush Electric Company, Dick, Kerr & Company, Brown, Boveri & Company, the Allgemeine Company, and Siemens & Halske. The tramways now extend over a length of 40 miles, and em- brace 300 motor-cars and 400 trailers, aside from 600 horse cars rebuilt for trailer service. The motor-cars seat 26 passengers each. The fare is 2^, 4, 5 and 7J4 cents. The fare of 2^ cents carries a passenger about \Y2 miles; 4 cents is charged for approximately 2^2 miles, and 5 to 7 cents for longer distances. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 199 WOOD PRESERVATION BY THE SUPERFICIAL METHOD Many who have heard of the superficial method of timber preservation suppose that the process means no more than a scant brush treatment. While it is true that the superficial method requires no expensive apparatus, it is essential to exercise due care, both in the selection and application of the air ' "*a Treated and Untreated Ties from Denver preservative to insure successful results. It may be of interest, therefore, to present some particulars of the results secured by several Western railway companies with the "C. A. Wood Preserver" as made by the C. A. Wood Preserver Company, Austin, Texas. Dipping the Butts of Poles This preservative is a germicide whose preservative action is due to the presence of antiseptic high-boiling (above 300 deg. C.) coal tar oils which remain in the timber while low- boiling oils would either evaporate or leach out. At 300 deg. C. it has a liquid coal tar residue of at least 92 per cent, Tie-Treating Plant in Denver according to the method of analysis used by the United States Forest Service. It is said to be absolutely free from pill oleum residue, the presence of which might mislead the chemist on account of iis influence on the specific gravity and the amount of distillate at 300 deg. C. It is possible to obtain a lower distillate than 8 per cent, but such an oil would be unfit to use for timber preservation because it would solidify on cooling or when it reached a normal temperature. One of the most important railways using C. A. Wood Preserver is the Denver City Tramway Company which has treated about 200,000 ties as well as a large number of poles. In September, 1904, the company laid its first ties treated ac- cording to this method. For purposes of experiment, it also installed a number of untreated ties under the same conditions. In 1909, specimens of both ties were removed by the manage- ment and presented to the preservative company for exhibition at the October convention of the American Street & Inter- urban Railway Association and very clearly showed the bene- ficial effect of the preservative. In treating its ties, the Denver company uses a tank about 9 ft. wide, 12 ft. long and about 4 ft. deep. The preservative is kept heated at about 200 deg. F. by a slow wood fire under the tank. Yellow pine ties are permitted to remain immersed about 10 minutes, during which period they absorb about Y$ of a gallon each. The ties are handled to and from the tank with long hooks. This tank method is the most common Treating Ties in Metal Tank method of handling pieces of timber. Poles, of course, are dipped only for a certain distance along the butt. Among other companies which have used this treatment for eight years or longer are the Dallas (Tex.) Consolidated Electric . Street Railway Company and the Austin (Tex.) Superficial Treatment Applied to Installed Pole Electric Railway Company. On both roads good results have been secured. The cost of treatment varies according to the cost of the labor in the location where the treatment is carried on. It has been found, however, that the average long-leaf yellow 200 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. pine tie can be treated for 18 cents to 20 cents a tie. In no case has the cost exceeded 20 cents when treating standard 6 in. x 8 in. x 8 ft. ties even for quantities less than 10,000. A very interesting point about this superficial treatment is that it has been found possible to arrest the decay of untreated poles which had begun to give way after several years' service. Thus in the summer of 1904, the Memphis (Tenn.) Telephone Company, finding that a number of its poles were rotting at the ground line, had the earth around the poles excavated to a depth of 18 in. and applied two coats of preservative with a brush. The manager of the telephone company is quoted as stating that this treatment would prolong the usefulness of the poles about 10 years. The preservative is manufactured in Germany and ship- ments are made direct from the principal American seaports. NEW AIR VALVES AND BELL RINGER In a description published a short time ago of the 328 cars which the Chicago Railways Company is converting to pre- payment service there was a short note in regard to the Key- stone pneumatic bell ringer, the foot valve for operating it, and the Keytone pneumatic sander with leakless hand valves. Further particulars of these devices are now available. The pneumatic bell ringer is made for attachment to either a 10-in., 12-in. or 14-in. standard gong shell, and when installed Pneumatic Gong with Treadle will not in any way affect the customary operation of the gong. It is extremely simple in construction, consisting of specially designed castings bolted together, in which a steel ball travels through a raceway impelled by air pressure. The air drives the ball forcibly through the straight portion of the raceway and causes a vacuum in the curved portion. This vacuum draws the ball back to its starting point. The movement of the ball in the raceway is continuous and can be regulated by the opera- tor so that the gong may be given only a few taps or can be Leakless Air Foot and Sander Valves operated like an alarm bell, producing a clear, loud, continuous ring. The illustration shows the gong also equipped with a foot treadle. The Keystone leakless air foot valve, also illustrated, was designed especially for the pneumatic operation of the bell ringer just described. It is placed under the platform out of the way, and is held securely in place by means of a heavy steel support, which is bolted direct to the underside of the platform. The valve is operated by a slight pressure of the foot upon an ordinary metal foot plunger, such as is used with standard foot gongs, which acts directly upon the brass plunger, the latter opening the valve. The leakless feature is accomplished by a double valve seat — one closing when the other opens on every operation, thus preventing loss of air. In the design of these valves the manufacturers faced a dilemma because if only a little packing around the stem was used there was considerable leakage of air, while the use of considerable packing required a powerful spring to reseat the valve against friction 011 the plunger stem, thus making the operation of the valve very difficult. The trouble was finally overcome by introducing an auxiliary valve on the plunger with a corresponding seat in the guide. This auxiliary valve closes when the main valve opens, thereby preventing the escape of air around the plunger. The valve can be placed wherever most convenient for the motorman. The Keystone leakless air sander valve shown in the final illustration is of the same interior construction as the foot valve already described. In the Chicago Railways cars it is placed directly to the right of the engineer's valve. The design of the valve is such that it cannot be tampered with or operated except by means of the handle supplied with it. All of these pneumatic devices are manufactured by the Electric Service Supplies Company, of Chicago, Philadelphia and New York. REDUCTION IN GENERATING EQUIPMENT MADE POSSIBLE BY GRAPHIC METER ANALYSIS OF SUB-STATION LOAD An example of the value of the graphic recording meter for analyzing power loads was recently shown in a sub-station which supplies power to the terminal yards of a large railroad system. In this instance it was found possible to reduce the capacity of the machines operating by more1 than half. The sub-station referred to contains one 37^-kw and two 25-kw motor generator sets. These supply direct current at. 250 volts to three turntables and one small crane. Each of the turn- tables is driven by a 22-hp series motor with rheostat con- troller, and is capable of turning a locomotive 180 deg. in one Graphic Recording Meter minute. The crane is about 5 tons capacity, and subject to very intermittent service, so that its operation has little effect on the total station load. The turntables are held ready for service at all times. A locomotive to be turned goes to the nearest unoccupied table, and in this way it rarely happens that two turntables are started at once, although two or three may be in operation at the same time. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 201 Before the study of the actual load conditions had been begun, it was customary to operate all three motor-generator sets during the rush hours. At these times the violent oscilla- tion of the needles of indicating meters on the generating panels, striking against the stops, seemed to indicate that more generating capacity was needed. To determine this latter ques- tion definitely, a Westinghouse graphic recording meter was obtained and inserted in the main feeder. The tests covered a week's careful study, during which time the load on the station was continuously recorded. A rush-hour record shows that the average peak encountered during the starting of a turntable is 120 amp. This drops to a value of from 50 amp to 70 amp during operation, after the table has been accelerated. The maximum peak noted was about 180 amp at the time of starting two turntables simultaneously. As the full load cur- rent of the 37^-kw motor generator set alone is 150 amp, it is clear that the existing station capacity is ample to handle the present service besides a large future increase. Since the tests it has been found necessary to operate only the one largest unit, and the former practice of running all three sets has accordingly been discontinued. The result has been improved operating economy, efficiency and load factor. This example is an instance where, in spite of a suspected insufficient station capacity, it was demonstrated that less than half the equipment already installed was needed for the exist- ing demand. The graphic indicating meter is equally im- partial in showing up overloaded apparatus, and often performs valuable service in indicating unsuspected load conditions which give rise to excessive heating and impaired regulation and effi- ciency, the cause of which cannot otherwise be traced. COMPOSITE BRASS FOR JOURNAL BEARINGS J. Frank Lanning & Company, Pittsburgh, Pa., have brought out for electric railway journal bearings what they term the "Howard" composite brass. It is asserted that the arrange- ment of the special babbitt and special brass in alternate rows makes a hot box practically impossible. Even if no oil reaches the journal, there would be no damage because the babbitt will run out. If oil or grease is put into the box, the slots worn in the bearing become lubrication cups and thereby permit opera- tion to be continued. The fact that oil ways are formed throughout the lining insures a thorough distribution of the lubricants over the entire face of the journal. The manu- Composite Journal Bearing After- a Run of 124,000 Miles facturer states that this composite brass never touches sand in its making, so that there is no possibility of a hot box from this source. The accompanying cut shows a journal composite bearing which is reported to have made 124,000 miles on a Peckham No. 14 B-6 double truck carrying a 20-ton, 44-passenger car of the Northampton Traction Company, F.aslon, Pa. The journal was cut from y/2 in. to 2 15-16-in. ; the bearing surface on the front end was 1 in. and on the back end 4% in., leaving 2J4 in. without any bearing surface. Among the companies using this composite brass are the Lehigh Valley Transit Company, Allentown, Pa.; the Central Pennsylvania Traction Company, Harrisburg, Pa. ; Interstate Railways, Philadelphia, Pa., and the Houston (Tex.) Electric Company. WOOD PRESERVATION An account of the early sessions of the annual meeting of the Wood Preservers' Association, held at the Auditorium Hotel, Chicago, on Jan. 18, 19 and 20, was published last week. In relation to the treatment of timbers with crude petroleum, C. Marshall Taylor reported that two railroads, the National Lines of Mexico and the Santa Fe, have undertaken the use of this method. This kind of treatment is radically different from all others. Heretofore it has been considered essential to have in the preservative medium an element that was either germicidal or antiseptic in its nature, but the crude oil treat- ment depends upon an entirely new conception of preservation and that is the elimination of air and moisture, proceeding on the theory that in order that fungi may thrive there must be present three essential conditions, moisture, air or oxygen and the proper temperature. Timbers treated with crude oil have been used in an experimental railroad track near Pelican, Tex., for over three years, and some ties taken out of that track recently for examination were found to be entirely free from all indications of decay. As yet pine has been the principal wood used in the experiments, and there is apparently no diffi- culty in impregnating thoroughly all the sap wood of the differ- ent species of pine. The success of the treatment depends upon the thorough impregnation of the sap wood with all the oil that it is possible to force into it. R. L. Allardyce had a paper relating to the amounts of va- rious antiseptics required per cubic foot to obtain good results. In the creosoting process the speaker recommended a treat- ment of from 12 to 15 lb. to the cubic foot for telegraph and telephone poles. For ties he advocated a 10-lb. treatment, un- less protected by tie plates. Then a heavier treatment was ad- visable. In the zinc and oil method he suggested a solution of zinc chloride, using about a half-pound of dry salts to the cubic foot, making practically a 4 per cent solution; then an injection of from 3 to 4 lb. of oil. For the straight zinc or burnettizing process, the same amount of dry salts to the cubic foot is suggested, but in the ratio of a half-pound of dry salts to 15 lb. of water, making practically a 15-lb. treatment to the cubic foot. "Inflammability of Treated Timber" was the subject of H. M. Rollins. He confined himself to two processes, burnettizing and creosoting. The former is a treatment with zinc chloride, and the presence of this preservative in the timber not only does not increase its inflammability, but, on the other hand, to a great extent fireproofs it ; any attempt to burn timber treated with a solution of zinc chloride will demonstrate that it is less inflammable than a similar piece untreated. In rela- tion to creosoting or treating timber with the dead oil of coal tar, there has been considerable prejudice, due to the impres- sion that the timber so treated is very inflammable, but Mr. Rollins is quite clear that creosoted material becomes, after a short time, less inflammable than similar wood untreated. Tim- ber freshly treated with creosote is more inflammable than untreated material, but its degree of inflammability decreases gradually as it grows older, until after a certain length of time, which is variable, it is no more inflammable than untreated material; from that time on it becomes less inflammable than untreated material, and finally reaches a point where a great deal of heat is necessary to ignite it. This is due to the gradual vaporization of the inflammable constituents of the oil. The speaker gave the result of a test on an electric light pole which had been treated with 11 lb. of oil per cubic foot four years before the test. It was compared with an untreated pole of slightly larger diameter than the one treated. Fires were kindled around the bases of two poles in exactly the same manner. The two poles ignited about (lie same time, and in a few minutes were blazing freely for about 5 ft. above the ground. After the poles were burning the coals around the bottoms were removed and the poles allowed to continue to burn. The creosoted pole continued to burn for about 10 min- utes, when the fire ceased, and the only damage was a surface charring about % ul- deep, reaching as high as the fire on the 202 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. ground from the pile of kindling reached. Above that point as high as the flames reached the pitch-like coating was burned until it had the appearance of lampblack. The untreated pole continued to burn at a point near the ground, and fell after burning for 2J/2 hours, burned completely in two. This test seems to demonstrate that it would be impossible to burn a well-seasoned, creosoted pole with a grass fire, as sometimes happens with untreated poles. The officers of the association were elected as follows: Pres- ident, Walter Buehler, St. Louis ; first vice-president, C. W. Berry, Laramie, Wyo. ; second vice-president, David Allerton, Madison, 111. ; third vice-president, C. E. Chanute, Chicago ; secretary and treasurer, F. J. Angier, Galesburg, 111. Chicago was selected as the place of the next annual meeting. GASOLINE-ELECTRIC CARS FOR SOUTHERN RAILWAY The accompanying cut shows the plan and elevation of the gas-electric motor cars recently purchased by the Southern Railway Company from the General Electric Company, and now under construction. These cars have been designed with special reference to traffic conditions in the South. The car is divided by a center entrance. The seating capacity forward of this entrance is 14 and to the rear is 38, making a total seat- ing capacity of 52 passengers. A rear entrance is also pro- vided, thus completely dividing the forward and rear passen- ger compartments. The car body is 55 ft. long over bumpers, and of this space the engine compartment will take up 10 ft. 9 in., leaving the cession through a distributing valve. The compressed air is furnished from a pump direct-driven by the main crankshaft. A small auxiliary gas engine will drive an auxiliary pump to supply compressed air to the main reservoirs when necessary. This gas engine is also direct-connected to a car-lighting gen- erator. A radiator is placed on the roof of the car to pro- vide means for cooling the engine on the thermo-siphon prin- ciple. During the cold weather hot water from the engine circulating system will be by-passed through the passenger com- partments. Combined straight and automatic brakes will be used besides an auxiliary ratchet and hand brake. As there is no mechanical transmission between the engine and the axle, the speed of the engine is not a function of the speed of the car ; consequently the gas engine may be operated to give its maximum output irrespective of the speed of the car, a characteristic of great value in emergency or heavy work. NEW TELEPHONE SYSTEM FOR CHICAGO & MILWAUKEE ELECTRIC RAILROAD Gasoline-Electric Car for the Southern Railway balance for passengers and platforms. The car will be con- structed of steel framing and sheathed with steel plates. The interior trim will be of mahogany. The truck under the en- gine compartment will have a wheelbase of 6 ft. 6 in. and will be equipped with M.C.B. 33-in steel wheels. On each axle of this truck will be mounted a 100-hp, 600-volt box- frame, commutating pole, railway motor, type GE-205, thus giving the car a motor capacity of 200 hp. There will be in the engine compartment a direct-driven gas- engine generator set, the engine being of the eight-cylinder "V" type, with each cylinder 8 in. diameter by 8-in. stroke. An eight-pole, 600-volt interpole generator will be direct- coupled to this engine. This set will be mounted on a cast-iron base, and all parts will be above the floor line and readily accessible. Current from the generator will be supplied to the motors through a controller, the function of which is to place the motors progressively in series and parallel, and to vary the resistance in the shunt field of the generator by numerous steps, thereby varying the impressed voltage on the motors. The engine ignition is furnished by a low-tension magneto and magnetic spark plugs. The carburetter is of the overflow type and hot-water jacketed. Compressed air is used for starting the engine by being supplied to the several cylinders in suc- The Chicago & Milwaukee Electric Railroad Company is con- structing a new telephone system for handling its train dispatch- ing and company business. Formerly the Bell telephone lines were principally used for this service. Now a 20-drop switch- board will be installed in the office of the superintendent at Highwood and will be in charge of a train dispatcher. About 500 miles of wire, the larger part of which is No. 10 B. & S. gage bare copper, are being strung for the telephone circuits. From Highwood the cir- cuits will extend north and south, connecting Evanston and Milwau- kee, and west on the Lib- ertyville division. A run- ning form of transposi- tion is used. Transposi- tions are spaced every 500 ft. About 50 telephone instruments will be in- stalled at once. Five-bar generators will be used in the instruments on the line for calling the dis- patchers, who will work in three tricks of eight hours each and will use a head- piece so that they can lis- ten in on the line at all times. A standard dyna- nstalled to furnish ringing cur- A motor ringing outfit will be rent for the dispatcher to use in calling outlying stations simplified ringing code is to be adopted. The new lines are being installed in duplicate on all branches, and each telephone will be arranged so that it may be connected to either line. It is expected that the whole system will be in operation about March 1. According to statistics on collisions with other vehicles, as furnished to the Vereins Deutscher Strassenbahn und Klein- bahn-Verwaltungen (German Street & Interurban Railway As- sociation) by 145 companies, there was one collision for every 24,040 car-km (14,905 car-miles) operated in 1907. In 62.5 per cent of all cases it was admitted or proved in court that the drivers of the foreign vehicle were at fault, and in only 9.4 per cent of all cases that the motorman was to blame. It is interesting to note that in 1900 the motormen were responsible in fully 15.3 per cent of all cases. The American Consul-General at Hamburg, Germany, reports that the use of steel ties is increasing rapidly. In 1888 Germany used 123,600 tons of metal for ties, but in 1907 it used 494.50O tons for this purpose. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 203 News of Electric Railways Resolution Passed Continuing Committee of Fifty in Detroit At the meeting of the City Council of Detroit, Mich., on Jan. 18, 1910, the following resolution, drawn by Mayor Breitmeyer, asking that the Committee of Fifty reconvene to consider the reports of the sub-committees, now in the hands of the Council, and make recommendations there- from, was passed: "Resolved, That the Committee of Fifty appointed by his honor the Mayor to investigate the street railway question be and is hereby requested to continue its organization and hold itself in readiness to take up for consideration any part of its report which may be disputed by the Detroit United Railway, afford the said company hearings thereon, take such evidence as may be offered on the matters under dispute and report its findings and opinions to the Common Council; and be it further "Resolved, That the committee be and is hereby requested to adopt its report and make a recommendation." An ordinance introduced by Alderman Koenig, as drafted by Corporation Counsel Hally, provides for a 3-minute serv- ice on the lines of the Citizens' Railway between 6:30 a. m. and 8 p. m., with the exception of 6:30 a. m. to 8 a. m. and 5 p. m. to 6:30 p. m., when it is stipulated that a i-minute service shall be maintained south of the Warren Avenue intersection on the west and Forest Avenue on the east side. On Saturdays a 3-minute service only is outlined between 5 p. m. and 6:30 p. m. and on Sundays and holidays the company is expected to maintain sufficient cars to handle traffic expeditiously. Between 6.30 p. m. and midnight each day a 5-minute service is stipulated. The ordinance has- passed second reading. A resolution providing that a public meeting be called by the committee on franchises to consider the terms of the Codd-Hutchins settlement, which was originally drawn in 1905 and which J. C. Hutchins, president of the Detroit United Railway, says can not now be accepted, as referred to in the Electric Railway Journal of Jan. 22, 1910, page 161, was passed by the Council. A resolution was also introduced that all matters touching the street railways settlement be taken from the joint committee on ways and means and franchises which now has them in hand and referred to the Council as a whole. This resolution was laid on the table without discussion. Newton D. Baker, city solicitor of Cleveland under Mayor Johnson, has replied as follows to an inquiry from the Committee of Fifty of Detroit regarding the question of computing unexpired franchises as part of the capitaliza- tion on which a return must be allowed: "It seems to me that the question whether or not fran- chise values are to be included in the amount of investment upon which the Detroit United Railway should be allowed 6 per cent return is comparatively simple. "To the extent that the company now has unexpired fran- chises at a rate of fare higher than would be necessary to pay operating expenses and interest, the privilege thus granted to the company is not only a valuable privilege, but one which must be assumed to have been granted in compensation for some burden assumed by the company. The paving obligations, for instance, which the company assumed called for an extensive capital expenditure which must be amortized at the end of the grant. "Now the amortization fund must come from the net earnings above operating expenses, taxes and interest, and therefore from franchise value. Development expenses, the costs of experimentation, contingencies jn construction, casualties, financing and such other general charges as must be met by a company constructing ,1 property do not be- come a part of the permanent value of the property, but rather are in the nature of initial expense. They, too, for the most part, if not entirely, should lie amortized at the end of the grant. So that the franchise value granted by a city must in theory be deemed the fund provided by the city for the amortization of these charges. If this view is sound it follows, quite naturally, that whatever unexpired franchise value the company now has should be allowed to it in undertaking to estimate the present value of its prop- erty. "As I have said, this is, confessedly, a moderate view, and does not state the public side as strongly as it is possible to state; for if the public preferred to wait until the expiration of a grant it would no doubt be able to force a settlement upon a basis that would not recognize the assembled value of the property, but would be just enough above its scrap value to dissuade the company from scrapping its plant. I incline to a liberal policy, recognizing the public need of continued service, and in a sense forgetting and forgiving past misconduct on the part of such companies, so that the new start can be made with a general good feeling and an assurance on the part of the public that they have been more than just to the company." Cleveland Traction Situation With the approval of Judge R. W. Tayler, Warren Bick- nell, receiver of the Municipal Traction Company, has decided to request authority from the City Council to con- tinue to operate all the lines on which franchises expired on Jan. 26, 1910, at a 3-cent fare, under the conditions in force on lines of the Forest City Railway, which include the payment by passengers of 1 cent for a transfer, which sum is rebated when the transfer is taken up by the con- ductor. Judge Tayler deemed this the wisest course pend- ing the vote on the general franchise on Feb. 17, 1910. The St. Clair Avenue, Superior Avenue, Payne Avenue, Scovil Avenue and Clark Avenue and the 105th Street, West Twenty-fifth Street and Ontario Street lines are affected. The franchise will become operative 10 days after the elec- tion if it is approved. If the ordinance is defeated another franchise will have to be drawn. The operation of cars in Cleveland was seriously inter- fered with on Jan. 21 and Jan. 22 by a snowstorm which was accompanied by a high wind. It is said that as many as 14 cars were derailed at one time. The company em- ployed all the men it could secure to clean the tracks, but on Jan. 23 was compelled to abandon service temporarily on the St. Clair Avenue line and on one or two others. One of the features of the work of keeping the lines open on Jan. 23 was the use of large automobiles for towing stalled cars out of drifts. Several automobiles equipped with ropes were kept in readiness, and on receiving calls would go to aid the stalled cars. It is said that they failed in only a few instances to move the cars. The City Council at its meeting on Jan. 17, 1910. repealed the grants made to the Cleveland Underground Rapid Tran- sit Company by the Johnson administration. W. R. Hop- kins, of the company, said that the action was illegal because the company had accepted the grants. Neither of the grants has ever been completed, however. On one the count of the referendum vote was stopped by injunction and the same action was taken when the second grant, prac- tically a duplicate of the first, was advertised. In order to test the matter, it is probable that petitions will be circu- lated for a referendum vote on the second grant, which now stands repealed. Should the grant be defeated, the matter would be settled. The Council repealed the grant on the ground that a better offer may be secured than the company made, and because the grants would prevent any other company from building a subway, even il the Cleve- land Underground Rapid Transit Company does not make use of its grants. Transit Affairs in New York The contract under which the platforms of the subway are to lie lengthened has been placed before the corpora- tion counsel by the Public Service Commission, Frank Iledley, general manager of the [nterborough Rapid Tran- sit Company, says that as soon as the contract is signed work will be started. It is estimated that the work will take one year to complete. It will increase the passenger 204 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. capacity of the subway by one-fourth. The lengthened platforms will accommodate 10-car express trains instead of 8-car trains, and the local platforms 8-car trains instead of 5-car trains as at present. Mayor Gaynor has approved the resolution of the Board of Estimate and Apportionment fixing Feb. 4, 1910, as the date for a public hearing on the petition of the Manhattan Bridge Three-Cent Line for a franchise. New subways built with money derived wholly or in part from assessments on property benefited by additional trans- portation facilities as a possible alternative to taking the funds from the city treasury were suggested by George McAneny, president of the Borough of Manhattan, in an address on Jan. 10, 1910. Mr. McAneny said: "The city has reached a point where we find a stone wall ahead of us in the new constitutional debt limit. Many betterments needed have been proposed, but at an expense of millions of dollars, which the city has not in hand and cannot borrow. We cannot produce ideal conditions. I ask tolerance in viewing what we are about to try to accomplish." The Public Service Commission has sent to the Tax De- partment a statement showing that the present subway, with its extensions to Brooklyn and Van Cortlandt Park, had cost up to Dec. 31, 1909, $52,254,468. In addition, the Manhattan portion of the so-called Brooklyn loop lines, connecting the three downtown bridges, cost up to date $6,931,954, making a total for all subways thus far con- structed of $59,206,423. It was announced recently that the Public Service Com- mission had communicated with the city authorities, asking for definite information regarding the city's rights in those streets in which it is proposed to construct sub- ways. Under a recent decision of the Court of Appeals the city apparently does not own the fee in many Brooklyn streets and will have to pay damages to property owners for the easements taken in subway building. Work is to be begun at once by the Tide Water Building Company on the Fifth section of the Fourth Avenue subway. Southern Pacific Railroad Electrification The Southern Pacific Railroad has announced that it is proposed to operate cars by electricity between San Jose, Meridian Corners, Monte Vista, Los Altos, Mayfield and Palo Alto. The line from Mayfield to Los Gatos will be affected, as steam trains will hereafter use only the east track of the double-track line between Mayfield and Con- gress Junction, the west track being turned over to the Peninsula Railways, which is now equipping the line for operation by electricity to Monte Vista, where the tracks connect with those of the Cupertino line to San Jose. Five multiple-unit cars for the new service have already been received from the St. Louis Car Company. The construc- tion of the substation and power house at Los Altos and the installation of the machinery remain to be completed. J. Kruttschnitt, vice-president and director of maintenance and operation of the Southern Pacific Railroad, who in Au- gust, 1907, announced the appointment of Frank J. Sprague and Allen H. Babcock, electrical engineer of the company, to study the question of electrifying the Sacramento division of the Southern Pacific Railroad from Rocklin to Sparks, a distance of 83 miles, is quoted by the Wall Street Journal as follows: "Eastern critics may be inclined to the opinion that we are dallying with this matter. We have found that it pays well to make haste slowly with regard to innovations. No road other than the Great Northern has done much with electrification as a solution of the mountain problem. The Great Northern Railroad's only important piece of electrification so far is through the 14,000-ft. Cascade tunnel, 100 miles east of Seattle, where the grade is only 1.7 per cent. Over the Sierras the Central Pacific Rail- road must conquer a grade of 7000 ft. either way in a total distance of 110 miles, or a grade of almost 2.5 per cent. Electrification for mountain traffic does not carry the same appeal that it did two years ago. Oil-burning locomotives are solving the problem very satisfactorily. So well pleased were we with the behavior of the two compound consoli- dation Mallets mentioned in the last annual report of the Southern Pacific Railroad that we ordered 16 more, the last of which are being delivered. Each of these locomotives, having in excess of 3000 hp, hauls as great a load as two of former types, burns 10 per cent less fuel and consumes 50 per cent less water." Pacific Claim Agents' Association. — The meeting of the Pacific Claim Agents' Association has been postponed to May 20 and 21, 1910, at San Francisco, Cal. London & Port Stanley Railway to Consider Electrifica- tion.— The directors of the London & Port Stanley Rail- way, London, Ont, Can., have decided to appoint a com- mittee to report on the advisability of electrifying the line as a means of competing with the Southwestern Traction Company, which operates from London to St. Thomas and Port Stanley, a distance of 30 miles. Public Utilities Tribunal Recommended for San Francisco. — The committee appointed by Mayor Taylor of San Fran- cisco in October, 1908, "to investigate and report on the causes, of municipal corruption in San Francisco, as dis- closed by the investigation of the Oliver Grand Jury, and the prosecution of certain persons for bribery and other offenses against the State," has reported in favor of a judi- cial tribunal for the determination of charges for public utilities. Railroads Object to Excessive Proportionate Cost of Grade Elimination in Wilkes-Barre. — The four steam roads entering Wilkes-Barre, Pa., and the Wilkes-Barre & Wyom- ing Valley Traction Company, Wilkes-Barre & Hazleton Railway and the Lackawanna & Wyoming Valley Traction Company have informed the city of Wilkes-Barre that they cannot agree to the city's proposition that they bear 85 per cent of the estimated cost of $7,000,000 for eliminating all grade crossings within the city limits. They contend that the city should bear more than 15 per cent of this cost. Employees' Entertainment in Brooklyn. — The annual entertainment of the Brooklyn Rapid Transit Employees' Benefit Association was held in the main building of the association on Jamaica Avenue, Brooklyn, N. Y., from Jan. 17 to Jan. 22, 1910, inclusive, in the afternoons and evenings. The program of events included selections by the band com- posed of the employees of the company and a vaudeville bill of 14 numbers which embraced songs, comedy sketches and acrobatic feats. As usual, the time for the attendance of the employees of the different divisions of the company was designated in advance and tickets to the entertainment, which included transportation to and from the club rooms, were distributed by the heads of the departments to the employees and their families. George W. Edwards, secre- tary of the association, reports that approximately 10,000 people attended the 12 performances, and that at each per- formance officers from the various departments of. the company were present. A feature of the program, which elicited many favorable comments, was the excellent per- formance of the band composed of the employees. Resignation of Bernard Corrigan. — In an editorial in the Kansas City Journal recently, the following tribute was paid to Bernard Corrigan, whose resignation as president of the Kansas City Railway & Light Company, Kansas City, Mo., was announced in the Electric Railway Journal of Jan. 22, 1910: "The retirement of Bernard Corrigan from the presi- dency of the Metropolitan Street Railway is an announce- ment that will cause universal regret in Kansas City. Al- ways active in all of the city's affairs, Mr. Corrigan has been one of the most pronounced factors in the city's develop- ment. During all the years of his life here his personal and business reputation has been irreproachable. Even those who held interests antagonistic to him acknowledged Mr. Corrigan's fairness and justice in all things. His loyalty to the city has been demonstrated in a hundred ways. Mr. Corrigan retires to devote more time to his private in- terests and the estate of his brother. The people of Kansas City, without regard of politics, race or color, will unite in wishing him many years of well-earned ease in the full knowledge that he occupies a high eminence in the respect, the confidence and the affection of his fellow citizens." LEGISLATION AFFECTING ELECTRIC RAILWAYS Massachusetts. — A bill has been introduced in the House to provide for half fares on street and elevated railways to pupils of normal schools and business colleges. A bill in- troduced by Mr. Henebery, of Worcester, foreshadows a struggle between municipalities and electric railways in con- January 29, 1910.] ELECTRIC RAILWAY JOURNAL. nection with the granting of franchises to allow street rail- ways to carry freight. Under the existing law all electric railway freight and express franchises are of an unlimited character, and in a recent appeal before the Railroad Com- mission in connection with a franchise desired by the Old Colony Street Railway in Weymouth, the commission ex- pressed doubt about its authority to approve the grant of a limited franchise as desired by the Selectmen. The com- panies do not feel like making the investment necessitated to establish an express service unless some assurance can be had of permanency. A bill to allow the New York, New Haven & Hartford Railroad to acquire the Berkshire Street Railway brings up again the questions of steam railroad control of electric railways. The measure also permits the New York, New Haven & Hartford Railroad to acquire or construct electric railways west of the Con- necticut River in Massachusetts. If authority is granted the New York, New Haven & Hartford Railroad to acquire the Berkshire Street Railway, the stockholders of the Berk- shire Street Railway who desire to sell their holdings are to be granted the right to ask the commission to appraise their holdings, and the New York, New Haven & Hartford Railroad is to be required to purchase the stock at the valuation fixed by the commission. The New York, New Haven & Hartford Railroad is pledged to expend $2,000,000 in constructing new lines and extending those already op- erated by the Berkshire Street Railway, subject to the approval of the commission. In 1909 the question of the control of the Berkshire Street Railway by the New York, New Haven & Hartford Railroad was referred to the 1910 session, in order to avoid complicating the problem of the merger of the Boston & Maine Railroad and the New York, New Haven & Hartford Railroad in the Boston Railroad Holding Company. This merger has since been accom- plished. Former Representative Kiley has filed a bill to abolish the present Boston Transit Commission, Massachu- setts Railroad Commission and Massachusetts Gas & Elec- tric Light Commission, and create two public service commissions, one to include Boston and the metropolitan district, and the other the balance of the State. The salary of each commissioner would be $8,000. Bills have been in- troduced on behalf of the Selectmen of Hyde Park and Dedham to authorize the granting of locations to the Bos- ton Elevated Railway in these towns, and to lease to the Boston Elevated Railway or the West End Street Railway the lines of the Old Colony Street Railway within these municipalities; to permit the Springfield Street Railway to purchase the Suffield Street Railway; to authorize steam railroads to electrify their systems within the Boston met- ropolitan district. Ohio. — The public utilities bill prepared by Representa- tive Frank W. Woods for introduction in the House on Jan. 24, 1910, provides for a commission of three members at a salary of $5,000 per year each, only two of which may belong to the same political party. The appointments to the commission are to be made by the Governor and are to be confirmed by the Senate. This body will be known as the Public Utility Commission of Ohio. It will have jurisdiction over steam and electric railroads, express, tele- graph, telephone, sleeping car, freight line, electric light, gas, natural gas, pipe line, waterworks, messenger signal, union depot, water transportation, heating and cooling com- panies, but it cannot take away from a municipality any of the franchise rights or powers with which a city is vested by other laws. The commission is given authority to decide the question of the reasonableness of charges for service furnished by companies under the jurisdiction of the commission. All public utilities are required to file with the commission a complete schedule of its charges for service, but the right is reserved to the companies to ap- peal to the Common Pleas Court from the finding of the commission within 30 days after an order has been issued by the commission. The burden of proof rests with the plaintiff in all actions of this kind. Special rates, rebates and the issuance of passes are prohibited. All public utili- ties are required to report to the commission, and the com- mission is authorized to appraise the properties of the com- panies. The stock of all public utility companies are to be sold at par and bonds arc not to be sold for less than 75 per cent of their face value. 205 Financial and Corporate New York Stock and Money Market January 25, 1910. Since the collapse of the Columbus & Hocking pool stocks have been weak and lower, although the trading has been active. To-day the market declined from 1 to 5 points, due primarily to alarm over the threats of corporate prose- cutions and restrictive legislation. The traction stocks have shared in the general depression. Interborough-Metro- politan, in very active trading, has sold off several points, while Brooklyn Rapid Transit and Third Avenue are both much lower. The money market continues to be fairly easy, with rates surprisingly low for the market condition. Quotations to- day were: Call, 3 to 3^ per cent; 90 days, 334 to 4 per cent. Other Markets In rather active trading in Philadelphia the shares of the Electric Storage Battery Company declined from 62 to 56 and closed to-day at S73A- Tractions have been dull with insignificant price changes. In the Chicago market, tractions have been almost en- tirely out of the trading. Series 1 and 2 of the Chicago Railways Company, which were active a1 fortnight ago, share in this stagnation. In the Boston market, Massachusetts Electric continues to be active, but prices are practically unchanged. Boston Elevated and Boston Suburban have both been in the mar- ket in a small way. There is no trading in traction securities in Baltimore, except in the bonds of the United Railways which are active, although there is no material change in prices. Quotations of various traction securities as compared with last week follow: Jan. 18. Jan. 25. American Railways Company 349 347% Aurora, Elgin & Chicago Railroad (common) a(>2 *62 Aurora, Elgin & Chicago Railroad (preferred) 3.9$ *93 Boston Elevated Railway 133^2 132H Boston & Suburban Electric Companies ai6 *i6 Boston & Suburban Electric Companies (preferred) 876 *j€> Boston & Worcester Electric Companies (common) 3i\l/2 an Boston & Worcester Electric Companies (preferred) 46 45 Brooklyn Rapid Transit Company 753A 7lVi Brooklyn Rapid Transit Company, ist pref., conv. 4s 84^ 83 Capital Traction Company, Washington 134 ai35 Chicago City Railway 185 185 Chicago & Oak Park Elevated Railroad (common) *2 *2 Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 *io8 ai05 Chicago Railways, ptcptg., ctf. 2 31 a30 Chicago Railways, ptcptg., ctf. 3 , *ij ai7 Chicago Railways, ptcptg., ctf. 4s *9*A *9JA Cleveland Railways *9i*A *9IVz Consolidated Traction of New Jersey *77 a77 Consolidated Traction of New Jersey, 5 per cent bonds. .. .*io6 aio6 Detroit United Railway *6t, *6i General Electric Company 15454 I5°A Georgia Railway & Electric Company (common) ziosA '°5!4 Georgia Railway & Electric Company (preferred) a88 a88 Interborough-Metropolitan Company (common) 23 y2 20 A Interborough-Metropolitan Company (preferred) 60% 55 Interborough-Metropolitan Company (4j^s) 82^ SoA Kansas City Railway & Light Company (common) *$6 Kansas City Railway & Light Company (preferred) ~*7oA *7oA Manhattan Railway 137K 136-34 Massachusetts Electric Companies (common) 3i8l/2 ai8 Massachusetts Electric Companies (preferred) 80 a8i Metropolitan West Side, Chicago (common) *I7?4 317 Metropolitan West Side, Chicago (preferred) 53 a54 Metropolitan Street Railway 21 *2i Milwaukee Electric Railway & Light (preferred) *iio *no North American Company 79A 76'A Northwestern Elevated Railroad (common) *i7A ai8 Northwestern Elevated Railroad (preferred) '70 a68 Philadelphia Company, Pittsburg (common) a$i 350^/2 Philadelphia Company, Pitsburg (preferred) 345 */2 3,45'A Philadelphia Rapid Transit Company 32s A 32e,A Philadelphia Traction Company 388^2 a88 Public Service Corporstion, 5 per cent col. notes "iooMi *ioo% Public Service Corporation, ctfs 310654 a 106 Seattle Electric Company (common) a 1 1 5 " t j 5 Seattle Electric Company (preferred) 3104^2 '104^2 South Side Elevstcd Railroad (Chicago) "55 a54 Third Avenue Railroad, New York i6TA 1sA^ Toledo Rsilw3ys & Light Company 11 Twin City Rapid Transit, Minneapolis (common) i'3!4 111 Union Traction Company, Philadelphia 351 5oJ4 United Rys. & Electric Company, Baltimore 314 ai3j4 United Rys. Inv. Co. (common) , 397A 333 XTnited Rys. Inv. Co. (preferred) *7l7A 356^ Washington Ry. & Electric Company (common) 342V4 340 Washington Ry. & Electric Company (preferred).. aoo^ a88-5^ West End Street Railway, Boston (common) 394A a9S West End Street Railway, Boston (preferred) "lofi *io6 YVcstinghousc Elcc. Jv Mfg. Company 73Y4 71 Wcstingliousc Elec. & Mfg. Company (ist pref.) "130 120 a Asked. " Last S.-ile. 206 Report of Interborough-Metropolitan Company A statement of the earnings of the Interborough-Metro- politan Company, New York, N. Y., for the calendar year ending Dec. 31, 1909, was presented to the stockholders of the company at the annual meeting on Jan. 18, 1910. The surplus balance of income account on Dec. 31, 1908, as given in the report, was $767,943. The total receipts for the year ending Dec. 31, 1909, were $4,110,524 and the total dis- bursements were $3,372,216, leaving a surplus income of $738,308. The assets as given in the balance sheet as of Dec. 31, 1909, were $211,102,105, and the liabilities $211,102,105. The report as presented to the stockholders follows: RECEIPTS. Dividend of^ 2 54 per cent on 339,128 shares of Interborough Rapid Transit Company capital stock — For the quarter ended March 31, 1909 $763,038 For the quarter ended Tune 30, 1909 763,038 For the quarter ended Sept. 30, 1909 763,038 For the quarter ended Dec. 31, 1909 763,038 $3,052,152 Interest on bank balances, loans, etc 290,429 $3,342,581 Surplus balance of income account, Dec. 31, 1908 "67,943 Total $4,110,524 DISBURSEMENTS. Interest on $67,825,000 Inter-Met. \Y2 per cent collateral trust bonds for 9 months ended Sept. 30, 1909 $2,289,094 Accrued interest thereon for 3 months from Oct. 1 to Dec. 31, 1909 763,031 ■ $3,052,125 Administration and general expense account $215,839 Taxes 104,252 320,091 $3,372,216 Surplus income $738,308 The general balance sheet of the company as of Dec. 31, 1909, follows: ASSETS. Interborough Rapid Transit Company capital stock, at cost in securities of this company $104,563,042 Metropolitan Street Railway capital stock, at cost in securi- ties of this company 68,684,455 Metropolitan Securities Company capital stock, at cost in se- curities of this company 28,329,695 Metropolitan Securities Company, loans secured by three- year 5 per cent improvement notes and stocks and bonds of subsidiary companies as collateral 8,281,204 Office furniture and fixtures 6,902 Engineering, in suspense (additional subways) 100,152 Metropolitan Securities Company stock, full paid 36,773 Cash' and accounts receivable 1,099,882 Total $211,102,105 LIABILITIES. Capital stock — common $100,000,000 Reserved against outstanding stocks not acquired. 6,737,808 $93,262,192 Capital stock — preferred $55,000,000 Reserved against outstanding stocks not acquired. 9,260,000 45,740,000 Collateral trust 454 per cent bonds $70,000,000 Reserved against outstanding stock not acquired. 2,175,000 67,825,000 Notes payable 2,749,400 Accrued interest for three months to Jan. 1, 1910, on In- terborough-Metropolitan 4J4 per cent bonds (covered by dividend of Interborough Rapid Transit Company, paid Dec. 31, 1909) 763,031 Accounts payable 24,174 Income Account, surplus 738,308 Total '. $211,102,105 In presenting the report to the stockholders, Theodore P. Shonts, president of the company, said: "As an evidence of the rapid growth in value of your equity in the property of the Interborough Rapid Transit Company, represented by the surplus earnings of that com- pany, your attention is called to the following results from operations for the last fiscal and calendar years. "The surplus earnings of the Interborough Rapid Transit Company, after the payment of the regular 9 per cent divi- dend, for the fiscal year ended June 30, 1909, were $1,439.- 823, an increase over the previous fiscal year of $889,163. For the calendar year ended Dec: 31, 1909 the surplus earn- ings were $2,630,641. an increase over the previous calendar year of $2,092,194, which is being more than maintained. "The Metropolitan Street Railway System is still being operated by the receivers. "The administration expenses of your company for the year ended Dec. 31, 1908, were $190,641.48, and for the year ended Dec. 31, 1909, $104,803.08, a reduction of $85,838.40." [Vol. XXXV. No. 5. American Railways, Philadelphia, Pa. — R. D. Apperson, president and general manager of the Lynchburg Traction & Light Company, Lynchburg, Va., and president of the Roanoke Railway & Electric Company, Roanoke, Va., has been elected a director of the American Railways to fill a vacancy. The purchase of a controlling interest in the Lynchburg Traction & Light Company and the Roanoke Railway & Electric Company by the American Railways was noted in the Electric Railway Journal of Jan. 15, 1910, page 126. Burlington County Railway, Mt. Holly, N. J. — Suit was filed in the Chancery Court at Trenton, N. J., on Jan. 19, 1910, by the Mt. Holly Safe Deposit & Trust Company to foreclose the first mortgage of the Burlington County Railway dated 1904. The complaint states that holders of $260,500 of first mortgage bonds of 1904 have deposited them with the Burlington County Safe Deposit & Trust Company under a bondholders' agreement and have created 1. Snowden Haines, Burlington; S. A. Atkinson, Mount Holly, and William A. Stokes a committee to take steps to protect the interests of the bondholders, and that the holders of $213,000 of the bonds have deposited them with the West End Trust Company, Philadelphia, Pa., as de- positary for the Taylor committee. Chicago (111.) Consolidated Traction Company. — As a step in the reorganization of the Chicago Consolidated Traction Company, the Chicago United Railway Company has been incorporated with a nominal capital stock of $2,500, by Charles G. Dawes, E. K. Boisot, George P. Hoover and Andrew Cooke, to succeed the Chicago Consolidated Traction Company in accordance with the terms given in the Electric Railway Journal of Jan. 22, 1910, page 164. Chicago (111.) City Railway. — Clarence H. Venner, New York, N. Y., has brought suit in the Circuit Court at Chi- cago to enjoin the merger of the Chicago City Railway, Southern Street Railway, Calumet & South Chicago Rail- way and the Hammond, Whiting & East Chicago Electric Railway as the Chicago City & Connecting Railway. Mr. Venner holds 200 shares of stock of the Chicago City Rail- way. Columbus, Delaware & Marion Railway, Columbus, Ohio. ■ — Eli M. West, receiver of the Columbus, Delaware & Marion Railway, will pay on Feb. 1, 1910, interest due on the $915,000 of consolidated mortgage bonds of the company, the coupons of which were defaulted Aug. 1, 1909. Gettysburg (Pa.) Railway. — The exceptions to the sale under foreclosure of the property of the Gettysburg Transit Company have been disallowed by the Adams County Court. The Gettysburg Transit Company has been succeeded by the Gettysburg Railway. Hudson Companies, New York, N. Y. — Arthur B. Wester- velt and P. G. Bartlett have been elected directors of the Hudson Companies to succeed the late Dumont Clarke and to fill a vacancy. Interborough-Metropolitan Company, New York, N. Y. — At the annual meeting of the Interborough-Metropolitan Company on Jan. 18, 1910, E. E. Starbord, who is con- nected with the office of Theodore P. Shonts, president of the company, was elected a director to succeed John B. McDonald. Interstate Railways, Philadelphia, Pa. — At a meeting of the reorganization committee of the Interstate Railways, of which George H. Earle is chairman, on Jan. 21, 1910, arrangements were made to urge bondholders by letter to pay the reorganization charges on their bonds in order to avoid foreclosure. It was stated at the meeting that the question of whether the semi-annual interest due on Feb. 1, 1910, would be paid or be deferred would be decided by the directors of the company at a meeting on Jan. 27. It is said that negotiations are under way for leasing to the duPont interests the property now controlled by the Inter- state Railways in Wilmington at a minimum annual rental of $125,000. Johnstown (Pa.) Passenger Railway. — New directors have been elected for the Johnstown Passenger Railway as fol- lows: J. J. Sullivan, H. H. Weaver, W. R. Thomas. W. F. Harrity, W. H. Shelmerdine, H. J. Crowley and C. L. S. Tingley. Control of the company passed recently to the American Railways. ELECTRIC RAILWAY JOURNAL. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 207 Metropolitan Street Railway, New York, N. Y. — The sale of the property of the Metropolitan Street Railway under foreclosure, which was set for Jan. 22, 1910, has been postponed indefinitely pending the discussion of Judges Ward, Holt and Hough of the United States Circuit Court of Appeals who have before them the appeal of the Guar- anty Trust Company, New York, N. Y., from the order of Judge Lacombe of the United States Circuit Court that the claims of the receivers of the Metropolitan Street Railway and the New York City Railway be made a first lien upon the proceeds of the sale. The Guaranty Trust Company claims that the mortgage should be recognized as a first claim upon the proceeds. The hearing on the motion before Judge Lacombe for the segregation of the Fourth, Seventh, Eighth and Ninth Avenue lines of the Metropolitan Street Railway was postponed until Jan. 28, 1910. The receivers of the company have asked Judge Lacombe for instructions in regard to the payment of special franchise and other taxes levied against the company since 1901. They state that the taxes with interest to Dec. 31, 1909, amount to $5,234,972,. and they claim that if payment can be made now and the amount deducted from gross earnings in order to ascertain net earnings, a large amount will be saved to the company. The suit of W. W. Ladd, receiver of the New York City Railway, instituted against the Metropolitan Securities Company and the directors of the company charging a conspiracy to defraud the New York City Rail- way out of $2,797,200 for the benefit of the Metropolitan Securities Company and seeking the recovery of that amount came up for final argument before Judge Ray of the United States Circuit Court on Jan. 24. 1910. New Hampshire Electric Railways, Haverhill, Mass. — David A. Belden, president of the New Hampshire Electric Railways, has been appointed receiver of the Portsmouth & Exeter Street Railway on application of the New York Trust Company, trustee under the mortgage of the Ports- mouth & Exeter Street Railway. The New Hampshire Electric Railways is said to own most of the $185,000 stock of the Portsmouth & Exeter Street Railway and the $145,000 first mortgage 5 per cent bonds of the company. New York, Westchester & Boston Railway, New York, N. Y. — The agreement of consolidation of the New York & Port Chester Railroad with the New York, Westchester & Boston Railway with $5,000,000 stock, was filed on Jan. 18, 1910, in the office of the Secretary of State at Albany, N. Y. The officers and directors are: Leverett S. Miller, New York, president; Thomas D. Rhodes, East Orange, N. J., vice-president; Augustus S. May, Bridgeport, Conn., treasurer; John G. Parker, New Haven, Conn., secretary; Leverett S. Miller, George M. Miller, J. Pierpont Morgan, Lewis Cass Ledyard, William Rockefeller, New York, N. Y.; Thomas D. Rhodes, East Orange, N. J.; Charles F. Brooker, Ansonia, Conn.; Charles S. Mellen, James S. Hemingway, A. Heaton Robertson, New Haven, Conn.; John H. Whitte- more, Naugatuck, Conn., Edwin Milner, Moosup, Conn., and Robert T. Taft, Providence, R. I., directors. Northern Electric Street Railway, Scranton, Pa. — It is stated that interests identified with the Northern Electric Street Railway propose to organize a company to be known as the Scranton & Binghamton Traction Company to take over the Northern Electric Street Railway and extend the lines of that company from Factoryville to Binghamton, N. Y., a distance of more than 45 miles. According to preliminary plans the Scranton & Binghamton Traction Company will be incorporated by T. J. Foster, president of the International Correspondence Schools; W. L. Connell, who has recently been elected secretary and treasurer of the Northern Electric Street "Railway; F W. Wollerton, T. A. James and C. P. Hagenlacher. Toledo & Indiana Railway, Toledo, Ohio. — At the second sale of the property of the Toledo & Indiana Railway under foreclosure in Toledo, Ohio, on Jan. 18. \<)io, S. ('. Schenck, formerly president of the company, bid in the property for $[,058,500 in the interest of the bondholders. He outbid 0. J. Cable, who acted in the interest nf the Ohio Electric Railway and who at the sale of the property on Nov. 27, 1909, which was set aside, bid $1,004,500. Mr. Schenck's bid was $138,500 in excess of tin- appraised value of the property. Traffic and Transportation Order for Increase in Service Considered Unreasonable Adrian H. Joline and Douglas Robinson, receivers of the Metropolitan Street Railway, New York, N. Y., have re- plied as follows to the Public Service Commission of the First District of New York regarding the order from the commission directing the company to increase service on its 116th Street crosstown line, mention of which was made in the Electric Railway Journal of Jan. 15, 1910, page 128: "We desire to acknowledge the receipt of your letter of Jan. 7, 1910, transmitting a certified copy of final order issued in Case No. 1194, also a cop}' of the opinion which you state was rendered upon the adoption of the final order to which reference is made above, and which relates to the service on the 116th Street crosstown line. "Before you adopted this final order you were in posses- sion of the information which we transmitted in our letter of Dec. 27, 1909, and you are therefore fully aware of the probable consequences of your order with reference to the distribution of cars and the diminution of service on other lines from which the cars must be withdrawn to meet the requirements laid down by you with regard to the service on 116th Street. "We shall endeavor to comply with the requirements of the final order in Case No. 1194, and, as we advised you in our letter of Dec. 27, 1909, the equipment necessary for in- creasing the service on 116th Street will be withdrawn from the lines not already covered by your service orders. "We have received letters of inquiry from you regarding the service on various lines not as yet covered by your orders. It must be clearly manifest to you what the out- come will be if you persist in pursuing, with reference to other lines in the system, the same policy that you have followed with regard to the service on 116th Street. "We are not seeking to raise another issue with you, but it is apparently your policy to force the situation. For that reason we desire to place on record our protest as to the unreasonable requirements of the provisions of Order No. 1194, and to state that our action in agreeing to attempt to operate the 116th Street crosstown line in accordance with the provisions of Order No. 1194 is taken without prejudice to our right subsequently to raise the questions as to the reasonableness, necessity or propriety of the order in ques- tion. "We are advised by our operating department that it is impracticable to make a timetable which will provide for the operation of the same number of cars in the morning as in the evening, without involving the payment of a large sum of money to men whose services will be required on the cars for only about 20 per cent of the time for which they must be paid, and who will spend the remaining 80 per cent of their working day on the waiting list. "The application of such a principle of operation to the entire Metropolitan system would mean an expenditure of between $125,000 and $175,000 per year to men whose services on the cars would actually be required for only one-fifth of the time for which they were paid. The ex- pense, of course, would be even greater in the event that the men were assigned to cars and sent out on the road during the four-fifths of the working day for which their services would not be needed. It is estimated that this ex- pensive and unnecessary service outside of the rush hours would involve an annual expenditure of nearly $400,000. "In the last analysis the situation resolves itself into a question as to the ultimate interests of the public. At the present time the issue is whether the public interests are better subserved by the standing, during the morning rush hours, of a comparatively small number of persons for a relatively short time, or whether, in order to do away with this situation and save a few persons from standing for a short distance, it is better to place this heavy increased operating expense on this property. "We cannot sec how the application of the latter course can fail to produce results most detrimental to the public interests, and out of proportion to the relatively small ad- vantage to be secured. 208 ELECTRIC RAILWAY JOURNAL, [Vol. XXXV. No. 5. "We are advised that there is no large city transportation surface system in this country where standing passengers are not carried on the cars, and in the present financial condition of the Metropolitan Street Railway any attempt to operate its lines in such a manner as has been suggested would serve only to produce a further disintegration of the system, with the consequent curtailment of the transfer privilege, at the same, time rendering much more difficult the improvement of the property, for which purpose nearly $9,000,000 has been expended by us since our appointment. A large part of this money has been paid from earnings, and much more money must be expended to complete the work of rehabilitation. "Therefore, viewed in the light of public interest, it would seem to be a most inopportune time now to under- take to make what is at best a costly experiment of doubtful value, when such a course would prevent the expending of money for the improvement of the property and the placing of it in a condition to render service which the public is reasonably entitled to receive." No-Seat-No-Fare Ordinance in Trenton, N. J. — The City Council of Trenton, N. J., has passed and is attempting to enforce an ordinance requiring the New Jersey & Pennsyl- vania Traction Company and the Trenton Street Railway to carry passengers free who are not provided with seats. Inquiry Into Subway Service. — The Public Service Com- mission of the First District of New York ordered the Interborough Rapid Transit Company to show cause, at a hearing on Jan. 27, 1910, before Commissioner Eustis, why an order should not be entered requiring it to increase serv- ice in the subway. First Pensioner in Philadelphia. — The Philadelphia (Pa.) Rapid Transit Company will retire its first employee on Feb. 1, 1910, under the pension system announced on Jan. 1, iqio. The man who will be retired is 67 years old and has served the company and its predecessors for 55 years. He will receive $20 a month. Abandonment of Portion of Route Authorized. — The Public Service Commission of the Second District of New York has given its consent to the Bennington & North Adams Street Railway, Hoosic Falls, N. Y., to abandon a portion of its route in Hoosic Falls. The proposed aban- donment was contested by residents of the locality affected at the outset, but an amicable agreement has since been arranged, so that the service which the company will now give after the abandonment of the line in question will be satisfactory generally to the residents of Hoosic Falls. Service Out of Portland, Ore. — The Railroad Commission of Oregon has issued an order requiring the Portland Rail- way, Light & Power Company, Portland, Ore., to operate at least 18 passenger trains a day between Portland and Canemah during daylight hours from April 1 to Oct. 1 each year, and at least 14 trains during the same hours of each day the remainder of the year. The commission has also ordered that all other passenger trains between Port- land and Oregon City shall be operated as far south as Canemah Park. The company is given 45 days in which to comply with the order. Service in Jeffersonville, Ind. — At a public meeting in Jeffersonville, Ind., recently, at which the question of taking steps to compel the Louisville & Northern Railway & Lighting Company, New Albany, Ind., to issue transfers good on city lines in Jeffersonville was considered, M. J- Insull, general manager of the company, stated that the company could not afford to do this, as it took the earnings for five months of the year to pay the bridge tolls and other charges made by the Louisville Railway for power on the Kentucky side of the river. Out of the earnings of the other seven months all other fixed charges must be paid. He also stated that the lines in Jeffersonville have not paid for the last two years. From San Francisco to Stockton and Lodi. — The Central California Traction Company, Stockton, Cal., and the Cali- fornia Navigation & Improvement Company have issued a circular entitled "By Sail and Rail," in which attention is called to the convenience and economy of the combined service of the companies between San Francisco, Stockton and Lodi. Illustrations are presented of the steamers used in the service and of scenes along the electric railway. The time of the departure of boats from both San Francisco and Stockton is given, also the time of the arrival of the boats and the schedule on the Stockton-Lodi division of the Central California Traction Company. There is also a table of one-way, round-trip, commutation and school fares. Proposed Traffic Association for New York, Pennsylvania and Ohio. — A meeting of officials of a number of electric railways in the territory between Ohio points, Meadville, Jamestown and Buffalo, was held in Erie, Pa., on Jan. 11, 1910, for the purpose of taking steps to organize a traffic association to promote, regulate and systematize interline traffic. The meeting resulted in the adoption of certain resolutions embodying the sentiment of those present and the secretary of the meeting was directed to send copies of the resolution to a designated officer of each company which would be affected by the association, asking for his approval of the movement. As soon as replies to these letters are received a meeting will be called at which each company will be requested to have an accredited representa- tive in attendance for the purpose of forming a permanent organization for which the name has been suggested New York, Pennsylvania and Ohio Traffic Association. Order Regarding Signs in the New York Subway. — The Public Service Commission of the First District of New York has issued an order directing the Interborough Rapid Transit Company not later than Feb. 1, 1910, to maintain on every subway car two destination signs, similar to those now in use, one to be placed at each end and on opposite sides of the cars. This will enable persons on island plat- forms as well as on side platforms to see a destination sign on the forward end of each car as it approaches. The order further requires that the new style of signs, with large black letters on a white ground, is to be installed at all stations not later than April 1, 1910. The express stations will be equipped with several additional signs, and local stations will be equipped after the manner of Spring Street, where large signs indicate the station before it is reached. The order further requires that a map of the subway sys- tem, indicating the streets near every station, shall be dis- played near the ticket window at all stations. Instructing Student Trainmen. — Under date of Jan. 12, 1910, J. F. Roach, chief dispatcher of the Oregon Water Power Division of the Portland Railway, Light & Power Company, Portland, Ore., addressed the following com- munication to the employees: "When students are assigned to you it is only fair to assume that you will fully realize that they may be entirely unfamiliar with local conditions, even though they are experienced men from other cities. A man may on account of his experience be able to handle a car or train to perfection, but if he is not acquainted with all of the operating features and details of the particular line on which he is to work, he is far from being a com- petent man. It is very necessary that you go fully into details with your students, and assure' yourselves that they thoroughly understand the information you have imparted to them, before endorsing them as fit to operate alone. Re- member that these men may be called at any time to operate with you, and your safety and that of passengers and equip- ment depend largely on their competency; therefore, you should beware of signing their certificates prematurely." Letter to Philadelphia Employees on Deportment. — On Jan. 7, 1910, C. O. Kruger, president of the Philadelphia Rapid Transit Company, addressed the following communi- cation to the employees: "We want your co-operation in the more effective enforcement of our rules against the use of intoxicants by motormen and conductors. A man who works on a street car should never, on duty or off duty, be even slightly under the influence of liquor. A motor- man who has been drinking, even if he reports in an appar- ently sober condition, may endanger the lives of hundreds of passengers. Heretofore we have permitted drinking men to sign a pledge; we have given them 'another chance.' Many of these men prove to be backsliders, and it may be necessary to make a first offense of this kind cause for dis- missal. There is also a rule against drinking in uniform. This rule must be more strictly regarded; it will be rigidly enforced against all offenders. Many 'grievances' come to us from or on behalf of men who have been dismissed for January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 209 intoxication. This is one reason why this communication is issued. Such men will not be reinstated. Instead of pleas for drinking men we should have the support of the whole body of employees in our efforts to rid the system of such men. We also expect from all men who have the safety of passengers in their charge not only strict adherence to rules, but the practice of good habits at all times and under all conditions." NEW PUBLICATION Report of the London Traffic Journal of the Board of Trade. Published by Eyre & Spottiswoode, London. 192 pages. Price, 2s. id. This report was submitted to Parliament through the secretary of the Board of Trade by Sir Herbert Jekyll, Oct. 30, 1909, and is just available in printed form. It represents the researches during the past year of the Lon- don traffic branch of the Board of Trade, which is a stand- ing commission established to carry out the work initiated by the Royal Commission on London Traffic. The report contains a great many interesting statistics in regard to local traffic in London. Thus in the section devoted to the omnibus service, it gives the rise and variations in the num- ber of motor buses in London which increased rapidly through 1906, fluctuated in 1907, reached its highest point (1097) in October, 1908; fell to 926 in March, 1909; almost attained the previous maximum in July, 1909, and fell to 960 in October, 1909. The early history of the motor bus service was unfortunate, but the amalgamation of various omnibus companies has been beneficial, both to the pro- prietors and the public. The opinion is expressed that motor omnibuses are likely to become more formidable as rivals to the tramways than they have heretofore been, as the mechanical efficiency of the motor bus has been in- creased. Sir Hefbert Jekyll says that, as an instrument of loco- motion, the omnibus is in its infancy, whereas the tramway has reached its maturity. The statistics of the tram- way service in London are elaborate and show a constant increase in passengers carried. The ordinary fares on these lines vary from one half-penny to fourpence; the average distance covered by the 1 penny fare, which is by far the most common, varies from 1.16 to 2.18 miles. Considerable space is given in the report to the suburban service con- ducted by the steam railroads, which have been losing traf- fic through the tramway and motor-bus competition. The underground railway lines as a whole are increasing their traffic. Steam railroads are awaiting with great interest the experiments of the electrical equipment of the South Lon- don line of the London. Brighton & South Coast Railway. The report concludes with an interesting comparison by W. H. Dawson of the traffic facilities of London and Paris. Valuable statistics on the tramways and railways of both cities are contained in the appendix. Andrew Nance, general manager of the Belfast City Tramways, has issued a report to the members of the corporation giving details of 10 new tramways and tram- ways extensions at a total estimated cost of nearly £500,- 000. The most important of these proposals is the Cavehill and McArt's Fort line, which involves an estimated outlay of £111,550. Ben Madighan, now called the Cavehill, 1188 ft. above sea level, is the most prominent of the range of hills surrounding the city, and at its summit is situated the fort of McArt, which is a popular tourist resort. It is pro- posed to make a roadway at the expense of the tramways, from the point where the Cavehill and Antrim Roads meet to McArt's Fort. This roadway will be more than 3 miles in length, and will be 120 ft. wide for the greater portion of the way. The width will include a footpath on each side 15 ft. wide; next to each footpath a 20-ft. strip of grass, with trees planted at regular intervals along the whole length of 3 miles; and in t lie center a macadam road- way 50 ft. wide, with a paved double line of tramway. The gradient of the tramway will be about 1 in 16 for about 1V2 miles outward from Cavehill Bridge to McArt's Fort. It is also proposed to construct a promenade at the Fort tram- way terminus i'/2 miles in length. The cost includes the following items: Construction, £56,400; equipment, £20,- 300; machinery, £5,150; and road-making, £29,700 — a total of £111,550. Personal Mention Mr. E. W. Winter, president of the Brooklyn (N. Y.) Rapid Transit Company, will sail on Feb. 2, 1910, for a trip to the Mediterranean. He expects to be gone about three months. Mr. Lyman Beecher Stowe has been appointed secretary to Mr. William McCarroll of the Public Service Commis- sion of the First District of New York. Mr. Stowe was graduated from Harvard in 1904, and has recently been en- gaged in newspaper work in New York. Mr. Charles Sigler has resigned as electrical engineer and master mechanic of the Winona Interurban Railway, War- saw, Ind., and on March 1, 1910, will assume the duties of superintendent of motive power of the Salt Lake & Ogden Railway, Salt Lake City, Utah, a 55-mile steam railroad which has been equipped with electricity as described in the Electric Railway Journal of Oct. 2, 1909, page 523. Mr. J. F. Reardon has resigned as general superintend- ent of the Lehigh Valley Transit Company, Allentown, Pa. Mr. Reardon became connected with the Lehigh Valley Transit Company in the fall of 1907. He was born in Northern Michigan about 37 years ago and entered street railway work about 20 years ago with the Twin City Rapid Transit Company, Minneapolis, Minn., and remained with the company for 10 years. After leaving Minneapolis, Mr. Reardon became master mechanic of the Everett Railway, Light & Water Company, Everett, Wash., and later was made superintendent of that company. He resigned from the Everett Railway, Light & Water Company to accept the position of superintendent of the Lehigh Valley Transit Company. Mr. John F. Collins has resigned as general manager and superintendent of the Saginaw & Bay City Railway & Light Company and as general manager of the Saginaw Valley Traction Company, Saginaw, Mich., to become assistant general manager of the Toledo Railways & Light Company, Toledo, Ohio, of which company he was formerly superin- tendent. Mr. Collins began his railway career with the Indianapolis Street Railway when 18 years of age and was advanced until he became assistant superin- tendent of the company. In 1890 Mr. Collins was appointed superintendent of the Toledo Traction Company, and a year later, when the Everett-Moore syndicate obtained control of the Toledo Traction Company, he was promoted to the position of superintendent of railways. In July, 1907, Mr. Collins was made manager of railways of the Toledo Rail- ways & Light Company, with authority over the city lines and those of the Maumee Valley Railways & Light Com- pany. He was also made vice-president and manager of the Toledo, Ottawa Beach & Northern Railway, and during his connection with the properties at Saginaw he has con- tinued as vice-president of the Toledo, Ottawa Beach & Northern Railway. Mr. Collins expects to assume his duties at Toledo on April 1, 1910. Mr. G. E. Miller, whose resignation as superintendent of the railway department of the Chattanooga Railway & Light Company, Chattanooga, Tenn., was announced in the Electric Railway Journal of Jan. 15, 1910, has been ap- pointed superintendent of the Lehigh Valley Transit Com- pany, Allentown, Pa., to succeed Mr. J. F. Reardon, whose resignation is announced elsewhere in this column. Mr. Miller was born in Pottsville, Pa., in 1869, and has had more than 20 years' experience in electric and steam rail- roading in various parts of the country. For eight years he was superintendent of the yards of the Philadelphia & Reading Railroad at St. Clair, and subsequently was in the electric light business at Port Carbon, Pa., lor five years. After leaving Port Carbon he became superintendent and master mechanic of the Chattanooga (Tenn.) Traction Company, with which company he remained for two years. Me then became general superintendent of the Dubuque Light & Traction Company, Dubuque, la., where he re- mained for five years. After resigning from the Dubuque Light & Traction Company, Mr. Miller accepted (lie posi- tion of superintendent of the Chattanooga (Tenn.) Railway, and when this company was consolidated with the lighting properties at Chattanooga as the Chattanooga Railway & 2IO ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. Light Company, Mr. Miller was made general superinten- dent of the railway department of the new company. Mr. Gordon Campbell, who, as announced in the Electric Railway Journal of Jan. 22, 1910, has been elected president and general manager of the York (Pa.) Railways and the Edison Electric Light Company, York, Pa., to succeed Mr. W. F. Bay Stewart, resigned, is a native of New York State and comes of Scotch ancestry. His grandfather, Mr. Archibald Campbell, came to this country in 1798 and settled at Albany, N. Y., and Mrs. Mary Campbell. Mr. Archibald Campbell's wife, came from Glen Lyon, Scotland. Of Mr. Archibald Campbell's seven sons, three were prominent civil engineers, pioneers in American railroad construction. Mr. John Campbell, the father of Mr. Gordon Campbell, entered the army and served with distinction through the Mexican and Civil Wars and became brigadier-general. Mr. Gordon Campbell was the second of six sons and was graduated as a mechanical engineer in 1886 from Stevens Institute. Ho- boken, N. J. He then entered the service of the Union Pacific Railway as a draftsman at the Denver shops, and subsequently acted as superintendent of the Colfax Electric Railway, Denver, Col.; purchasing agent and master me- chanic of the North Jersey Street Railway, Newark, N. J. ; general superintendent of the railways in Providence, R. I., now operated by the Rhode Island Company, and purchas- ing agent of the Washington Railway & Electric Company, Washington, D. C, and vice-president and general manager of the York (Pa.) Railways. Since becoming connected with the York Railways. Mr. Campbell has done much to- wards improving and systematizing the railway and lighting departments of the company. He has decided recently to do away with the parcel system in the freight department and introduce a classified weight system. Mr. Clement C. Smith was elected president of the Wis- consin Electrical Association on Jan. 27, 1910, at a meeting of the association in Milwaukee. Mr. Smith was largely instrumental in forming the Wisconsin Electrical Associa- tion, which is a consolida- tion of the Wisconsin I Electric & Interurban Railway Association and the Northern Electrical Association. Mr. Smith was born in Cleveland, Ohio, in 1867, and began railroad work as assistant engineer of construction of the Great Northern Railroad in 1887. In 1890 he became connected with the Minneapolis (Minn.) Street Railway as assist- ant engineer, and later was appointed chief engineer of the company. In 1891 . Mr. Smith was appointed C' C- Smlth chief assistant engineer of the Milwaukee (Wis.) Street Railway in charge of construc- tion. In 1893 he was appointed chief engineer in charge of the construction of the La Crosse (Wis.) City Railway and in 1894 acted as chief engineer of the Milwaukee (Wis.) Street Railway. Entering the employ of the Chicago (111.) City Railway in 1895, he served that company in 1895 and 1896 as chief engineer. From 1896 to 1901 Mr. Smith was connected with the Falk Company, Milwaukee, Wis., first as general superintendent and later as first vice-president. In 1901 he organized and was elected president of the Columbia Construction Company, Milwaukee, Wis. .which was engaged in constructing and operating electric railway, lighting and gas properties. At the present time Mr. Smith is president of the Eastern Wisconsin Railway & Light Company, Fond du Lac, Wis., president of the Wisconsin Electric Railway, Oshkosh, Wis.; president of the Citizens' Gas Company, Kankakee, III.; vice-president of the Lee County Lighting Company, Dixon, 111.; vice-president of the Sterling, Dixon & Eastern Electric Railway, Sterling. 111.; president of the Columbia Construction Company, and vice-president of the Fidelity Trust Company, Milwaukee, Wis. The headquar- ters of all of the public service companies mentioned are located in the Stephenson Building, Milwaukee, Wis. Mr. W. F. Bay Stewart, whose resignation as president of the York (Pa.) Railways, was announced in the Electric Railway Journal of Jan. 22, 1910, was born in Chanceford Township, York County, Pa., on Feb. 25, 1849, of Scotch- Irish parents. Mr. Stewart attended the public schools until he was 17 years old and then entered Pleasant Grove Academy, Lower Chanceford. Subsequently he attended York County Academy in Erie, Pa. After teaching in the public schools for two years and at York Academy, Mr. Stewart began the study of law with Colonel Levi Maish, member of Congress from the York, Adams and Cumber- land district, and was admitted to the bar on Nov. 3, 1873. Two years later he formed a partnership with Mr. John Blackford, district attorney of the county, which was con- tinued until Mr. Blackford's death in 1884. On Oct. 1, 1884, Mr. Stewart, Mr. H. C. Niles and Mr. George E. Neff formed a partnership which was continued uninterruptedly until Mr. Stewart was elevated to the bench in 1895. He was judge of the courts of York County for 10 years. Mr. Stewart is president of the Security, Title & Trust Com- pany, was formerly a member of Baugher, Kurtz & Stew- art, is president of the York Card & Paper Company; presi- dent of the York Knitting Mills Company, organized and was president of the Norway Iron & Steel Company, was one of the organizers and was vice-president of the York Haven Water & Power Company, is a member of the York Haven Paper Company, and is president of the Valdez- Yukon Railway in Alaska. Mr. Stewart became president of the York Railways on April 1, 1906. Perhaps the most im- portant work carried out during his service with the com- pany was the construction of the single-phase line of the York Railways between Center Square, York, and Center Square, Hanover, at a cost of about $650,000. This install- ation was described in the Street Railway Journal of April 25, 1908, page 683. Mr. Stewart has had the degree of master of arts conferred upon him by Ursinus College. OBITUARY John Farson, of Farson, Son & Company, Chicago and New York, who died in Chicago on Jan. 18, 1910, was in- terested in many public service corporations, among the electric railways being the South Chicago Electric Street Railway and the Rockford & Interurban Railway. Mr. Farson was born in Union County, Ind., in 1855, and began work as an apprentice to a tailor in 1877. Later he be- came a bank messenger and studied law. In 1881 he was admitted to the bar. Soon thereafter he was appointed manager of the bond department of Preston, Kean & Com- pany. After this firm was dissolved Mr. Farson entered into partnership with Mr. S. A. Kean. Subsequently he established the firm of Farson, Leach & Company. In 1906 he organized Farson. Son & Company. Edward Payson Bryan, formerly president of the Inter- borough Rapid Transit Company, New York, N. Y., who was spending the winter with his son in Porto Rico, died of apoplexy at San Juan on Jan. 23, 1910. Mr. Bryan was born at Windsor, Ohio, on July 2, 1850, and was educated in the public schools at Granville, Ohio, and at Denison University. He studied telegraphy at the age of 16 and took a position with the Louisville & Nashville Rail- road at Lebanon, Ky., where he remained until December, 1895. During his connection with the Louisville & Nash- ville Railroad, Mr. Bryan occupied various positions from telegraph operator to superintendent. Upon severing his connections with the Louisville & Nash- ville Railroad, Mr. Bryan accepted the position of vice- president and general manager of the Terminal Railroad Association of St. Louis and retained this position from Dec. 1, 1895, until May 1, 1902, when he was elected vice- president of the Interborough Rapid Transit Company. He was later elected vice-president of the Subway Construction Company. As vice-president of the Interborough Rapid Transit Company, Mr. Bryan organized the operating force and placed on a working basis the entire engineering force which equipped the lines of the company, including the power house, cars, interlocking block signal system, etc. Mr. Bryan was elected president of the Interborough Rapid Transit Company in 1907. He also served as a member of the board of directors of the New York & Long Island Railroad and the New York & Queens County Railway. January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 211 Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *Link Belt Railway, San Francisco, Cal. — Incorporated in California to construct a broad-gage railway in Placer County. Nominal capital stock, $1,000. Incorporators: L. T. Kitt, E. D. Kitt and W. S. Fox. *Decatur Southern Traction Railway, Decatur, 111. — Chartered in Illinois to build an electric railway to con- nect Decatur and Pana. Capital stock, $25,000. Incorpor- ators: William S. Carter, George H. Winsor and Henry B. Davis. *Big Blackfoot Railway, Missoula, Mont. — Incorporated in Montana to build an interurban electric railway to start in Missoula County and terminate at the north line of Powell County. Capital stock, $250,000. Directors: John Gillie, C. F. Kelley and L. O. Evans, Butte, and John R. Toole and Kenneth Ross, Missoula. *Oklahoma City & Fort Smith Traction Company, Okla- homa City, Okla. — Chartered in Oklahoma to build an elec- tric railway to connect Oklahoma City to Fort Smith, Ark., a distance of about 200 miles. Capital stock, $100,000. Directors: V. S. Bath, P. M. Mowry, G. L. Wood and A. M. Gaston, all of Oklahoma City. *West Pittston Street Railway, Wilkes-Barre, Pa.— Appli- cation will be made to the Governor on Feb. 1 by Joseph L. Dunn, Thomas J. Connelly and Edward J. Loughran for a charter for a street railway, 2 miles long, in West Pittston Borough. *Scranton & Lake Shore Railway, Scranton, Pa. — Char- tered in Pennsylvania to build a 3-mile electric railway in Scranton. Capital stock, $18,000. Incorporators: W. F. McGee, R. F. Foote, Meredith Jones, P. J. Regan and W. S. Hasler, all of Scranton. *Gulf Coast & Provident City Railway, Houston, Tex. — Incorporated in Texas to build an interurban railway about 35 miles in length to connect Pierce and Provident City. Principal office, Houston. Capital stock, $50,000. Incor- porators: Louis H. Schurlock, Emil Reinhold and T. J. Cougtin, Kansas City, Mo.; Carey Shaw, James T. Reaves, Houston. FRANCHISES ♦Griffin, Ga.— H. H. Bass and J. P. Nichols, Griffin, and C. M. Preston and D. A. Aiken, Macon, have applied to the Council for a franchise for an electric railway in Griffin. This is part of a plan to build a railway from Griffin to Macon. Danville, Ind. — The Town Council has granted the Capital Circuit Traction Company, Indianapolis, an exten- sion of its franchise to 1913. This company proposes to construct a railway 146 miles long, belting Indianapolis passing through seven counties and fourteen incorporated towns. [E. R. J., Jan. 15, '10.] Nicholasville, Ky. — The Central Kentucky Traction Com- pany, Frankfort, Ky., has been granted an extension of go days on its original franchise in which to complete the projected railway from Lexington to Nicholasville, 12 miles. John B. MacAfee, president. [E. R. J., June 26, '09.] *North Adams, Mass. — The Taconic Street Railway -will soon ask the City Council for a franchise to build an electric railway which is to connect North Adams, Brayton- ville, Williamstown, Greylock, South Williamstown, Pitts- field, Hoosick Falls, and eventually continuing on to Troy, there to connect with extensive systems in that section. The names of the backers of this project have not been disclosed. *Pittsfield, Mass. — The Berkshire Street Railway has peti- tioned the Aldermen for four franchises for extensions of its lines within the city limits. Laurel, Mont. — The City Council has granted a 50-ycar franchise to the Eastern Montana Electric Kail way, Bill- ings, to build a street railway over certain streets of Laurel, The franchise was later submitted to the people of Laurel at a special election called for that purpose and passed. The railway, as projected, will extend from Laurel to Bill- ings, and west from Laurel to Red Lodge, thence to Bear Creek, returning to Laurel by a loop that will cover the entire Clark Fork Valley. Daniel D. Gile, 27 William Street, New York, N. Y., vice-president. [E. R. J., Nov. 27, '09.] Clairton, Pa. — The Peters Creek Street Railway, which is to connect Glassport, Coal Valley, Wilson, Blair and Clairton has petitioned the County Commissioners for a perpetual franchise over the county road in Jefferson Town- ship between Wilson and Clairton Boroughs. W. G. Wil- son, Dravosburg, president. [E. R. J., May 1, '09.] *Tarentum, Pa. — The Tarentum, Brackenridge & Free- port Street Railway has been granted a perpetual franchise by the Borough Council to build an interurban electric rail- way in Allegheny County. Chattanooga, Tenn. — The Rhea County Court has granted D. J. Duncan a franchise for a trackless trolley line over the main valley road from Hamilton County line to Rhea Springs. The Hamilton County Court also granted Mr. Duncan an extension of time on his former franchise, and the Council of Dayton recently granted him a right-of-way through the corporate limits of that town. [E. R. J., Nov. 6, '09.] *Dallas, Tex. — E. L. Lancaster and associates are re- ported to be interested in a plan to build an electric rail- way from Dallas to the Mt. Auburn addition, a distance of 2 miles. *Orange, Tex. — The Orange Electric Railway has applied to the City Council for a franchise for an electric street railway in Orange. James E. Smith is interested. San Angelo, Tex. — The City Council has granted a 35- year franchise to the Angelo Power & Traction Company for an extension of its lines on the principal streets of the city. Material is on hand for the construction of the first section to East San Angelo. Bellingham, Wash. — It is stated that the Nooksack Valley Traction Company will ask the City Council for an ex- tension of the franchise to use certain streets in the city for railway purposes. [E. R. J., Oct. 9, '09.] Chehalis, Wash. — The City Council has granted the Twin City Light & Power Company an extension of time until July 10, in which time the company must have cars running and operating or else the company forfeits its rights to any of the streets in the city. [E. R. J., Jan. 1, '10 ] Piedmont, W. Va. — The Council has extended the fran- chise of the Potomac Valley Street Railway for thirty days in which to begin work on its line in Piedmont. J. Benter, Edgewood, president. [E. R. J., Nov. 20, '09.] TRACK AND ROADWAY Pacific Electric Railway, Los Angeles, Cal. — This com- pany has begun the work of installing a four-track system on its northern division from the Indiana Village junction near the city limits to El Molino station, on the Monrovia line. On the Long Beach division preparations are also being made for the installation of a four-track service. Rights of way have been secured between Pomona, Clare- mont and Upland. It is expected that this local system will connect with the main system before April t. Norwich, Colchester & Hartford Traction Company, Nor- wich, Conn. — This company announces that plans have been perfected for construction of its proposed railway which is to extend from Norwich and connect the Con- necticut Company lines in Glastonbury. The directors have voted to issue $400,000 preferred stock, and it is said that over half the amount has been sold. [E. R. J., Aug. 14. '09] *St. Petersburg, Fla.— It is stated that the Bayboro In- vestment Company is considering plans for the construc- tion of a street railway from Central Avenue to Bayboro. Rock River Traction Company, Geneseo, 111. — At the an- nual meeting of the company it was announced that active construction work will lie commenced this month between Sterling and Prophetstown. The following officers were 212 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. elected: Hugh W. Cole, president and general manager; J. H. O'Brien, first vice-president; W. E. Tuller, second vice-president; Fred W. Cole, Prophetstown, secretary; C. F. Luther, Geneseo, treasurer. [E. R. J., Jan. 22, '10.] Indiana & Northern Traction Company, Lafayette, Ind. — G. A. H. Shiedler, president of this company, announces that bids will be received early in the spring for the con- struction of an electric railway from Monticello to Rensse- laer. [E. R. J., Nov. 20, '09.] *Cynthiana & Paris Railway, Cynthiana, Ky. — Official announcement is made that this company is preparing to begin work in the early spring on its projected 15-mile railway from Cynthiana to Lexington, via Paris. A 20- year franchise has been granted to the company in Paris. It has not been definitely decided whether to operate electric or gasoline motor cars. Robert H. Reed, Cyn- thiana, is the engineer in charge of all preliminary matters. Wade H. Lail, acting secretary. Other officers have not yet been elected. Capital stock, authorized, $500,000. Louisville, Lincoln Farm & Mammoth Cave Traction Company, Glasgow, Ky. — Charles Van den Burgh, Glas- gow, Ky., promoter of this railway, is quoted as saying that a company has not yet been incorporated, but it is proposed to build a line of about 60 miles from Glasgow via Buffalo and Lincoln Farm to Hodgenville, Ky. Two bridges will be necessary, one over Beaver Creek, with about 50 ft. span, and another with about 60 ft. span over Green River. Connection will be made at Hodgenville with the Illinois Central Railroad and at Glasgow with the Louisville & Nashville Railroad. [E. R. J., Dec. 25, '09.] *Eastern Traction Company, Bangor, Maine. — W. H. Waterhouse, Old Town, one of the directors of this cof- pany, advises that the project of building its railway is still in a promotion stage. The Railroad Commissioners have taken under advisement the petition of the company for an extension of its charter. The route of the proposed railway is from Bangor to Dexter, Stetson, Exeter, Garland, Herman and Levant. Capital stock, authorized, $500,000. Officers: H. F. Bailey, Old Town, president; F. J. Dow. Bangor, vice-president; F. J. Martin, Bangor, secretary; E. B. Weeks, Old Town, treasurer. Worcester & Providence Street Railway, Worcester, Mass. — William E. Home, a director of this company, states that work on the construction of this projected railway will be undertaken as soon as the weather permits. The route of the line follows practically the Douglas pike through North Providence, Smithfield, North Smithfield and Burrillville into Massachusetts. The Bay State sec- tion of the line will connect Douglas, Sutton, Millbury and Worcester. [E. R. J., May 15, '09.] *Caldwell, N. J. — Preliminary steps have been taken by John Ottenheimer for the formation of a company to con- struct a street railway to the suburbs of Caldwell, which at present have no transportation facilities. It is the intention of the promoters to equip the line with Edison storage battery cars. South Shore Traction Company, Patchogue, N. Y. — This company has filed its bond for $10,000 with the Board of Trustees of Rockville Centre, as a guarantee of its intention to construct the line. Work will be begun in Rockville Centre as soon as weather conditions permit. The com- pany has recently placed an order with the Pennsylvania Steel Company for 500 tons of steel rails. Brooklyn, N. Y. — Work on the fifth section of the Fourth Avenue subway will be begun this week by the Tidewater Building Company, the section being from Tenth Street to Twenty-seventh Street. The Public Service Commission has directed the company to proceed with construction from Tenth Street to Eighteenth Street. The contract calls for completion of the work within two years from the date of the signing of the contract, Nov. 9, 1909. [E. R. J., Dec. 18, '09.] *Wolcott, N. Y.— It is stated that George Tater, Wolcott, is securing rights-of-way for an electric railway from Red Creek to Wolcott to connect at Wallington with the New York State Railways. Rights-of-way are also being se- cured from Port Byron to Red Creek, the railway to run from Port Byron to Wallington via Plainville, Meridan, Cato, Victory, Westbury, Red Creek, Wolcott, North Rose and Alton. The Beebe interests are said to be back of this proposed railway. Piedmont Traction Company, Gastonia, N. C. — This com- pany has surveyed the route for the 13-mile railway which is to connect Mount Holly and Gastonia besides travers- ing the streets of these towns. Rights of way have been secured except one stretch in Mount Holly. A contract for the construction of about il/2 miles of track has been awarded to P. R. Huffstetler, Gastonia. T. C. Lee is engi- neer in charge of entire enterprise. A steel bridge, 35 ft. long, will be constructed across South Fork, half a mile above McAdenville. [E. R. J., Jan. 22, '10.] *Whiteville Light & Power Company, Whiteville, N. C. — This company has been organized to build a street railway and power plant in Whiteville. Right of way has been secured and work is expected to be begun by April 1. Among those interested are W. T. Carrington, J. R. Will- iamson and P. J. Hufford, Vineland, N. C, to whom all communications should be addressed. Shawnee (Okla.) Electric Railway. — This company has recently increased its capital stock from $100,000 to $1,300,000. The company proposes to build an electric railway to connect Shawnee, Prague, Okmulgee, Muskogee, Dale, McLoud, Harrah, Choctaw City, Spencer and Okla- homa City. C. T. Edwards, president. [E. R. J., Dec. 25, '09.] *Ashtabula (Ohio) Street Railway. — This company is said to have awarded a contract to the New York Con- struction Company for the building of its proposed street railway in Ashtabula. The contract specifies that work should be started within 60 days. The route of the new line extends from the south end of the city to the harbor. Ties and rails have already been contracted for by the company. The cost of the railway, it is estimated, will be $200,000. It is proposed to operate six cars. Charles E. Wallin, presi- dent. *E1 Reno, Okla. — Press reports state that the Commercial Club has accepted the proposal of the Leads Construction Company to build an interurban railway from El Reno to Anadarko and Chickasha, the city to furnish right of way for 10 miles and subscribe $40,000 bonus. It is reported from Chickasha that an equal amount has been subscribed there to the Caddo Development Company to build the line, which is being promoted by farmers. *Muskogee, Okla. — R. N. Eggleston, H. B. Spaulding, C. W. Turner, A. C. Trumbo and Will Robertson, all of Muskogee, are said to be promoting a plan to build an electric railroad from Muskogee to Tulsa and Glen Pool. The line will be 66 miles in length. Two bridges will be required, one over the Arkansas River and the other over the Verdigris River. Oregon Coast Railway, Astoria, Ore. — This company an- nounces that work will be begun during the year on an electric railway from Astoria which will connect Warren- ton, Columbia Beach, Gearhart Park, Seaside and around Tillamock Head to Tillamock. This summer, it is ex- pected to complete the road to Columbia Beach, 8 miles, by July r, and to Seaside by Sept. 1. The Kelly Lumber Com- pany, Warrenton, it is stated, has secured a contract for 2,000,000 ties. [E. R. J., June 17, '09.] Indiana County Street Railway, Indiana, Pa. — This com- pany has completed its line between Blacklick, Josephine and Blairsville. Through service will now be given from Indiana to Blairsville, 75 miles. Phcenixville, Valley Forge & Stafford Street Railway,. Phcenixville, Pa. — This company has increased its capital stock from $60,000 to $350,000, and will also issue bonds to the amount of $600,000 for the purpose of building the chartered route and the Bridgeport-Norristown extensions. An ordinance granting franchises will be asked for at the next Council meeting of the Boroughs of Phoenixville and' Bridgeport. Thomas E. O'Connell, West Chester, presi- dent. [E. R. J., Dec. 25, '09.] *San Benito (Tex.) Interurban Railway. — S. A. Robertson, San Benito, Tex., is said to be at the head of a plan to- build an interurban railroad from San Benito to the Rio Grande. Preliminary surveys have been made and con- January 29, 1910.] ELECTRIC RAILWAY JOURNAL. 213 struction is to begin when all bonus contracts are signed. It will connect with the St. Louis, Brownsville & Mexico Railway. Gasoline motor cars will be operated. Richmond & Henrico Railway, Richmond, Va. — This company announces that construction work will begin on its line during the next few weeks. The Pennsylvania Steel Company has been awarded the contracts for 8 miles of track. The contract for ties has been awarded to the Burton Construction Company. [E. R. J., Dec. 25, '09.] *Valley Railroad & Power Company, Seattle, Wash. — This company states that surveyors are now going over the route of the proposed electric railway between Kent, Orillia, O'Brien and Renton. Capital stock will be prob- ably $300,000. Officers: H. B. Madison, Kent, president; Robert Bridges, O'Brien, vice-president; Isaac Calhoun, Kent, secretary; Lee Monohan, Renton, auditor; A. T. West, Seattle, general manager. Milwaukee Western Electric Railway, Milwaukee, Wis. — The capital stock of this company, which is projecting an interurban line from Milwaukee to Green Lake, has been increased from $200,000 to $1,000,000. An amendment also has been made to the articles of incorporation to cover an extension of the line from Beaver Dam to Green Lake, 25 miles. The railway will be 81 miles, including this exten- sion. W. E. Elliott, general manager. [E. R. J., Dec. 25, '09] SHOPS AND BUILDINGS Albia (la.) Interurban Railway. — Contracts will be placed "by this company during the next 10 weeks for the erection of a car house and repair shop. W. E. Gant, general man- ager. Terre Haute, Indianapolis & Eastern Traction Company, Terre Haute, Ind. — This company is said to be considering the moving of its repair shops from Richmond to Greenfield which is nearer the middle of the division and where the car houses are located. [E. R. J., Jan. 1, '10.] Springfield (Mass.) Street Railway. — Two new storage car houses, located in Westfield Street, were recently com- pleted for this company by F. T. Ley & Company. Each car house has a capacity of 20 double-truck cars. Saginaw Valley Traction Company, Saginaw, Mich. — This company plans to erect a new passenger station and freight depot at Franklin Street and Germania Street, Saginaw. POWER HOUSES AND SUBSTATIONS Los Angeles (Cal.) Railway. — This company is preparing plans for a substation to be located on De Soto Street, Boyle Heights. The structure will be one-story high and will cost $7,500. Oskaloosa Traction & Light Company, Oskaloosa, la. — This company will purchase a 250-hp boiler next summer. H. W. Garner, purchasing agent. Wichita Railroad & Light Company, Wichita, Kan. — This company is said to be considering plans for the erec- tion of a power station in Wichita. The plant is to be located near Second Street and Riverview Street, and it will be 140 ft. x 125 ft. It will have a capacity of 4000 hp. and is estimated to cost $300,000. Worcester (Mass.) Consolidated Street Railway. — In re- ply to a letter asking for such details as might be available regarding the new power plant for the Worcester Consoli- dated Street Railway, of which mention was made in the Electric Railway Journal of Jan. 22, 1910, the company says: "Our present plans are not far enough along to give out any information as to what we will do in the way of building a power plant in Worcester." Holmesburg, Tacony & Frankford Electric Railway, Tacony, Pa. — This company will begin work in April on an addition to its boiler house. It is the intention to purchase and install one 500-hp water-tube boiler and two boiler-feed plunger pumps. Henry Glazier, general superintendent. Chippewa Valley Railway, Light & Power Company, Eau Claire, Wis. — This company expects to build a power plant and a 50-ft. concrete dam on the Red Cedar River at Cedar Falls. The plant will be equipped with four 2000-kw gen- erators. Manufactures & Supplies ROLLING STOCK Niagara Gorge Railroad, Niagara Falls, N. Y., expects to buy eight cars. Pittsburgh (Pa.) Railways is reported to plan to purchase 100 cars for early delivery. Public Service Railway, Newark, N. J., it is reported, will build six or eight freight cars in its shops. Boston & Northern Street Railway, Boston, Mass., has placed an order with the John Stephenson Company for 40 cars. Hamilton (Ont.) Radial Railway has ordered nine pay- as-you-enter cars from the Ottawa Car Company for spring delivery. Winona Interurban Railway, Warsaw, Ind., will be in the market for passenger and express cars during the next four weeks. Worcester (Mass.) Consolidated Street Railway is in the market for 10 12-bench, open cars complete with trucks and motors. Beaver Valley Traction Company, New Brighton, Pa., has placed an order with Allis-Chalmers Company for six sets of air brakes. Minneapolis, St. Paul, Rochester & Dubuque Electric Traction Company, Minneapolis, Minn., a proposed railway, will purchase 14 steel cars. Georgia Railway & Electric Company, Atlanta, Ga., will build 12 single-truck closed cars and six double-truck closed cars in its shops during 1910. Emigration Canyon Railroad, Salt Lake City, Utah, will order a double-truck motor car, a trail car and 10 gon- dola freight cars within the next six weeks. Los Angeles (Cal.) Railway, is remodeling 26 cars in its shops for pay-as-you-enter service, and, it is reported, will be in the market for a number of cars in the near future. British Columbia Electric Railway, Vancouver, B. C, it is reported, will build 100 freight cars, about 200 passenger cars and five electric locomotives in its New Westminster shops during 1910. Cincinnati (Ohio) Traction Company is having the 50 new cars recently ordered from the Cincinnati Car Com- pany, built for pay-as-you-enter operation under license of the Pay-As-You-Enter Car Corporation. Terre Haute, Indianapolis & Eastern Traction Company, Terre Haute, Ind., has purchased six sets of trucks from the Standard Motor Truck Company for use under inter- urban cars which are being built at the company's shops. Columbus, Delaware & Marion Railway, Columbus, Ohio, mentioned in a recent issue of the Electric Railway Journal as contemplating the purchase of five cars, has ordered these cars. They will be mounted on Curtis trucks. Faulkenau Electrical Construction Company, Chicago, 111., is reported to be drawing specifications for several new cars. It is not yet announced where these cars are to be used, but it is understood they are to be purchased for use on a line which will be electrified. Albany (N. Y.) Southern Railroad, reported in the Electric Railway Journal of Dec. 11, 1909, as contemplating the purchase of two cars, has decided to buy two double- truck cars 54 ft. long, some time this spring. J. G. White & Company, New York, N. Y., will place the order. Oregon Electric Railway, Portland, Ore., reported in the Electric Railway Journal of Jan. 15, 1910, as having ordered two observation trail cars from the Niles Car & Manufac- turing Company, through W. S. Barstow & Company, New York, N. Y., advises that the cars will lie motor cars, 6j ft. 2 in. long. Barstow & Company have since placed an order with the Niles Car & Manufacturing Company for the three combination baggage and passenger cars whose contemplated purchase was mentioned previously in these columns. The combination cars will be 57 ft. 8 in. long over buffers. The ears will all lie equipped willi GK-73 motors and Westinghouse air brakes and Baldwin trucks. 214 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 5. The electric locomotive has not yet been ordered. Three trail cars of the company will be equipped with G. E. motors. TRADE NOTES World Signal Company, New York, N. Y., has opened an office at 170 Broadway, in charge of J. H. Wisner. American Bridge Company, New York, N. Y., lost its Milwaukee plant by fire on Jan. 3, 1910. The damage is estimated at $200,000. C. Drucklieb, New York, N. Y., has moved his office from 132 Reade Street to 178 Washington Street, where he will continue to sell his sand-blast device. Pressed Steel Car Company, Pittsburgh, Pa., has elected 0. C. Gayley vice-president in charge of the sales depart- ment to succeed J. W. Friend, deceased. Beach Manufacturing Company, Grand Forks, N. D., has been incorporated with a capital of $50,000 to make steel culverts, bridges and road-working machinery. Wagner Electric Manufacturing Company, St. Louis, Mo., announce the opening of a district office in the Union Trust Building, Detroit, Mich., in charge of A. B. Hoffman. Lynch Railway Automatic Brake Company, Kansas City, Mo., has been incorporated in Missouri by James Lynch, G. A. Dehaven and W. H. England, with a capital of $100,000. Modoc Company, Philadelphia, Pa., has opened an office at 109 Chestnut Street, Philadelphia, and installed several new machines at Fernwood for the manufacture of car cleaner and soap powder. Crocker-Wheeler Company, Ampere, N. J., reports that its recent sales aggregate more than 5000 hp in d. c. motors and approximately 2000 kw in d. c. generators and 2000 k.v.a. in a. c. generators. Perry Ventilator Corporation, New Bedford, Mass., re- ports that ventilators have been delivered to the American Car Company, St. Louis, Mo., for the new cars being built at that plant for the Oklahoma Railway. Standard Coupler Company, New York, N. Y., has elected Geo. A. Post, Jr., a director to succeed J. E. French, who is also chairman of the board of directors of the Railway Steel Spring Company, New York, N. Y. Rockwell Furnace Company, New York, N. Y., has ap- pointed J. W. Coyle, recently connected with the Best American Calorific Company, New York, N. Y., as a special- ist of oil and gas furnaces for railway work. Crane Company, Chicago, 111., announces the death on Jan. 4, 1910, of Edwin Richardson, superintendent of the malleable department of the company. Mr. Richardson was 57 years old, and had been connected with this company for 39 years. Chicago Car Heating Company, Chicago, 111., has elected J. E. Buker first vice-president, with offices beginning Feb. 1, 1910, at the Railway Exchange Building, Chicago, 111. Mr. Buker was formerly superintendent of the car depart- ment of the Illinois Central Railroad. National Lumber & Creosoting Company, Texarkana, Ark., is rebuilding its creosoting plant which was burned in September, 1909. The new structure will be fireproof, and will have about 50 per cent greater capacity than the old plant, or about 2,000,000 ties per year. Chicago Bearing Metal Company, Chicago, 111., has ap- pointed Walter D. La Parle sales manager. Mr. La Parle has been in the railway supply business for 20 years. He has been connected with the Verona Tool Works, Pitts- burgh, Pa., for 11 years, and organized the Solid Steel Tool Company, which has been succeeded by the Western Tool & Forge Company, Brakenridge, Pa. The company's offices are located in the Old Colony Building. Massachusetts Chemical Company, Walpole, Mass., re- ports an exceptional increase during 1909 in the use of Armalac, particularly for the insulation of armatures. It is claimed for Armalac that it remains plastic under repeated heating and cooling, and that coils on which it is used resist moisture after years of service because the compound has for its base a black paraffin wax, the melting point of which is raised permanently by a process known only to the Massachusetts Chemical Company. Bridgeport Brass Company, Bridgeport, Conn., moved its sales offices on Jan. 22, 1910, from New York to Bridge- port, where a new office building has been erected in which the general offices of the company will be located. The works of the company are at Bridgeport, and it was felt that centralizing the departments in that city would make it possible for the company to serve its customers to better advantage and more promptly than in the past. The com- pany will, however, maintain a branch office in the Postal Telegraph Building, Broadway and Murray Street, New York, N. Y., where its sales department was formerly located. Stone & Webster, Boston, Mass., announce that they have opened offices in the Hanover Bank Building, 5 Nassau Street, New York, N. Y., to deal in securities of the electric railway, lighting, power and gas companies which are under their direct management. The Stone & Webster Engineering Corporation, which does a general engineer- ing and construction business, will also be represented at these offices. The former New York offices at 45 Cedar Street will be closed. The New York office hereafter will be in charge of John W. Hallowell and T. T. Whitney, Jr. G. E. Tripp, of Stone & Webster, who is chairman of the reorganization committee of the Metropolitan Street Rail- way, will make his headquarters in the new office. The Stone & Webster Engineering Corporation had at the first of the year $11,341,000 of construction in progress, divided as follows: Water powers, $4,140,600; interurban railways, $2,607,700; street railways, $777, 700; steam power stations, $940,000; buildings, $2,495,000; miscellaneous, $380,000. This- work is largely in the Far West and in the South. ADVERTISING LITERATURE MacGovern, Archer & Company, New York, N. Y., have issued their list of electrical and steam machinery, power- house equipment, cars, etc., dated February, 1910. Western Electric Company, Chicago, 111., has issued Bulletin No. 5270 describing its type "T" transformers. The features of design and construction of the transformers are illustrated. Wheeler Condenser & Engineering Company, Carteret, N. J., has issued a pamphlet on the general theory of jet condenser construction, but with particular reference to its rain-type condenser. Elastic Tip Company, Boston, Mass., has issued a circu- lar in which are shown its various shapes and styles of soft- rubber car-seat bumpers, actual size, and its car sign or ventilator stick rubbers. Jeffrey Manufacturing Company, Columbus, Ohio, has issued Booklets Nos. 33 and 34, both dated December, 1909. In Booklet No. 33 the company's conveyors are described and illustrated and in Bulletin No. 34 its elevator buckets are described and illustrated. General Fire Extinguisher Company, Providence, R. I., has printed in the November, 1909, issue of the Automatic Sprinkler Bulletin, which it publishes, a history of auto- matic sprinklers and a fire record from June, 1909, of places where Grinnell sprinklers were installed. American Engine Company, Bound Brook, N. J., has just issued a pamphlet entitled, "Arrangement of En- gine Cylinders to Produce Uniform Torque." This pamph- let contains typical indicator cards taken from the com- pany's angle compound engine, and also a derived crank effort diagram which shows that this type of engine pro- duces a torque which is nearly as uniform as that given by steam turbines. H. W. Johns-Manville Company, Cleveland, Ohio, has issued the first number of the "J. W. Packing Expert," a four-page publication devoted to the packing industry. The foreword is entitled "The Story of Asbestos" and will be continued in the February issue of the publication. In an article entitled "Great Oaks from Little Acorns Grow" the company tells of the progress made by it recently in Ohio, Kentucky, and West Virginia, where its business was at one time taken care of by correspondence and by travel- ing salesmen. In 1898, however, it became necessary to- open offices in Columbus to care for the territory men- tioned. Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, FEBRUARY 5, 1910 No. 6 PUBLISHED WEEKLY BY' THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGraw, President, j. M. Wakeman, 1st Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office. .. .Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9500 copies are printed. NEW YORK, SATURDAY, FEBRUARY 5, 1910 CONTENTS. Rounding Out the Motorman's Instruction Publicity Through Civic Boards The Central Electric Railway Association Midyear Meeting of the American Association Transportation and Urban Development Stealing Railway Property Apprentice Courses for Transportation Positions Individual Accident Policies and Damages The Latest Cleveland Ordinance Re-equipped Elevated Instruction Car, Brooklyn Trackless Trolley Lines in Austria Auditing Express and Railroad Expense Bills A Direct Reading Accelerometer Appraisal of Physical Property of Third Avenue Railroad. Operating Principles of Scherl Gyroscope Car Notes on Franchise. Fare and Traffic Conditions in Berlin. Annual Meeting of Central Electric Railway Association... Meeting of Central Electric Traffic Association Notes on Street Paving Method of Procedure When a Person Refuses to Pay Fare. Committee Meetings in New York Last Week The Banquet Annual Report of Pennsylvania Railroad Commission New Freight Terminal of the lov/a & Illinois Railway Handling Intoxicated Persons in Boston Experience of an Apprentice in Boston Hearing on Valuation of Brooklyn Rapid Transit System.. Improved Trolley Retriever Automobile Trolley Wagon in Minneapolis Flexible Axle Truck Gasoline Motor Car Frictionlcss Trolley Base for City Cars Electric Railway Legal Decisions London Letter News of Electric Railways Financial and Corporate Traffic and Transportation Personal Mention Construction News Manufactures and Supplies Tabic of Traction Earnings 215 215 216 216 217 217 218 218 219 220 226 226 227 228 228 229 231 235 236 237 239 24 < 243 245 246 247 248 249 250 250 251 253 256 257 259 261 262 264 266 268 Rounding Out the Motorman's Instruction The Brooklyn Rapid Transit Company's elaborately equipped inftruction car for elevated service, described elsewhere in this number, shows the length to which operators of modern heavy electric railway equipment go in training their men in the care- ful operation of their trains. It is true that many managers believe that the motormen of city surface railway cars need know little more about their equipment than how to cut out a defective motor or to replace a fuse. But the conditions are different with frequent high-speed service, whether ele- vated or subway, and the trend of practice is toward giving the men a thorough education at considerable expense. This means that the instruction of several weeks in the regular schedule operation of a train must be supplemented by lessons on a specially equipped instruction car, where the student can see more than the covers of his apparatus. The prospective motorman seldom has any technical knowledge either of the electrical or braking equipment, and it is therefore essential that their details should be explained to him in a thorough manner. The experience of the Brooklyn company with this method of instruction has been so satisfactory that the elevated trainmen and the yard attendants also have been taken into the course. As a result, the management can feel confident that no matter where an emergency may arise in its elevated service at least one competent substitute will be on hand to take care of the train. Publicity Through Civic Boards Mr. Sylvester's paper on electric railway advertising presented at the Jan. 25 meeting of the New England Street Railway Club and abstracted in our issue of Jan. 29 contains some ex- cellent suggestions on cultivating the good will of the public through the medium of commercial clubs, boards of trade and similar organizations. Every railway company certainly ought to be represented in such local bodies because the latter are so frequently the source fiom whence many complaints arise against the traction service. Some of these complaints are bona fide, but others are brought up by chronic kickers or by in- dividuals who have some axe to grind. In either event, it is well to have some one on hand at the meetings to present the railway's side of the case, if necessary, before false impressions can take hold. By belonging to bodies of this kind also, it is possible for railway managements to gage accurately the quality of their membership and the extent of their influence. Often an organization with a must grandiose title is composed of nothing more than half a dozen real estate Speculators, In one instance, the same individuals who were posing as a group of public-spirited citizens desirous of ridding their district of an abandoned power station actually bad organized lor no oilier purpose than to force the railway company to sell its 2l6 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. property to them at a sacrifice. On the whole, however, civic societies offer an excellent field for publicity as they are gener- ally composed of representative tax-payers in the community. One of the largest railways in the East is now planning an illustrated lecture campaign whereby every prominent body of this kind will be familiarized with the daily problems confront- ing this electric railway in satisfying the needs of its patrons. In the past three or four years this company's president or manager has delivered an address on traction matters at the an- nual banquets of the more important organizations and it is hoped that the new plan will be even more successful in promot- ing good feeling between the company and the public. The Central Electric Railway Association The Central Electric Railway Association was organized Jan. 25, 1906, by the amalgamation of the interurban railway associations of Ohio and Indiana. The annual meeting of the association held last week in Columbus, Ohio, therefore marked the completion of the fourth year of its existence. It must have been most gratifying to the members to learn that the year just ended had been a prosperous and satisfactory one in every sense. The financial report showed a comfortable surplus in the treasury with no outstanding bills, in spite of heavy expenses incurred in carrying on the diversified work of the parent association and its offspring, the Central Electric Traffic Association. The membership now includes 47 com- panies with an aggregate of 3531 miles of track and interest in the work of the association shows no signs of lagging. The value to its members of such a strong organization as this has grown to be cannot be measured in words. The in- terests of all the interurban roads in the Middle West are be- coming each year more closely identified as connecting lines are built and new avenues of through traffic are thrown open. The problems of one road are the problems of its neighbors and the association meetings are the clearing house for the interchange of knowledge and experiences. If there had been in the last four years no tangible or intangible result of its work other than the launching of the Central Electric Traffic Asso- ciation the members might still be proud of their organization. There have been other results of great benefit to all, among which could be named the adoption of uniform operating rules and standards of equipment, the formulation of equitable rules for interchange of cars, and, of most importance, the creation of a harmonious spirit of co-operation in all matters of common interest. The Central Electric Railway Association is not in any sense a rival of the American Street & Interurban Railway Asso- ciation. Nearly all of its members are also identified with the national body. The presidents of three of the four national associations affiliated with the American Association, and the first vice-president of the latter body, are associated with com- panies which have always taken an active interest in the work of the Central Electric Railway Association. The latter, like the other sectional and State organizations, has its own prob- lems to solve, and as its membership is made up of a smaller number of companies, with less diversified interests than the national body, it can undertake work entirely outside of the scope of the latter organization. The members of the Central Electric Railway Association who have given it their loyal sup- port are to be congratulated upon the accomplishments and standing of the organization, and we extend to them our best wishes for its continued success. Midyear Meeting of the American Association The plan of holding a midyear meeting in New York of the American Street & Interurban Railway Association proved so successful last week that undoubtedly the association will con- tinue the practice next year and in the future. The attendance was good and equal to, if not larger than, those at the annual meetings of the association. The discussion was well maintained and we believe that all those present will carry away new ideas and a clear conception of the viewpoints of other managers on questions of policy which will far more than repay them for the time required to be present. In the committee meetings of the previous day, of which altogether 12 were held, action was taken on work to be pursued during the coming year. Probably the most important feature of popular interest at the midyear meeting was the address of President Shaw at the banquet Friday evening, when he emphasized his well-known views on the future policy of the association and illustrated his remarks by referring to various recent events of street railway interest. According to President Shaw the conditions now surrounding the average city railway property are such as not only to dis- courage the investment of capital for extensions and improve- ments, but even to militate against the supply of good service. Concurrently with a rapid increase in the cost of materials and labor during the past few years there has been almost as rapid a decrease in the receipts per passenger-mile, on account of the wider use of transfers and the longer rides furnished. In many instances the margin now between receipts on the one hand and operating expenses plus fixed charges on the other is so small that it is only by the most rigid economy that the properties can be kept solvent, while in a still larger number of instances the return paid on the money actually invested on the properties is so small as to discourage any further develop- ment of the street railway facilities. This is a condition which is desirable neither for the companies nor for the cities in which they are located. President Shaw outlined the remedies pos- sible, but he stated that practically they could be applied only in communities where their justice and necessity are recognized by a majority of the intelligent electorate. Hence he advocated a policy by which electric railway companies would welcome an impartial examination of their affairs by those interested and concerned in the welfare of the communities in which these companies operate. Brief sketches of recent street railway his- tory in Kansas City, Cleveland, New York and Massachusetts were given to illustrate the force of these remarks. In one sense, the situation, so far as the railway companies themselves are concerned, is improving. The policy heretofore actuating practically all companies has been to build extensions liberally into unprofitable territory, to keep up with the popula- tion and with the hope that ultimately they will prove valuable additions to the system. But if this plan is no longer followed, the traffic on most systems will increase with the natural growth of the population, and where the congestion is not too great and the average length of ride not too long, this additional traffic will be profitable. But this is not a condition consistent with the proper development of the community nor is it a desirable one for the railway company itself except -where no other plan is practicable. Its interests, broadly speaking, lie with those of the community which it serves, and, to obtain the best results for both city and company, each should gain as the other prospers. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 217 Transportation and Urban Development A goodly number of interurban electric roads have been projected recently in territory already well occupied, and their rights to a place in the world of transportation naturally hinges upon the question of their public utility. This point is vigorously claimed by their promoters and as vigorously denied by every steam railroad whose lines traverse the ter- ritory it is proposed to occupy. Now, the essential point of the whole controversy seems to us to be the following : whether by the building of the proposed road the collective John Smith, so to speak, will be the more readily able to go about his busi- ness, and whether his property will through greater accessibil- ity become desirable for homes for others of his kind. If one examines carefully a map of almost any section of the country he will readily see that while in many district-, steam railroads have done admirable service in opening up the country, they touch immediately a comparatively small extent of territory. A given railroad line, be it steam or elec- tric, does not open up a broad area even under the most favor- able circumstances ; not even in interurban territory, let alone suburban. The ordinary steam road, with its customary line of stations, practically serves a residence space only from one to two miles in width, or rather a series of overlapping or adjacent circles, half a mile to a mile in radius. In almost any suburban territory the effect of placing these stations is evident by the growth of a series of villages, each of compara- tively small extent. These towns, strung like beads along the railway line, extend out radially, because about most Amer- ican cities belt railways are of rare occurrence, and between these lines there is often a great deal of desirable but unde- veloped territory surprisingly near to the urban center of popu- lation. The fast interurban line has done sterling service in extend- ing the hour radius, if one may so call it, within which it is feasible to live and do business in the city. This extension is due to the speed, and brings into availability much added ter- ritory by linear expansion, so to speak, even though the strip served still remains comparatively narrow. It seems logical to expect that our cities are to keep on growing rapidly, and they absolutely need more territory into which to expand. Resi- dence area is absolutely necessary in order to keep down liv- ing expenses, and if it cannot be had by existing steam lines, it seems highly important that it should be obtained by the ex- pansion outward given by fast electric service. A steam road, once established through a given territory, may reasonably expect to keep up its traffic earnings if it keeps up its service, for it has already pre-empted the territory naturally tributary to it. If it does not keep up its service it certainly has no right to demand the suppression of proposed lines to make up for its deficiencies. The experience of some years shows (hat population fol- lows the trolley out into suburban districts, rind this tendency ought certainly to be encouraged by the supply of the best facilities for transportation which can be made available. Moreover, interurban lines, where the terminals are reasonably large, so as to give suburban as well as through service, have very generally made good from a financial standpoint, and there is every reason to expect that they will continue to do so. Investors are not risking their money lor fun in roads which are unlikely to pay, and in most cases it seems to us that if in vestors wish to invest in an interurban line in the belief that it will be profitable, no hindrance should be put in the way of their desire. The mere fact that some of the steam roads are afraid of losing their less favorably situated traveling public is not really a thing which would weigh heavily against the de- sire of the public for better facilities. Tracing the effect of interurban and suburban roads on popu- lation and property values shows plainly that transportation facilities such as they afford are a good thing for the com- munity at large, and their building should therefore be en- couraged at every reasonable opportunity. American cities are growing, not through normal increase of population, but through an extraordinary rapid aggregation, and no theories based on normal increase from census to census bear any de- finable relation upon the probable traffic that can be gathered by well-designed and carefully operated transportation sys- tems. Stealing Railway Property Some interesting experiences were related at the Columbus meeting of the Central Electric Railway Association last week, of the theft from interurban cars in the Middle West of dif- ferent portable articles. The ingenuity displayed by dishonest persons in sequestrating such property belonging to the com- pany as lanterns, brooms, brasses, camp stools, shackle bars and even rear doors would have brought delight to the heart of Mr. Fagin, were that worthy gentleman now alive. Electric railways in all parts of the country have long suffered from the de- predations of copper thieves and many of them undoubtedly have undergone losses from thievery of car supplies and equip- ment which when perpetrated on the scale described constitutes a larger loss than that from purloined bonds. Many of the articles which disappear have little or no intrinsic value as junk or second-hand material, yet the very articles which have the least value are most frequently missing. It is next to impos- sible to keep brooms on cars, and thermometers, feather dust- ers, water buckets and switch irons vanish like thin air. All of the checking schemes which have been devised attempt to put the responsibility for loss on the crew which had the car in charge when the article or articles disappeared, but it is hardly fair always to place the blame or the burden of making good the value of the missing equipment entirely on them. Employees may occasionally appropriate some of the company's property to their own use, but in the vast majority of instances the crews are no more to blame than the general manager. They cannot see everything going on inside and outside of the car nor can they search every alighting passenger to make sure that he is not concealing a feather duster up the back of his coat or a camp stool in his suit case. One company in Western Ohio discovered, merely by chance, that a regular passenger on its cars made a practice of entering the lavatory just before the car passed his home and throwing out of the window the broom and feather cluster which were hung inside on hooks. This is petty thievery, but severe measures to break it up are warranted. It is worth while to spend $100 to prosecute to the limit a thief who steals a 25-ccnl broom or brass fitting if just for the moral effect. A few convictions would go farther to ward stopping the practice than attempting to put everything movable on a chain or under lock and key. The junk dealers who buy parts stolen from electric railway cars need to be warned by one or two severe lessons quite as much as the traveling public. They have long since ceased to buy steam 2l8 ELECTRIC RAILWAY JOURNAL. | Vol. XXXV. No. 6. railroad junk because they know it is dangerous to be caught with the goods, and with the exercise of the same vigilance and determination to stop thievery on the part of electric railways, we believe the trouble would soon almost entirely cease. Apprentice Courses for Transportation Positions Elsewhere in this issue an account is published of a course which has been followed on the Boston Elevated Railway with the idea of training men for the transportation department, and as this was the first phase of the work considered by the committee on education of the American Association, and as several companies have since adopted regular courses leading to this end, an account of the plan followed in Boston will be of interest. The course has been taken by but one student, and the trial is too recent to give an idea of its general suc- cess, although the experiment has extended now over somewhat more than three years. The fact, also, that one young man has gone through a schooling and has profited by it does not necessarily mean that others would do so any more than the reverse would be the case. The ultimate value of the plan must be determined by results secured by a good many cases, although the experience in other lines of work is a sufficient indication that in its main principles it is correct. Success in the establishment of any apprentice course of this kind depends largely upon both the apprentice and the com- pany taking a broad view of the conditions. In a sense, each is making a sacrifice. The apprentice devotes three years or more to work in which the hours are long and more or less broken, and for which the pay is small, with the sole object of laying a foundation for his future career in railway service. If, before beginning the work, he has taken a college course, he will probably be 25 years of age or over before beginning his life work, so far as financial returns are concerned. More- over, his expenditure of time and money will be largely thrown away if, during or after his course, he is compelled to abandon the work for more remunerative employment. On the other hand, the expenditure made by the company is even greater and more speculative than that made by the student, because it has no guarantee that his opportunities will be grasped, or if taken to heart will be used later to the ad- vantage of the company conducting the course. While the rail- way company pays the student the regular workman's wage it is not getting full value for its money. He is continually a beginner and is, like all beginners, an expense in material and equipment and in time spent by more experienced men teach- ing him. The student no sooner learns the work and begins to be an asset than he is removed to start learning some other branch. Thus both parties give time and capital to the other, and if either or both are too intent on profit each will suffer a loss and force a loss upon the other. If the company persists in paying a low salary to the man after he has been educated he will be driven through necessity to seek employment elsewhere. This may tend, if he continues in street railway work, to broaden him and make him of more value to the first employer later in life, and if he has been diligent and has acquired a good knowledge of electric railway practice he will serve as a fine example of the company's meth- ods. But such a course would be more apt to result in the student taking up some entirely different line of work and losing his investment of time as well as the company losing its investment of money. On the other hand, if the student is too persistent in his demand for higher salary he will force the company into dispensing with his services. In carrying out a plan of this kind the higher officials of the company should give the student or students personal attention and allow the course to have enough elasticity to provide for different temperaments and capacities. They must win the re- spect as well as the gratitude of the student. They must ex- ercise great care in the selection of men, so that those unfitted for the course may save attempting it to their mutual loss. The student taking a course like this must enter it with a full understanding of the effort entailed and the possible results. He must realize the position of the company and what it is- doing for him, and must have the firm intent of proving worthy of the trust and effort made in his behalf. He must be willing and able to sacrifice a purely financial gain and content himself with a moderate return. Above all, he must not look on this sort of a plan as an easy road to high positions, but must ap- preciate the fact that his continuance and progress with the company depend wholly on his own efforts, and that he is- morally bound to excel all men with whom he comes in con- tact in his work. Individual Accident Policies and Damages The effect of a settlement by an insurance company with whom an injured motorman had an individual accident insur- ance policy was passed upon last year by the United States Cir- cuit Court of Appeals in a case against the Puget Sound Elec- tric Railway Company brought by a motorman named Van Pelt. His duties required him to ride in a small motorman's com- partment, and, by the explosion of a fuse, he received serious- injuries to his eyes, for which a jury awarded him $2,000. On the trial evidence was offered by the company tending to- show that at the time of the accident the motorman's policy provided that the insurance company should be liable to the insured, in case of permanent disability arising from such an accident, for a period of 12 months' total disability. The com- pany also sought to show that two months after the accident the plaintiff freely and voluntarily settled with the insurance company in consideration of a sum equal to what he would have been entitled to receive under his policy for four months' total disability and two months' partial disability. The trial court refused to receive this evidence, and it was contended on appeal that this exclusion constituted reversible error. The Eederal Appellate Court held, however, that no error was com- mitted. While there was a dissenting opinion, it does not dis- cuss this particular point, so the decision may, in this regard,, be looked ivpon as unanimous. While it is true, the court said, that if Van Pelt, in his- settlement with the insurance company, made admission of any fact which would tend to contradict the allegations of his com- plaint against the railway company, evidence on this point would have been admissible, but it considered that a settle- ment made two months after the accident on the terms of which proof was offered and excluded, did not contradict in any degree the averments of the complaint, filed nearly four months after the accident, as to the serious character of the injury. While the verdict was sustained on other grounds as- well, this point is of general interest because of the large num- ber of employees who carry accident policies and recover bene- fits from them as well as from their employers. February 1910.] ELECTRIC RAILWAY JOURNAL. 219 The Latest Cleveland Ordinance The ordinance granting a renewal of the franchises of the Cleveland Railway Company, on which citizens of Cleveland -will vote on Feb. 17, contains a number of terms differing in important respects from the measures which have been under •consideration previously in connection with the negotiations for a settlement of the street railway situation in Cleveland. The preamble to the ordinance recites that it is agreed that a complete readjustment of the situation should be made upon terms that will secure to the owners of the property security of their investment and "a fair and fixed rate of return there- on," and will secure to the public the largest powers of regula- tion and the best transportation at cost "consistent with the security of the property and the certainty of a fixed return and no more." This statement underlying the new ordinance represents clearly the ideas of Judge Tayler, of the United States Circuit Court, who, as arbitrator, has directed the main terms of the measure to be placed before the public of Cleve- land for acceptance or rejection. The primary provision of . the ordinance is that it grants the •company a renewal of rights until May i, 1934. It has been pointed out in previous issues of this paper that the ordinance which has been drawn to embody the ideas forming the present basis of settlement is founded upon a predetermined schedule of fares in which there is some room for revision •downward, an arbitrary valuation somewhat similar in method and results to the last preceding valuation and „a rate of divi- dend which, although fixed definitely at 6 per ogg^t per annum, is subject to penalty by temporary reduction in the event of failure of the company to abide promptly by the decision of a hoard of arbitrators upon any point which may be in contro- versy. It is in accordance with these fundamental provisions of the settlement that the ordinance recites that "for the purpose of . fixing from time to time the rate of fare to be charged by the company and the return to the company for the service ren- dered by it to the public" and for the further purpose of fix- ing the price at which the property may be purchased, the capi- tal value is declared to consist of various items, which are specified in detail. These values, aggregating $24,091,049.53, in- clude bonded indebtedness of $8,128,000, floating indebtedness as of Jan. 1, 1908, of $1,288,000, and the balance of $14,675,- °49-53. to which $550.47 was added in order to equalize the stock value, making for the residue of the capital value $14,- 675,600. To this amount additions may be made from time to time in accordance with sections of the ordinance providing for increase of the capital account under certain restrictions. Vari- ous provisions, however, regulate the terms upon which the securities may be issued. The stock may not be sold for less than par. Bonds may be sold for less than par with the con- sent of the city. Floating debt may not be increased except as may be necessary to capitalize the debt enumerated in the ordi- nance or to provide for such extensions, betterments or perma- nent improvements as the terms of the ordinance contemplate shall become a part of the capital value. No restriction is placed upon the company if it chooses to sell its stock or in- crease its bonded or floating debt without the consent of the ■city, but no such increase shall be considered a part of the capital valui under the ordinance unless made in pursuance of its provisions. Wide latitude downward is stipulated in the section of the ordinance regulating the rate of fare, but the maximum pos- sible is 4 cents, with seven tickets for 25 cents and 1 cent for a transfer without rebate, while the possible minimum rate of fare runs as low as 2 cents with 1 cent for a transfer and 1 cent rebate when the transfer is redeemed. To regulate trans- fer abuse it is provided that the company shall not be re- quired to furnish a round trip for a single fare. The rate of fare is to be regulated according as the sum in an "interest fund" remains above or below $500,000. The "interest fund'' of $500,000 is to receive all earnings of the company after the payment of the allowances for operating ex- penses, depreciation, renewals and maintenance. Interest and dividends will be charged against the funds. Any surplus re- maining in the fund above $500,000 is to constitute a fund to be absorbed in the reduction of fares. For current operating expenses the ordinance allows II. 5 cents per motor car-mile and 60 per cent of this figure, or 6.9 cents, per trailer car-mile. In addition to these .sums, fixed de- ductions are to be made from gross revenues .each month, which shall be placed to the credit of the maintenance depreciation and renewal account. In January, February, March, April, May and December 4 cents per car-mile is to be allowed. In Novem- ber 5 cents per car-mile, in June, July, August, September and October 6 cents per car-mile. If not needed for immediate maintenance or renewals, this sum shall be accumulated and may be invested from .timej;to time in the bonds of the com- 1 si * '* :'>'"' pany or in payment of floating debt, provided that such debt tonus part of the capital value of the company. These allow- ances may be increased or decreased by agreement between the city and the company so as to enable the expenses of operation, including the costs of insurance, accident and damage claims, to be met. Supervision on behalf of the city is to be exercised by a city street railroad commissioner, who, with broad powers, is to act as a technical adviser to the Council in all matters affect- ing interpretation of the ordinance and all actions affecting the service, the cost thereof, or the rate of fare. While there are various other provisions affecting the terms of operation, some of which are not dissimilar from many other ordinances, the principal additional section is that relating to the possible purchase of the property by the city or by another firm, person or corporation. In the event of purchase by the city the price shall be the capital value plus 10 per cent. The right to purchase may be exercised at any time when the city has the legal power, upon six months' notice. After Jan. 1, 1918, the city may designate any firm, person or corporation to purchase the property upon the same terms, except that the licensee in this event shall agree to accept a return by at least one-quarter of I per cent smaller than the 6 per cent per- mitted on the stock by the ordinance under consideration. In case of expiration of the grant without the exercise of the foregoing provisions for purchase, the city reserves the right to purchase at such price as may be agreed with the company or upon failure to agree, then for such price as may be de- termined by a board of arbitration. The price which the city would pay in this case would he the value of the property for si reel railroad purposes. The cost of reproduction would be estimated and a reasonable amount deducted for depreciation, lo the total valuation of the physical items, as ihus determined, 10 per cent would he added. 220 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. Xo. 6. RE-EQUIPPED ELEVATED INSTRUCTION CAR OF THE BROOKLYN RAPID TRANSIT SYSTEM The Brooklyn Rapid Transit System has just finished the re-equipment of its elevated instruction car to make it com- plete and the best of its kind in eyery particular. Primarily, the changes and additions were made necessary by the recent adoption of the new Westinghouse A M L and A T L gradu- ated release, quick recharge brake for all elevated cars. How- the simple and attractive manner afforded by the illuminated boards. The car was built and equipped by the mechanical department at the eastern division elevated shops for the ele- vated division of the transportation department. It is piain- tained by the former department at whatever inspection shop it happens to be during fhe instruction periods. ELECTRICAL EQUIPMENT ' The electrical equipment on this car consists -of single' corrt- plete sets of the Westinghouse 131 and 160 control and the Brooklyn Instruction Car — General View of Car After Its Re-equipment ever, advantage was taken of this improvement to elaborate Type A B unit switch group control, together with sample the instruction features of the electric control equipments by motor car and trailer-switch cabinets with references to where the installation of illuminated instruction boards. Thus when these cabinets are placed on the different types of cars. The 1 ; i 3 Brooklyn Instruction Car — Electrical Side, Starting from the Drum Control the motormen now go through the instruction course, they will not only become familiar with the very latest form of braking and draft-rigging equipments in use but will also have the opportunity of studying the electrical operation of trains in former control can be used in the actual running of the car, as a two-way switch permits the instruction board1 circuit to be cut in or out as the case may be. Each control system has all of its components mounted inside the car in plain view February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 221 and is supplemented by sections of the principal parts. Both of the illuminated lamp boards are faced with 54-in. x 36-ih. x 48-in. asbestos wood, ebony impregnated and backed by Ms-in. asbestos wood. All the wiring is in metal conduit for the 14- accompanying wiring diagrams and the following explanation of what occurs on the board representing the unit switch group control when the master controller in that circuit is manipulated. As shown on the diagram, current may be taken Brooklyn Instruction Car — Illuminated Lamp Boards for Drum and Unit Switch Group-Control Systems Brooklyn Instruction Car — Air Brake Side, Showing Full Equipment for a Standard Six-Car Train volt miniature lamps which represent the control circuits and the 115-volt series lamps which represent the motor circuits. OPERATION OF THK ILLUMINATED INSTRUCTION BOARDS The operation of the lamp boards may be understood from the either from a trolley wire or a contact rail. Next conns the hood switch, its outlines being painted on the board but having no lamp indication. From this point on lamps are provided in parallel with the different portions of the equipment, such as 222 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. the line switch, resistance grids, reverser and motors. In the first position of the master controller, the current from the line switch will light up its corresponding white lamp and thence proceed through lamp indications corresponding to control 115 Volts 14 Volts £ *3e"x46* Asbestos Wood Ebony Impregnated Miniature base Brooklyn Instruction Car — Detail of Lamp Mounting on Illuminated Board switches to the white lamp of Ri. On reaching the reverser, the green lamps of the latter will light up if the reverser is in the forward position, but the yellow lamps will light up if it is in the reverse position. These colors correspond to the clear and cautionary signals used in the transportation service. The Hood Switch The current then enters No. I motor field, which is represented1 by four white lights, after which it continues on to No. 2 motor. As the controller is moved from step to step, the lights representing the resistances cut out are successively extin- guished. At the same time the lamps representing the switches of the unit-switch group light up as the switches close. It will be understood that as the resistances are cut out, the lights representing the motor armatures and fields become brighter and brighter. In this way, the student receives a vivid im- pression of what goes on in the power circuit in relation to the building up of voltage. The limit switch shown on the diagram permits the instructor to stop on any point of the controller to make required explanations. The 131 and 160 control differs from the unit-switch group in having a regular controller instead of the turret switches and in having the reverser contact as a part of the controller instead of separate. AIR-BRAKE EQUIPMENT The new air-brake equipment corresponds to that of a Brook- lyn Rapid Transit standard six-car train, which consists of four motors and two trailers. Besides the complete equip- ment which is used in the actual braking of the car, there are provided full-size sections of the brake, triple, feed and engi- neer's valves, of hose couplings, and of both Christensen and Westinghouse governors. The complete Westinghouse gov- ernor forms a part of the operating equipment. Gages are %pn°) [ormof^iof^oj {ojrsis) i°moJ L imdSwUcR Reverser No. a Motor No. I Motor Brooklyn Instruction Car — Circuit Diagram for Board Representing the Westinghouse Unit Switch Group Control illumination of the green lamps indicates that the current is going to the positive brush-holder, which is also indicated by a green lamp, thence to the armature of No. 1 motor, after which it returns to the reverser and lights the corresponding lamps. provided to show how the pressure of the different reservoirs varies during the several applications of the braking system. The sectional triple valve installed is joined to the operating triple valve by a connecting rod so that the various service February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 223 applications as they occur on a standard six-car train may be seen and explained to the students. A similar connection is provided between the operating and sectional compressors. Colored sectional charts of this new braking system are in course of preparation by the air-brake manufacturer, but at present the company is using for this purpose special white prints which are printed on linen cloth. As all of the elevated cars are being equipped with slack adjusters, one has been installed under the instruction car and another is shown in section for instruction purposes. A rather novel part of the equipment is a Van Dorn No. 18 pneumati- cally operated coupler which: has been placed inside the car to show how a coupling is made in every-day operation. USE OF INSTRUCTION CAR The instruction car is used" by the transportation department both for new men who are being taught to handle elevated apparatus for the first time and for men who have been work- ing on the line for some years. The candidates for the position of elevated motorman must be between the ages of 24 and 37 and are selected only from employees who have been motormen on the surface cars for two years or who have spent a like period as trainmen or yardmen in the elevated service. All applicants must not only have a clear record, but have to submit to a searching physical examination before they are permitted to take the instruction course, as it is the policy of the company to employ in its elevated train service only those men who have already proved their fitness and reliability. The requirements are so severe that, in general, not more than Hood Smtch not include the instruction car, but is simply a regular train carrying no passengers, but with which all of the regular starts and stops are made. Hence, the student can familiarize himself with the track and bell signals, grade and curve conditions, Brooklyn Instruction Car — Pneumatically Operated Coupler etc., without distraction as to details of apparatus. The in- struction car was formerly a part of the school train, but it has been found more satisfactory to station it at different division headquarters, as required, rather than to keep it mov- ing along the line all the time. An instruction train class con- sists of six men under an instructor motorman, each man tak- ing his turn at the control equipment and spending the balance Brooklyn Instruction Car — Circuit Diagram for Board Representing the Westinghouse No. 131 Drum-Type Control 75 per cent of the men who apply under these conditions are of his time in Studying the several instruction blanks, rules and finally accepted. the catechism relating to the equipment and operation of the The instruction of Hie recruit motormen begins will) a pre- train. If the candidate can pass a satisfactory oral examina- liminary course of six flays on ;i school train. The latter does tion at the end of the six day trial, he is placed under an in- 224 ELECTRIC RAILWAY JOURNAL. | Vol. XXXV. Xo. 6. structcr motcraian for 12 days on a regular passenger train. During both courses, he attends a supplementary course in the instruction car for an hour each morning before going out on the school train and for one hour in the afternoon. The final acceptance of the candidates depends upon the con- fidential reports of the motormen instructors who turn in the student's assignment sheets on which the records of their work are presented. The students are paid $2 a day during the train- ing period and after graduation are usually placed on the extra list, or, if that is long enough, are returned to their old positions pending appointment. In this way the com- pany always has a considerable body of trained men ready to take up the operation of its elevated rolling stock at a moment's notice. When the instruc- tion car was first placed in service, the course was confined to prospective motor- men, but it has since been extended to in- t-> a* y „ „ ., , elude the elevated Brooklyn Instruction Car — Switch- . board Location trainmen and yard- men. Experienced mo- tormen are obliged to go through the instruction car about every six months, the dispatcher assigning them to the car for two hours during an off-duty period. It is likely that the instruction hours of the veterans will be lengthened on this occasion owing to the radical changes made in the air- brake equipment and because of the adoption of the illumi- nated instruction boards. The men show great interest in the equipment of the instruction car and it is not uncommon to see shopmen and others visit the car on their own time to hear the explanations of the instructors and to examine the apparatus themselves. MESSAGES OF THE GOVERNORS SPECIAL BUMPERS TO PREVENT OVERRIDING Last summer safety bumpers were added to all of the high suburban cars of the Detroit United Railway. The additional bumpers have a depth of 10 in. and will prevent overriding if the suburban cars come in contact with city cars having low platforms. An accompanying illustration presents a side sec- tional view of the floor of a car with the safety bumper in- ,•; Hole for Drop fender 5haft\% \ I-beams butt against end SlLL of cor Special Bumper for Suburban Cars of Detroit United Railway stalled. At each end of the car two 10-in. I-beams 5 ft. 5 in. long are bolted to wooden sills and are butted against the end sills of the car. The I-beams are held vertically and are spaced 26 in. apart between centers. At the bumping end they are blocked apart and are sheathed on the outside with metal YA in. thick. Extracts from the messages of the Governors of New York, Xew Jersey and Illinois, referring to public utility legislations, were published in the issue of the Electric Railway Journal, Jan. 22, 19 10, page 157. Extracts from the messages of the Governors of Maryland and Rhode Island follow : GOVERNOR POTHIER, OF RHODE ISLAND The controversy between the city of Providence and the street railway authorities concerning passenger traffic between the center of the city and the east side is likewise of more than local interest. The present admittedly inadequate service affects not only citizens of Providence but the residents of East Providence and Pawtucket, and the towns south and west of Providence, who have occasion to use the College Hill route The whole question of congested street railway traffic in the business section of Providence concerns the entire suburban district extending into half a dozen cities and towns. At the present rate of increase in population the time is not many years distant — perhaps a decade or two — when a subway from the east side to the Doyle monument, and even to Trinity Square, will be absolutely necessary to accommodate ordinary daily travel. I am not prepared to say that the State should become a factor in the settlement of the question of an east side approach : but I do urge a recognition of the fact that interests not bound by the geographical lines of the city of Providence are undeniably involved and entitled to consid- eration. GOVERNOR CROTHERS, OF MARYLAND The reasonable and just regulation of public-service corpora- tions through the agency of a commission with prescribed powers and duties has, as a policy, been adopted by a number of the largest and leading States of the Union, and is under favorable consideration in many other States. In New York and Wisconsin, and in Virginia and North Carolina experience has shown that such commissions furnish appropriate and essen- tial protection to the rights and interests of the public, while at the same time they afford important and just safeguards and immunities to the public-service corporations themselves. The fact is so obvious as to dispense with the necessity of pro- longed discussion that a public-service commission in Mary- land, as in other States, will shield and secure the people from injustice, abuse and disadvantages of whatsoever form at the hands of corporations engaged for their own profit in the sale and supply of utilities and service of a general and public nature and will reasonably guarantee to the people adequate and proper service at just prices. The people are entitled to this in respect to the utilities in question — that is to say, they are entitled to justice — no more, no less. On the other hand, the same measure of regard and consideration is due to the capital and corporate and personal interests engaged and involved in the organization and maintenance of the public-service cor- porations of this State. These institutions, it cannot be denied, are often subjected to unreasonable demands and unjustifiable attacks. They, too, are entitled to justice — no more, no less. A public-service commission clothed with the necessary powers and charged with appropriate functions, and, above all else, composed of men embued with a full measure and high stand- ard of intelligence, character and public spirit, would meet these requirements and subserve and accomplish the great pub- lic end in view, which, after all, is the full preservation to the people of the rights and advantages to which they are justly entitled without imposing unnecessary or unreasonable burdens upon the corporations in question. To effect this rightful ob- ject, which, indeed, is one of the salutary ends of government itself, it is indispensable not only that such a commission be provided for by the Legislature, but that it be vested with full and plenary powers to effectually and impartially accomplish its important object with respect to all public-service cohpora- tions in the State in their various relations to the people. This is the spirit and design of the pledge we made to the people. Without hesitancy or shortcoming in any particular, let us now faith full v redeem it. February 5. 1910.] ELECTRIC RAILWAY JOURNAL. 225 TRACKLESS TROLLEY LINES IN AUSTRIA The prevalence of good roads on the Continent has lent con- siderable encouragement to the development of trackless trol- ley lines. The Mercedes-Stoll system, used chiefly in Austria, is one of the best known, and it may be of interest, therefore, to give a few details in regard to it. Two types of overhead construction are employed, according to the conditions. Lines with heavy traffic are provided with two pairs of trolley wires, each pair consisting of a positive and The Local Clergy Blessing a New Line negative conductor. In this case one pair of wires is used for one direction, while the other pair is for returning, so that cars can pass independently. Where little traffic is expected the roads only need one pair of overhead wires. This, however, renders it necessary to provide a certain method of changing over the current collector at the meeting points of cars. On several trackless roads in Germany the collector of one car is taken down while the other car is passing. With the Mercedes- Stoll system, however, both collectors can remain on the trolley wires and onlv the flexible connections to the car circuits are views, collector derailments are avoided by using a short and a long hook under each wheel to prevent the collector from rising. All fittings and clamps for supporting the trolley wires are made of bronze and are fastened on brackets or span wires. Iron poles are used usually on lines with two sets of conduct- ors, owing to the considerable weight of four Xo. 00 wires and the additional downward pressure of the current collectors produced by the suspension weight. The current is conducted from and to the collecting device through a flexible weather- proof cable which is' carefully protected against wear and tear. The cable ends in a coupling plug by which the connection to the car circuit is established. The cars are of the omnibus type, all wheels being provided with rubber tires. Each car is driven by two gearless motors, which are either placed in the front or in the rear wheels in such a manner as to form their hubs. Contrary to the usual railway motor design, the field is the ro- tating part of the motor, while the arma- ture windings are placed in the stator. The average one-hour rating of such a motor is about 20 hp, but in short periods of time an overload of 100 per cent can be attained. The motor frame is dustproof and waterproof. As all parts are sub- stantially made, troubles with this style of motors are very rare. The trackless line in Gmiind, for instance, reports that dur- ing the first 20 months of service not a single motor defect was encountered. Grades of 4 per cent to 10 per cent are found on nearly all the roads, but they are climbed quite easily. For starting and electric braking a controller only 2 ft. high is used. It is placed beside the motorman's steering wheel. The motor circuits are controlled through resistance, and the other electrical equipment is similar to that used on ordinary electric cars. Trackless trolley lines are found in various parts of Austria, and their number is increasing every year. There are many small towns where street railway lines are needed, but on ac- Circu'ar Terminal Loop and Trackless Trolley Current Collector transferred from one car to the other. This manipulation can be made at any point on the line, and generally is accomplished in a few seconds' time. The collecting device is a carriage with four brass wheels, and runs on top of the pair of power wires and is dragged along by the moving motor car. The col- lector is divided lengthwise, both halves being carefully insu- lated from each other f< r carrying the positive and negative circuits, respectively. As shown in one of the accompanying count of high first cost the wishes of the population cannot he gratified. In such cases the trackless trolley line shows its chief ad- vantage very clearly. The construction cost is only one- fourth to one-third of that of regular railway lines. The costs of maintenance arc also considerably lower. The average oper- ating expenses per car mile ol the trackless trolleys are given in the table on the next page. 226 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. Current at a rate of 15 to 20 heller (3 to 4 cents) akw-h. 4-7 h. Wear on rubber tires 9-12 h. Wages (no conductors) 7-10 h. Repairs 4" 6h. Administration 4" oh- 28-41 h. (Or only 6 to 8 cents.) The fares on these lines are very low, generally 10 heller (2 cents). Working people and children are carried for only 6 heller (1 1-5 cents). The consumption of current is a little Wheel cf Trackless Bus with Built-in Motor higher than on street railways, owing to the greater friction of the rubber tires. It amounts to 80 watt-hours per ton-mile on the horizontal and 90 to 120 watt-hours on lines with grades from 4 per cent to 10 per cent. Compared with the number of passengers per car carried, however, the cost of current is lower than on railway lines, as the weight of cars for 22 pas- sengers is only 2V2 tons. A rather curious ceremony is the inauguration of a trolley Trackless Buses Interchanging Current Collectors line in a small Austrian country town. After severaL-speeches concerning the great importance of the new line have been made by the burgomaster and other authorities of the town and the Government, there is begun a solemn clerical consecration of the line, and in particular of the vehicles. Each car is blessed separately. One of the accompanying cuts shows the oldest priest of a town preparing to carry out this ceremony. Work will soon be started on an extension of the Central London Railway's tubes from the Bank to Liverpool Street, about T/2 mile. AUDITING EXPRESS AND RAILROAD EXPENSE BILLS LY CHARLES T. DOERR, PURCHASING AGENT, BIRMINGHAM (ALA.) RAILWAY, LIGHT & POWER COMPANY For convenience as well as for economical reasons many companies let their hauling of material and supplies to local transfer companies and voucher the accumulated freight and express bills periodically. When this is done there is sometimes a tendency to make only a hurried addition of the separate items and to ignore, or examine in only a superficial way, the detail of each charge. Such an audit gives assurance only that the freight shown on the bill has been received in good order. In this day of economies, when ever}- item of expense is analyzed, it will be surprising to many managers to find, upon a close examination of this account, that many small leaks, are due to so haphazard a manner of checking expense bills. It is not likely that the amount involved is so great in extent that it would justify the expense of retaining the services of an official employed solely for this work, but almost any company- can detail some one who will devote a portion of his time to the study and application of freight tariffs and classifications. The variety of items is not so great or the shipping points so many but that he will become sufficiently familiar with this work in time to effect an appreciable saving. The expense of a local freight bureau or a "rate doctor" in auditing this account will often be found a good investment. Even though the approval of freight bills be not within the province of the purchasing agent, it is clearly one of the many- subjects with which he should familiarize himself as far as- possible. It is almost needless to say that unless he has at least a working acquaintance with the underlying principles his- efficiency must be considered lacking in a very important de- tail. In spite of highly titled officials, traffic managers, etc., actual billing- is usually left to the whim or ignorance of clerks and' subordinates, who are just as likely to ship commutators as "electric fixtures" as they are to designate electric irons as "electrical machinery," thus leading to endless disputes and contentions with local agents and voluminous correspondence with the inspection bureau. Most of the troubles of the con- signee arise from this use of generic headings, and it would be desirable to have bills of lading show actual contents or proper names. Electric railways, central stations and car companies are con- sumers of various kinds of specific materials, many of which are not set forth in sufficient clearness in the various classifica- tions, and where listed are in many instances incapable of definite interpretation. As an example, the writer has now under consideration by the "powers that be" the question of whether electrically operated block signal apparatus should be classed under "electrical appliances" (first class) or "sema- phores" (third class). It is also a question whether trolley poles in the rough, without base, harp or wheel, should be classed as "steel tubing." - While many instances may be cited showing the difference arising in the application of analogous classes and the losses which may occur through negligence on the part of shippers in the matter of unintelligible bills of lading, sufficient atten- tion has been directed to this, subject to illustrate'' the necessity of a closer scrutiny of expense bills. The railroads endeavor at much expense and by every method of checking and inspection to assess charges justly, and they will almost invariably correct erroneous billing when properly presented. It devolves upon the consignee, therefore, to study the rules and tariffs pertaining to his interests, and to insist upon intelligent bills of lading from consignors and correspond- ing attention on the part of carriers. Absorption of switching charges, combination rates, or equalization through various- gateways, as well as the relative advantage of all-rail and rail and water rates are all important details, which, in the aggre- gate, add to the total list of benefits to be obtained by an ac- quaintance with the governing conditions. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. A DIRECT READING ACCELEROMETER At a meeting of the Indiana Academy of Science on Nov. 26, 1909, C. R. Moore, of Purdue University, Lafayette, Ind., read a paper describing a new electrical device which can be cali- brated to read directly the rate of change in velocity of a car. The measurement of acceleration has been attempted in many ways, but accelerometers employing a freely moving mass of some sort have been most used. Dr. Sheldon's device is of this type, using a suspended weight carrying a pointer at the bot- tom, fastened thereto by rods, which plays over a scale. The mass, being free to move, is sensitive to changes of velocity, and the scale may be calibrated to read acceleration directly. The calibration is fairly simple, and the device is not difficult to construct. Another device, which works on much the same principle, consists of a ''U" tube partially filled with mercury so placed that its plane is parallel to the motion of the car. It is obvious that changes of velocity will cause the mercury to rise in one side of the tube and to fall in the other. The more quickly these changes occur the greater will be the difference between the heights of the mercury in the two portions of the tube. The tube may therefore be calibrated to read acceleration directly. Still another form of accelerometer is a slightly in- clined track upon which rolls a ball. This track is made to ex- tend in both directions and has a short level portion at the middle. Changes of velocity cause the ball to move one way or the other along the track. This device is difficult to read, and is not very accurate. All of these accelerometers are confined to horizontal motions, and if the track be other than level, cor- rections must be made therefor. This involves a great deal of labor and expense, so that while the devices are simple in them- selves, their use is complicated. It is next to impossible to make them self-recording. Acceleration may also be measured by two magnetically actu- ated markers so arranged that dots may be made by each of them on a sheet of paper moved at a uniform rate of motion. The magnet of one of these pointers has its circuit closed through battery at regular time intervals by a clock. The other pointer has its magnet operated on a circuit which is closed through battery a definite number of times per revolution of the car wheel. From the record made by these pointers the acceleration at any time may be determined. This apparatus also involves a great deal of labor and expense, and is seldom used. The new accelerometer described by the author depends for its operation entirely upon electrical phenomena and is inde- pendent of its own location, motion or position. It will there- fore read acceleration vertically or at any angle as well as in a horizontal direction. No corrections are necessary, and it may easily be made self-recording. It is not difficult to calibra',.', and is permanent. The apparatus consists of a double com- mutation, direct-current magneto having permanent magnet fields, a high-grade direct-current voltmeter, a condenser of suitable capacity and a bank of external resistance connected as shown in the accompanying diagram. The equation of the condenser is Q = EC, in which Q rep- resents the quantity of electricity in coulombs (ampere sec- onds), E is the voltage impressed, and C is the capacity in farads of the condenser. If E is increased uniformly, the quantity of the charge Q on the condenser plates will also increase uniformly. Since Q is increasing uniformly with respect to time, the inflow of current is at a constant rate. Likewise, a constantly decreasing E will give a constant out- flow of current. However, as soon as E reaches a fixed value all current flow in the circuit ceases, since it is one property of the electric condenser to arrest the flow of di- rect current. The terms "inflow" and "outflow" refer to those condenser plates that arc directly connected \<> tin in strument terminal. Of course, as much current flows on to <>ne set of plates as flows off of the other plates, the current in the line having a definite direction during an increase of voltage. The magnitude of these currents are shown by (he direct cur rent instrument, which consists merely of a coil swinging in a uniformly magnetic field. So long, then, as the voltage is changing uniformly the instrument will read a constant value, returning to zero only when E ceases changing. It fol- lows that if E does not change uniformly the instrument wiir not read a constant value, but that its indications will be pro- portional to tlie instantaneous rate of change of the voltage. The direct-current magneto is so designed that its voltage is directly proportional to its speed, so that changes of voltage at its terminals can only occur as a result of changes in speed. Therefore the instrument reads the rate of change of speed or acceleration, whether positive or negative. It was implied above that an electric condenser allows no current to pass when the voltage E has reached a fixed value. This would be a fact if an ideal condenser could be made, but it is a well-known fact that there is always some leakage even in the best condensers. Provision must therefore be made to compensate for this small leakage current. The second com- mutator on the magneto is arranged so that it can feed current through a high resistance to another coil on the moving ele- ment of the voltmeter. This second coil is wound over the first and works in the same magnetic field. The current is passed through it in such a direction that the torque produced thereby opposes the torque of the original coil. By adjusting the high resistance these torques may be made equal and the- Diagram of Connections for Accelerometer instrument will read zero for any constant value of voltage within reasonable limits. This allows the charging currents to actuate the instrument entirely independent of the leakage cur- rent, and therefore condensers of reasonable cost may be em- ployed. Almost any condenser when suddenly discharged will experi- ence a rise in potential at its terminals if allowed to stand a few minutes. This rise is due to the residual charge. In the apparatus described this effect is entirely negligible, for the reason that the condenser is never charged or discharged sud- denly, some few seconds being required to complete the action. In all condensers there is also some absorption, but with good condensers used at the voltages proposed for this apparatus this effect is also quite negligible, and for a given voltage change at any part of the potential range equal quantities of electricity pass through the instrument. With an instrument having a uniformly graduated scale, therefore, the apparatus will show equal increments or readings for equal rates of change of velocity. It is obvious that the readings of the in- strument are unaffected cither by grades or side tilting of the car. The apparatus may be made self-recording by employing a recording instrument instead of an indicating one. These re- corders may be obtained in the market, and are very sensitive and reliable. The accelerometer may be made self-contained,, and is easily transferred from one car to another. 228 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. PHYSICAL APPRAISAL OF THIRD AVENUE RAILROAD At a hearing of the Public Service Commission of New York, First District, held Jan. 18, to consider the plan for the reorganization of the Third Avenue Railway, submitted by the bondholders' committee, Henry Floy, acting for the commit- tee, presented the estimates given below. These estimates were made by him as a result of an examination which he had made of the properties of the Third Avenue Railroad Company. ESTIMATED PRESENT ACTUAL COST OF REPRODUCTION BY A GOING CONCERN (IRRESPECTIVE OF ANY ALLOWANCE FOR DEVELOPMENT EXPENSES). Estimated actual cost of reproduction tangible properties, in- cluding construction and installation of plant, etc., on basis present day prices (as per itemized statement "A") $46,500,000 Deduct items not subject to depreciation, such as real estate, obstructions, paving for obstructions, etc., at least 6,500,000 Leaving to represent reproduction cost of tangible prop- erty subject to depreciation (see statement "B"), ap- proximately $40,000,000 Deduct depreciation on said tangibles, an average of 25 per cent $10,000,000 Leaving as present approximate value of said tangibles on basis of reproduction ccst less depreciation $30,000,000 Add items not subject to depreciation as above $6,500,000 Approximate present value tangible property $36,500,000 Stated in different form : 1. 75 per cent of net reproduction cost of $40,000,000 of tangibles $30,000,000 2. Plus real estate, etc., not subject to depreciation, as above 6,500,000 Total $36,500,000 Note. — The reproduction cost as above of $46,500,000 contains no al- lowance for development expenses and disbursements covering promotion, discounts on securities, expenses of financing, taxes, interest, title in- surance, brokers' commissions and other general administration, legal and contingent expenses necessarily attending such an enterprise (See statement "C."). Minimum provision for these purposes should be 25 per cent, or $11,625,000, making a total cost of reproduction to a new company of $58,125,000. This estimate makes no allowance for franchises, for loss involved in changing from horse to cable power and from cable to electricity, for obsolescence of portions of plant, for good will or for working capital. Vertccot Axes , of Gyroscope. Horizontal Axes , of Gyroscope STATEMENT C DEVELOPMENT EXPENSES. The outlay and expenditures necessarily attending organization, pro- motion and conduct of an enterprise such as the Third Avenue and other railroads, mentioned in Statement A, will average at least 25 per cent on actual cost of construction, and in City of New York would un- doubtedly average much more. These include: 1. Legal and other expenses of preliminary promotion,' incorporation and organization of companies, procuring property owners' consents, making arrangements for trackage rights and terminals, procuring local franchises and approval, consents and certificates from public bodies, title examinations and insurance, brokers' commissions, etc., at least J/2 of I per cent. 2. Technical expenses in connection with preliminary work, surveys, expert estimates, etc., at least 54 of 1 per cent. 3. Interest on capital and bond issues, rents, wages of superintendence and administration in addition to portion of similar expense chargeable to construction, etc., payable during development stage and period of con- struction and until property can earn surplus over operating expenses and taxes sufficient to pay interest or dividends on investment. Mini- mum allowance of 8 J-S per cent. 4. Taxes, including incorporation tax, mortgage tax, real estate tax, personal property tax, capital stock tax, franchise tax, etc., which must be provided for and paid during period from first organization to date when property will earn a net surplus over operating expenses at least Yi of 1 per cent. 5. Discounts on securities or other customary and necessary ex- penditures in connection with financing such an undertaking and market- ing securities. These expenses are greater in the cases of new enterprises or of the reorganization of old enterprises which have become insolvent, where there is as yet no established earning capacity and credit, or where credit has been impaired or destroyed by insolvency. The value of all street surface securities in New York at present time is greatly discredited and money could only be raised at or about par on the credit of the city itself. Minimum discount 10 per cent. 6. Reasonable promotion profit or compensation for risk of capital estimated at 5 to 10 per cent of cash secured and actually invested and put at risk in enterprise. Minimum allowance 5 per cent. This percentage is calculated on basis of total reproduction value of $46,500,000. OPERATING PRINCIPLES OF THE SCHERL GYROSCOPIC CAR The accompanying cuts show a side and end elevation of the Scherl gyroscopic mono-rail car, described in the Electric Railway Journal of Jan. 15. Further particulars were pre- sented in connection with Professor Franklin's lecture at the New York Electrical Society on Jan. 27. The Scherl gyro- Precessuon Motor ControLLery Motor/ Gyroscope Gyroscope Motors Side and End Elevati STATEMENT A COST OF REPRODUCTION. Estimated Actual Cost of Reproduction of Entire Physical Properties, on basis of Present-day Prices of Third Avenue proper, 42d Street, Dry Dock, Union, Southern Boulevard, Bronx Traction, Kingsbridge, Yonkers and Westchester Railroads. Building structures $7,205,315 Tracks 10,331,894 Paving 3.542.644 Distributing system 2,838,246 Overhead construction 1,200,500 Duct lines 2,1 16,538 Power equipment 3,495>2i9 Rolling stock 7,650,934 Removal of obstructions 1,479,049 Paving over obstructions 1,289,035 Real estate ; 4.524.570 Tools, supplies, fixtures 553.165 Horses, wagons, etc... 56,874 Salvage, material 5,822 Total • $46,389,805 Purchase price, Mamaroneck & Larchmont Road 110,000 Grand total $46,499,805 STATEMENT B INCIDENTAL AND CONTINGENT EXPENSES INCLUDED IN AC- TUAL COST OF REPRODUCTION. The following were the incidental and contingent expenses included in the actual cost of reproduction: 1. Administration expenses chargeable to construction, including super- intendence, inspection, accounting, salaries of officers and clerks, con- sents of authorities and property owners, legal expenses in connection with construction, rent, printing, store-room expenses, etc. 2. Architects' and engineers' fees, including cost of design and test- ing all construction and equipment items. _ , 3. Provision for various incidentals and contingencies, incomplete in- ventories, unforeseen requirements, etc., which practical experience has shown to be necessary. These incidental and contingent expenses attributable to actual con- struction would probably run over an average of two years and constitute capital expenditures to cover which at least 15 per cent should be provided. Gyroscope. Motor on of Gyroscope Car scopes are mounted on vertical axes with ball bearings and not on horizontal axes as in the Brennan mono-rail car. In both cases, however, the gyroscopes work in a vacuum and the force produced by the revolution of the- flywheels is at right angles to the running rail. The Scherl gyroscopes weigh only 125 lb. each, but, as they revolve at the great speed of 8000 r.p.m., their momentum and consequent tendency to resist tipping is very great. They are driven in opposite directions by a M-hp motor. The simultaneous movement of the gyroscopes is secured by bell-crank levers and a pair of toothed quadrants, as shown in the side elevation. The tendency of the gyroscope flywheels is to rotate in a horizontal plane on their vertical axes and thus maintain the equilibrium of the car. If an outside force such as one clue to the unequal weighting of the car or to wind pressure is applied, the car will tend to tip over, but this action is immediately opposed by the righting tendency of the gyro- scopes which have what is termed a precessional or tilting move- ment. The righting movement of the gyroscopes is transmitted through levers to a valve controlling the piston of a hydraulic motor. The operation of the piston tends to increase the tilting movement of the gyroscopes which resist this movement by producing a powerful reaction transversely to the car. The latter is therefore restored to stable equilibrium. The preces- sion motor at the back of the gyroscope casings is driven by an electrically operated oil pump, as illustrated. February 5, 1910.] ELECTRIC RAILWAY JOURNAL 229 NOTES ON FRANCHISE, FARE AND TIONS IN BERLIN TRAFFIC CONDI- The Grosse Berliner Strassenbahn and its allied companies operate the largest part of the street railways in Berlin and the adjacent communities. The lines of the company are in 19 distinct municipalities, and the franchises are also of the most diverse character. The corporate life of the company and its subsidiaries extends to 1949. In Berlin proper all leases will expire in 1919, whereas those granted by the adjoining commu- nities will be in force for varying periods up to 1997. In gen- eral, the several municipalities reserve the right to buy, and in To Alexander Place To Jannowitz riridge 20356 Passengers 347co Seats 20560 Passengers ,4497 Seats Berlin Traffic Conditions — Chart Showing Relation tween Passengers and Seating Capacity in Heart Berlin Be- of some cases to take over without cost the property of the com- pany either upon the expiration of the franchises or before. The city of Berlin receives as franchise compensation 8 per cent of the company's gross income (in Berlin) plus fixed pro- portions of any surplus remaining after enough money has been laid aside to declare a 6 per cent dividend. The subur- ban towns receive less. From 1904 to 1908, inclusive, the average dividend of the Grosse Berliner Strassenbahn, with a total capitalization of 100,082,400 M ($24,019,776). has been 7.9 per cent. A unique feature of the franchise agreement with the mu- nicipality of Berlin is that under certain conditions the latter must reimburse the railway company for any losses due to the construction of competing subway, surface or elevated lines, whether built by the city or private interests. The actual awards are made by a court of arbitration, after both parties have submitted their traffic statistics. Xo damages have been greater ratio than the population of the city and its suburbs — large as that has been. It is interesting to observe that 80 per cent of the company's entire traffic is handled in Berlin proper, with 70 per cent of the total car-miles operated and 52 per cent of the total trackage. These figures show that the subur- ban towns have not yet reached the most profitable point of travel density. In round numbers, the present populations of Berlin and its suburbs are 2,000,000 and 1,500.000, respectively. AGREEMENTS WITH SUBSIDIARY COMI'AMrS The three subsidiary companies of the Grosse Berliner Stras- senbahn are the Berlin-Charlottenburg Street Railway, the Western Berlin Suburban Railway and the Southern Berlin Suburban Railway. All of the cars are maintained in the shops of the parent company, but each corporation owns its own cars, which at the end of 1907 numbered : Grosse Berliner, 1250 motors and 872 trailers; Berlin-Charlottenburg, 79 motors and 61 trailers; Western Berlin, 67 motors and 57 trailers; South- ern Berlin, 30 motors and no trailers. The contract between the four companies calls for the through operation of any car over any desirable combination of routes. Each company, how- ever, is directly in charge of the service over its track, and, therefore, must assume all legal responsibilities, and all injury and damage suits, etc., involved on its particular section. Em- ployees of each company are bound by the rules and instruc- tions of the line over whose tracks they are running. The division of the income of all interconnected lines is based in general on the car-miles run over the tracks of the several companies, but there are certain other agreements lim- iting the minimum which each is to receive. Each company also receives from the others 20 pf. for every motor-car-kilometer (8 cents per car-mile) and 10 pf. for every trailer-kilometer (4 cents per car-mile) operated over its track. An exception is made in the case of the contract between the Grosse Berliner and Southern Berlin companies, where the respective payments are 7.2 cents per motor-car-mile and 3.6 cents per trailer-mile. Accountings are made monthly. Each company has the privi- lege of withdrawing from the agreement upon six months' notice before the close of the year. ARRANGEMENT OF TRAFFIC ROUTES Berlin extends practically in all directions, with its business section in the center and suburban towns directly adjacent on every side. The traffic development, therefore, tends to be of radial character, except for various detours caused by parks and military grounds. Thus it is necessary for most of the cars to run over a portion of Leipziger Street, the main busi- ness thoroughfare, after which they radiate in all directions. It has been the policy of the companies in Berlin to run through 461 < s Passengers 78999 Seats 4781K Passengers 787^4 Heats Berlin Traffic Conditions — Chart Showing Relation Between Passengers and Seating Capacity in Leipziger Strasse, the Busiest Street in Berlin awarded for losses due lo the present subway line or for the proposed direct extension from Spittelmarkt to Schonehauser /Mice, because the street railway company failed to make a 1 laim when the original franchises were granted iii 1897. Despite the added competition of elevated subway lines and motor buses, the prosperity of the company Has steadily in creased during the lasl live years, and the traffic has grown in cars to each pari of the city as far as possible. As a result, only about 15 per cent of the passengers transfer. The traffic on each line is carefully and regularly charted to assist the transportation department in arranging and se lecting its schedules. Typical curves used in this work and showing the relation between passengers and seating capacity are presented herewith. A striking Feature of the two first 230 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. curves, both of which embrace large groups of lines, is the tendency toward equally heavy travel in opposite directions during the same hours. This, of course, is the usual charac- teristic of traffic in a radial city. An exception to this rule is afforded in Berlin by a strictly working-class district like Rix- dorf. As shown by the third curve, the morning and evening peaks occur in opposite directions, corresponding to the move- ments of the workmen to and from their places of employment in the Street Railway Journal of May 19, 1906. All of the types of records mentioned have been prepared by A. Stavenow, traffic manager of the Grosse Berliner Strassenbahn. Mr. Stavenow is planning to exhibit enlarged models of these and other Berlin transportation statistics at the World's Fair to- be held this year at Brussels. Since 1901 the standard cash fare on most of the lines of the parent company has been 10 pf. (2J/2 cents) and on a few To Berlin 5 5 5 k Time ISSIIM I FB jf g g i; g f: lf g \: g 1 fjutrrr s 3008 Passengers 23384 Passengers Berlin Traffic Conditions — Unbalanced Morning and Evening Peaks on the Rixdorf Lines. Each community around Berlin is of such individual char- acter that the traffic development of one of its lines is a good index to the growth of the others. This peculiarity is illus- trated by the two sets of Rixdorf traffic curves presented in the fourth series of curves. The lines serving each district usually converge at some important point before spreading out again. The records presented are only a part of the data which the traffic manager compiles to assist him in his work. In addition to the usual records of the receipts, expenses, car-miles, pas- sengers, etc., for each line, the transportation department keeps daily records of the temperature and weather conditions in Berlin, and these are also charted daily and by months. As shown in the last diagram, which is for January, 1908, there To Charlottenburg 20506 Passengers 37907 Seats 20528 Passengers 37755 Seats Berlin Traffic Conditions — Chart Showing Relation Be- tween Passengers and Seating Capacity in High-Class Residential District of Charlottenburg is kept a monthly and daily record of the weather, tempera- ture and receipts. Friday is usually the poorest day for traffic; Sunday is usually the best except in winter, but also the most uncertain. To develop the faculty of rightfully predi- cating what schedule to put in force on Sunday, the traffic manager has each of his five assistants telephone him at noon every Sunday his estimate of the day's receipts. At the end of the year a prize is awarded to the man who has most closely predicted this important point. Another ingenious annual record for the entire system con- sists of a map of the city on which are placed strata of papier- mache of a thickness corresponding to the density of travel. Such a device shows very effectively the distribution of traffic along the different streets. One of these maps was illustrated extensions 15 pf. {^A cents). No free transfers are issued except on a small part of the Charlottenburg system, but as previously noted, the arrangement of routes permits 85 per cent of the passengers to reach their destination for one fare on one car. The highest fare charged on any line interconnected with the suburban system is 20 pf. (5 cents). One child under six years of age is carried free if attended by an adult, but a full fare is charged for each additional child. Workmen's- tickets, good for one ride each working day, are sold for 50 pf. {i2T/2 cents), and for two rides each working day for 1 M. (25 cents) a week. School tickets are issued for children up Average Month!' . . Temperature op Temperature at2P \4, Daily Rec eipts AverMonth » — (9PM Cloudiness* 2PM. \9A. Berlin Traffic Conditions — Method of Charting Tempera- tures, Receipts and Weather; Chart Shows Record of January, 1908 to and including the sixteenth year. These tickets cost only 3 M. (75 cents) a month, and are good over two lines; every additional line costs 1 M. extra. Monthly unlimited ride tickets- are also sold for the convenience of steady riders who use the cars more than twice a day. A ticket good only on one line costs 7.70 M. ($1,925), whereas two rides a day for a month of 31 days would cost 6.20 M. ($1.55). The length of an av- erage ride on a purely city line like Schoneberg-Alexander Place is about 4 km (2.48 miles) in winter and 3.38 km (2.1 miles) in summer; the average fare per passenger-kilometer is 2.15 pf. (0.86 cents per mile) in winter and 3.63 pf. (1.45 cents per mile) in summer. The fares to an outlying amusement section like Tegel are much less. The Tegel average passen- ger ride is 5.56 km (3.44 miles) in winter and 6.22 km (3.8s February 5, 1910.] ELECTRIC RAILWAY JOURNAL. miles) in summer, all for the 10-pf. fare; the corresponding costs per passenger-kilometer are 1.67 pf. (0.67 cents per pas- senger-mile) and 1.52 pf. (0.6 cents per mile). The average length of ride throughout the main system on Saturday, Nov. 7, 1908, was 3.45 km (2.14 miles), and the average receipts per passenger-kilometer 2.62 pf. (1.05 cents per passenger-mile). About 25 per cent of the total mileage is made by trailers. In 1908 the operating cost per motor-car-kilometer was 27 pf. (10.8 cents per motor-car-mile), and the cost per trailer-kilo- meter was 13 pf. (5.2 cents per trailer-car-mile.). ANNUAL MEETING OF CENTRAL ELECTRIC RAILWAY ASSOCIATION The annual meeting of the Central Electric Railway Asso- ciation was held at Columbus, Ohio, on Jan. 27. About 150 members and guests were present. The next meeting will "be held at the Oliver Hotel, South Bend, Ind., March 24. The following officers were elected to serve during 1910: Presi- dent, George H. Whysall, Columbus, Marion & Bucyrus ; first -vice-president, Arthur W. Brady, Indiana Union Traction ; second vice-president, W. S. Whitney, Ohio Electric Railway ; members of the executive committee — from Indiana : A. A. Anderson, C. L. Henry, H. A. Nicholl, C. D. Emmons, J. H. Crall ; from Ohio : E. F. Schneider, F. D. Carpenter, S. D. Hutchins, C. M. Payton, F. W. Coen ; from Kentucky : M. J. Insull ; from Michigan : F. W. Brown and J. F. Keys. Three special cars carried parties to Columbus from Terre Haute, Ind., and from Toledo and Cleveland, Ohio. Arthur A. Anderson, the retiring president, was in the chair. He first called upon Secretary Neereamcr to read the minutes of- the previous meeting. These were approved. G. H. Kelsay, Indiana Union Traction Company, presented the report of a committee which had been appointed at a pre- vious meeting to consider the recommendation made for the establishment of working relations between the Central Elec- tric Railway Association members and a centralized testing or- ganization. An abstract of the report presented by Mr. Kelsay "follows : Your committee appointed to report on a paper presented at the November meeting at Indianapolis by John G. Callan, who is associated with Arthur D. Little, Inc., on the subject of "A Centralized Testing Organization," met in Indianapolis on Jan. 9. The paper was very interesting and called particular attention to the vital subjects of the choice of fuel, specifica- tions for purchase of coal, boiler and furnace tests, fire room practice, lubricating oils and lubricated parts, involving the sub- ject of bearing metals. The subject of specifications and in- spection, covering material and equipments, was discussed. The discussion of this paper merited a great amount of detail consideration, which would require more time than was at the •disposal of the committee. It appears to the committee tha,t the question of obtaining better materials and equipment by the aid of tests, specifications and practical service experience is not being as carefully and systematically conducted by va- rious railway companies as it should be, and that more atten- tion to these matters would result in a very greatly reduced operating cost. This association with practically its present organization is in a position to furnish to its member com- panies a great deal of information as to the merits of various materials and equipment which are required. The traction lines operated within the territory covered by the Central Electric Railway Association have among their operating forces men fully competent to supply information about a large part of the various equipment and materials used. This, if properly collected and distributed, would be of great benefit to the as- sociation members. Very few, if any, traction companies em- ploy men competent to make chemical determinations, or have at their disposal apparatus for making physical determinations. It is the opinion of your committee that there is a class of de- terminations which the railway companies, individually or as an association, could very profitably have furnished them by a testing organization, competent chemists or physicists, which would prove of very great value. We believe that specifications for the purchase of practically- all the materials desired could be drawn up and used by mem- ber companies and be just as practical as the present standard specifications for drawbars, journal boxes, car axles, etc. It is, therefore, the recommendation of your committee that the association could profitably collect and distribute informa- tion relative to the merits of various materials and equipment, and could have supplied to the association members chemical and physical tests. Further, there could be referred to a com- mittee, either the present standardization committee or an- other specially appointed committee, the work of supplying specifications for the purchase of various materials. If the above recommendations can be carried out, it is the opinion of your committee that the association members would receive great benefits by its efforts. The practicability of having the secretary of the Central Electric Railway Association act as a collector and distributor of reports of tests and of specifications was discussed by sev- eral members. H. A. Nicoll, Indiana Union Traction Company, did not be- lieve that the proposed method of furnishing the secretary's office with copies of tests would be highly successful, because there might be a lack of interest displayed by a great many of the members. F. D. Carpenter, Western Ohio Railway, em- phasized the need for a more free exchange of ideas among the various railroad companies. Mr. Kelsay thought that much test information, especially that from service tests, which was the most valuable, would readily be furnished by the department heads of the railways. This would do away with the necessity for subscribing to a central testing bureau; providing, of course, that the secre- tary's office was equipped to handle the clerical work. There were a number of chemical and physical determinations which, when once made, could be put on record in the secretary's office, where they would be available for any member. On motion, the recommendations made in Mr. Kelsay's report were referred to the incoming executive committee. CHARGES FOR INTERCHANGING EQUIPMENT On Nov. 18 the following committee was appointed to in- vestigate the necessity for changing the rules for making charges for interchanged equipment : H. A. Nicholl, chairman ; C. D. Emmons, A. A. Anderson and W. S. Whitney. Mr. Nicholl read the report of this committee, an abstract of which follows : The committee decided to recommend that all charges for freight and passenger equipment remain as at present, with the exception that the charges for freight equipment should be amended to read : "Over 100 miles at 3 cents per mile. The above rates to be for each 24 hours or fraction thereof." Also, as the official classification covers the movement of passenger and freight cars on their own wheels, and stipu- lates the price per car-mile for handling same, that the mem- bers of this association, operating under the rules now in effect, file with the Interstate Commerce Commission an exception to the official classification covering the movement of cars on their own wheels. This recommendation refers particularly to the last three paragraphs of the rules as now in effect, which provide for a charge per car-mile, if used as a motor car of 25 cents, and if used as a trail car of 20 cents. The report of the committee was accepted and its recom mendations adopted. STREET PAVING A paper, entitled "Notes on Street Paving," by Thomas Mc- Math, civil engineer, Indianapolis Traction & Terminal Com- pany, was read by Rodney Hitt, associate editor, Electric Railway Journal. This paper will be found on page 236 of this issue. G. J. A. Paul, Mahoning & Shenango Railway & Light Com- pany, told of the experience which his company had had with ELECTRIC RAILWAY JOURNAL. various kinds of pavement. During the last two years 8 miles of track had been relaid and the street surface paved with sheet asphalt, brick and blocks filled with grout or asphaltum. The city of Sharon would not permit any pavement to be laid un- less the spaces between the blocks were filled with asphaltum. Three miles of track had been laid with this type of pavement recently, and Mr. Paul had not found the use of asphaltum to be satisfactory, because it worked out from between the blocks, got onto the rail, and made the track slippery. Sheet asphalt had not been satisfactory when laid directly against the rail. Mr. Paul spoke of embedding ties in cinders and concrete. Whether or not this should be done depended largely on local conditions. On one street in Sharon the ties had been em- bedded in white slag cinders. This foundation had become so solid that it was necessary to chisel and blast it out when re- newals had to be made. Notwithstanding the firmness of the foundation, every tie was rotten. The moisture had followed the rails down to the ties, which had absorbed it and decayed. Ties which were embedded in concrete had a life of about five or six years. Mr. Paul stated that blast furnace cinders which were granulated by pouring into water to cool formed a very hard roadbed, but did not protect the ties from decay. INSPECTION OF ROLLING STOCK A paper entitled "The Daily Inspection and Upkeep of Roll- ing Stock" was read by H. H. Buckman, master mechanic, Louisville & Northern Railway & Lighting Company. This paper was printed in the Electric Railway Journal of Jan. 29, page 193. Mr. Anderson called attention to the common difficulty ex- perienced in getting carmen to give serious attention to reports of defects in equipment. It was very desirable to get the transportation and mechanical departments to work in har- mony in the reporting and repairing of defects. One way to place the responsibility for errors, which Mr. Anderson had found to be satisfactory, was that of using defect reports in duplicate. One copy of the report was kept by the motorman and the other sent to the shop with the car. If the repair of the defect had not been made the motorman had his duplicate report, which could be used in checking up the mechanical de- partment. L. M. Clark, Indianapolis Traction & Terminal Company, told of his system of inspection and repair records. A com- plete history of each car, so far as the mechanical department had anything to do with it, was exhibited by these records. The system of blanks also included a pull-in report. At the end of each month a general report was tabulated, which showed the number of pull-ins at each car barn and the ratio of pull-ins to the number of cars operated from that barn. These reports were posted in the barns in such shape that the record for the current month might be compared for the same month of the two previous years. This plan had ma- terially assisted in reducing the number of pull-ins. W. E. Rolston, Cleveland, Southwestern & Columbus Rail- way, said that when the cost of maintenance and the life of equipment were considered, it would readily be seen that con- siderable improvement might be made. A few years ago, when new cars were purchased, it was the practice to let those cars go for two or three years without very close attention, because they were new and did not need thorough maintenance. That practice now was obsolete. It had been found best to give new cars as thorough inspection and repairs as older ones ; espe- cially was this true of the car bodies. If a car body was var- nished every 13 or 14 months, the expense for such work would be a minimum. On the other hand, if the car exterior was neglected for two or three years, then a thorough painting would be necessary. The cost of revarnishing as compared with the cost of repainting was as one to four. Mr. Rolston held that the electric railways did not systema- tize their maintenance of equipment departments as thoroughly as should be done. More care should be taken in the choice of employees for special work. A system of advancement should be followed in the shops, as was done in the power houses. Mr. Rolston proposed the following plan of promotion February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 233 for repair shop employees : An inexperienced new employee would first work as a helper on the truck repair gang. The members of this gang would be paid a rising scale of wages, ac- cording to the time of their service. From the truck work the new employee would be advanced to work in the arma- ture pit. Next, he would work at truck inspection and brake adjustment, and then be advanced to electrical equipment inspec- tion. The man who had charge of the inspection of controllers and cables should be the best paid inspector. In following out such plan each man should be held responsible for some certain part of the work, and in this way there would be no shifting of responsibilities. The inspection of brakes meant even more than the reduc- tion of accidents due to faulty brake equipment. If the brakes were set too tightly then the drag would increase the load on the motors. If they were adjusted too loosely, then the motorman would undoubtedly reverse his motors to make quick stops and put the blame on the poorly adjusted brakes. The reversal of the motors, which Mr. Rolston said was done often, worked a hardship on the electrical equipment. Mr. Rolston said that on a road of sufficient size it would be an excellent plan to put one man in entire charge of the air-compressor motors. This man would then assume the responsibility. A testing rack should be installed and extra compressor motors should be purchased, so that no car need be held in for lack of an air-compressor set. Mr. Rolston did not favor furnishing the car crews with stereotyped defect cards. If this was done, good judgment might not be exercised in reporting defects, and so unnecessary inspection work might result. The motormen on his road did not make any report if the car was in good condition. He favored regular and complete inspection by the mechanical department, rather than the placing of much trust in the reports made by the motorman. He would use the fnotorman's defect report only to check the other inspection. George H. Whysall, Columbus. Marion & Bucyrus, told of duplicate car defect reports which had been used on the Colum- bus, Delaware & Marion Railway with good success. One copy was turned in to the mechanical department with the car, and the conductor turned in the other report with his trip-sheet. Mr. Paul said that on the Mahoning & Shenango lines the motormen also made duplicate car-defect reports. The orig- inal was sent to the superintendent's office and the duplicate to the car house. If the motorman claimed that no attention had been paid to a trouble which he had reported, then the superintendent could place the responsibility. This method had largely prevented the incorrect reporting for defects. During the last six months but one motorman had claimed that no attention had been given to a defect which he had reported. On inquiry it was found that this motorman's original report was unintelligible. R. C. Taylor, Indiana Union Traction Company, described in brief the system of car maintenance records in effect on that road. (See Electric Railway Journal, April 4, 1908, page 538.) A summary of the defects found on each car was tabu- lated yearly. Mr. Taylor described a "fault slip" carried by all officials of the Indiana Union Traction Company. When- ever a defect was noted a slip was used to inform the mechan- ical department. On motion the secretary of the association was instructed to ask each member company for a complete set of his car mainte- nance and inspection blanks. E. C. Spring described the scheme of defect slips and car- bons used on the Dayton, Covington & Piqua line. F. E. Cole, Louisville & Southern Indiana, called atten tion to the need for having statements and records which might be made useful in defending damage suits. He received daily a statement of the condition of each car, where it was located and what work had been done on that car. On the last day of each month a report was prepared which showed the number of defects repaired on each car during the month. To simplify the records, a numerical index for all troubles ordinarily found Dir. ORIGINAL Date Motorman Car /to - Time taken Taken from - - - Delivered to — - Condition of Motors- . . . 190 . .. No M ■No.-- - at H. was used. On the back of the barn foreman's daily report 125 troubles were listed and numbered. This key was used by the shopmen in their reports. Tn the monthly summary each car was listed and opposite its number were the key numbers of the defects or troubles which had been found. This showed to the superintendent whether there was an ab- normal number of troubles of one kind on any one car or class of cars. H. A. Nicholl said that the Indiana Union Traction Com- pany had had considerable trouble in keeping the extra parts and fittings on its cars. When a car was transferred from one barn -to another and when the crews were changed frequently it became almost impossible to place the responsibility for the loss of small fittings. During the last year the company had lost nearly 150 camp chairs, some large easy chairs, and even the rear door of a car had been taken away. Mr. Nicholl said that his road had as yet been unable to put into effect a system of records which would show just when supplies or small parts were lost. Mr. Anderson told of a scheme used by the Indianapolis, Columbus & Southern for preventing the loss of incandescent lamps. Two racks were placed in each car. Each of these would hold four lamps. One of the racks was painted black, the other red. When the car was in the barn at night the lamp in- spector filled the red rack with four good lamps. The other rack was left empty. \i any lamp became unusable while the car was in service, the crew re- placed it with one of the four good lamps and put the poor lamp in the black rack. This scheme required that there always be a total of four lamps in the two racks, and it had served to prevent the loss of lamps. Mr. Cole said that the Louisville & North- ern Railway & Light- ing Company required Mahoning & Shenango Railway its m°t°rmen and con- Defect Card ductors t0 retUr" °ld material before new parts or supplies would be issued to them. All small parts were stenciled with the car numbers. If an employee could not find an old part to exchange for a new one, he was required to present himself at the office before he could get an order for the renewal. F. A. Bundy, Ohio Electric Railway Company, thought it would, be impossible to get any system of inspection which would prevent the loss of small parts unless the men were edu- cated to take pride in their cars. Hearty co-operation also would assist very greatly in reducing the little troubles between the car crews and the shopmen. When questioned, R. C. Taylor said that the possibility of a fire being started by a trolley wire coming in contact with a car heater chimney had effectively been prevented by the use of a liber insulating section which was inserted in the stove- pipe. Mr. Rolston, speaking of abuse of equipment in general, thought that cars would be maintained in much better condition if the transportation department would endeavor to let the same men run the same cars as much of the time as was pos- sible. This also would largely prevent the loss of supplies from the cars, because the element of pride would enter. If it were possible to arrange the runs in an ideal way, so that Trolley Poles Wheels. Dases. Rope. £ tc. Lamps — Steps, Doors, Glass, Etc. Other Complaints- Signed No. NOTICE: —Thie blank must be filled out at the END OF EACH RUN. b, motorman. and delirered to Dispctcher. Dispatcher will send Orig- inal to the Oen. Sup't., Duplicate to Car Barn OH SAME DATE AS THET APE HANDED IN. 6667 QaoaralUaulfoldCo..EUl Jul U.ltttLAn.a.UOL 234 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. N'o. 6. the men would always have the same cars to operate, then the cost of regular maintenance would be reduced from 25 to 30 per cent. AFTERNOON SESSION President Anderson called the meeting to order after luncheon, at 2:15 p. m. Hon. C. C. Williams, ex-judge of the Common Pleas Court, of Columbus, Ohio, read a paper on "The Method of Procedure When a Person Refuses to Pay Fare for Self or Child." An abstract of this paper will be found on page 237 of this issue. There was no discussion on the paper, but a vote of thanks was tendered to Judge Wil- liams for his able presentation of the subject which had been assigned to him. COMMISSIONER GOTHLIN's ADDRESS Hon. O. P. Gothlin, member of the Railroad Commission of Ohio, made an informal address to the association on the sub- ject, "The Railroad Commission and Its Relation to Inter- iirban Roads." He prefaced his remarks by stating that what lie had to say was not intended to refer to the good or bad practices of any particular interurban road in the State of Ohio, but that he wished to outline if possible his own personal -views on some practices which he had observed and some theories which he held regarding the operation of an ideal interurban railway. The management of an electric railway company has a dual responsibility, to the public and to the stockholders. When- ever these two responsibilities apparently conflict and it be- came a question of deciding between the interests of the public and the owners of the property, it was evidence of something wrong in the management, because the speaker believed that a railway company which had any excuse to be in existence could prosper and at the same time give fair treatment to its patrons. An electric railway company owed to the public good service and safe operation at prices for the transportation it sold which would afford a fair return on the honest invest- ment in the property. This implied the use of all necessary safety appliances, and, of still more importance, the selection of capable officers and competent men to run the cars. A com- pany is criminally negligent if it employs men who, by reason of their experience or habits, are unfit to operate cars. Interurban roads operate cars at very high speeds, and the speaker raised the question whether they did not require block signals quite as much as did the steam roads. He also urged the managers to caution their motormen to run around curves at moderate speed. Reckless running, in his opinion, had been responsible for many accidents which had been declared un- accountable. The Railroad Commission of Ohio had recently given much attention to the question of derails at grade crossings of steam and electric lines. A derail is intended to insure running over grade crossings at moderate speed. Some accomplish this pur- pose and some do not. The commission favored a type of de- rail located on the inside rail and having a sharp curve out- ward. Unless a car is running at very high speed, when it strikes an open derail of this type it will not turn over. The parallel guard rail used with some types of derails would not accomplish the desired end of preventing a car from running on to the intersecting tracks after it had been derailed. The commission advocated the use of a signal at each derail, con- sisting of a red and white disk and a lamp at night. Under the existing law in the State of Ohio, an electric rail- way company crossing a steam railroad siding track is under the same obligation to protect its own cars as when crossing a main track of a steam railroad. The speaker did not think that this was a just requirement since frequently as many as 30 or 40 cars per day were operated over the electric railway tracks, and possibly only three or four trains per week on the steam railroad siding. He believed that in cases of this kind the responsibility for protecting the crossing should be placed on the company which operated the fewest trains. Air. Gothlin advocated the use of trolley guards at crossings with steam railroad tracks. Many crossings were from 75 ft. to 100 ft. long, and intersected from six to eight main tracks of steam railroads. The conductor of the car is usually re- quired to cross the tracks in advance and remain at the derail switchstand just at the time when the car is in the most dan- gerous position. The speaker then briefly referred to the recent conference of the commission and the interurban railway man- agers in Ohio, which resulted in the adoption of a standard code of rules. Mr. Gothlin said that he thought few managers of interur- ban railways realized fully their possibilities as common car- riers. Many of the companies had been spending money in purchasing connecting lines and in building extensions, but he believed that the same amount of money spent on the proper improvements to existing lines would net far larger returns. Freight traffic had been neglected largely because no adequate terminal facilities had been provided. The merchants were anxious to ship freight by the electric lines, but without freight houses in the cities and towns of sufficient size to provide rea- sonable storage capacity, the electric lines could not hope to get their fair share of the freight business. The merchants would not permit their teams to stand around idle while wait- ing for an opportunity to load directly into cars standing on a side track or on one of the main streets. There was a large field in the transportation of through freight which as yet had been undeveloped. The speaker called attention to the possi- bilities of developing traffic in the smaller towns along the line which, in many instances, have been neglected by the traffic department after the first novelty of travel over the electric lines had worn off. Most of the freight carried by the electric lines at the pres- ent time, Mr. Gothlin pointed out, was hauled in single cars. He believed that if adequate transportation facilities were provided, trains of from 6 to 10 cars could be hauled at a very much lower cost per ton. The express business, he thought, had also been neglected. A much higher revenue could be derived from carrying express and package freight combined with a collection and delivery service than from an ordinary freight service. The public is willing to pay well for rapid transportation of packages and perishable goods, and the speaker thought that a profitable business could be built up along these lines. The passenger service on interurban roads was frequently unbalanced and out of proportion to the traffic. Mr. Gothlin cited a hypothetical interurban line running between a ter- minal city, A. of 200,000 inhabitants and a terminal city, B, of 40,000 inhabitants. The cars were run through from A to B and the same service was given in and out of A and B, whereas B had only one-fifth the population of A. In other words, the service to and from B was more than adequate and the service to and from A less than was required. Many interurban lines also maintain the same frequency of service throughout the day, whereas it was well known that the maxi- mum travel took place between 6 and 9 a. m. and 4 and 6 p. m. The speaker thought that through service and local service ought to be separated and that each should be given the atten- tion it deserves. Referring to suburban traffic, Mr. Gothlin thought that a railway company could derive relatively more revenue from this source of traffic than from any other. The travel is regular and can be calculated in advance, so that the service can be adjusted in almost exact proportion to the re- quirements. The traffic department of an interurban road makes the rates and prepares the tariffs. This is a most difficult task, and the Railroad Commission of Ohio appreciates all the difficulties. It is willing to give every assistance possible in the prepara- tion and filing of tariffs. The temptation in making rates is always to make the rates higher on the profitable parts of the road, in order to recoup losses involved in handling traffic over the unprofitable parts of the system. Mr. Gothlin con- demned any system of rate making which favored one com- munity with low rates at the expense of another community which was given high rates, where the cost of service was no more. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 235 The hostility of the steam railroads to the electric railways was unjustifiable, in the speaker's opinion, and he believed that ultimately interchange of business, but not necessarily inter- change of equipment, would be compulsory. A steam railroad has no right to establish low rates on the parts of its system which compete with interurban roads. The commission recently had an exhaustive hearing on a matter involving this point. The Hocking Valley Railway established very low rates between the points where it competed with the Scioto Valley Traction Com- pany. It was willing to stand the loss due to the low rates be- cause it could make up the deficit on other parts of its system by putting into effect excessively high rates. The isolated inter- urban road could be ruined financially by such competition, but public policy demands that such unfair methods should be prohibited. The question of what constitutes a fair return to the railway company depended on the honest value of the investment in the railway company's property. Recent statistics of the financial condition of the interurban railways in Ohio showed that the average capital liabilities per mile of track were $82,000. Of this amount $32,000 represented bonds and $50,000 represented stock. The speaker believed that the actual value on which rates could be equitably based was far less than $82,000 per mile in most cases. Regulation of the financial operations of railway companies was quite as necessary as regulation of the operation of their property. Only honest obligations should be sold to the public. Commissioner J. C. Sullivan followed Mr. Gothlin and refer- red briefly to the necessity which led to the adoption of a stand- ard code of interurban rules in Ohio. The commission and the managers of the interurban railways worked in entire accord and he believed that the adoption of these rules would be satis- factory to all interests concerned. The commission was doing all in its power to prevent accidents on both the steam and electric roads and while it was not issuing formal orders, it was offering suggestions which in most instances had been followed with good results. He emphasized particularly the importance of retaining in the service old and experienced men who pos- sessed good judgment and who could be depended upon to operate their cars safely under the most trying conditions. A vote of thanks was offered to the railroad commissioners of Ohio for the interest they had manifested in attending the meeting and as an expression of appreciation of the co-opera- tion which the commission has been giving to the electric rail- way companies in the State in promoting better and safer train operation. Owing to the lateness of the hour, the reports of several of the standing committees were referred to the incoming execu- tive committee of the association with the understanding that they were to be presented at the next meeting to be held in South Bend. The secretary then read his annual report which was printed in the Electric Railway Journal of Jan. 29, page 190. The following statement of finances of the association which was not included in the report published last week was read by the secretary : The receipts and disbursements to Dec. 31, 1909, were: RECEIPTS. Cash 9n hand $325.21 Receiver! from railroad and member companies 2,970.34 Received from supply men 480.00 Associate membership 9.00 Stationery and printing 2,006. 1 5 Advertising 212.00 $6,008.70 DISBURSEMENTS* Salaries ; $2,719.62 Traveling expenses 129.00 Stationery and printing 1,903.06 Postage 190.00 Telephone and telegraph 61.17 Office incidentals 38.50 Advertising 86.00 Taxes and insurance 9.03 I'xpress 1 7.62 Office fixtures 47-oo Rent 429.50 Cafh on hand 427.30 $6,008.70 The following is a statement of assets and liabilities of the association on Jan. 22, 1910: ASSETS. Cash on hand Jan. 1, 1910 $4-7-3o Receipts since Jan. 1 j.ogo.-Q' Due from railroad; 536.89 . $2,054.98 LIABILITIES. Operating expense for January $323.00 Surplus 1,719.98; S2.054.9S A. A. Anderson, the retiring president, made a few brief re- marks in which he complimented the association on the good work which had been done during the year and thanked all the members for the co-operation which they had given him during his term of office. The election of officers then followed and Mr. Whysall, the new president, was escorted to the chair. He thanked those present for the honor conferred upon him and expressed his intention to do all in his power to carry on the good work to which the association was pledged. The meeting then adjourned. MEETING OF CENTRAL ELECTRIC TRAFFIC ASSOCIATION The Central Electric Traffic Association held a meeting at the Southern Hotel, Columbus, Ohio, on Jan. 26, the day pre- ceding the annual meeting of the Central Electric Railway As- sociation. At the conclusion of the meeting, A. L. Neereamer, chairman of the association., when asked by a representative of the Electric Railway Journal for an account of the business transacted, made the following brief statement : "The meeting was called to check rates. There were repre- sented in person or by proxy 41 lines. The annual report of the chairman (see Electric Railway Journal of Jan. 29, page 190) was read and approved and ordered spread on the minutes. A. L. Neereamer was unanimously re-elected chairman. The next meeting will be held in Dayton, Ohio, Feb. 19, at which time matters pertaining to freight and express tariffs will lie: considered." AVERAGE HAUL AND CRITICAL HAUL L. H. Parker, of Stone & Webster, writing in the Public Service Journal regarding "The Average Haul and the Critical Haul on Electric Railways," says in part : 'According to the annual report just published, during 1909/ the Boston Elevated system carried nearly 281,000,000 revenue passengers and ran about 51,000,000 revenue miles. Assuming that the average haul was 3 miles with an average of 40^ seats per car, there were 843,000,000 passenger-miles and 2,040,- 000,000 seat-miles. The ratio of passenger-miles to seat-miles- was 41.4 per cent. During the rush hours on certain lines the ratio of passenger-miles to seat-miles was, no doubt, nearer 200- per cent, while on late trips on certain suburban lines it was doubtless nearer zero per cent. The operating expenses, taxes, interest on funded debt, depreciation, rentals of subways, and guaranteed dividends on stocks of leased lines amounted to about $13,650,000, or nearly 26.8 cents per car-tnile or .67 cent per seat-mile. If the yearly seating factor was 41.4 per cent, then one - passenger-mile cost .67 cent divided by .414, or 1.62 cents, or the average journey of 3 miles cost the company 4.86 cents for which it received 5 cents, leaving .14 cent avail- able for return on such part of the investment as is represented by capital stock of the company. The 'critical haul' would be equivalent to 5 cents divided by t.62 cents or approximately 3.09 miles." With the February number of the Electrical Record Albert Spies retires from the editorship of thai publication, to become the managing director of Foundry News, a new illustrated monthly publication devoted to the foundry arts, with offices in the Hudson Terminal, 50 Church Street, New York. Foundry News will make its first appearance in April. 236 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 6. NOTES ON STREET PAVING * BY THOMAS B. MCMATH, CIVIL ENGINEER, INDIANAPOLIS TRACTION & TERMINAL COMPANY The pavement between street railway tracks is subject to de- structive conditions not encountered in ordinary street paving. The concentrated wheel loads of the modern cars distort and deflect the rail. This breaks any contact between the pave- ment and the rail and permits the entrance of water into the foundation of the pavement. Heavy, stiff rails with good fastenings and solid ballast reduce the deterioration of the paving, but the vibration of the rail cannot be wholly eliminated. During the past year several features of track paving have been studied in Indianapolis. The reconstruction of tracks in the business center of the city afforded an opportunity of trying some new methods. About iooo ft. of double track on Pennsyl- vania Street between Washington and Ohio Streets were re- "built, using every care to make the work as permanent as pos- sible. Nine-inch girder tram rail weighing 90 lb. per yard was laid on 6-in. x 8-in. x 8-ft. white oak ties spaced 2 ft. apart •center to center. The sub-grade was excavated to a depth of 10 in. below the bottom of the ties and rolled until solidly com- pacted. The track was raised on blocking to the proper grade and aligned, after which the excavation was filled with Port- land cement concrete to within 5 in. of the top of the rail. The concrete was allowed to set 10 days before the brick paving was laid on a i-in. sand cushion. At the street intersections where vehicular traffic could not be kept off, the bricks were filled with asphaltum filler, but the balance of the paving was grouted with a wash of Portland cement, every effort being made to com- pletely fill all joints. The new features of this track con- struction are the increased thickness of the concrete base un- NelsonvoLle r9"-30 Tram ftacL Mood Streps-, » Stretcher BLockp y No I Pavcng brcck -j \ / I Sand Cushu>n q.'.i ,: ,t^: wrizr:,.Hzi s ' x e " * 8 1 Oak Tie 10" Concrete >•'•••>? Cross Section of Track Construction with Brick Paving der the ties and the use of beveled-edge Nelsonville stretcher bricks on the outside of the rails, as shown above. Objections may be raised to the use of stretcher bricks out- side of the rails on the ground that they might start the forma- tion of a wheel rut along the rail. The beveled stretcher bricks in combination with the wood strip under the head of the rail are intended , to keep the rail from direct contact with the brick, reduce the effect of vibration and prevent the paving out- side of the rails from being crushed down by wide-tread wheels. Asphaltum filler has been used on large areas of brick paving in Indianapolis. It has certain advantages in cases where vehicular traffic cannot be kept off the pavement for sufficient time to permit cement grout to take a complete set. Several brands of asphaltum and coal tar pitch fillers have been used under conditions which will make it possible to obtain data at a later time as to their relative merits. About 8000 sq. yd. of brick track paving were laid with asphaltum filler during iqo8 and an adjoining stretch of track was grouted with Portland cement. As both stretches of paving are subjected to very heavy traffic they were laid with great care. At the present time both are in excellent condition, but the lapse of time will enable a direct comparison of results to be made. The wear on brick pavement begins by the breaking off of the corners of the bricks at the joints and this continues until the bricks resemble cobblestones. The use of bricks with rounded or beveled corners is a mistake. Paving bricks should have as sharp corners as possible and an effort should be made to completely fill the joints with grout. Ordinary methods of ""Abstract of a paper presented at the annual meeting of the Central Electric Railway Association, Columbus, Ohio, Jan. 27, 1910. grouting are the ruin of brick paving and an extra 5 cents per square yard spent in good grouting is the best investment on the job. The best pavement is always that which has been most carefully grouted. The following method of grouting is sug- gested : Mix cement and sand in equal quantities in a box, always using a measured amount of sand, cement and water. After thorough mixing dump the batch on the surface of the pavement and with a rubber squeegee instead of a broom sweep the grout diagonally across the joints. After the first sweeping go over the surface again and repeat the operation until all joints are full and the grout has taken its initial set. The price paid for ordinary paving brick is probably too low. Smaller bricks of more uniform structure and burn than those commonly used are preferable. Bricks should be very carefully inspected and possibly 40 per cent of the bricks now classed as No. 1 quality should be rejected. If smaller bricks were used those rejected for paving could be sold for building purposes, thus proteclmg the manufacturer against loss by excessive culling. Inspection for quality while the bricks are being laid is unjust to both the manufacturer and the consumer, as the eye can detect only faults in size, color and perhaps absorption of water. Many bricks which would be satisfactory are re- jected and many defective bricks are scattered throughout the pavement. The inspector should have an opportunity of judg- ing the quality of the bricks from their position in the kiln. A better market for second-class bricks will have to be found before the manufacturer can be expected to grade closer or else the price paid for first-class bricks must be higher. Both the manufacturer and the consumer should be insured against the expense of freight, unloading, hauling and storage on rejected brick. Up to the present time no granite or stone block pavement has been used in Indianapolis. The traffic on several streets now paved with brick is so heavy that a block pavement is needed. The street railway company has 8000 sq. yd. of stone block pavement now under construction on Kentucky Avenue south of White River. The block selected is from quarries located 60 miles east of Pittsburgh, Pa., and is known as Ligonier block. It is a very tough limestone. The blocks are laid on a con- crete foundation and the joints are filled with pitch. The pitch to be used will be Hydrolene 80 per cent and residuum oil 20 per cent. The stone blocks are smoothly cut and the pavement will not be materially rougher than brick. The blocks do not glaze Or get slippery under traffic. They will eventually cobble if exposed only to horse travel, but if laid smooth they will remain so under wheel traffic, if fully grouted. The secret of a good block pavement is in the cutting of the blocks with smooth faces and square edges. The blocks must be laid close with the joints filled with filler. If the pavement be made as smooth as brick the noise will be obviated largely and the pavement will continue smooth even when worn by traffic. For railway track paving, stone block has the great advantage that the paving can be replaced after making track repairs at small expense and the general condition of the street is not impaired as in asphalt or brick surface. The maintenance of track and paving always presents the difficulty that minor repairs to the track cannot be made without a large expense for paving. In other cases reconstruction of the paving cannot be made because the cendition of the track will not justify it and enough money to rebuild both is not available. A worn-ort pavement on a street with a track two- thirds worn out presents a difficult problem. There should be some cheap pavement invented to use for such short time work. This problem is frequently presented on interurban lines in small towns in which ordinary T-rail construction should be paved. The success of pavements of the bitulithic class seems to indicate that something can be expected in this direction. Assuming that the track roadbed is substantial enough to serve for a foundation, if a 4-in. or 5-in. layer of bituminous macadam could be cheaply laid and cheaply and easily repaired by ordinary section men it would solve this trouble. One asphalt contractor suggests a layer of clean macadam laid and rolled in place with a light roller, then poured with hot asphalt ; February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 237 this to be followed with a layer of J^-in. stone, also poured with hot asphalt then coated with sand and cement and rolled with a heavy roller. With this method no elaborate plant would be required. A closed heating kettle of two tons capacity with a hand agitator can be purchased for $700 and the grading of the macadam can be cheaply done. It has been estimated that such a pavement could be laid at 50 cents per square yard, and subsequent patch- ing could be done by section men at the same cost. This would give a pavement suitable for streets with light traffic where the traffic largely avoids the car tracks. The cost of maintenance would be so small that it could be neglected. The need to-day, for small towns, is a cheap yet reasonably durable pavement that can be repaired when necessary by ordinary labor with a small expenditure for plant. The macadam country road fails under automobile traffic. The need is now for a cheap cementing material. THE METHOD OF PROCEDURE WHEN A PERSON REFUSES TO PAY FARE FOR SELF OR CHILD * BY C. C. WILLIAMS, OF THE COLUMBUS (OHIO) BAR The subject of this paper may be viewed from two stand- points. The first has to do with the naked legal rights of the parties. The other affects questions of policy in the handling of the traveling public by the railroad companies. In considering the question of the legal rights of the par- ties and the examination of precedents, it may be of interest to note the decisions of the courts regarding steam as well, as electric railroads. In the State of Ohio legislation has kept separate and distinct the provisions relating to street railroads and those affecting steam roads. In one case the Supreme Court has said, "The statutes as to railroads do not apply to street railroads unless made to do so by clear reference." But the law affecting passengers and the general public, or either, so far as the payment of fares, or failure to do so, is concerned, must rest upon the same principle. There is no reason why the same general rule applying to the treatment of passen- gers upon steam roads and those traveling and refusing to pay fare upon steam roads should not apply to persons similarly situated when traveling upon electric or street railroads. A carrier of passengers has the right to make reasonable regulations for the management of its business. This may include provisions for the protection of its rights and property, as well as for the comfort, order and safety of its passengers. These would also include rules as to the paying of fare or the producing of a ticket. The carrier may require those de- siring to become passengers to procure tickets before entering the train, or upon failure to procure tickets to pay a greater fare. It may require the delivery of the ticket or fare before entering the vehicle. The pay-as-you-enter electric cars are operated by virtue of this right. Where the carrier has made suitable provisions and accommodations for enabling the traveling public to comply with its reasonable rules, it has the right to insist upon their being observed. But how may it en- force these regulations? When it comes to a refusal to pay fare the answer is simple. If the person has entered the ve- hicle he may, upon such refusal, be expelled therefrom. It is well settled that the carrier has the right to expel from its cars persons who refuse to pay fare or to furnish a ticket for their transportation, and this is the usual and reasonable remedy. Public carriers, whether steam roads or electric roads, are not eleemosynary institutions, but are supposed to be operated for the profit of those owning the stock and bonds of such companies, subject, of course, to such regulations as may be necessary for the proper care of the general public. A sufficient opportunity should be given the person after he has been admonished that he will be expelled if the fare is not "Abstract of ■< paper read at the annual meeting of the Central Electric Railway Association, Columbus, Ohio, Jan. roio. paid, to produce the fare and comply with the regulations of the carrier. The failure to produce the ticket or to pay the required fare may be due to some fault of the ticket agent or other employee of the company, but the courts have recognized the fact that it is impossible for the conductor to investigate and determine the rights of the passengers complaining, and therefore have recognized the propriety of the regulation re- quiring the payment of the fare by the passenger and the sub- mission of his grievance to the proper officer of the company. If fare has been unfairly exacted the passenger has redress. The method of procedure, then, when a person refuses to pay fare is expulsion. But what is to be done when an adult person is accompanied by a child? If he has refused to pay his fare and it becomes necessary to expel him, the child in his charge should also be ejected, unless the child's fare has been paid and the child is of sufficient age to travel alone. In the latter case the carrier would be justified in permitting it to remain if the person in whose charge it had been so desired. Public carriers have the right to prescribe such reasonable regulations as they may deem proper for determining the age at which a child shall pay fare, and to fix a lower rate of fare for children under a certain age than for those over that age and for adults. Usually, children of the age of those re- quired to pay half-fare are accompanied by adult persons. What shall the carrier do when a person in charge of a child refuses to pay its fare and the child is within the age pre- scribed for the collection of fares? A person in charge of a minor child is responsible for its care, and the penalty for a refusal to pay for its trip may properly fall upon such person. And this is equally true whether the person in charge has or has not paid his own fare. It is important that the carrier, through its employees, should not exceed its authority at such a time, or to do what otherwise might be lawful in an unlawful or careless manner. In Ohio the Supreme Court has clearly defined the duties of a railroad company under such circumstances, and the rights of the adult and the child who may be accompanying such adult. The Ohio rule is clearly laid down in the following language of the court : "When a person having in charge a child of sufficient age to require payment of fare, takes passage on a railroad, such person becomes liable for the payment of the child's fare, and upon refusal to pay both may be ejected from the train at the next station. "When such person has paid fare or purchased a ticket which is taken up by the conductor, such conductor must, be- fore ejecting such person and child, return or offer to return to such person the unused value of such ticket or fare over and above the fares of both for the distance already traveled. "If the ticket is such that a stop-over may be had thereon, the conductor may tender a stop-over check instead of money, but to retain the ticket and expel the parties from the train renders the company liable in damage." It will be observed that under the above rule it makes no difference whether the person having the child in charge has paid his own fare or not. provided he neglects and refuses to pay the fare of the child. Both may be ejected from the train for such refusal. In Maryland, Minnesota, California, Penn- sylvania, Illinois and several other States substantially the same general rule has been announced by the courts, and wherever there has been an expression on the subject the courts have conformed practically to the same rule. Some of them have not announced the duty of the company as to returning a fare. But the courts would hardly permit, on the one hand, the ex- pulsion of a passenger before he has reached the point to which he has paid without returning to him the unearned por- tion of his fare, nor, on the other hand, require the company to pay back such part of the tare as had already been earned. The Maryland Supreme Court has even held that a passenger, being responsible for the fare of a child under his charge, may be ejected for refusal to pay such fare, though he has paid his own fare and though he himself is a minor. 238 ELECTRIC RAILWAY JOURNAL. [Vol. XXX Y. No. 6. The subject of this paper contains the words, "The Method of Procedure." If we are to gage the conduct of the officers of a company by the commonly accepted views of the general public, or of sensational newspapers, there is but one con- clusion; namely, that the railroad company will exercise every legal right which it possesses, and hence the person and child will both be summarily ejected. But what other course is left for the carrier which will pro- tect it against imposition? A Pennsylvania court has an- nounced the rule that the company had no lien upon the per- son of a passenger for fare. And it is no great satisfaction to arrest a dead beat for defrauding the company out of a fare when no recovery can be had of the fare and the company is simply put to the annoyance of the arrest and prosecution. Unquestionably, a traction company or any public carrier not only has the right to but should eject the passenger who re- fuses to pay his fare or the fare of one who is in his custody and care. In the exercise of its right of expulsion great care must be used that the passenger and child are ejected in a lawful man- ner. In the Ohio case before cited, the Supreme Court an- nounced the rule applying in the case of steam railroads, and in the speaker's judgment this is the law of Ohio which the court would recognize in the case of an electric or interurban road. The court held that the parties might be ejected from the train at the next station. It would seem from this that the court may have had in mind both the convenience of the company, in not being required to stop until it reached a regu- lar stopping point, as well as the comfort of the passenger ejected, in not requiring him to be ejected in some out of the way place. But in the case of interurban roads, we often have stops at very short intervals. The courts would probably hold that a public carrier was not exercising ordinary care if it were to eject a passenger at some lonely or out of the way place, and especially if the person were to be ejected at night. The proper course in such a case would be to carry the person or persons to some suitable stop, where they could be expelled from the car with due and reasonable care for their safety. If they were to be expelled in some dangerous or lonely spot, where, perhaps, the only apparent means of reaching houses on the public highway would be by following upon the tracks and right-of-way of the company, and if any accident should occur under such circumstances the court doubtless would look upon such an expulsion as an act for which the company might be held accountable, and the circumstances warrant a jury in increasing the measure of damage which might be assessed by reason of such injury. Another feature to be considered in determining the method of procedure under consideration is the manner in which pas- sengers may be expelled from a car. Very much has been written upon this subject, but it all may be summed up in a very few words. A train crew ma}1 exercise such force as may be necessary to accomplish the purpose sought. In the exer- cise of this force too much stress cannot be laid upon the fact that great care should be taken not to use greater force than shall reasonably be necessary. The passenger whom it is pro- posed to eject may be boisterous and profane, but that fact affords no warrant for coarse language or rough treatment on the part of the trainmen. Nothing will arouse sympathy, either of the passengers on the car at the time of the expulsion or a jury in case the matter becomes a subject of litigation, as certainly as will coarse language or rough and boorish treat- ment on the part of the trainmen. Fortunately, traction com- panies have been so careful in their selection of suitable em- ployees that complaint of such misconduct is almost unheard of. In conclusion, a public carrier should not hesitate to properly enforce its rights in the collection of its fares, even, when necessary, to the expulsion of persons of whom such fare is net paid. But in the exercise of this right good judgment should be used, and the fact should not be lost sight of that a wrongful or brutal expulsion of a passenger may work far greater injury to the company than the fact that the passenger has been allowed to remain upon the car without the payment of his fare. The trainmen should be properly cautioned in this regard and instructed that an intelligent and discreet dispatcher stands ready in case of an emergency to advise them as to the course to be pursued. INVESTIGATION OF SNOW FIGHTING FACILITIES An investigation was held before the Public Service Commis- sion of the First District of New York on Jan. 19, 1910, re- garding the facilities of the Brooklyn Rapid Transit Company for protection against severe snowstorms. William McCarroll represented the commission, with G. H. Backus as counsel. The Brooklyn Rapid Transit Company was represented by W. S. Menden, assistant general manager. H. L. Coyne, assistant engineer in the bureau of transporta- tion of the commission, said that during the severe storm of Dec. 25 and 26, 1909, he had ascertained as nearly as possible how long each line was closed to service. For instance, service was discontinued on the Avenue C line for 63 hours, on the Bay Ridge line totally for four hours and partially for 26 hours, and the Bergen Street line totally for 15 hours and par- tially for 41 hours. Service was also abandoned temporarily over the west end elevated line between Ulmer Park and Coney Island and over the Sea Beach line south of Twenty- second Avenue. The trunk lines of the surface system were alL kept open, but service over them was somewhat irregular. C. W. Wilder, acting electrical engineer for the commission, said that the total snow-fighting equipment of the Brooklyn Rapid Transit Company consisted of 40 snow sweepers and 26- snow plows, with approximately 400 miles of line to be kept open in snowstorms. He contrasted this equipment with that of the Boston Elevated Railway operating 417 miles of line and having available 307 snow plows and seven snow sweepers ; the Metropolitan Street Railway, New York, with 130 miles of track and 70 sweepers and five snow plows, and the Third Avenue Railroad, New York, with 76 miles of track and 15 snow sweepers. The plows of the Metropolitan Street Railway, he explained, were used only when a line was com- pletely blocked. Assuming that the Brooklyn Rapid Transit Company operated its 400 miles of track and maintained a schedule of 8 m.p.h., it could cover its tracks once in 45 minutes with the snow machines. The Metropolitan Street Railway was able to cover its tracks every 14 minutes at the 8-m.p.h. schedule, and the Third Avenue Railroad every 30 minutes at the same schedule speed. The Union Railway, with conditions similar to Brooklyn, could cover its tracks every 45 minutes, while the Boston Elevated Railway could cover its tracks every 9 or 10 minutes. Mr. Wilder had lived in Boston and thought climatic conditions there were worse than ' in New York, but that vehicle traffic was heavier in New York than Boston. While he had no figures on the amount of snow precipitated on Dec. 25 and 26, it seemed to Mr. Wilder that the storm of Dec. 25 and 26 was the most severe during his experience in New York, which dated from 1900. In reply to a question by Mr. McCarroll as to how far the equipment of the Brooklyn Rapid Transit Company was ade- quate and what the company was prepared to do to prevent a repetition of the conditions which prevailed on some lines on Dec. 25 and 25, Mr. Menden said : "The question of whether equipment of this kind is adequate for the purposes for which it is intended is necessarily deter- mined in each locality by previous experience. The fact that in one section of the country a railroad has a certain number of sweepers and snow plows per mile of track cannot be taken as a criterion for another locality. It appears from our experi- ence in previous years, and the recent storm of a few days ago, which was more severe in the amount of snow that fell than the storm of Dec. 25 and 26, that our equipment was sufficient to take care of these storms if gotten out in time. As Dec. 25 was a holiday and a Saturday and the following day was a February 5. 19 10.] ELECTRIC RAILWAY JOURNAL. 239 Sunday, it was very difficult to secure men for service during the storm, which started about 8 p. m. In addition, the vio- lence of the storm was underestimated, based on the previous weather report, and the equipment was not operated over our lines early enough for the storm which developed. Moreover, many men were not at home and those who were at home made every possible effort to stay there — a combination which caused delay until the lines were tied up. We have no reason to feel that our equipment is not adequate for our needs at the present time.'' Mr. Menden said that no means had been taken since the storm to increase the snow equipment of the company, but that it was proposed to equip some flat freight cars with snow plows for fighting snow drifts and reconstruct the present snow equip- ment by reinforcing the car bodies. The successful operation of elevated trains on the surface was a question of protecting the particular location where the tracks were below the ad- jacent surface and the remedy was either to construct a snow fence or put cars on one track to act as a snow fence during a storm and operate over the other track. It was not a question of equipment. In conclusion Mr. Menden said : ''Inasmuch as the recent storm was the worst we have had in quantity of snow in the last four years, and the company was able apparently to take care of that storm satisfactorily, we believe that our equipment is sufficient. Really, that is what determines the question. The number of sweepers per mile of track is not a fair guide as to whether your equipment is ade- quate. It is a question of whether you can keep your line open. We have a lot of other equipment we use in case of a snowstorm which other companies do not have. We have a very heavy ash car which we operate on certain lines which cleans the snow to an extent which permits passenger traffic. There are a number of considerations which apply to Brooklyn that do not apply to other cities." The hearing was then closed. On Jan. 20 an investigation was held before Commissioner McCarroll regarding the facilities of the Richmond Light & Railroad Company for taking care of traffic during severe snowstorms. Arthur Dubois represented the commission as counsel. A. H. Larkin represented the company. Mr. Dubois offered in evidence the monthly meteorological summary of the New York Weather Bureau for December, 1909, with spe- cial reference to the snow precipitation on Dec. 25 of 8.8 in. and on Dec. 26 of 1.3 in. He also offered in evidence the weather maps of the bureau for Dec. 25 and 26, showing the meteorological conditions throughout the country. T. J. Mullen, superintendent of the Richmond Light & Rail- road Company, said that the company had three Brill sweepers and a Taunton plow available for keeping lines open and that the Staten Island Midland Railway had one McGuire sweeper and one Taunton plow. There were approximately 61 miles of railroad in the two systems. Service over several lines was abandoned temporarily during the storm. The snow equipment of both companies was used on both lines, and was concen- trated in severe storms in keeping open the lines of heaviest traffic. F. E. Ferris, assistant engineer of the commission, testified regarding conditions on the lines of the company on Dec. 27 and 28 as reported to him by inspectors for the commission. If. C, Leonhardi, an inspector of the commission, also testified regarding conditions as he found them following the storm. Mi conclusion, Mr. Mullen said that the storm of Dec. 25 and 26 was the most severe during his service with the company, which dated from 19(15. and that it was one with which it would have been impossible to cope no matter how much snow equip- ment the company had. As soon as the character of the storm was apparent, the company sent employees in wagons to various parts of Staten Island to hire men to assist in lighting the storm, hut they were unable to enlist the services of more than 120 men, whereas 500 or 700 were required. The hearing was then closed. COMMITTEE MEETINGS IN NEW YORK LAST WEEK On Wednesday and Thursday, Jan. 26 and 27, a number of meetings were held in New York of the American Street & Interurban Railway Association and its affiliated associations. All of these sessions were held at the headquarters of the asso- ciation, 29 West Thirty-ninth Street. 1 he following committees met at some time during the three days : Executive committee, American Association. Committee on public relations, American Association. Committee on Interstate Commerce Commission affairs, American Association. Committee on compensation for carrying United States mail, American Association. Committee on revision of associate membership, American Association. Executive committee, Accountants' Association. Committee on a standard classification of accounts, Ac- countants' Association. Executive committee, Claim Agents' Association. Committee on subjects. Claim Agents' Association. Executive committee, Transportation & Traffic Association. Committee on city rules, Transportation & Traffic Associa- tion. Executive committee. Manufacturers' Association. I here was also a meeting of the representatives of the vari- ous State and sectional associations, followed by a joint meet- ing of these representatives with the committee on public re- lations of the American Association. Reports of the meetings of the executive committee of the Claim Agents' Association and of the classification committee of the Accountants' Asso- ciation were published last week. Brief statements of the meet- ings of tne other committees follow : COMMITTEE ON SUBJECTS The meeting of the committee on subjects of the American Association was attended by Arthur W. Brady, chairman ; C. S. Sergeant, W. J. Harvie, H. S. Swift, R. I. Todd and E. C. Carpenter. The subjects selected for the 1910 convention will be announced by the secretaries of the several associations. MEETING OF REPRESENTATIVES OF STATE ASSOCIATIONS AND COM- MITTEE ON PUBLIC RELATIONS The meeting of the committee on public relations of the American Association was attended by C. Loomis Allen, chair- man ; Hon. W. Caryl Ely, Frank Hedley, Arthur W. Brady, Thomas N. McCarter, Gen. George H. Harries, E. C. Foster, W. G. Ross and P. F. Sullivan. After a discussion of the gen- eral work of the committee, a joint meeting was held with the representatives of the State and sectional associations who were in attendance. Invitations had been sent by the association to each of the State railway associations of which it had record to send representatives to attend the meeting. Those present were: W. D. Wright, New England Street Railway Club; A. H. Ford, Alabama Light & Traction Association ; D. A. Hegarty, Arkansas Association of Public Utility Operators; R. S. Goff, C. S. Clark and F. S. Wilde, Massachusetts Street Railway Association; H. E. Weeks, Iowa Street & Interurban Railway Association; A. W. Brady, Central Electric Railway Association; Duncan McDonald, Canadian Street Railway As- sociation; E. F. Peck, C. Loomis Allen and J. H. Pardee, Street Railway Association of the State of New York: C. L. S. Ting- ley, Pennsylvania Street Railway Association. At the joint meeting the question of a closer affiliation of these local bodies was thoroughly considered, and it was de- cided to present a resolution to the executive committee of the American Association to the effect thai the presidents of these sectional and State organizations should be appointed members of the committee on public relations of the American Associa- tion. COMMITTEE ON UNITED STATES MAM The committee on compensation for carrying United States mail was represented by: R. S. Goff, chairman; C L, S I im 240 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. ley, J. K. Choate, A. R. Piper and Edgar S. Fassett. After full discussion of this subject, the committee decided to prepare an inquiry to member companies embodying four questions, replies to which would show the actual conditions of this class of service throughout the country. COMMITTEE ON INTERSTATE COMMERCE COMMISSION The committee on Interstate Commerce Commission affairs, American Association, was represented by : Gen. George H. Harries, chairman; F. R. Ford, C. S. Sergeant. F. W. Brooks, and G. O. Nagle. This committee considered in detail the work coming within its jurisdiction, but no definite action was made public. COMMITTEE ON REVISION OF ASSOCIATE MEMBERSHIP The meeting of the committee on revision of associate mem- bership, American Association, was attended by : T. N. McCar- ter, chairman ; James F. Shaw, Gen. George H. Harries, W. Caryl Ely, H. R. Goshorn, C. Loomis Allen and Robert X. Wallis. Different plans looking toward a revision of the con- ditions of associate membership were presented, but the sub- ject will be given further consideration before any announce- ment of definite suggestions will be made. EXECUTIVE COMMITTEE, AMERICAN ASSOCIATION At the meeting of the executive committee of the American Association on the afternoon of Jan. 28 there were present : James F. Shaw, chairman ; A. W. Brady, T. N. McCarter, Gen. and R. I. Todd. Past-Presidents Sergeant, Vreeland, Lang and Ely were also in attendance. The executive committee received and discussed the re- ports of the chairmen of the various committees of the Ameri- can Association which had meetings on the morning of that day. In addition, the matter of the location of the 1910 conven- tion was taken up. Invitations had been received from Sara- toga Springs, Niagara Falls, Portland, Ore., Toronto, Toledo, Atlantic City, Rochester and St. Louis. The president was authorized to appoint a special committee of three members to decide upon the time and place for holding this convention. The names of the gentlemen to be appointed will be announced later. They will take up the matter in connection with a corresponding committee to be appointed by the Manufacturers' Association. The matter of insurance, as embodied in the report of the committee on insurance to the 1909 convention and various de- velopments since that time, was given consideration. In this connection a resolution passed by the Central Traction & Light Bureau was presented reading as follows : "Whereas, the Central Traction & Light Bureau desires to establish and maintain harmonious and mutually helpful rela- tions with the owners of classes of property which it is called upon to consider, and "Whereas, it is desirable at all times that there should be a method provided whereby organizations of property owners may communicate and consult with the committees of the Cen- tral Traction & Light Bureau. "Resolved, that we respectfully request the American Street & Interurban Railway Association to appoint a committee em- powered to confer with the above-mentioned bureau or its committees from time to time, and to present to and discuss with the bureau matters of mutual interest." The chairman of the committee on associate membership, H. H. Adams, then presented a report and stated that 119 asso- ciate members had been enrolled since the beginning of the fiscal year. The membership of the association at this date was shown to be as follows : Active membership, electric rail- way companies, 335 ; associate membership, individuals, 934. This statement shows a net increase over the corresponding period of the previous year in active membership of 44 com- panies and in associate membership of 428 individuals. The chairman of the committee on education, Prof. H. H. Norris, was also present at the meeting and entered into the discussion of the report of that committee to the 1909 conven- tion. The matter of the secretaryship of the American Association was brought up. The resignation of B. V. Swenson, presented in January, 1909, was accepted and H. C. Donecker was ap- pointed to that office. A biographical sketch of Mr. Donecker appears in the personal column of this issue of the Electric Railway Journal. executive committee, accountants' association At the meeting of the executive committee of the Account- ants' Association the following members of the committee were present: H. S. Swift, chairman; A. S. Michener, N. E. Stubbs, H. E. Weeks, Robert N. Wallis, W. J. Tharp, Robert Morrison, Jr., and C. S. Mitchell. The following, who are members ex officio, were also present : F. E. Smith, H. L. Wilson, W. F. Ham, William H. Forse, Jr., and W. B. Brock- wiy. A hrmber of topics proposed for papers for the next annual meeting of the association were considered, and it was decided that it was advisable to have papers presented that would take up some of the topics outlined as follows : De- velopment of the theory underlying the principles of the standard classification of accounts ; methods of determining overhead charges, such as expenditures for organization, engi- neering, interest and taxes during construction, etc. ; accounting for freight and express business; methods of collecting and auditing revenues from various types of prepayment cars; con- struction expenditures and records. It was also suggested that data be collected as to the practice of various companies in handling payrolls. It was the idea that a symposium might be prepared presenting the practice of companies in various re- spects and that data could be added from year to year to the information obtained in the beginning. It was announced that W. M. Steuart, chief statistician, Bureau of Manufactures, United States Census Bureau, will present a paper concerning the census report on electric rail- ways. It was the plan to have this paper presented at the last annual meeting of the association, but the census figures were not in final shape and the paper was deferred for that reason until 1910. N. E. Stubbs, auditor, United Railways & Electric Company, Baltimore, Md., will take the place on the joint com- mittee on shop accounts left vacant by the resignation of C. L. S. Tingley. It is expected that this committee will continue its work during the present year. Secretary Weeks was appointed a committee of one to prepare a circular soliciting blanks to supplement the collection of forms of the association. EXECUTIVE COMMITTEE OF THE TRANSPORTATION & TRAFFIC ASSO- CIATION At the meeting of the executive committee of the Transpor- tation & Traffic Association there were present : R. I. Todd, president; H. C. Page, N. W. Bolen, G. W. Parker, J. N. Shannahan, Dana Stevens and J. W. Brown. The personnel of the committees of the association for the coming year with the topics to be discussed by them at the 1910 convention were considered. After the appointment of the different committees, the names of the members will be announced in this paper. It was also decided to appoint a special committee to consider the subject of schedules and time-tables, and present a report on this subject at the 1910 convention. COMMITTEE ON CITY RULES At the meeting of the committee on city rules, Transportation & Traffic Association, there were present : R. E. Danforth, chairman ; D. A. Hegarty, Henry Bullen and L. H. Palmer. The amendments to the code of rules adopted at the Denver con- vention were discussed. Upon motion the chairman was in- structed to prepare a bulletin to be sent to the member com- panies suggesting certain minor changes " which it is desired to make in the code, together with the committee's reasons for making such changes. GENERAL CONFERENCE ON FRIDAY The meetings were closed with the general conference on Friday, which held an executive session open only to the dele- gates present. These were well-attended and enthusiastic meetings. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 24 r THE BANQUET The sessions of the mid-year meeting of the American Street & Interurban Railway Association closed with a banquet Fri- day evening at the Knickerbocker Hotel, tendered to the asso- ciation by the Manufacturers' Association. About 350 dele- gates and guests were present. The room was effectively deco- rated with flags of the three nations represented by the asso- ciation— the United States, Canada and Mexico. After the dinner Charles C. Castle, who presided, announced that owing to illness Joseph R. Ellicott, president of the Manufacturers' As- sociation, would not be able to preside. In a short speech he then introduced Charles C. Peirce of Boston, who acted as toast- master of the occasion. Mr. Peirce then introduced W. Caryl Ely, who, he said, had something of interest to the members of the association to announce. Mr. Ely spoke about the services rendered to the association by the retiring secretary, B. V. Swenson, and described the way in which the work of the association had increased from the time of the reorganization in 1905 and the appointment of Mr. Swenson to the present. In behalf of Mr. Swenson's friends in the association, he then presented Mr. Swenson a large chest of table silver. Mr. Swenson acknowledged the receipt of this tion which will permit that remedy to be applied. Law and custom have combined to prescribe the service that the rail- ways shall perform for a rate of fare of 5 cents established as the American standard under conditions so utterly foreign to the present-day situation as to make any comparisons ridicu- lous. With the short haul, cheap equipment and low operating costs prevalent in the early days, there undoubtedly was a fair margin of profit. Gradually, as the towns and cities grew in population, came extensions of the railways, and there insidiously crept in an increasing length of ride for that stand- ard fare. The railways made no complaint, perhaps with the idea that the length of ride was not an important factor in the profit-earning capacity of the road, and that the passenger could be carried just as cheaply five miles as two miles. "Other motive powers then developed. The first was the cable, entailing great expense upon many of the railways of the country if they were to be kept well in advance of the prog- ress of the cities. With the increased speed which the new motive power permitted came further extensions and relief was- provided for the congested districts of our busy cities, whose people were thus given an opportunity to live in localities at once cheap in rental cost, easy of access and healthful and life- giving in atmosphere. Then quickly followed the advent of Guests at the Banquet of the American Street & Interurban Railway Association gift, saying that it was with great regret that he had resigned from the office of secretary of the association, and expressed his sincere thanks for the cordial spirit of helpfulness and co- operation which he had received from all the members in car- rying on his work as secretary of the association. The next speaker was James F. Shaw, president of the asso- ciation, whose toast was "The Association." After expressing the thanks of the association to the Manu- facturers' Association for the courtesies extended by it during the mid-year meeting, and for other co-operation carried on for many years, Mr. Shaw said : "To-day we have listened to able addresses, discussions have developed, old hopes have revived and new ideas have been brought forth, and if each one of us will return home resolved that this meeting shall be epoch-making in our effort to secure an honest return on an honest investment, we shall not have spent our time in vain. Means <>f reaching this goal of fair return are patent to all of us — an increased rate of fare, the abolition or curtailment of the transfer privilege, or freedom from taxation; any of them would tend to bring this about. The possibility of reducing operating costs may be eliminated, as their tendency, for obvious reasons, is to increase. The dif- ficulty, therefore, does not rest in the specification of the rem- edy, but wholly and absolutely in the development of a rondi electricity, and with the immediate popularity of this new tract- ive force came the abandonment of the comparatively new and costly cable equipment and the substitution of the electric motor. This necessitated enormous investment in first cost and subsequently as replacement cost, as the inadequacies of the system developed and were overcome. Larger cars and im- proved roadbeds became necessary because of the increase in the number of passengers carried, and the outlying districts were brought into still closer touch with the business sections. The average distance a passenger is carried was constantly in- creasing. The operating cost was also growing greater, not alone because of the longer ride, but also because of the ever- increasing costs of material and labor. The unit of fare, how- ever, has remained the same, for we still have with us that American standard, with the margin of profit fast disappear- ing or wholly extinct. Consolidations were then promptly ef- fected on the theory of probably advantages in economical operation, and with them came the evolution of that fascinating adjunct, the free transfer. With the American standard unit of fare still intact, rides of 10 to 20 miles were now possible. "A few years passed, and then the warning signs of the de terioration of present equipment and the need of more modern types; then the realization, as a shock to most of us, that in our proffers of service to the public we bad passed be- 242 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. vond the mark where return was possible or provision for ex- tensive replacements or improvements were practicable. Cap- ital must see at least a reasonable chance for profit before it can be expected to invest, and with our transportation com- panies already selling to a great proportion of its passengers a service at far below its actual cost, and with a clamorous pub- lic demanding an even lower rate of fare or the entire confis- cation of our properties, capital immediately closed the door. Then came stagnation in an industry in whose vitality every citizen is interested. "I have thus briefly reviewed the progress of electric rail- ways to show how a situation has been produced where the service rendered is far in excess of the compensation paid. Obviously, we should next take up the question of how the rem- edy can be obtained. It is evident that no remedy is possible unless it receives the sanction of the public. In other words, it would not be practicable to obtain the enactment of legisla- tion providing the remedies which are necessary without the full indorsement of the public. Even if our State and munici- pal officials were fully convinced that an increase of fares, or a curtailment of transfers, or a reduction of taxation, was en- tirely fair and justified by existing conditions, they would hardly dare officially to advocate such measures unless these views were also held by "their constituents. The remedy, there- fore, will have to come ultimately from the public. "To my mind, an important part of the work of this associa- tion, and one in which all who are in any way connected with our business should be vitally interested, is that of bringing the public to a better realization of the actual conditions which confront us. We should explain the large first cost, the con- ditions surrounding the business in its early stages, the great additional outlay required as the art developed, and the im- provements which have been made to provide comfortable and rapid transportation. I am only one of many within our or- ganization who believe that with these matters clearly ex- plained we can safely trust the American people to deal fairly and honestly with us in all matters affecting our future. The money actually invested in the electric railway business does not yield anywhere near so large returns as those obtained in other industries. To illustrate, in Massachusetts, where the restrict- ive laws of the State prevent any possible issue of stock and "bonds over the value of the property, the return on the total capital invested in street railways in 1908 was only a little more than 5 per cent. This return is but little larger than the inter- est on deposits paid by savings banks. So long as this condi- tion exists, what inducement is there for investment in electric railway properties? A recent calculation shows that the aver- age net return from manufacturing industries during 1905 was 1 5. i per cent, and from agriculture 9.8 per cent. "Railway investors should have as fair a return on their in- vestment as investors in other industries, and should not be ex- pected to sell their product without a reasonable profit. Our friends of the daily press can be of invaluable service to both the public and the electric railway corporations in bringing about a better understanding on the part of the people of the real condition of affairs. Street railway men have nothing to •conceal, and welcome an impartial examination of their busi- ness. The public desires good service, and the street railway companies wish to give it. It is a self-evident fact that no street railway company can be successful which does not give good service, and that it can be successful only when it re- ceives a fair price for the transportation which it has to sell. "A great many of the newspapers have shown that they pos- sess a knowledge of the facts, and in a number of communi- ties there have been evidences of a change of sentiment on the part of the public toward the railway corporations. But a be- ginning only has been made. For instance, probably on ac- count of an improper understanding, a misguided public re- cently defeated a long established and well conducted electric railway company in its efforts to obtain an extension of its franchises, which are to expire 16 years hence, in order that it might refinance immediately on a reasonable basis. I refer to the election recently held in Kansas City, where the company offered to accept a franchise providing for a lower rate of fare and many other terms advantageous to the city, but the measure was defeated by a large majority in a heavy vote. "The chief argument which seemed to influence the voters was that it would be better to wait until the franchise was nearer its expiration. But the officials of the Kansas City rail- way company were wise and far-sighted in taking the matter up at this time. Certain issues of bonds were near their maturity and it was possible to issue new bonds on the present franchise only on terms disadvantageous to the company and therefore indirectly injurious to the public. It is doubtful whether the citizens of Kansas City will ever have offered to them again as favorable conditions as in the ordinance sub- mitted, because all the tendencies in recent years have been toward increased fares on account of the increased costs of operation. "It would be unfortunate if the situation now in Kansas City should lead to a repetition there of the long continued negotiations in Chicago and the deplorable state into which the railways were allowed to lapse because of their inability to secure necessary funds for their rehabilitation. We have, as another illustration, the purgatory which the people of Cleveland have had to endure because of ex-Mayor Johnson's political methods which have only recently been dis- credited at the polls by a disgusted population. The contest was attended by much discomfort and expense to the patrons of the railway and distinguished by a convincing exhibition of the inf easibility of carrying passengers at the low rate of fare proposed by him. The citizens of Cleveland have learned, through their long struggle of eight years, the lengths to which unfair agitation against railways can be carried, and have ex- perienced all the annoyance that accompanies such an agitation. In this case, as in all others that have come under my observa- tion, poor service must necessarily follow too low a fare. "A short statement concerning the situation of the Metro- politan Street Railway Company in this city may be interesting to you. Notwithstanding the fact that this company is located in the largest city in the United States and also that its gross earnings are approximately $13,000,000 annually, the company falls far short of earning a reasonable return upon a low esti- mate of the cash replacement cost of the property. The actual net return shows only between 3 and 4 per cent on what it would cost to reproduce this property, not taking into consid- eration the expenditures for organization and obsolescence. "The operating expenses in New York are naturally very high, owing to the fact that the congested streets require slow time and consequently more cars. With the increasing congestion of the city, the company has been obliged gradually to reduce the average schedule speed of its cars, which is now about 6 m.p.h. So that you may all realize how serious this is, I might say that every reduction of a half mile per hour in average speed of these cars means a loss of half a million dollars per year in the net receipts of the company. More- over, the earnings per car mile are little, if any, higher than in many cities of less population. Again, the carrying capacity of the system has now been nearly reached, as the cars on the main avenues are operated about as closely together and at as high a rate of speed as is consistent with the prevailing condi- tions. The additional transportation required by the city will have to be provided through new subways. Hence, there is not the same hope of increasing the traffic on the Metropolitan system as exists on the lines in most other cities. "The solution of the difficulties in New York might come, then, in either one of two ways — material reduction in cost of operation or material increase in average fare. Since investiga- tion has shown, however, that the operating expenses cannot be reduced sufficiently to produce a reasonable return on the cash investment in the Metropolitan property, relief must come from increased earnings through a higher rate of fare or a revision of the present transfer system; even an abolition of the fran- chise taxes would not be sufficient to produce the desired result. This view of the situation was confirmed in an address before the City Club of New York by Wm. M. Ivins, then special February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 243 counsel for the Public Service Commission of the First District. The conclusions which would seem to be derived from Mr. Ivins' statement are that neither the city nor a private corpora- tion could expect to operate the system under the present re- strictions and regulations without a large annual loss. "I have touched on the foregoing as being excellent examples to put before the general public. We have not the time to discuss the actual cost per passenger on the systems mentioned, the length of ride, the point at which this ride becomes un- profitable to the company, the proportion of short and long distance hauls and the rate of return involved, but I think that a study of statistics of this nature properly and consistently kept in the public eye would eventually work the revolution that means so much to the street railway business. "Our association is a most important medium for the collec- tion and dissemination of this information. With its facilities for obtaining data of this kind and with the support of the member companies, we can carry on a vigorous and open cam- paign toward securing an enlightened public knowledge of the urgent needs of the business in which we are engaged. The Railway Business Association, whose president will speak to you to-night, has, in its short career, done a remarkable work for the steam railroads in appealing against restrictive and unjust legislation. Members of this organization are scattered throughout the country and the individual element in it is the one that carries on the work. 'We have fortunately in our association two classes of membership : the active or company members, and the indi- vidual or associate members. The latter can do for the electric railway business what the members of the Railway Business Association are doing for the steam railroad enterprises. Our associate membership at this date is composed of nearly 1000 members, but the extent of the business warrants at least 5000 members, and I hope that every man here to-night will go away prepared to support this work and, so far as possible, see that before another year passes our membership shall have been increased materially. With so large a number of working associate members in the field, determined to do their share of the work, we can spread the doctrine in which we all firmly believe in, that the education of the people by our people will lead to such changes as will give to the people the best service attainable. "Complete recognition of the situation and active co-operation on the part of those interested in one way and another in this great industry will insure to the world the devotion of this great utility to the service of man and, at the same time, secure to those who furnish the capital for the active conduct of the business a fair and proper return." The next speaker was George A. Post, who spoke on the subject of "Railways, Public Opinion and the Equipment In- dustries." Mr. Post said that in many respects the prob- lems confronting the electric railway companies of the country were similar to those before the steam railroads. He referred to the large number of persons whose livelihood directly and in- directly depended upon the prosperity of the steam and elec- tric railways. This number includes not only those who are di- rectly employed by the companies, but those who manufacture equipment consumed by the railway companies. Senseless agi- tation against these corporations immediately closes the purses of capitalists to extensions and improvements. He believed that if each person who was thus interested in railways should make a little effort to counteract harmful and erroneous im- pressions in regard to them, beneficial results would follow. John W. Griggs, ex-Attorney-General of the United States, was the next speaker. Mr. Griggs congratulated the railway managers that the trend of popular discontent against railway companies was now passing away. He referred to the pres- ent objects of unpopularity, the milk trust and the meat packing houses, and then called attention to the largely in- creased cost of living in all directions except that of trans- portation. Charles W. Colby, Ph.D., professor of history at the McGill University, Montreal, closed witli a speech on the subject, 'Apropos of Canada." He spoke of the excellent electric rail- way system in Montreal, and to the popularity in the United States of the pay-as-you-enter design of car, which was orig- inated that city. He also said there was an absence in Canada of agitation for fares less than 5 cents. ANNUAL REPORT OF PENNSYLVANIA RAILROAD COMMISSION The report of the Pennsylvania State Railroad Commission for the year ended Dec. 31, 1909, is devoted in part to the affairs of electric railways. An abstract of the discussion regard- ing street railways, touching the questions of service, par- ticularly in Pittsburgh, and the rates charged for freight and express business, follows : "There has been a great increase in the number of com- plaints against street railway companies, the majority of them based on lack of sufficient accommodation for patrons dur- ing the rush hours of the day. "At the present time the attention of the commission is particularly occupied with the situation in Pittsburgh, where the conditions are made more difficult by reason of the topo- graphy of that locality, and the congestion of its general busi- ness within prescribed limits. "The complaint which was made by the council of that city was practically disposed of upon a recommendation by this commission made pursuant to an investigation conducted under its supervision by an expert in that business. It subse- quently transpired, however, that that recommendation proved inadequate, particularly in view of increase in business upon the revival of trade, and the complaint was renewed by the present Mayor, Mr. Magee. The commission visited Pitts- burgh, now enlarged by consolidation therewith of Allegheny, made a personal inspection of the situation, and held a public hearing upon the question. The commission was soon con- vinced that greater transportation facilities than those at that time afforded were required to at all reasonably meet the legitimate demands of business, and consequently made then a recommendation that all the cars of the railway company available for the purpose should be immediately put into operation, and that the new cars which had been ordered but not yet received should follow in operation as soon as received and equipped, to the extent necessary to provide, as far as possible, the facilities demanded. "The commission then also announced that it would appoint an expert to supervise and observe for a time the routing of the cars and study the complexity of the situation, and report to this commission what measures, in his judgment, he thought advisable to recommend for further relief. It is believed that the final result may prove satisfactory to all parties. "A question which promises to become important and fruitful of more or less difficulty is that of freight and express rates on trolley lines. Because of the difficulty of determining a proper basis upon which legitimate freight rates can be based in the case of steam railroads, and the lack of any extended experience with such matters on the trolley lines of the State, it can but be naturally expected that upon the introduction upon the latter of the carriage of freight and express matter, there will be, in the absence of any legislation controlling the matter, very great divergence of opinion and consequent dis- satisfaction respecting any rates that any such lines may put into effect. Several complaints have already been made as to charges made for such service, and the difficulty experi- enced by the commission in these cases, without any precedent or statutory provision to guide it, proves that upon the in- crease of such business these questions will be numerous and perplexing. Most of the roads have no equipment for this special service, and as yet it is only an incident of their ordinary passenger business, with which, under present cir- cumstances, it more or less interferes. With these difficulties portending, it is nothing more than reasonable to expect that the trolley lines will realize that their safety and protection 244 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. depend upon the establishment of rates which will be recog- nized as fair and equitable for the service rendered." In its discussion covering accidents, the commission recalls that in its last annual report it "recommended an act designed to prevent trespassing on the private rights of way of steam and electric railways, but without avail. Unless these rights of way are to continue to be highways of slaughter, it is imperatively necessary that some provision be made to pre- vent trespassing upon such rights of way. It is much to be desired that the public should take cognizance of the great destruction of life annually occurring on our railroads, and be aroused to demand the enactment of some preventive measures. "It is believed that all serious accidents both on steam and trolley roads were promptly reported to the commission in accordance with its requirements, and in 44 of the cases, where the circumstances seemed to warrant it, the commission con- ducted a special investigation of the facts, in which investiga- tions the very cordial assistance of the companies was ren- dered. In all cases where the responsibility was traced and the responsible party ascertained, and survived, proper dis- cipline was imposed." No accidents occurred on 47 of the electric lines during the year. Regarding the transportation of passengers on the front platforms of electric cars the report says: "The commission has steadfastly adhered to its recommendation eliminating the carriage of passengers on the front platform of the cars of electric railways, and insisted upon its observ- ance. This recommendation was made with the consent and by the advice of the officials of these railways and admitted by them to be a wise and provident measure. In some local- ities difficulty has been experienced in its enforcement, and in all cases the officials of these railways did not manifest the earnestness in efforts for its enforcement that was reason- ably expected of them. It is thought that now, however, this recommendation is very strictly enforced, but should the commission be advised of its wilful violation in any locality, it will endeavor to correct that situation. The necessity for the observance of this recommendation has been proved by fatal accidents to passengers carried in violation of it, and the diminution of accidents on the lines of those companies where the order has been enforced, even to a limited extent, indi- cates that it is a proper precautionary measure for both the public and the companies to observe. It is the opinion of the commission that this recommendation would be more valu- able, if it were made applicable to both platforms and also to the running boards, but neither public sentiment nor the attitude of street railway officials seems favorable to such action at this time." In its concluding remarks the commission says regarding new legislation : "Either that portion of section 17 of the act creating this commission, which purports to bestow upon it some control over the increase of the capital stock or indebtedness of posed in the commission's last report should be passed, or else the amendment to the act approved on Feb. 9, 1901, pro- posed in the commission's last report should be passed, or similar legislation enacted. The provision in the act creat- ing this commission is wholly ineffective under the present statutory provisions for procedure by stockholders when such increase is proposed to be made. This is a matter of com- parative indifference to the commission, and attention is called to it here only for the purpose of advising the public that if it wishes the commission to exercise any such authority, additional legislation is required. "It is a pleasure to the commission to again record its gratification at the ready acquiescence in its recommenda- tions by the common carriers of the State. This action on their part evinces a disposition to assist in creating a better public sentiment, and one calculated to contribute not a little to the successful conduct of the great, industrial and trans- portation interests of the State." THE LOSSES OF CLEVELAND IN STREET RAILWAY WAR A paper on "The Street Railway Situation in Cleveland" was read before the meeting of the National Municipal League, at Cincinnati, on Nov. 18, 1909, by Warren S. Hayden, of Hay- den, Miller & Company, bankers, of Cleveland. The author, after giving the history of the controversy between the city authorities and the Cleveland Railway Company, discusses the question whether the results secured are worth the price paid. Mr. Hayden says on this subject: "For the purpose of discussion it is assumed that the direct and early result will be the enactment and acceptance of the ordinance now being completed by Judge Tayler. The ordi- nance fixes the initial fare at 3 cents with 1 cent for a trans- fer without rebate. A scale of rates is provided, according to which the rate shall be changed as may be necessary to return the agreed interest, and no more, upon capital value Every test made in Cleveland tends to show that 3 cents is not enough to pay interest on capital. It is probable, there- fore, that before long the fare will go to the next higher rate. At that rate the cheapest journey possible will cost 3^ cents, and for comparison that rate is taken as that which people will pay for a long period. It was said in 1901, and the news- papers printed it, that if given 25-year franchises the railway companies would accept a ticket rate of seven for a quarter, making the cost of the cheapest journey 3.57 cents. If this statement was true, eight years of fighting have beaten down the fare 0.24 cent a journey. However, the companies did not formally propose a ticket rate of seven tickets for a quarter in 1901, and perhaps they would not have done so. Late in 1906 the railway company did formally propose a ticket rate of seven for a quarter, so that, as far as the rate of fare is concerned, it is proper to consider whether the last three years of strife are justified by a gain of 0.24 cent in the cost of the journey. The answer, of course, depends on what the war has cost the city, and that subject will be considered before the end of this discussion. "Included in the direct result is the establishment for Cleve- land of the principle of service at cost. Whether that prin- ciple is the best for the public is fairly debatable, but it cannot be debated here. As carried out in the Tayler plan, it is acceptable for Cleveland in the circumstances now exist- ing there. However, it probably would not be seriously con- tended that mere approval of this principle by the public makes the war worth while. The estimated cash benefit of the appli- cation of this principle of service at cost is 0.24 cent a journey, or $1.46 a year for the shop-girl making the round trip from home to work on each of the 305 working days. "One writer says that Mayor Johnson' 'has aroused in Cleve- land a civic sense. He has made the people realize that the affairs of the city are their affairs.' If this is true, this civic sense is a result of the war, for the mayor's activities and the war are almost identical. Cleveland was well reputed for civic sense for some years before 1901. It is true, though, that since that date there have been new currents of popular feeling and that the mayor is responsible for them. He pitched his tent upon the sand lots; pointed to the railway company; talked of 'intrenched monoply,' 'special privileges,' 'an arro- gant corporation' ; promised '3-cent fare and universal trans- fers' and proclaimed the overwhelming power of the people. It was not service at cost — that is reasonable if not expedient — but '3-cent fare and universal transfers,' the feasibility of which in Cleveland no man knew or could know. Hatred and greed were stirred, then consciousness of power aroused. Un- less there is a quick sense of duty to use power righteously, consciousness of power is vicious. So pleasant a phrase as 'civic sense' should connote public duty as well as public power, but the 'civic sense' aroused in Cleveland by Mayor Johnson is to be reckoned in the price paid and not as part of the good obtained. "The price paid is the cost of the war, and, of course, cannot be exactly expressed. In making up the total for an indus- trial community of 500,000 people account must he made of February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 245 years of delay in the reduction of fares; industries sent and kept away from Cleveland by supposed hostility to capital at the city hall; hindrance to extension of plants through lack of car service; neglect of public improvements because the war absorbed attention and energy. Worse than the money cost are items of another sort. Malignant envy has been fos- tered among humble folk. Among the better-to-do, men of mind and conscience have doubted the good intention of the city government and feared its policies. Hatred has divided classes and invaded neighborhoods and even families. It is not extravagant to say war when these things are considered. "The result is not worth the price. It was right that the railway company be denied a franchise until, for good service, it was willing to take a very moderate return upon its capital. To reach such agreement, intelligence and firmness were neces- sary, but a sensational raid, to say nothing of protracted war, was not justified. Since the railway company's offer of 1906 nothing has been gained which is worth a fraction of the cost. "When all is said the best result is peace, and peace is so welcome that it is almost possible to forget that, but for war, there is always peace. In all these years, Cleveland has gained in wealth and population, and an era of peace will show how much more she might have gained." based on the assumption that eventually three companies will jointly occupy the property. The block of land on which the property stands is 160 ft. x 323 ft., and is bounded on the north by Front Street and steam railroad tracks owned by the Chicago, Milwaukee & St. Paul Railway and the Chicago, Rock Island & Pacific Railway ; on the east by Brady Street, along which connecting tracks from the new station to the Iowa & Illinois line have been built; on the south by the Mississippi River and the Davenport, Rock Island & Northwestern tracks, and on the west by Main Street. A loop track of the Davenport & Suburban Railway extends along Front Street and is connected with the Iowa & Illinois track at the corner of Front and Brady Streets. According to the terms of the lease, the Tri-City Railway Company, of Rock NEW FREIGHT TERMINAL OF THE IOWA & ILLINOIS RAILWAY The Iowa & Illinois Railway has just secured a valuable freight terminal property in Davenport, la. This property, in- cluding an office building and warehouse, was occupied orig- inally by the Burlington, Cedar Rapids & Northern Railway (now a part of the Chicago, Rock Island & Pacific system), under a right granted to it by the City of Davenport. Re- cently the property reverted to the city, and as the city au- thorities were desirous of encouraging the establishment of adequate freight and passenger terminals for interurban roads, the use of the property vacated by the steam road was offered to the Iowa & Illinois Railway Company on satisfactory terms. A map of the property offered to the electric railway com- pany is presented. The block of land and the buildings shown thereon, except such portions of the land as now are occu- pied by steam railway tracks, is leased to the Iowa & Illinois Davenport Freight Station of the Iowa & Illinois Railway Railway Company by the City of Davenport during the life of the interurban company's franchise and for any renewal there- of, with the distinct understanding that the property may be used jointly by any other interurban railway entering Daven- port. In the provision for joint use it is stipulated that any expense to the Iowa & Illinois Railway for the construction of tracks, rehabilitation of the building and ground upon which it stands, shall be equally apportioned among the companies which may in the future enjoy joint use of the property. The Iowa & Illinois Railway now pays only a proportional rent, Plan of Davenport Freight Terminal Island, Moline and Davenport, has made the necessary track connections to the depot. The expense for making the con- nections between the tracks of the Tri-City Railway Company and the buildings, together with the cost of the entrances to the buildings, was rather large for an interurban railway company doing the amount of freight business now conducted by the Iowa & Illinois Railway. This latter company, how- ever, has borne the entire expense with the understanding that it is shortly to be relieved of one-half of the amount by the entrance of another interurban line. The track work, including connecting curves and tracks along the loading platform space, has all been built at this time, although it is not yet required. The present buildings will suf- fice to handle the business now offered, and with the entrance of other interurban roads it is expected that long loading plat- forms and freight sheds will be built between two tracks which extend the full length of the property. When the terminal is thus fully utilized the freight station building on it will be used partly as an office and partly for the storage and care of perishable freight. It is an- ticipated that future develop- ment may make it advisable to use this station as a central in- terurban passenger depot for all lines entering the city. When the Iowa & Illinois Railway first started handling freight there was some uncertainty about the profits to be de- rived from the business, and therefore both the freight and passenger business was handled in one small room at 117 Brady Street, Davenport. The freight business grew to such an extent that more space was soon required, and the original waiting room was given up wholly to freight, and a passenger wailing room established at 217 Brady Street. The business continued to grow and freight handling in Davenport soon became expensive, because it was necessary to load and un- 246 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. load the cars on the streets, without any platforms or other freight-handling conveniences. The new freight terminal greatly increases the facilities for handling the freight business, and a favorable effect upon the traffic already has been noted. As a part of its publicity work the railway company has had a large sign painted on the south end of one of the new Sign on End of Davenport Freight Station freight buildings. This sign exhibits the initials of the rail- way. It can be seen from across the Mississippi River at any point in Rock Island from which the building itself can be seen. Acknowledgment is made to P. P. Crafts, general man- ager of the Iowa & Illinois Railway Company, for information used in preparing this article. HANDLING INTOXICATED PASSENGERS IN BOSTON During the past few weeks considerable interest has been manifested by the public in the work of the Boston Elevated Railway Company in handling intoxicated passengers. Atten- tion was called to this problem by the decision issued recently by the Massachusetts Railroad Commission in connection with a complaint originating in Worcester regarding conditions in that city. The decision of the commission was published in full in the Electric Railway Journal of Jan. 1, 1910. This prob- lem is not a new one in Boston, and for several years the com- pany has been giving it careful consideration. About three weeks ago the company inserted the following notice in each of its cars, for the purpose of informing the traveling public what had been accomplished in the matter and of stating its attitude upon the question : "drunken and disorderly conduct "During the past two years the company has caused to be brought before the courts 1770 persons for drunken or dis- orderly conduct upon the company's cars. It is the company's intention to continue to endeavor to put a stop to such drunken and disorderly conduct. Accordingly the company has requested the co-operation of the public authorities, and now requests, also, the co-operation of its patrons, to whom drunken and dis- orderly conduct must be offensive. "Boston Elevated Railway Company." President William A. Bancroft, of the company, sent a letter on the subject to the Mayors of Cambridge, Somerville, Everett, Maiden, Medford and Newton, chairman of the Chelsea Board of Control, and Selectmen of Arlington, Belmont, Water- town and Brookline, and the police commissioner of Bos- ton stating that it was preparing the foregoing notice for dis- play in its cars, and calling upon the municipal authorities for support, particularly in the matter of police assistance. The letter said, in part : "The Boston Elevated Railway Company desires to do all that it reasonably can to prevent drunken and disorderly pas- sengers riding upon its cars. The matter is perhaps more com- plex than appears at first thought, and we believe can only be successfully accomplished by the co-operation by. the public authorities, the public and the company. 'We respectfully request that such assistance be rendered to the employees of the company by the public authorities of your city as seems proper under circumstances as they arise. "The company has instructed its employees to allow no pas- senger who is visibly intoxicated to board its cars or to enter its subways or elevated stations. It is well known, however, that persons who are not visibly intoxicated may enter the cars or stations, and during the time spent upon the car become unfit to be transported so far as the other passengers of the com- pany are concerned. "Having this in mind, we respectfully request that you make such arrangements as to you may seem best, to detail officers to ride upon the cars of the company and that they ride far enough to assure themselves that no drunken or disorderly person is upon the car. "In case any person is intoxicated or disorderly at the time the officer is upon the car, the employee may eject such pas- senger and the officer may properly make an arrest. "This request is made of all the cities and towns wherein the company operates, and with the vigorous assistance of all, it is believed the end sought may be accomplished." The attitude of the company was received favorably, and to a considerable degree the police authorities have co-operated in the work of keeping drunken patrons off the cars. Such police assistance as has been accorded, however, has not proved suffi- cient to entirely meet the situation, as the number of officers made available for this work has been rather limited, especially in Boston. The company feels that the moral effect of the presence of an officer upon its cars or property is a most power- ful deterrent of drunkenness and disorderly conduct, but in order to handle the situation better the plan was adopted for three recent Saturday nights of placing about 120 experienced men, both motormen and conductors, at strategic points on the system and instructing them to coLoperate with the crews of the cars in service in the removal or suppression of intoxi- cated patrons. Police officers also boarded the cars in and near the saloon districts and facilitated the work. The following >pecial notice was issued to surface-line employees : "special notice to employees of surface lines. "The attention of conductors and motormen is called to the efforts of the company to prevent drunken and disorderly con- duct on its cars. "Police officers of the city of Boston will assist conductors and motormen by boarding cars on Saturday night, Jan. 15. No fare will be collected from policemen so boarding. "All uniformed employees of the company riding on the cars, whether in charge of the car or not, are expected to assist if necessary. "Be governed by Rule no. "C. S. Sergeant, Vice-President.'", rule concerning disorderly passengers Rule no, from the company's rules and regulations for surface line employees, reads as follows : "Disorderly Passengers. — (a) Passengers will be ejected from a car only as a last resort, when all other means have been tried and have failed, and when the conductor is positively certain that he is in the right. "(b) Persons who are visibly intoxicated must not be allowed to board the car. If, however, such a person has entered the car without his condition being noticed, he may, if his con- dition is not offensive, and if he remains orderly, be carried to his destination. If this is done, care must be taken to see that he does not get off the car while it is in motion, and when leav- ing care must be taken to see that he is entirely free of the car before it is started. Should his condition be complained of as offensive by other passengers in the car, or should his con- duct become disorderly, he must be treated according to para- graph (e). In case of complaint, care must be taken to secure name and address of party or parties complaining. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 247 "(c) Any person who is complained of by other, passengers as being personally offensive, and who is, in the judgment of the conductor, actually so, must be quietly asked to leave the car. Should he object or resist, he must be treated as a dis- orderly person according to paragraphs (e) and (b). "(d) Do not make an ejectment of a passenger for non-pay- ment of fare or the tendering of the wrong transfer, but, after using all reasonable efforts to collect proper fare, secure, if possible, the name and residence of such person, together with names of several witnesses, and report the facts on day card and to inspector or starter at end of trip. "(e) Disorderly conduct consists of offenses as stated in paragraphs 'a' and 'b' ; violent or unseemly actions, quarreling or fighting and of abusive, threatening, profane or indecent language. In all such cases the conductor must avoid exciting or aggravating passengers, and shall quietly and civilly re- quest the disorderly person to discontinue such conduct. Should this be of no avail, the car must be stopped at a street corner if possible, or where it is safe to alight, and the person asked to get off. Should such person refuse to do so, and a police- man be within call, the latter must be called and asked to make the removal. Should no policeman be within call, or should he, if called, refuse to remove the disorderly person, the motor- man must be called on and the person ejected. See that the person ejected is in a safe place. "(f) In cases of ejectments no more force must be used than is necessary to ''remove the person from the car. No blows must be struck nor weapons used by either conductor or motor- man, except in absolute defence of themselves or their passen- gers, and, under all circumstances, care must be taken for the safety of the passengers. In case the person voluntarily leaves the car or shows that he is willing to do so, no hand must be laid on him, except to assist him in case he is unable to get off without assistance. "(g) In all cases of ejection the conductor has entire charge and responsibility and must use care and judgment to see that only offending persons are ejected. The motorman shall at all times aid the conductor when called on to do so or when he sees, hears or knows that his aid is required. "(h) In case of ejection, a full report must be made out, same as in accident cases. Equal care must be taken to obtain names and addresses of witnesses (particularly name and num- ber of police officer, if assisting in ejection), and if there are no passengers on car, call motorman to assist and witness the ejectment." Between 200 and 300 persons have been either refused ad- mittance to the company's subway, tunnel and surface cars or stations or removed from its property on each of the Saturday nights in which the experienced employees have been placed on the system to supplement the work of the men on the cars. The company's campaign has received much favorable news- paper comment. HINTS FROM A CONDUCTOR It is well to have a regular time fixed for the lighting of all tail lights at the different car houses. Orders could be posted up somewhat as follows : November, December, January and February, 4 p. m. March and October, 5 p. m. April and September, 6 p. m. May, June, July and August, 7 p. m. DATING SHOPMEN'S BADGES One of the large railway companies dates its shopmen's badges, so that their use is limited to a certain year. Thus all badges issued during 1909 were stamped with the words "Good during the year 1909." These badges were called in on Jan. 1, when others for the new year were issued. DANGER SIGNS FOR GATES Another company has embossed on the glass of all of its cars the following notice, "Don't lean against the gate. It is dangerous. The hand rail must be kept free for the use of passengers entering or leaving the car." EXPERIENCE OF AN APPRENTICE IN BOSTON Although the Boston Elevated Railway Company has never established an apprentice course for students it is known that the officers of the company are very much interested in the subject of training men for the service and that at least one man has taken what has practically amounted to an apprentice course on that system. The general plan to be followed was outlined by Gen. William A. Bancroft, president of the com- pany, and was begun four years ago, or before the plan of apprentice courses had been discussed at conventions of the American Street & Interurban Railway Association. The pre- vious training of the apprentice consisted of a first-class educa- tion and a course in civil engineering at a large technical school. In addition he had spent his summer vacations working for steam railroads in this country and Mexico in the engineer- ing and maintenance of way departments. This had given a general training in the importance of personal effort, accuracy, reliability and the handling of labor to the best advantage. The necessary qualification of good general health was also brought to the work. The first position, that of conductor, was secured through the regular channel of the employment department and after passing the various examinations as to health, eyesight, hearing and mental capacity in a satisfactory manner, the man was assigned to a division. Aside from the president and vice- president of the road, no one with whom he came in contact during his term of service on the cars was familiar with his aims. He was left to make his own way and was neither helped nor hindered by special attention or consideration. As is the custom on the Boston Elevated he was assigned to a regular conductor, who was old in the service and had been chosen as an instructor of new men on account of his especial 'ability in training men to serve the company with common sense and loyalty. After two weeks service with this man, he was assigned to each line of the division in turn, under the care of a regular conductor, so as to become familiar with the routes. Then he was examined on the rules and, having passed satisfactorily, was assigned to the extra list where he remained for three months. Aside from the fact that his record was fairly free of discredits, his term of service was not at all different from that of hundreds of promising young men in the car service. Having become familiar with the hours of work, rates of pay, and general trials of a conductor, the young man was transferred to a distant division and trained as a motorman. He had an opportunity to run cars of all classes and was given every opportunity to do snow work. Special care was taken that his hours of work were not different from those of the other men and he took his regular turn at early and late extras. During the six months spent on the cars a two-day lay-off was requested and granted. This was the only break in regularity of service. The next position was in the carhouse as a pitman and the work was the maintenance and repair of cars. He acted as helper on truck work, carpenter work, replacing of armatures, gears and wheels, and finally as inspector of cars. Opportunity was given for a change of work upon becoming familiar with each branch, but this was given only as it is to every employee. Hours of work and pay were those of his companions and absolutely no distinction was made in his favor. After four months a transfer was made to the track depart- ment, and he was set to work with a wheelbarrow carrying bags of cement. After several days of this he was promoted to mixing the concrete used in track construction and later to work in the trench putting this concrete in place and tamping. The next step was to lay paving stone and grout it in. After a period spent on general track maintenance, such as the re- pair of joints and special work and planking of bridges, he was taught to lay ties and rails, bond joints and put on fish plates and finally to spike rail and line and surface track. Hav- ing shown some ability the foreman put him in charge of several men placing tie plates and later in charge of 20 or 248 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. more men cleaning up the street after the work was finished. Progress was rapid for a short time and he was about to be made a sub-foreman after six months in the track department when he was transferred to the wire department. Here he passed through all branches, beginning as a helper in the over- head feeder work. He was soon transferred to work aloft and became proficient at stringing heavy feeders and making joints and connections. He was given an insight into submarine cable laying and also the installation of submarine compressed air pipes. The next thing taken up was the pulling of feeders and re- turn wires into conduits and the splicing of lead covered cable. Some time was spent at night work on the maintenance and repair of trolley wire and overhead work, as well as the installa- tion and repair of electric track switches. After a few weeks' work at connecting up switchboards he was placed in the testing crew and became familiar with the layout of underground feed- ers throughout the city, as well as the methods of testing for leaks and damaged cable. The term of service in the wire department was completed with a position as inspector for the company on some conduit work and interior wiring of a power station. Practically every detail of wire work had been placed before him and every opportunity was given to become familiar with the installation, operation and maintenance. His next move was to the armature room of the department of rolling stock and shops. Here he became familiar with the different types of motors in use and learned to work on all sorts of repair jobs, both on armatures used in car motors and on the large machines in the power stations. Some five months was spent mastering this line and he was subject to call for night snow work during this time. The next place to which the young man was assigned was the power station, where he was put at work on the maintenance of boilers and automatic stokers. His work consisted in re- placing boiler tubes and grate bars, cleaning tubes and mud drums and general repair work on the boilers, economizers, pumps and piping. After becoming familiar with this he was put in the engine maintenance crew and later on the main- tenance of generators and wiring. Some work was done as an oiler and later as a helper on the switchboard. He was then placed in the office as clerk with charge of the stockroom and correspondence, as well as payrolls, etc. Later he helped on tests of coal and water and of draft. On the whole, the course in the power station was very thorough and while time was somewhat limited, the opportunity was unlimited and the chance to profit through actual work was great. The next place was at the company's car shops, where he was put at work rewiring cars and connecting controllers. An opportunity for observing cars under construction was not possible, as no new work was in progress, but he was assigned to do considerable work on repairing and rebuilding cars. Some time was spent in the paint shop and he worked successively at cleaning, scraping, burning off, sand papering, painting and varnishing. A two weeks' vacation was given after this work to visit other cities and observe their methods of operation and also their shops. A report of these observations was submitted. Upon his return he was put in the office of the general store- keeper, where he had a chance to fill each position successively while the clerks took their vacations. He was next placed in the bureau of purchase and given an opportunity to become familiar with prices and with purchasing conditions and pro- cedure. The same opportunity of filling different positions on account of vacations was gained in this office. The next step was to a division office, where he made a long stay and got a knowledge of office work and of timetables and all records and correspondence. This practically ended the course and he then entered the transportation department and was prepared to bring to this position a knowledge of the men and the conditions under which they worked. He had spent three years making a study of the road and was helped in every way possible to get a grasp of the large problems, as well as a thorough knowledge of detail. The course as carried out in this particular case was of great value to the student and probably not without some benefit to the company, even during the term of instruction, as he was at all times encouraged to send in recommendations for changes which would benefit the service or would save money in operation. VALUATION OF BROOKLYN RAPID TRANSIT SYSTEM The hearing in the case before the Xew York Public Service Commission, First District, involving a tentative valuation of the physical property of the Brooklyn Rapid Transit Company in connection with the petition for a 5-cent fare to Coney Island, was resumed on Dec. 28. T. S. Williams, vice-president of the company, testified. Mr. Williams had made a thorough study of the capital actu- ally expended upon the Brooklyn Union Elevated Railroad and its constituent companies during the entire history of the prop- erties. He had ascertained as closely as possible from the books of accounts and records of the various companies now comprising the elevated system, and also the construction con- tracts wherever ascertainable, what capital had actually been expended in the construction and development of the prop- erties. His idea was to ignore the issues of stocks and bonds as far as possible, and to ascertain exactly what cash had been expended upon the properties. It was not possible always to determine what amount of securities had been issued as the equivalent of cash. It might be said that the present capitaliza- tion of the Brooklyn Union Elevated Railroad, of which about $29,000,000 of securities were issued upon the inception of the company for properties acquired under foreclosure, repre- sented capital actually expended by the corporation, but, as had been pointed out in a previous investigation by the commission, there was an actual reduction of capitalization in the formation of that company. The total actual cash expenditure on account of capital re- quirements was $30,258,568.92. In addition, there were many other items strictly the equivalent of cash, and some other items, a large part of which were undoubtedly the equivalent of cash. The total of items equivalent to cash was $23,794,802.55, or a total of certain cash and items equivalent to cash of $54,053,- 371.47. The witness said it would appear as if practically all the items under the head of equivalent to cash were justifiable, with possible reductions in the case of the issue of certain stocks. Elimination of these stocks, a total of $11,673,600, left a total of capital expenditures of $42,379,771.47. In reaching this amount every item that could be questioned as being prop- erly chargeable as a cash item had been omitted. The capital stock of the company is $18,000,000, divided be- tween $5,000,000 preferred and $13,000,000 common, and the bonded indebtedness is $16,000,000, with an additional $7,000,- 000 assumed in the acquisition of the Kings County Elevated, a total of $23,000,000. In the year ended Dec. 31, 1908, the earnings after deduction of taxes and expenses were $2,112,- 821.95, or a trifle less than 4 per cent on the total of capital actually expended, $54,053,371.47. and less than 5 per cent on the total as reduced to $42,379,771.47. The earnings for a se- ries of years prior to that time were very much smaller. The cost of acquiring to-day the right-of-way or the right to operate from property owners for the 300000 lineal ft. of easements of this company would probably be not less than $8,000,000 or $9,000,000, and probably would prove to be con- siderably greater. SUPERSEDED EQUIPMENT In the figures of values as given, the witness had included some expenditures for property that had been superseded. When electric cars were substituted for locomotives the cost, except the scrap value of the locomotives, was charged to cap- ital; but at the same time part of the cost of the electric cars had been charged against income, so that a portion of the obsolescence had been made good. In the case of this par- ticular company Mr. Williams thought there had not been any material obsolescence which had not been more than made good February 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 249 by the enhancement in value of the remainder of the property or by direct charges to income. The real estate was, of course, much more valuable now than when it was purchased. The cars had been rebuilt and were substantially as good as new. Discounts on securities charged to property account aggre- gated $3,088,000. That amount was less than 10 per cent of the actual cash investment and a very much smaller percentage of the entire amount of capital expended. It was a very small item for an enterprise of that size and that uncertainty, as elevated railroads during the initial 14 or 15 years were notoriously unsuccessful financial enterprises. Many of the securities were placed above par. G. H. Backus, assistant counsel for the commission, asked Mr. Williams whether it had been the custom of any of the companies at any time to charge items to capital account that should properly have been charged to operating expense. The witness said that had undoubtedly been true of all corpora- tions in greater or less degree, but that as nearly as he had been able to ascertain from the books of the old elevated com- panies, they were unusually conservative and moderate in such charges. Responding to a question by Commissioner McCarroll, the witness said it was his recollection that the easements, of which he estimated the cost to reproduce at between $8,000,000 and $9,000,000, actually cost about $3,000,000, but a great many consents were given in the early history of the railroad, when people were anxious to have the property built and were will- ing to assist the company in getting easements. Under cross-examination by Scott MacReynolds, complainant in one of the cases involved, Mr. Williams said that many old cars were re-equipped for electric operation, and part of that expense was charged against income and the remainder against capital. The replacements of rail on the elevated structure,' when heavier types were installed, were charged to a large extent to capital account. The hearing was closed, subject to the call of the commis- sion. BEARING COMPOSITION AND LUBRICATION ECONOMIES A railway which uses the same tin base metal for armature and journal bearings has found the following composition to be satisfactory for both classes of bearings : Tin, 96 parts ; alum- inum, 8 parts; copper, 4 parts. New ingots and scrap removed for the first time are used exclusively for the armature bear- ings. After the armature bearings wear out the metal is re- melted for journal bearings and for journal-bearing liners until it is finally scrapped. No mileage records are kept of the life of the journal bearings, but in motor bearings this babbitt metal has shown a life of 48,000 miles. This company reclaims oil and waste in its shops with a tur- bine cleaner made by the Oil & Waste Saving Machine Com- pany. Cotton waste, after leaving the machine, is washed in a solution of caustic soda and soap, while the wool waste is par- boiled. The machine was installed three years ago and has cost nothing for maintenance. It has cut down the consumption of wool about 70 per cent and of cotton about 50 per cent. Gearing is being successfully lubricated with Whitmore's gear composition and is saving about $100 per car a year in gear and pinion wear alone. After eight months' service a gear thus lubricated showed but 0.004 in. wear and its pinion 0.007 in. wear. A bill has been deposited for introduction into Parlia- ment next session by the North & South Shields Electric Railway for the revival of power for the construction of the railway under the Tyne between North and South Shields. A grant for this work was originally made in 1902 and re- vived in 1906. It is now proposed that the land necessary for the scheme be purchased within two years of the pas- sage of the act. IMPROVED TROLLEY RETRIEVER The Shanahan Trolley Specialty Company, Little Falls, N. Y., makes a trolley retriever which, during six years of continuous service on several prominent roads, has been found to be suitable for interurban work because of its heavy con- struction. Although the first retrievers manufactured gave successful results, the company has continued to improve the device in the details of the construction and the methods of manufacture. A feature of this retriever is that it has a very heavy adjust- able spring. This permits the pole to be pulled down instantly Trolley Retriever Complete against heavy tension without injury from violent strains. An idea of the retriever's quick action may be obtained from the fact that on a central New York interurban line it retrieved successfully when the car was moving at 60 m.p.h. without allowing the pole to strike the first span after the wheel left the wire. As the sections on this road are 80 ft. long, it fol- lows that the retriever operated successfully in less than one second. The retriever enables the trolley pole to go through places with limited clearances because the pole can be adjusted for pull-down from 2 ft. to 6 ft. The heavy retriever spring will prevent any rebound or teetering after the pole has been Section of Trolley Retriever pulled down. The retriever is easily reset by the conductor and acts with equal certainly in all kinds of weather. It is large enough for any size of trolley rope. The construction details of the retriever are shown in the accompanying drawings. A, the lower part of the case, locks in the base with a small lever attached to the rear car-dash. D is a reel upon which is wound the rope connected with the pole. The fiat coil spring which revolves this reel and keeps the rope taut is in the space marked (' When the pole leaves 250 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. the wire, the wheel revolves rapidly, thereby causing the centrifugal dogs D of the reel to fly out and engage in the ratchet plate E. The plate then revolves and carries with it the crown fork F, which causes it to go down the inclined cams located in the top of the upper case G. This action releases the shaft H, which, moving laterally on account of its compression spring, /, carries the plate / along with it. When the retriever is set, plate / is engaged in the lower case A and when the shaft H carries this out, it engages immediately with the lugs in the reel, thereby causing the latter to revolve and pull down the pole. The heavy retriever spring is in the space K; its outer end is attached to the case A and its inner end is con- nected by a lug to the ratchet hub and plate L. The lugs on L are always engaged in the plate /. M indicates the spring which pushes off the plate J from the reel into engagement with the case A when the retriever is set. The handle for setting the retriever is marked TV. By swinging the handle around against a. stop, the shaft H is. forced down through the turning of crown F on the cams. — AUTOMOBILE TOWER WAGON IN MINNEAPOLIS A recent addition to the equipment of the overhead depart- ment of the Twin City Rapid Transit Company, of Minneapolis, Minn., is an automobile tower wagon. The accompanying en- graving from a photograph shows this wagon with the tower in the running position. The body, engine and running gear were built by the Robinson-Loomis Motor Truck Company, of Minneapolis, while the tower and its operating mechanism were designed and built by the railway company. The height of the tower when lowered into the running position is 12 ft. 4 m. above ground, which gives ample clearance for passing under railroad viaducts. A novel feature in connection with the mounting of the tower is the provision for rotating both the elevating platform and the tower on the base which is supported on the automobile body. The platform may be raised to a Twin City Automobile Tower Wagrn height of 20 ft. above the ground and both tower and platform revolved to a position at right angles to the body of the truck. In this position cars may be operated on the adjoining track. The motive power equipment of the automobile tower wagon is a two-cylinder, two-cycle, 30-hp gasoline engine which is geared to a maximum speed of 20 m.p.h. The wheels are 32 in. in diameter and have solid tires 3^2 in. in diameter in front and 4 in. in diameter in the rear. The total weight of the wagon and tower without supplies is 4800 lb. This automobile equipment is kept in the same emergency station with the horse-driven tower wagons and with it an emergency crew may answer night calls promptly. The auto- mobile equipment takes the place of one tower wagon in the daytime and is ready for service any time at night. It is capable, therefore, of doing as much work as two teams. This motor-operated tower wagon has been in service since June 24 and has operated very satisfactorily. SPRING WHEEL FOR ELECTRIC CARS One of the tramcars in daily service in Glasgow, Scotland, has been fitted with a new type of spring wheels made by the North British Locomotive Company, of Glasgow. The wheel consists of a steel tire, a spoke center and rim and 23 coil Spring Wheel for Electric Cars springs interposed around the wheel close together between the rim and the tire. The springs are under considerable initial compression, but are not fastened to either the rim or the tire. They are retained in place by inner and outer keeper rings bolted to the rim, and thus combined adhesion to the rim and the tire is sufficient to prevent the former from slipping ap- preciably with respect to the latter. Under the action of a jolt due to an inequality in the surface of the track, however, the rim moves downward under the compression of the lowest springs and creeps past the ends of the springs, which at that instant have their axes horizontal. As the wheel continues to revolve, this creep adjusts itself. It is claimed that this con- struction removes all lateral stresses from the springs when in a horizontal position, and for this reason greatly prolongs their life. A FLEXIBLE AXLE TRUCK The United Electric Car Company, Ltd., Preston, Eng., has recently brought out the four-wheel single truck with flexible axles as shown in the illustration opposite. The new truck is intended to meet the requirements with respect to long wheel- base trucks besides decreasing the track and rolling stock maintenance on lines with sharp curves. The company recom- mends this style of truck for 6 ft. or any other wheelbase, as the flexible axle feature is considered just as important with a short wheelbase as with a long one. The truck is designed to utilize the same springs, spring seats, etc., at present in use on most British four-wheel trucks, and thus avoid the necessity of carrying duplicate sets of stock for repairs and renewals. The end body bearing springs can either be of the semi-elliptic standard type or the special auxiliary support leaf spring as used on the Preston compensating truck. The journal box is self-contained and fitted with a loose yoke which bears on the top of the box and carries the truck sus- pension springs ordinarily cast as one with the journal box. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. This yoke is tied across the bottom by a cast steel distance piece. It will be seen that the standard arrangement for sup- journal box yoke from the top of the journal box (the bearing (8 ft.) wheelbase shown on this truck. It is asserted that owing to the manner of suspending the journal box yoke from the top of the journal box (the bearing of which can either be placed directly in the center or at one side to give steadiness to the truck) and the lateral clearance allowed between the frame and yoke, the action of wheel engine, the use of which eliminates numerous valves, gears and chains. The main engine bearing is i}i in. x 4l/2 in, in size, and the other bearings are proportioned with a view to dura- bility. As the cylinder head and crankcase joints are accu- rately seated, no packing which might blow out is required. This prevents the loss of compression and the waste of oil. The ignition is made by jump spark and dry cells. The Scheb- ler carbureter is used. Starting, stopping and coasting are con- trolled by throttle, spark and compression relief levers. By Flexible Axle Single Truck flanges when entering or leaving a curve is accomplished with- out causing oscillation of the car body and superstructure. The wear between the wheel flanges and the rails is also re- duced as they are not called upon to overcome the inertia of the fully loaded car. When the truck is rounding a curve the action on the suspension springs is such that the tendency is to cause the car body and truck to adjust themselves to the normal position immediately the wheels leave the curves and enter the straight track. As the action at this point is spring-controlled, no appreciable oscillation is set up between the car body and truck. Excessive pounding at rail joints is overcome by the ex- tended spring support given to the truck where it is carried on the journal box yoke. The majority of trucks at present in operation are carried at this point on springs suspended from journal boxes at not more than 13-in. centers; in the present truck, however, this dimension is increased to 22-in. centers, a most important point. The extended spring action is also in- creased by the equalizer action of the yokes carrying these suspension springs. .••^*«. GASOLINE MOTOR INSPECTION CAR Burton W. Mudge & Company, Chicago, are placing on the market a new gasoline motor car known as the "Adams" in- spection car, designed especially to meet the requirements of leaving the compression relief valve closed the lever can be used as a brake for stopping the car. The batteries, spark coils and switch and the repair tools are kept in a box which is built in the frame of the car. This box also serves as a locker. The frame of the car is composed of six white ash sills which are well braced and bolted. The wheels have M. C. B. treads and flanges and wood centers. The car complete weighs 270 lb. and is balanced so well that one man can handle it easily. The car can be furnished in any desired color. It is geared for a maximum speed of 30 m.p.h. It is stated that 1 gal. of gasoline will propel the car from 70 to 90 miles, depend- ing on the weather conditions. ELECTRIC RAILWAYS IN AND AROUND LOS ANGELES, CAL. An interesting description of the electric transportation lines of Los Angeles and surrounding territory was published in the special Jan. 1 issue of a daily paper of that city. The articles on the constructional and operating features of the Huntington System of electric railways and the Los Angeles-Pacific Com- pany occupy three closely printed pages. Some descriptive features of general interest contained in these articles are given below. The Huntington System, comprising the lines of the Pacific Electric Railway and the Los Angeles Interurban Railway corn- Engine Mounted on Car severe service for railway construction and operation. The construction is such that dirt and grit are excluded from the working parts, and by the same means the lubricant is retained within the cases. This car is of the four-wheel type, but if desired the fourth wheel can be disconnected and the car may be used as a three-wheeled speeder. The motive power is fur- nished by a two-cycle, air-cooled, reversible, direct-connected Gasoline Motor Inspection Car panics, which arc under one management, the Los Angeles & Rcdondo Railway Company and the Los Angeles Railway Company operate a total of 904 miles 11I track. The territory served by these lines was shown in the Electric Railway Jour- nal for Oct. 2, 1900,. The present article emphasizes the sub- stantial pari which II. E. Huntington and his associates have played in assisting the rapid growth of Southern California. 252 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. Attention is called to the complimentary remarks paid the Hunt- ington System by members of the Massachusetts Street Rail- way Association tourist party which visited Los Angeles in October. The Pacific Electric Railway opened its first line in March, 1902, with 75 miles of track. In less than eight years 525 miles of additional track have been laid. Los Angeles, with a popula- ion of 350,000, has 26 trolley-line routes centering in the busi- ness district, over which are dispatched daily 1418 interurban trains. On the three Pasadena routes alone 303 trains are op- erated each day. The Pacific Electric Railway has 491 large passenger cars and 574 freight cars. In the busy season 25 carloads of berries are brought into Los Angeles daily by elec- tric cars, and as many as 120 cars of lumber, fruit, garden truck, milk and crushed rock are frequently carried across the city in a single night. Statistics show that the tourist travel in Southern California has increased in about the same ratio that the trolley system has been extended. The city of Long Beach has grown in a few years from a hamlet resort of 2700 people to a substantial business town having 30,000 inhabitants. The Pacific Electric Railway is now four-tracking its Pasa- dena short line and contemplates extending to Long Beach its southern 14-mile four-track entrance to Los Angeles. The newspaper article compliments Joseph McMillan, general man- ager of the Pacific Electric Railway, for the important part which he has played in effecting the excellent operating or- ganization of the road. The company maintains an aggressive passenger department, of which D. A. Munger is general agent. This department includes an agent in New York City, a Los Angeles agent, three traveling agents and 33 station agents. The traveling agents meet special tourist parties when they are 300 or 400 miles distant from Los Angeles, and arrange for special car service over the electric lines, which reach all the points of interest. As an index of the capacity for handling heavy traffic, the following is given : "On a recent occasion an excursion service was given to Ar- cadia, 18 miles from Los Angeles, which included 80 large in- terurban cars per hour, carrying an average of 145 people per car. Cars are chartered for 8 to 12-hour trips. The Pacific Electric Company has several private cars fitted elaborately, each of which luxuriously accommodates 75 passengers, and affords an ideal sight-seeing privilege. 'Tilton's Trolley Trip' carries the tourist 100 miles over the Pacific Electric lines for $1. "A unique feature for the convenience of parties traveling in private Pullman cars is the 'parking side tracks,' where par- ties desiring to live in their cars are accommodated. The cars are connected with sewer and water services and ice and bath- ing suits are furnished. Electric locomotives handle the Pull- mans in trains from point to point to suit the wishes of owners. The Postal Telegraph Company has offices in all the Pacific Railway depots. Western Electric telephone sets are installed at depots and in booths along the line, and are used for dis- patching trains." The Los Angeks-Pacific Company is referred to as follows: "The Los Angeles-Pacific Company serves a large territory to the west and southwest of Los Angeles. On its Palms divi- sion are frequently run trains of four or six cars every seven minutes, and between Hollywood and Los Angeles its trains are regularly made up of two and three cars. The speed of these trains frequently exceeds 60 m.p.h. This company has six routes between Los Angeles and the beaches over which it operates through interurban trains. The regular schedule for through trains to the beaches is as fol- lows : One train on the Palms line every 20 minutes ; one train on the Sawtelle line every 30 minutes ; one train on the Holly- wood line every 30 minutes; one train on the Redondo line every 30 minutes, and one train on the Westgate line every hour. On the old Santa Monica branch of the Southern Pa- cific Railway, cars run from Santa Monica to Port Los An- geles every 30 minutes, but from Ivy to Santa Monica the service is principally made up of special trains. The frequency of trains, however, is increased on all the above routes as the traffic requires. The traffic between Los Angeles and the beach resorts is exceptionally heavy on Sundays and holidays. Fre- quently the service on the Palms line, which carries the greater portion of the holiday travel, is increased to one train of four to five cars every 7^2 minutes regularly. Perhaps no other road in the West has undergone such a general reconstruction and thorough improvement as the Los Angeles. A detailed de- scription of the rehabilitation work of this company was pre- sented in the Electric Railway Journal for Oct. 30, 1909, page 930. FRICTIONLESS TROLLEY BASE FOR CITY CARS The Trolley Supply Company, Canton, Ohio, announces that since it placed on the market the "Peerless" roller-bearing fric- tionless trolley base for high-speed cars, it has had demands from its customers for a similar frictionless base suitable for city cars. The company has met these requests by its new "Star" trolley base shown in the accompanying illustration. It scription of this rehabilitation work of this company was presented in the Electric Railway Journal for Oct. 30, 1909, page 930. Frictionless Trolley Base The new base is made to be absolutely frictionless in both the horizontal and vertical planes. The same roller bearing is used as in the company's other bases, the rolls being eight in num- ber and fully % in- in diameter, to insure long life. The prin- cipal advantages asserted for this base are that it maintains absolutely uniform tension against the wire, permits the wheel to adhere more closely to the wire, requires no oil, and is dust proof. REDUCING THE FIRE INSURANCE RATE During the last year the Coney Island & Brooklyn Railroad has spent about $5,000 in improving the insurance risk on its various properties. Most of this work consisted in the renewal of all lighting circuits in the car houses, conduit being installed wherever the wiring needed protection ; the placing of lights in the housings of the chemical extinguishers; the closing up of partition walls and walling up of unnecessary windows in some places, and last, but not least, the thorough removal from all properties of inflammable rubbish. The result of these changes has been a most gratifying series of reductions in the fire insurance rate, as will be noted from the table below. Amount Average Insurance. Rate. Premium. Pievious to July 10, 1908 $1,033,000 2.049 $21,168.00 July io, 1908 1,349,000 1-939 26,157.63 September 28, 1908 1,326,375 1-844 24,470.20 December 29, 1908 1,376.775 1-637 22,550.82 April 29, 1909 1,483,375 1-497 22,209.10 July 1, 1909 1,500,000 1. 125 16,879.72 The Interstate Bridge Commission has recommended that the proposed bridge over the Hudson River to connect Manhattan Island and New Jersey be located at 179th Street. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 253 ELECTRIC RAILWAY LEGAL DECISIONS LIABILITY FOR NEGLIGENCE Alabama. — Pleading— Passengers— Actions for Injuries- Injuries to Passenger— Negligence— Contributory Neg- ligence—Willful Negligence of Defendant— Taking Up Passengers — Management of Conveyances — Authority of Conductor — Boarding Moving Car— Willful, Wanton or Reckless Acts— Question for Jury— Instructions. Plaintiff's original complaint alleged that defendant was a common carrier, and that plaintiff, while a passenger of defendant, was injured, and that the injuries were caused proximately by defendant's negligence. Amended counts were filed, averring that plaintiff's injuries were proxi- mately caused by the negligence of defendant's servant or agent while acting within the line of his employment in and about the carriage of plaintiff as a passenger, and that plaintiff's injuries were proximately caused by the willful conduct of defendant's servants or agents acting within the line of their employment in and about the carriage of plain- tiff as a passenger, which conduct consisted in causing a car to be set in motion with the knowledge that plaintiff would probably be injured thereby and with reckless disre- gard of the consequences. Held, that the original count was in case, and those added by amendment were also in case, and constituted no departure, and were properly al- lowed. In an action against a carrier for injuries to a pas- senger, resulting from the negligence of defendant in fail- ing to exercise all reasonable precautions against starting the cars after he had alighted on the train stopping at a siding, an amended complaint held to sufficiently allege defendant's negligence. Contributory negligence is not available against a charge of willful or wanton misconduct. Where a car stops at a place where it is customary for per- sons to take passage, it is the carrier's duty to use due care to determine, before moving the cars, that no person is in the act of boarding the same; and if the place is not one where it is customary to receive passengers, but the car has stopped, and a passenger receives permission of the conductor to temporarily leave the car, it is the duty of defendant's servants to exercise due care to know be- fore moving the car that the passenger is not in the act of re-entering the car, or in a position which would be rendered perilous by moving the car; but if the place where a car is stopped is not the place where passengers are re- ceived there is no breach of duty to one who is attempting to get aboard, if the car is started while he is in a perilous position, unless the servants of the carrier know that by such movement his position is rendered perilous. A con- ductor is the representative of the carrier in charge of a train, and controls the operation thereof, and he acts within the scope of his powers if, while stopping at a place at which it is not customary to receive passengers, he grants permission to a passenger to temporarily leave the train. It is ' not negligence as a matter of law for a person to attempt to board a moving car in the absence of special circumstances, such as infirmity, or being incumbered with articles, or the speed of the train. Wanton or willful mis- conduct of a carrier's servants can only be predicated on actual knowledge, as distinguished from a mere breach of duty that, had it been observed, would have led to knowledge on the part of the servants of the peril of the person injured, or that from reasonable appearance such person would probably be imperiled by the action which the servant was about to take. Actual knowledge by a carrier's servants of the peril of a passenger, sufficient to render the carrier guilty of wanton negligence, so as to excuse contributory negligence, need not be positively and directly shown, but may be proved by circumstances from which such knowledge is a legitimate inference. Evidence in an action against a carrier for injuries to a passenger held sufficient to make the question of the wanton conduct of defendant's servants excusing contributory negligence one for the jury. In an action against a carrier for in- juries received while plaintiff was attempting to board a car, there was evidence that plaintiff tried to catch the first car, and was injured by the last car catching his leg. Held, that a request to charge that plaintiff cannot recover unless the jury are satisfied that, when the train was sig- naled to go forward, plaintiff was in the act of boarding the car and was injured by the train starting while he was in that position, was properly refused as disregarding the inference from the evidence that the car was in motion when plaintiff undertook to board it, and as disregarding the duty resting on the conductor to know before causing the train to be started that plaintiff was not in the act of getting aboard thereof, provided tha permission had been granted to plaintiff to leave the car temporarily, as claimed by him. (Birmingham Ry., Light & Power Co. v. Jung., 49 S. Rep., 434.) Massachusetts. — Discovery — Statutory Provisions — Inter- rogatories— Subject-Matter of Examination — Carriers — Injuries to Passengers — Evidence — Admissibility — Car- riage of Passengers — Care Required — Instructions — Burden of Proof. Under Rev. Laws 1902, c. 173, §63, providing that a per- son interrogated before trial shall not be obliged to answer a question disclosing the manner in which he proposes to prove his case, a defendant in a personal injury action is not compelled to disclose in advance its theory of the ac- cident, or to state the facts derived from investigation on which it will rely to establish its defense. The fact that a car jumped a switch on being replaced after its derailment at the switch, injuring a passenger, is inadmissible as evidence of an admission by the carrier that the passenger had been injured through its negli- gence. An instruction, in an action for injuries to a passenger by the derailment of the car, that the carrier was bound to use the highest degre of care for the safety of its passen- gers consistent with the practical operation of the road, and that if the jury found that the accident would not have resulted, had greater care been taken to examine the switch at the place of the derailment of the car, the passenger was entitled to recover, was erroneous, because it subjected the carrier to a greater liability than the law imposes. Where, in an action for injuries to a passenger by the derailment of the car, the carrier gave evidence from which the jury could find that it had used due care in the con- struction, equipment, and maintenance of the railway, the burden of proof was not shifted, but remained on plaintiff to establish the carrier's negligence on all the evidence, of which the presumption of negligence on proof of the de- railment and injury formed only a part. — (Carroll vs. Bos- ton Elevated Ry. Co., 86 N. E. Rep.. 793.) Massachusetts. — Municipal Corporations — Use of Streets — Contributory Negligence — Passing Vehicles — Actions — Questions for Jury — Appeal and Error — Presumptions — Sufficiency of Instructions. There is no absolute rule of law requiring one about to alight from a street car to look up and down the street be- fore alighting to prevent injury from passing vehicles. Under Rev. Laws, c. 54, § 2, requiring a driver of a vehicle passing another vehicle traveling in the same direction to drive to the left of the middle of the traveled part of the way, if defendant was attempting to pass to the right of a street car from behind, when he coflided with plaintiff, who was alighting from the car, the jury might find that de- fendant's conduct was such negligence as plaintiff was not required to anticipate. In an action for injuries caused by colliding with plain- tiff as he was alighting from a street car, whether plaintiff was guilty of contributory negligence, and whether defen- dant's negligence caused the injury, held for the jury. In an action for injuries caused by defendant's negligence, though requested instructions, which were properly refused on other grounds, had a material bearing upon the issue of defendant's negligence, where the instructions given on that question were not complained of, it will be assumed on appeal that they sufficiently covered the question. — (Mc- Gourty vs. De Marco; O'Connor vs. Same, 85 N. E. Rep., 891.) Missouri. — Carriers — Injuries to Passengers — Defective Plat- forms— Negligence — Question for Jury — Contributory Negligence — Action — Petition — Obligation of Conduc- tor— Infants — Contributory Negligence. Whether a carrier failing to maintain a guard rail at I he end of a platform used to receive and discharge pas- sengers was negligent, authorizing a recovery for injuries 254 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. to a passenger falling from the platform while alighting from a car, held, under the facts, for the jury. A passenger may rely on the promise of the conductor that he will let the passenger off at a designated place where passengers are regularly received and discharged, and he need not give notice by ringing the bell of his wish to leave the car at such place. A petition in an action for injuries to a passenger while alighting from a moving car which alleges that the con- ductor promised to let him off at a designated point, that the speed of the car was checked as it approached the point, inducing the passenger to believe that the conductor was about to stop the car, and that the passenger was in the act of alighting when the car was started at an accel- erated speed, throwing him from the car, charges every neg- ligent act on the part of the conductor as to stopping and starting the car at that point. A conductor accepting the notice of a passenger to stop the car at a designated point for him must without further notice signal the motorman to stop the car at the desig- nated point, and must see that the passenger is afforded an opportunity to alight in safety. A minor is only required to exercise that degree of car which is expected of one of his age, experience and capacity. Whether a minor is guilty of contributory negligence in failing to exercise the degree of care which is expected of one of his age and capacity is for the jury, unless the only conclusion that can reasonably be drawn from the evidence is that he was guilty of contributory negligence. Whether a boy 12 years old was guilty of contributory negligence while alighting from a moving car, held, under the facts, for the jury. (Moeller vs. United Rys. Co. of St. Louis, 112 S. W. Rep., 714.) Missouri.— Carriers— Injury to Passenger— Pleading— Gen- eral Negligence— Question for Jury— Liability for Neg- ligent Act. A petition, alleging in general terms that defendant's servants negligently operated the street car on which plain- tiff was a passenger, and as a result of such negligence it ran against a wagon in the street and plaintiff was thereby injured, charges general negligence and is sufficient. Where the evidence shows that plaintiff was a passenger on an open street car, and that the conductor, while on the running board on the side of the car, in attempting to swing around a passenger in collecting fares, struck a wagon near the track, causing it to swerve so as to throw the pole of the wagon into the car and against plaintiff, and that the car was running at the rate of 14 or 15 miles an hour, the question of defendant's negligence was for the jury. No liability is incurred by negligent acts, the results of which are beyond any reasonable expectation. (Monday vs. St. Joseph Ry., Light, Heat & Power Co., 119 S. W. Rep., 24.) Missouri. — Trial — Instructions — Assuming Facts — Street Railroads — Collision with Vehicle — Action for Injuries — Misleading Instructions. In an action for injuries caused by a collision between a wagon and a street car, a portion of one of plaintiff's in- structions read: 'And that said injuries to the plaintiff, if any, were caused by the carelessness and negligence of the defendant either by failure of the motorman in charge of said car to keep said car under such control that it would not run into and upon the said wagon in which plain- tiff was seated, or by the failure of the motorman in charge of said car to check the speed of or stop said car, and thereby avoid running into the wagon in which plaintiff was seated, when he saw, or by the exercise of ordinary care ought to have seen, that said wagon was in a situa- tion where it was liable to be run into by said car, unless the speed of said car was checked, or it was stopped before it collided with said wagon." Held erroneous, as assuming that defendant was negligent either in failing to control the car or check its speed or stop it. In an action for injuries in colliding with a street car, an instruction for plaintiff stated that, if plaintiff was negligent in driving along defendant's west-bound track, "then he cannot recover herein, and your verdict should be for the defendant." In the next sentence it proceeded: "But if you further find and believe from the evidence that plain- tiff was in a position of peril," and that defendant's serv- ants saw him and could have stopped, etc., "and carelessly and negligently failed to do so, then you will find for the plaintiff, and not for the defendant, notwithstanding the said negligence of the plaintiff in driving along the west- bound track of the defendant." Held contradictory and mis- leading. (Gessner vs. Metropolitan St. Ry. Co., 112 S. W. Rep., 30.) New York. — Street Railroads — Collision — Contributory Negligence — Burden of Proof. One suing a street railway company for injuries in a collision with a street car while driving along the track must, to recover, present evidence from which it is proper to infer that he exercised reasonable care for his own safety. One familiar with the operation of cars in a street drove his team on one of the parallel tracks at a place where the street was wide enough to permit a wagon to pass on either side of the tracks. He drove along the track, without making any effort to ascertain whether a car was approach- ing. There was no evidence that it was necessary for him to occupy the track. Held insufficient as a matter of law to show freedom from contributory negligence essential to a recovery. One driving along a street railway track in a street suf- ficiently wide to permit a wagon to pass on either side of the tracks must exercise reasonable care, and use his opportunities for looking and listening for the approach of a car, and he cannot rely wholly on the motorman giving him warning of his approach, since the motorman is not bound to presume that persons will drive on the track without exercising some degree of care, and since he has the right to assume that the right of way will not be blocked, and that one driving on the track will leave it in time to avoid a collision. (Paladino vs. Staten Island Mid- land Ry. Co., in N. Y. Sup., 715 ) New York. — Street Railroads — Private Right of Way — Premises — Right to Occupy — Persons Near Track — In- jury— Negligence — Contributory Negligence — Error in Judgment. Defendant operated its street cars and trains over a space known as "Railroad Avenue," which, while not a street, was used as such with defendant's knowledge. A platform had been built, partly by defendant and partly by plaintiff's employer, between defendant's tracks and a brew- ery, on which plaintiff was accustomed to unload beer bar- rels, which he was doing at the time of the accident, having first driven his team adjacent to the platform and turned the horse and wagon, as he believed, into a place of safety. Plaintiff was injured by one of defendant's trains being backed along an adjoining track, by the step of one of the cars striking the hub of one of the wheels of plaintiff's truck and shoving it over on him. Held, that plaintiff, in using the space, was not a mere licensee, but a person rightfully there, and to whom defendant owed the duty of ordinary care. Where defendant's motorman, while changing a train from one track to another, operated the same backward over a part of defendant's right of way, which defendant knew was used as a public street, and in so doing ran against plaintiff's truck and injured plaintiff, and if the motorman had been in the front car he would probably have seen the dangerous proximity of plaintiff's wagon to the track, such facts justified an inference that the motorman was negligent. Plaintiff drove his horse and wagon into a space between a platform and a street railway track to unload, and cramped his wagon so that, as he supposed, the horse and wagon were in a place of safety. He made no further observa- tions for 10 minutes before the wagon was struck by an approaching car and pushed against plaintiff, causing his injury. Held, that plaintiff's mistake in judgment, if any, or the fact that a slight movement of the horse brought the wheel too near the track for safety, did not establish plain- tiff's contributory negligence as a matter of law. (Oben- land vs. Brooklyn Heights R. Co., ill N. Y. Sup., 686.) New York. — Damages — Personal Injuries — Profits — Evi- dence. Plaintiff in an action for injuries testified that he was an employing tailor, having a stock of cloth and materials; February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 255 that he paid rent for his store and gave his personal at- tention to the business, cutting, trying on, taking orders, and giving out work; that his average profits were $40 a week; and that he was absent from his business five weeks. There was no evidence of the cost of the rent or the amount of capital invested. Held, that the evidence related to profits, and not to the value of plaintiff's personal services, and was therefore too speculative and conjectural to form a basis of recovery for loss of earnings. (Gottheim vs. Nas- sau Electric R. Co., 111 N. Y. Sup., 678.) CHARTERS, FRANCHISES AND ORDINANCES New York. — Street Railroads — Construction of Franchise — Switches and Extensions — Injunction — Tearing up Street for Street Railroad — Evidence — Connection with Interurban Line — Rights and Authority of Village Trustees. A franchise gave the right to build a street railroad on B. street to its intersection at right angles with C. street, and thence north thereon, but no part of the route was to be west of the center of line of C. street and the center line of the road was to coincide with the center line of the street, though necessary switches were permitted. It was sought to connect the tracks at the street intersection with a private right-of-way extending westerly from the westerly line of C, the north and south street near the northerly line of B. street. Held, that, while the point where the movable rails of the diverging tracks would con- nect, it would be a switch as ordinarily understood, from that point, and especially from the point where the pro- posed diverging tracks separate from the present tracks to the west line of C. street, it was an extension of the line, but that, whether it was a switch or an extension, it would run to the west of the track on C. street, and was therefore outside the limits of the franchise. That defendant street railroads undertook under cover of night to lay tracks is convincing proof that they then sup- posed that they had no lawful right to tear up the street at the place in question, and that they then believed they were laying an unauthorized extension, and not a mere switch. Laws 1890, p. 1084, c. 565, § 4, subd. 5, giving any railroad the right "to cross, intersect, join or unite its railroad with any other railroad before constructed at any point on its route," authorizes a connection of roads which do not in fact intersect, but come so near together that it becomes desirable, as where two interurban street railroads are with- in about 300 feet of each other. Where connection is proposed to be made in a village street between interurban lines for the purpose of exchang- ing cars, the village trustees have the right to participate in determining the place and manner of making the in- tersection, though they would have no right to impose unreasonable or unusual conditions, or conditions intended to defeat or prevent it. — (Village of Waverly v. Waverly, S. & A. Traction Co. et al., 116 N. Y. Sup., 1074.) New York. — Eminent Domain — " Compensation " — Ease- ment in Street — Elevated Railroad — Right to Maintain — Consent — Estoppel — Appropriation of Street — Re- lease— Title Acquired — Property Subject to Appropria- tion— Streets — Remedies of Owners — Injunction — Rights in Streets. An instrument, executed by an owner of a lot extending to the center of the street in front thereof, by which he consents to the maintenance of an elevated railroad in the street, and operation thereof "as the same is now con- structed without compensation therefor," and releases all claim arising from the maintenance of the structure and the operation of the railroad "as now constructed and op- erated," is more than a mere license, and is effective at least as an estoppel for any compensation that might be awarded in condemnation proceedings, "compensation be- ing the word used in Const. 1894, art. 1, § 7, regulating the taking of private property, and, as used in the consent, indicating a continued invasion of the abutting owner's rights in the street without payment therefor. A mere abutter on a street has only an easement in the street; and, when he gives a consent for the construction and maintenance of an elevated railroad in the street he releases so much of the easement as is interfered with by the railroad. Where an abutting owner owns the fee of the street in front of his land, a railroad constructing and maintaining an elevated railroad in the street takes from him an ease- ment in the land in the street. The easements of a mere abutter on a street, and the rights of an abutter owning the fee of the street in front of his premises, are within the constitutional protection, and neither can be acquired by a railroad company, except by the procedure prescribed by the Constitution, unless the owner voluntarily seeks redress in equity. One suing to enjoin the maintenance of an elevated rail- road in the street in front of his premises, and for dam- ages for past maintenance, is entitled to no greater relief than he would obtain in proceedings to condemn the prop- erty for the construction and maintenance of the elevated railroad. — (Smith v. Brooklyn Union Elevated R. Co. et al., 85 N. E. Rep., 1 100.) Texas. — Street Railroads — Use of Streets — License or Con- sent of Municipality — Nature and Extent of Rights in Streets — Erection of Electric Wire Poles — -Municipal Corporations — Use of Streets — Electric Wires. Where, at the time of the adoption of a city ordinance conferring on a street railway authority to use certain streets upon which to construct a street railway system, it was not known where the railway's power house would be located, and the ordinance did not require the railway to construct the plant on any of the streets over which such use was granted, the express authority carried with it the right to make use of such other streets for the transmis- sion of electric power as was essential to the enjoyment of the authority expressly granted. Where a city ordinance granted a street railway author- ity to erect a system of overhead wires for the purpose of conducting electricity to operate motors, and "to properly cross from such electric current generating station as may be required * * * they are hereby authorized to erect poles to place the wires upon," etc., and at the time the ordinance was adopted the location of the generating station had not been determined, the railway was authorized to erect its wires over such streets as might be required to properly conduct the current from the power plant to the motors, although the streets so selected were not any of those designated, for the construction of the railway system. A city has the right to permit the use of its streets for the erection of poles and feed wires for use in connection with a street railway system. — (Beaumont Traction Co. v. Brock et al., 106 S. W. Rep., 460.) Wisconsin. — Eminent Domain — Compensation — Amount — Nature and Extent of Right Taken. St. 1898, sec. 1863a, confers on an electric railway the right of eminent domain, makes applicable the statutes relating to the exercise of that right by a railroad, but pro- vides that the right shall not extend to the condemnation of rights in a street. Laws 1899, p. 537, c. 306, Laws 1901, p. 686, c. 465, and Laws 1905, p. 912, c. 497. in amendment of sec. 1863a, so modify the restriction with reference to streets that, where the use of a street has first been granted by franchise, the right to condemn may be exercised; and it is also provided that such a corporation shall have the power to lay out its right of way, not exceeding 100 ft. in width, etc., and that it may acquire by condemnation such prop- erty as may be necessary, and that where it has constructed' its railway on a street under a franchise it shall not, during the franchise, abandon any part of the railway in the street. St. 1898, sec. 1836, relating to commercial railroads, recognizes that the exclusive use of a street is not acquired1 by condemnation, but that other uses continue impaired only so far as necessary. A petition filed by a street and interur- ban railway stated that it was desired to condemn all the rights which would entitle abutting owners to damages by reason of the construction of the double-track railway au- thorized by petitioner's articles of incorporation. Prior to the petition a franchise had been granted to operate a street railway in the street wherein it was sought to condemn. Held, that the effect of the condemnation proceedings was the acquisition by petitioner of a right of way for its in- terurban railway and of a perpetual interest, subject to the duty to continue the street railway service, and not merely of a right to run interurban cars over the tracks of the street railway, and that damages to abutting owners were to be estimated accordingly. — (Marsh v. Milwaukee Light, Heat & Traction Co., 114 N. W. Rep., 804.) 256 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. LONDON LETTER (From Our Regular Correspondent) A recent report by Peter Fisher, of the Dundee Munici- pal Tramways, on the conditions governing the operation of the Perth Tramways appears to show that it is a mistake for municipalities like Perth to operate their own tram- ways. The Perth Tramways were electrified five or six years ago and have not been a success financially. Finally it was decided to have Mr. Fisher report regarding the operation of the system. Briefly, Mr. Fisher recommended that cars should be operated on Sunday; that a more fre- quent service should be established, and that the operating staff should be reduced. He disapproved the introduction of halfpenny fares. In Mr. Fisher's opinion, the staff should be reduced about 50 per cent. Other recommenda- tions are largely of local interest. Mr. Fisher approved the granting of season tickets to the heads of the various municipal departments and to the corporation employees; he advised against issuing season tickets to ordinary pas- sengers. Reference was made recently in this letter to the pro- posed consolidation of the Baker Street & Waterloo Rail- way; the Charing-Cross, Euston & Hampstead Railway and the Great Northern, Brompton & Piccadilly Railway, all of which operate underground railways composing the Underground Electric Railways Company of London, which was formed by the late Chas. T. Yerkes. The bill to effect the consolidation, which has been published, proposes that the consolidation shall take effect on July 1, 1910, the new company to be known as the London Electric Railway. The capital of the London Electric Railway will be divided into £3,150,000 of 4 per cent preferred stock and £9,450,000 of common stock and an amount of perpetual 4 per cent de- benture bonds which, with the debenture bonds now issued by the three companies, will total £4,200,000. F. A. Cortez-Leigh, for many years a member of Lacey, Sillar & Leigh, London and Manchester, consulting engi- neers, has severed his connection with that firm and has assumed the duties of chief electrical engineer of the Lon- don & North-Western Railway. Lacey, Sillar & Leigh have carried out many important contracts for electric traction and electric lighting in England and abroad. Mr. Leigh's appointment with the London & North-Western Railway was necessitated because that company is building an elec- tric railway from Watford to its main station at Euston in London, and as the engineering work is well advanced, con- sideration must be given to the electrical equipment of the line, which is to be partly on the surface and partly under- ground. The London & Northwestern Railway is un- doubtedly the most important railway in Great Britain, and has, perhaps, better train service than any other railway in Europe. Should the electric railway now under construc- tion prove a success, further electrification will follow, so that Mr. Leigh is carrying out work of great interest. The electrification of the London, Brighton & South Coast Railway between London Bridge and Victoria sta- tions, about which so much has been written, is proving successful from a financial point of view. The company states that traffic on the electrified line has shown an im- provement as compared with the returns on the same sec- tion before electrification. The company is preparing to increase the train service, and other railways which are interested in the experiment will doubtless electrify some of their branch lines. It is proposed to build an electric railway between Wim- bledon and Sutton which would connect with the London & South-Western Railway and pass through Morden, Cheam, Merton and Carshalton to Sutton, where a junction would be made with the Croydon and Epsom line of the London & Brighton Railway. Dick. Kerr & Company have made excellent progress with the electrification of the York Tramways, and the sec- tion from Nessgate to Fulford has been formally opened by the Lord Mayor, following an inspection by Lieut. -Col. Von Donop, chief inspector of the Board of Trade, who expressed himself as well satisfied with the construction of the lines. York is a picturesque city, and one of the few remaining cities in Great Britain surrounded by walls, and much interesting work was undertaken in connection with the tramways to preserve the architectural features of the city. The city wall arch over Leeman Road was raised 3 ft. to provide headroom for the electric cars. The old ma- terial was used in replacing the arch, so that its appearance remains unchanged. The York system comprises four routes, with the railway station as the center — Fulford. Dringhouses, Acomb and Haxby Road. It is anticipated that the Dringhouses route will be ready for opening by March 1, 1910. The Haxby Road route, from the cocoa works to the center of the city, is in course of construction and the Acomb route will follow. The permanent way, which is narrow gage, follows the specifications made by the city engineer. Overhead trolleys have been adopted, but in all the narrower thoroughfares obstruction by stand- ards has been avoided by the suspension of the trolley wires from the houses on each side of the street. The cars are double-deck, open-top cars with an 8-ft. wheel base, York being one of the first places to adopt the new system of a long wheel base on single trucks. The cars are also fitted with a new kind of destination indicator, which shows where the car is from, in addition to where it is going. The lay- ing of cables has been carried out under the direction of J. W. Hame, the city electrical engineer, who has been ap- pointed general manager of the tramways. The total cost, including necessary street improvements, is about £140,000. With the exception of the amalgamation scheme in Lon- don, comparatively few measures of interest have been pre- pared for introduction into Parliament. The various tubes in London are applying for rights to make minor improve- ments in the service, and a few corporations are asking for powers for extensions, perhaps the most important being the Bradford Corporation, which proposes to construct tramways which will involve an expenditure of about £80,000. Leeds is promoting a bill for the use of the trackless trolley. In connection with the underground railways, perhaps the most important bill is the act of the Charing-Cross, Euston & Hampstead Railway for permis- sion to construct an extension at its Charing-Cross ter- minus to connect with the Baker Street & Waterloo Railway at its Embankment station, and with the District Railway at its Charing-Cross station. This is an important and difficult piece of work and will probably take five years to complete. Powers are desired to increase the capital of the company £400,000. This addition will be extremely useful, as the Charing-Cross, Euston & Hampstead Railway comes to a dead-end at present, and passengers who wish to transfer to the Bakerloo Railway have to come to the surface at Charing-Cross and walk to Trafalgar Square, where there is a station of the Bakerloo Railway. Simi- larly passengers who desire to proceed east or west must walk to the Charing-Cross Station of the Metropolitan Dis- trict Railway. These stations are about 200 yds. distant. The second annual report of the London Traffic Branch of the Board of Trade was issued during January, and ref- erence to it was published in last week's issue. Sir Herbert Jekyll states that the work of the traffic branch has hitherto been confined within narrow limits owing to the smallness of the staff, but the increase which has now been authorized will enable the board to undertake new duties, including the investigation of special subjects which the Royal Commission on London Traffic indicated as calling for detailed inquiry. The question of arterial roads, which will involve the examination of an area of 700 square miles with regard to its topographical features, distribution of population, etc., will be studied. The report deals very fully with tramways versus motor omnibuses, and also takes up the subject of the use of trailers in connection with the London County Council Tramways and the running of through cars. It also takes up the question of the unde- veloped electrical schemes which have received the sanction of Parliament, including the Euston-Watford Railway, pre- viously referred to in this letter. The competition of tram- ways and railways and the question of the electrification of steam railways are carefully investigated. The housing problem, the regulation of street traffic, fares, etc., all come in for minute attention, making the report one of peculiar interest to all interested in the solution of the problem of transportation in large cities. A. C. S. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 257 News of Electric Railways Transit Affairs in New York The Interborough Rapid Transit Company has begun the work of lengthening its station platforms so that they will accommodate 8-car local and 10-car express trains. The station at which work is in progress is at 116th Street on the Lenox Avenue division. By adopting a report presented by Commissioner William McCarroll, the Public Service Commission has indicated that it will grant the petition of certain property owners in Brooklyn for the construction on the assessment plan of the proposed Livonia Avenue extension of the Eastern Parkway subway in Brooklyn. A necessary consequence of this action will be the formal laying out of a rapid tran- sit route for this line. As soon as that is done the route will be sent to the Board of Estimate and Apportionment for its approval, and, if approved, the commission will push forward the early construction of the road. More than 50 new steel cars which will be used in the tunnel traffic are now in every-day use on the Long Island Railroad and a second instalment is expected very soon. By the time the tunnels are ready for operation 140 of these new steel cars will be placed on the road and the number will be increased as the necessity arises. It is said now that the tunnel may be placed in service before the summer, which was the time set some months ago by the officers of the company for beginning service. William May Wright, Charles S. Foote and Rudolph Block, commissioners appointed by the Appellate Division of the Supreme Court, have filed a report to that court recommending the double-deck form of construction for the Lexington Avenue subway, which is a part of the Broadway-Lexington Avenue subway system as planned by the Public Service Commission. The original plan involved the building of four tracks substantially upon the same level. This plan was approved by the Appellate Division, but on the recommendation of Henry B. Seaman, chief engineer, the Public Service Commission decided to change this plan to a double-deck road upon the portion of the routes beginning at or near Houston Street and thence ex- tending northerly under Broadway to a point near East Ninth Street, thence through private property to Irving- Place, and thence northerly under Irving Place, Gramercy Park and Lexington Avenue to 103d Street, and from 113th Street to the Harlem River. On Jan. 28, 1910, the Public Service Commission received Max E. Schmidt, president of the Continuous Transit Securities Company; Robert Walker, president of the Rock Island Railroad, and Stuyvesant Fish, representing the Continuous Transit Securities Company, to urge the con- struction of a moving platform in New York. The com- mission originally selected a section under Broadway from Tenth Street to Forty-second Street as the best site for trying the proposed plan. The former Board of Estimate, however, suggested that a crosstown line be constructed under Thirty-fourth Street within First and Tenth Avenues. No action on the proposal has been taken since the or- ganization of the new Board of Estimate in January, 1910. The Board of Estimate of New York has authorized the payment of $31,000 asked by the Public Service Commission for the construction of a Bronx Park terminal station for the east branch of the subway at 181st Street. Plans for Causeway Street Station Under Consideration at Boston The Massachusetts Railroad Commission is considering plans recently filed with the board by the Boston Elevated Railway for the construction of an elevated station for sur- face cars in Causeway Street, opposite the North Union Station, Boston. The company plans to build a station of the double-platform type with inside east and westbound tracks to accommodate car service to and from Boston via the East Cambridge extension now under construction; to provide easy access to the North Station railroad terminal. and to improve the facilities for passage between the North and South Stations via the Atlantic Avenue shuttle trains. The plans provide for a platform about 450 ft. long and 12 ft. wide on the north side of Causeway Street, immedi- ately in front of the North Station, with an entrance gallery and lobby connecting with a passageway 14 ft. wide leading into the midway of the railroad terminal, with entrance and exit connections to points at the street level in front of the cab stand of the terminal. The easterly half of the platform is paralleled by a spur track connecting with the Atlantic Avenue elevated line, and will be used for the reception of passengers to and from the South Station. A connection is to be provided with the present bridge between the North Union Station and the North Station of the elevated sys- tem. On the south side of Causeway Street will be built an elevated platform about 235 ft. long, and from 8 to 18 ft. wide, to be used as a stopping place for inbound cars via the East Cambridge extension. A 12-ft. passageway will be built between the east and westbound platforms, and no stairways are planned to and from the sidewalks. The design of the Causeway Street station will shorten the distance which passengers will be obliged to walk in passing between the North and South stations, provide quicker connections between the East Cambridge car service and the North Station, facilitate transferring between East Cambridge and Atlantic Avenue points, and relieve the platform and passageway areas of the present North Ele- vated station, facilitating the handling of traffic to and from the Washington Street tunnel. A desirable separation of traffic is expected to follow the establishment of the Cause- way Street station, although stairway connections between all three stations will tie them together from the operating standpoint. A number of special track changes will be made at the intersection of Canal and Causeway Streets in connection with the construction of the new station. The East Cambridge surface cars will enter and leave Boston via an elevated structure for double-track service carried across the Charles River Dam to the Lechmere Square district. Cleveland Traction Situation At the meeting of the City Council of Cleveland on Jan. 27, 1910, the rule of "silence gives consent" was adopted toward the request of Warren Bicknell, receiver of the Mu- nicipal Traction Company, for authority to continue to oper- ate routes on which franchises expired on Jan. 27, under the conditions in force on the lines of the Forest City Railway, which included a fare of 3 cents and a charge of 1 cent for a transfer which is rebated when the transfer is col- lected. Newton D. Baker, city solicitor, said that if no ob- jections were made the company would have the right to operate until the Tayler grant is submitted to the voters for approval. A resolution was adopted at the meeting of Jan. 27 re- questing Judge Tayler to authorize the re-establishment of through routes on the Superior Street and Detroit Street, Payne Street and Bridge Street, Central Street and Denison Street and Euclid Avenue and West Fourteenth Street lines. These routes were divided at the Public Square on account of the difference in the fares, but the change in fare just made would enable the receiver to operate them as through lines again. Mr. Bicknell has been busy with criminal cases in Toledo for some time and has not had an oppor- tunity to take up these matters. An effort is being made by some of the councilmen to prevent the interurban cars from coming to the Public Square, because of the congested condition of that district at certain hours. Mayor Baehr has approved the plan of voting on the grants made the Cleveland Underground Rapid Transit Company, notwithstanding the fact that the City Council has repealed the grants. Former Mayor Johnson, who left Cleveland shortly after the settlement of the street railway controversy is ill at his 258 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. apartment in the Prince George Hotel, New York, N. Y. While visitors to Mr. Johnson are refused admittance it is said that he is not too ill to look after his personal affairs. Association Meetings Massachusetts Street Railway Association. — Boston, Mass., Feb. 9. Central Electric Traffic Association. — Dayton, Ohio, Feb. 19. New England Street Railway Club. — Boston, Mass., Feb. 24. Street Railway Association of the State of New York. — Rochester, N. Y., March 1 and 2. Central Electric Accounting Conference. — Fort Wayne, Ind., March 12. Central Electric Railway Association. — South Bend, Ind., March 24. Missouri Electric, Gas, Street Railway & Water Works Association. — Jefferson City, Mo., April 14, 15 and 16. Iowa Street & Interurban Railway Association. — Sioux City, la., April, 1910. Legislation Favored to Authorize Municipalization in Toronto. — The City Council of Toronto, by a vote of 18 to 4 has decided to seek legislation to enable the city to pur- chase the Toronto (Ont.) Railway. Restaurant for Employees of the Twin City Rapid Transit Company. — The Twin City Rapid Transit Company, Minne- apolis, Minn., has opened a restaurant for its employees in its car house in East Seventh Street, St. Paul, Minn., where sandwiches and other edibles will be sold to the men at cost. If the restaurant proves to be a success the company will provide restaurants at some of its other car houses. Municipal Ownership Proposed in Tacoma. — The City Council of Tacoma, Wash., voted on Jan. 19, 1910, in com- mittee of the whole to recommend the passage of an ordi- nance to submit to the people at the spring election a pro- posal to issue bonds to the extent of $1,000,000 to build and equip an electric railway system. Power to operate the line could be secured from the municipal lighting station of the company now under construction, according to the plan. Bonds Authorized for Municipal Line in San Francisco. — In accordance with the vote at the election held at San Francisco on Dec. 30, 1909, as noted in the Electric Railway Journal of Jan. 8, 1910, page 84, the Board of Supervisors of San Francisco has unanimously approved the plan to sell $2,020,000 of municipal securities for equipping the Geary Street, Park & Ocean Railroad with electricity and oper- ating it as a municipal enterprise. Dinner of Stone & Webster Officers in Northwest. — A dinner of the officers of the companies in Washington controlled and operated by Stone & Webster, Boston, Mass., was held at the Hotel Butler, Seattle, Wash., on Jan. 13, 1910. Jacob Furth, president of the Seattle Electric Com- pany, acted as toastmaster. Addresses were made by Judge Peter Grosscup; E. E. Potter, manager of the Seattle Electric Company, and R. T. LafBn, who is connected with the Stone & Webster interests in the Northwest in an expert capacity. Mr. Laffin discussed more particularly the suggestion of Mr. Potter that a club be organized among the Stone & Webster interests in the Northwest. Meeting of Engineers' Society of Western Pennsylvania. — The thirtieth annual meeting of the Engineers' Society of Western Pennsylvania was held in the society rooms in Pittsburgh on Jan. 18, 1910. E. K. Morse, who succeeded to the presidency of the association on the death of G. T. Barnsley in October, 1909, presided. The annual report of the board of direction, including the reports of committees, sections and the treasurer, was read. The membership of the society on Dec. 31, 1909, was 835. The following officers were elected for the ensuing year: E. K. Morse, president; J. O. Handy, vice-president; A. E. Frost, treasurer; A. R. Rayner, Willis Whited, directors. The annual banquet of the society was held on Jan. 29, at 6 p. m., in the Fort Pitt Hotel. Canadian Electric Railways. — The report of the Depart- ment of Railways and Canals of the Dominion of Canada gives the total mileage of the electric railways as 988 miles of main track. The paid-up capital of these lines was $91,- 604,989 and the gross earnings $14,824,936, an increase of $817,887 over the previous year. The net income of the various roads aggregated $4,716,308, or 5 per cent on the capitalization. The electric railways carried 314,026,671 fare passengers and 81,670,945 transfer passengers on 3544 cars. The total car mileage was 60,152,846, of which 737,720 was in the carrying of mails, freight and express traffic. There were in 1909 10,557 employees of electric railways, 603 more than in 1908, and their wages amounted to $6,761,281. Dur- ing the year 11 passengers, seven employees and 50 other persons were killed and 1303 passengers, 218 employees and 618 others were injured in accidents on electric rail- ways. A. S. M. E. Dedication of Thurston Memorial Tablet. — The monthly meeting of the American Society of Me- chanical Engineers for February will be devoted to the dedication of a bronze memorial tablet to Dr. Robert H. Thurston, the first president. All associates and former students of Dr. Thurston are earnestly invited to attend these exercises. The dedication will take place on the evening of Feb. 8, 1910, at 8:15 p. m., in the Engineering So- cieties Building, 29 West Thirty-ninth Street, New York. Among those who will participate are Prof. John E. Sweet, who was closely associated with Dr. Thurston in the or- ganization of American Society of Mechanical Engineers; Colonel E. A. Stevens, a prominent representative of the Stevens family, founders of Stevens Institute; J. G. Schur- man, president of Cornell University; Prof. Albert W. Smith, Dr. Thurston's successor as director of Sibley Col- lege, and William Kent, consulting engineer. It is ex- pected that Mrs. Thurston will attend. Dr. Alex C. Hum- phreys, president of Stevens Institute, will be the chairman. The memorial to be unveiled is the work of Herman H. McNeil, a former student and personal friend of Dr. Thur- ston. It is a replica of the memorial tablet presented to Sibley College, Cornell University, by alumni and students of the university. Examination for Position of Junior Railway Engineer, New York Commission. — The New York Civil Service Commission will hold an examination on Feb. 26, 1910, to fill the position of junior railway engineer with the Public Service Commission of the First District of New York. Those who desire to take the examination must secure a blank from the State Civil Service Commission, Albany, N. Y., and execute and file it with that body on or before noon on Feb. 19, 1910. The examination is described as follows: "Junior Railway Engineer, Public Service Com- mission, First District. Salary, $1,201 to $1,800 per annum. The duties are to inspect the power houses and equipment of subway, elevated and street railways, and of electric companies in New York City. Candidates must be grad- uate electrical or mechanical engineers and have had at least one year's practical mechanical or electrical experi- ence, or offer four years' practical mechanical or electrical experience with railroad, street railway or electric com- panies. Subjects of examination and relative weights: Theoretical and practical questions relating to the construc- tion and operation of power house and railway equipment; measurements; standards, and other pertinent subjects, 5; experience and personal qualifications, 3; education, 2." LEGISLATION AFFECTING ELECTRIC RAILWAYS Illinois. — Up to Jan. 22 no bills have passed both houses of the Illinois General Assembly, which met in extraordinary session on Dec. 14, 1908, except the appropriation measure to pay the expenses of the legislators and the other em- ployees. The question of primary legislation has occupied the attention of the members of the Legislature very largely. The Senate has passed a municipal government bill, but that measure is awaiting action in the House. The Senate has also approved a few minor measures, but the question of deep-water waste and other important legisla- tion has received very little consideration. Maryland. — Both houses of Legislature reassembled on Jan. 25. The two most important bills to come before the Legislature were then being engrossed. One of these is the public utility bill drawn by Attorney-General Straus at the suggestion of Governor Crothers. According to the rules of both the Senate and the House a bill must be en- grossed three times and in the case of the utility bill this engrossing is a tedious and costly operation, as the measure consists of about 40 printed pages. February 5, 1910.] Massachusetts. — At a recent hearing by the committee on metropolitan affairs, Chairman George G. Crocker, of the Boston Transit Commission, stated the time has arrived when the railroads must consider the electrification of their suburban service. Mr. Crocker said that $600,000 per year was lost in switching trains at the Boston North and South stations. The railroads should report upon the prob- lem by the coming fall. A bill has been introduced re- quiring railroad corporations within the metropolitan dis- trict of Boston to operate their trains by electricity, subject to such conditions as may be established by the Railroad Commission. A bill has been introduced making it illegal for municipal authorities to grant a street railway location at one side of any highway within 1 mile of the center of any town of less than 5000 inhabitants. A bill has been in- troduced upon petition of Fred H. Smith, treasurer of the Massachusetts Street Railway Association, in the form of an additional amendment to Sec. 103, Ch. 463, Acts of 1906, and provides that the commission, in authorizing the issue of any bonds under this section, may prescribe the mini- mum price at which such bonds shall be sold, and may modify the price from time to time as conditions require. A bill has been introduced to prohibit the further construc- tion of elevated railways in Boston. A bill introduced au- thorizes street, electric and elevated railways to carry baggage, express matter and freight subject to the regula- tions of the Railroad Commission. New Jersey. — The Legislature met for a brief session on Jan. 17 and then adjourned for a week out of respect to the memory of a former Governor, George T. Werts, who. died on Jan. 17. Mr. Scharf of Bergen has introduced a public utilities bill which will increase the Board of Railroad Commissioners from three members to five members, the new board to be known as the Railroad and General Utilities Commission. The salary of each commissioner will be fixed at $5,000. The total expenses of the body will be limited to $50,000 annually. If the measure is passed, the board will have general supervision over all public utility corporations and will hear complaints on all cases relating to service, rates, discrimination, carelessness and equipment of any public utility corporation, appeals from the finding of the commission to be made to the Supreme Court. Mr. Sullivan has introduced as a substitute for Mr. Pierce's pub- lic utility bill of last year Mr. Martin's bill of 1008-09, which would confer rate-making powers on the commission. This measure was drawn according to the terms of the pub- lic service commission law of New . York. Senator Geb- hardt has also announced a public utility bill which pro- vides for the appointment of a board of five commissioners with a term of five years each. This bill would repeal the Railroad Commission Act and is somewhat similar to the Gebhardt bill of 1909. New York. — Investigation into the acts of Mr. Allds will probably be protracted indefinitely and may interfere seri- ously with the work of the present session. Governor Hughes has announced the resignation of Thomas M. Os- borne as a member of the Public Service Commission of the Second District and has appointed John M. Carlisle to suc- ceed him. The Governor has also reappointed Martin S. Decker as a member of the Public Service Commission of the Second District and Milo Roy Maltbie as a member of the Public Service Commission of the First District. The appointments have been confirmed by the Senate. Louis H. Hahlo, assistant corporation counsel of New York, is engaged in drafting the enabling act necessary to put into effect the constitutional amendment adopted in November, 1909, to exempt from consideration, in arriving at a deter- mination of the city's debt limit, such bonds for public im- provements as are self-supporting. On Jan. 1, 1910, the city had a working margin, inside its debt margin, of $44,- 000,000, of which it was the intention of the administration to reserve $25,000,000 for use in building subways, the other $19,000,000 being for other public improvement. On July I, 1910, as a result of the increased valuation of real estate, the debt limit will further increase $26,000,000, and that amount will be available for public improvements other than subway and rapid transit measures, thus bringing the total for public improvements of that class up to $44,000,000, with about $125,000,000 to use for subways or other rapid transit plans. 259 Financial and Corporate New York Stock and Money Market February I, 1910. The condition of the stock market during the last week has been unsatisfactory and almost alarming. There is a widespread feeling of uneasiness over the attitude of the Federal authorities toward corporations, and at every sug- gestion of a rally there has been a flood of selling orders. Traction shares have suffered a decline, principally Inter- borough-Metropolitan preferred and Third Avenue. The money market is playing no part in the present dis- order. Money continues plentiful and cheap. Rates to-day were: Call, 2 to 2% per cent; 90 days, 4 per cent. Other Markets In Philadelphia, trading in Rapid Transit has been light, and in other tractions almost nothing. Prices, however, have not sagged as much as might have been anticipated. In Boston, trading has continued in Massachusetts Elec- tric shares but prices have remained practically unchanged. There has been some dealing in Boston Elevated. In the Chicago market traction issues have been neg- lected. Series 2 of the Chicago Railways has been in the market to some extent. In Baltimore, as usual, there have been no traction secu- rities sold except the bonds of the United Railways. At the auction of securities last week the following were sold: 100 shares Brooklyn City Railroad at 197; $20,000 Second Avenue Railroad 5 per cent bonds at 47; $25,000 Metropolitan Street Railway refunding 4 per cent bonds at 25. Quotations of various traction securities as compared with last week follow: Jan. 25. Feb. i. American Railways Company 347 J4 848 Aurora, Elgin & Chicago Railroad (common) *6z a6i Aurora, Elgin & Chicago Railroad (preferred) '93 ao2 Boston Elevated Railway 13254 132 Boston & Suburban Electric Companies *i6 ai6 Boston & Suburban Electric Companies (preferred) *j6 74 Boston & Worcester Electric Companies (common) an an>< Boston & Worcester Electric Companies (preferred) 45 44 Brooklyn Rapid Transit Company yilA 72V2 Brooklyn Rapid Transit Company, 1st pref. conv. 4s 83 %ilA Capital Traction Company, Washington ai35 ai34!i Chicago City Railway 185 *i8s Chicago & Oak Park Elevated Railroad (common) *2 *2 Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 aioj aioo Chicago Railways, ptcptg., ctf. 2 a3o ^30 A Chicago Railways, ptcptg., ctf. 3 ai7 ai7 Chicago Railways, ptcptg., ctf. 4s *9'-' *9lA Cleveland Railways *9i/4 *9iA Consolidated Traction of New Jersey a77 S.77V1 Consolidated Traction of New Jersey, 5 per cent bonds. .. .aio6 aios Detroit United Railway *63 *63 Oeneral Electric Company 150V2 152 C.eorgia Railway & Electric Company (common) 105^2 105 Ceorgia Railway & Electric Company (preferred) a88 a88 I nterborough-Metropolitan Company (common) 2o*A 20^6 Biterborough-Metropolitan Company (preferred) 55 52 Interurban-Metropolitan Company (4',s) 80A 8ox,< Kansas City Railway & Light Company (common) '36 a.3oA Kansas City Railway & Light Company (preferred) *7oA *7oA Manhattan Railway 13634 *i36Vi Massachusetts Electric Companies (common) ai8 ai7% Massachusetts Electric Companies (preferred) a8i 8o!4 Metropolitan West Side, Chicago (common) 317 ai7 Metropolitan West Side. Chicago (preferred) 354 as6 Metropolitan Street Railway *2i *2i Milwaukee Electric Railway & Light (preferred) ,...*no *no North American Company 76'A *76*A Northwestern Elevated Railroad (common) ai8 ai8 Northwestern Elevated Railroad (preferred) a68 a68 Philadelphia Company, Pittsburg (common) a.5oA aso'/2 Philadelphia Company, Pittsburg (preferred) a4S !4 846 Philadelphia Rapid Transit Company 325 54 a26J4 Philadelphia Traction Company a88 a8g Public Service Corporation, 5 per cent col. notes *ioo5jj *ioo% Public Service Corporation, ctfs aio6 aio6 Seattle Electric Company (common) *ii5 ans Seattle Electric Company (preferred) '104'/' aio^A South Side Elevated Railroad (Chicago) 354 a53 Third Avenue Railroad. New York 15A 10^ Toledo Railways & Light Company 11 *ii Twin City Rapid Transit, Minneapolis (common) 111 112V2 Union Traction Company, Philadelphia SoJ4 .151 '4 United Rys. $ Electric Company, Baltimore .113 ai3 54 United Rys. Tnv. Co. (common) 333 "33 United Rys. Inv. Co. (preferred) asb'A 61 Washington Ry. & Electric Company (common) ajo a,i8'.-4 Washington Ry. &■ Electric Company (preferred) a885ii a885i West End Street Railway, Boston (common) aq$ 393 West End Street Railway, Boston (preferred) *IOO * 1 06 Wcstinphouse Elec. & Mfg. Company 71 71 Westinghouse Elec. & Mfg. Company (1st prcf.) 120 "120 a Asked. "Last Sale. ELECTRIC RAILWAY JOURNAL. 260 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. Annual Report of the South Side Elevated Railroad Gross earnings of the South Side Elevated Railroad of Chicago in the year ended Dec. 31, 1909, were $2,234,972, a decrease of $7,718 or 0.3 per cent from the previous year. Expenses were lower last year than in the preceding year, however, and net earnings from operation in 1909 showed an increase, therefore, as compared with 1908, of $40,394, or 6 per cent. Earnings for three years compare as follows: Year ended Dec. 31: Operating expenses and taxes. 1909. $2,234,972 1,523,954 1908. $2,241,690 1,571,066 1907- $2,105,193 1,459,746 Net earnings $71 t,o 18 453,o8o $670,624 436,620 $645,447 205,939 Net divisible income $257,938 $234,004 76,723 $439,508 409, 187 Surplus $-'57,938 $157,281 $30,321 As indicated by these figures, there was a decline in traf- fic which was slightly larger than the reduction in gross earnings, amounting to 0.63 per cent. Of the total operat- ing expenses during the year, $746,575 or 33.4 per cent, was required for conducting transportation. The maintenance expenditures amounted to 12.6 per cent of gross earnings, divided as follows: Maintenance of way and structure, $126,575 or 57 Per cent of gross; maintenance of equipment. $156,150 or 6.9 per cent of gross. Charles V. Weston, the president, in a statement to stockholders at the annual meeting, said in part: "The surplus from earnings for the last year was $257,- 938.40, equal to 2.52 per cent on the outstanding capital stock, as compared with 2.27 per cent for the previous year. "The number of passengers carried during the year was 42,722,624, as compared with 42,994,610, a decrease of 271,986 passengers, or 0.63 per cent. "The fixed charges last year increased $16,460, for the reason that the rental for that portion of the leased road extending from Indiana Avenue and Fortieth Street to the Stock Yards and Packingtown did not begin until April, 1908. With this increase the maximum fixed charges have been reached. "The increases in the amount of net earnings and surplus are due entirely to improvements in operation that have been introduced, which have resulted in greater efficiency of service, as well as in saving of expense, although there was a substantial increase in wages to trainmen and some other of the employee:-. "The structures, equipment and other property have been maintained throughout the year to the highest standard of efficiency. All of the GE-57 motors, the first electric motive machinery acquired by the company, have been re- built in the company's shops, and the machines are now in as good operating condition as when newly installed, 12 years ago. "By the introduction of certain new methods of conduct- ing work and rearrangement of the occupation of the space in the shops, the efficiency of the shop force has been ma- terially increased and the cost of doing the work has been reduced. Besides keeping the entire rolling equipment up to the highest standard of efficiency, 138 cars were put through the shops last year for general overhauling, as compared with 116 cars during the previous year, an in- crease of 19 per cent in the output of the shops. "The elevated railroads of this city are still operating at great disadvantage during the hours of maximum traffic on account of limited facilities offered by the short plat- forms at the loop stations in the downtown district. Al- though there has been considerable change in public senti- ment in favor of lengthening the platforms at those stations, to provide for a more rapid and efficient service on the loop during the rush hours, the city authorities have not seen their way clear to grant permission to complete the building of the platform extensions which was begun sev- eral years ago. All of the steel work for the extension of these platforms is in place at nearly all of the stations, requiring only the floors to be laid and the safety railings to be placed to make the extensions available for use. The property adjacent to the stations has already suffered all the inconvenience possible from the construction of plat- form extensions without gaining any of the benefits of increased traffic which will come from their use when com- pleted. It is hoped that permission for their completion will be forthcoming during the current year, so that the elevated lines will be able to serve their patrons better, provide for increasing business and relieve the hardships suffered by a patient public. "In regard to the proposition from a committee, looking toward the leasing of various elevated railroads of this city, I wish to say that the gentlemen never submitted an offer which your directors felt they could consistently place be- fore the shareholders of your company and recommend its adoption. At the termination of the negotiations, dur- ing which only the rate of rental to be paid by the leading company was considered, nothing was left in the way of the committee to make further suggestions in regard to the leasing proposal. No renewal of negotiations has been undertaken, to this date. "The condition of your company may be summarized as follows: The physical property is in first-class condition of repair. The company has no floating indebtedness other than its current expenses. It had cash on hand amounting to $620,984 on Dec. 31, 1909, and you may confidently expect a steady and continuous improvement in the affairs of your company, as evidenced by the result of the operations dur- ing the last fiscal year. "The consideration of the question of dividends, you may rest assured, will be taken up by your directors as soon as may be consistent with conservative and prudent business management." Sale of Third Avenue Railroad By order of United States Circuit Court, Jos. P. Day & Company, auctioneers, will offer the property of Third Avenue Railroad for sale at the county court house in New York on March 1, 1910. The property to be offered for sale includes power houses, equipment and depots, and following stocks and bonds: 20,000 shares Union Railway; 16,711 shares Forty-second Street, Manhattanville & St. Nicholas Avenue Railroad; 11,287 shares Dry Dock, East Broadway & Battery Railway; 76 shares Kingsbridge Rail- way; 5000 shares Westchester Electric Railway; 2483 shares Southern Boulevard Railway; 12,000 shares Tarrytown, White Plains & Mamaroneck Railway and all bonds, stocks, mortgages and notes and other securities now in possession of the Central Trust Company, New York, N. Y., as trustee, and being the stock and other securities described in the mortgage. No upset price is fixed, the court re- serving right to reject any bid. Bidders must deposit $200,- 000 cash. Brooklyn (N. Y.) Rapid Transit Company. — At the annual meeting of the stockholders of the Brooklyn Rapid Transit Company on Jan. 28, 1910, Bernard Gallagher was elected a director for two years to fill the vacancy caused by the death of E. H. Harriman, and C. D. Meneely, for many years secretary and treasurer of the company, was elected a director for one year, to succeed the late William Seibert. The directors whose term of office had expired were all re- elected. Chicago & Southern Traction Company, Chicago, 111. — The Western Trust & Savings Bank, Chicago, 111., as trustee for a note of $300,000 applied to the Circuit Court of Chi- cago on Jan. 24, 1910, for the appointment of a receiver for the Chicago & Southern Traction Company on the ground of insolvency. An order was also asked to restrain the company from paying alleged indebtedness to the Detroit & Toledo Construction Company. Cleveland (Ohio) Railway. — Thomas P. Schmidt has been elected a director of the Cleveland Railway to succeed S. T. Everett. Columbus Railway & Light Company, Columbus, Ohio. — The annual meeting of the stockholders of the company was held on Jan. 25, 1910. The report of the company for the year ended Dec. 31, 1909, was presented and showed gross receipts of $2,577,202, as compared with $2,281,951 for 1908; net earnings, $1,287,069, as compared with $1,096,347 for 1908; other income, $17,866, as compared with $18,795 ror 1908; charges and depreciation, $1,044,582, as compared with $968,018 for 1908; dividends paid, $125,000, as compared with February 5, 1910.] ELECTRIC RAILWAY JOURNAL. $100,000 for 1908; surplus, $135,352, as compared with $47,- 124. The directors and officers were re-elected. Chicago, Joliet & St. Louis Electric Railway. — The Chi- cago, Joliet & East St. Louis Electric Railway, which was incorporated in Springfield, 111., on Dec. 16, 1909, with $100,- 000 of authorized capital stock, as noted in the Electric Railway Journal of Dec. 25, 1909, page 1277, has increased its capital stock to $7,000,000 to control and finance the Joliet & Southern Traction Company, the Bloomington, Pontiac & Joliet Electric Railway and the Chicago, Joliet & Central Illinois Railway, which aggregate 226 miles of line and ex- tend from Chicago south to Bloomington, 111., where con- nection is made with the lines of the Illinois Traction Sys- tem. The Chicago, Joliet & East St. Louis Electric Railway has placed at par with a stock bonus of 25 per cent in its own stock, first mortgage 5 per cent gold bonds, of two. of the controlling properties, namely, $250,000 of Joliet & Southern Traction Company dated Jan. 2, 1907, and $100,000 of Bloomington, Pontiac & Joliet Electric Railway dated Sept. 1, 1905, both of which issues are guaranteed principal and interest by the Chicago, Joliet & East St. Louis Electric Railway. The officers of the Chicago, Joliet & East St. Louis Electric Railway are: H. A. Fisher, president; S. A. Spry, vice-president; John M. Raymond, vice-president; John K. Newhall, secretary; Lee D. Fisher, treasurer and chief engineer; F. E. Fisher, general manager. Lake Shore Electric Railway, Cleveland, Ohio. — The plan for refinancing the Lake Shore Electric Railway by the exchange of old preferred stock for a new issue of $1,000,000 first preferred 6 per cent cumulative stock and $2,000,000 of 5 per cent non-cumulative preferred stock in accordance with the plan outlined in the Electric Railway Journal of Jan. 8, 1910, page 86, was approved at the annual meeting of the company on Jan. 25, 1910. The officers and directors of the company were re-elected. Metropolitan Street Railway, New York, N. Y. — On Jan. 29, 1910, the Morton Trust Company, the Guaranty Trust Company of New York, and others, parties to the various suits against the Metropolitan Street Railway, and Adrian H. Joline and Douglas Robinson as receivers of the Metro- politan Street Railway, were given one week by Judge Lacombe in the United States Circuit Court in which to file briefs on the following motions: (1) For the payment of special franchise taxes amounting to $5,408,000 and Federal corporation taxes. (2) For the separation of the Fourth, Eighth and Ninth Avenue lines from the Metropolitan Street Railway. (3) For instruction in reference to pay- ment for repairs to the tracks and equipment of the New York & Harlem Railroad (Fourth Avenue line). Ocean Shore Railway, San Francisco, Cal. — F. S. Stratton, receiver of the Ocean Shore Railway, appeared recently be- fore Judge Van Fleet of the United States Circuit Court for instructions regarding his management of the affairs of the company. Judge Van Fleet stated that he would not make any orders for expenditure of money until a committee of engineers reported upon the conditions and requirements, and announced that he would appoint one engineer and allow the bondholders and Mr. Stratton each to suggest another member. E. J. Pillsbury for the bondholders sug- gested Virgil Vogue. Mr. Stratton submitted the names of E. L. Dillman and W. D. Nicholson. Judge Van Fleet stated that it was to the best interests of all to operate the road. Exception to the plan to appoint a board of engi- neers was taken subsequently and the court postponed consideration of the subject. Toledo Railways & Light Company, Toledo, Ohio. — August Ropke, Louisville, Ky., has been elected as an ad- ditional member of the board of directors of the Toledo Railways & Light Company and J. K. Secor, who has been a member of the board of directors, has been elected to the executive committee of the company. Toledo, Bowling Green & Southern Traction Company, Findlay, Ohio. — The Toledo, Bowling Green & Southern Traction Company has filed a mortgage at Findlay to se- cure an issue of $500,000 of 5 per cent bonds due in 1935. The mortgage is in favor of the Union Savings Bank & Trust Company, Cincinnati, Ohio, and covers all the prop- erty of the company and the Toledo Urban & Interurban Railway. Traffic and Transportation Increase in Wages for Subway and Elevated Employees in New York. T. P. Shonts, president of the Interborough Rapid Transit company, New York, N. Y., announced on Jan. 27, 1910, an increase in the wages of the employees of the subway and elevated divisions of the company, effective on Feb. 1, 1910, in accordance with the following schedule: YEARS OF PRESENT RATE. NEW RATE. OCCUPATION. SERVICE. PER DAY. PER DAY. 1 $2. 10 2-25 $2.25 2.30 After 3 2.40 2.40 3 2.50 2.50 1 3 4 1.80 1.00 2.00 2.00 2.00 2.10 2.15 After 4 2.00 2.20 1 1.70 ) I.SO ) 1.80 After 1 Ticket agents 1 3 1.90 2. 1 0 2.25 2.00 2.10 2.25 After 3 2.25 2.30 After 1 2.00 2. 10 2.10 2.20 Train clerks After 1 2.10 2.2S 2.40 2.25 2.50 2.50 1 2.20 2.40 2.40 2.50 After 2-50 2.60 The advance in wages will increase the expenses of the company about $160,000 a year. This is the second general voluntary increase made to its employees by the Inter- borough Rapid Transit Company since January, 1907, and makes an aggregate annual increase in wages since Janu- ary, 1907, of $660,000. The company also announced that it has under construc- tion recreation rooms at the terminals for the convenience of its employees which will be provided with conveniences for furnishing the men with their meals at cost and that it is considering the question of inaugurating a pension fund for employees upon a basis that will enable the company to take care of its pensioned employees without any expense to the men. The increase in wages will directly affect more than 6000 employees. Excess Fare Upheld in New York In a decision rendered on Jan. 30, 1910, the Public Service Commission of the Second District of New York sustains the legality of the practice of railroad companies in collect- ing a 5-cent excess fare for passengers not holding tickets on interurban and other trips where tickets are required, and the issuance of redeemable receipts therefor. The com- mission rules that the companies should allow three months from date of issue for redemption of the ticket. The de- cision was made in the complaint of James Morris, Albion. N. Y., against the Buffalo, Lockport & Rochester Railway. In the opinion, which was prepared by Commissioner Decker, the commision rules: 'An interurban railroad is entitled to make proper regula- tions for the collection of its fares and requiring a passenger at a ticket station to purchase a ticket for delivery to the conductor, with provision in case of failure for collection of an excess charge of 5 cents to be refunded at any ticket office upon demand is reasonable. "Where an interurban electric railroad has provided a sufficient number of ticket stations properly distributed along its line, with numerous stops at non-ticket points to take on and discharge passengers, and where the percentage of unredeemed duplex receipts for required excess cash fares is small, showing that convenient opportunities for re- demption of duplex receipts exist and are actually used by passengers paying the excess fare, the exaction of a 5-cent excess fare with redeemable duplex receipt issued thereon is not unreasonable or unjust. "A time limitation for redemption of duplex excess fare receipts should be sufficiently long to cover inadvertent omissions to promptly present the duplex receipts for re- demption. Respondent's time limitation of 30 clays for re- demption of its duplex excess fare receipts held unreason- 262 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. able and unjust, and such time limitation to be reasonable and just should not be less than three months from the date of issue, and should be plainly shown upon re- spondent's duplex receipts." Vestibule Law Declared Unconstitutional in Texas. — The Court of Appeals at Galveston, Tex., has declared uncon- stitutional the vestibule law passed by the twenty-eighth Legislature of Texas. Service Recommendation by Utilities Commission in Kansas City. — The recommendations of the Utilities Com- mission of Kansas City regarding changes in the schedules and methods of operating several lines of the Kansas City Railway & Light Company, Kansas City, Mo., have been re- ferred by the City Council to the committee on streets, alleys and grades. Ware & West Brookfield Street Railway, Secures Freight Rights Between Gilbertville and Springfield. — The Selectmen of Gilbertville, Mass., have voted to grant the Ware & West Brookfield Street Railway, Ware, Mass., the right to carry freight between the Ware and Hardwick town line and Gilbertville. The company now has right to carry freight in all the towns between Gilbertville and Springfield. Subway Service Hearing Postponed. — The hearing be- fore the Public Service Commission of the First District of New York which was set for Jan. 27, 1910, was postponed until Feb. r, 1910, to give the transportation department of the commission additional time in which to tabulate the results of observations made by the inspectors of the com- mission. It was announced by counsel for the commission that joint observations of the traffic in the subway had been made by the representatives of the commission and of the company, and that data covering these observations would also be introduced before the commission. Joint Use of Equipment Approved in New York. — The Public Service Commission of the Second District of New York has approved of the joint use by the Hudson Valley Railway, Glens Falls, N. Y., of its cars and electric locomo- tives and the steam locomotives and freight cars of the Greenwich & Johnsonville Railroad of the railroad track now built between the plant of the Standard Wall Paper Company on the westerly side of the Hudson River in Sara- toga County and the plant of the Iroquois Paper Company on the eastern side of the Hudson River in Washington County, proper rules for the safe operation of the track in question having been submitted and approved by the com- mission. Indiana Commission Refuses to Authorize Interurban Railway to Collect Excess Fare. — The Railroad Commis- sion of Indiana has refused to authorize the Muncie & Portland Traction Company, Portland, Ind., to charge an excess fare when passengers who board trains at stations neglect to purchase tickets. The company complained that it had recently been annoyed by passengers tendering bills of large denomination in payment of fares on the cars. As noted in the Electric Railway Journal of Jan. 22, 1910, page 167, the Attorney-General of Indiana recently ex- pressed the opinion to the Railroad Commission that the cash fare and the ticket fare on interurban railways in Indiana must be the same. The Railroad Commission says that the question of what constitutes legal tender in the matter of the payment of a fare is a question for the courts to decide. Complaint Against Service in Rochester. — H. H. Edger- ton, Mayor of Rochester, N. Y., has asked the Public Serv- ice Commission of the Second District of New York to conduct an inquiry into street railway operating conditions in Rochester similar to that conducted by the commission in Schenectady recently, and recommend changes which in the opinion of the commission will relieve congestion and work to the benefit of the public. In his letter to the com- mission, which was dated Jan. 24, 1910, Mr. Edgerton gives the following causes of complaint against service in Rochester: 1. Inadequate car service on nearly every line in the city, to provide comfortable and convenient trans- portation, especially during the rush hours. 2. Confusion and inconvenience caused by the near-side stop, and trans- fer regulation, recently put in operation by the company. 3. Congestion of cars on Main Street which seriously in- terferes with car movement and vehicle traffic. Personal Mention Mr. Fred M. Hawes has resigned as claim agent of the Middlesex & Boston Street Railway, Newtonville, Mass. Mr. Martin S. Decker has been reappointed as a member of the Public Service Commission of the Second District of New York by Governor Hughes for the full term of five years. Mr. Milo Roy Maltbie has been reappointed as a mem- ber of the Public Service Commission of the First District of New York by Governor Hughes for the full term of five years. Mr. J. J. Sullivan, president of the American Railways, Philadelphia, Pa., has been elected president of the Johns- town (Pa.) Passenger Railway to succeed Mr. T. C. du Pont. Mr. W. H. Zimmerman, formerly manager of the Michi- gan Power Company, Lansing, Mich., has been retained by the Michigan Railroad Commission as consulting engi- neer. Mr. J. W. McNeely, trainmaster of the Paducah (Ky.) Traction Company, has been appointed to the newly-cre- ated office of superintendent of transportation of the com- pany, which will include the duties formerly performed by him and an extension of his authority to the shops of the company. Mr. Theodore B. Comstock has been retained as consult- ing engineer to the Public Utilities Commission of Los Angeles, Cal. Mr. Comstock was formerly president of the University of Arizona and at one time was connected with the department of geology at Cornell University. For some time he has acted in the West in an independent consulting capacity. Mr. Stuart O. Winch, who has been connected with the Templeton Street Railway, East Templeton, Mass., for several years as engineer of the company's power station, has been appointed superintendent of the company to suc- ceed Mr. J. H. Hamilton, who resigned recently. Mr. Winch will continue in the capacity of engineer of the company's- power station. Mr. Arthur L. Linn, Jr., has been appointed assistant auditor of the New York Central & Hudson River Railroad^ New York, N. Y., and auditor of subsidiary lines, effec- tive Feb. 1, 1910. Mr. Linn will also continue to exercise supervision over the accounts of the various electric railway and lighting properties controlled by the New York Central; & Hudson River Railroad. Mr. Garrett T. Seeley, who has been second vice-presi- dent and assistant to the general manager of the South Side Elevated Railroad, Chicago, 111., has been elected second vice-president and general manager of the company, effective on Jan. 28, 1910. Before he had the duties of assistant to the general manager assigned to him Mr. Seeley was engineer of maintenance of the company. Mr. John N. Carlisle has been appointed a member of the Public Service Commission of the Second District of New York by Governor Hughes, to succeed Mr. Thomas M. Osborne, whose resignation is announced elsewhere in this issue. He will serve out Mr. Osborne's term of office,, which expires on Feb. 1, 1911. Mr. Carlisle is a resident of Watertown, N. Y., and is a practising attorney. Mr. Charles M. Durell has been appointed superintendent of the Biddeford & Saco Railroad, Biddeford, Me., to suc- ceed the late W. A. Worthing. Mr. Durell has been con- nected with the Biddeford & Saco Railroad for 12 years. He served the company at first as a conductor. Subse- quently he acted for seven years as car house foreman. For the last six months Mr. Durell has been acting super- intendent of the compaii). Mr. W. F. Bay Stewart, whose retirement as president of the York (Pa.) Railways was announced recently in the Electric Railway Journal, will continue his connection with the company as a director and as a member of the executive committee of the company. Mr. Stewart declined a re-election as president at the termination of his term of office owing to the pressure of outside duties and his de- sire for more leisure. February 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 263 Mr. H. E. Huntington, president of the Los Angeles Rail- way and the Pacific Electric Railway, Los Angeles, Cal., was given a loving cup recently by the employees of the Los Angeles Railway as a token of their esteem. On one side of the cup is the inscription: "Presented to Henry E. Huntington by the conductors and motormen of the Los Angeles Railway Company, Jan. 1, 1910." On the opposite side is engraved the picture of a pay-as-you-enter car. Mr. John F. Collins, whose appointment as assistant gen- eral manager of the Toledo Railways & Light Company, Toledo,' Ohio, was an- nounced in the Electric Railway Journal of Jan. 29, 1910, had under his jurisdiction as general manager and superinten- dent of the Saginaw & Bay City Railway & Light Company and general manager of the Saginaw Valley Traction Company, Saginaw, Mich., more than 50 miles of city and inter- urban electric railway, in- cluding the systems in Saginaw and Bay City and an interurban railway con- necting the two cities. The operation of the com- J. F. Collins pany in each of these cities is separate and distinct and separate offices are maintained in each of the cities. Mr. Collins was previously connected with the Toledo Rail- ways & Light Company as manager of railways of the com- pany, with authority over the city lines and those of the Maume Valley Railways & Light Company, and is thor- oughly familiar with the operating problems with which the Toledo Railways & Light Company is confronted. The Toledo system consists of more than 100 miles of city and suburban railway, and the company furnishes current for light and power. As previously stated, Mr. Collins expects formally to assume his duties about April 1, 1910. Mr. Thomas M. Osborne has resigned as a member of the Public Service Commission of the Second District of New York to devote his time to strengthening the Democratic Party in New York along the lines laid down by the Demo- cratic League. Mr. Osborne has become a member of the commission since it was created in 1907. He was born in Auburn, N. Y., in 1859, and was educated in the schools at Auburn, at Adams Academy, Quincy, Mass., and at Har- vard, from which he graduated in 1884. After his gradua- tion from college Mr. Osborne became a clerk in the farm tool factory of his father at Auburn, and later became presi- dent of the company which operated the factory. He has always been active in public affairs and was Mayor of Auburn from 1902 to 1905. Mr. H. A. Fabian, assistant to Mr. Charles S. Mellen, president of the New York, New Haven & Hartford Rail- road and the Central New England Railway, has been ap- pointed manager of purchases and supplies of the New York, New Haven & Hartford Railroad, the Central New England Railway, New England Navigation Company, the Connecticut Company, the Rhode Island Company, the New York & Stamford Railway and the Housatonic Power Com- pany, with offices in the South Station, Boston, Mass. As manager of purchases and supplies, Mr. Fabian will re- port to the president and have full authority over all pur- chases and matters pertaining to the testing, care and dis- tribution of materials rind supplies of every nature. Pur- chasing agents, general storekeepers, engineers of testing, fuel and supply agents will report to and receive instruc- tions from him. Mr. Fabian's appointment becomes ef- fective on March 1, 1910. Mr. L. R. Grant has been appointed superintendent of equipment of the Seattle (Wash.) Electric Company. From 1002 to 1904 Mr. Grant was employed by the Boston & Northern Street Railway, successively as clerk in the trans- portation department, rodman on surveys, timekeeper in the engineering department and chief clerk in the depart- ment of motive power and machinery. In 1904 he accepted a position in the power department of the Tacoma Railway & Power Company, Tacoma, Wash., and remained with that company until April, 1905, when he became secretary of the Puget Sound Company and the Tacoma Industrial Company, acting as superintendent of the three lighting and power systems controlled by those companies. In the sum- mer of 1908 Mr. Grant was appointed assistant superin- tendent of transportation of the Seattle Electric Company and continued in this office until January, 1910, when he was appointed superintendent of equipment of the company in charge of the maintenance of the rolling stock. Mr. John T. Horton, chief claim clerk of the Norfolk & Western Railroad, Roanoke, Va., has been appointed general freight agent of the York (Pa.) Railways. Mr. Horton was born in England 45 years ago. After completing his edu- cation he spent two years with the London & Northwestern Railway and eight years in mercantile business. He came to America in 1883 and entered the employ of the New York Central & Hudson River Railroad as a clerk at Co- lumbus, Ohio. In 1885 he entered the employ of the Nor- folk & Western Railway and after holding various positions in the freight department, he became foreman of the ware- house. He served the Norfolk & Western Railway for eight years. In 1893 Mr. Horton was appointed assistant general freight agent of the Michigan & Lake Superior Company. In 1896, he became connected with the electric railways at Columbus, Ohio, controlled by the Appleyard syndicate as assistant agent and later was promoted to . general freight agent, which position he held for two years. After resign- ing from the Appleyard properties, Mr. Horton reentered the employ of the Norfolk & Western Railway as chief claim clerk. Mr. Horton will organize the freight system of the York Railways along the lines of steam railroad practice. Mr. H. C. Donecker, who since January, 1908, has acted as office manager of the American Street & Interurban Railway Association, has been elected secretary of the association to succeed Mr. B. V. Swenson, who resigned some time ago to become connected with Mr. Bar- ron G. Collier. During his connection with the association as office man- ager, Mr. Donecker has become familiar with the work and requirements of the association, and is well qualified to succeed Mr. Swenson. Mr. Don- ecker has long been con- nected with the electric railway industry in the manufacturing, operating and engineering fields. His first business associ- ation with the industry H. C. Donecker was in 1890, with the Johnson Company, Phila- delphia and Johnstown, Pa., later the Lorain Steel Com- pany. Four years later, or in 1894, he became associated with ex-Mayor Johnson of Cleveland and his brother Albert L. Johnson in the construction and ope ration of the Nassau Railroad, Brooklyn, N. Y., and in [899 entered the employ of the St. Louis (Mo.) Transit Company under Mr. J. J. Coleman, general manager of the company. In 1900 Mr. Donecker became connected with Col. Giles S. Allison of the Security Register Company. St. Louis, M.O., with whom he remained until 1906, when he entered the employ of Ford, Bacon & Davis, New York, N. Y., where his work was largely the compilation and classification of electric railway financial statistics. Tin- experience acquired by Mr. Don- ecker in the various branches of electric railway work in which he has been engaged will prove of value to him as an officer of the American Streel & Interurban Railway Association. OBITUARY A. E. Sternenberg, who was secretary of the Houston (Tex.) Street Railway from 1X72 to 1 878, is dead. 264 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *Baltimore & Pennsylvania Railway, Reisterstown, Md. — A bill has recently been introduced in the Senate to incor- porate the Baltimore & Pennsylvania Railway to build an electric railway from Reisterstown to Hanover, Pa. Capital stock, $600,000. Incorporators: James H. Wilson, Jacob H. Sherman, Jacob A. Frederick, Newton S. Watts and William T. Deitrich. Permission is given the incorporators to ac- quire the franchise of the Hempstead & Manchester Rail- way. * Bolivar- Wellsville Railway, Bolivar, N. Y. — Incorpo- rated in New York to build an electric railway, 19 miles long, from Bolivar to Wellsville. Franchises have been applied for in the towns through which the line will pass. Incor- porators: Benjamin F. Patterson, Brooklyn; C. M. Van- curen and A. J. Matson, Bolivar. *Catskill (N. Y.) Traction Company. — Incorporated in New York to construct an electric railway from Hudson River dock in Catskill through Catskill, Jefferson, Leeds and South Cairo to Cairo. Capital stock, $200,000. Direct- ors: F. N. Dubois, John H. Story, Catskill: John C. Con- way, Brooklyn and L. G. Hechinger, East Orange, N. J. *Hood River Light & Power Company, Hood River, Ore. — Incorporated in Oregon to build an electric railroad from the mouth of the Hood River to a point in the Mount Hood district. Capital stock, $2,000,000. Incorporators: J. D. Wilcox, W. Minor and R. Smith, all of Portland. *Scranton & Binghamton Traction Company, Scranton, Pa. — Application will soon be made for a charter to operate a railway from Binghamton, N. Y., to Scranton, Pa., a dis- tance of 62 miles. It is stated that the Northern Electric Street Railway, Scranton, which now operates 19 miles between these two places, will be acquired and form part of the through line. J. K. Griffiths and C. H. Campbell are interested. George R. Bedford, Wilkes-Barre, is solicitor. *Logan Rapid Transit Company, Logan City, Utah. — Incorporated to build an electric railway in Logan City. Capital stock, $100,000. Officers: David Eccles, president: Robert Anderson, vice-president; Joseph Quinney, Jr., sec- retary and treasurer. FRANCHISES Oakland, Cal. — The Southern Pacific Company has ap- plied for a 50-year franchise to construct and operate an electric railway from Albany to Berkley as part of its present interurban railway system between Berkeley and San Francisco. [E. R. J., Jan. 8, '10.] Washington, D. C. — A bill has been introduced in the Senate granting the Washington, Spa Springs & Gretta Railroad a six months' extension of time in which to complete the line in the District of Columbia. Virginia, Minn. — The City Council has granted a franchise to W. M. Prindle, Duluth, for the construction of an electric railway in Virginia. The railway is to be extended to Eveleth and Gilbert. [E. R. J., Nov. 6, '09.] St. Joseph, Mo. — J. H. Van Brunt has applied to the County Court for an extension of the St. Joseph & Sa- vannah Railway's franchise from the local company's pres- ent terminus above Krug Park to the Andrew County line. The company proposes to build a 15-mile interurban rail- way from St. Joseph to Savannah. [E. R. J., Oct. 16, '09.] *Bolivar, N. Y. — C. M. Van Curen and Benjamin F. Pat- terson, representing the Bolivar-Wellsville Railway, have applied to the Board of Trustees for a franchise to build a street railway in Belleville which is also to extend to Wells- ville, 19 miles. The rights-of-way have nearly all been se- cured. *Newbern, N. C. — Application has been made to the Board of Aldermen by W. S. X. Taylor and A. E. Stevens for a franchise for an electric railway to connect Newbern and Trenton, a distance of 18 miles. Bryan, Ohio. — The City Council has recently granted the Fort Wayne & Toledo Electric Railway, Harlan, Ind., a franchise to construct an electric railway in Bryan. This is part of a plan to build an interurban railway which will connect Bryan, Ohio and Fort Wayne, Ind., via Hicksville, Farmer and William Center. R. T. Bastress, Harlan, gen- eral manager. [E. R. J., Sept. 23, '09.] Beaver Falls, Pa. — The Borough Council has granted a 40-year franchise to the New Castle & Beaver Valley Street Railway to build a street railway through certain streets of Beaver Falls. Construction will begin within six months. This is part of a plan to connect New Castle and Beaver Falls. [E. R. J., Oct. 16, '09.] *Provo, Utah. — Jesse Knight has applied to the Council for an electric railway franchise in Provo. It is said to be the intention to build the line from Payson through Provo to Murray. Aberdeen, Wash. — The Grays Harbor Interurban Com- pany has applied to the County Commissioners for a new 50-year franchise for the construction of an interurban rail- way through Chehalis County to connect Montesano and Aberdeen. Eldredge Wheeler, Montesano, is interested. [E. R. J., Jan. r, '10.] *Centralia, Wash. — Application has been made to the County Commissioners by the Tenino Light, Power & Water Company for a franchise to build an electric railway from the county line north of Centralia via Centralia to Chehalis. TRACK AND ROADWAY Highland Pacific Railway, Lakeport, Cal. — This company announces that all arrangements have been made for the sale of bonds for the construction of the 70-mile electric railway which will connect Santa Rosa, Lakeport and Upper Lake. A. Dickinson, president. [E. R. J., Nov. 13, '09.] Pacific Electric Railway, Los Angeles, Cal. — Press re- ports quote H. E. Huntington as saying that this company will at once sell $300,000 of its bonds and with the available funds will build from Pomona to Ontario. A new route has lately been surveyed from Pomona to Corina. It is expected that cars will be running from Pomona to Los Angeles by June I. [E. R. J., Jan. 29, '10.] *Monrovia, Cal. — Press reports state that Henry Bolaski is interested in a plan to build a street railway in Monrovia. *Porterville, Cal.— It is stated that R. D. Laidlaw, Los Angeles, and associates propose to build an electric rail- way from Porterville to Tulare, Poplar, Woodville, Spring- ville and Globe. A location survey has been completed and profile maps have been drawn of the proposed line. The line will be about 87 miles long. It is said that ample power will be available from the water rights now con- trolled by those promoting the railway project. H. H. Holley and S. E. Henley are also interested in the com- pany. San Diego, El Cajon & Escondido Railway, San Diego, Cal. — It is stated that this company has begun work on the construction of its proposed electric railway in San Diego and extending to Escondido. Two years is given for the completion of the enterprise. [E. R. J., Nov. 27, '09.] Southern Pacific Company, San Francisco, Cal. — Jere Burke, representing this company at a recent meeting of the Oakland Council, stated that the corporation would probably run an interurban service out of Oakland through San Leandro and Hayward to San Jose. Three different possible routes have been gone over in past several months by surveyors of the company. [E. R. J., Jan. 8, '10.] San Jose (Cal.) Railroad. — The stockholders of this com- pany, which recently merged the street railways in San Jose, have decided to issue bonds to the amount of $1,500,- 000, the proceeds of which are to be used for improvements to its system. It is stated that the First Street line will be entirely reconstructed. *San Rafael, Cal. — It is said that a project is being con- sidered by the Chamber of Commerce for the construction of an electric railway from Ross Valley through San Rafael to McNear's Point. E. B. McNear and D. W. Martens are interested. Idaho Falls (Idaho) Electric Railway. — A. V. Scott states that work will begin about April 1 on the projected railway February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 265 which is to connect Idaho Falls, Lincoln, Ammon, Iona and Heise. Capital stock, $1,000,000. Officers: J. L. Milner, Idaho Falls, president; F. L. Cleveland, Pittsburgh, Pa., vice-president; H. S. Sewell, Idaho Falls, secretary, and A. V. Scott, Idaho Falls, treasurer. [E. R. J., Jan. 1, '10.] Mascontah-Belleville Traction Company, Belleville, 111. — This company has filed for record at Belleville a 25-year mortgage in favor of the Illinois State Trust Company of East St. Louis as trustee to secure an issue of $150,000 of 5 per cent bonds. This company proposes to build an elec- tric railway from Mascontah to Belleville. [E. R. J., May 15, '09.] Union Elevated Railway, Chicago, 111. — This company advises that it will place contracts during the next six weeks for the reconstruction of 4 miles of single track. F. J. Guernsey, purchasing agent. Hammond, Chicago Heights & Southern Traction Com- pany, Chicago, 111. — Official announcement is made that this company has begun work on its 16-mile railway from Hammond to Lansing. Repair shops will be located at Lansing. Headquarters, 1145 First National Bank Build- ing, Chicago. The company will purchase power and oper- ate six cars. Capital stock, authorized and issued, $500,000. Bonds, authorized, $250,000. Officers: William S. Reed, president; Joseph Orr, vice-president; Alfred Van Steen- berg, secretary, and E. R. Davis, treasurer. [E. R. J., Jan. 22, '10.] Southern Traction Company of Illinois, East St. Louis, HI. — This company has filed with the city clerk of East St. Louis a bond for $10,000 as a guarantee that the line will be in operation in East St. Louis by July 1. The line when completed will connect Belleville and East St. Louis. About 15 miles are under construction. William E. Traut- man, president. [E. R. J., Jan. 8, '10.] Winona Interurban Railway, Warsaw, Ind. — This com- pany on Jan. 25 completed track-laying on the gap between Mentone and Chile, 24 miles. The company already has 25 miles in operation from Goshen to Warsaw and 20 miles in operation on the Peru division. Passenger and freight service will be installed between Warsaw and Peru when the ballasting is completed, which will be about Feb. 15. *Charles City, la.— It is stated that C. W. Hart, Charles City, has offered to subscribe $100,000 toward the construc- tion of a street railway in Charles City if an additional $100,000 is subscribed by the people of Charles City. It is planned to have the interurban line reach about 40 miles of the surrounding country. ♦Boothbay Harbor, Maine. — It is reported that plans are being considered for the formation of a company to build an electric railway which will connect Boothbay Harbor and South Newcastle, a distance of 10 miles. Among those in- terested are Amos F. Gerald, Fairfield, and Luther Mad- docks, Boothbay Harbor. *East Grand Forks, Minn. — It is reported that C. H. Anderson, East Grand Forks, is interested in a plan to establish an electric railway between Grand Forks and Oslo. Detroit, Lansing & Grand Rapids Railway, Detroit, Mich. — It is announced that this company has surveyors at work on the proposed electric railway which will connect Farm- ington and Lansing. They expect to complete their work by March. The railway will connect with the Detroit United Railway at Farmington, thus making a direct electric route from Detroit to Lansing. [E. R. J., Dec. 18, '09. ] ♦Asbury Park, N. J.— It is stated that H. W. Leland is obtaining right of way to construct an electric railway from Cookman Avenue to the west side of Asbury Park to As- bury Avenue and from Colt's Neck and Jerseyville to Free- hold. Caldwell, N. J. — A temporary organization for the pur- pose of operating a street railway in Caldwell equipped with the Edison storage battery cars has been effected by the selection of William Shears as president; Wilbur B. Guild, vice-president, and John J. Ottenheimer, secretary. [E. R. J., Jan. 29, '10. 1 Mill ville (N. J.) Traction Company, George Wood, presi- dent, it is stated, will build a railway to Port Norris, pro viding the residents along the route will subscribe to $75,000 worth of stock at 5 per cent interest. The stock of the Mill ville Traction Company is to be merged with the new line. Manhattan Bridge Three-Cent Line, Brooklyn, N. Y.— The Public Service Commission has set Feb. 9 as the date for a hearing on the application of the company for a cer- tificate of public convenience and a necessity for the con- struction of a street railway to connect with each end of the Manhattan Bridge and through Canal Street to the Hudson River, a distance of about 5 miles. John C. Brack- enridge, vice-president. [E. R. J., Jan. 15, '10.] Elizabeth (N. Y.) Terminal Railway. — This company is making progress toward the construction of its railway between Elizabethtown and Westport. General bids are being received, and the contract for the entire work, it is said, will be let within 10 days. The company will have a healing before the Public Service Commission at Albany Feb. 7, when application will be made for authority to issue its stock and $150,000 30-year 6 per cent gold bonds. [E. R. J., Jan. 22, '10.] Rockland Railroad, New York, N. Y. — The Public Service Commission of the Second District has authorized this company to execute a mortgage upon all its property for the sum of $3,000,000 securing an issue of 5 per cent 50- year gold bonds for the same amount and allowing the issuance at the present time of $2,350,000 of such bonds. Bonds are to be sold at not less than 85. The company is authorized to issue at the present time $1,050,000 of com- mon stock, of which $415,700 of the stock is to be issued in payment for all preliminary expenses in connection with the promotion of the railway in Rockland County, which is to be 49 miles long. The proceeds of the balance of the stock and the bonds authorized are to be used for the construction of the line. The remainder of the bonds and the balance of the authorized stock shall not be issued except upon further order of the commission. [E. R. J., Nov. 20, '09.] Union Traction & Terminal Company, Marshfield, Ore. — This company advises that it has started construction work on its projected electric railway between Marshfield and North Bend. Power plant and repair shops will be located at Marshfield. Capital stock, $100,000. Officers: J. M. Blake, president; G. W. Kaufman, vice-president; Robert O. Graves, secretary, all of Marshfield. [E. R. J., Jan. 1, '10.] Portland Railway, Light & Power Company, Portland, Ore. — This company announces that work will begin soon on a 4-mile branch from West Oregon City to Oswego. It will be an extension of the Willamette Falls Railway run- ning south from West Oregon City past Willamette. It is reported that the company will build a bridge across the Willamette River at Rock Island and build an electric railway into the New Era, Molalla and Marquam country. [E. R. J., May 20, '09.] Clarion & East Brady Electric Railway, Clarion, Pa. — This company has completed the final surveys and will award contracts early in the spring for the construction of a 13-mile railway which will connect Clarion and East Brady via Reidsburg and Philipston. At Reidsburg connection is made with the Franklin & Clearfield branch of the New York Central & Hudson River Railroad and at East Brady the Allegheny Valley Railroad is reached. Geo. E. Arnold. Clarion, president. [E. R. J., Sept. 4, '09.] Pittsburgh (Pa.) Subway Company. — This company, which is seeking a franchise from the city for the construc- tion of an underground electric railway system, has de- posited with the city a bond of $100,000 as a guarantee to carry out its project. The franchise ordinance was in- troduced in the Council last April. [E. R. J., March 27, '09.] Aberdeen (S. D.) Street Railway. — At a recent meeting of the stockholders of this company it was decided to pro- ceed at once with the construction of the 4-milc street railway in Aberdeen. Charles N. Herreid, general manager. [E. R. J., Dec. 4, '09.] San Angelo (Tex.) Street Railway. — This company ex- pects to build about 4 miles of new track this year, but has not decided when contracts will be placed. Samuel Crow- thcr, president. 266 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. Ogden (Utah) Rapid Transit Company. — This company has taken steps toward completing the electric railway be- tween Ogden and Brigham City. The railway is in opera- tion between Ogden and Hot Springs, half way to Brigham City, and about 12 miles remain to be completed. Joseph West, chief engineer. Sheboygan Light, Power & Railway Company, Sheboy- gan, Wis. — This company expects to build 1 mile extension to its city lines, and also double-track some of its present city mileage. Ernest Gonzenbach, president. SHOPS AND BUILDINGS Washington, Baltimore & Annapolis Electric Railway, Washington, D. C. — This company is preparing plans for the erection of a two-story brick and reinforced concrete terminal station on West Lombard Street, Washington. The dimensions of the structure will be 80 ft. x 170 ft. The lower floor will be divided into two sections, one for freight and the other for cars. The building will also contain offices, repair shop and sand and track pits. Winona Interurban Railway, Warsaw, Ind. — This com- pany expects to place contracts during the next four weeks for the purchase of tools and the erection of new repair shops. Gulfport & Mississippi Coast Traction Company, Gulf- Port, Miss. — Contracts have been awarded by this com- pany for the erection of a car house. W. F. Gorenflo, Gulf- port, purchasing agent. Interborough Rapid Transit Company, New York, N. Y. — This company will build a two-story wing to its car house at Lenox Avenue and 148th Street, to be used for a recreation hall for its employees. The annex will be built of concrete and will be 85^2 ft. x 62 ft. The estimated cost is $30,000. Warren & Jamestown Street Railway, Warren, Pa. — The Public Service Commission of the Second District of New York has closed upon its records the complaint of the resi- dents of Fentonville, Chautauqua County, against this com- pany as to the need of a waiting room and platform at that place, the offer of the company to erect a station having satisfactorily disposed of the complaint. POWER HOUSES AND SUBSTATIONS San Francisco, Oakland & Son Jose Consolidated Rail- way, Oakland, Cal. — This company has recently purchased a 5000-hp Hamilton Corliss cross-compound engine and a 2700-kw, 600-volt, d.c. General Electric railway generator. Great Falls & Old Dominion Railway, Washington, D. C. — This company announces that it expects to purchase a 750-kw turbo-generator set. Theodore J. Kink, chief en- gineer. Pittsfield (Mass.) Electric Street Railway. — This com- pany has ordered from the Warren Steam Pump Company, Warren, two condensers for installation in its power plant in Pittsfield. Rochester Railway & Light Company, Rochester, N. Y. — The Allis-Chalmers Company is installing two hydraulic turbines in the power station of the Rochester Railway & Light Company. One machine has a capacity of 900 hp and the other 2100 hp. Sandwich, Windsor & Amherstburg Railway, Windsor, Ont. — This company advises that it expects to construct a new power station. Orders have been placed for two 500-kw, d.c, Canadian General Electric alternators and two 750-hp Goldie-McCulloch Corliss engines. James Ander- son, general manager. [E. R. J., Dec. 4, '09.] West Penn Railways, Pittsburgh, Pa. — This company expects to increase the capacity of its Greene Junction power station by the installation of two 12,000-hp turbo- generators. H. F. Barnard, Pittsburgh, purchasing agent. Virginia Railway & Power Company, Richmond, Va. — This company has awarded a contract to the Westinghouse Electric Manufacturing Company for a 6000-hp turbo-gener- ator. When installed the plant will have a capacity of 24,- 000 hp. Sheboygan Light, Power & Railway Company, Sheboy- gan, Wis. — This company expects to purchase an 800-kw low-pressure steam turbine and condenser. Ernest Gonzen- bach, president. Manufactures & Supplies ROLLING STOCK Municipal Traction Company, Cleveland, Ohio, will soon buy 250 new cars. Old Colony Street Railway, Boston, Mass., has purchased eight 14-bench and eight 12-bench open cars. Humboldt Transit Company, Eureka, Cal., has ordered four cars from the W. L. Holman Car Company, San Fran- cisco. Central California Traction Company, San Francisco, Cal., has placed an order with the W. L.' Holman Car Com- pany, San Francisco, for four cars. Ferrocarriles, Urbanes de Jimenez, Jimenez, Estado de Chihuahua, Mex., will buy 16 pairs of standard-gage wheels with journal boxes for horse cars. Portland (Me.) Railroad has ordered three 28-ft. closed cars mounted on Brill 27-G trucks and two 12-bench open cars mounted on Brill 39-E trucks from The J. G. Brill Company. Hummelstown & Campbellstown Street Railway, Hershey, Pa., has contracted with The J. G. Brill Company for one 30-ft. semi-convertible car to be mounted on Brill 27-G trucks. Boston & Northern Street Railway, Boston, Mass., has placed an order with The J. G. Brill Company for 32 14- bench and eight 12-bench open cars to be mounted on Standard trucks. Emigration Canon Railroad, Salt Lake City, Utah, has ordered one 35-ton electric locomotive from the Westing- house Electric & Manufacturing Company, which will be delivered in 90 days. Metropolitan Street Railway, Kansas City, Mo., reported in the Electric Railway Journal of Nov. 27, 1909, as being in the market for 50 cars, providing a franchise extension was granted, will not buy cars. Ottawa (Ont.) Electric Railway has placed an order with the Ottawa Car Company for two 21-ft. vestibuled city cars and with the Preston Car & Coach Company for three 35-ft. vestibuled open interurban cars. Columbia Electric Street Railway, Light & Power Com- pany, Columbia, S. C, will buy either two or four pay-as- you-enter cars in February. That some cars would be bought was mentioned in the Electric Railway Journal of Dec. 25, 1909. Whatcom County Railway & Light Company, Belling- ham, Wash., reported in the Electric Railway Journal of Dec. 18, 1909, as receiving bids on three 46-ft. cars, will order these cars through Stone & Webster Engineering Corporation. Union Traction Company, Sisterville, W. Va., reported in the Electric Railway Journal of Nov. 27, 1909, as con- templating the purchase of several cars, has ordered two 33-ft.-4"in. closed cars and one 15-bench open car from Jewett Car Company, Newark, Ohio. Virginia Railway & Power Company, Richmond, Va., has purchased 20 32-ft. closed pay-as-you-enter cars from The J. G. Brill Company. That these cars would be bought was mentioned in the Electric Railway Journal of Dec. 11, 1909. General Electric motors were ordered for use on these cars. Dominion Power & Transmission Company, Hamilton, Ont., reported in the Electric Railway Journal of No- vember 20, 1909, as contemplating the purchase of 10 cars, has purchased this number of double-truck pay-as-you-enter cars from the Ottawa Car Company to be mounted on Brill 27-G1 trucks. Los Angeles-Pacific Railroad, Los Angeles, Cal., men- tioned in the Electric Railway Journal of Oct. 30, 1909, as contemplating the purchase of a large number of motor cars for use on the Santa Monica branch of the Southern Pacific Railroad, has placed an order with the American Car & Foundry Company for 125 all-steel car bodies to be mounted on Baldwin Locomotive Works' trucks. The cars will be equipped with GE motors and Westinghouse brakes and compressor sets. February 5, 1910.] ELECTRIC RAILWAY JOURNAL. 267 Detroit (Mich.) United Railway has just placed orders foi the following equipment: 75 double-truck city cars with platform arrangements for pay-as-you-enter operation and 14 interurban cars. The Niles Car & Manufacturing Com- pany will build the interurban cars and 25 of the city cars. The other 50 city cars will be built by the G. C. Kuhlman Car Company. The 75 new city cars will have the follow- ing dimensions: Length of body, 31 ft. 3 in.; length over bumpers, 42 ft. 3 in.; width over all, 8 ft. 6l/2 in. The bodies will each be mounted on two Standard Type O-50 trucks with 5-ft. wheel base. K-35 General Electric control will be used with two Westinghouse 310-C interpole motors. The 14 new interurban cars will be of two sizes. Four will have the following dimensions: Length over end panels, 36 ft. 2 in.; length over bumpers, 46 ft. 4 in.; width over all, 8 ft. in. Baldwin M.C.B. Class 78-22-A trucks; four Westinghouse No. 310-C interpole motors and General Elec- tric K-36-B control were specified. These cars will be used for short interurban runs. The other 10 large interurban cars will have the following characteristics: Length over end panels, 41 ft. iol/2 in.; length over bumpers, 52 ft. 7l/2 in.; width over all, 8 ft. 8% in. Baldwin M.C.B. Class 78-25-A trucks, four Westinghouse No. 317 interpole motors and General Electric K-36-B control were ordered. All the new interurban cars will have Peter Smith hot water heaters, upholstered seats and toilet rooms. Report of this contem- plated purchase was made in the Electric Railway Jour- nal of Jan. 22, 1910. TRADE NOTES Indian Refining Company, Inc., Cincinnati, Ohio, has appointed J. V. Smith manager of its department of rail- way lubrication. Mr. Smith was formerly with the Galena Signal-Oil Company as salesman for five years. Catalogs Desired. — G. D. Ellsworth, purchasing agent of the International Railway, Buffalo, N. Y., is revising his catalog file and would appreciate the receipt of recent issues of catalogs covering goods used by the company. Baldwin Locomotive Works, Philadelphia, Pa., received the following truck orders during January: Lehigh Valley Transit Company, 36 motor trucks; Portland (Ore.) Rail- way, four motor trucks; Standard Roller Bearing Company, two motor trucks; Oregon Electric Railway, 10 motor trucks. National Brake Company, Buffalo, N. Y., announces the appointment of S. A. Benedict to look after the interests of the company in the territory west of Buffalo. Mr. Bene- dict was for six years secretary of the J. P. Devine Com- pany, Buffalo, N. Y., and is well known throughout the electric railway field. Columbia Machine Works & Malleable Iron Company, Brooklyn, N. Y., has opened an office in the Hudson Ter- minal Buildings, 50 Church Street, New York, N. Y., for the convenience of patrons. The main office of the company will remain as hitherto at the works in Brooklyn, to which all communications should be addressed. C. P. Nachod, general manager of the Nachod Signal Company, Philadelphia, Pa., will deliver a lecture 011 tin- evening of Feb. 17, 1910, before the Franklin Institute on the subject "Electric Railway Signaling," with particular reference to a contact system which will be exhibited at the time. Electrical engineers and others interested in electric railways in the vicinity and visitors to Philadelphia are cordially invited to be present. Warren Ross Lumber Company, Jamestown, N. Y., handles mahogany and cherry lumber for trolley cars. The company makes a specialty of catering to the requirements of car building companies and electric railways and carries on hand at Jamestown, N. Y., a lar^e and complete assort- ment of cherry. It is well equipped to supply this material for the interior trim of electric railway cars. The company is also a direct importer of mahogany and carries a very fine selection in stock. Norman C. Hayner Company, Rochester, N. Y., received a letter under date of Jan. 20, 1910, from the purchasing a«ent of the Cleveland, Painesville & Eastern Railroad, Willoughby, Ohio, saying that that company had used the Hayner germicide Killitol since October, 1909, and that it had proved very satisfactory. Killitol is applied twice a week in the toilets of the company's interurban cars and the floors of its regular passenger coaches and its baggage cars, and no trouble has been experienced with bad odors since its use was commenced. F. A. Hall, who for the last 12 years has been manager of the chain block and hoist department of the Yale & Towne Manufacturing Company, New York, N. Y., with works at Stamford, Conn., has resigned to become vice-president and treasurer of the Cameron Engineering Company, of Brook- lyn, N. Y. Mr. Hall's successor with the Yale & Towne Manufacturing Company will be R. T. Hodgkins, who for several years has been his chief assistant, and who is thoroughly qualified to perform the duties of the position. In his new connection Mr. Hall expects to make a specialty of trolleys and appliances for overhead handling of ma- terials, and in connection therewith, to make use of the Yale & Towne blocks and hoists, with the sale of which he has so long been prominently identified. ADVERTISING LITERATURE Liberty Manufacturing Company, Pittsburgh, Pa., is mail- ing a postal card calling attention to its Cyclone tube cleaners. Kelman Electric & Manufacturing Company, Los Angeles, Cal., is distributing bulletin No. 6 on high-voltage, discon- necting switches made for 10,000 volts to 80,000 volts with a current-carrying capacity of 100 amp to 300 amp. Calendars for 1910 have been received from Henry W. Brooks, Jr., & Company, of New York, certified public ac- countants, and from Frank Ridlon Company, Boston, deal- ers in and manufacturers of street railway apparatus and supplies. Western Electric Company, Chicago, 111., has issued a booklet in which is described the manufacture of lead- covered cable in the large and well-equipped cable plant of the company. Illustrations are presented of a storm- proof, 600 pair of B. & S. gage, paper-insulated, lead- covered Western Electric cable, the manufacture of tele- phone cable, and the Hawthorne works of the company. Holland Trolley Supply Company, Cleveland, Ohio, has issued a striking four-page illustrated pamphlet describing its well-known trolley specialties which include ball-bearing trolley bases, harps, wheels, anti-friction pin plate for trolley bases, sleet cutters, sleet wheels, trolley poles, trolley and bell cord, etc. The company has also issued a pamphlet regarding its new trolley grease, which, it asserts, will per- mit a trolley wheel to run seven to 10 days without inspec- tion or relubrication. W. J. Jeandron, New York, N. Y., sole agent in the United States for Le Carbone carbon brushes, has issued a 50-page booklet in which the history of the Le Carbone brush is reviewed and data given about the brushes for traction service, compressor motors, stationary generators and motors, etc. Classification of the brushes has been made as to low, medium and high conductivity. The com- pany also calles attention to its Le Carbone carbon packing rings for high-speed engines. Deming Company, Salem, Ohio, has issued an attractive and useful pocket diary for 1910 bound in leather. It bears the title "Every Day's Doings" and the Deming phrase "When water flows up hill." Aside from the diary, there are a number of pages of maps and useful statistical matter. The 10 pages devoted to descriptions and illustrations of Deming pumps for all purposes are very interesting and contain information about machinery of this kind which adds greatly to the value of the publication. Stromberg-Carlson Telephone Manufacturing Company, Rochester, N. Y., has issued Bulletin No. 1001, dated Janu- ary, 1910, entitled "Dcspatchers' Signals for Electric Inter- urban Railroads" which contains a description of the com- pany's telephone despatching signals Eor electric interurban railways and an article on their value. A feature of the publication is a double-page illustration showing an open view of the despatcher's Office equipment, the intermediate station equipment and the terminal station equipment, also a closed view of the despatcher's office equipment, the inter mediate station equipmenl ami the terminal equipment. 268 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 6. TABLE OF MONTHLY EARNINGS. Notice: — These statistics will be carefully revised from month to month, upon information received from the companies direct, or from official sources. The table should be used in connection with our Financial Supplement, "American Street Railway Investments," which contains the annual operating reports to the ends of the various financial years. Similar statistics in regard to roads not reporting are solicited by the editors. *Including Taxes. fDeficit. {Includes Ferry earnings up to April i, 1909. xlncludes other income received. Compan y AKRON, O. Northern Ohio Tr. & Light Co. BELLINGHAM, WASH. Whatcom Co. Ry. & Lt. Co. BINGHAMTON, N.V Binghamton St. Ry CHARLESTON, S. C Charleston Con.Ry., Gas & Elec. Co. CHICAGO, ILL. Aurora, Elgin & Chicago Railroad CLEVELAND, O. Cleveland, Paines- ville & Eastern R. R Lake Shore El. Ry. DALLAS, TEX. Dallas Electric Cor. poration. DAVENPORT, IA. Tri-City Ry. & Lt Co EL PASO, TEX. El Paso Elec. Co. FAIRAIONT, -W. VA Fairmont & Clarks. burg Trac. Co. FT. WAYNE, IND. Ft. Wayne & Wa. bash Valley Tr. Co. FORT WORTH, TEX. Northern Tex- as Elec. Co. GALVESTON, TEX. Galveston-Houston Elec. Co. GRAND RAPIDS, MICH. Grand Rap. ids Ry. Co. HARRISBLRG, PA Central Penn. Trac Co. HOUGHTON, MICH Houghton County Trac. Co. JACKSONVILLE, FLA. Jacksonville Elec. Co. KANSAS CITV, KAN Kansas City-West- ern Ry. LIMA, OHIO. Western Ohio Ry. Period 12 " 12 " 12 " 12 " 10 " 10 " 12 '• 12 " 12 " 12 " 12 " 12 " m., Dec. m., Nov. Nov. Dec. Nov. m., Dec. m., Dec. 12 " 12 " 12 " 12 " Nov. Dec. Nov. Dec. Nov. m., Nov. 12 " 12 " 12 " .12 " Nov. Nov. m., Dec. 12 " 12 " 12 " 12 " 12 " 12 " Nov. Nov. Dec. Dec. 6 " 6 " Gross In- come Operating Ex- penses Gross Income Less Op- erating Expenses '09 1 82 912 *101 555 81,358 '08 1 64 454 *86 147 74^306 'uy 2,177 642 * 1 , 1 90 057 987,585 '08 1,890 473 *1,086 424 804,050 '09 36 856 1 9 763 1 7 093 '08 32 971 1 8 694 1 4^277 '09 405 071 226 709 178,362 '08 358 094 205 609 1 52,485 '09 25 9 1 I 1 5 909 10,002 '08 24 82 I 1 5 82 7 8^996 '09 313 951 179 988 133,963 'OS 290 328 170 575 119,753 '09 69 532 44 801 24,731 '08 67 995 44 803 23^192 '09 650 089 415 517 234,572 '08 637 658 413 027 224,632 '09 1 22 789 69 526 53,263 '08 109 912 64 969 44^943 '09 740 805 372 108 368,696 '08 671 467 346 198 325,269 '09 23 600 *1 2 428 11,172 '08 32 763 *12 707 20,056 '09 321 173 *163 909 1 57,264 '08 305 745 *168 494 137,250 '09 89 062 *47 755 41,308 '08 80 28f *47 193 33^093 '()>; 1,109 084 *586 184 522,900 '08 1,035 650 *581 549 454,102 '09 121 215 68 780 52,435 '08 105 194 66 355 38!839 '09 1,307 186 812 326 494,860 '08 1,162 592 782 856 379,736 '09 204 X So 110 659 94,200 '08 1 78 259 96 652 81,607 '09 2,038 728 1,148 141 890,587 '08 1,819 077 1,069 317 749,760 '09 56 069 3 1 >02 24,767 '08 47 597 34 oS4 12,913 '09 596 ■\S(, 364 863 231,621 '08 529 820 381 818 148,002 '09 42 261 1 6 019 26,242 'OS 36 XI ),S 1 2 912 23!896 '09 472 251 165 432 306,819 'OX 416 882 145 884 270,998 'no 1 23 651 69 7 7 1 53,880 '08 111 794 58 996 52^798 '09 1,284 XOh 748 696 536,11 1 '08 1,203 88 5 072 396 531,498 '09 105 2 53 5 7 097 48, 1 56 OS 93 631 37^6 51 '09 1,248 516 686 562,488 08 1,067 475 022 356 445,118 '0'' 109 058 6 1 246 47,812 'OS 1 04 446 59 593 44^853 '(I1) 1,202 675 705 482 497,193 08 1,079 118 625 620 453,498 '09 ou X O 43 inn £, UU 37,126 08 74 > ">( ) 3 3 925 40^29 5 '09 938 869 447 670 491,199 '08 858 792 428 267 430,52 5 '09 60 49 1 7,499 '08 6 1 08 1 ■± j 137 15^944 '09 754 488 558 811 195,677 '08 708 295 556 940 151,355 '09 24 915 13 547 1 1,367 '08 21 591 12 063 9^529 '0" 318 716 171 616 147,100 '08 260 483 146 301 114,183 43 611 23 053 22,558 08 36 882 20 190 1 6,683 '09 476 731 268 637 208,094 '08 425 116 250 862 174,253 '09 27 509 20 263 7,246 '08 28 439 18 389 10,050 '09 191 369 118 021 72,448 '08 182 927 110 258 72,669 '09 40 623 22 688 17,935 '08 36 232 21 360 14,872 '09 268 463 138 578 129,885 '08 240 524 128 198 112,326 Deduc- tions From In- come 43,210 43,999 524,066 526,532 8,517 8,861 100,124 98,429 8,931 8,748 99,338 92,098 13,917 13,817 139,16/ 137,992 29,586 27,723 146,663 138,481 8,428 8,27 7 101,283 96,736 35.011 34,481 414,950 390,733 27,471 28,395 337,856 3 50,733 8,398 7,508 96,580 85,280 Net In- come 38,148 30,307 463,519 277,51 7 8,57( 5,416 78,238 54,056 1,071 248 34,625 27,655 10,814 9,375 95,406 86,640 23,677 17,219 222,034 186,787 2,744 11,780 55,981 40,515 6,296 11,388 107,949 63,369 24,964 10,444 157,004 29,003 16,370 5,405 135,041 62,722 16 190 31,967 14 915 22,736 202 247 360,240 186 675 258,443 22 986 24,827 20 941 23,912 261 53( 235,657 242 793 210,705 18 590 18,536 21 070 19,225 208 675 282,524 205 977 224,548 6 216 5,152 8 .So 3,693 72 025 75,076 58 658 55,525 9 482 13,077 9 020 7,663 112 649 95,445 110 351 63,903 6 875 x5S0 6 871 X3.225 41 250 X32.059 41 200 X3 1,640 15 402 2,533 14 866 6 92 659 37,226 91 180 21,146 Company MILWAUKEE, WIS. Milwaukee Elec.Ry. & Lt. Co. Milwaukee Lt., Ht & Trac. Co. MINNEAPOLIS, MINN. Twin City Rapid Transit Co. MONTREAL, CAN. Montreal St. Ry. NORFOLK, VA. Norfolk & Ports- mouth Trac. Co. PADUCAH, KY. Paducah Traction & Light Co. PENSACOLA, FLA. Pensacola Electric Co. PHILADELPHIA, PA. American Rys Co. PLYMOUTH, MASS Brockton & Ply- mouth St. Ry. Co. PORTLAND, ORE. Portland Ry., Lt. & Pwr. Co. ROCKFORD, ILL. Union Railway, Gas & Electric Co. | ST. LOUIS, MO. United Rys.*iCo.""of St. Louis. SAN FRANCISCO, CAL. United Rail roads of San Fran- cisco. SAVANNAH, GA. Savannah Elec. Co SEATTLE, WASH. Seattle Elec. Co. SYDNEY, N. S. Cape Breton Elec. Co., Ltd. TACOMA, WASH. Puget Sound Elec trie Ry. TAMPA, FLA. Tampa Elec. Co. TOLEDO, OHIO. Toledo Rys. & Co. TORONTO, ONT. Toronto Ry. Lt Period lm., Dec. 1 " 12 " 12 " lm., Dec. 1 " 12" 12" lm., Nov. 1 " 11 " 11" lm., Dec. 1 " 3 " 3 " lm., Nov. 1 " 11 " 11 " lm., Nov. 1 " 12" 12 " lm., Nov. 1 " 12" 12" lm. 1 " 6 " 6 " Dec. lm., Nov. 1 " 12" 12" lm., Dec. 1 " 12 " 12" lm. 1 " 11 " 1 1 " lm. 1 " 12 " 12 " lm. 1 " I 1 " I I " lm. 1 " 12 " 12 " lm. 1 " 11 " 11 " lm. 1 " 12 " 12 " lm. 1 " 12 " 12 " lm. 1 " 12 " 12 " lm. 1 " 12 " 12 " lm. 1 " 1 1 " 11 " Nov. Dec. Nov. Nov. Nov. Nov. Nov. Nov. Dec. Nov. Gross In- come 435,354 401,110 4,355,007 3,991,105 166,770 182,359 1,519,780 1,471,477 580,795 526,574 6,354,177 5,846,542 337,563 304,885 1,026,441 935,071 155,756 1 1 56,732 tl, 748,495 jl, 708, 761 20,710 19,108 227,210 227,104 21,176 18,666 245,049 209,974 252,178 237,531 1,563,415 1,473,188 8,628 8,331 130,747 121,672 432,666 386,797 4,818,022 4,351,676 251,350 226,808 2,534,338 2,326,110 918,328 910,288 11,111,431 10,593,166 619,313 574,522 6,810,118 6,262,900 51,088 54,949 607,527 595,384 451,533 398,795 5,372,280 4,103,860 22,784 21,789 238,167 250,583 139,018 132,352 1,856,678 1,629,729 52,900 49,176 589,977 548,406 263,552 236,067 2,733,177 2,542,110 325,417 286,957 3,515,684 3,223,036 Operating Ex- penses 204,348 170,326 2,1 18,902 1,983,805 34,569 30,425 392,078 371,072 273,044 259,780 2,982,786 2,897,698 212,006 203,119 586,879 549,195 85,495 87,332 1,006,832 1,010,919 11,319 10,981 132,575 135,669 12,362 11,046 140,443 146,847 6,450 7,013 91,748 89,732 182,277 177,923 2,196,496 2,122,486 134,711 117,156 1,301,649 1,202,442 *601,491 *555,430 *7, 028, 178 *6,737,460 352,570 316,333 3,862,445 3,899,679 33,516 34,194 393,404 390,850 265,088 236,679 3,105,503 2,416,759 11,889 11,313 142,446 143,690 97,507 89,882 1,234,895 1,031,741 28,583 31,412 346,280 364,432 136,305 120,356 1,526,120 1,377,022 168,112 126,643 1,789,199 1,708,838 Gross Income Less Op- erating ;Expenses 231,007 230,784 2,236,105 2,007,300 132,201 151,934 1,127,702 1,100,405 307,751 266,794 3,371,391 2,948,844 125,557 101,767 439,562 385,876 70,261 69,400 741,663 697,842 9,391 8,126 94,635 . 91,434 8,814 7,620 104,606 63,127 2,178 1,318 38,999 31,940 250,389 208,874 2,621,526 2,229,190 116,639 109,652 1,232,689 1,123,668 316,837 354,858 4,083,253 3,855,706 266,743 258,189 2,947,673 2,363,221 17,572 20,755 214,123 204,534 186,445 162,116 2,266,777 1,687,101 10,894 10,476 95,721 106,893 41,511 42,470 621,783 597,988 24,317 17,763 243,697 183,974 127,247 115,711 1,207,057 1,165,089 157,305 160,314 1,726,485 l,514,19g Deduc- tions From In- come 90,309 101,916 1,268,827 1,197,201 67,624 60,731 779,336 716,941 140,251 143,667 1,529,012 1,427,456 34,481 30,727 96,345 90,569 64,208 65,762 709,898 723,720 6,621 6,709 81,638 82,875 4,509 4,271 52,316 51,371 1,756 2,119 22,013 26,894 129,812 116,606 1,493,039 1,384,542 65,027 64,835 708,344 696,184 232,176 233,866 2,798,182 2,798,738 17,555 17,566 209,171 207,099 104,184 95,797 1,138,953 993,934 5,049 4,896 60,340 59,407 48,930 43,399 564,323 515,514 4,594 4,414 56,362 35,608 7 5,927 72,125 879,503 851,782 Net In- come 140,697 128,869 967,278 810,098 64,577 91,203 348,366 383,464 167,500 123,127 1,842,379 1,521,388 91,076 71,039 343,218 295,307 6,053 3,638 31,765 185,878 2,770 1,417 12,997 8,560 4,305 3,350 52,290 11,756 422 t801 16,987 5,045 120,577 92,268 1,128,487 944,648 51,612 44,817 524,345 427,484 84,661 120,992 1,285,071 1,056,968 17 3,189 4,952 t2,565 82,261 66,319 1,127,824 693,167 5,846 5,580 35,381 47,486 t7,419 t930 57,460 82,473 19,723 13,349 187,335 148,365 51,320 43,586 32-7,554 313,307 Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, FEBRUARY 12, 1910 No. 7 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGkaw, President. J. M. Wakeman, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1010, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed NEW YORK, SATURDAY, FEBRUARY 12, 1910. CONTENTS. American Association Papers 269 Repair Methods and Overhauling Period 270 Simple Endurance Tests 270 The Hydroelectric Problem 271 New Pay-As-You-Enter Cars for the Public Service Railway, Newark, N. J 272 London Tramway Depreciation Allowance for Income Tax 274 Power Station Improvements at Terre Haute 275 Constitutionality of Corporation Tax Law 277 The Milwaukee Classification of Accounts 278 Papers Presented at Mid-Winter Meeting of the American Association. 279 Association News 288 Hearing on Service in New York Subway 289 Chicago Subway Plans 289 Interstate Commerce Commission Report on District of Columbia Street Railways 290 Coney Island & Brooklyn Railroad Valuation 290 Data Book on the Columbus, Marion & Bucyrus Railway 290 Moving Double-Truck Cars with a Single-Truck Transfer Table 290 Catalogues of Technical Books 290 News of the Week 291 Financial and Corporate 293 Traffic and Transportation 295 Personal Mention 298 Construction News 299 Manufactures and Supplies 301 The American Association Papers Through a wise decision of the executive committee of the American Street & Interurban Railway Association, ibstracts of the papers presented at the mid-year meeting of the American Street & Interurban Railway Association on Jan. 28 are made public. The papers were originally prepared as addresses for executive sessions, but the facts given in them were so instruc- tive that it was decided to print them, and with the per- mission of the authors, abstracts are published elsewhere in this issue. All of the papers relate broadly to the subject of how a fair return can be secured upon investment in electric railway properties. Thus, Mr. Sergeant draws attention to the low rate now being secured in an industry in which there is consid- erable risk and to the erroneous impression held by the public in general as to the profits gained in electric railway under- takings. Mr. Clark quotes from various authorities the enor- •mous increases which have occurred during the past five years in the cost of labor and materials required in electric railway operation, and points out methods by which the public can be made familiar with these facts. The paper of Mr. Ford is de- voted to a discussion of the subject of depreciation. It presents, in brief, the somewhat divergent rules of State and Federal authorities concerning the treatment of depreciation of rail- way properties and describes a method which has been applied oh one property. Mr. Sullivan's address was a complete expo- sition of the history and work of the Massachusetts Board of Railroad Commissioners, and it was received with close atten- tion as a critical account of the results accomplished by the public regulating body which, so far as street railways are con- cerned, has been the most conspicuous example of commission rule in the country. These four papers will give to those who are familiar with the conditions upon individual electric railway properties a very clear understanding of the status of the industry as a whole. To those who are not so conversant with the subject they are of the greatest value because they summarize a situation which is of almost as vital interest to the public as to the railway com- panies themselves. Taken in connection with the address of President Shaw at the mid-year meeting, they constitute an un- answerable argument in favor of some radical change in the policies generally pursued toward public-service corporations, if the latter are to give efficient service. The present seems to be an appropriate time for driving this lesson home. The fact that there has been an increase in the price of nearly every article used in individual consumption is a matter of common knowledge, but all do not as fully realize that the "cost of living" of public-service corporations has in- creased in like ratio. We believe thai if the publication of these four papers will assist in extending a knowledge of this fact, the authors of the papers will feel fully repaid for the work expended in their preparation. 270 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. Repair Methods and Overhauling Period A number of large city railways with practically the same class of equipment have adopted 10,000 car-miles as their over- hauling interval, but with very different results. Of course, when a railway establishes a standard of this kind for its electrical car equipment, the presumption is that the motors, controllers, circuit breakers and other parts will operate with- out serious breakdowns until the next overhauling period falls due. If the mileage lost through "run-ins" of electric apparatus does not exceed, say, one-tenth of 1 per cent of revenue mile- age, it is fair to say that the company has an overhauling basis which is not too large. Of course, the efficiency of the motor- men has a great deal to do with the number of repairs required, but thoroughness in electric repair work is usually the more important factor in fixing the length of the interval between overhaulings. One company, whose winter record of "run-in" mileage per 1,000 car-miles operated is only 0.75 mile, ascribes this excel- lent performance to the fact that every part of its motor re- pairs, controller overhauling, circuit-breaker calibration, and the like, is done at the bench. This method insures thorough performance, because the apparatus is repaired with the best available tools in the most convenient position and under the eyes of the shop foremen. Bench work is not an unmixed blessing, however, because if the different leads and terminals are frequently reconnected they are apt to deteriorate rapidly. It therefore appears advisable to adopt a middle course, and take to the bench only those parts which, in the judgment of the foreman, require the most careful attention. This plan is followed by a company which has had in service 330 cars a day during the past year without a single controller failure. It might be said, however, that the controllers were provided with a system of continuous lubrication, and although the seg- ments are lubricated by rubbing against felt pads soaked in oil, there has been no trouble from fire in the controller cases. Simple Endurance Tests It is an excellent plan to obtain performance or endurance records of the many small pieces of apparatus which have to be used on an electric railway system. Such records often will show a purchaser where he can gain a considerable economy. Those roads which have gone into testing work in earnest have found it to be of such value that the scope of the tests has often been broadened. Few roads, however, are large enough to establish a testing bureau as a separate department, and so on some roads each department head assumes the responsibil- ity of recommending to the purchasing agent which make of device or material of a certain class shall be bought for a certain use. This procedure does not approach in thorough- ness the work of a testing bureau or well-organized testing department. So much may depend upon the qualities of a de- vice or material that, within reasonable limits, too much care can hardly be given in ascertaining before purchasing just what results may be expected. The large road, with its testing bureau, and the smaller road, as a subscriber to a central testing laboratory, can quickly obtain records that will bring about economies ; yet supplementary to such testing bureau work are some endurance tests that can be made in such simple ways that hardly any road can afford not to utilize them. There is such a vast difference in the way in which various materials behave under widely different operating conditions that an endurance test of some small part will often bring out a flaw in design or material which the purchaser can properly insist on having corrected before he assumes any responsibility. The shop superintendent of a large city property in the cen- tral States has made a number of very simple tests which have produced results far beyond expectation. All of these tests are more or less comparative, and perhaps are not always carried cut in close accord with operating conditions, but the results show which kind of material or device will give the best serv- ice, price and life considered. Small car parts, for example, are subjected to actual use until they break down, and com- parison is made between first cost and life. At one time bell circuits were to be installed in about 1500 cars. A special resistance formed an important part of a patented scheme for using trolley current for bell ringing. The shop superintendent had some doubt about the life of this re- sistance, and so obtained sample sets for testing. He connected up a bell circuit similar to that which was planned for the cars, and inserted the sample resistance. Current was taken from the shop trolley, and the circuit was closed so that the bell would ring continuously. The resistance thus was doing very nearly the same service that it would if installed on a car, except that under test the service was continuous. The life of the resistance was noted, and it was found to be not so great as could be desired. Suggested changes were made by the manufacturer, and the samples were again tested. These had a much longer life under the same service. With the life thus determined, the shop superintendent could make close estimates of the cost of trolley current for bell ringing as compared with battery current. He was not accepting the new method blindly. Another endurance test was made for the purpose of deter- mining the life of trolley bushings. Trolley wheels with the bushings which were to be compared were mounted in harps on poles and bases as regularly used. A rope was passed over two pulleys in such a way that the trolley wheels could be set against the moving rope as in actual service. The speed of the rope was found and the time of starting noted. Thus the miles run by the wheels were measured and the life of the bushings compared. A criticism of this test was that no cur- rent passed through the wheels during the test. Nevertheless, with the rope traveling continuously at a high rate of speed the lubrication and mechanical qualities of various wheels could be compared very quickly in this way. Before deciding on a type of journal box for new cars the management put several makes through endurance tests at the railway shops. The object, of course, was to test the boxes under conditions which closely approached those of actual serv- ice, and there was not sufficient time for road tests. Six kinds of boxes were under trial, and interesting results were obtained. The method of testing was to clamp a journal box on its side on the bed of a planer and move it back and forth under a wearing plate which resembled a pedestal guide in its wearing effect. This plate was held down in the box way under a pressure of about 450 lb. applied by an adjustable weight car- ried at the end of a lever mounted in the tool post. A counter was attached to the planer and the box moved back and forth under the weight 10,000 times or less, according to the wear. Records of the tests showed the number of strokes of the planer with each type of box, wear of the box and wear of the plate, compared with the original thickness of the metal February 12, 1910.] ELECTRIC RAILWAY JOURNAL. 271 :in the box. With these results it was easy to determine the ■comparative life to be expected from machined and unmachined boxes and those made of semi-steel, chilled iron, or with steel inserts. Center bearings also were given tests. Two bearings of like design were placed under a hydraulic press and the amount of pull necessary to turn the two middle halves by pulling on a long bar inserted between them was measured. A comparison of the friction of different kinds of bearings under various loads up to 100 tons was thus obtained. Some of the bearings broke down before the full load was applied, thus exhibiting weakness which would not be desired on the score of mainte- nance charges, no matter how little friction the bearing had. In all these and many other tests made at this shop the one idea has been to gain a comparative idea of the qualifications •of a certain piece of apparatus or a part for severe service. The results have more than justified the work and expense for testing, and now plans for a more complete testing equip- ment are being made. The Hydroelectric Problem Within the last year or two the question of development of hydraulic privileges has come more conspicuously to the front than ever before. Very keen attention has been concentrated •on the matter, owing to the long-winded and somewhat acri- monious discussions over the Government policy toward water- powers, coupled with a great deal of vague polemics directed against the alleged water-power trust. As regards the eco- nomic aspect of the matter, it must be admitted that there are two sides to the question. A well-located steam plant op- erating on a very large scale can really deliver power at a price lower than can be afforded by most hydroelectric plants, while, on the other hand, the well-located and economically installed hydroelectric plant can easily surpass anything in the way of a steam plant that has yet been devised. Between these two extremes lie many debatable cases in which the net economy of hydraulic generation of power may be somewhat in doubt. There are many instances, especially in the older portions ■of the country, in which it is certain that water-power as developed costs more per horse-power than would be the case with a thoroughly modern steam plant. Looking at the matter from the larger view however, the cost of coal is steadily increasing and very few power companies can own their own coal mines, as do some of those which are making record breaking low costs. Water-power, on the other hand, is a source of power that will stay with us after the last pound of coal is mined, and as a permanent national resource the integrity of the water-power supply should be jealously guarded. There is no need of befogging the real issue with speculations as to the existence or growth of any trust or combination intended to get possession of the hydraulic re- sources of the country. If there is not such a combination now there is very likely to be one a few years hence merely on the general principle that every imaginable valuable thing of public utility will be grabbed by a combination of capital if the public permits it. The main question is whether the Gov- ernment shall, so far as in it lies, exercise a restricting influ- ence on the present development of water-powers, or whether it shall throw open the gates and let them be utilized as speed- ily and completely as possible. The recent paper by Mr. Doherty, discussed in the current number of the "Institute Proceedings," has awakened even a keener interest in the matter than has before existed, and the question has really become of large national importance. From the standpoint of the public good a cheap and plentiful power supply is a prime necessity to successful manufacture. If this can be obtained best by encouraging the rapid taking up and development of water-powers, that is the policy to be pursued, while if such development is likely to lead to imperfect utiliza- tion of powers and to combinations which will artificially hold up the price of water-power, then to encourage hasty develop- ment is an injury to the public. In considering this question it seems to us that so far as the matter of combinations is concerned a sharp line ought to be drawn between physical amalgamation and financial as- sociation. If the water-powers of a given territory are to be so utilized that they will be a great industrial resource, not to-morrow and next day, but a century ahead, they must be so organized as to assist each other physically. A few great power networks exist, and their usefulness is well established. On the other hand, if the only association of the water-powers of a given territory rests in a community of ownership, either through individuals or by a holding company, then it is per- fectly safe to sa}' that the combination will inevitably result in that holding up of the prices which is invariably and always associated with firmly established monopoly. The long and short of the affair is that if the Government is to consider the interest of the public, and not that of favored individuals, it should take a firm and unalterable stand ag"ainst the merging of power enterprises which are not physically connected and against the acquisition of hydraulic privileges by any concern whose object is to merge them in a financial and not physical way with other holdings. On the other hand, if any persons propose to develop all the powers of a region as a coherent whole, they should be encouraged to do so under rigid Gov- ernment supervision and control. Whatever may be said about the virtues of cheap steam power, a first-class group of hydraulic privileges intelligently developed without the taint of high finance is pretty certain to prove a paying proposition at a price for power which bene- fits the community as well as the stockholders. Moreover, the demand for power in the future is practically certain to increase, probably in a greater ratio than almost any other commodity or service employed by mankind. Power is one of the very few things for which the demand seems constantly to be increasing, but for which the ultimate supply is already in sight. This condition emphasizes the importance in the de- velopment of water-powers of a conservation of all of the forces ultimately available. But in not a few recent instances there has been no proper realization of the engineering require- ments of the case. Waste of this sort when applied by any one to matters of so great public concern as hydraulic privileges ought to be put down with a strong hand, in so far as the Government has power to do so with respect to tin- privileges which remain still in its guardianship. Hut there is no reason why the Gov- ernment should hold nut a power or group of powers from Utilization, provided such Utilization lie properly carried out, miller regulations that will insure on the one hand a fair profit for tin' easli actually spent and a favorable price of the product to the public, whose rights it is the duty of the Government to conserve. 272 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. NEW PAY-AS-YOU-ENTER CARS FOR THE PUBLIC SERVICE RAILWAY, NEWARK, N. J. The Public Service Railway Company, Newark, N. J., has recently completed nine single-end pay-as-you-enter cars at its Plank Road shops. These new cars are in addition to the 150 cars purchased three years ago from the Cincinnati Car Com- pany and like them will be operated under the license of the Pay-As-You-Enter Car Corporation. The prepayment cars of the Public Service Railway Company differ from the usual de- signs principally in the fact that they do not use the ordinary folding vestibule doors, but employ in their stead novel plat- form gates designed by the mechanical department of the rail- way company. The nine new cars are very similar to the 150 pay-as-you- enter cars now in use except that they are 3 in. narrower and have different platform arrangements and longitudinal instead of transverse seating. The car body proper is also 32 ft. long instead of 30 ft. 8 in., but its weight has been reduced from 20,063 lb. to 18,589 lb. The total weight of the new car, how- ever, is greater because instead of using Brill 27-GI trucks, which weigh only 10,860 lb. per pair, they have the heavier Brill 27-MCB trucks. The first two trucks of the new design weigh 16,164 lb., but the weight of the remaining trucks was cut down to 14,564 lb. per pair. The No. 27 truck was chosen in order to Public Service Railway Cars — Rear Platform, Showing Gates secure a truck which would permit the use of inside hung motors carried on 5 ft. 10 in. centers. The table on page 274 gives a comparison of the first and second types of these pay-as-you-enter cars. It will be observed that the type 1900 or more recent car, when carrying exactly the same equipment except for trucks, weighs 1200 lb. per seated passenger, while the type 2100 or older car weighs 1144 lb. per seated passenger. The new cars are 44 ft. long over the bumpers; 32 ft. long over the corner posts and have an over-all height of 11 ft. iy2 in. from the rail to the roof. The motorman's platform is 4 ft 6 in. long with a 30-in. exit step, and the conductor's plat- form is 6 ft. 5 in. long with a 27-in. and 25-in. entrance and exit step opening respectively. The car is 8 ft. 3 in. wide over the posts and 8 ft. iy2 in. wide over the sill plates. This dimen- sion is 3 in. less than the first pay-as-you-enter cars, but it is still liberal enough to have the entrance and exit doors of good widths. ^ Thus the single-entrance door has a clear opening of 24 in. wide and both the rear and front sliding exit doors have February 12, 1910.] ELECTRIC RAILWAY JOURNAL. 273 clear openings of approximately 26 in. Furthermore, as the seating on both sides is longitudinal and only 17 in. wide, it has been found possible to have a 54-in. aisle. It will be seen from this that the car is very well suited for the rapid handling of passengers in city service. The construction of the car is almost entirely of wood. The These gates are operated by the conductor through two handles placed in the platform railing one above the other. The top handle controls the entrance gates and the bottom handle the exit gates. One pair of gates can be closed while the other is being opened or both may be opened and closed simultaneously. This arrangement places the movement of passengers under the Public Service Railway Cars — Cross Section at Front Fnd Public Service Railway Cars — Cross Section at Rear End side sills are 7% in. high x A,1/? in. wide throughout the car. They have an outer facing of 5/16 in. steel plate, which is car- ried up 18 in. or as far as the belt rail. A x/%-'m. steel plate is also used between the belt rail and the bottom window sills. The center sills, cross sills and platform sills are also of wood, control of the conductor. All the operating levers for the gates are beneath the platform or inside the front dividing wall, which is connected to the step stanchion, so that no mechanism obstructs the platform. When the gates are closed, they are parallel to the back of the step. On the company's double- Public Service Railway Cars — Side View, Showing Exit Door from Front Platform but most of the members are reinforced with angles and plates as shown on the accompanying drawings. conductor's platform and gates The conductor's platform is not divided by a continuous curved rail as on the usual pay-as-you-enter platforms owing to the use of step gates which control the exit and entrance. end cars, an unobtrusive locking device is provided to prevent the gates from being manipulated by passengers on the front plat form. The cash box is placed inside a short curved pipe rail in the usual position along the path to the entrance door. With hi« left hand, the conductor can work the gate handles while his 274 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. right hand can control the sliding exit door through a lever. Fares are registed through a pedal mechanism or a strap over- head. In the roof over the cash box there are placed five 16-cp lamps. These afford so much light that at night the con- ductor is no more likely to be deceived by bad coins or old transfers than in the day time. motorman's platform As previously noted these cars are single-enders so that only an exit door has been provided for the front platform. The step exit is closed normally by a double-folding door which is H--30- - st;3»«-'-ssSr-»! i* — 30'- -„ Public Service Railway Cars — Plan of Platforms manipulated by the motorman through a lever above his hand- brake wheel. This platform contains quite an array of equip- ment. In the case of the car illustrated, the stove is placed in the rear corner in an aluminum-painted case and the heated air passes through a screen into the body of the car just above the heads of the passengers. The sand is placed in a metal box alongside the stove and thus is kept warm and dry. The rest of the apparatus on this platform consists of the controller and an engineer's valve for the operation of the air brakes. The motorman's vestibule contains no lights except the lamp used in the destination sign box. MISCELLANEOUS The electrical equipment of these cars consists of four West- inghouse 101-B2 motors. The power wiring of the motors is lead through 2-in. pipes to opposite sides of the car and thence carried under the car seats in %-\n. transite-lined wooden Public Service Railway Cars — Standard M.C.B. Type Truck troughs. These troughs are encased by %-in. boards coated on the inner side with flameproof paint, and as shown in the sections have a strip beneath extending to the car floor to pre- vent the deposit of imflammable rubbish. The cables are led from the forward end of the troughs through 2>2-in. pipes to a junction box near the body and sill, and thence under the front platform to the controller. The window sash are equipped with National Lock Washer Company's fixtures and the ventilator sash are of wired glass. The interior of the car body is illuminated by 12 16-cp lamps set in the roof. As customary in cars of this type, a push- button circuit is also installed. Although the pay-as-you-enter cars are no longer a novelty to the Newark patrons of the Public Service Railway Company, care has been taken to in- dicate that they are prepayment cars. The dashers, which are painted yellow, bear in aluminum letters the words "Pay-as-you- enter" on a red shield bordered in black. At the rear of the car the words "In" and "Out" are painted on the steps, and at the end of the car body appear the words "Have Your Fare Ready, Please." Passengers on entering the car also will note instructions on the vestibule sash regarding fare payment by cash or transfers. A large sign extending across the roof inside the car reads "Leave by the Front Door." OTHER CARS The company has also placed an order with the Cincinnati Car Company for 100 cars generally similar in design to the cars just described except that they will not be pay-as-you- enter cars. The difference in arrangement will be in the de- sign of the rear bulkhead, which will be provided with double- sliding doors in the manner usually followed in ordinary street cars. These doors when open will give a clear space of 48 in. The fare box will be located on the platform in the usual man- ner and gates will be installed as on the other cars. Both these cars and the nine others described were designed for indepen- dent air brakes as they are for use on lines where storage air is not in operation. The latest cars will seat 41 instead of 39 passengers, and as the car body will weigh only 16,500 lb., the average weight per passenger will be cut down to 1091 lb. COMPARISON OF TWO P.-A.-Y.-E. CARS OF THE PUBLIC SERVICE RAILWAY. Type 1900. Type 2100. Length of body 32 ft. 30 ft. 8 in. Seating capacity 39 39 Weight of body, with seats 18,589 lb. 20,063 lb. Electric equipment, except motors 746 lb. 746 lb. Two Brill No. 27-G-1 trucks 10,860 lb. Two Brill. No. 27-M.C.B. trucks 14,564 lb. Four Westinghouse 101-B0 motors 10.908 lb. 10,908 lb. Brakes (approx.) 1,351 lb. i,35i lb. Jewel stove 282 lb. 282 lb. Detroit fender 390 lb. 390 lb. Total equipment weight 29,841 lb. 24,537 lb. Total weight 46,830 lb. 44,600 lb. Weight per seated passenger 1,200 lb. L'44 lb. LONDON TRAMWAY DEPRECIATION ALLOWANCE FOR INCOME TAX At a recent meeting of the London County Council the finance committee submitted a record of the results of negotiations with the income tax authorities in relation to the London tramways. The assessment for the past five years under Schedule D had been standing over pending a settlement of the amounts to be allowed for depreciation, etc. The settlement had now been made. Concerning allowances for depreciation of permanent way constructed on the conduit system, figures were prepared for the Council which showed that the average cost of renewal on conduit lines was £5,450 per single mile of track, and this figure had now been accepted by the chief inspector of taxes. Taking the average life at 10 years, the annual allowance was £545. The following items had also been allowed in accordance with a scheme adopted by the Inland Revenue : Three hundred and fifteen pounds per single mile of track for permanent way on the overhead trolley system, 7 per cent on written-down capital cost of cars, 3 per cent on written-down capital cost of cables, and 5 per cent on written-down capital cost of general plant and machinery. The total allowances for depreciation for each of the 5 years to 1908-09 were £36,202, £52,308, £77,878, £122.680 and £160,900. A claim had also been made to set off against the "profit" on the tramways the loss on the steamboats. This claim had been admitted, and the total amount allowed was £88,171. A claim had also been made for an allowance of £3,725 a mile in respect of horse lines recon- structed for electric traction which were wholly worn out at the time of reconstruction. The present position was that the Council had been allowed £3,725 a mile in respect of about 71^ miles single track wholly worn out, and nothing in respect of about 50 miles not wholly worn out at the time of recon- struction. On March 31, 1909, there were about 69 miles not re- constructed, and the Council would be able to claim allowances for the greater part of these. The amounts allowed each year for 5 years ending 1908-09 were £12,436, £i7,i3S, £104,747, £82,829 and £29,688. The report was adopted. February 12, 1910.] ELECTRIC RAILWAY JOURNAL 275 POWER STATION IMPROVEMENTS AT TERRE HAUTE The generating capacity of the Terre Haute power station of the Terre Haute, Indianapolis & Eastern Traction Company has just been increased by the installation • of a 3000-kw Curtis turbine set. Existing generating apparatus, of the same manu- facture, had a rated capacity of 3500 kw. The maximum hourly demand on this station is about 6000 kw, and the daily output is about 80,000 kw-hours. A description of the Terre Haute station appeared in the Electric Railway Review for Nov. 9, 1907, page 755. As explained in that article, the plant was designed with a view to its subsequent enlargement, but at that time the need for its extension so soon was not antici- pated. Additional generating capacity has been made necessary by ADDITIONS TO BUILDING The original station building consisted of a boiler room 72 ft. wide x 81 ft. long and an engine-room 62 ft. wide x 81 ft. long. These subdivisions were separated by a brick firewall. All of the side walls of the building except that on the north side, are of concrete, steel and brick. The north wall was constructed temporarily of corrugated iron carried on a wooden framework, and this has been carried out to gain the additional floor space. The new equipment re- quired an extension of 17 ft. on the turbine room and 85 . f t. on the boiler room. These extensions are built of yellow brick and have a concrete-steel roof, and conform to the fire- proof construction of the remainder of the building. -Because of the height of the 3000-kw turbine, which is mounted on a condenser base, it became necessary to raise the level of the Exterior View of Remodeled Terre Haute Power Station of the Terre Haute, Indianapolis & Eastern Traction Company the increase in traffic on the 88-mile interurban system which radiates in four directions from Terre Haute, and by a con- siderable increase in the lighting and power loads at Terre Haute. The local street car service, with 27 miles of track, and the residence and commercial lighting of Terre Haute and three smaller towns form an important part of the load on the Terre Haute station. The street lighting load includes 606 constant-current arc lamps. Current at 22,000 volts is fed from this station to six inter- urban railway substations. The transmission line possesses many interesting features, including a river span 900 fl. long supported on steel towers, all of which were described in the article already mentioned roof over the new turbine room extension above that of the roof which covers the 1500-kw and 500-kw units first installed. The old turbines are served by a 20-ton Cleveland crane, with runways 26 ft. above the floor. The large new turbine in its 1 7- ft. extension is served by a 30-ton Cleveland crane carried mi runways 45 ft. above the turbine floor. Preparation has been made for the extension of the new crane runways when- ever further extension of the turbine room is required. A concise description of the principal units of this station, including an outline of the improvements made at the time of enlargement, may be of interest. BOILER PLANT The fuel used in the Terre Haute plant is local run of mine 276 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. coal received from mines located about 5 miles from Terre Haute. This coal is delivered on a steam railroad side track parallel with the boiler house end of the station. At the pres- ent time coal is distributed to the boiler fronts by hand, but plans have been completed for the installation of a coal-crush- ing and elevating plant. This plant will include a hopper under the present steel-supported receiving track, a crusher located near by, a cross conveyor leading into the basement of the boiler house and an elevating bucket conveyor which will ■deposit coal in a concrete bunker above the front of the boilers. The present storage capacity under the receiving track is 1800 tons. The boiler installation includes the original plant of eight 520-hp Aultman & Taylor boilers and four new boilers of the same size and type. The old boilers are equipped with Foster superheaters and the four new boilers have the B. & W. type superheaters, all designed to superheat the steam 100 deg. The eight original boilers exhausted to two brick stacks 165 ft. high, with an internal diameter of 8 ft. 6 in. The new boiler plant is served by a new stack 175 ft. high, with 9-ft. internal diameter. This stack is made of Kellogg radial brick. Three additional stacks will be needed before the ultimate capacity of the station is reached. ture. Within the station provision is made for connecting the new and old water supplies. Feed-water for the four new boilers is supplied by duplicate sets of Dean Brothers pumps with duplex cylinders, 14 in. x 10 in. x 24 in. The older equipment included two Smith-Vaile pumps, with cylinders 12 in. x 8 in. x 12 in. A Venturi meter installed in the discharge end of the boiler feed pumps provides a ready means for measuring the feed-water. A bypass around the meter is available. The boiler-feed water is warmed by two Goubert closed heaters, with a total rating of 3000 hp, and two open-type heaters with a total rating of 6000 hp. The lat- ter heaters were built by the John Angell Company, St. Louis. All the auxiliaries and the surface condensers exhaust into the heaters. TURBINE EQUIPMENT The newly installed unit is a four-stage vertical Curtis tur- bine, operated at 700 r.p.m. at 175-lb. steam pressure. The elec- trical end of the unit is a 3000-kw, 2300-volt, 60-cycle, two- phase, eight-pole form T General Electric a.c. generator. The older units are two 1500-kw, four-stage and one 500-kw, two- stage Curtis turbine a.c. sets. The 500-kw unit is equipped with mechanical valve gear, the two 1500-kw units with electrical valve gears, and the new New Turbine Unit in Terre Haute Power Station With the addition of the four new boilers foundations were 'prepared for four additional boilers and for one other new stack. The latest installation of boilers is equipped with Roney mechanical stokers 12 ft. 6 in. wide, and stokers of similar de- sign have been purchased for the eight older boilers. These will be installed shortly. WATER SUPPLY Water for boiler feeding and condensing purposes is ob- tained through intakes leading to the Wabash River, about 100 ft. distant from the plant. Inasmuch as the level of the river has a yearly variation of about 20 ft, the intake construction is of special design. There are three main intake wells. A new concrete intake well has been built close to the shore, and is supplied with water by a pipe extending 50 ft. out into the river. From this large concrete well on the shore, which is fitted with Liberty strainers, water is carried to a well under the turbine room basement. The suction line is a concrete tunnel with rectangular interior opening 5 ft. high x 6 ft. wide. The discharge conduit directly below the suction conduit is of like dimensions, and forms a part of the same concrete struc- Interior View of Terre Haute Power Station 3000-kw turbine with the latest type of hydraulic valve gear. The new unit receives steam through a ro-in. lead, which is fitted with a Schutte & Koerting automatic throttle valve. A centrifugal device on the main shaft automatically trips and closes the valve at 10 per cent above normal speed. The device is so adjusted that after the valve has been tripped it cannot be closed until the speed has fallen to 15 per cent below normal. The reset is hand-operated. Steam at 175 lb. and 100 deg. superheat is admitted to the turbine through 14 inlet valves which are grouped in two gangs of seven valves, each located on opposite sides of the casing. One gang of valves normally operates and makes adjustments for ordinary variations in load. The second group is brought into play only on a heavy overload. The movement of each gang of valves is controlled by a camshaft. The two shafts are interconnected and in turn are actuated by a hydraulic pis- ton. The piston has an 8-in. x 12-in. cylinder and is moved by oil at a pressure of 125 lb. per square inch, supplied by du- plicate pumps. Close regulation is effected. H. E. Smith, chief engineer of this plant, finds the regulation February 12, 1910.] ELECTRIC RAILWAY JOURNAL 277 with this new type of governor to be so good that a substitution of the new type on the older equipments is being considered, even though no serious difficulties have been found with paral- lel operation of the four turbines with the old and new types of governors. The new 3000-kw turbine is self-ventilated. Cool air is drawn in through a duct leading from outdoors. The revolv- ing ports draw the air through the passages and force it out at the top of the unit. The step bearing of the new unit is maintained under an oil pressure of 700 lb. per square inch supplied by duplicate steam pumps. Exciting current is furnished by one 75-kw, motor- driven and one 75-kw, engine-driven unit operating in parallel with a 30-kw, engine-driven, and a 35-kw, motor-driven exciter in the older section of the plant. The new 3000-kw unit is mounted on a base condenser of Alberger design. As the power station is located close to the river it was necessary to build a rather deep foundation for this large unit. The turbine and condenser are supported on a nest of 30-ft. piles capped with a block of concrete 4 ft. deep, surmounted with a concrete foundation 14 ft. in diameter and 6 ft. 6 in. thick. The base condenser has 12,000 sq. ft. of surface, made up of i-in. tubes. The older condensers in this plant were fitted with 54-in. tubes, but on account of the im- purities in the water experience shows that larger tubes will be more satisfactory. The condensers for the two 1500-kw and the 500-kw turbine units are two surface-type and one barometric-type Alberger installations. These older surface condensers are located below the engine room floor level. The large condenser for the new unit is exhausted by a dry-vac- uum pump with cylinders 8 in. x 24 in. and 24 in. x 24 in. Circulating water is furnished by a 22-in. centrifugal pump driven by a 100-hp Westinghouse vertical engine. All the high-pressure piping in the new installation is covered with Keasby & Mattison 85 per cent magnesia insulating material. On account of the high water sometimes experienced at this plant, an efficient system of drainage and sumps was neces- sary. The system as designed provides that when the river level is low all the drips find their way to sumps under the basement floor, which drain to the river. At times of high water this outlet is closed, and the sumps are cleared by a steam ejector and a steam sump pump, either or both of which may be used as occasion demands. MISCELLANEOUS The new turbine unit operates electrically in parallel with the older turbines, and its output is controlled by a large combination railway and lighting switchboard installed on the second floor of the electrical section of the station. The additions to the switchboard made necessary by the increase in the capacity of the plant include gray marble panels carry- ing General Electric and Westinghouse instruments. A Tir- rill regulator is connected with the exciter bus. Bristol re- cording instruments are connected to each group of outgoing services to furnish continuous voltage charts and to afford a permanent record of the continuity of the service. A West- inghouse graphic recording wattmeter for the d.c. railway output of three 500-kw rotary converters is included in the switchboard equipment. A totaling panel for the railway transmission lines carries a Westinghouse integrating watt- meter. Acknowledgment is made to T. F. Grover, general manager of the Terre Haute, Tndianapolis iK: Kastern Traction Com- pany, for assistance in the preparation of this article. Under Mr. Grover's administration of the last few years the Terrc Haute property has shown a very substantial increase in earn- ings as well as in the demand for power made necessary by the railway, lighting and commercial extensions. I he Washington, Baltimore & Annapolis Railway Company is planning to change its electric system from single phase to 1200- volt direct-current on Feb. 14. In Baltimore and Wash ingtOtl OOO-VOlt direct-current will lie used. CONSTITUTIONALITY OF CORPORATION TAX LAW One of the test cases concerning the constitutionality of the corporation tax law now pending before the United States Supreme Court affects' the Coney Island & Brooklyn Railroad Company. Although a number of suits bearing on this law have been carried to the Supreme Court, that which concerns the Coney Island & Brooklyn Railroad Company is the only one that involves a public-service corporation. In this case Wyckoff Van Derhoef, a stockholder, asked that the Coney Island & Brooklyn Railroad and its directors be restrained from the pay- ment of the corporation tax on the ground that the law is un- constitutional. Charles W. Pierson, of Alexander & Green, counsel in the case, stated that arguments will be heard by the Supreme Court during the week beginning March 14. The case has been through the lower court, which rendered a decision upholding the validity of the law. A motion was made last week to ad- vance the case before the Supreme Court in order that a de- cision may be rendered as speedily as possible. There is no expectation now that a decision can be rendered before March 1, the date prescribed in the law on which returns must be made for corporations. It is hoped, however, that a decision may be reached before June 30, the last day when the tax may- be paid. The bill of complaint filed by Mr. Van Derhoef in the United1 States Circuit Court for the Southern District of Xew York is directed against the Coney Island & Brooklyn Railroad and Slaughter W. Huff, William N. Dykman, James H. Hyde, George H. Prentiss, William H. Mclntyre, Charles T. Young, John H. Walbridge, Harold Fitz Gerald, Frank R. Ford, Guy Richards, Edwin S. Marston, Allan McCulloh and Duncan B. Cannon, directors of the company. Mr. Van Derhoef, a citizen of the State of New York and a resident of the Borough of Brooklyn in the City of New York, brings the bill in behalf of himself and all other stockholders of the company who are similarly situated and who are entitled to avail themselves of the benefit of this suit. It is shown that the business conducted by the company is solely and exclusively that of owning, maintaining and operat- ing railroads on which passengers are transported for hire and that the company is not engaged in the transaction of any busi- ness between the State of New York and any foreign country or between the State of Xew York and any other States or Ter- ritories. The bill shows that the net income of the company from all sources during the year ended Dec. 31, 1909. was in excess of $205,000, after making all deductions of the character provided in the section of the law prescribing the corporation, tax. The complainant became the owner and registered holder of 10 shares of capital stock of the company more than 10 years- ago and has held it in his own right ever since. The complainant shows that the company and a majority of its directors have announced that under the alleged authority of the provisions of the act of Congress, they intend voluntarily to make and file with the Collector of Internal Revenue prior to March t, 1910, a return or statement in the form prescribed by the section of the act, showing in detail the amount of net income of the. company for the year ended Dec. 31, 1909, and voluntarily to pay to the collector on or before June 30, 1910. a tax of 1 per cent upon the entire net income of the company over and above $5,000 received by it from all sources during the calendar year, after making the deductions for which pro visions are made in the act. The tax which the company would have to pay upon its net income for the year would, as the complainant is informed, exceed $2,000. The hill adds that the provisions of the act, purporting to levy a special excise tax upon all corporations willi respect to the carrying on or doing business by such corporations and measured by a percentage upon their net income are unconstitutional, null and void in that : (a) "Said tax is in effect a tax upon the corporate existence or franchises of corporate capacitj of the defendant, the Coney Island & Brooklyn Railroad Company, and is. therefore, a t.ix 278 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. upon the exercise by the State of New York of sovereign powers and functions not surrendered to the United States and clearly reserved to said State of New York by the tenth amend- ment of the constitution of the United States. (1)1 "The said tax is in effect an interference with a gov- ernmental agency or instrumentality of the State of New York. (c) "The said tax constitutes, in effect, an interference with the exercise by the State of New York of a governmental func- tion to wit: the function of providing means of transit and intercommunication for its citizens and the public." The bill further states that the provisions of the act of Congress imposing the tax are unconstitutional, null and void in that they are not uniform throughout the United States as required by section 8 of article I of the constitution and in that they are arbitrary and unequal in violation of the constitution and the fifth amendment thereof and the fundamental princi- ples of taxation and are in excess of the powers of taxation surrendered to the general Government by the States and the people thereof. The tax is declared to be unequal and arbitrary and not uni- form throughout the United States : (a) "Because the tax is measured not by the income derived from the business carried on, but by the income of the owner derived from all sources whatsoever. (b) "Because said tax is imposed upon corporations meas- ured by a percentage upon their net income, whereas no similar tax is imposed upon the income of either individuals or ordi- nary partnerships, although they may be engaged in the same general business. (c) "Because labor, agricultural and horticultural organiza- tions, fraternal beneficiary societies, orders or associations oper- ating under the lodge system, domestic building and loan asso- ciations, organized and operated exclusively for the mutual benefit of their members, all of which are corporations, are specifically exempted in and by said act from all liability for the tax imposed thereby. (d) "Because all corporations whose net income for any one calendar year does not exceed $5,000 are specifically ex- empted in and by said act from the tax imposed thereby. (e) "Because by said act a larger tax is imposed upon the defendant, the Coney Island & Brooklyn Railroad Company, by reason of the fact that its indebtedness exceeds the amount of its paid-up capital stock, than upon other corporations engaged in the same general business whose capital stocks exceed their indebtedness." The provisions of the act prescribing the tax are also de- clared to be unconstitutional in that the corporations subject thereto may be deprived of their property without due process of law and in violation of the fifth amendment of the consti- tution. The franchises of the company to construct, maintain and operate its railroads, including its right to occupy the public streets, are, by the laws of the State of New York, defined to be real estate, and substantially the entire income of the com- pany is derived from the exercise of these franchises. If the tax be construed as a tax upon the franchises of the company regarded as property or as a tax upon the income, the provi- sions of the act imposing the tax are said to be unconstitu- tional because it is a direct tax upon real estate and personal property or the income therefrom and is not apportioned among the several States according to population as required by sec- tions 2 and 8 of article I of the Constitution. The provisions of the act imposing a tax are declared also to be unconstitutional in that all corporations thereby taxed may be compelled to produce and disclose their private books and papers in order to make them liable to a penalty or to forfeit their property in violation of the fourth and fifth amendment of the Constitution. The bill states that the suit is not a collusive one to confer on a court jurisdiction of a case of which it would not otherwise have cognizance, and the complainant declares that he has duly requested the company and its directors in writing to refuse to pay the tax, to contest the constitutionality of the act, to refrain from voluntarily making the return, and to apply to a court of competent jurisdiction to determine the company's liability, but that the company and the majority of its directors, after a meeting at which the request was formally laid before them for action, refused to comply with the demand. It is stated, further, that if the company and its directors pay a tax out of the net income, they will diminish the assets and lessen the value of the stock and lessen the dividends thereon. It is declared that the voluntary compliance of the company and its directors with the provisions of the act would expose the company to the risk of a multiplicity of suits on behalf of its numerous shareholders, and that such suits would work irre- parable injury to the business of the company and involve it and its stockholders in great and irreparable loss. The stockholders are said to have no adequate remedy at law for the matter in dispute and the contemplated action of the company and its directors is declared to be contrary to equity and good conscience and to tend to manifest wrong, injury and oppression of the complainant, who, therefore, prays that the provisions of section 38 be declared unconstitutional, null and void, that the defendant be restrained from complying with the provisions, and that the complainant may have such further relief as to a court of equity may seem meet. The exhibits presented with the transcript of record include a letter addressed by Mr. Van Derhoef to the company and its directors on Jan. 18, 1909, in which, as a stockholder, he pro- tested against any action of the company and its directors in voluntarily complying with the provisions of the act, and re- quested that the company and its directors refrain from so do- ing. He also requested that the company and its directors con- test the constitutionality of said act and protect itself and the stockholders. In reply to this letter, Duncan B. Cannon, secretary of the company, sent to Mr. Van Derhoef, on Jan. 19, a copy of a reso- lution passed by the directors on that date expressing their opinion that it was inexpedient to comply with the demand on the ground that failure to obey the provisions of the act would subject the company to litigation with the United States and the risk of incurring penalties and of clouding the title to the real estate. .•^t>-»* MILWAUKEE CLASSIFICATION OF ACCOUNTS The Milwaukee Electric Railway & Light Company and asso- ciated and controlled companies have published in convenient form a classification of accounts in conformity with the uni- form classification prescribed by the Railroad Commission of Wisconsin. The classification comprises accounts for the elec- tric railway, electric light and power, the steam heat and gas companies. It was arranged by C. N. Duffy, comptroller. The new system was placed in effect on Jan. 1, 1910. The book contains 162 pages printed on only one side of the paper and it is bound in flexible covers which are removable so that the sheets may be changed if desirable. The book measures "]Yi x 5 in. Several pages of special instructions precede the schedule of accounts and the titles and details of the various classifications. The instructions state that the accounts have been arranged to meet the requirements and cover the conditions of the Mil- waukee Electric Railway & Light Company, its associated and controlled companies and the diversified business of the compa- nies in conformity with the uniform classification prescribed by the commission. It is also stated that the accounts may be re- arranged or subdivided to any extent desired or required for special conditions or purposes provided, as laid down by the Railroad Commission, they are not rearranged or subdivided in a manner that will interfere with the integrity of the general scheme or change the basis of the charges or credits of any account as this would absolutely destroy the purpose and value of the uniform classification prescribed by the commission. Each book is numbered, and an account is kept of those to whom copies are issued. In this way if any changes are made in the classification used, corrected pages can be sent to the holders of the books and these pages can be inserted in their proper places. February 12, 1910.] PAPERS PRESENTED AT MID-YEAR MEETING OF AMERICAN ASSOCIATION Four papers were presented at the mid-year meeting of the American Street & Interurban Railway Association held in New York on Jan. 28. The titles of the papers and the gentle- men who presented them were as follows : "Public Service Commissions," by P. F. Sullivan, general manager, Massachu- setts Electric Companies, Boston, Mass.; "Treatment of De- preciation," by Frank R. Ford, Ford, Bacon & Davis, New York, N. Y. ; "Return on Investments," by C. S. Sergeant, vice- president, Boston Elevated Railway Company, Boston, Mass. ; "The Fare Question," by Wm. J. Clark, General Electric Com- pany, New York. While these papers were read in executive session, it was the concensus of opinion of the members present and of the exec- utive committee of the association that the points brought out in them were so valuable it would be for the interest of the industry at large that they should be made public. After the consent of the authors to this plan had been secured the papers were revised by a committee of the association and are pub- lished herewith. The discussions were held in executive ses- sion and are not available for publication, but the papers will give those who were unable to be present a partial idea of the subjects taken up and considered. THE FARE QUESTION BY WILLIAM J. CLARK, GENERAL ELECTRIC COMPANY, NEW YORK The "fare question" is the keynote to improvement in re- sults from the operation of street and interurban railways. Its direct solution may be a local question for each individual property, but its consideration by this association can at least lay the foundation for some general plan of action thereon which will be of benefit to each locality and company. You gentlemen, from personal experience, grasp the present unfortunate condition surrounding your great industry, but a brief review of certain important features involved will not be amiss. An official statement and chart recently issued by the steam railroad interests show that within a period of 10 years prior to Jan. 1, 1908, rates paid for their labor had increased approx- imately 31 per cent. The average increase in prices of all materials which they use was slightly greater, while upon certain of such items the increases have been astounding; such, for instance, as 72 per cent on cross ties ; 80 per cent on bridge timber; 38 per cent on fuel, and 47 per cent on steel rails. Similar increases in cost have come upon every essential to construction and operation of your properties, plus other bur- dens unknown in the steam railway field. The present conditions surrounding American street and interurban railways, as a whole, both on the fare question, per se, as well as upon the net income derived from their operation, can best be illustrated by stating that a coming Census Bulletin will show the following average percentages of increase from 1902 to 1907 for the entire United States on important features bearing upon results derived from their operations: Length of track 52.4 per «nt Investment 63.5 per cent Earnings from operation 68.9 per cent Operating expenses 76-6 per cent Net income (after deducting operating expenses, taxes and fixed charges) 3>-oo per cent Net income (after deducting operating expenses, taxes and fixed charges) per mile of track .Decrease. . 13.46 per cent Fare passengers 55.9 per cent Transfer passengers 87.8 per cent Number of salaried employees 64.1 per cent Amount of salaries 73-5 per cent Wage earners 56.9 per cent Amount of wages 71.00 per cent Damages and legal expenses 93-3 per cent Consumption of energy per car mile (kw-hours) 48.48 per cent The average percentage of net income on capital stuck in 1002 was only 2 per cent, but in 1907 this had shrunk to slightly under 1,6 per cent, a decrease of 20 per cent. The average return upon bonded indebtedness in 1902 was 4.39 per cent. In 1007 this had been reduced to 4.26 per cent, a shrinkage of 279 about 3 per cent. It is thus seen that inadequate as the return upon investment in street and interurban railways has been, it is rapidly decreasing, probably at a greater rate during the past three years than in five years prior to 1907. The causes lie in what has already been stated. But to give emphasis to some of those features : Initial investment and operating costs have increased enor- mously through rise in prices of labor and materials. Prejudice against corporations is reflected in the enormous increase in expenditures for damages and attendant legal services. The use of larger and heavier cars to afford a more satis- factory service for the public has resulted in an average in- crease of power consumption per car mile of from 1.98 kw- hours in 1902 to 2.94 kw-hours in 1907. In 1902 for each 100 fare-paying passengers 22% were carried free on transfers; in 1907 for each 100 fares 26.8 free transfers were issued. Labor, representing over 60 per cent of the total of operating expenses, has had its share too, for in 1902 the average annual compensation for each salaried employee was approximately $1,043.50; in 1907 this average had risen to $1,102.60. In 1902 the average paid per wage earner was $600.62 ; in 1907 this average had become $658.33. No single industry can stem the tide of rapidly advancing prices, and as all the refinements of economic management have practically been attained in conducting street and inter- urban railways, the great question of finding an effective remedy for present conditions resolves itself into that of increasing rates of fare in some manner. Not an easy task, but one born of necessity, so it must eventually be accomplished. EDUCATING THE PUBLIC Important as are existing conditions themselves, is the fact that to secure the results desired the public must be educated into realizing what these conditions are; the causes that have created them ; what, under the circumstances, is fair to the com- panies, and, above all else, the course in connection therewith which is most beneficial to the public itself, through showing the co-relation between good local transportation and almost every other interest in which the public, collectively or indi- vidually, is directly concerned, some features of which are not thoroughly grasped by ourselves. As to its form, methods and details, opinions will naturally differ and discussion alone can bring out the strongest and best ideas thereon. So the following suggestions are made, in the hope that discussion and criticism will develop the most effective line of arguments that can be adapted to and utilized in meeting the necessities of the fare question in all localities. BENEFITS CONFERRED BY ELECTRIC RAILWAYS First: Frankly admit any past mistakes on the part of the companies as to the construction of unprofitable trackage and underestimation of the costs of operation, etc. Second: Maintain and demonstrate that the economic bene- fits derived by the public from the extensive development of local transportation systems has been many times greater than the profit derived from their financing, construction and opera- tion, and far more than offsets mistakes in finance and errors in judgment. Show that these benefits will continue to the public in direct proportion to the encouragement which is given to the still further development of street and interurban railways oper- ating the best possible service. This can be done in the following way: (1) Estimate in dollars and cents tin- annual value of the time saved by rapid transit to the passengers carried. To illus- trate, in 1907-9 9,533,080,7(11 passengers were carried on the street and interurban railways of the United States. If we consider each passenger was saved but 10 minutes in time over former methods of transportation and that such time was worth but 15 cents an hour, this economic saving would aggre gate the enormous sum of $238,327,010. This amount is more ELECTRIC RAILWAY JOURNAL. 28o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. than one and a half times greater than the net earnings of the companies from operation, and nearly six times greater than the net income divisible among the stockholders. Emphasize and ring the changes on this indisputable fact until the public realizes that instead of being robbed of something intangible it has been and is receiving enormous tangible benefits on this particular feature. (2) Work up from local assessor's records and elsewhere statements showing what the development of local transporta- tion systems has done to increase the value of outlying real estate, thus greatly increasing the amount of assessable property with its consequent tendency to hold down the local tax rate. State the amount of taxes paid directly by the company and show that it is much higher proportionally than upon any other class of property in the community. Bring out clearly the enormous sum paid in taxes on personal property by the holders of the securities of local transportation companies. This last for the entire country probabl}' aggregates nearly $40,000,000 annually. (3) Arouse civic pride to prevent one of the largest local interests from becoming bankrupt and a consequent reflection upon and injury to every other interest in the community. (4) More important than all of the rest : Demonstrate in graphic form what street and interurban railways have done on re-distribution of population and lessening its congestion with attendant blessings, such as permitting greater ownership of homes ; securing less rate of rentals for better surroundings ; greater comfort in every phase of living and securing im- proved sanitation, with its consequent reduction in the death rate. All of these conditions have been improved in propor- tion to the increase in local transportation facilities, the value of which, to every community, is beyond estimation. (5) Elaborate upon how these desirable features can all be extended, increased and improved through more liberal treat- ment of the companies by the public on "the fare question." Third: Show the causes that in each instance have brought about the conditions recited in the first portion of this paper. Fourth: As regards interurban systems, tell the story of their frequent and superior service ; state its cost and maintain that in all justice these roads are entitled to as high a rate of fare for the same distances as are the steam railroads. Fifth: As to the city systems: Go into greater detail. State such facts as follow, addressed directly to the public : "What we do for a nickel." "You are transported to your point of destination." "You are saved minutes in time over horse car days, or time over walking." "Time is valuable to you. Figure out what the saving is worth." "Besides transporting you, to enable it to be clone, we are also hauling an average of lbs. in dead weight of car." "To transport an equivalent amount of weight by dray for the same distance would cost $ " "Our rate for hauling this weight in small high speed units is only .... per cent higher than the average charge for trans- porting first-class freight in large, slow-moving units on steam railroads." "For every four nickels received we carry a passenger free on a transfer." "We are developing your community in every way." "We are constantly increasing your comfort, health, happi- ness and chances for improvement in your methods of living." 'We are giving you greater value received than you get for any other nickel you spend." "We get a far smaller percentage on our turn over and on our investment than does any merchant or manufacturer in the community." "We have continued to give you good service and all that goes with it for that 5-cent fare, although the cost of every feature involved in doing it has increased enormously in re- cent years." Then explain "where the nickel goes," setting forth how, in payroll and otherwise, its major portion helps local trade and the entire community. The Boston News Bureau on Feb. 26, 1909, in an article on the Boston Elevated, stated this most admirably, as follows : "There was not very much of each nickel left for the stock- holders after the prior claims upon it had been satisfied. Wages of motormen and conductors was the largest single item. Nearly iJ/2 cents of each fare was paid over to them. More than l/2 cent was paid for power and cent was needed to make good the wear and tear to the rolling stock and road- bed. Only 0.1 mill was used to remove snow because of thfe open winter, but in some years a full mill has been needed. One-third of a cent was required for interest on bonds and Y2 cent for rentals to other companies for the use of surfact lines, including the Old Colony and Boston & Northern, as well as the West End. One-third of a cent was spent for damages and legal expenses. It may surprise the juryman who is in favor of 'soaking the corporations' to find how he pays for it himself. Nearly y2 cent went directly to the city or State, 3 be charged to income, either the present rates of fare must be raised or the replacement cannot be made. It would appear, therefore, that the public's interest is thus served by capitaliz- ing such charges, if otherwise not financially practicable. The very rulings of these public service commissions that obsolescence shall be charged to income has already had the effect of increasing largely the useful life of all physical prop- erty and of delaying changes in the art. Three different policies of providing for the upkeep of physi- cal property out of income may be followed : r. Charging out when the expenditure is made. 2. Charging out over a period after expenditure, and 3. Accruing in advance of need. I believe that a combination of these three methods will produce the most satisfactory results and will correspond with the best steam railroad practice of the past 25 years. Apart from the technicalities of accounting, T think that de- preciation should be divided and charged as follows : 286 1. Complete depreciation. a. That due to wear and tear should be charged to proper maintenance accounts. b. That due to obsolescence, inadequacy, age or destruc- tion by any cause should be written off from current income or from past accumulations of profit and loss account, if financially practicable, or, if not, such obsolescence or inadequacy should be capitalized. 2. Incomplete depreciation. a. That due to wear and tear, if likely to fall due in large amounts at irregular intervals, should be pro- vided for by a depreciation fund. From a practical standpoint the method which I have used in working out this problem recently for a street railway prop- erty operating both on paved streets and private right-of-way, has been as follows, referring to the balance-sheet accounts of the physical property : Right-of-zvay Real Estate. — Appreciation over original cost is estimated to provide partly for depreciation of the intangible property included in the balance sheet. Track and Roadway. — Renewal of ties, special work and pav- ing is charged direct to maintenance. To provide for the re- newal of rails, including the labor, ballast, joints, ties and pav- ing occasioned by such renewal, there is charged annually to a depreciation fund such an amount as will provide the cost of the renewal when it is made, the remaining life of each section of track construction being estimated. Electric Line. — Renewal of poles, wire and fixtures is made through maintenance. Real Estate Used in Operation of Road. — Appreciation over original cost it is estimated will more than provide for de- preciation on buildings. Buildings. — Repairs and renewals are charged to maintenance. Depreciation due to obsolescence or inadequacy will be more than covered usually by appreciation on real estate ; if not, upon discarding the building any net depreciation should, where financially practicable, be written off. Investment Real Estate. — Appreciation is estimated to provide partly for depreciation of intangible property. Power-Plant Equipment. — Renewal necessitated by wear and tear is provided for from maintenance. Any articles retired through age or inadequacy should, where financially practicable, be written off. Shop Tools and Machinery. — Renewals are made from maintenance. An annual inventory is taken and book values increased or decreased accordingly. Cars, Including Electrical Equipment. — Physical wear and tear are provided for from maintenance. Any car or class of cars upon being retired should be written off, where financially practicable, unless provided for by car equipment trust or other sinking fund. The depreciation fund should be available in cash when needed. With this in mind, it may be invested in the company's saleable securities and in some cases in additions to property. The depreciation fund is essentially a financial problem, the solution of which is apparently by law left to the directors of the corporation, as they are empowered to determine the amount of current income to be set aside for working capital and the amount of dividends to be declared. It is questionable if utilities commissions can lawfully impose rules for the charg- ing of depreciation in cases where the physical property is fairly maintained and securities properly issued. I believe that no hard and fast rule can be laid down for charging a fixed amount to such a fund month by month or year by year; the proper amount to be charged should be known, and if in lean years this amount is not laid aside, in prosperous years the de- ficiency should be made up. It might even be necessary to use this fund for other purposes than renewal of physical property, due to business contingencies unforeseen. This program. I believe, will provide for the upkeep of the physical property until another change in the system occurs, such as from the cable to electric, if it ever does. For the company mentioned, to which we have applied this policy of charging depreciation, I find that it results in a charge [Vol. XXXV. No. 7. to depreciation fund of about 3 per cent of the gross earnings in addition to charges for renewals in the maintenance account, which, with current repairs, usually average about 10 per cent of the gross earnings, making a total of 13 per cent, to which must be added the amount written off for the abandonment of prop- erty due to obsolescence or otherwise, so that the total would probably be 15 per cent of gross earnings. The proper amount to be charged to a depreciation fund varies with every prop- erty, and should be carefully estimated as a factor of the physi- cal cost, although it has been here stated, for convenience, as a factor of the gross earnings. On the other hand, the theoretical depreciation fund arrived at by guessing at obsolescence and assuming a given life for each article of the construction and equipment based on the past 25 years' physical history of horse, cable and electric rail- ways during their development to the present apparently well- settled standards, will involve a charge of usually from 10 per cent to 25 per cent of the gross earnings. Adding to this the current repairs and renewals covered in the usual maintenance accounts, of some 10 per cent of gross earnings additional, the total charge for maintenance, renewals and depreciation will amount to from 20 per cent to 35 per cent or more of the gross earnings. With the present insufficient return upon the capital actually invested in street railway enterprises, it would not be reasonable to expect these corporations to make appropriations for depreciation based upon this theory of obsolescence. Referring to the methods currently employed for providing for the upkeep of the property from earnings, an examination of the public reports of a number of street electric railway com- panies in the United States, Canada and Great Britain shows that there is no standard practice ; each company is apparently actuated by its financial condition and managerial opinions. The range of methods employed to return income into the property is as follows: METHODS OF CHARGING RETURNS INTO PROPERTY FROM INCOME 1. From the current year's income. 1. Actual cost in operating expenses charged for 1. Maintenance. 2. Renewals. 3. Extensions, additions and betterments. 2. Apportioned in operating expenses for 1. Renewals. 2. Depreciation. 3. Car and equipment obligations. 3. Apportioned in fixed charges for 1. Renewals. 2. Depreciation. 3. Car and equipment obligations. 4. Sinking funds, if permanently to retire capital. 5. Contingent funds. 4. Apportioned from net income or surplus for 1. Renewals. 2. Depreciation. 3. Extensions, additions and betterments. 2. From accumulated profit and loss from operation. 1. Apportioned to physical uses for 1. Renewals. 2. Depreciation. 3. Extensions, additions and betterments. 2. Apportioned to adjust accounts of 1. Assets affecting maintenance, renewals, etc. 2. Liabilities affecting maintenance, renewals, etc. 3. From profit and loss other than operation — not applicable to dividends. 1. Premium on securities sold. Held and used for exten- sions, additions, etc. 2. Profit on assets sold and reinvested in property. The rights of stockholders as to preservation of original in- vestment and return upon securities are involved in any con- sideration of depreciation or the return of income into prop- erty. Should stockholders, who in early years have taken the risk and have provided for and outlived early losses of opera- tion, be subject to the obligation of providing for wholly theo- retical wasting of capital in the future? ELECTRIC RAILWAY JOURNAL. February 12, 1910.] ELECTRIC RAILWAY JOURNAL. 287 v £ 5 $813,751 B.F. I 1.9 475,127 E. 10. 0 544,000 C. 8.5 403.280 7-7 527.856 5-0 1 75,000 4-5 300,000 A. 4.2 j 50,000 4.2 150,323 B. 4.0 70,1 1 7 B. 3-8 200,000 1.4 148,806 G. ■ 7 829,814 D. '3-7 Provision for charging depreciation has been made in the new franchises which have recently been granted to the street railway companies at Chicago and Cleveland. In the Chicago franchise, beginning February, 1910, it is provided that there shall be set aside 8 per cent of the gross earnings as a renewal fund, in addition to 6 per cent and as much more as may be necessary for current repairs or maintenance. The total charge for current maintenance, depreciation and renewals in Chicago will, therefore, as a minimum, be 14 per cent of the gross earnings. In the Cleveland franchise it is provided that an average of about s cents per car-mile shall be applied to maintenance, de- preciation and renewal account, which is about 22 per cent of the gross earnings. From the published reports of the 20 largest electric railway companies in the United States and Canada it is apparent that 13 are making specific charges to income for depreciation or renewals ; these, in percentage of gross earnings, are as follows : , — Depreciation — % City. £ 5 Baltimore-United Rys. & El. Co Dec. 31, 1908 Milwaukee Elec. Ry. & Lt. Co " Minneapolis-Twin City R. T. Co " Buffalo-International Tr. Co St. Louis-United Rys " Montreal St. Ry Sept. 30, 1909 Detroit United Ry Dec. 31. 1908 Toronto Railway Washington Ry. & Elec. Co Washington-Capital Traction Co " Boston Elevated Ry Sept. 30, 1909 Brooklyn Rapid Transit Co Tune 30, 1900 Kansas City Ry. & Lt. Co May 31,1908 NOTES. A. Also set aside $50,000 to contingent liability reserve, including which the percentage of gross earnings is 4.9. B. Renewals and betterments. C. Including interest on fund, which consists of company bonds, this percentage is 9. D. Written off surplus — applicable to 1908 and prior years. E. Includes Milwaukee Light, Heat & Traction Co. F. Subject to further distribution bv directors. G. In the last six years $5,400,000 discount on bonds has been written off. In all of the above cases these charges do not represent the entire return into the property from income. When we include all charges for maintenance, reserves, depreciation and other funds, special appropriations and unappropriated surplus these figures are increased largely. For the last year obtainable for various groups and individual street railways of this and foreign countries the total amounts returned into the property from income have been the following percentages of gross earnings: RETURN INTO PROPERTY FROM INCOME Per cent , Year, gross Company, State, etc. Kind of service. end'g e'rn'gs. United States Census, 1907 939 electric railway companies, in- cluding small amount of elec- tric light Dec. 31, 1907 17. 1 United States Census, 1902 799 companies, all electric railways, including some electric light. .. .Dec. 31, 1902 17.4 State of N. Y. — District No. 1 Electric railways. .June 30, 1907 11.7 State of N. Y. — District No. 2 Electric railways. .June 30, 1907 19.9 State of Massachusetts Electric railways. .Sep. 30, 1908 15.3 United Rys. & Elec. Co., Baltimore.. Urban and subur- ban railway Dec. 31, 1908 21.7 Brooklyn Rapid Transit Co Surface and ele- vated railway ... June 30, 1909 19.3 International Tract. Co., Buffalo ... .Urban, suburban & intert'ib. railway. Dec. 31, 1908 19.3 Twin City Rapid Transit Co Urban and subur- ban railway Dec. 31.1908 18. 1 Kansas City Ry. & Lt. Co Railway ana elec- tric light May 31, 1908 17.8 Boston Elevated Railway Surface, elevated, subway rail way .. Sep. 30, 1909 18.6 American Cities Ry. & Lt. Co 5 electric railway & light companies, B'hain, Memphis, Little Rock, Knoxvillc anil Houston Dec. 31, 1908 14.9 Capital Tract. Co., Washington Urban and subur- ban railway Dec. 31, 1908 14. 1 Philadelphia Rapid Transit Co Surface, elevated, subway railway .Tunc 30, 1909 9.7 Great Britain and Ireland Municipal and coni-Mar. 31, 1908 pany railways. .. Dec. 3 1 , 1907 28.7 Great Britain and Ireland Municipal rys Mar. 31, 1908 31.2 Great Britain and Ireland Company railways. Dec. 3 1 , 1907 22.3 Glasgow Corporation Tramways .... Municipal rys May 31, 1909 42.6 The ability of large manufacturing corporations to make the consumer pay for the charge for depreciation and the great difference between the financial condition of those properties and that of street railway properties are shown by a recently advertised letter of the Western Electric Company to its bank- ers, dated Jan. 21, 1910, from which I quote the following: "The stated net profits are after deducting liberal charges for depreciation, pursuant to the well-known policy of all com- panies controlled by the American Telephone & Telegraph Com- pany. This is evidenced by the fact that the book valuation of real estate and plants covered by the mortgage has been re- duced to 51 per cent of their actual cost." Under the present well-known conditions of the street rail- way industry this method of treatment is an impossibility to- day. After all is said, the treatment of depreciation is largely a financial problem. ELECTRIFICATION OF BAVARIAN STATE RAILWAYS Several short notes have been published in this paper in re- gard to the investigation being conducted by the Bavarian Gov- ernment into the electrical equipment of a number of the Bavarian main line and branch line railroads. A very full ab- stract of the report recently submitted to the Bavarian Parlia- ment by the Minister of Transportation of that country is con- tributed by J. Jacquin, engineer to the Bavarian State Rail- ways, to the Bulletin of the International Railway Congress, published in Brussels. In the report the trains were divided into four classes: Freight trains, suburban trains, express trains and local trains, and power-speed-distance curves were prepared for each line. The total consumption and ton mileage of the system estimated upon are shown in the accompanying table, which is based on an average day in July, 1906. To the figures for energy therein shown an allowance was made of 10 per cent for contingencies, 15 per cent for transformer losses based on a transmission voltage of 10,000 and 25 per cent for transmission losses. This gives for the average daily demand 3,400,000 hp-hours, equiva- lent to an average daily load of 142,000 hp. With a load factor °f 33 per cent and a further allowance for extensions probable before 1920, the engineers estimate that there should be pro- vided a maximum power station capacity of 606,000 hp. The largest output of energy is required in November, because at that time power is needed for light and heat and the traffic is greater than during any other winter month. The least energy is required in April. The figures for July are a close average of those for the year. A study of different electrical systems resulted in the recom- mendation for single-phase operation with transmission voltage of 50,000 and a trolley voltage of 10,000 with low frequency. The report then considered the financial aspect of the propo- sition. This was based on a cost of coal per ton in the north- ern sections of $5.12 and in the southern sections of $5.48, and a cost per kw-hour from water-power in the northern sections at from 0.8 cent to 1.2 cents, and in the southern section, where water-power is more abundant, from 0.4 cent to 0.8 cent. The conclusion is reached that electric power would be cheaper than steam on the southern lines and on some of the lines running northward. DISTRIBUTION OF ENERGY CONSUMPTION ON BAVARIAN STATE RAILWAYS Watt Ton, Kw hrs. per Main lines— miles. hours, ton mile. Passenger trains 8,416,813 578,890 68.27 Freight trains 14,542,236 646,010 44.48 Branch lines — Passenger and freight ',433,976 78,525 54-<>i M iscellaneous — Switching '35.400 Local lines I97i359 12,270 62.4(1 Total 24.590.384 '.447.095 58.87 Note — All tons arc English tons. One ton = 2240 lb. The Japanese Government is said to be preparing plans to lay four tracks on the Tokio- Yokohama line, 18 miles long, and to equip it for electric operation. 288 ELECTRIC RAILWAY JOURNAL. [Vol. XXXY. No. 7. ASSOCIATION NEWS The electrification by several steam railroads of sections of their lines has led to a growing interest in the American Street & Interurban Railway Association by the officers of these steam railroads, particularly by the officers connected with engineer- ing departments. In many respects the American Street & In- terurban Railway Association is in a better position to assist these officials in a solution of their problems than any other association, because many of the questions connected with their work are similar to or closely allied with those in connection with interurban and rapid transit systems. In view of this condition, President Shaw has appointed as an additional mem- ber of the committee on active membership of the association, J. S. Doyle, of the Interborough Rapid Transit Company, New York, who will give special attention to the subject of active and associate membership in the association of these steam railroad companies and their officers. In this connection several proposals have been made that the name of the association should be changed to American Electric Railway Association. No immediate plans have been made for such a change, but President Shaw has appointed a committee to consider all phases of the question. The com- mittee consists of W. Caryl Ely, Thomas N. McCarter and the president. Several member companies have recently suggested that it would be of considerable value to the association, as well as to the companies themselves, if each company should secure from each delegate whom it sends to conventions a statement of the most helpful ideas obtained at the convention and sug- gestions as to matters to be considered or changes made at future conventions. Certain companies have made it a practice in the past to do this, and the suggestion has been offered that if duplicates of these reports should be filed with the association they would be helpful. The officials of the association are con- sidering the matter. The following is a list of the companies which have been added to active membership list of the association since Oct. 1, 1909, and of those added to the associate membership since Jan. 1, 1910: NEW ACTIVE MEMBERS, ADMITTED BETWEEN OCT. I, I9O9, AND FEB. 7, I<)IO Albia Interurban Railway Co., Albia, la. Asheville & E. Tennessee R. R. Co., Asheville, N. C. Baton Rouge Electric Co., Baton Rouge, La. Central California Traction Co., San Francisco Cal. Coast Counties Light & Power Co., Santa Cruz, Cal. Connecticut Co., New Haven, Conn. Denver & South Platte Railway Co., Denver, Colo. Guadalajara Tramways Co., Guadalajara, Mex. Indianapolis, Crawfordsville & Western Trac. Co., Indianapolis, Ind. Inter- State Traction Co., Duluth, Minn. Johnson City Traction Co., Tohnson City, Tenn. Lincoln Traction Co., The, Lincoln, Neb. New York & North Shore Trac. Co., Long Island City, N. Y. Pacific Electric Railway Co., Los Angeles, Cal. Peekskill Lighting cx Railroad Co., Peekskill, N. Y. Portsmouth Street R. R. & Lt. Co., Portsmouth. O. Quebec Railway, Light & Power Co., Quebec, Que., Can. Rapid Transit Railway Co., Dallas, Tex. Saginaw & Flint Railway Co., Saginaw, Mich. San Jose & Santa Clara Railroad Co.. San Jose, Cal. Shawinigan Falls Terminal Ry. Co., Montreal, One., Can. Tama & Toledo Electric Ry. & Lt. Co., Toledo, la. NEW ASSOCIATE MEMBERS FROM JAN. I, 1910, TO FEB. 7, 191O J. M. Ayer, engineer, Boston Elevated Railway Company, Boston. Mass. C. F. Bedwell, assistant engineer, Public Service Railway Co., Newark, N. J. H. C. Benagh, roadmaster, Nashville Railway & Light Company, Nash- ville, Tenn. Frank L. Bigelow. president. Bigelow Company, New Haven, Conn. F. W. Brooks, general manager, Detroit United Railway, Detroit, Mich. Harry Bullen, general superintendent, Detroit United Railway, Detroit, Mich. Samuel A. Bullock, assistant manager electric truck department, Bald- win Locomotive Works, Philadelphia, Pa. J. B. Burdett, Burdett-Rowntree Manufacturing Company, Chicago, 111. C. H. Burnett, manager, Los Angeles & Redondo Railway Company, Redondo Beach, Cal. W. C. Burrows, chief clerk accounting department, Third Ave. Railroad Company, New York, N. Y. W. M. Casey, trainmaster, Denver City Tramway Co., Denver, Colo. Reginald M. Campbell, eastern sales manager, Peter Smith Heater Company, New York, N. Y. Everett U. Crosby, manager, Independence Inspection Bureau, Phila- delphia, Pa. W. C. Cuntz, Pennsylvania Steel Company, Steelton, Pa. Geo. H. Davis, Ford, Bacon & Davis, New Orleans, La. W. T. Dougan, engineer maintenance of way, Metropolitan Street Railway Company, New York, N. Y. Clark D. Eaton, sales agent, American Car & Foundry Company, New York, N. Y. „ Emil Ehnbom, engineer, Denver City Tramway Company, Denver, Colo. J. H. Davis, electrical engineer, Baltimore & Ohio Railroad, Baltimore, Md. James F. Feely, secretary to general manager, Third Ave. Railroad Co., New York, N. Y. Paris R. Forman, mechanical engineer, Burdett-Rowntree Manufac- turing Company, Chicago, 111. Henry Glazier, superintendent, Holmesburg, Tacony & Frankford Elec- tric Railway Company, Tacony, Pa. James Grady, vice-president. Columbia Machine Works & Malleable Iron, Company, Brooklyn, N. Y. W. B. Graham, division superintendent, Public Service Railway Com- pany, Newark, N. J. J. E. Harrall, district superintendent, United Railways & Electric Com- pany, Baltimore, Md. Ernest F. Hartmann, president, Carbolineum Wood Preserving Com- pany, New York, N. Y. E. C. Hathaway, general manager, Norfolk & Portsmouth Traction Company, Norfolk, Va. J. F. Hey ward, vice-president and general manager, Maryland Electric Railways Company, Annapolis, Md. J. M. Hood, Jr., chief engineer, United Railways & Electric Com- pany, Baltimore, Md. Albert F. Hovey, cable engineer, Interborough Rapid Transit Company, New York, N. Y. Samuel P. Hunt, assistant general manager, Manchester Traction Light- ing & Power Company, Manchester, N. H. Wm. F. Ham, comptroller, Washington Railway & Electric Company, Washington, D. C. John M. Tohnson, superintendent of transportation, South Shore Trac- tion Company, New York, N. Y. Chas. W. Jones, assistant engineer of construction, New York, New Haven & Hartford Railroad Company, New Haven, Conn. J. F. Lavng, engineer, Maryland Electric Railways Company, Annapolis, Md. Ira B. Lesh, National Brake Shoe Company, New York, N. Y. James Link, superintendent of power, Knoxville Railway & Lighting Company, Knoxville, Tenn. Alexander Mclver, commercial engineer, Westinghouse Electric & Man- ufacturing Company, New York, N. Y. R. L. MacDuffie, vice-president, Wendell & MacDuffie Company, New York. N. Y. H. G. McConnaughy, Dearborn Drug & Chemical Works, New York, N. Y. H. W. Marsh, Marsh & McLennan, New York, N. Y. W. G. Matthews, superintendent overhead lines, Denver City Tram- way Company, Denver, Colo. C. S. Mitchell, auditor, Pittsburg Railways Company, Pittsburgh, Pa. T. C. Moore, New York sales manager, International Time Recording Company, New York, N. Y. J. W. Moyer, president, Schuylkill & Dauphin Traction Company, Potts- ville, Pa. Wm. S. Murray, electrical engineer, New York, New Haven & Hart- ford Railroad Company, New Haven, Conn. John C. Neale, assistant manager sales, Carnegie Steel Company, Pitts- burgh, Pa. F. C. Norisiek, purchasing agent, Metropolitan Street Railway Com- pany, New York, N. Y. Wm. Northrop, president, Virginia Railway & Power Company, Rich- mond! Va. Farley Osgood, general superintendent, Public Service Railway Com- pany, Newark, N. J. R. J. Owens, manager New York branch, Boston Woven Hose & Rub- ber Company, New York, N. Y. Wm. H. Pape, manager, Pittsburg & Butler Street Railway Com- pany, Butler, Pa. G. W. Parker, general express and freight agent, Detroit United Rail- ways, Detroit, Mich. Lee H. Parker, Stone & Webster Engineering Corporation, Boston, Mass. R. Henry Phillips, secretary and manager, Kensington Railway Com- pany of Maryland, Washington, D. C. A. J. Pizzini, New York sales manager, International Time Record- ing Company. J. R. Pratt, assistant general manager, United Railways & Electric Com- pany, Baltimore, Md. L. W. Proctor, general foreman electric department, Boston & Maine Railroad Company, West Medford, Mass. H. F. Purrington, Sr., superintendent maintenance of way, Rhode Island Company, Providence, R. I. W. J. Quinn, assistant engineer, Third Avenue Railroad Company, New York, N. Y. C. H. Quereau, superintendent of electric equipment, New York Central & Hudson River Railroad Company, New York, N. Y. Harold Rowntree, secretary-treasurer, Burdett-Rowntree Manufacturing Company, Chicago, 111. E. M. T. Ryder, engineer maintenance of way, Third Avenue Railroad Company, New York, N. Y. _ H. A. Robbins, superintendent of power, Brooklyn Rapid Transit Com- pany, Brooklyn, N. Y. Darrow Sage, chief engineer, Jersey City Power House, Hudson & Manhattan Railroad Company, Jersey City, N. J. Ralph Sanger, Wonham, Magor & Sanger, New York, N. Y. Pierre V. C. See, superintendent car equipment, Hudson & Mannat tan Railroad Company, Jersey City, N. J. J. N. Shannahan, vice-president and general manager, Washington Baltimore & Annapolis Electric Railway Company, Baltimore, Md. Nathan Shute, district sales agent, Ohio Brass Company, Philadel phia, Pa. J. B. Smiley, assistant sales agent, Pennsylvania Steel Company: New York, N. Y. „ . • . , D. W. Smith, president, Peter Smith Heater Company, Detroit, Mich M. G. Starrett, consulting engineer, New York, N. Y. John H. Sturge, assistant district superintendent, Public Service Rail way Company, Newark, N. J. ^ Geo. W. Swint, master mechanic, Nashville Railway & Lighting Com pany, Nashville, Tenn. /-. C. E. Taylor, superintendent, Edmonton Radial Railway Company. Edmonton, Alta., Can. . Carroll Thomas, electrical assistant, United Railways & Electric Com pany, Baltimore, Md. T. H. Tutwiler, president, Memphis Street Railway Company, Mem- phis, Tenn. . „ _r J. L. Thurston, Hildreth Varnish Company, New York, N. Y. Langdon B. Valentine, second vice-president, Valentine & Company New York N. Y. „ _ ., _ R. N. Wallis, treasurer, Fitchburg & Leominster Street Railway Com- pany, Fitchburg, Mass. ^ _ C. B. Wells, superintendent of transportation, Denver City Tramway Company, Denver, Colo. 'v j Sydney F. Weston, New York district manager, National Brake & Electric Company, New York, N. Y. February 12, 1910.] ELECTRIC RAILWAY JOURNAL. 289 J. M. Willis, chief dispatcher, Nashville Railway & Lighting Company, Nashville, Tenn. Augustus Wolff, superintendent of motive power, United Railways & Electric Co., Baltimore, Md. W. E. Woodard, manager electric locomotive and truck department, American Locomotive Company, Schenectady, N. Y. Percy Warner, president, Nashville Railway & Lighting Co., Nashville, Tenn. HEARING ON SERVICE IN NEW YORK SUBWAY A hearing was held before William R. Willcox and J. E. Eustis, of the Public Service Commission of the First District of New York, on Feb. 1, 1910, in regard to the method of operation and equipment of the subway lines of the Interborough Rapid Tran- sit Company. H. H. Whitman acted as counsel for the com- mission and James L. Quackenbush and Theodore L. Waugh represented the company in a similar capacity. Frank Hedley represented the company in his capacity as vice-president and general manager. ; - E. G. Connette, transportation engineer of the commission, submitted observations of the express service in the subway on Jan. 25 and of the local service on Jan. 26, which were made under his direction. Referring to southbound express trains, Mr. Connette said that there were only one or two trains at Seventy-second Street between 6 a. m. and 10.30 a. m. in which there were not more passengers than seats. At the Grand Central station the overload period began at 7 a. m. and continued until 10.30 a. m. Between 7 a. m. and 7 .30 a. m. at the Grand Central station 16 eight-car trains were operated with a seating capacity of 6400 and approximately 10,000 passengers. At Fourteenth Street the overload period commenced at 8 a. m. and continued until 10:30 a. m. Between 10:30 a. m. and 4 p. m. 235 express trains were operated northbound and south- bound between Fourteenth Street and Forty-second Street. Passengers were standing in about 60 per cent of these trains. Between 10 a. m. and 4 p. m. 231 local trains were operated north and south of Twenty-eighth Street. Thirty-eight, or 30 per cent, of these trains carried passengers who were standing. Between 11 a. m. and 12 m. no overload period was noted on the express trains. Details of observations of the local trains made at the various stations on Jan. 26 were also given by the witness. Mr. Connette recommended that the maximum express serv- ice should be operated for a greater length of time than at present in order to provide adequate service before and after the peak at the rush hours. The fastest service north that Mr. Connette had noted on the express lines for an half-hour period was 16 trains at the Fourteenth Street station, or an average of one train every 112 seconds. Eighteen trains, or a train every 100 seconds, comprised the fastest southbound service. Mr. Hedley said that the service observed by Mr. Connette on Jan. 25 and 26 was substantially that given daily by the com- pany, although a train or two might have been withdrawn. The speed control system installed at the Ninety-sixth Street cross- ing had been fully developed in all stations and had exceeded expectations. The headway of trains could be reduced to 90 seconds when the station stops were reduced through the opera- tion of the sidedoors. The starting of the train from the home signal, approaching a station, the acceleration and the decelera- tion took fixed periods of time, and these plus the time of the station stop make the intervals between trains. The company had 20 men at the Fourteenth Street station, 20 men at the Forty-second Street station, and six or eight men at the Seventy- second Street station to assist in handling traffic. Mr. Hedley said that the company had ordered 250 steel cars, 15Q of which were contracted for delivery in October, 1909, but only one sample car had been delivered to date. One hundred and ten cars were under order with the American Car & Foundry Company, 100 with the Pressed Steel Car Company and 40 with the Standard Steel Car Company. It had been im- possible to secure the steel from the mills for these cars. With these new cars in service a headway of iJ/2 minutes could be maintained. According to the revised records of the com- pany, complete side-door trains had decreased the time of the different station stops from about one minute to 35 or 40 seconds. Under the conditions which now obtain it would be at least a year before the company secured enough side-door cars to complete the express service. About 150 side-door cars were now in service, 70 of which were of wood construction. The American Car & Foundry Company had promised to ship two cars on Feb. 1, six on Feb. 8, six on Feb. 15, six on Feb. 22 and at the rate of eight per week commencing March 1. The Standard Company had promised to deliver 40 cars during March and April. It would require from 20 to 30 days to equip each car. If the car companies lived up to their promises, the company would have nine cars ready by March 1, 24 by April 1, 32 more by May 1, 40 more by June 1, and nine more by July 1. The contract with the Pr-essed Steel Car Company had been placed last and did not call for delivery until June, July and August, 1910. Three patents cover the form of door con- trolling the device to be used on these cars. Two of these were owned by the Pitt Car Gate Company and the other by the Interborough Rapid Transit. Company. It took a combination of the three to make a successful device. The device had been in use on the cars of the company for some time and had never tended to delay the completion of equipment by the car com- panies. Mr. Connette said that the company has 818 cars available. On an average about 23 of these were in the shops for change into side-door cars, leaving 795 available for service. On Dec. IS, 1909, 43 cars were in the shops undergoing repairs. In order to comply with the order of the commission of May 11, 1909, and give a headway of 1 minute and 30 seconds on the express service with side-door trains, a total of 640 cars would be required. Mr. Eustis asked Mr. Hedley to file with the commission a report of the number of cars on hand for subway service at present, the number of cars operated on the average and the percentage of cars out of service. The hearing was then ad- journed until Feb. 7. CHICAGO SUBWAY PLANS Bion J. Arnold, chairman of the Board of Supervising Engi- neers, Chicago Traction, has just been appointed by Mayor Busse engineer to undertake the work of constructing a sys- tem of subways for Chicago. Mr. Arnold will organize an engineering force and prepare plans for the work. He is quoted as saying that in a general way the plans will include provisions for the through routing of trains between different sides of the city and the elimination of loops so far as prac- ticable in the business district. The city has a fund of more than $3,000,000 as its share of the net receipts of the traction companies during the past two years, and approximately $1,500,000 will be paid in by April, 1910. In addition to this fund it is stated that the sur- face railway companies are required to contribute the entire expense of building those parts of the subways which are oc- cupied by their cars, with the provision that this shall not exceed $5,000,000 for the first five years of operation under their ordinances. Walter L. Fisher, special traction counsel, in commenting on the transportation future of Chicago, has urged the union of the surface and elevated systems. In his opinion, if all the companies were consolidated the passengers would use the elevateds for long rides and the surface lines for shorter travel, according to their convenience. If a 5-cetit fare was found to be insufficient to give a fair return on the capital invested when unified traction facilities were afforded, then, Mr. Fisher held, the rate should be made adequate by charging for transfers. The first step toward a more ideal transportation system would be to secure a thorough and comprehensive report on the whole question of the proper development of local transportation, in- cluding elevated, surface and subway services. It is understood that this is one thing which the local transportation committee has in mind in appointing Mr. Arnold to take charge of sub- way consl ruction. 290 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. INTERSTATE COMMISSION REPORT ON DISTRICT OF COLUMBIA STREET RAILWAYS In its second annual report to Congress on street railways in the District of Columbia, dated Jan. 24, 1910, the Interstate Commerce Commission renews its recommendation of a year ago that it be relieved of the duty of supervising the street railway service in the district. The commission believes that its responsibility of regulating interstate carriers is an under- taking of sufficient magnitude to demand all of the time and personal attention of the members of the commission. The report of the Interstate Commission says in part : "The supervision of a city's local street car service presents a problem essentially different in character and entirely foreign to the purpose for which this commission was established. Moreover, the members of the commission must necessarily be absent from Washington for extended periods throughout the year, thus rendering impossible that intimate touch with local conditions which is believed to be necessary if the intent of the act of May 23, 1908, is to be effectuated. These consider- ations prompt us to strongly urge that Congress place this work and responsibility in some other hands. "A survey of the work of the past year shows that gratify- ing progress has been made in the direction of improving the local street car service. Responsive to orders from this com- mission the equipment of cars has been materially improved. Modern safety appliances have been installed, better route signs have been adopted, and heating apparatus has been extensively provided. "Perhaps the most stubborn problem confronting the com- mission is the overcrowding of cars. Conditions have been im- proved in some measure by requiring the operation of more cars under shorter headway on important routes during the rush hours, but these requirements have proved by no means an adequate cure for the overcrowding evil. The long-continued failure of the street railway companies to observe the pro- visions of the law at length led the commission to institute prosecutions in the police court of the District of Columbia. Four informations were filed charging the Washington Rail- way & Electric Company and the Capital Traction Company with operating cars in a crowded condition. The defendant street railway companies moved to quash the information upon the ground (1) that the act is unconstitutional in that the penalties provided for disobedience are so heavy as not only to be confiscatory of the property of the defendants, but to deter them from attempting to test in the courts the validity of the law or of regulations made by the Interstate Commerce Commission in pursuance thereof; (2) that the section is alto- gether general in its terms, being intended only to announce certain principles which should guide the commission in pre- scribing such regulations as might be necessary in order to make the law effective. This second contention was sustained by the police court in a decision rendered on Sept. 23, 1909, and the motions to quash the information were granted. The initial contention of the defendants, viz., that the penalties es- tablished by the act rendered it unconstitutional, was not sus- tained. The case has been carried to the court of appeals on a writ of error, and it is hoped that in the near future a decision will be rendered which will definitely fix the respon- sibilities of the street railway companies under the law." CONEY ISLAND & BROOKLYN RAILROAD VALUATION Since the publication in the Electric Railway Journal of Jan. 15, 1910, of an abstract of testimony before the New York Public Service Commission, First District, in the case involv- ing the valuation of the Coney Island & Brooklyn Railroad, several additional hearings have been held. Frank R. Ford, of Ford. Bacon & Davis; G. B. Watkins, a statistician of the commission ; S. W. Huff, president of the company, and El- mer M. White, auditor of the company, 'have testified. The next hearing will be held on Feb. 17. DATA BOOK ON THE COLUMBUS, MARION & BUCYRUS RAILWAY H. L. Weber, chief engineer of the Columbus, Marion & Bucyrus Railway, has gotten out in neat pocketbook form a series of blue prints of general use to the men in his depart- ment and for other officials of the road who like to keep with them in convenient form engineering data of the line. The book of blue prints, when folded for the pocket, measures 7 in. x 3/4 'n-> ar>d includes the following: Map and timetable of the line ; data on the track ; schematic plan of the line, show- ing curves, feeder layout and street crossings, with the name of the foreman of each section of the line; tables of super- elevations in inches at different degrees of curves and miles per hour; leads used for switches and frogs of different angles; diagrammatic chart of running time; diagrams show- ing standard spiral and method of its calculation ; diagram of standard overhead construction; spiral tables; diagram of standard 4-deg. curve and typical form for field notes. The blue prints are pasted together so that they make a long folder, and where a little extra space is available at the end of a sheet Mr. Weber has added some appropriate motto, such as, "Do the thing right and do it right now," "Don't worry, but tighten up those loose joints." The blue points comprising the book are contained in a blue print cover, which bears the statement that it is the 1910 edition of the Columbus, Marion & Bucyrus Railway Com- pany's Blue Book, which is "issued every once in a while by the chief engineer for the members of the flock." While Mr. Weber was chief engineer of the Fort Wayne & Wabash Val- ley Traction Company he published a somewhat similar folder for that road, but it was not so elaborate. MOVING DOUBLE-TRUCK CARS WITH A SINGLE-TRUCK TRANSFER TABLE The Homewood shops of the Pittsburg Railways Company were built to accommodate single-truck cars and the transfer tables in the carpenter shop and paint shop have platforms only 11 ft. long. In order to handle double-truck cars on these transfer tables a track was laid across the shop floor parallel to the pits and far enough outside so that the distance between the center of the transfer table platform and the center line of the surface track was approximately equal to the distance be- tween truck centers of the double-truck cars. A very low plat- form car carrying a pair of rails runs on this surface track and the front truck of a double-truck car is run over the transfer table and up onto the rails of the platform car, which have beveled ends. The rear truck then stands on the transfer table and the wheels are securely blocked in place. When the trans- fer table is moved the platform car carrying the front truck moves with it. This arrangement cost practically nothing to install and saves the floor space which it would have been necessary to sacrifice if all of the tracks had been shortened to accommodate a wide transfer table. CATALOGS OF TECHNICAL BOOKS The McGraw-Hill Book Company has just issued in pamphlet form three catalogs of books published by it. The first cata- log is entitled "Electrical Books," the second "Mining and Metallurgy," and the third "Engineering Books — Civil, Me- chanical, Machinery." Each catalog is indexed by the titles of the books and by their authors, and each contains a brief description of each book listed, showing the size of the book, number of pages and in all cases where it is practicable the chapter headings. All books sold by this publishing company carry the guar- antee that where cash accompanies the order the purchaser may, within five days of the receipt of the book, return it for any reason whatsoever, and his money will be refunded promptly. February 12, 1910.] ELECTRIC RAILWAY JOURNAL. 291 News of Electric Railways Chicago Elevated Loop Situation The local transportation committee of the Chicago City Council announced that on Feb. 9, 1910, it would take up with the representatives of the elevated railways in Chicago the question of congestion on the Union Elevated Loop, which encircles the business district of the city. The chair- man of the local transportation committee has declared that an effort would be made to bring about such a solu- tion of the problem as would increase the capacity of the loop tracks. In his opinion, the best means to do this was by through routing of the trains of the different railroads. The Union Elevated Loop is a double-track structure 2 miles in length, which is used by all the elevated railways in Chicago as a downtown terminal. Most of the elevated trains operated in the city encircle this loop, and at the rush hours the loading capacity of the platforms and the capacity of the interlockers to handle the incoming and outgoing trains freely is exceeded. The managements of the ele- vated railways desire to lengthen the platforms so that seven-car trains can replace the five-car trains now in serv- ice. With platforms long enough so that two trains could be loaded and unloaded at the same station at the same time, it is claimed that the passenger-handling capacity of the loop would be increased 25 per cent. Charles K. Mohler, consulting engineer for an association of property owners known as the "Loop Protective Asso- ciation," is said to have asserted that the present platforms, slightly extended, could accommodate seven-car trains with- out difficulty if a plan for through routing trains from one side of the city to the other was adopted, and that through routing would increase the number of trains which could be passed through the loop more than 100 per cent. With seven-car trains the increase in car capacity with through routing and slightly longer platforms over the present method of operation would be from 130 per cent to 140 per cent. In connection with the discussion to increase the capacity of the loop, Mason B. Starring, president of the North- western Elevated Railroad, and Chas. V. Weston, president of the South Side Elevated Railroad, have publicly ex- pressed the attitude of the companies which they represent toward the question. Mr. Starring said: "On the question of through routing of cars and passen- gers, the Northwestern Elevated Railroad has yielded to the city's views. All it can do it has done. It is denied permission to floor over the platform extensions, Ions since erected, but not floored over because the work was stopped by the city authorities. This improvement the city should order made at once. An immediate increase of 20 per cent in car seating capacity would thus be af- forded and, to a great extent, the two stops and two starts at each station, now mostly caused by short platforms, would be eliminated. "This improvement has been recommended by the city's experts, Bion J. Arnold and George Weston. Similar im- provements have been ordered by the Public Service Com- mission in New York City and by the Massachusetts Rail- road Commission in Boston. The city's rights with regard to pending or future litigation can be preserved with the same safeguards it secured in the Ravenswood and subse- quent ordinances. "Just as soon as the city will permit the necessary structural changes the elevated railroads will proceed with plans to rearrange their tracks with a view of removing the delay due to the direct interference caused by one company's trains crossing those of another rit grade at junction points. "These two necessary improvements should materially and <|tiickly increase the capacity of the loop, affording substantial relief to elevated railroad patrons for years to come. They should be made now, not delayed to await other and more remote developments. I see no gain to the patrons of elevated railroad service by waiting for such improvements as subways, for instance. The Northwestern Elevated Railroad is not antagonistic to subways. On the contrary, it did, on Feb. 26, 1908, ask the city to con- sider track privileges for it in a subway from Chicago Avenue downtown. Its existing four-track road ends at Chicago Avenue — thence it comes to the central business district over two tracks. The number of persons it carries will warrant the operation of four tracks from Chicago Avenue downtown as soon as such tracks can be con- structed." In his statement Mr. Weston said in part: "The Union Elevated Loop, as a terminal for the four elevated railways of Chicago, has a relatively greater im- portance in the transportation of the public into and out of the business district than is generally known. "The surface car systems cover the same general terri- tory as do the elevated roads, but, because of their many lines, give transportation to a large district not served by the elevated railways. The surface car passengers are brought into the downtown center by three main trunk lines from the south, five trunk lines from the west and three trunk lines from the north. The number of passen- gers carried by these lines into the district outlined during the hour of maximum travel is about 88,500. "A comparison of the figures follows: Passengers. Per cent. Elevated lines 62,000 41.2 Surface car lines 88,500 58.8 Total 150,500 100.0 "The number of cars entering the Union Loop during the maximum hour follows: Trains. Cars. Metropolitan 45 208 South Side 40 180 Northwestern 40 186 Oak Park 22 86 Total 147 660 "The number of cars on the surface lines entering the business district during the maximum hour is 910. "A comparison of the above figures follows: Cars. Per cent. Elevated lines 660 42 Surface lines 910 58 Total 1,570 100 "The outer loop track is used jointly by the North- western Elevated Railroad and the Chicago & Oak Park Elevated Railroad, the combined traffic being, approxi- mately, 62 trains and 272 cars during the hour of maxi- mum travel. The inner loop track is used jointly by the Metropolitan West Side Elevated Railway and the South Side Elevated Railroad, all the cars of these companies being forced to cross the traffic of the outer loop in order to gain access to the inner loop track. "The volume of traffic on the inner loop is, approximately, 85 trains and 388 cars during the hour of maximum traffic. This makes a total of 147 trains and 660 cars operated on two tracks, all of the cars being operated in the direction of maximum travel. "The station platforms, each used jointly by two roads, aie of such length that the maximum length of a train that can be operated is five cars. Separate stops must be made by each train, as the platforms are not long enough to permit two trains to make simultaneous stops at a station. "A comparison of the capacities of elevated and subway systems in various cities follows: ,— Capacity per hour— \ Cars. Trains. Cars. Manhattan elevated 7 60 4-'o New York subway 8 32 256 "Hudson tunnels 8 40 320 llrooklyn elevated 6 60 360 "Boston elevated 8 35 290 "Philadelphia elevated 8 40 320 tUnion Loop, inner track 5 85 388 •Ultimate capacity. tSome trains less than five cars, due to traffic con- ditions. "From these figures it is seen that more trains per hour are operated on the inner track- of the Union Loop in Chicago than on any single track in any city in the United States and more cars are operated than on any single- track on any system except the Third Avenue Elevated in New York, where seven cars are operated in each train. 292 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. Xo. 7. "It also is shown that the train length in Chicago is shorter than operated or provided for in any city in the United States. Lengthening the train unit is the easiest and most effective way of increasing the capacity of any transportation system, and until the length of trains in Chicago is increased beyond the present limit, the ele- vated roads are not being operated to the extent that the public has a right to demand. "A close study of the relative importance of the ele- vated loop to the transportation of people in Chicago reveals the fact that the general impression concerning the value of that utility is erroneous and that it not only deserves to be continued, but its usefulness should be in- creased as much as possible. Here is an instance of service companies making an honest effort to improve conditions and where every effort of the companies to accomplish a good thing is being blocked by those who should be most interested in obtaining better service for the public. All possible inconvenience from the building of these plat- forms has already been suffered by the propel ty owners adjacent to the stations without gaining any of the bene- fits which will arise from increased traffic when the plat- forms are put in use. "It is the plain duty of every one concerned to begin now, at this moment, to make the very best use of that which we have, and not put it off until some future day, when a comprehensive and satisfactory enlargement of the local transportation systems shall have been devised and created to meet the demand of the future growth of the city's population." Electric Club of Chicago. — At the annual meeting of the Electric Club of Chicago on Feb. 2, 1910, the following officers were elected for 1910: Frederick P. Vose, president; Homer E. Niesz, vice-president; F. S. Hickok, secretary; F. J. Postel, treasurer. Experimental Service in New York with Edison Storage Battery Car. — The single-truck car equipped with the new Edison nickel-iron storage batteries, which was described in the Electric Railway Journal of Jan. 29, 1910, has been placed in service on the Central Park, North & East River Railroad, New York, N. Y., with a view to adopting cars of this type to supplant horses as motive power. Negotiations Between Railway and Power Company in Cleveland for Power. — Negotiations are said to have been entered into for the Cleveland Electric Illuminating Com- pany to furnish current for operating the Cleveland Rail- way. Samuel Scovill, vice-president of the Cleveland Electric Illuminating Company, said that his company could take care of the railway load, and that the matter hinged on the question of terms which both sides might consider reasonable. Application for Permit to Cross Manhattan Bridge, New York. — Application has been made to the Board of Esti- mate and Apportionment by the Brooklyn Rapid Transit Company, Coney Island & Brooklyn Railroad and the Metropolitan Street Railway for a temporary permit to operate cars across the newly completed Manhattan Bridge, until a permanent franchise can be granted. The railways state that the line across the bridge will be ready for serv- ice 30 days after the permit is granted. Suits to Compel Restoration of Strip Tickets in Philadel- phia Before Supreme Court. — The Supreme Court of Penn- sylvania has heard the separate appeals taken by the city of Philadelphia and Rudolph Blankenburg, acting for the Committee of Fifteen, from the decision of Common Pleas Court No. 2 in dismissing the suits to compel the Philadel- phia (Pa.) Rapid Transit Company to restore the six-for-a quarter strip tickets. Court No. 2 was unanimous in dis- missing the Blankenburg suit, but one of the judges before whom the action of the city was brought filed a dissenting opinion. New Mechanical Engineering Laboratory at Yale. — A gift of $250,000 to the Sheffield Scientific School of Yale University for the construction and equipment of a new mechanical engineering laboratory is announced. The donors are G. G. Mason, New York, and W. S. Mason, Evanston, 111. The new laboratory will occupy an area 85 ft. x 200 ft. and will be four stories in height. The equipment will consist of the most modern appliances for assisting the student in studying the fundamental principles of applied science which are closely related to mechanical engineering. It is expected that the building will be com- pleted and equipped by June, 1911. Lectures on Electric Railroading at University of Minne- sota.— On Feb. 1, 1910, Edw. P. Burch began a course of 12 lectures on "Electric Traction for Railway Trains," be- fore the senior students in electrical engineering at the University of Minnesota. The subjects of the lectures fol- low; "History of Electric Traction;" "Modern Steam Loco- motives;" "Advantages of Electric Traction;" "Electric Systems Available for Traction;" "Characteristics of Elec- tric Locomotives;" "Features of Motor-Car Trains;" "Elec- tric Railway Motors;" "Power Required for Trains;" "Steam, Gas and Water-Power Plants;" "Transmission and Contact Lines;" "Electrification of Railways;" "Work Done to the Year 1910." LEGISLATION AFFECTING ELECTRIC RAILWAYS New York. — Senator Harden, the successor of P. H. Mc- Carren, has introduced a bill making mandatory the con- struction of subways in the Williamsburg and Greenpoint sections of Brooklyn according to routes set forth in detail in the bill. The Assembly has adopted a concurrent reso- lution continuing the life of the joint legislative committee appointed by the last Legislature to examine the Ivins char- ter and administrative code for New York City. In its third annual report, which will soon be presented to- the Legislature of New York, the Inter-State Bridge Commis- sion will recommend that the proposed bridge across the Hudson River have its New York approach at 179th Street, where it will cross part of Fort Washington Park. The estimated cost of the structure is $10,000,000 and the cost of the bridge and its approaches, together with land dam- ages, is estimated at $30,000,000. The bridge will extend over Palisade Park on the New Jersey side. On the Man- hattan side it will be convenient to the 181st Street subway station. The commission has served without compensation in conjunction with a similar body appointed by the Legis- lature of New Jersey. The act introduced in the Senate to amend the railroad law by making it necessary for rail- roads to post time tables in all their stations and publish their time tables in the newspapers in each city of the third class in which they maintain a station has been re- ferred to the committee on railroads. On Feb. 7, Assembly- man Lee of Kings introduced the bill to render effective some of the provisions contained in the debt-limit amend- ment for New York City which was adopted in the refer- endum in November, 1909. The Lee bill, in providing for the exclusion of certain classes of bonds from consideration in the computation of the city debt, applies only to bonds issued prior to Jan. 1, 1910. About $40,000,000 worth of rapid transit bonds will be excluded under the Lee bill should it become a law. All additional borrowing capacity thus obtained must be used exclusively for rapid transit and dock purposes. Two concurrent resolutions introduced by Assemblyman Goldberg of New York called upon the Public Service Commission for the First District to furnish to the Legislature full information to show what it had done to bring about a restoration of transfers on the Fifty- ninth Street line, New York, and to provide electric rail- way facilities over the Blackwell's Island Bridge. Both have been referred to the committee on railroads. The Public Service Commission of the First District of New York has asked the Legislature to appropriate $600,000 for the elimination of grade crossings within the limits of New York City. It is proposed to divide this sum between the different counties within the city as follows: Queens, $400,000; Kings, $50,000; Richmond, $50,000, and New York, $100,000. Ohio. — Representative Shankland has introduced a bill which will allow railroads to maintain four tracks instead of two so as to make it possible to operate a suburban serv- ice out of cities separate from the main traffic. A bill has been introduced to exempt those who are unable to obtain seats on street cars from paying fare. Another bill author- izes municipalities to build conduits and rent or lease space in them to electric light, telephone, telegraph, street rail- way and water companies. February 12, 19 10.] Financial and Corporate New York Stock and Money Market February 8, 1910. The stock market during the past week has more nearly bordered on a state of demoralization than at any time since the fall of 1907. Prices have declined sharply, the entire tone of the market has been very weak and nervous, and there has been an absence of any definite attempt at support. The industrials have been especially weak, Amal- gamated Copper and United States Steel leading in the downward movement. The traction shares have followed the trend of the market, and Interborough-Metropolitan and Brooklyn Rapid Transit have each suffered considerable declines. Third ■Avenue has remained about the same. The money market continues easy. Quotations to-day: Call, 2^4 to 2l'z per cent; 90 days, j^A to 4 per cent. Other Markets There has been considerable activity in Rapid Transit stock in the Philadelphia market during the past week at prices which have eased off in sympathy with the gen- eral depression in securities. Other tractions have been inactive. In Chicago, a few sales of Series 2 Chicago Railways at old prices were the only transactions. In the Boston market, Massachusetts Electric continues to be the most active traction stock. Transactions, espe- cially >in the common, have been quite liberal. The price for the common is slightly lower. In Baltimore the bonds of the United Railways are still popular with the traders. The prices at which these are selling have not changed materially. Quotations of various traction securities as compared with last week follow: Feb. 1. Feb. 8. American Railways Company , ... 848 a47 Aurora, Elgin & Chicago Railroad (common) a6i z$73A Aurora, Elgin & Chicago Railroad (preferred) aaa *gi Boston Elevated Railway 132 129J-S Boston & Suburban Electric Companies ai6 15 Boston & Suburban Electric Companies (preferred) 74 73 Boston & Worcester Electric Companies (common) aiij^ aiij^ Boston & Worcester Electric Companies (preferred) .... 44 42 Broklyn Rapid Transit Company 72TA 6S]4 Brooklyn Rapid Transit Company, 1st pref. conv. 4s 83I/2 821/, Capital Traction Company, Washington ai34l/i ai33j4 Chicago City Railway * 185 aigs Chicago & Oak Park Elevated Railroad (common) *z *2 Chicago & Oak Park Elevated Railroad (preferred) *ro *io Chicago Railways, ptcptg., ctf. 1 aio9 aio6lA Chicago Railways, ptcptg., ctf. 2 330^2 a30 Chicago Railways, ptcptg., ctf. 3 a* 7 a 14 Chicago Railways, ptcptg., ctf. 4s *9lA 39 Cleveland Railways *9J!^ *9'/4 Consolidated Traction of New Jersey 377*4 376 Consolidated Traction of New Jersey, 5 per cent bonds... 3105 aio5}4 Detroit United Railway *63 *63 General Electric Company 152 148^2 Georgia Railway & Electric Company (common) 105 aio7 Georgia Railway & Electric Company (preferred) a88 a88 Interborough-Metropolitan Company (common) 20^s i8J4 Interborough-Metropolitan Company (preferred) 52 46 Interborough-Metropolitan Company (4!^s) 8o}4 79 Kansas City Railway & Light Company (common) aio'Ai 330 Kansas City Railway & Light Company (preferred) *7°A 370H Manhattan Railway *i36->4 *I36?4 Massachusetts Electric Companies (common) 317K ai6 Massachusetts Electric Companies (preferred) So'A aSoA Metropolitan West Side, Chicago (common) ai7 ai7 Metropolitan West Side, Chicago (preferred) 356 a53j/2 Metropolitan Street Railway "21 18 Milwaukee Electric Railway &• Light (preferred) *iio *iio North America Company "76 14 76 Northwestern Elevated Railroad (common) ai8 ai7A Northwestern Elevated Railroad (preferred) 368 870 Philadelphia Company, Pittsburg (common) ^S°A 349 Philadelphia Company, Pittsburg (preferred) a46 a45 Philadelphia Rapid Transit Company ;\j6}4 a25,.)4 Philadelphia Traction Company a8g *8g Public Service Corporation, 5 per cent col. notes ":oo% *ioo!^ Public Service Corporation, ctfs aio6 aios Seattle Electric Company (common) ans aiis Seattle Electric Company (preferred) 31045^ aio6 South Side Elevated Railroad (Chicago) 353 351 Third Avenue Railroad. New York 10% 11 Toledo Railways & Light Company *n ioJ4 Twin City Rapid Transit, Minneapolis (common) 112^2 tm Union Traction Company, Philadelphia a5i United Kys. & Electric Company, Baltimore ai3j4 ai3 United Rys. Inv. Co. (common) *33 *?3 United Rys. Inv. Co. (preferred) 01 60 Washington Ry. & Electric Company (common) *3&'A 37 Washington Ry. &• Electric Company (preferred) a88l4 a88 West End Street Railway, Boston (common) 393 393 West End Street R.ailw.-iy, Huston (preferred) *I00 3108 Westinghouse Elec. & Mfg. Company 71 63 Westinghouse Elec. & Mfg. Company (1st pref.) "120 *i2o a Asked. " Last Sale. 293 Annual Report of North American Company The annual report of the North American Company for the year ended Dec. 31, 1909, shows a net income of $1,- 706,876. The undivided profits as of Dec. 31, 1908, were $3,445,777 and the dividends paid and accrued during the fiscal year aggregated $1,489,665. The balance as of Dec. 31, 1909, was $3,662,988. James Campbell, the president, states that "in accordance with established precedent, the securities and assets of the company have been revalued as of Dec. 31, 1909." The company sold to a syndicate of St. Louis people on July 1 of last year its holdings of Laclede Gas Light Company common stock, consisting of 74,408 shares, at 97J/2. This stock was carried on the books of the company at 93/^, netting a profit of $286,570. Of $5,000,000 of 5-year 5 per cent collateral trust notes, dated May 1, 1907, $2,584,000 have been cancelled, leaving $2,416,000 outstanding. In referring to the subsidiary companies Mr. Campbell says : "The officers and directors of this company were advised that the acquisition and development of the property of the West Kentucky Coal Company would be advantageous in the operation of the public utility plants in St. Louis con- trolled by this company. This belief was at the time in part, at least, justified by the then prevailing prices of Illinois coal. But this expectation will not be realized, as coal cannot now be mined at these mines and delivered in St. Louis in competition with Illinois coal at present prices. The policy of the company must therefore be di- rected to the development of the properties and the in- crease of the output, so as to enable it successfully to com- pete with other mining companies in the commercial field." In the following comparison of income accounts of two of the subsidiary properties, the Milwaukee figures refer to the combined operations of the Milwaukee Electric Railway & Light Company, the Milwaukee Light, Heat & Traction Company, the Milwaukee Central Heating Company, the Racine Gas Light Company, the Kenosha Gas & Electric Company, and the Watertown Gas & Electric Company: FISCAL YEAR ENDED DEC. 31, I909. Gross revenue Operating expenses, taxes and Milwaukee. $5,709,946 3,680,420 United Railways Company of St. Louis. $11,111,431 7,028,178 Gross income Interest accrued $2,029,526 1,257.974 $4,083,253 2,798,182 $771,552 270,000 $1,285,071 849,160 Common stock dividends $501,552 3 1 5,000 $186,552 $435.9" Balance carried to surplus.... $435.9" Legislative Hearing on Financing of Shelburne Falls & Colraine Street Railway The committee on street railways of the Massachusetts Legislature gave a hearing on Feb. i, 1910, upon the bill to authorize the Shelburne Falls & Colraine Street Rail- way, Shelburne Falls, Mass., to refund its funded debt and fund its floating debt by issuing $50,000 of bonds. The case is similar to that of the Connecticut Valley Street Railway, Greenfield, Mass., which was successful in its appeal to the Legislature of 1909 for rights of the same kind. C. M. Stoddard, Greenfield, who represented the company, stated that it had paid only two dividends of 1 per cent each in 1903 and 1904. The earnings had been sufficient to pay the operating expenses and the interest on the bonds, but the rest of the revenue had been put into the property. A year ago the company built a concrete bridge across the Dcerficld River, between Shelburne and Shelburne Falls, and entered into an agreement with the Boston & Maine Railroad to handle cars Lei ween the tracks of that company and the plants of manufacturers along the Shelburne halls & Colraine Street Railway. The reduc- tion in the cost of handling Freight and express matter between the Boston & Maine Railroad and the manu- facturers would net the community $1,000 per year, in addi- tion to the interest on the securities desired. The floating debl was about $3(1.000, personally indorsed ELECTRIC RAILWAY JOURNAL. 294 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. by directors of the company. The company had about $154,180 of permanent property outstanding and would save nearly 2 per cent on its capital stock by refunding its debt. F. L. Davenport, president of the company, said that the cost of transportation has been reduced from $2,500 per year to $12 a month since the abandonment of team- ing freight across the river. No market existed for the stock, and it was felt that the bonds could be placed with- out difficulty. The supervision of the Railroad Commission would be acceptable to the company. Although the con- sideration was small, the principles were important. The only question raised was the advisability of a general law to meet cases of this kind. The hearing was then closed. American Railways, Philadelphia, Pa. — The American Railways has leased the Scranton, Dunmore & Moosic Lake Railroad, 10 miles long, and will electrify the road. Aurora, Elgin & Chicago Railroad, Chicago, 111. — The Aurora, Elgin & Chicago Railroad has sold $555,000 of its first and refunding 5 per cent mortgage bonds to Hayden, Miller & Company, Cleveland. Ohio. The company had outstanding on June 30, 1909. $1,494,000 of these securities, making the total of this issue, including the new $555,000 issue, $2,044,000. The total bonded debt of the company is $7,044,000. Chambersburg, Greencastle & Waynesboro Street Rail- way, Waynesboro, Pa. — Arrangements have been made by the Chambersburg, Greencastle & Waynesboro Street Railway to authorize $1,000,000 of bonds of which $600,000, it is said, will be reserved to retire existing issues of the same aggregate amount. Chicago (111.) City Railway. — The Chicago City Railway has declared an extra dividend of 4 per cent for the year ended Jan. 31, 1910, payable on March 2, 1910, to stock- holders of record on Feb. 21, 1910. The Appellate Court has affirmed the decision of the Superior Court by dismissing the mandamus suit brought by Clarence H. Venner against the Chicago City Railway in which he asked to be allowed to examine the books of the company. Chicago (111.) Railways. — The National City Bank, New York, N. Y., and N. W. Harris & Company, New York, N. Y., offer for subscription at 101 and interest $6,000,000 of first mortgage 5 per cent gold bonds of the Chicago Rail- ways, dated Feb. 1, 1907, and due Feb. 1, 1927. This is the last of the bonds to be issued to insure the rehabilitation of the property of the company. Chicago, South Bend & Northern Indiana Railway, South Bend, Ind. — It is reported that the interests which control the Chicago, South Bend & Northern Indiana Railway are negotiating for the purchase of the property of the South- ern Michigan Railway in the interest of the Chicago, South Bend & Northern Indiana Railway. Columbus, Delaware & Marion Railway, Columbus, Ohio. — Eli M. West, receiver of the Columbus, Delaware & Marion Railway, has deposited with the trustee for the holders of the $1,000,000 consolidated mortgage bonds of the company the money for the payment of the coupons on which payment was defaulted on Aug. 1, 1909. Asking that sales of stock made on alleged fraudulent representation by J. G. Webb, Springfield, be set aside and that they be ad- judged creditors of the company, an intervening petition has been filed in Common Pleas Court by George McMillan and others against the Columbus, Delaware & Marion Rail- way. Detroit (Mich.) United Railway. — The Detroit United Railway will pay the $2,000,000 of collateral trust 5 per cent notes of the company at maturity on Feb. 15, 1910, with funds derived from the surplus of the company and from money borrowed. Eastern Ohio Traction Company, Cleveland, Ohio. — The Cleveland & Chagrin Falls division of the Eastern Ohio Traction Company was sold at auction to Frank H. Ginn and J. R. Nutt, by R. D. Beatty, receiver, acting as master commissioner, on Feb. 5, 1910, for $263,050. Mr. Ginn and Mr. Nutt represent the holders of the first mortgage bonds of the company. Elmira Water, Light & Railroad Company, Elmira, N. Y. ■ — The Public Service Commission of the Second District of New York has authorized the Elmira Water, Light & Railroad Company to issue $20,000 of consolidated mortgage 5 per cent 50-year gold bonds for the purpose of acquiring the capital stock of the Montour Falls Electric Light Com- pany. Forty-second Street, Manhattanville & St. Nicholas Avenue Railroad, New York, N. Y. — Judge Lacombe has signed an order directing that the decree of foreclosure and sale of the Forty-second Street, Manhattanville & St. Nicholas Avenue Railroad be adjourned until March 26, 1910. This order was entered in the suit brought by the Union Trust Company for the sale of the road. All de- fendant parties agreed to the adjournment. The order was issued on the petition of Benjamin A. Morton, who asserted that the plan of reorganization submitted to the Public Service Commission had not yet been approved. Fort Smith Light & Traction Company, Fort Smith, Ark. — H. M. Byllesby & Company, Chicago, 111., offer for sub- scription at 97 and interest $650,000 of 3J/2-year 6 per cent notes of the Ft. Smith Light & Traction Company dated Jan. 1, 1910, and due July 1, 1913, but callable on 30-days' notice at 101 and interest. The American Trust & Savings Bank, Chicago, 111., is trustee of the issue. Galveston-Houston Electric Railway, Galveston, Tex. — The Galveston-Houston Electric Railway has filed a first mortgage to the City Trust Company, Boston, Mass., to secure not more than $5,000,000 of 5 per cent bonds dated Oct. 1, 1909, and due Oct. 1, 1954, but callable on any in- terest day at 105 as a whole or for sinking fund of i per cent yearly between 1910 and 1944, and 1^2 per cent yearly between 1945 and 1954. The issue is guaranteed as to prin- cipal, interest and sinking fund by the Galveston-Houston Electric Company. The Railroad Commission of Texas on Dec. 31, 1909, authorized the company to issue $3,000,000 of the bonds to cover the cost of construction of the rail- way between Houston and Galveston. The remaining $2,- 000,000 of bonds are reserved to provide for future acquisi- tions, improvements, betterments, etc. Grand Rapids (Mich.) Railway. — Anton G. Hodenpyl of Hodenpyl, Walbridge & Company, New York, N. Y., has been elected a director of the Grand Rapids Railway to succeed Jacob Kleinhans. Holmesburg, Tacony & Frankford Electric Railway, Tacony, Pa. — The decree of Judge Holland of the United States Circuit Court at Philadelphia, on Jan. 25, 1910, ordering the sale of the property of the Holmesburg, Ta- cony & Frankford Electric Railway under foreclosure on May 25, 1910, at an upset price fixed at $350,000, was va- cated on Jan. 28, 1910, for lack of proper notice. Hudson Companies, New York, N. Y. — The Hudson Companies has arranged for the sale to J. P. Morgan & Company and others of $5,500,000 of 3-year 5 per cent notes, to be secured by the deposit of $1,500 of bonds of the Hudson & Manhattan Railroad for every $1,000 of notes. The bonds which secure the notes are part of an authorized issue of $100,000,000 of which $54,500,000 have been issued. Up to the time of the issue of $15,000,000 notes in January, 1908, a total of $34,190,164 had been ex- pended by the Hudson & Manhattan Railroad on its tun- nels and other property. Indianapolis, Crawfordsville & Western Traction Com- pany, Indianapolis, Ind. — The Marion Trust Company, Indianapolis, Ind., as mortgage trustee, has brought suit in the Federal Court at Indianapolis for the foreclosure of the mortgage of the Indianapolis, Crawfordsville & Western Traction Company at the request of a committee composed of Guy M. Walker, New York. N. Y.; A. B. Conover, Chi- cago, 111.; A. E. Reynolds, Crawfordsville, Ind.; T. M. Lucas, Frankfort, Ind., and Hugh Dougherty, Indianapolis, Ind., which represents the holders of about $1,000,000 of the $1,500,000 of bonds of the company. Interstate Railways, Philadelphia, Pa. — It is understood that the Interstate Railways will take advantage of the three months' grace allowed for the payment of the semi- annual interest due on its 4 per cent bonds on Feb. 1, 1910. The time for the deposit of bonds under the plan of the readjustment committee, of which George H. Earle, Jr., is chairman, with the Real Estate Trust Company or the * February 12, 19 10.] Guaranty Trust & Safe Deposit Company, Philadelphia, Pa., has been extended to Feb. 15, 1910. Louisville (Ky.) Railway. — The stockholders of the Louis- ville Railway have authorized a blanket mortgage in favor of the Fidelity Trust Company, Louisville, Ky., as trustee to secure an issue of not more than $20,000,000 of 5 per cent, 40-year bonds. L. W. Botts has been elected a di- rector of the Louisville Railway and the Louisville Traction Company to succeed the late Henry Bishop. New Orleans Railway & Light Company, New Orleans, La. — Bertron, Griscom & Jenks, New York, N. Y., have made a conditional proposition to buy from the stockhold- ers of the New Orleans Railway & Light Company $4,000,- 000 of the common stock and $2,000,000 of the preferred stock of the company, being 20 per cent of their respective holdings, at 62J/2 for the preferred stock and 30 for the common stock, provided the requisite assents be filed with the Hibernia Bank & Trust Company, New Orleans, La., not later than Feb. 15, 1910. Northern Texas Traction Company, Ft. Worth, Tex. — A special • meeting of the stockholders of the Northern Texas Traction Company has been called to authorize an issue of $10,000,000 of S per cent bonds, $1,000,000 of which will be issued at once to retire $500,000 of 6 per cent bonds due on May 1, 191 1, and for improvements. The balance will be reserved to retire an issue of first mortgage 5 per cent bonds due in 1933 and for improvements. Railway & Light Securities Company, Boston, Mass. — Stone & Webster, Boston, Mass., offer for subscription at 100 and interest $500,000 of collateral trust sinking fund 5 per cent gold bonds of the Railway & Light Securities Com- pany dated Nov. 1, 1909, and due Nov. 1, 1939, interest pay- able on May 1 and Nov. 1 at the office of the Old Colony Trust Company, Boston, Mass., trustee. Reading (Pa.) Transit Company. — The Reading Transit Company has been incorporated by H. G. Louser, Lebanon, Pa.; Geo. L. Roller, Reading; Chas. J. Easterly, Reading; J. C. Murray, Reading, and H. H. Reigel, Reading, with a nominal capital of $10,000, to lease the property of the United Traction Company, Reading, and the Schuylkill Valley Traction Company from the Inter-State Railways. Rutland Railway, Light & Power Company, Rutland, Vt. — The Rutland Railway, Light & Power Company pro- poses to construct several extensions to its railway sys- tem aggregating about 7 miles and is planning to acquire water-powers. Two or three lighting properties have been added to the system during the year. The statement for the year ended Dec. 31 follows: Gross earnings, 1908, $250,- 403.20; 1909, $258,922.31; operating expenses, 1908, $133,486.- 16; 1909, $129,935.63; net earnings, 1908, $116,917.04: 1909, $128,986.68; interest on bonds, 1908, $75,000; 1909, $75,000; taxes, 1908, $5,617.42; 1909, $6,900; net income. rgoS, $36,- 299.62; 1909, $47,086.68. San Jose & Santa Clara Railroad, San Jose, Cal. — It is reported that L. E. Hanchett, president of the San Jose & Santa Clara Railroad, has exercised an option which he obtained recently on the San Jose Railway in the interest of the San Jose & Santa Clara Railroad. South Side Elevated Railroad, Chicago, 111. — Resolutions adopted by the stockholders of the South Side Elevated Railroad who attended the annual meeting personally re- quire the board to "take up the matter of resuming divi- dends not later than April 1," on the ground that "the period of depression has passed, and the company accumulated during the suspension of dividends an available cash sur- plus of $340,000, and is earning 3 per cent on the stock." Toledo & Indiana Railway, Toledo, Ohio. — Judge Brough, of the Common Pleas Court, has confirmed the sale of the property of the Toledo & Indiana Railway under foreclos- ure in Toledo on Jan. 18, 1910, to S. C. Schenck, formerly president of the company, who represented flu- bondholders, for $1,058,500. United Railways, St. Louis, Mo. — W. J. Kinsella has been elected a member of the board of directors of the United Railways to succeed C. W. Wetmore, who was succeeded recently as president of the North American Company by James Campbell. 295 Traffic and Transportation Increase in Fare Between Washington and Baltimore The Washington, Baltimore & Annapolis Electric Rail- way has announced that on March 1, 1910, it will increase the one-way fare from Baltimore to Washington from 75 cents to $1, and that on the same date it will increase the round-trip fare between the cities from $1.25 to $1.50. In explanation of the increase, George T. Bishop and George W. Williams, receivers of the company, have issued the following statement: "On March 1, 1910, when the Washington, Baltimore & Annapolis Electric Railway will be operating its cars through to the Treasury Building without change, with free transfer privilege in Washington, the receivers will put into effect a new schedule of. passenger rates. While there will be no radical changes, it is hoped by the receivers that the new schedule of rates will result in increasing the gross receipts of the company about 10 per cent. The receivers now know that the revenue of the company must be in- creased. Even with this increase the gross earnings will still be inadequate to pay the operating expenses and fixed charges of the company, but the receivers believe that with the better facilities which they will furnish the traveling public after March 1, 1910, travel will increase until the earnings are sufficient to pay the interest on the capital invested. "Since Oct. 28, 1909, the date on which the United States Circuit Court of the District of Maryland took charge of the property, and we were appointed receivers, we have made a close study of the situation and the conditions which resulted in the appointment of receivers. The property has been, and is being, economically managed. "In order to pay 5 per cent on the present bonded indebt- edness, it is necessary for the property to earn over and above taxes and operating expenses $327,800 per annum. From April 1. 1908, to April t, 1909. which was the first year that the property was operated, the net earnings fell short of the amount required to pay the interest on the bonds $129,756.82, and in the same way from April 1, 1909, 10 the date of the appointment of the receivers, Oct. 28, 1909, the net earnings were insufficient to pay the interest on the bonded debt by the sum of $55,920.29. From the standpoint of conservative railroad management, every railroad should each year charge off and lay aside a sum to represent depreciation, so that when it becomes necessary to replace parts of the property worn out in service, there will be sufficient money in hand to make this replacement. "That both of these items should be considered in arriv- ing at what is a fair and proper rate has been held by the Supreme Court of the United States. In the recent Knox- ville Water Works case, decided Jan. 4, 1909 (see page 13, United States Supreme Court Reports, volume 212), the court used the following language: " 'Before coming to the question of profit at all, the com- pany is entitled to earn a sufficient sum annually to provide not only for current repairs, but for making good the de- preciation and replacing the parts of the property when they come to the end of their life. The company is not bound to see its property gradually waste without making provision out of the earnings for its replacement. It is entitled to see that from earnings the value of the property invested is kept unimpaired, so that at the end of any given term of years the original investment remains as it was at the beginning. It is not only the right of the company to make such provision, but it is its duty to its bond and stock- holders, and, in case of a public service corporation, at least, its plain duty to the public. If a different course were pursued the only method of providing for replacement of property which has ceased to be useful would be the in- vestment of new capital and the issue of new bonds or stock. This course would lead to a constantly increasing variance between present value and bond and stock capi talization — a tendency which would inevitably lead to dis- aster either to the stockholders or to the public or to both.' "As receivers of the company we decided not to recom- mend to the court any increase in rates until we had tried in every way to increase the net earnings of the property ELECTRIC RAILWAY JOURNAL. 296 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. to a sufficient amount to care for depreciation and a reason- able return on the investment. Having exhausted every alternative we submitted a statement of the situation to the court, and our proposed action has been approved by Judge Morris. "While the rates are increased in certain particulars, still it must not be overlooked that the company will, at the time this new rate schedule becomes effective, give better and more convenient service in that the cars of the com- pany will be operated to the Treasury Building in the city of Washington, which is 3 miles further than the present terminus. In addition, transfers will be given on all the intersecting lines of the Washington Railway & Electric Company, thereby enabling passengers to transfer to prac- tically any point in the city. The new schedule for the operation of cars will increase the service by giving a lim- ited car every half hour in both directions from each ter- minal, in addition to the present local service." Proposal to Prevent Establishment of Through Rates The bill introduced in the House of Representatives on Jan. 10, 1910, by Charles E. Townsend, of Michigan, de- signed to create an Interstate Commerce Court, contains a number of provisions of interest apart from the establish- ment of this court. Of these provisions, one of particular importance to electric railways is that which stipulates that the Interstate Commerce Commission "shall not establish any through route classification or rate between street, sub- urban or interurban electric passenger railways and rail- roads of a different character." The proposed United States Court of Commerce, if the bill as introduced passes, will have jurisdiction over cases for the enforcement of orders of the Interstate Commerce Commission other than for the payment of money; of cases brought to enjoin, set aside, annul or suspend any orders of the Interstate Commission; of such cases as under the act to further regulate the commission with foreign nations and among the States would be maintained in the United States Circuit Court, and of such mandamus proceedings as under the provisions of the regulating commission would be maintained in the United States Supreme Court. The proposed court would be composed of five judges, to be designated by the Chief Justice of the United States from among the United States circuit judges. The bill provides that no railroad shall acquire, directly or indirectly, any interest in the capital stock or purchase or lease the railroad of any competing railroad. Nothing in this section, however, would operate to prevent any such railroad which, at the date of the passage of the act, owns not less than one-half of the outstanding capital stock of any other railroad from acquiring any of the remainder of such stock in order to prevent any such corporation which is now operating under lease of any less than 20 years a railroad of any other corporation from ruining such lease by acquiring a reversionary ownership of the lessor rail- way. The words "railroad corporation" as used in this section would not apply to street, suburban or interurban electric passenger railway corporations. Official Electric Railway Guide of Eastern & Western New York The United Traction Company, Schenectady Railway, Hudson Valley Railway, Fonda, Johnstown & Gloversville Railroad, Utica & Mohawk Valley Railway, Otsego & Herkimer Railroad, Oneida Railway, Syracuse Rapid Tran- sit Railway, Syracuse, Lake Shore & Northern Railroad, Syracuse & South Bay Electric Railroad, Auburn & Syra- cuse Electric Railroad, Auburn & Northern Electric Rail- road, Rochester, Syracuse & Eastern Railroad, Rochester Railway; Rochester & Eastern Rapid Railway, Rochester & Sodus Bay Railway, Buffalo, Lockport & Rochester Railway and Buffalo & Lake Erie Traction Company have begun the publication of a monthly official electric railway guide of Eastern and Western New York entitled "How, Where and When to Go." The first issue is dated February, 1910. The publication is 8 in. x 9 in. and contains time tables of all of the companies mentioned. For the purpose of showing the routes of the lines issu- ing the publication two double-page maps are presented. One includes the territory between Hudson and Utica on the south, Warrensburg and Oswego on the north, Pittsfield and North Adams, Mass., on the east and Ithaca and Auburn on the west, and embraces Albany, Schenectady, Saratoga Springs, Glens Falls, Little Falls, Utica, Rome, Coopertown, Oneida, Syracuse and Albany. The other map includes the territory between Utica, Auburn and Oswego on the east and Buffalo, Niagara Falls, St. Catherines and Erie on the west, Utica and Erie on the south and Lake Ontario on the north, and embraces Auburn, Utica, Geneva, Rochester, Lockport, Buffalo, Niagara Falls and Erie. Besides the routes of the electric railways operating in this territory the routes of the electric railways under construction, the routes of the steam railroads, the course of the new barge canal and the Erie canal are shown. The maps are entitled, respectively, "Electric Railways of Central New York" and "Electric Railways of Western New York." The publica- tion is concluded with suggestions to passengers and in- dexes to the various railways. The statement is made that a union waiting room and ticket office has recently been completed at Syracuse from which cars of the Syracuse, Lake Shore & Northern Railroad, Syracuse & South Bay Electric Railroad and Oneida Railway start. Cars of the Rochester, Syracuse & Eastern Railroad also arrive and de- part from this terminus over the Syracuse, Lake Shore & Northern Railroad. Meeting of Central Electric Traffic Association A. L. Neereamer, chairman of the Central Electric Traffic Association, issued on Feb. 4, 1910, the following call for a meeting of the members of the association at the Algonquin Hotel, Dayton, Ohio, on Feb. 19, 1910: "In conformity with a resolution passed by the Central Electric Traffic Association at a meeting held in Columbus on Jan. 26, 1910, a meeting is hereby called for Feb. 19, 1910, at the Algonquin Hotel, Dayton, Ohio. The following subjects are scheduled for discussion and action: "1. 'Matters Pertaining to Reissuing Joint Passenger Tariff No. 3.' "2. 'Compilation and Issuing of Joint Express or Dis- patch Freight Tariff.' "3. 'Compilation and Issuing of Joint Tariff of Estimated Weights of Standard Commodities.' "4. 'A Uniform Basis for Handling of Milk and Cream, and such Other Business as may be Properly Brought Be- fore the Meeting.' "It is urgently requested that each line be represented at this meeting so as not to delay any of the work. The meeting will convene promptly at 9 a. m. in order that the subjects may be thoroughly discussed and members be given a chance to return home that night." Mayor of Pittsburgh Advises City to Retain Traction Expert In a statement which he made recently to the press of Pittsburgh, Mayor Magee of that city said: "About six weeks ago, at my instance, a resolution was introduced in Common Council providing for the employ- ment of a competent engineer, or engineers, to study the whole subject of railway transportation in the present city of Pittsburgh and in territory that will logically become part of the city in a more or less distant future. The prim- ary purpose of this, however, is to advise the city officials on the subway project, in view of the number of parties who are looking into that phase of the subject with the in- tention of asking Councils for a franchise. "The city needs the counsel of the highest authority on this subject. If the city acts now without such advice the terms laid down by Councils might either by improvident, or, on the other hand, might repel the advances made by capital by prescribing terms so strict as not to be accepted, in either event resulting in loss to the city. Without such advice the city authorities might authorize the construction at the request of promoters in an illogical way and prevent in the future any further construction of similar nature. "A complete study must be made of the present popula- tion and the probable trend of the future city growth, in connection with the present surface railways and the terri- February 12, 1910.J ELECTRIC RAILWAY JOURNAL. 297 tory served by them. Such a study of the situation neces- sarily includes consideration of the management of the Pittsburgh Railways, both incidentally and fundamentally." Increase in Wages in Harrisburg. — On Feb. r, 1910, the Central Pennsylvania Traction Company, Harrisburg, Pa., increased the wages of its conductors and motormen 1 cent an hour to the following scale: First year, 18 cents per hour; second and third years, 20 cents per hour; fourth and fifth years, 21 cents per hour; after five years, 22 cents per hour. Rerouting Plans Considered in Rochester. — Charles R. Barnes, electric railroad inspector of the Public Service Commission of the Second District of New York, has con- ferred recently in Rochester with E. J. Cook, general man- ager of the Rochester lines by the New York State Rail- ways regarding plans submitted to the commission by Mr. Cook for rerouting lines in Rochester so as to overcome operating problems particularly in down-town Rochester. Circular on Amended Rules in Indiana. — The Railroad1 Commission of Indiana has issued Circular No. 59, in which are given the amended and additional rules to be incor- porated in the standard code in use by the interurban rail- ways in Indiana. These additions and amendments were agreed upon at a conference of interurban railway officials and the commission held on Jan. 18, 1910. A report of this conference and the text of the amendments to the rules were printed in the Electric Railway Journal of Jan. 22, 1910, page 156. Protest Against Increase in Fare in Pennsylvania. — The West Chester Turnpike Real Estate Improvement Associa- tion has protested to the Railroad Commission of Pennsyl- vania against the increase in fare by the Philadelphia & West Chester Traction Company, Philadelphia, Pa., from 25 cents to 30 cents which went into effect in October, 1909, on its line between Philadelphia and West Chester. The association alleges that the increase is in violation of an agreement entered into between it and the company in 1899. Supreme Court of Oregon Sustains Commission in Fare Case. — The Supreme Court of Oregon has sustained the Railroad Commission of Oregon in ordering the Portland Railway, Light & Power Company, Portland, Ore., to re- duce the fare between Portland and Milwaukee from 10 cents to 5 cents. The order of the commission was the result of an appeal to it by residents of Milwaukee about three years ago. The case was taken to the State Circuit Court, which decided that the order of the commission was reasonable, and was then appealed to the State Supreme Court. Detroit-Saginaw Limited Service. — A new timetable for the Flint division of the Detroit (Mich.) United Railway announces three limited trains each way between Detroit and Saginaw, Mich., a run of 101 miles, which is made in 3 hours and 15 minutes. The limited trains and an addi- tional one make the run from Detroit to Flint, 68 miles, in 2 hours and 15 minutes and the local trains in 3 hours. On Jan. 14, 1910, when the competitive steam railroads were much hampered by severe snow storms the Detroit United Railway satisfactorily handled an eight-car excursion from Saginaw to Detroit and return. Enforcement of Front Platform Rule in Philadelphia. — The Philadelphia (Pa.) Rapid Transit Company has replied in part as follows to a communication from the Railroad Commission regarding the enforcement by the company of the rule of the commission against permitting passengers to ride on the front platform of cars: "We admit that this rule is not invariably observed. Our instructions to car crews and street superintendents arc that passengers must not be allowed to ride on front platforms, but during the afternoon rush hour it is impossible to enforce this order without employment of physical force, and in such cases the commission's order and our rules are defeated, nol through any desire on our part or any laxity on the part of our car crews, but because it would require Ihe assistance of the police forcibly to remove passengers. Wc arc confi- dent, however, that the recent renewal of the commission's front-platform order and our own efforts have reduced front-platform riding very materially; in fact, it may now be considered exceptional." Personal Mention Mr. R. R. Smith has resigned as traffic manager of the Louisville (Ky.) Railway. Mr. G. H. Dodge has been appointed acting superintend- ent of the Syracuse & South Bay Electric Railroad, Syra- cuse, N. Y. Mr. William H. Evans has been appointed industrial agent of the Illinois Traction System, Peoria, 111., a newly created office with the company. ■ Mr. D. W. Cooke, general traffic manager of the Erie Rail- road, New York, N. Y., has officially denied the statement that he has accepted the presidency of the Kansas City Railway & Light Company, Kansas City, Mo., as reported in several of the daily papers. Mr. J. S. Mills has resigned as master mechanic of the Lehigh Valley Transit Company, Allentown, Pa., which position has since been abolished and the office of super- intendent of shops and equipment created, and to this new position Mr. C. E. Lenhart has been appointed. Prof. D. C. Jackson, of the Massachusetts Institute of Technology, has been nominated by 72 prominent members of the American Institute of Electrical Engineers as presi- dent of that body. In a circular letter signed by these gen- tlemen the services of Professor Jackson to electrical engineering and to the Institute are mentioned. Mr. Samuel Riddle, formerly general manager of the Chicago, South Bend & Northern Indiana Railway. South Bend, Ind., has been appointed superintendent of transpor- tation of the Louisville (Ky.) Railway, effective on Feb. 15, 1910, in which position he will succeed to the duties of Mr. R. R. Smith, who has resigned as traffic manager of the company. Mr. G. L. Estabrook has been elected assistant secre- tary and treasurer of the Grand Rapids (Mich.) Railway and will succeed Mr. Benjamin S. Hanchett as treasurer of the company. Air. Hanchett, who was formerly treas- urer and general manager of the company, has been elected president of the company and will continue as general manager of the company, Mr. H. H. Roseman has resigned as traffic manager of the Illinois Traction System, Springfield, 111. Mr. Rose- man was formerly in charge of freight traffic on the Cairo division of the Chicago, Cleveland, Cincinnati & St. Louis Railroad. He began his railway career in 1885 as clerk to the master mechanic of the Baltimore & Ohio Southwest- ern Railroad in Vincennes, Ind. Mr. J. F. Knowlen has resigned as superintendent of the City & Suburban Railway, Brunswick, Ga., to accept the position of electrician at the shops of the Louisville & Nashville Railroad, New Decatur, Ala. Mr. Knowlen was formerly connected with the North Alabama Traction Com- pany, New Decatur, Ala., and supervised the conversion of the lines of that company from horse power to electricity. Mr. C. E. Lenhart, whose resignation as master me- chanic of the Buffalo & Lake Erie Traction Company, Buffalo, N. Y., was noted in the Electric Railway Jour- nal of Dec. 4, 1909, has been appointed superintendent of shops and equipment of the Lehigh Valley Transit Com- pany, Allentown, Pa., a new position with the company, the office of master mehanic having been abolished following the resignation of Mr. J. S. Mills from that position. Mr. Alexander Rennick, second vice-president of the Philadelphia (Pa.) Rapid Transit Company, lias been ap- pointed assistant general manager of the company. He will retain the office of second vice-president. Mr. Ren- nick has been connected with the street railways in Phila- delphia since 1878. He was appointed controller of the Philadelphia Rapid Transit Company in 1001, and in 1004 was elected third vice-president of the company. In 1000 he was elected second vice-president of the company. Mr. H. C. Hoagland, formerly chief electrical and me- chanical engineer of the Illinois Traction System. Peoria, 111., has accepted a position with H. M. Byllesby & Com- pany, Chicago, 111., as special agent, and is at present at Muskogee, Okla., investigating the water power of streams in thai vicinity. Mr. Hoagland is vice-president and general 298 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7. manager of the North Missouri Central Railway, St. Louis, Mo., which has recently awarded contracts for the construc- tion of a 60-mile electric railway from Jefferson City to Mexico, Mo. Mr. J. B. McClary has resigned as general manager of the Sheffield (Ala.) Company, which controls the railway, light and power systems and the water works of Sheffield, Flor- ence and Tuscumbia, Ala., and Mr. W. R. Hall, formerly manager of the North Alabama Traction Company, New Decatur, Ala., has been appointed to succeed him. Mr. Mc- Clary has been connected with the Sheffield Company since December, 1904. Prior to that he was for 10 years general manager of the companies which were taken over by the Birmingham Railway, Light & Power Company, Birming- ham. Ala., and for two years after the formation of the Birmingham Railway, Light & Power Company he was manager of the railway department of the company under Ford, Bacon & Davis, New York, N. Y. Mr. McClary was vice-president of the American Street Railway Association in 1901 and 1902. He leaves the Sheffield Company to de- vote all his attention to the interests of J. B. McClary & Company, Birmingham, Ala., in the selling field. At the annual meeting of the stockholders of the Sheffield Com- pany in New York, resolutions were adopted commending Mr. McClary for the ability which he displayed as general manager of the company and expressing regret at his retire- ment. Mr. Charles F. Propst, second vice-president and pur- chasing agent of the Denver & Inter-Mountain Railroad, Denver, Col., has recently been elected president of the company. Mr. Propst has been with the Denver & Inter-Mountain Rail- road since the line was equipped with electricity between Denver and Gol- den about a year ago He was formerly in the lum- ber business with his brother in Paris, 111., and later was manager of the Paris (111.) Traction Com- pany. The Denver & In- ter-Mountain Railroad is 22 miles long. The prop- erty of the company was ^ ^ ^ described at length in ■ • P the Electric Railway Journal of Oct. 2, 1909, page 513. Mr. Britton I. Budd was elected president of the Metro- politan West Side Elevated Railway, Chicago, 111., on Feb. 7, 1910, to succeed Mr. H. G. Hetzler, who has been elected president of the Chicago & Western Indiana Railroad, as announced elsewhere in these columns. Mr. Budd has been general manager of the Metropolitan West Side Ele- vated Railway since April 15, 1907, in charge of all matters pertaining to operation and the purchase of supplies. Mr. Budd has been connected with the company since the con- struction of the road in 1895. He started with the com- pany as a clerk in the storekeeper's office, was storekeeper for five years, and in 1899 was appointed purchasing agent, a position he held until April, 1907, when he was appointed general manager. Mr. Budd retains the position of general manager of the company. Mr. Howard G. Hetzler, who has been president of the Metropolitan West Side Elevated Railway, Chicago, 111., for five years, has been elected president of the Chicago & Western Indiana Railroad, in which position he will have charge of terminal improvements in Chicago to cost about $30,000,000. Previous to his election as president of the Metropolitan West Side Elevated Railway Mr. Hetzler was superintendent of the Chicago division of the Chicago. Burlington & Quincy Railroad, in charge of freight and passenger traffic. Mr. Hetzler began his railway career in 1886 in the engineering department of the Chicago, Bur- lington & Quincy Railroad, and in 1893 went to Chicago in the capacity of roadmaster of the company. Mr. Hetz- ler is 46 years old and a graduate of the University of Michigan. He has been elected a vice-president of the Metropolitan West Side Elevated Railway and will con- tinue as a director of the company. Mr. Frank L. Butler has been elected vice-president and a director of the Denver & Inter-Mountain Railroad, Denver, Col., and was recently appointed general man- ager of the company. Mr. Butler was born in Terre Haute, Ind., in 1874. When 20 years of age he began service with the Vandalia Railroad and was em- ployed in various capac- ities in several different cities along the Vandalia railroad until February, 1909, when he was ap- pointed to the position of superintendent of the Denver & Inter-Mountain Railroad, which had just F. L Butler been converted for elec- tric operation between Denver and Golden, a distance of 22 miles. Mr. Benjamin S. Hanchett, treasurer and general man- ager of the Grand Rapids (Mich.) Railway, has been elected president of the company to succeed Mr. C. M. Clark, Philadelphia, Pa., and will retain the title of general man- ager of the company. Mr. G. L. Estabrook will succeed Mr. Hanchett as treasurer of the company and will have the title of assistant secretary and treasurer. Mr. Han- chett has been connected with the Grand Rapids Railway and its predecessors continuously since 1883, when he en- tered street railway service in the office of the company after leaving the Grand Rapids High School. Soon there- after he was promoted to the position of assistant book- keeper and then to bookkeeper. In 1888 he was made chief clerk of the company. Subsequently he was made paymaster of the company and later was elected secre- tary of the old horse car system. Shortly after this the Valley City Street & Cable Railway purchased all the local lines in Grand Rapids and changed the motive power from horses to electricity. Mr. Hanchett was elected sec- retary and assistant treasurer of this company. In 1900 the railways in Grand Rapids were taken over by the Grand Rapids Railway in the interest of the present owners and Mr. Hanchett was elected secretary and treas- urer of the company. In May, 1904, Mr. Hanchett was appointed general manager of the company to succeed the late G. Stewart Johnson, and was continued as secretary and treasurer of the company. Mr. George Whysall, whose election as president of the Central Electric Railway Association at the annual meet- ing of the association which was held in Columbus, Ohio, on Jan. 27, 1910, was noted in the Electric Railway Journal of Feb. 5, 1910, page 231, has been connected with public service corporations since 1879, when he entered the gas field. Mr. Whysall first became interested in electric railways in 1892, and since then has devoted a constantly increasing part of his time to elec- tric railway interests. In 1903 he became connected with the Columbus, Dela- ware & Marion Electric Railroad, and later be- G. Whysall came general manager of the company. He is an ex-president of the Ohio Gas Light Association, which was merged a few years ago with other associations into the American Gas Institute. Besides being a member of the Central Electric Railway Association, Mr. Whysall is a member of the American Street & Interurban Railway As- sociation, the American Gas Institute and the National Natural Gas Association of America, and acts as consulting engineer for several gas, electric light and railway proper- ties. I February 12, 1910.] ELECTRIC RAILWAY JOURNAL 299 Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *Lakeview Street Car Company, Pensacola, Fla. — Applica- tion for a charter will shortly be made by this company to build a street railway over certain streets of Pensacola. Capital stock, $20,000. Those interested are J. E. Baars, Jr., Theodore Baars and John W. Bullock, Jr., Pensacola. ♦Chicago & Elmhurst Railway, Chicago, 111. — Incorpo- rated in Illinois to construct an electric railway from Oak Park to a point in Addison Township in Dupage County. Incorporators: Henry Williford, Jr., Henry Fearing, F. D. Kilmer, A. J. Parker, F. W. Pringle and William Rawson. ♦Hamilton, Carthage & Nauvoo Railway, Nauvoo 111. — Incorporated in Illinois to build an electric railway tiom Carthage to Keokuk. Capital stock, $2,500. Incorporators: R. R. Wallace, E. F. Jolidon, Harry M. Cuerden and Henry K. Denton, Hamilton, and James T. Hendricks and James McCarthy, Carthage. Cincinnati, Newport & Licking Valley Railway, Cyn- thiana, Ky. — Incorporated to build a 65-mile electric railway from Cynthiana to Newport. Capital stock $20,000. In- corporators: R. W. Ray, Scranton, Pa.; F. L. Fuller, New York, N. Y.; Wade Lail, Harrison Paterson, R. H. Rees, Cynthiana; and D. G. McVean, Covington. [E. R. J., Jan. 29, '10.] ♦Westchester Northern Railroad, White Plains, N. Y. — Incorporated with a capital stock of $1,000,000 to operate a steam or. electric railroad 45 miles long, of which 35 miles is to be in New York and 10 miles in Connecticut. The main line is to be operated from the New York, Westches- ter & Boston Railway at White Plains to the line of the New York, New Haven & Hartford Railroad at Danbury, Conn. There will be a branch line 14 miles long from Pound Ridge, Westchester County, to the New York, New Haven & Hartford Railroad in Putnam County. Directors: L. S. Miller, W. A. Cokeley, New York; Allan Wardwell, Lawrence; R. P. Buell, Bayside; Robert T. Bird, Hartford, Conn.; James L. Crider, Mount Vernon; John C. Gleason, New Rochelle; Charles L. Nagle, Bayonne, N. J. Reading (Pa.) Transit Company. — Incorporated in Penn- sylvania with a nomiir.il capital of $10,000 to lease the property of the United Traction Company, Reading, and the Schuylkill Valley Traction Company, Norristown, from the Inter-State Railways. Incorporators: H. G. Louser, Lebanon; Geo. L. Roller, J. C. Murray and H. H. Reigel, Reading. Bradford County Traction Company, Towanda, Pa. — Chartered in Pennsylvania to build a 3-mile electric rail- way in Towanda. Capital stock, $5,000. Incorporators: G. !. Hill, Geo. W. Kipp, E. Whalen and T. L. Haverley. IE. R. J., Jan. 15, 'io.] * V/ilkes-Barre (Pa.) Railway. — Chartered in Pennsylvania to construct a lo-mile electric railway between Wilkes- Rarre and Pittston. Capital stock, $100,000. Incorporators: Thomas J. Connelly, Ashley, president; J. L. Dunn and E. J. Loughran, Wilkesbarre. ♦Brownwood North & South Railway, Brownwood, Tex. — Incorporated in Texas for the purpose of building a 20- mile railway to connect Brownwood and May. Capital stock, $30,000. Headquarters, Brownwood. Incorporators: Brooke Smith, J. A. Walker, R. B. Rogers, Henry Ford and J. J. Timmins. ♦Walking Wheel Traction Company, Spokane, Wash. — Incorporated in Washington wilh a capital stock of $100.- 000. Incorporators: J. W. Woolcy, Leo M. Casey, John T. Casey and O. W. Stone, Spokane. FRANCHISES * Pensacola, Fla. — The Lake view Street Car Company has applied to the City Council for a franchise to build a street railway on Sixteenth Avenue from Thirteenth to Fourteenth Streets; eastward on Fourteenth Street thor- oughfare to Magnolia Street and thence to the city limits. Beech Grove, Ind. — The Town Board has granted a fran- chise to the Beech Grove Traction Company to operate an electric railway through the streets of Beech Grove and to connect Beech Grove and Indianapolis. All of the right of way has been acquired and work will begin as soon as the weather permits. It is expected the railway will be in operation during the summer. W. H. Ogan, president. [E. R. J., Jan. 8, '09.] Kckomo, Ind. — At an election held in Kokomo this week the voters refused subsidies to the Kokomo Western Trac- tion Company, Kokomo, and the Kokomo, Frankfort & Tcrre Haute Traction Company, Frankfort. Each line asked for a subsidy of $35,000 to be used in building a rail- way through Howard County. East Grand Forks, Minn. — C. H. Anderson, representing the Grand Forks Railway, has petitioned the Council for a franchise to operate an electric railway through some of its principal streets. This is part of a plan to build an electric railway between Grand Forks and Oslo. [E. R. J., Feb. 5, '10.] Akron, Ohio. — Thomas Childs, promoter of the Turkey Foot Traction Company, has applied to the County Com- missioners for an extension of the franchise which was granted him some time ago. [E. R. J., May 8, '09.] Clairton, Pa. — The Peters Creek Street Railway, which is to connect Glassport, Coal Valley, Wilson, Blair and Clairton, has been granted by the County Commissioners a perpetual franchise over the county road in Jefferson Township between Wilson and Clairton Boroughs. W. G. Wilson, Dravosburg, president. [E. R. J., Jan. 29, '10.] ♦Regina, Sask. — The City Council has received proposals for- street railway franchises in Regina from J. W. D. O'Grady, Winnipeg, Man., and Messrs. Cost and Grant, Montreal, Que. Centerville, S. D. — C. A. Magee, president, Sioux City, Sioux Falls & Missouri River Railway, Parkston, has ap- plied to the City Council for a franchise to build an electric railway through Centerville. The route as planned will be from Sioux City to Sioux Falls via Elk Point, Center- ville, Leeville and Worthing. [E. R. J., Jan. 29, '10.] Spokane, Wash. — The Spokane Traction Company has applied to the City Council for a franchise to double-track and extend some of its local lines. Janesville, Wis. — The Rockford, Beloit & Janesville Rail- way, Beloit, has applied to the Council for a franchise giv- ing it the right to extend its electric railway in Janesville. TRACK AND ROADWAY Pacific Electric Railway, Los Angeles, Cal. — This com- pany has been given authority by the War Department to erect two trestles over Cerritos Slough northeast of Long Beach harbor. ♦Denver, Col. — Press reports state that Joseph Monnette, Lawrence, Mass., and J. W. Emard, Montreal, Que., rep- resenting Canadian interests, are engaged in securing a right-of-way for an electric railway from Steamboat Springs to Hahn's Peak, Farwell Mountain and the Three Forks mining district of Colorado and Wyoming. Water rights have also been secured on the Snake River for power to operate the new line. West Chester & Wilmington Electric Railway, Wilming- ton, Del. — At the annual meeting of this company it is stated that definite plans were made for building an electric railway this year, connecting Wilmington ami West Chester. Surveys are completed and all rights-of-way se- cured. Officers elected: Lewis Dalnios, Philadelphia. Pa., president, and C. P. Faucett, West Chester, Pa., secretary and treasurer. Directors: Howard Ross, Wilmington; Charles Gleason, Brandywine Summit, Pa., and Sidney Kenney, Philadelphia, l'a. | K. R. J., Oct. 23, '00. | Bayboro Investment Company, St. Petersburg, Fla. — This company advises that it will commence construction about March 1 on its proposed electric railway connecting St Petersburg with its property. Officers: II. A. Murphy, president; C. A. Harney, vice-president; H. A. Kellani, secretary; H. C. Duet, treasurer; A. VVelton, superintendent. [E. R. J., Jan. 29, '10.] 300 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 7; Decatur Southern Traction Railway, Decatur, 111. — This company advises that it expects to commence construction within the next four months of its projected 35-mile elec- tric railway which is to extend from Decatur to Elwyn, Macon, Walker, Moweaqua, Assumption, Dunkel and Pana. Surveys are made and all rights-of-way secured. Power station and repair shops to be built at Decatur. Capital stock, $25,000. Officers: Joseph Nordenschild, 29 Broad- way, New York, N. Y., president; Peter Chase, Decatur, vice-president and general manager; Henry C. Simons, Virden, 111., secretary; John J. Pierpont, Pana, treasurer. All communications should be addressed to the company at Decatur. [E. R. J., Jan. 29, '10.] Murphysboro & Southern Illinois Railway, Murphysboro, 111. — This company expects to place contracts during the next four weeks, for building 70 miles of single track to Carbondale, Herrin, Duquoin. Carterville and Shawnee- town. This company has just closed contracts with the Itawamba Engineering Company, St. Louis, Mo., for the trestle work from Third Street and Walnut Street, in Murphysboro. to the Big Muddy River, and the construction of a 229-ft. bridge. C. H. Clay, general manager. Evansville, Mt. Carmel & Olney Electric Railway, Evans- ville, Ind. — This company has let the contract for the con- struction of its 64-mile railway which is to extend from Evansville, Ind., to Olney, 111., spanning the Wabash. River near Mt. Carmel. 111., to Burns & Company, Chicago. All material will be purchased through Burns & Company. The line will pass through Highland, Darmstadt, Cynthiana. Owensville, Mt. Carmel, Friendsville, Lancaster. Berryville and Olney. E. Q. Lockyear, secretary. [E. R. J., Mar. 27, '09.] Indianapolis, Crawfordsville & Western Traction Com- pany, Indianapolis, Ind. — It is stated that this company is planning to extend its railway from Crawfordsville to Veedersburg. Covington & Southwestern Railway, Kingman, Ind. — At the annual meeting of this company recently held in Covington, J. J. Burns, Chicago, was elected president and added to the board of directors. The other officers were all re-elected. An order was placed with the Illinois Steel Company for 2500 tons of steel rails. Southern Michigan Railway, South Bend, Ind. — It is stated that this company contemplates extending its rail- way 4 miles to Buchanan. M. P. Reed, South Bend, pur- chasing agent. Motor Grand Traction Company, Belleville, Kan. — At a recent meeting of the directors of this company, which is promoting the construction of an interurban railway be- tween Belleville and Wichita, E. N. Van-Hosen resigned as secretary and treasurer and was elected to the office of first vice-president and assistant manager. W. S. Ball was ap- pointed treasurer, C. F. Davis, secretary. [E. R. J., Jan. 15, 'io.] Frederick (Md.) Railway. — Within the next few weeks this company will place contracts for building 2 miles of new track and a freight yard. W. S. Taylor, general man- ager. [E. R. J., Dec. 25, '09.] Twin City General Electric Company, Ironwood, Mich. — During the next 3 months contracts will be placed by this company for building 6 miles of road bed. H. F. Pearce, purchasing agent. [E. R. J., Jan. 1, '10.] Gulfport & Mississippi Coast Traction Company, Gulf- port, Miss. — This company advises that it has placed con- tracts for the construction of about 6 miles of track. W. F. Gorenflo, Gulfport, purchasing agent. Mexico, Santa Fe & Perry Traction Company, Mexico, Mo. — This company has begun the construction of its power house in Mexico and also on its projected electric railway which will pass through the Counties of Andrain, Callaway, Boone, Monroe and Ralls, Mo. Mexico, Perry, Fulton and Columbia will be connected by the new line. Mathias Crum, president. *Winston-Salem, N. C. — Francis D. Degiers is negotiating with representative citizens along the proposed line regard- ing the building of a 75-mile electric railway which will ex- tend from Leakville, through Rockingham and Stokes Counties, to Mt. Airy. Ohio Electric Railway, Cincinnati, Ohio. — This company expects to extend its Lima-Defiance division from its pres- ent terminus in Defiance, 2 miles, to the Second Street Anglaize River Bridge, three blocks from the Court House and business section. Hocking-Sunday Creek Traction Company, Nelsonville, Ohio. — The section of this company's railway between Nelsonville and Athens has been completed and will be put into operation this week. McKeen gasoline cars will be used. The line will be in the form of a loop, one side of which connects Nelsonville and Athens directly. The other connects these two towns by way of Murray City, Goucester and several other towns of the coal mining district. [E. R. J., Nov. 20, '09.] Grand Valley Railway, Brantford, Ont. — This company advises that it expects to place contracts during the next three months for the construction of 116 miles of inter- urban railway and 12 miles of city line. William P. Kellett, chief engineer. *Arnprior & Pontiac Railway, Ottawa, Ont. — This com- pany advises that it will begin construction this season on its projected 75-mile electric railway which is to connect Ottawa, Fitzroy Harbor, Arnprior and Campbell's Bay. The line will connect with the Canadian Pacific Railway at Campbell's Bay and New Arnprior and with the Grand Trunk Railway at Graham's Bay. Power station and repair shops will be located at Fitzroy Harbour. Arthur Prince, 75 Somerset Street, Ottawa, chief engineer. Portland, Eugene & Eastern Railway, Portland, Ore. — This company has agreed to build, for a bonus of $35,000, several extensions to its lines, including a loop 5 miles in length out South Willamette Street past College Hill, then into the city again by way of Oregon Avenue, and at the intersection of Eleventh and Willamette Streets. A. Welch, purchasing agent. ♦Pittsburgh, Butler, Slippery Rock & Grove City Railway, Butler, Pa. — This company has recently been organized to construct a 20-mile electric railway between Butler and Slippery Rock via Prospect and West Liberty. Application for a charter will soon be made. Final surveys will be made during the next few weeks under the direction of F. E. Barrett, Pittsburgh. Connections will be made with the Pittsburgh & Butler Street Railway, and the Pittsburgh, Harmony, Butler & New Castle Railway at Butler, and with the proposed Slippery Rock & Grove City Railway. Officers: W. C. Thompson, Butler, president; J. A. Smith, Butler, secretary; W. C. McCandless, Butler, treasurer. American Railways, Philadelphia, Pa. — This company ex- pects to electrify the Scranton, Dunmore & Moosic Lake Railroad, 10 miles long, which it has recently leased. *Orangeburg, S. C. — Press reports state that William C. Wolfe and others are interested in a plan to build an electric railway to connect Orangeburg, North Springfield, Bow- man, Elloree and Branchville. A plant on the Edisto River will generate the power. ♦Austin, Tex. — A syndicate composed of M. Hurley, J. S. Hansford and Paul Hurley is said to be considering plans for building a 50-mile electric railway between Fort Worth and Mineral Wells. The proposition is indorsed by the Board of Trade of Fort Worth. The survey for the pro- posed railway has been made. *Quanah, Tex. — It is reported that Wiley W. Lowry, Poteau, Okla.; Elmer S. Woods and Fox Woods, Fort Smith, Okla., are interested in a plan to construct a 35- mile electric railway from Quanah to Altus. Metropolitan Steam & Electric Railway Company, San Antonio, Tex. — The Citizens' Club of Bandera has appointed a committee of three to confer with this company on a proposal to build an interurban railway from Boerne via Bandera to Hondo City. It is the intention of the club to donate the right-of-way through the county and terminal grounds. [E. R. J., Dec. 11, '09.] Whatcom County Railway & Light Company, Belling- ham, Wash. — This company states it contemplates the con- traction of a 33-mile interurban railway from Bellingham south to Skagit County. L. H. Bean, local manager. *Sultan Railway & Power Company, Everett, Wash. — Press report states that this company will construct a 16- February 12, 1910.] ELECTRIC RAILWAY JOURNAL. 301 mile electric railway from the Great Northern power plant site, 8 miles, up the valley to the Forty-five, North Coast and Blackman mines. The company is under contract to the Government to begin construction of the railway before July 1, 1910. Judge Geo. D. Emery, promoter. *Wenatchee, Wash.— It is stated that A. J. Linville, C. B. Halbert and John Godfrey, Wenatchee; E. C. Long and Guy Long. Cashmere, are interested in a plan to construct an electric railway from Wenatchee through Cashmere and Peshastin to Leavenworth. SHOPS AND BUILDINGS Murphysboro & Southern Illinois Railway, Murphysboro, HI. — This company expects to place contracts during the next four weeks for the erection of a new car house to have a capacity of 10 cars. C. H. Clay, general manager. Southern Michigan Railway, South Bend, Ind. — This company is planning to build a new passenger station at Niles, Mich. M. P. Reed, South Bend, purchasing agent. Lexington & Interurban Railways, Lexington, Ky. — The car house of this company, together with 13 cars and a snow sweeper were destroyed by fire on Feb. 4. Seven city cars, one freight car and the line construction car were also damaged. The loss is said to be $60,000, fully covered by insurance. Frederick (Md.) Railway. — During the next few weeks this company will place contracts for building new car shops. W. S. Taylor, general manager. Old Colony Street Railway, Boston, Mass. — This com- pany expects soon to place contracts for building a storage car house at Brockton to have a capacity of about 65 cars. Robert S. Goff, general manager. Grand Rapids (Mich.) Railway. — It is stated that this company is considering plans for the erection of a new car house between Front Street and Court Street to cost about $80,000. POWER HOUSES AND SUBSTATIONS San Francisco, Oakland & San Jose Railway, Oakland, Cal. — This company has placed an order with the General Electric Company for an additional 2700-kw railway gener- ator set to be direct connected to Hamilton & Corliss engine furnished by Chas. C. Moore & Company. Public Service Railway, Newark, N. J. — This company will build an addition to its power station at Marion, to be 75 ft. x 100 ft. and 75 ft. high. It is to contain ten boilers and will have a capacity of 18,000 kw. A. E. Sanford Com- pany has been awarded the contract for the foundation piling, and the contract for the erection of the building has been let to the Hedden Construction Company. [E. R. J., May 20, '09.] Oklahoma City & Suburban Railway, Oklahoma City, Okla. — This company expects to purchase 1 2000-kw turbine, 1 400-hp boiler and 5 500-kw motor generators. W. A. Haller, engineer. Grand Valley Railway, Brantford, Ont. — This company advises that it expects to place contracts during the next three months for the erection of a new power house at Brantford to be equipped with 3 500-kw motor generator sets. Wm. P. Kellett, chief engineer. Spokane & Inland Empire Railroad, Spokane, Wash. — This company has recently placed an order with the West- inghouse Electric & Manufacturing Company for a com- plete equipment of the second half of its power plant at Nine Mile, including 2 3000-kw generators, 2 3000-kw, three- phase, 6600-volt transformers, high-tension switches, appa- ratus, etc. The installation will be complete by June I. The company has also contracted with the Westinghouse Electric & Manufacturing Company for 2 1500-kw syn- chronous motor generator sets, 4 2000-kw, 66,000-volt, single- phase transformers, switchboard and equipment. This ap- paratus is to be installed in the substation at Spokane. Chippewa Valley Railway, Light & Power Company, Eau Claire, Wis. — This company has awarded a contract to the Amburson Hydraulic Construction Company, Boston, Mass., for the construction of a dam and power station at Cedar Falls on the Red Cedar River. The construction will cost $300,000 and the equipment $200,000. It is expected that 8000 hp will be developed. [E. R. J., Jan. 20, '10. ] Manufactures & Supplies ROLLING STOCK Columbus, Marion & Bucyrus Railway, Delaware, Ohio, will buy two interurban cars, it is rumored. Murphysboro & Southern Illinois Railway, Murphysboro, 111., will buy five new double-truck cars within the next four weeks. Indianapolis & Louisville Traction Company, Louisville, Ky., it is reported, is planning to buy several new cars in the near future. Oklahoma Railway, Oklahoma City, Okla., has placed an order with the Niles Car & Manufacturing Company for six 45-ft. vestibuled steel cars. International Railway, Buffalo, N. Y., is remodelling 35 cars for pay-as-you-enter operation. Consolidated electric heaters will be used on these cars. Citizens Railway Company, Waco, Tex., has ordered three single-end, one-man pay-as-you-enter cars, 20 ft. 8 in. in length, from the American Car Company. Wichita Falls (Tex.) Electric Railway has ordered from the American Car Company four 34-ft. pay-as-you-enter cars, and four 60-ft. pay-as-you-enter trail cars. San Antonio Traction Company, San Antonio, Tex., has ordered six semi-convertible pay-as-you-enter cars, 28 ft. 10 in. long over all, from the American Car Company. Terre Haute, Indianapolis & Eastern Traction Company, Indianapolis, Ind., is having six cars built in its Green- field shops. Standard Motor Truck Company's trucks were bought for use under these cars. Lexington & Interurban Railways, Lexington, Ky., suf- fered a loss by fire recently of 13 cars and one snow sweeper which were entirely destroyed. Seven city cars, one freight car and a line construction car were damaged. Interstate Railways, Philadelphia, Pa., mentioned in the Electric Railway Journal of May 29, 1909, as contem- plating the purchase of some cars, has ordered eight cars for the Trenton Street Railway from The J. G. Brill Com- pany. Washington Railway & Electric Company, Washington, D. C, reported in the Electric Railway Journal of Dec. 18, 1909, as expecting to order 50 cars for city service, has placed an order with The J. G. Brill Company for this number of pay-as-you-enter cars. Grand Rapids (Mich.) Railway has placed an order for 12 pay-as-you-enter cars with the American Car Company. These cars are to be exact duplicates of the order for the same number of cars which was placed by this company in 1909. Peter Smith heaters were specified. Seattle-Everett Traction Company, Seattle, Wash., men- tioned in the Electric Railway Journal of Dec. 18, 1909, as having ordered six interurban motor cars from the Niles Car & Manufacturing Company, has prepared the follow- ing details: Length of body, 40 ft.; over vestibules, 51 ft.; over all, 52 ft.; width over all, 9 ft.: semi-steel body and underframe; Standard Steel Works Company's axles and Baldwin trucks. TRADE NOTES Gilsim Lubricator Works, Utica, N. Y., has moved from 67 Jay Street to 158 Genesee Street, Utica. Railway Audit & Inspection Company, Philadelphia, Pa., has moved from 1013 Arch Street to 508 Brown Building, Philadelphia. Standard Underground Cable Company, Philadelphia, Pa., has moved from the Betz Building to 1510 North American Building, Philadelphia. Standard Varnish Works, New York, N. Y., have cer- tified to the Secretary of State of New York that the cap- ital of the company has been increased Erom $2,000,000 lo $2,600,000. Baldwin Locomotive Works, Philadelphia, Pa., received an order from tin- Portland Railway, Light & Power Com- pany, Portland, Ore., which operates more than 225 miles of city and suburban railway, for two motor trucks. 302 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 7. Cooper Heater Company, Dayton, Ohio, elected the fol- lowing officers at its semi-annual meeting last month: E. J. DeVille, president; W. L. Blackwell, vice-president; F. W. Gruen, secretary and treasurer. Mr. Blackwell, in addition to filling the office of vice-president, will for the present act as eastern sales manager. W. E. Hinmon has been appointed western sales manager. New York Car & Truck Company, Kingston, N. Y., re- ports that the Supreme Court of the United States rendered a decision on Jan. 17, 1910, in the case of The J. G. Brill Company vs. the Washington Railway & Electric Company, Washington, D. C, based upon the alleged infringement of certain claims in patents 627,898 and 627,900 on trucks. The Peckham trucks used by the defendants were held by the court not to infringe these claims. Michigan Steel Boat Company, Detroit, Mich., announces 20 different designs of rowboats for the coming season. The steel boat is especially well adapted for use in street railway parks as it needs no boat house, does not bother the owner with gunwales or broken oarlocks, and affords opportunity for the utmost grace in design. The company is offering for 1910 an unusual number of patterns of rowboats at low prices which are illustrated and described at length in new catalogs. Mitsui & Company, Ltd., New York, N. Y., announce that they have transferred their business to a corporation formed in Japan with a capital of about $10,000,000, fully paid in, under the firm name of Mitsui & Company, Ltd., in America and Europe, Mitsui Bussan Kabushiki Kaisha in Japan, and Mitsui Bussan Kaisha, Ltd., in other parts of Asia. The head office of the company will be at No. 1 Suruga-cho, Nihonbashi-Ku, in Tokio. The incorporation of the com- pany was decided upon for family reasons and will involve no, interruption or change in management of the business. J. G. White & Company, Inc., New York, N. Y., announces that to assist in caring for their increasingly important irri- gation and hydraulic work, they have recently added I. W. McConnell to their staff of hydraulic and irrigation engi- neers, with the title of chief irrigation engineer. Mr. Mc- Connell was recently supervising engineer of the United States Reclamation Service, and is well known in connection with the Gunnison tunnel. As chief irrigation engineer for J. G. White & Company, Mr. McConnell will have general supervision of all matters relating to irrigation undertakings, with headquarters at the main offices of the company, at 43 Exchange Place, New York, N. Y. Columbia Machine Works & Malleable Iron Company, Brooklyn, N. Y., is planning to build, this spring, a 56 ft. x 150 ft. extension one story high with gallery, to be used more particularly for the manufacture of gear cases. Ac- commodations will be provided, however, for handling the company's shop-tool specialties such as axle straighteners, pinion pullers, armature banding and heading machines, coil winders, armature trucks, pneumatic pit jacks, etc. The company's need for more room indicates that it has had a prosperous year. In fact, the company reports that dur- ing the last four months of 1909 the volume of business was as great as that previous to the depression of 1907. International Steel Tie Company, Altoona, Pa., held its first annual meeting of stockholders on Jan. 14, 1910. W. P. Day. first vice-president and general manager of the company, in his report set forth at length the progress of the company and made a number of recommendations, among them a plan to issue $50,000 of stock to establish the manufacturing plants necessary for filling the orders already on the books. This was approved. The assembly factory at Johnstown will be pushed to completion as rap- idly as possible. The location of the site for the fastener factory has not been settled. The following officers were elected: V. A. Oswald, president; George Harpham, secre- tary; S. M. Hoyer, treasurer; W. P. Day, manager. H. M. Byllesby & Company, Chicago, 111., held a con- vention of officers and department heads of the company at Chicago, in January. About 150 representatives from the 11 cities in which Byllesby & Company operate public util- ities and from the heme office in Chicago were in attend- ance. The purpose of the association, as stated in the constitution, is "the interchange of ideas and the promo- tion of acquaintanceship and good feeling among officers and employees." Arthur S. Huey, vice-president of Byl- lesby & Company, presided at the sessions, which were held in the Auditorium Annex. The convention was concluded with a dinner at the Auditorium Annex, at which C. A. Coffin, president of the General Electric Company; Samuel Insull, president of the Commonwealth-Edison Company, Chicago, and Charles G. Dawes, president of the Central Trust Company, made addresses. A number of very inter- esting papers were read, among them "Power House Con- struction and Economic Operation," by H. Boyd Brydon, "Successful Utility Management," by Arthur S. Huey, and "Street Railway Operation," by J. N. Walter Gillette. It has been decided to hold similar conventions hereafter twice a year, in January and July. The association will be known as the Association of H. M. Byllesby Companies. Officers have been elected as follows: F. H. Tidnam, Okla- homa City, president; H. J. Garrison, Fort Smith, Ark., secretary; Errett L. Callahan, Chicago, assistant secretary. ADVERTISING LITERATURE Hydrostatic Machinery Company, Rochester, N. Y., has issued a 24-page publication entitled "Hydraulic Machin- ery," in which its products are described and illustrated. Wagner Electric Manufacturing Company, St. Louis, Mo., has issued Bulletin No. 89, dated December, 1909, in which its type B. W. polyphase induction motor is described and illustrated. C. A. Wood Preserver Company, Austin, Tex., has is- sued a card on which is reproduced a photograph show- ing part of the equipment required in the manufacture of C. A. Wood Preserver. Stromberg-Carlson Telephone Manufacturing Company, Rochester, N. Y., has issued Booklet No. 201, in which the company's flush and non-flush types of inter-communicating telephones are described and illustrated. Joseph Dixon Crucible Company, Jersey City, N. J., has published Graphite for January, 1910, which is the first issue of Volume 12. The principal article is by W. H. Wake- man on "The Prevention of Corrosion of Steel Machinery." American Carbon & Battery Company, East St. Louis, 111., has issued a price list of its street railway motor brushes effective Jan. 1, 1910, and a price list of its motor and generator brushes effective Jan. 1, 1910. A number of brushes of new grades are included in the publications. Goheen Manufacturing Company, Canton, Ohio, has prepared an illustrated pamphlet showing a number of important steel structures which have been painted with its "Carbonizing Coating," a preservative paint which it is claimed will prevent rust and corrosion from fumes. J. G. Brill Company, Philadelphia, Pa., in the Brill Maga- zine for January, 1910, has begun the publication of a series of biographical sketches accompanied by portraits. The subject of the first sketch is Gen. Geo. H. Harries, second vice-president of the Washington Railway & Electric Com- pany, Washington, D. C. Among the feature articles are the following: "Conditions which Govern the Type of Car for City Service," "Eighteen-Passenger Motor Omnibuses," "Two Types of Coal and Ash Cars," "Passenger Cars for the American Railroad of Porto Rico," "Double-Deck Cars for Natal, South Africa," "Equipment for the British Co- lumbia Electric Railway Company." Western Electric Company, New York, N. Y., has issued a neatly arranged and illustrated booklet in which are de- scribed the company's various types of intercommunicating telephones, its cable terminal, connecting block, batteries and battery boxes used in connection with these sets. The company has also issued Bulletin No. 5230, in which its Hawthorn type of "SL" induction motor is described and illustrated. A new trade name has been adopted by the company for the telephones heretofore known as inter- communicating or private line telephones. They will be known hereafter as Western Electric inter-phones. Another publication of the company contains a detailed description of the company's Hawthorn carbon and flaming arc lamps and illustrations of the latest types of Hawthorn lamps and the Hawthorn works. E^ctric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review .: Xf> /- 4 Vol. XXXV. NEW YORK, SATURDAY, FEBRUARY 19, 1910 CP 7 No. 8 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGraw, President. Hugh M. Wilson, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office. .. .Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday neon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, FEBRUARY 19, 1910 CONTENTS. Improved Insurance Conditions 303 Dasher Advertising 3°4 Through Routing in Chicago 304 Safeguarding Telephone Service 305 The Bellinzona-Mesocco 1500-Volt Railway 306 Resistances with Removable Grids 308 Insurance Methods of the Ohio Electric Railway Company 309 What Constitutes a Legal Tender for a Fare 3!3 Valuation of Public Service Industries 3!4 Hearing on Service in the New York Subway 3 1 5 Committees of the Engineering Association 316 Notes on Transfers 316 Meeting of Massachusetts Street Railway Association 317 Report of Pittsburgh Traffic Conditions 318 Method of Measuring and Charging for Replacing Street Pavement in Chicago 319 Through Routes and Joint Rates Between Electric and Steam Lines.. 320 Chicago Elevated Loop Situation.... 320 Quarterly Meeting of New York Association 320 New System of Fare Collection in New Bedford 321 Electric Railway Legal Decisions 322 News of Electric Railways 326 Financial and Corporate 328 Traffic and Transportation 331 Personal Mention 333 Construction News 335 Manufactures and Supplies 337 Improved Insurance Conditions The elimination or reduction of the fire insurance hazards in electric railway properties is receiving closer attention than ever before. It was not so very long ago than this matter was almost the last thing considered in the design of a great many of the buildings used for electric railway purposes. The operating and architectural features were looked upon as the predominant factors. The result was structures covering large areas and with roofs supported on light trestles, all pleasing to the eye, but very undesirable from an insurance standpoint. The fault was not entirely that of the architect or designer because the principles of fire protection as applied to buildings of this kind were not fully understood. Nevertheless, a great many of the car houses erected 10 years or more ago, and now in use, are of the character described. It is safe to say that at present the question of the best method of protecting against fire is one of the most important, if not the most important, consideration in the design of struc- tures of this kind. Large areas have given place to small areas, in which the property in one "risk" is reduced to a minimum. Improvements have been introduced in the roof construction so that if sprinklers are used they can be placed in the position where they are most effective. Fire hazards have been eliminated as far as possible and in general the car house or other building, housing valuable property, is a very different sort of affair from those constructed a decade or so ago. Many companies, however, still have a large number of the older class of buildings which are too valuable to be torn down, but can often be improved at slight expense so far as this feature is concerned. It is an axiom in fire insurance that there is more profit in insuring a good risk at a low rate than a poor risk at a high rate. It is not surprising, therefore, that the insurance com- panies have taken an active part in pointing out how such property can be improved and then reinsured at a lower rate. An illustration how such a campaign has been carried out is given in the article elsewhere in this issue on the fire insurance practice of the Ohio Electric Railway. The methods followed by this road were not confined to physical changes in the build- ings themselves, although this was an essential part of the pro- gram. Fire hazards often occur from wrong methods of do- ing work, from the careless storage of waste and other inflam- mable materials, from neglect in clearing away rubbish, from an inadequate system of extinguishing incipient fires or of the quick removal of cars after the five has Rained headway, and in many other ways. Good fire protection, consequently, can often be gained better, or in quite as great a degree, by a strict sys- tem of supervision and inspection as by a reconstruction of the property. The methods followed in these particulars by the Ohio Electric Railway are particularly interesting because the system is a duplicate of many others in the country in the 3°4 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. sense that all of its property is not new. Nevertheless by the establishment of a regular method of dealing with this problem, such as the organization of the men into squads for dealing with fires if they should originate, by removing the smaller fire hazards and by some reconstruction of the property, the insurance premiums to be paid were greatly reduced, in fact so much as to make a very large annual net saving. Of course this was not the only benefit derived, because every reduction in rates means less chance of fire, hence less danger of an interruption to the continuity of the service, for which insurance cannot be procured. Considered from this point of view it is safe to say that the establishment by a railway com- pany of any reasonable precautions against fire are fully war- ranted, whether there is an actual reduction in insurance pre- miums or not. It is doubtful whether the same amount of energy and engineering ability expended in any other direc- tion on the average property, which has not been "rehabili- tated" from this standpoint, will bring such large returns as when applied to improve insurance conditions. Dasher Advertising The value of the car dasher as an advertising medium needs little emphasis at this time, but there are certain limitations and opportunities invested in this method of publicity which are well worth considering. The problem is peculiarly that of making the most of a very limited space exposed to public view for a relatively short time, the exposure, however, being of an intense and striking character. Practice favors the restriction of dasher advertisements to announcements of events or at- tractions which can be reached by the company's cars, and the general opinion among experienced operating men is hostile to more commodity advertising on the outside of rolling stock. There is good reason for this attitude, for the public is inter- ested in car externals chiefly from the point of view of direc- tions and destinations, and is apt to resent the placarding of car body parts with printed or other illustrated matter having no direct connection with routes. The impression of a good dasher sign is so sharp that the merest announcement of the attraction should ordinarily be sufficient to attract the desired riding. As the number of signs hung upon a single dasher increases, their effectiveness is cer- tain to grow less. Hence one or two large, well-printed signs, with a reasonable space between them, are sure to be more effective than several posters covering the entire dasher area. Often it pays to put the time at which an event occurs on the sign, and if such posters are used throughout a city system, it may pay in some cases to designate specially those cars which pass the point of interest. Extreme brevity is imperative, but this may be combined with a suggestive design, as a litho- graphed baseball, to heighten the effect. It costs so little to em- ploy effective stenciled signs for special events that there is little excuse for the failure to put them on, where there is ample room on the car. For night advertising, the cost of installing incandescent lamps for reflector service above the signs is also small, giving a handsome profit if one or two extra fares per car-hour are secured thereby. It is almost im- possible to advertise specific events in detail on dashboards, but if the fact is concisely and emphatically brought to the at- tention of the public that the car serves particular attractions, the results are likely to be thoroughly satisfying from the standpoint of increased patronage. Through Routing in Chicago The chief argument of popular interest in favor of the pro- posed consolidation of the local transportation systems of Chi- cago is the possibility of a consolidated property being able to establish many through routes and thus serve the public better than individual roads, each confined to one section of the city. Through routing of cars on the surface and of trains on the elevated roads is held by its advocates to be the best method of relieving the present congestion of traffic in the central business district. Of course, such a combination as that proposed would make possible some operating economies, particularly on the elevated roads, where the chief problem is that of handling the trains on the loop during the rush periods. It is a debatable question, however, whether these economies would balance the loss in revenue if many rides of double the present length were made available for a single fare. It may not be uninteresting to look more closely into the Chicago situation, bearing in mind that the question of 'the practicability of through routing is largely the deciding factor. In the case of the elevated roads, the question is complicated because of the proposal of the companies to increase the capac- ity of the Union loop by extending the loading platforms. If this should be done sufficiently to allow two seven-car trains to load at once, it is asserted by railway experts that the capac- ity of the loop would be increased 25 per cent and would relieve the worst of the congestion on the loop. On the other hand, they claim that through routing for one fare would be financially ruinous, certainly as long as the roads are now operated under diverse ownership, and of very doubtful practicability under one control. The "Loop Protective Association," composed of owners of property abutting on the loop, has taken a firm stand against the extension of the platforms on the plea of the prob- able increase of noise and darkness to their store windows, and in favor of the through routing of the elevated trains. Some of the members of this association have claimed that through routing would increase the capacity of the loop 180 per cent over the present plan of looping the trains. The present attitude of the local transportation committee of the Chicago City Council indicates that this body will withhold from the elevated railroads the privilege of extending their platforms simply as a means to force through routing. The situation now is practically a deadlock, with no promise of relief for the admittedly overcrowded loop. The general public looks forward to the construction of a subway as a means of relief, but such an undertaking could not be completed short of two or three years, even though the city and the transportation companies were prepared financially to undertake immediate construction. The surface railways also are deeply interested in a through- route problem of their own. At the time the traction rehabili- tation ordinances of 1907 were drawn and accepted, it was gen- erally thought that the through-route problem, so far as the surface traffic was concerned, had been fairly well settled. The ordinances specify that the railway companies interested in the 21 prescribed through routes shall make an operating agree- ment for the establishment, maintenance and operation of the through-routed cars. It also is specified in the ordinances that the Council shall have the right to prescribe new through routes as traffic conditions shall warrant. But after through-route operation had been begun in a small way, it became apparent that a number of obstacles of no small magnitude stood in February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 305 the way of its extension, when applied to the combined track- age of the Chicago Railways and the Chicago City Railway companies. Those of a physical nature, such as low viaducts, elevated railway posts and diverse special track work, though serious, were not irremovable. But a more serious difficulty lay in the apparent impossibility of the two surface transportation companies to decide upon mutually equitable operating arrange- ments. So far neither company has proposed a scheme for through operation which is acceptable to the other. At present about 100 cars are through-routed over three tem- porary routes. Each company assumes the liability on all points of the route for accidents to its own cars and for accidents caused by them. In a number of instances injured passengers have sued both railway companies. A matter less easily settled, however, is the equitable division of the revenue on the through- routed cars. Up to this time, the proportion of cars supplied by each company is based upon its proportionate track mileage and each company retains the fares collected on its cars, no matter whether the cars are operating on home or foreign tracks. But this plan involves inequalities in receipts. For in- stance, the franchise districts of the main north and south trunk lines of tht two railways meet in the middle of the Chicago River so that under the present method a large portion of the northbound traffic pays fares within the City Railway territory, although the greater part of the ride is over the Chicago Rail- ways property. There are other objections which will occur to every railway manager to the practice of having the employees of one company collect money while on the tracks of another. Again, the ordinances provide that each company shall report the earnings of its entire property. This brings about another complication, because if a car of one company is earning money on the other company's tracks and there is not an equitable dis- tribution of traffic over the entire through route, the earning power of the property will be changed. Questions of division of track mileages, density of population and trend of travel along the prescribed through routes enhance the serious char- acter of the problem. There has also been a division of opinion as to the proper assessment of the cost of removing physical obstacles to the operation of the cars. For instance, which should pay for rais- ing a viaduct necessary in the case of the cars of one com- pany, but not for those of the other? The city corporation counsel has said that the expense should be borne by both com- panies and the steam railroad company using the viaduct. The city will not admit its liability. Again, it has been found neces- sary to move about 80 elevated railway columns located along one property so that the through-routed cars of both companies can be operated. The apportionment of costs of this kind fur- ther complicates the problem of equitable through routing. So far, the street railway companies have been unable to agree on the operating details of through routing. The ordi- nances specify that if an agreement cannot be reached at the end of the rehabilitation period, which still has about a year to run, the Board of Supervising Engineers of Chicago Traction shall prepare an operating agreement. If this agreement does not suit the contending companies, the matter shall be taken into court and the objecting company must prove to the court that the conditions laid down by the board are not reasonable. The popular solution of the question of through routing, as stated, is consolidation, either of all the elevated properties in one company and of the surface lines in another, or in one large corporation owning or controlling both systems of transit. But if such a plan includes also any material reduction in the average receipts per passenger-mile on the consolidated system it would be most unwise. Consolidation might remove some of the present hindrances to good service, but all of them are of minor importance compared to any plan which involves an ex- tension of the average ride given for 5 cents. Other companies are awakening to the necessity of reducing the distances for which they carry passengers for a nickel and it would be a backward step to adopt any other policy in Chicago. It has been claimed that as the greater part of the traffic in Chicago travels in radial lines from the business center, a general extension of the through-routing principle of cars would not increase greatly the average distance which a passenger is hauled. The truth of this contention could be determined only by careful study of the situation. We believe, however, that whatever the status at present, the result of the adoption of any extensive system of through routing would be to increase the amount of long-dis- tance riding, and this would mean longer hauls for a single fare, the condition from which the traction systems in New York, Boston and practically every other large city are trying to free themselves. Safeguarding Telephone Service The lines of telephone communication of an interurban rail- way system are like the nerves in the body : when they break down co-ordination ceases and confusion reigns. In the early days of interurban construction small importance was attached to the telephone line, which was strung with light iron wire and built as cheaply as possible. Some of these old lines have given excellent service, but they are depreciating rapidly, and every storm results in broken wires and a more or less com- plete tie-up of operation until the breaks are located and re- paired. As a general rule, the roads with the most unreliable company telephone lines have made the least provision for connecting up in times of emergency with the public long- distance telephone systems and the telegraph companies. One road in the middle West which operates over 100 miles of track went through the experience of trying to operate with a single, worn-out telephone line, and as a result of one severe winter's interruptions decided that a first-class duplicate line was none too good. It installed a copper despatcher's line and a company business line from end to end of the road, made an arrangement with the telegraph company whose wires were strung on a parallel steam railroad right-of-way to give prefer- ence to all emergency messages, and contracted with both the long-distance telephone companies to install their instruments in every station and substation, with the understanding that railway calls were to be rushed through. There has not been an occasion when it has been necessary to annul a train or flag through because the crews could not get into communica- tion with the despatcher. A few times only both of the rail- way company's lines have failed together, but the long-distance service was immediately available and serious delays to trains were avoided. The cost of the duplicate long-distance service is considerable, but when it is needed it is well worth the price [•aid. The necessity for rule 20,^-1 in the standard code of interurban rules is not concurred in by (he officers of this road nor would it bo by any other company which had taken the same precautions against failure of the train crews to get into communication with the despatcher. 306 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 8. THE BELLINZONA-MESOCCO 1500-VOLT RAILWAY The Bellinzona-Mesocco Railway is a 1500-volt d.c. line which runs through the Calanca Valley in the canton of Graubiinden in southern Switzerland. The district now traversed by the electric railway was at one time the most popular highroad be- one of the few meter (39.37 in.) gage lines in Europe which not only has a trolley potential of 1500 volts d.c, but operates with multiple unit control. The profile conditions are not exception- ally severe for a mountain railway as the track usually closely parallels the highways or rivers. Fully 71 per cent of the line is on tangents. The maximum grade is 6 per cent and the Bellinzona-Mesocco Railway — Entrance Mountain Side to Tunnel on tween Switzerland and Italy, but its importance greatly de- creased after the opening of the St. Gothard tunnel. The popu- lation of the two valleys now hardly exceeds 5500, but it was believed that an electric line could be made a profitable unde.r- Bellinzona-Mesocco Railway — Bridge Over the Moesa River minimum radius of curvature 80 meters (263 ft.). The dif- ference between the highest and lowest points on the line is 619 meters (2031 ft.). Between Lostallo and Mesocco there is a 6 per cent grade fully 4.6 km (2.85 miles) long on which it Bellinzona-Mesocco Railway — Motor Car, Trailer and Freight Car Near Bellinzona Station taking because of the large tourist traffic and the transportation of lumber and local farming products. The last portion of the road was placed in service late in 1907. The Bellinzona ter- minal is the more important as it is only 1 mile from the St. Gothard Railway. Owing to the great additional cost which would have been required, there is no direct connection between the two stations in spite of the large interchange of traffic. The line is a single track 31^ km (19.2 miles) long. It is was necessary to lay curves of the minimum radius mentioned. Naturally a large number of viaducts, tunnels, cuts and fills was required in constructing the road. Among the most in- teresting of the viaducts is one shown in an accompanying illus- tration. This crosses the Moesa River 9.9 km (6.14 miles) from Bellinzona and consists of two 30-meter (98 ft. 5 in.) stone arches. An illustration shows that a tunnel was cut through the mountain directly ahead of the viaduct. This February ry, 1910. ] ELECTRIC RAILWAY JOURNAL 3^7 power station are of 275 kw capacity each, when delivering 1650-volt current and running at 500 r.p.m. They are capable of operating up to 1800 volts with sparking. The two d.c. generators at the converter station are of similar design, but of 272 kw capacity each. They are driven by two 400-hp asynchronous three-phase motors. LINE CONSTRUCTION The overhead construction is of both the bracket and the span types with kyanized, iron-capped wooden poles set no tunnel accommodates both the public road and the railway and is 17 meters (55 ft. 10 in.) long. The excavated rock was used in the construction of the viaduct. In general the track lay-out consists of a single track with a siding and stub at every station. The rails weigh 25 kg per meter (50 lb. per yard) and are usually laid on impregnated oak ties. Grooved rails are used only at one point where there is heavy freight and wagon traffic. On curves of 100 meters (328 ft.) radius, the outer rail is elevated 126 mm (5 in.) for a speed of 40 km (24.8 miles) an hour, the gage widening amounting to 24 mm (1.4 in.). Tangents at least 10 meters (37 ft. 10 in.) long connect all reverse curves. The profile conditions through- out the line are such that cars can be run by coasting on 46.7 per cent of the route. The running time of a standard 55-ton train for the 19.2 miles between the terminals is 90 minutes on the mountain trip and 78 minutes on the valley trip, allowing 15 minutes in each case for 13 intermediate station stops. These periods allow a schedule speed of 20.9 km (12.9 miles) an hour in the first case and 24.1 km (14.9 miles) an hour in the second case. The highest permissible speed is 45 km (27.9 miles) an hour. ELECTRICAL FEATURES When the construction of the line was being planned, various plans were brought forward to operate the line either by single- phase or three-phase motors. Single phase was not considered seriously at the time because it had not been sufficiently de- veloped, while polyphase operation with stationary transfor- mers for the several sections was rejected because of its un- sujtability for the topographical and operating conditions. It was believed that with the ordinary parallel connection of three- phase motors the speed on the level sections would not be high enough or else the heavy grades would impose too much load on the power station. The advantages of three-phase motors for recuperating current on down grades were more than balanced by their fixed speed characteristics which would have been undesirable on a line of this kind. The principal objection, however, was the additional overhead work as it would have been necessary to install and maintain the wires under very un- favorable conditions. The power for the operation of the line is furnished by a hydroelectric station at Cebbia where both 1500-volt d.c. and 10,000-volt a.c. generators are installed. The current from the d.c. machines is fed directly into the trolley lines at Mesocco, Bellinzona-Mesocco Railway — A Typical Rock Cut at Benabbia further than 30 meters (98 ft.) apart. In some cases, as illus- trated, it was necessary to attach the span wires to insulated rosettes set in solid rock. The trolley wire used throughout the route is of No. 00 round-section, hard-drawn copper. On the bracket sections the wire is carried en Mannesmann seamless Bellinzona-Mesocco Railway— Adjustable Bow Type Current Collectors V/2 km (.93 miles) distant, while the 10,000 three-phase 50- cycle current is transmitted 22.2 km (13.76 miles) to a motor- generator station at Roveredo. As the generators in the latter are operated in parallel with the r5oo-volt machines in the power station, any cars between the two feeding-in points re- ceive power from two sources. Thus the load is gradually shifted from one station to the other in accordance with the changing positions of the <-:irs. The two d.c. machines in the steel tubing. All of the iron fittings for the trolley wire were given two coats of oil paint. The trolley is doubly insulated, the first protection being afforded by the insulated hangers on the bracket or spans and the second insulation by two porcelain suspension insulators between which the wire is carried. The clearance between the trolley wire and the top of the rails varies as follows: 6.3 meters (20.7 ft.) in the yards and at crossings. 5.8 meters (to ft.) on right-of-way and 4.3 meters (14 ft. 1 in.) ELECTRIC RAILWAY JO URN A I [Vol. XXXV. No. 8. in tunnels. The span wires are of No. 4 steel except at anchor- ages where No. 3 wires are used. A telephone circuit with metallic return is installed in connection with instruments at trated. The bottom framing of the collectors is carried on four 10,000-volt insulators set in wooden blocks on the car roof. The lower half of each collector is adjustable for the greater variations in clearance while the upper part adjusts itself in- stantly for minor variations. This upper part is under separate spring tension and always tends to maintain a perpendicular position, but it is at a slight angle when the car is running. The tension of the trolley wire is 4 kg (8.8 lb.) under all condi- tions. The collectors are raised and lowered through gearing controlled from a hand wheel in the motorman's cab. This mechanism is carefully insulated from the collector framing and is also grounded. The contact piece of the collectors is of the well-known Siemens design consisting of a V-shaped piece of aluminum with a lubricated groove. The motor cars have an overall width of 2.7 meters (8 ft. 10 in.), an overall length over the bumpers of 15. 1 meters (49 ft. 6 in.) and seating capacity for 51 passengers distributed in several compartments. The empty weight of the car is 31,300 kg (68,985 lb.) ; the dead weight per passenger, 614 kg (1352 lb.) ; the weight of electrical equipment, 11,150 kg (24,575 lb.). The truck wheelbase is 2 meters (6 ft. 6 in.) and the diameter of the wheels 850 mm (33.5 in.). The cars are electrical'y heated and electrically lighted, the heating current being taken from the trolley, and the lighting current from the batteries which operate the contactors. RESISTANCES WITH REMOVABLE GRIDS Bellinzona-Mesocco Railway — Standard 750-Volt Motor every station. The overhead line is protected by Nonn lightning arresters placed every 2 km (1.24 miles). The overhead work was furnished by the Oerlikon Company, Zurich, Switzerland, which also supplied most of the other electrical equipment with the excep- tions noted later. The cars are equipped with 750- volt motors and Siemens-Schukert multiple unit control, using 60-volt current from storage batteries. In addition to the ordinary connections, the controllers are provided with five steps for emergency electric braking. The four motors per car are rated at 65 hp and were designed to pull a train weighing 50 metric tons up a 6 per cent grade at 19.8 km ( 12.26 miles) an hour, assuming the rolling resistance to be 8 kg (17.6 lb.) per ton. The factory tests of these motors showed the following in- creases in temperature for 25 per cent overload for 30 minutes. Arma- ture, 53.5 deg. C. ; commutator, 58.5 deg. C. ; field coil, 33.5 deg. C. The motors are so arranged that first the two armatures and then the two fields are connected in series. Thus the two motors per truck are con- sidered as a double motor, and as such are connected in series and parallel. The performance of the motors is indicated by an ammeter and voltmeter in the motorman's cab. The latter also contains a voltmeter connected to the storage battery circuit. Current is collected through sliding bows of the type illus- The accompanying illustration shows the detail construction of a small and large grid resistance made by a foreign railway after the models of the Detroit United Railway. These grid resistances are arranged to give a first-step resistance of S3A ohms on single-truck cars and 3 ohms on double-truck cars. The rheostats are built so that broken grids can be removed without disturbing the others. This is done by slackening the outer and inner end bolts on the middle micanite tubes and the individual screw at the side. The y%-'m. micanite tubes which carry the grids are insulated by mica from the end casting. SMALL GRID TYPE LARGE GRID TYPE 22 Small Grids Cast Iron 2 Jind Castings 4 17"K V," Iron Rods ■1 lTii"x %" •• lli X" HrxajjfOC Nuts 25 Mica Washers 21 Brass Silibon Clips '2 Jf"x U"s 24" Machine Screws 20 Large Grids Cast Iron 12 End Castings 4 17"x Yi" Iron Rods 10 K" Hexagon >Tuts 8 %" 23 Mica Washers 19 Brass Kililinii Clips :4S J£"x US 24" Machine Screws BRASS TERMINAL 2 fur each type J. MICA WASHER Elcc.Rt/,Joimtal Details of Grid Resistances Brass ribbon clips are used to insure good contact between the connecting ends of adjacent grids, and mica washers are em- ployed on the opposite ends. February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 309 INSURANCE METHODS OF THE OHIO ELECTRIC RAILWAY COMPANY Three years ago a systematic campaign for obtaining better fire inspection service was inaugurated by the officers of the traction lines that now compose the Ohio Electric Railway Com- pany. This campaign included improving the property from a fire insurance standpoint and reducing the rate of insur- ance. The property then consisted of a number of separate companies, all under one management, viz., the Indiana, Colum- bus & Eastern Traction Company; Lima & Toledo Traction Company and Cincinnati Northern Traction Company. Each had been formed from the consolidation of a number of smaller companies either by lease or purchase, and before the final consolidation of the companies into the Ohio Electric Railway Company each individual risk was insured separately. This made it necessary to execute and handle more than 400 sep- arate policies. FORM OF POLICY Under the present system all the property is covered by one general form and schedule, in which each building is described as to its construction and location, the values of the buildings are shown, and the contents are classified in separate columns as Buildings, Section A; Contents, not Electrical, Section B; Electrical Machinery, Section C. In the body of the form a full description explains just what is covered by each section (A, B, C), and what classifications of rates are made on each. Rolling stock is covered by Section D, with a full explanation as to how and when the cars are insured and what classification of rates apply. All property covered by Sections A, B and C is insured for 80 per cent of its value, while the rolling stock (Section D) is insured for its full or replacement value." Each insurance company in writing a policy on this property covers a certain percentage of the total schedule, pastes a copy of the general form and schedule to its policy, charges the average rate, has the policy signed by agents in Ohio and In- diana (the property insured is located in both States), and charges the premium to the traction company. The railway company pays each insuring company its pre- mium at the average rate for the entire risk, and in accordance with the proportionate amount of the total value carried by that insuring company. If a loss occurs each insuring com- pany pays its proportion of the loss prorated according to the ratio between the face value of its policy and the total amount of insurance carried on all companies. Proofs of the losses are made by the Western Adjustment & Inspection Company, and one copy is furnished to each insuring company. Such a proof describes the risk, as set forth in the form and schedule attached to the policy, and gives an account of the fire, a state- ment of the value, loss, insurance and a prorated apportionment of the claim among the participating companies. All the cost for adjusting losses is assumed by the insurance companies. Under this method the number of policies has been decreased from 400 to about 60. The Ohio Electric Railway Company has 617 miles of inter- urban and city tracks in Ohio and Indiana, extending from Cin- cinnati to Toledo via Hamilton, Dayton, Springfield, Urbana, Bellefontaine and Lima; from Richmond, Ind., to Zanesville, Ohio, via Dayton, Springfield, Columbus and Newark, with branches from Columbus to Morgans, Hebron to Buckeye Lake, Newark to Granville, and from Dayton to Union City, Ind.; from Lima to Eort Wayne, Ind., and from Lima to Defi- ance. Large power plants are located at Lindenwald, near Hamilton, Brookville, West Alexandria, Medway, Hebron, Zanesville and Limn. The principal car houses arc at Hamil- ton, Trenton, Brookville, West Alexandria, Medway, Colum- bus, Newark, Zanesville and Lima, with smaller ones at other points. There are about 2.5 substations. The total insurance value, including rolling stock, is now over $3,250,000. INSPECTION WORK To carry ort the plans formulated by the officers of the company, advantage was taken of the offer of linice E. Loomis, manager of the Fire Underwriters' Electrical Bureau, of New York, made in 1906 to the insurance committee of the Amer- ican Street & Interurban Railway Association, to inspect the properties of electric railway companies and recommend im- provements from a fire insurance standpoint. In March, 1907, Mr. Loomis made a preliminary inspection of this property, and part of the improvements recommended by him were made at once. These changes resulted in a reduction of the rate of insurance from April 1 of that year. In October, 1907, the Electrical Inspection Bureau of Chicago made a com- plete survey of every risk on the Ohio Electric Railway system. In the report of this survey a map of the property in the neigh- borhood of each risk is prepared, as well as a large map showing the locations of the various risks along the interurban routes. Each risk is described in detail, and following the de- scription of each is a list of suggested improvements which, if made, should reduce the hazard and make available a lower insurance rate. The report was made without any expense to the railroad company, and as it includes a full description of each piece of property, a summary of the hazards and exist- ing protection methods and recommendations for the improve- ment of the risks, the report can be used by a rating bureau to determine the proper rate on any risk without the necessity of viewing the property. The Electrical Inspection Bureau of Chicago, which .did this work, does not make rates, but carries on the work of making insurance surveys and suggesting im- provements which will bring the risks up to the standards re- quired by the insurance companies. After the Ohio Electric Railway had obtained the survey re- port and its recommendations, still another survey was made, this time by the Ohio Inspection Bureau, representing the in- surance companies doing business in Ohio. This survey was completed in December, 1907, and the information thus gained was used in fixing the rates on the individual risks. Subse- quently, the report made by the Ohio Inspection Bureau, de- scribing each risk and the controlling features of the whole property, was published, and copies were distributed to the insurance companies, so that each might determine what por- tion of the total risk it desired to carry. METHODS AS APPLIED TO ONE RISK To afford a clearer understanding of the methods pursued in placing the insurance of the Ohio Electric Railway on the basis described, an account will be given of the way in which one risk was handled. This risk comprised a car house and ma- chine shop, with division offices above, and the quotation below shows the manner in which this risk was described in the re- port : INSPECTION BUREAU REPORT SUMMARY "A new one to three-story brick car barn, repair shop and office building, part of which is fireproof, and all of substantial construction. The structural features are such that the build- ing may be classed as three separate and distinct risks; namely, the western, middle and eastern sections. The first two prac- tically are fireproof, but the last is, structurally, much inferior. Hazards are few in the western and middle sections and rather poorly guarded in the eastern ; unexposed ; fair public and pri- vate protection, but both inadequate. With the hazards in the eastern section properly guarded it would be an excellent risk of its class. "Building Construction. — New and in good repair; a one- story car storage section, 40 x 240 ft. ; a one-story car repair section, 40 x 240 ft. ; a three-story machine shop and office building, 40 x 240 ft., with side and end projections for office building, armature rewinding and blacksmith shop sections, making a total area of about 30,000 sq. ft. Tn addition a one- story, 10 x 15-ft. frame sand drying house adjoins the west section. Plain 12-in. brick walls pilastered inside to 16 in. every 15 ft. Front end of car barn consists of wooden doors hung to wooden frames, bolted to brick posts supporting steel I-beam headers, on which rests the brick wall above the doors; doors open outward. Reinforced concrete roof G in. in thick- ness; 10 wire-glass skylights in metal frames, si7e 6 x 14 ft ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. over car storage section; 10 skylights, same size and construc- tion, over car repair section ; also machine shop and office sec tion, making 30 in all. Earth and cinder floor in west section, concrete and 2-in. plank on 4 x 5-in. wooden timbers resting on flanges of rails in middle section; 2-in. plank floor on 2 x lo- in, joists, resting on foundation and boiler wall in blacksmith shop; wooden floor on joists in machine shop, armature rewind- ing room, paint and carpenter shop, also office sections ; earth in oil room. Open concrete ceilings, except wood laid and plaster finish in office section. Two open stairways from first to second floors, one open, second to third. Twelve-inch brick division walls between the three main sections; also one between blacksmith shop and machine shop, one between machine shop and armature rewinding department, one between the latter and carpenter and paint shop, also between the latter and of- fice section. One opening in division wall between west and middle sections covered with an automatic, double tin-clad fire ■door ; two openings in wall between middle and east section, one covered by single, the other a double, standard tin-clad fire door, but could not close because obstructed by electric light wires ; openings in walls on both sides of armature department covered with single, standard, tin-clad fire doors ; wooden sills under some fire doors. "Supply House. — New and in good repair ; two-story ; are 20 x 140 ft., equaling 2800 sq. ft.; plain brick walls, except fin- ished with wood in office part; tile roof on wooden sheeting on light wooden trusses; single i-in. wooden floors on joists; open trussed ceilings except office ceiled with wood ; open stairway first to second; wooden platform and bins along east side of building. "Occupancy. — Car barn, west section ; three tracks running full length of barn with no stop blocks ; track used to house 13 city cars and one flat car; car storage only. "Middle Section. — Three tracks running almost full length of barn, with no stop blocks ; pits under all tracks ; section used for inspecting and repair work, also barn for interurban cars, where five 55-f t. cars are housed ; also three city cars. "East Section. — Boiler, forge, power hammer, two emery wheels, buffing wheel, shaper, three lathes, wheel press, drill press, hack saw. two 1354-hp, 500-volt motors, pit, armature rewinding oven, band saw, rip saw, grindstone, two tracks, storage of two to three cars while under repair, 10-hp, 500-volt motor, oil house and general offices. "Supply House. — General electrical and traction supplies of all kinds; also offices. "Exposures. — None. "Hazards. — Motors operate on 500-volt trolley circuits ; one in machine shop elevated almost to roof on wooden platform, not accessible. Rheostat mounted on wooden base ; wiring very poor; unsafe; motor in carpenter shop open and subject to flying sawdust; rheostat not properly mounted; considered hazardous. Steam heat; boiler in basement of blacksmith shop; metal breeching to brick flue ; 3-in. clearance from wooden floor; strip of asbestos on floor, but not safe. Electric incan- descent lighting: current from no-volt a.c. circuit; also some from trolley circuit; wiring as a whole poor; wires not suffi- ciently supported ; single braided wire in iron pipe, non-stand- ard (No. 9171) receptacles used; wires not properly insulated; pendant cords used for miscellaneous purposes,' and other com- mon defects. Trolley wires well supported ; hangers supported by stranded cable fastened to brick wall. Shafting in ma- chine shop hung on wooden beams supported by unprotected iron columns on concrete foundation and 3 x 5-in. studding at side walls ; well aligned. Wooden floor in machine shop, be- coming oil soaked ; no metal receptacles under metal working machine ; two metal waste cans ; two waste cans in middle section, but oily waste found on floor, in pit, and in wooden bench in rear part. Five barrels of roof and floor paint in carpenter shop ; surroundings fairly clean ; border lights in paint shop not properly wired; floor in this department dirty; gas furnace in carpenter shop fairly safe. Armature rewind- ing, baking done in oven constructed of wood and partially lined with metal ; heated with electricity by placing a number of lamps in series ; crude and unsafe ; also a gas solder furnace ; small amount of paint and slack and an a.c. transformer (110- 1100) for testing purposes in armature department; one gas and one gasoline solder furnace in basement of blacksmith shop; fairly safe. No means for taking care of dust from buffing and woodworking machines; no stop blocks at rear end of tracks in barn ; tracks incline slightly and run clear to main line ; no transfer table nor switches inside. Car wiring fair to good ; the cars heated both by electricity and hot water, Peter Smith system; fires banked in stoves all night; smoking prohibited in barn ; an automatic cut-out switch for all trolley circuits entering risk installed on pole across the street from the barn; oils mostly kept in fireproof oil house adjoining office building. Other hazards negligible. "Protection.— Two Knight & Thomas chemical fire extin- guishers in west section ; two in middle section ; one in ma- chine shop ; one in armature department ; one in carpenter shop ; one in paint shop and one in office. City fire protection; a triple hydrant on 8-in. city main 80 ft. distant, with fire department house available ; three men on duty every night, but no regu- lar watchman service. "Recommendations "1. Correct electrical defects so as to comply with require- ments of the National Electric Code. (See hazards.) "2. Provide metal receptacles where needed in machine shop. "3. Instruct employees to use waste pans supplied. "4. Provide fireproof oven for baking rewound armatures. "5. Provide blower and metal pipes for buffing machine, venting outside. "6. Install stop blocks on tracks 4 ft. from rear wall of car barns. "7. Provide a standard V. P. and hose system for east sec- tion of risk. "8. Install 24 sand pails in repair car barn and two in each carpenter, paint and machine shop and armature room. "9. Increase supply of approved chemical extinguishers to four in each section of barn and two in office, with one in each shop, as at present. "10. Provide concrete or iron sills under each fire door. "11. Make doors from machine shop to repair barn double doors. "12. Provide five standard waste cans in repair barn and two in each paint and machine shop, and empty daily. At present open cans are used for oily waste. "13. Have watchman make hourly rounds all night. "14. Install fire alarm box. "15. Protect flooring in blacksmith shop in better manner above boiler than at present. As now fixed the asbestos is apt to be kicked off. "16. Keep papers, etc.. out of basement with boiler. "17. Seal all clock keys." RESULTS FROM REPORT It will be noted that this report, made by the Ohio Inspection Bureau, covers practically every detail tha.t may affect the judging of the risk for insurance purposes. The type of con- struction is described in detail, including the materials of which the walls, floors and roofs are built. Such features as the openings in division walls and the use of wooden sills under some fire doors are pointed out. Under the head of "Occu- pancy" the machinery and nature of the work carried on in the different divisions are set forth. A rather strict examination seems to have been made and reported under the head of hazards. The long list of shop equipment details which were classed as hazards may offer suggestions applicable to a large number of other shops and prove valuable for bringing about a reduction both in insurance premiums and in shop costs. The protection apparatus was listed in the report. Probably the most valuable part of the report, so far as the improvement of shop conditions was concerned, is given in the definite recommendations made by the insurance surveyor. Here are found 17 features in which changes are recommended. A con- February 19, 1910. ELECTRIC RAILWAY JOURNAL. siderable number of these changes was made by the railway what the company consistently could do from the standpoint company, and in each instance the change brought about a re- of protection ; and, second, whether it would be cheaper to duction in the insurance rate on this risk. make the improvement or pay the additional premium required determining the eates by the hazard. In the case of the building described a number After a survey of each separate risk of the Ohio Electric of recommendations were adopted, because they were found to THE OHIO ELECTRIC RAILWAY COMPANY AS OWNERS, LESSORS OR LESSEES, AS INTERESTS MAY APPEAR This Policy covers $ .—.being a pro rata of each of the following amounts : DIVISION "A"— BUILDINGS _ _ (Whether leased or otherwise held by insured as and to the extent the interejt and obligations to insure the samt may require.) • 052,295. On buildings as shown in schedule below; the term "buildings" not to include foundations below the level ol the lowest floor, tot to include all additions, attachments, extensions, adjoin- ing or communicating, whethervconstructed in whole or in part ol brick, stone, concrete, wood or iron, all piping, shelving, plumbing work, heating apparatus, gas and electric light h*t.ores. partitions, stalls, tanks, awnings, signi elevators, conveyors, cranes, automatic sprinkler apparatus, metal smoke stacks, coal hoisting, conveying and storing apparatus, bins, fence, shitting tables, tracks in buildings, turnstiles plat- forms and water tanks in or on building, ladders attached to buildings, and all permanent fixtures and appurtenances contained therein or connected therewith, or on premises within one hundred (100) teet tnereot. It is understood and agreed that this item also coven engines, boilers and machinery pertaining to the service ol the building. DIVISION "B"— CONTENTS (Other than Electrical Equipment Power and Sub-station*) • — (Whether leased or otherwise held by injured as and to the extent the interest and obligations to insure the same may require.) .... 9 31/,/Ht. On contents, the terra "contents" to include and cover engines, boilers, and pumps, including their settings and connections, dynamos, electric generators, regulators, switchboards and connections and appurte- nances, storage batteries and their connections and appurtenances, electrical apparatus of every description (but not to cover electrical equipment in power or sub-stations, which is covered under Division C ). motors and armatures, car bodies and parts of cars when detached, indicators, machines and machinery of all kinds, shafting, belting, gearing, pulleys, hangers, hay, straw, grain, feed, feed bags, harness, halters, blankets, whips, robes, paints, oils, varnish, horseshoes, iron, lumber, timber, ties, fuel, wheels, axles, furniture, fixtures and safes, stationery, printed books, blanks, clocks, and on horses and mules; in ease of loss, no one animal to be valued in excess of $250; wagons, sleds, trucks, carts (excluding automobiles), forges, anvils, bellows, lamps, blacksmith tools and implements, patterns and drawings (not more than 10 per cent of the amount insured under this item shall apply on patterns and drawings), hose, stable furniture, tools, implements, utensils, freight, materials and supplies, and all other property of the insured, or for which they or either of them may be held liable, not otherwise specifically insured. DIVISION 1 'C" — CONTENTS (Power and Sub-Stations) • Off icA (Whether leased or otherwise held by insur-d as and to the extent the interest and obligations to insure the same may require.) 9 577|l5tJ. On electrical generating and storing apparatus and equipment of, and in Power and Sub-stations of the Assured, including dynamos, generators, storage batteries, transformers, converters, boosters, switches, switchboards, switchboard instruments, "and transmission wires from generating or storage apparatus to switchboard and from switchboard to outlets from building. DIVISION "D" — ROLLING STOCK *1 I ftt aaa (Whether leased or otherwise held by insured as and to the extent the interest and .obligations to insure the same may require.) #l.lQji*UU9. On motor cars, locomotives and their tenders, sub-station power cars and their electrical equipment, snow plows, sand and salt cars, sweepers, sprinklers, supply cars, ash cars, dump cars, test cars, mail cars, line cars, freight cars of all kinds, parlor cars, funeral cars, private cars, office cars, trail cars, grip cars, and other cars of every description, whether finished or unfinished and in process of construction, including all fittings, vestibules, electric heating apparatus, air brakes and whistle apparatus, equipments and fare recording apparatus entering into the construction of cars, belonging to same wherever they may be on the tricks or in any buildings or sheds, or while outside of buildings on the lines or sidetracks of the assured or on the lines or side tracks of any other electrical railroad company, whether such rolling stock is owntd or leased or otherwise held by the insured, as and to the extent the interest of the insured therein or its obligation to insure the same may require. REDUCED RATE CLAUSE Applying on Divisions "A," "B" and "C" In consideration of the rate at and/or form under which this policy is written, it is expressly stipulated and made a condition of this contract that this company shall be held liable for no greater proportion of any loss than the amount hereby insured bears to 80 per cent of the actual cash value of the property described herein at the time when such loss shall happen, nor for more than the proportion which, this policy bears to the total insurance thereon. If this policy be divided into two or more items, the foregoing conditions shall apply to each item separately. REDUCED RATE CLAUSE Applying on Division "D" In consideration of the rate at and/or form under which this policy is written, it is expressly stipulated and made a) condition of this contract that this company shall be held liable for no greater proportion of any loss than the amount hereby insured bears to 100 per cent of the actual cash value of the property described herein at the time when such loss shall happen1, nqr for more than the proportion which this policy sears to the total insurance thereon. If this policy be divided into two or more items, the foregoing conditions shall apply to each item separately. DYNAMO CLAUSE This company shall not be liable for any loss or damage to dynamos, wiring, lamps, motors, switches or other electrical appliances or devices, resulting from any electrical injury or disturbance, whether from artificial or nat- ' Ural causes, unless fire ensues, and then for the loss by fire only. LIGHTNING CLAUSE (Excluding Damage to Electric Apparatus) This policy sjhail cover any direct loss or damage caused by lightning (meaning thereby the commonly accepted use of the term "Lightning," and in no case to include loss or damage by cyclone, tornado or wind storm), not exceeding the sum insured nor the interest of the insured in the property and subject in all other respects to the terms and conditions of this policy. Provided, however, that if there shall be any other insurance on said property this company shall be liable only pro rata with such other insurance for any direct loss by lightning, whether such other insurance be against direct loss by lightning or not; and provided further that, if dynamos, wir- ing, lamps, motors, switches, or other electrical appliances or devices, are insured by this policy this company shall not be liable for any loss or damage to such property resulting from an electrical injury or disturbance, whether from artificial or natural causes, unless fire ensues, and then for the loss by fire only. GENERAL* PROVISIONS Won ahd Materials1 Clause. — Permission granted for the use of the premises as at present and for other purposes not any more hazardous, and to keep and use all articles and materials usual to the business conducted herein, but the use, handling or storing of benzine, benzole, gasoline, naphtha, calcium carbide or fire-works is prohibited unless a specific permit is attached hereto. , Gasoline Storace Permit. — Permission is hereby given for the use and handling of gasoline; the same to be handled, and all reservoirs and receptacles to be filled by daylight only, and when the apparatus is not lighted ; warranted by assured that no artificial light be permitted in the room when the reservoirs or receptacles are being filled or gasoline is being handled. Permission is specifically granted to keep and use not to exceed five gallons of either benzine, benzole, gasoline, or naphtha, to be kept in approved metal safety cans, in each building insured under this policy; also to handle fire-works. ission irranted to make ordinary alterations and repairs, same to be covered bv this insurance under their aoorooriate divisions, for other insurance: to use artificial or natural gas, coal, electricity or oil : necessary 1 Permission granted to make ordinary alterations and repairs, same to be covered by this insurance under their appropriate divisions, for other insurance; to use" artificial or natural gas, coal, electricity or oil for light heating or mechanical purposes, or for lighting or heating cars; to remain vacant as occasion may require; to cease operations and to do such work at such hours and to employ such power, heat, light and fuel as are necessary their busiz. The validity of this policy shall not be questioned because of any mortgage, lease or other incumbrance or contract that may now be in force or that shall hereafter be effected, upon or affecting the property above described whether or not endorsed hereon, nor because of any of the buildings standing on leased ground. It is understood that tracks, pits and foundations of buildings and of machinery below the under surface of the basement floor and the cost of excavations are not covered by this policy. It is understood that the word "Noon" in the, commencement and expiration of this policy means the noon of Central Standard Time. . LOSS CLAUSE Loss, if any, payable to the trustees, mortgagees under the several mortgages or deeds of trust now existing or which may hereafter be created upon the properties owned or leased by the above assured, as their respective interests may appear therein. It is understood and agreed that when in the following schedule an amount attaches on Division "A," "B" and "C," it attaches in accordance with form of respective division as above given, and that the amount under each item is divided so as to apply and cover as follows: LOCATION. CONSTRUCTION AND OCC0PAN0Y. Bulldlnga, Omenta Not Electrical flection "A " Elcclrlcnl Machinery. Boiling Slock Item No. MUSKINOUM COUNTY, OHIO. Sectloo * B " Section "O." Bactloo "O" 1 Soot Bust Comer Main sod 8tb Streets. 2ane**iUe Brick Office Build log . SI. 000 00 112.000 00 S id in Uusklogum Klier. near approach of "T" Dri gi? ««» Btr^t. ZacwnUe .. .. . Brick Pow.r », (VOOO rt Woodland Aieoua and Arthur Street. ZaoaarlUe Fair Oak 8 bed .... 1 000 uu i in — i nm— ■-■tirf-| Hgfffllli n — | $ qi'lf it^tj, Car Ban, aod Office „, , "'filf ffl) i.nop po M ory. ebtngta roof, frame. Dwelling . « Dwelling Darelllrfet •blngle roof, frame Dwelling- wee* aide Milton Arrest, Weetoo ■if between Lima aod Toledo. O i Street. TooLogaar LUCAS COUNTY. OHIO. • roof. Tnni former »t tattoo Brie*. I SOS New naT«n. Ind """*"'.'.'."'.*. ".'."..!'.".".'."..","'.*... Brtct ' insurance carried on Buildings "A" Insurance carried on Contents, not Electrical. "B" Insurance carried on Electrical Machinery, "C Insurance carried on rolling stock in bams or on tracks of this or any other companv. "LV* Insurance on liability as common carrier of freight, express and baggage in 'ears or buildings of 3,000 w too on 100 oo «6o on 200 00 mo oo ooo oo «oo oo S.ooo o 8.000 0 .$ 552.236 00 . B17.700 00 ST7.150 00 . 1,103,000 00 5,000 00 The amount of this policy being $ Attached, to and forming paeU of Policy No. Countersigned m_ $3,155,105 00 covers a pro rata part of each of the above named amounts of insurance. — i : Fire Insurance Co. MARSH AND McLENNAN, Insukancp. Bkokrrs, New York and Chicago. April 1st. 100ft Ohio Fire Insurance Policy Rider Form and Schedule Railway property had been made and the reports were available for consideration, the officials of the railway company secured careful estimates of the cost of each improvement recommended by the inspection bureau. The advisability of carrying out the individual recommendations was based on two views : First, be advisable from the operating standpoint, and also because they would bring about a saving in premiums in excess of the interest charge for making the change or addition. The insurance carried on the risk in 1006 was more than $5,600, which included the valuation of the buildings and 3I2 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 8. fixtures at 80 per cent, and the valuation of the cars at 100 per cent. The average rate on this risk in 1906 was $2.10. After about $450 had been spent in making improvements, this rate was reduced to 69 cents. All of the recommendations of the insurance inspectors were not carried out, because some of them, in the eyes of the officials of the company, did not seem to be warranted. For example, the insurance people recommended that a water plug be installed in the car house, but the company did not follow the recommendation because a city fire station is located across the street, but 80 ft. distant from the building. DETERMINING THE RATES The following table will give an idea of the method of de- termining the rate on each of the 209 risks included in the Ohio Electric Railway insurance schedule. The figures are those for the car house, shop and office building already do scribed : OHIO INSPECTION BUREAU. Owner and occupant — Ohio Electric Railway Company. Inspected 10-19-09. Car Barn Schedule. Basis $1.00 Floors 10 Car heating 15 Barn wiring 25 V. P. and hose 10 Occupancy 25 Improvements: Barn wiring $0.25 V. P. and hose 10 — — -35 $1.50 15 per cent for fire walls and good construction 22 $1.28 40 per cent reduction for 80 per cent clause — building 76 Waived — car heating 07 Net rate $0.69 It will be noted that, according to the method of calculating the rate, a basis for the particular risk is first adopted; in this instance $i. To this rate additions are made in accordance with the schedule of defect charges for various hazards. These additions bring the rate up to $1.85. The fulfillment of recommendations made by the inspector reduced this rate by 35 cents, and from the resultant rate of $1.50 a deduction of 15 per cent was made on account of the good character of the fire walls and building construction; then 40 per cent of the net rate was deducted because the property was insured for only 80 per cent of its full value. Finally, one-half of the defect charge for car heating was waived. These reductions as here shown in tabular form served to reduce the rate to a final figure of 69 cents. AVERAGE PREMIUM RATE All the insurance policies under this method of handling the business expire on April 1 of each year and the average prem- ium rate is determined each year for the following year. This average is found by means of an estimate sheet made in part as shown below, this example being also for the car house and shop, already described. AVERAGE ESTIMATE SHEET. Form item. Name and location. Section. Amount. Rate. Premium. Car barn and repair shop. A $63,000 $0.69 $434.70 Rolling stock in barn... D 88,430 .69 609.96 Rolling stock outside barn. D 115,636 .50 578.16 The figures presented on this sheet show the name and loca- tion of each risk, the division or section to which it belongs, the amount, the rate as determined according to the existing condi- tion of the risk, the occupancy and protection and the premium on each risk. From the total amount of all risks and the total premium, the average rate for the property is obtained by divi- sion and this is the rate at which each participating insurance company takes its proportion of the insurance. IMPROVING RISKS As already stated, the rate sheets prepared by the Ohio In- spection Bureau show the schedule of, and charge for, every defect, and the company has secured large reductions in its premiums each year by remedying these defects and thus ob- taining a better average rate. This work has been done with particular regard to operating as well as to insurance conditions. In compliance with the requirements of the insurance body, a fire protective department with local squads at every shop and plant has been organized and every risk on the property is in- spected once a month by a general inspector. The inspector is employed constantly and by means of a continuous system of reports sent by him to the general offices the fire risks are kept up to the standard requirements of the insurance com- panies. Two forms of report are made by the inspector. One report shows the risks that he has inspected each day, arranged according to the item number shown on the schedule form used in connection with the policies. A second report is an itemized statement of the actual conditions of each risk as found by the inspector. Both good and bad features are included in this report. Those reports from the inspector which require attention are taken in hand by the executive in charge of insurance matters and letters are written to the different operating officials, calling their attention to the irregularities found by the inspector. In some instances it is necessary for the division officials to in- struct their subordinates to make slight changes in the arrange- Ohio Fire Insurance — Hydrant, Hose Stand and Fire Rules in Vine Street Car House ment of the building fixtures, and in .others it is necessary for them to see that certain practices of the men, such as the care- less handling of waste or other inflammable materials, are dis- continued. A frequent irregularity found by the inspector is the blockading of doors with materials or supplies in course of use. One of the duties of the general insurance inspector of the company is to instruct foremen in fire drills and insist on thor- ough training in this part of the work. Periodical test drills are called for from both night and day squads and the results from the fire department of the railway company have been ex- cellent. At one time a dwelling house near a car house caught fire and the railway shop squad reached the house and put out the fire before the city fire department, located on the next lot, got under way. The rules posted in each building follow: GENERAL FIRE RULES. 1. Men in charge of buildings, or sections thereof, will be held responsi- ble for the proper condition of fire apparatus and for the clean and tidy condition of premises. They must make frequent inspections thereover, repair minor defects at once and report serious ones immediately to the proper authorities. 2. Free access to fire pails, extinguishers, hose reels, standpipes, alarm boxes and all other fire equipment must be had at all times. 3. Fire pails and all other fire apparatus will be used only for fire purposes. February 19, 1910. 4. Electric circuits must not be changed nor tampered with, except by the electrician in charge. 5. Rubbish and debris of every sort must be put in the proper receptacles. 6. Ashes must be placed in metal receptacles, which must be emptied once a day. Ashes must not be allowed to accumulate under the grate bars of boilers or stoves. 7. Oily or greasy waste, greasy rags and paper, or other inflammable material must be put in the covered metal cans supplied for the purpose. Such supplies must not be mixed with clean material of like character. 8. Oils, paints, surplus supplies of oily waste and similar material must be kept in fireproof rooms provided for this purpose, except when actually being used. Benzine, gasoline, naphtha or other similar highly inflammable substances must not be allowed on the premises except where actually needed. At such places only the minimum quantities necessary will be kept on hand. These substances will be handled with the greatest care, being kept in fireproof rooms whenever possible. 9. If oil or like substances are on fire, use sand; never use water, for water spreads the burning material. Use sand when live wires, short cir- cuits or charged rails are involved. 10. Sand only must be used on floors, spittoons, or for catching drippings. 11. Smoking is prohibited in all buildings except in club rooms. 12. All clothing must be kept in lockers provided for the purpose and only clothes actually used and needed may be kept on the premises. 13. Trolley poles must be removed from wire and left in a trailing position when cars are laid up out of service. Heat must be turned oft before cars are run into barn. 14. Remember that most fires are caused by neglect and carelessness. Familiarity with these lules is required upon the part of all employees. General Manager. Approved: President. Under this system of inspection and following the plans for improvements which have been systematically continued since January, 1907, the proportion of losses and damages to this property to the total amount of premium paid has been less than 15 per cent. In September, 1908, the firm of Marsh & McLen- nan, of New York and Chicago, was appointed brokers of record of this property and has entire charge of the insurance business, furnishes the inspection service, places all insurance, settles all losses and relieve the company of all worry and responsibility. F. A. Healy, secretary and treasurer of the Ohio Electric Railway, an old steam railroad man, with wide experience in nandling insurance matters, inaugurated the insurance depart- ment of his company and successfully carried out the details of the plan here described. President Shaw of the American Street & Interurban Railway Association has appointed Mr. Healy to the insurance committee for 1910. WHAT CONSTITUTES A LEGAL TENDER FOR A FARE BY HOWARD C. LAKE, OF THE NEW YORK CITY BAR In the Electric Railway Journal for Aug. 14, 1909, page 256, I discussed the question, "What Constitutes a Legal Tender for a Fare," and briefly reviewed the three leading cases in the courts of Tennessee, California and Vermont, which had then been decided and reported. It was therein set forth that New York had decided that a rule of the company re- quiring its conductors to make change to a passenger to the amount of $2 was a reasonable rule, while the other two States had held that a five-dollar bill or coin was a reason- able amount to tender in payment of a 5-cent fare on a street car. The California decision was prompted, it was stated, by prevailing local conditions because it was then a well-known fact that the $5 gold piece, which, was tendered, was then practically the lowest gold coin in use in that section of the country. Now comes a recent decision in Georgia (Burge vs. Georgia Railway & Electric Company, 65 Southeastern Reporter, 879), which follows the Barker case in New York, cited as a prece- dent. The facts were briefly these: Burge boarded a car in company with two companions. He tendered to the conductor a $5 gold piece in payment of the three fares. The conductor replied that he could not change the money and that the three must leave the car. Plaintiff was thereupon forcibly ejected and he claimed that the conductor, in an "offensive manner," had ordered him to leave the car. Plaintiff's testimony at the trial was to the effect that the gold piece was the smallest amount of money that he or any of his companions had. The ■company proved that it had a rule requiring its conductors to 3L3 make change when the amount tendered was not above $2, but not to furnish change for a greater amount for passengers. The question was, of course, as to the reasonableness of the amount tendered. The views of the court are perhaps best expressed in its own language : "It would not be right to require conductors to carry such an amount of small change as would be necessary to change any denomination of money, nor would it be proper to require passengers to tender the exact amount of fare ; hence the law requires that the conductor go prepared to change an amount that, is reasonable. Street railways have the right to enact a reasonable rule in regard to such matters, so as to fix an amount which conductors are required to carry and which the public may expect them to carry for the purpose of supplying change to passengers. . . . "The public, as well as the corporation, are interested that some fixed rule should exist, and it is proper that it should be a question of law whether the rule is a reasonable one. What might appear reasonable to one jury might not so appear to another; and if it were a question of fact, to be determined by a jury, no fixed rule by which the corporation and the public should be governed could exist. To require conductors to carry an amount sufficient to change $5 for all passengers who might tender that amou.it to pay the fare charged for transportation within the city would require all conductors at all times to carry a considerable amount of change. To require conductors to obtain, count out, and deliver change for $5 for every passenger who might tender that amount would make slow the collection of fares, with the probable result of delaying the progress of cars and subjecting the traveling public to the inconvenience of frequent waits and delays, made necessary by the changing of such a denomination of currency. Such a requirement might not only result in great inconvenience to the public, but impose a heavy and unnecessary burden on the rail- road company. . . . "To require conductors to change $5 for every passenger tendering that amount would prevent the company from per- forming its public duty with proper caution and with proper expedition. The rule requiring the conductors to change no amount greater than $2 works no great hardship on the pas- senger, although a rule requiring the changing of larger amounts might prove very burdensome to the company. "The fact that the plaintiff asked that the fares of his two companions be also taken out of the $5 coin tendered does not place plaintiff in any better position than if only one fare was taken out, since the amount of change which the conductor would be required to furnish in order to collect the three fares, or the fare of the plaintiff alone, would still be greater than $2." The conclusion of the Georgia court that a rule requiring change to the extent of $2 was justified by the Barker case in New York, discussed in my previous article and cited by the Georgia court. The Barker case is undoubtedly the leading authority on the subject in this country, coming as it did from the highest tribunal of our foremost State. There was no question in the recent Georgia case as to the gold piece not being money in the nature of legal tender and so far as we have been able to learn authoritatively this ques- tion has never been squarely presented, although it was inci- dentally passed upon in the California case discussed in the previous article. The Compania Hidroelectrica e Irrigadora del Chapala CHydro-Elcctric & Irrigating Company of the C hapala) has been formed to execute the contracts entered into by Manuel Cuesta Gallardo with the Department of Internal Affairs for using the waters of Chapala Lake and Santiago and Lerma Rivers for irrigation and motive power purposes, and for draining the lands in the lake basin. The company has acquired the property of tli<" Compania de Tranvias, Luz y Fuerza de Guadalajara, S. A. (Guadalajara Tramway, Light & Power Company), and will continue the business oi thai company. ELECTRIC RAILWAY JOURNAL. 314 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. VALUATION OF PUBLIC SERVICE INDUSTRIES* BY PROF. HENRY C. ADAMS, IN CHARGE DIVISION OF STATISTICS AND ACCOUNTS, INTERSTATE COMMERCE COMMISSION The paper covers not only railways but municipal enterprises as well. I shall take no illustrations, however, outside of steam railways which stand for public services with perpetual charters or electric municipal railways which stand for public service industries of limited charters. The article attempts no definition of public service industry, nor does it consider the details of a physical valuation of properties or the proper meth- ods of arriving at the value of unexpired franchises. It is, on the contrary, an argument for valuation in the broadest sense of that term. The three points made by this paper are as follows : First. — An authoritative valuation is essential for determin- ing the reasonableness of the price paid by the public for services rendered. Second. — Without an authoritative valuation it would not be possible to administer in an equitable manner laws for the control of the issue of securities by public service corporations. Third. — The amount which a public service industry should pay over annually to the public treasury, commonly, though erroneously, called taxes, cannot be determined independently of an analysis of the value of the industry considered as a com- mercial concern. In discussing the first of the above points I express my doubt as to the pertinency of the cost accounting principle in dealing with rate questions, and say that if the argument for valuation must rest on the pertinency of this principle the argument is essentially weak. In place of cost accounting I substitute the proposition that the owner of railway property exhausts his right to protest against the reduction or modification of a rate, provided it can be proved that the aggregate revenues cover aggregate expenditures, including a reasonable return upon in- vestments. Beyond that point the rate question is a question of public interest, and the owner of railway property has no stand- ing in court. The distribution of the total burden between various classes of commodities and service is no concern of the stockholder, except upon the assumption that the distribution threatens to depress the aggregate gross revenues below the constitutional limit. In the development of this argument for valuation attention is called to the fact that the item, balance sheet cost, can be viewed from the point of view of either of three interests, namely, the interest of the stockholder who desires that the commercial valuation should be accepted as a measure of balance sheet assets ; second, the interest of the management, whose chief interest is in establishing and maintaining the credit of the corporation in order that the corporation may easily borrow money; and, third, the interest of the public, which is chiefly concerned in arriving at a figure which can be accepted as the measure of what the corporation can legally collect as pay for services rendered. The public insists that investment is the measure of a reasonable schedule of rates. The conclusion of the analysis is that the balance sheet should furnish at all times a correct measurement of current invest- ment. This the balance sheets do not now do, and one of the fundamental arguments in favor of valuation is that the ac- counting system for which Congress made provision in 1906 may be made effective. It is also submitted in this connection that a valuation of the physical properties of municipal electric railways and a comparison of that valuation with commercial valuation is the surest method of determining whether or not a municipal rail- way can be profitably operated on less than a 5-cent basis. With regard to the control of capitalization, this paper maintains the proposition that the control of capitalization of public service industries is not possible without a valuation of the property made along lines peculiarly adapted for that * Abstract of paper read before American Economic Association, Dec. 30, 1909, New York. purpose. It is not enough to know commercial value ; the economic character of the various elements which contribute to that value must also be known and properly measured. Tt is not enough, in order to determine whether a corporation doing a public service business is warranted in the issuance of addi- tional securities, to prove that the revenues of the company are adequate to support the burden of increased capitalization. The public may retain equities, or analysis of the industrial conditions upon which the commercial valuation rests may make it clear that capitalization to the full extent of the com- mercial valuation could not be justified. Perhaps the chief argument in support of a formal and authoritative valuation of public service industries is found in the fact that many of the questions of public and private equity, which at the present time are more or less loosely ex- pressed, would, as the result of a proper analysis of commercial valuation, become clearly defined and receive judicial treatment. The truth is that the public is in partnership with public service industries, and the public is vitally interested that the value which pertains to it should not be made the basis for the issue of securities. Under the head of taxation this paper undertakes to prove that a comparison of the commercial value of a public service industry with its investment value is the only means of measur- ing the equitable contribution which such an industry should make to the public treasury. The fact, commonly overlooked when discussing the rate problem or the taxing problem in connection with public service industries, is that these indus- tries, although in competition with one another, are not, and from the nature of the case cannot be, of the same grade or class. What would be a reasonable rate or a reasonable tax lor a high-grade industry would bankrupt a low-grade indus- try ; on the other hand, what would give a low-grade industry only a reasonable return upon its investment would result in a surplus revenue to its competitor, a high-grade industry. Under such circumstances the usual constitutional rule that all property should be taxed at the same basis results in discrim- ination of the worst sort as between these various classes of industries. Considerations of public utility will always force railway commissions or Legislatures, in prescribing a reasonable rate or in imposing a tax, to do this in view of the necessities of the poorest railroad which should be maintained because it renders a useful public service. The first step, therefore, in arriving at an equitable adjustment of the amounts to be con- tributed by the railways to the State, must be the valuation of their physical properties and a comparison of this valuation with the commercial value of the corporation holding title to the property, in order that railways may be properly classified with a view to demanding from them a differential contribution which will tend to equalize investments in the different classes of properties taxed. In general, then, the argument of this paper is that the valu- ation of railway property is defensible, not only because of the practical advantage which such a valuation must be to Legisla- tures, commissions and courts that have to do with the form"- lation, administration and interpretation of the policy of public control, but because the analysis necessarily incident to a sat- isfactory valuation will throw additional light upon conditions under which that policy is now being operated, and lead possibly to more perfect legislation, more fruitful administration and more reasonable interpretation than at present seems to be the case. Up to the present time this country seems to have pro- ceeded on the assumption that value is a simple idea. One cannot go far in the consideration of the process of valuation, however, without being forced to recognize that value is a highly complex idea, and that the process of valuation is in a marked degree an analytical process, and, further, the neces- sity of formulating definitions, and of presenting the aggregate valuation arrived at under appropriate heads, will result in. a new point of view, from which the problem of the relation of public service industries to the political organization may be regarded. February' 19, 1910. HEARING ON SERVICE IN THE NEW YORK SUBWAY The hearing before William R. Willcox and John E. Eustis, of the Public Service Commission of the First District of New York, in regard to the method of operation and the equip- ment of the subway lines of the Interborough Rapid Transit Company was continued on Feb. 7, 1910. H. H. Whitman acted as counsel for the commission and James L. Quackenbush and Theodore L. Waugh represented the company in a similar capacity. Frank Hedley represented the company in his capac- ity as vice-president and general manager. In connection with the testimony given by him at the previous hearing regarding the 250 cars ordered by the Interborough Rapid Transit Company, Mr. Hedley said that the first contract under this order was placed with the American Car & Foundry Company on June 4, 1909, for no cars; that the next order was placed with the Standard Steel Car Company on June 5, 1909, for 40 cars, and that the remaining order for 100 cars was placed with the Pressed Steel Car Company on June 10, 1909. The American Car & Foundry Company had promised to deliver 30 cars in September, 40 in October and 40 in Novem- ber. The Interborough Rapid Transit Company had agreed to pay $200 more a car to secure a promise of early deliveries, but the car builders would not accept any penalty clause. The 100 cars ordered from the Pressed Steel Car Company were not needed to comply with the order of the commission of May 11, 1909, but they had been ordered in anticipation of favorable action by the Board of Estimate in authorizing the lengthening of station platforms so as to increase the number of cars in each train. At the time of the, order of the com- mission, in May, 1909, the company had 823 cars available for service, of which 504 cars were in use in the express service and the remainder in the local service. With 64 additional cars for express service the company would be able to meet the order of the commission imposing a headway of 1 minute and 30 seconds. By Oct. 15, 1909, the company had equipped 72 cars with side doors, and by Feb. 7, 1910, it had changed 179 cars for side-door operation, thus anticipating the order of the commission, which specified that 16 cars a month should be equipped with side doors. Of these 179 cars 95 were steel cars and 84 composite cars. Regardless of the use of the side-door cars and the lengthen- ing of the platforms, the installation of the speed-control sys- tem at Ninety-sixth Street had increased the capacity of the subway track at Ninety-sixth Street at least 33 1/3. per cent. The speed-control system had been installed on the express tracks between Ninety-sixth Street and Brooklyn Bridge. The company offered in evidence a table to show that the total number of seats was 94,000 and the number of passengers 69,960 during the period when, according to the testimony given by E. G. Connette, transportation engineer of the commission, at the previous hearing, 60 per cent of the trains carried stand- ing passengers. The testimony of the company also tended to show that there were more seats than passengers during other periods about which testimony was offered on behalf of the commission. The present equipment of the company would not make it possible for the company to increase its service before and after the rush periods in accordance with the recommenda- tions of Mr. Connette. The hearing before the commission was continued on the afternoon of Feb. ir, 1910. Mr. Quackenbush had Mr. Hedley identify various letters from the correspondence between the car builders and the Interborough Rapid Transit Company and offered copies of them in evidence to show the efforts which had been made by the Interborough Rapid Transit Company to secure the delivery of cars as early as possible. The orders for the cars were placed early in the summer of 1909, but the contracts were not finally executed until Oct. 1, 1909. The car builders all insisted that the clause covering the infringement of patents of special devices which the Interborough Rapid I ran sit Company demanded should be installed he changed so as to place witli the [nterborough Rapid Transit Company the bur- den of any suit for infringement that might arise. 315 Mr. Hedley explained that in the case of large orders manu- facturers began work as soon as they were notified that their I ids were accepted and were instructed how to proceed. The formal execution of the contract was a matter of detail, and frequently contracts were not executed until many months after orders had been placed. The delay in signing the con- tracts did not retard work on the cars as inspectors of the com- pany at the works of the car builders reported from time to time about the progress of the work on the cars. At the time that the orders for the cars were awarded contracts were placed for equipment, including motors, trucks, wheels, etc., and about $400,000 worth of equipment was now in the com- pany's shops awaiting the receipt of the car bodies. Five steel car bodies were received on the day of the hearing, and made a total of 10 bodies received up to that date. The practice with large transportation companies was to install their own equip- ments and wire their- own cars, as it was of great advantage for a company to do this work under its own supervision and in accordance with practices which it had found best suited to its own needs. Mr. Quackenbush explained that the omission to notify the commission of the inability of the company to secure deliveries from the car builders was chargeable to the legal department of the company. The Interborough Rapid Transit Company was a very large organization, and at the time contracts for car bodies and equipments were placed the personnel of the legal department was reorganized, and he had been derelict in this matter on account of the pressure of other work. In answer to questions concerning service in the subway, Mr. Hedley said that 19 platform men and special officers were de- tailed to the Grand Central station for duty for two hours in the morning, 20 to the Fourteenth Street station, 10 to the Brooklyn Bridge station, and 17 to the Ninety-sixth Street sta- tion. Approximately the same number of men were detailed to these stations for the evening rush. A station master in- structed the platform men in their duties, and the station mas- ter was in turn subject to the orders of the station inspectors and the superintendent. The company realized the value of courtesy on the part of station employees and impressed the men with the necessity of being civil and treating the public with con- sideration. Sixty-three eight-car trains were in use for the express serv- ice with the present schedule of 1 minute and 48 seconds, and 71 eight-car trains, or a total of 568 cars, would be needed for the proposed schedule of 1 minute and 30 seconds, making necessary 64 more cars than were now in use. Forty-five rive- car trains were now in use in the local service with the schedule of 1 minute and 45 seconds, and 53 five-car trains would be needed for the proposed schedule of 1 minute and 30 seconds for the local trains, making necessary 40 more cars than were now in use. With the lengthening of the station plat- forms two additional cars would be needed for each of the 71 express trains called for according to the schedule of 1 minute and 30 seconds, making 142 more cars needed for this service, or 710 cars in all. For the local service with t minute and 30 seconds schedule, 318 more cars would be needed in order to increase the local trains from five cars to six cars. There were on hand at present 823 cars available for service, and 250 were on order, making 1073 cars in all, or 45 more than were needed for the actual re- quirements of the company. It would take more than a year to lengthen the station platforms. The company had already asked when 75 more cars could be delivered. Mr. Hedley said that according to the schedule of Jan. 1, 1905, the company was using 408 cars ; according to the schedule of Jan. 1, 1906, 480 cars; according to the schedule of Jan. 1, 1907, 555 cars; according to the schedule of Jan. r, 1908, 716 cars; according to the schedule of Jan. 1, 1909, 723, and accord- ing to the schedule of Jan. 1, 1010, 737 cars. The initial equip- ment of the subway consisted of 500 cars. Two hundred more cars were ordered in 1906 and 100 were ordered in 1007. The 200 cars were oi steel, and were the first steel passenger ears ever placed in service, so far as Mr. Hedley knew. The deliv ELECTRIC RAILWAY JOURNAL. ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 8. ery of cars on this order did not begin until about eight months after the order had been placed. No cars had been ordered in 1908 because the question of the type of car to be used was before the commission for settlement and the company did not feel that it would be advisable to order cars until a decision had been reached by the commission in this matter. In expla- nation of the record made by the company in handling 1,200,000 passengers in one day during the Hudson-Fulton celebration, Mr. Hedley said that the traffic was evenly distributed over a period of from 18 to 20 hours, but that the running time of trains was much slower. At 5:15 an adjournment was taken until Feb. 15 in order that the officers of the company might have an opportunity to look over the transcript and submit any additional evidence that might occur to them as being important. COMMITTEES OF THE ENGINEERING ASSOCIATION W. J. Harvie, first vice-president and acting president of the American Street & Interurban Railway Engineering Associa- tion, has announced the following standing committees of the association for 1910: COMMITTEE ON WAY MATTERS E. O. Ackerman, chairman, engineer, maintenance of way, Columbus Railway & Light Company, Columbus, Ohio. Martin Schreiber, engineer, maintenance of way, Public Service Railway Company, Newark, N. J. M. J. French, engineer, maintenance of way, Utica & Mo- hawk Valley Railway Company, Utica, N. Y. J. M. Larned, engineer, maintenance of way, Pittsburgh Rail- ways Company, Pittsburgh, Pa. C. L. Crabbs, engineer of way and structure, Brooklyn Rapid Transit Company, Brooklyn, N. Y. George Weston, assistant chief engineer, Board of Supervis- ing Engineers, Chicago Traction, Chicago, 111. COMMITTEE ON POWER GENERATION W. S. Twining, chairman, chief engineer, Philadelphia Rapid Transit Company, Philadelphia, Pa. G. H. Kelsay, superintendent of power, Indiana Union Trac- tion Company, Anderson, Ind. J. D. Andrew, superintendent of power stations, Boston Ele- vated Railway Company, Boston, Mass. C. E. Roehl, electrical engineer, Brooklyn Rapid Transit Company, Brooklyn, N. Y. H. G. Stott, superintendent of motive power, Interborough Rapid Transit Company, New York, N. Y. E. D. Smith, superintendent of power stations, United Rail- ways Company of St. Louis, St. Louis, Mo. COMMITTEE ON POWER DISTRIBUTION James Heywood, chairman, superintendent of lines and cables, Philadelphia Rapid Transit Company, Philadelphia, Pa. William Roberts, master mechanic, Northern Ohio Traction & Light Company, Akron, Ohio. S. L. Foster, chief electrician, United Railways of San Fran- cisco, San Francisco, Cal. E. J. Dunne, superintendent of distribution, Public Service Railway Company, Newark, N. J. E. J. Burdick, superintendent of power, Detroit United Rail- way Company, Detroit, Mich. A. F. Hovey, cable engineer, Interborough Rapid Transit Company, New York, N. Y. COMMITTEE ON STANDARDS Paul Winsor, chairman, chief engineer, motive power and rolling stock, Boston Elevated Railway Company, Boston, Mass. John Lindall, superintendent of rolling stock and shops, Bos- ton Elevated Railway Company, Boston, Mass. E. O. Ackerman, engineer, maintenance of way, Columbus Railway & Light Company, Columbus, Ohio. W. S. Twining, chief engineer, Philadelphia Rapid Transit Company, Philadelphia, Pa. James Heywood, superintendent of lines and cables, Philadel- phia Rapid Transit Company, Philadelphia, Pa. H. H. Adams, superintendent of rolling stock and shops, Metropolitan Street Railway Company, New York, N. Y. G. W. Palmer, Jr., electrical engineer, Boston & Northern Street Railway Company, Boston, Mass. J. H. Hanna, chief engineer, Capital Traction Company, Washington, D. C. W. S. Murray, electrical engineer, New York, New Haven & Hartford Railroad Company, New Haven, Conn. COMMITTEE ON EQUIPMENT John Lindall, chairman, superintendent of rolling stock and shops, Boston Elevated Railway Company, Boston, Mass. H. A. Benedict, -chief and electrical engineer, United Traction Company, Albany, N. Y. M. V. Ayres, electrical engineer, Boston & Worcester Street Railway Company, South Framingham, Mass. R. C. Taylor, superintendent of motive power, Indiana Union Traction Company, Anderson, Ind. Terrance Scullin, master mechanic, the Municipal Traction Company, Warren Bicknell, receiver, Cleveland, Ohio. A. T. Clark, superintendent of shops, United Railways & Electric Company, Baltimore, Md. The representatives of the Engineering Association on the joint committee on shop accounts, to be composed of three members of the Engineering Association and three members of the Accountants' Association, have not yet been announced. NOTES ON TRANSFERS BY A CONDUCTOR When a conductor punches the day of the month in 20 or 30 transfers at the same time the tickets are apt to sag, and he is liable to punch a day ahead on a number of them. Hence it is better to have this date punched before the transfer tickets are issued to the conductor, provided the date is not printed on the ticket. It is also desirable to allow the conductor some latitude in punching the destination in the transfers ahead of their actual use when he expects a rush, as it saves his time and helps in accuracy of punching. Some companies object to this plan, but any real objection to it can be overcome by re- quiring the conductor to deposit promptly in the transfer box on the car all transfers which have been punched but not issued at any point. A saving in time and gain in accuracy can also be secured by not requiring the conductor, when he makes up his day card, to enter on the card the number of the last transfer which he has issued. A simpler and more effective way of checking up- the number of transfers issued by him is -to require him to deposit in the envelope with the transfers which he has received the top transfer of the last package used by him. This is art indisputable check of the number issued, and as the transfers on different routes should be of different colors, this transfer can easily be distinguished from the other transfers in the envelope. Another point regarding transfers, seemingly small, but really- important, is the use of glazed or unglazed paper. The type on unglazed paper is much more easily read, and companies should' insist upon having it. It is a mistake also to use paper which is very thin, because when several transfers on thin paper are handed to a conductor at the same time he cannot easily tell' by the feel the number which have been given him. Passengers- should also be instructed to hand their transfers to the con- ductor unfolded. A notice to this effect could be printed on the transfer. When working on the running board of a crowded open car it is often very difficult for a conductor to unfold a transfer. Except in emergencies, no car should ever be transferred' from one conductor to another unless the transfer box is emp- tied of its contents. A record should also be kept of the time the transfer box is emptied. This can be done on a slip dropped! in the box. The front of the transfer box should be of glass. February 19, 1910.] ELECTRIC RAILWAY JOURNAL 3*7 MEETING OF MASSACHUSETTS STREET RAILWAY ASSOCIATION The regular monthly meeting of the Massachusetts Street Railway Association was held at Young's Hotel, Boston, on Feb. 9, with President R. S. Goff in the chair. The speaker of the occasion was E. G. Connette, transportation engineer of the Public Service Commission, First District. New York, his topic being "Some Impressions of New York City Street Railways." Mr. Connette reviewed the impression which the magnitude of the transportation problem in New York City had made upon him, and contrasted the different types of service now being given in the metropolis, which includes the most primitive and the most modern facilities. There are still 282 horse cars in operation in the city, while at the other end of the scale the Interborough subway provides the most mod- ern urban transportation in the world. At present this subway has an underground length of 19 miles, with 5 miles of ele- vated construction. The subway carries 90,000 persons per hour in the rush period. Express cars are run in eight-car trains, the seating capacity being 50 per car and the headway 1 minute 48 seconds. Local trains of five cars each are also operated on the same headway. Mr. Connette stated that there are now 32 operating com- panies in the city, covering 1600 miles of track and carrying 1,500,000,000 passengers per year, or 60 per cent more than are carried on all the steam railroads in the country. In addi- tion to these there are 500,000,000 transfer passengers. This traffic amounts to 4,700,000 passengers per day, or practically one ride per capita every 24 hours. These lines earn about $75,000,000 per year. The travel is growing steadily in spite of all the facilities offered, and the demand for transportation is continually greater than the supply. Two years ago the Williamsburg Bridge was opened to Brooklyn, and more lately a subway was placed in operation under the East River to the above borough. About two months ago the new Queens- boro bridge to Brooklyn was opened, and still the trains are crowded beyond their capacity. The new Belmont tun- nels, two in number, under the East River to Long Island City, and the four tunnels of the Pennsylvania Railroad will not be able to eliminate the congestion. A recent count of the Public Service Commission showed in one day 443,000 people going from Brooklyn to Manhattan and 439,000 persons travel- ing in the reverse direction, not including vehicular traffic. The Public Service Commission has laid plans for a new sub- way from the end of the Manhattan Bridge in Brooklyn and out Fourth Avenue toward Coney Island, with branches to Brighton Beach and the Brighton Parkway, to connect with the proposed Lexington-Broadway subway in Manhattan, giv- ing a 20-mile trip on a 5-cent fare. Speaking of the desire of the public for a 5-cent fare and universal transfer in the limits of New York, Mr. Connette said that he cannot see how this can be secured unless under a semi-municipal arrangement. That is what the people want ultimately, and in some way it will probably be attained. It is almost impossible to construct any more north and south surface lines in Manhattan, and elevated lines are objection- able. A subway represents practically an underground street. An important step is to secure a contractor who will operate a subway built under the supervision of the commission and pay a reasonable interest plus 1 per cent upon a sinking fund for amortizing the cost. Subway construction in New York costs from $750 to $r,000 per foot. The present Tntcr- borough Company is able to pay 4 per cent interest and 1 per cent toward a sinking fund to amortize the cost in 50 years, and also to pay 9 per cent dividends, earning 13 per cent over all fixed charges and having a profit and loss surplus above dividends. The density of the traffic is tremendous, and while a 17.5-mile trip can be made on a 5-cent fare, the average haul per passenger is practically 8 miles. This subway runs through a very populous district, and as a result of its con- struction real estate has increased a hundredfold in value in the northern part of the Bronx. In 5 or 10 years population will be almost as dense up to 243d Street as it now is south of the Harlem River. Thousands of acres are yet to be built upon on Long Island. When a comprehensive subway system is completed it will create an exodus to Long Island and will establish people within the limits of the city instead of in New Jersey. Even at present transportation is not as good to New Jersey as to Brooklyn. The Hudson & Manhattan Railroad has two tubes under the Hudson River, and within three or four months trains will be brought into New York from Jersey by the two tubes of the Pennsylvania system. From 30 to 40 stub tracks are provided for train service in the great ter- minal station at Thirty-fourth Street, and the company also is building four tubes under the East River to Long Island City, where connection is made with the Long Island Railroad. Frequent trains will be run between Jamaica and Newark via the Pennsylvania tunnels, and quick transit will be provided between the center of the borough of Queens and Manhattan. Mr. Connette then considered from a financial point of view the rehabilitation of surface lines which is now going on under the supervision of the commission, and stated that if the board had never done anything else, it would deserve praise for taking into hand the condition of the street railways and put- ting them on a basis where stocks and bonds issued under the reorganization represent a dollar's worth of property for every dollar put upon paper. Under the public service act, a company cannot issue stock or bonds unless it has the quid pro quo to back them up. The best policy in the long run is for securities to represent what has been put into the prop- erty. Mr. Connette said that he had absorbed many of his ideas regarding regulation from Massachusetts commission practice. The New York commission has greater powers than the Massachusetts board. In the former case the power to direct and order is practically equivalent to a statute. While it has been charged that the New York commission has been very severe upon the companies, it is now conceded by some companies formerly opposed to the work and methods of the commission that the board was right, and these managements are now co-operating with the board. If an inspector of the board finds that not enough cars are run, a hearing order is promulgated, and the board then issues an order requiring for predetermined periods a sufficient number of seats past a specified point for a given number of passengers. Mr. Con- nette said that he had taken up many of these matters inform- ally with the companies, and has thus been able to regulate the service without a public hearing. The general manager of one large company stated recently that before the Public Serv- ice Commission's methods of inspection were adopted the super- intendents of the system had really been the men who operated the property, and often without any scientific regard for the riding. The inspection charts furnished the company by the board have helped the management to know what it is doing, and has led to the institution of an independent system of checking up service by the company's own men. There are decided advantages in combining the old practical ways of doing things with scientific methods, the result being increased earnings through better service and a more satisfied public. Mr. Connette attributed whatever success he had attained in street railway operation to the plan of taking the public into his confidence. Tf a manager can get the people on his side it leaves little for public utility commissions to do. Better accommodations do much In increase riding. This is illus- trated in the New York subway, which began operation with 400,000 passengers per day, and now handles 800,000. Mr. Connette then spoke briefly of the benefit of the center side doors on the subway cars, and of I hi' function of speed con- trol signals in increasing the capacity of the express tracks. These improvements are calculated to increase the capacity of the subway -'5 per cent, and the extension of platforms for ro-car trains adds still more carrying power. In conclusion, Mr. Connette described the organization of the commission, stating that there are live commissioners and three executive departments: Legal, with a general counsel in charge; construction, headed by a chief engineer, with spc- ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. cial supervision of subway building, and the transportation de- partment, under the transportation engineer, supervising the operation of trolley, steam, elevated and underground railway companies, gas and electric light companies. Under the third department are a bureau of transit inspection, bureau of equip- ment inspection, accident bureau and appraisal bureau. Imme- diately in charge of the bureau of transit inspection is a gen- eral inspector, and under him is a force of 50 men in three squads under an assistant general inspector. These men are constantly observing the traffic and service in Manhattan, Brooklyn, Bronx, Queens and Staten Island. The staff of the equipment inspection bureau includes electrical engineers and other men familiar with cars, power house apparatus and other physical plant. The accident bureau is open from 8 a. m. to 11 p. m., and under the law companies are required to tele- phone to the commission all serious accidents or delays, and follow this by a written report within three days. A bureau chief and inspector handle this work. Closing, Mr. Connette said that the companies in New York have greatly improved their snow-fighting abilities during the present winter, and emphasized once more the value of scientific operating methods REPORT ON PITTSBURGH TRAFFIC CONDITIONS A report on the Pittsburgh street railway situation, prepared by Bion J. Arnold, Frederick Law Olmsted and John R. Free- man, has been made public by the Pittsburgh Civic Commis- sion. This is preliminary to a more comprehensive report and is intended to be a statement of the problem and not the solu- tion. The commission engaged Messrs. Arnold, Olmsted and Freeman to make a study and recommendations concerning the transit situation, the water supply and a proposed city plan, and the report now made public is the first to be issued. Mr. Arnold is at present employed directly by the city, making a study of the surface lines and the proposed subway situation. The preliminary report on the electric railway situation says : "A thorough study should be made of the most rapid, con- venient and economical methods for handling the passenger traffic throughout the district. This study should include the requirements for the immediate improvement and the future extension of the local street car service in each center of popu- lation, for convenient connections between these centers by means of interurban and suburban lines and for the ultimate development of a rapid transit system by means of subways, elevated roads or other methods. "There are a number of improvements which could be made at once in connection with the local street car system, to which it may not be out of order to refer briefly at this time. Most of these immediate needs and necessary improvements have been referred to in one or all of three reports which have recently been made. One of these reports is by Stone & Webster to the State Railroad Commission, another is a report by Henry C. Wright to Mayor Magee, and the last comprises the recent recommendations by the State Railroad Commissioners. "There are certain conclusions and recommendations in these reports which should receive the support of those officially in- terested in securing the best servic : with the present systems. The expenditure necessary to carry out these suggestions would not be large and the results would be immediate. The effective- ness of the present system as a transportation agency can be greatly increased while the careful study is being made for future possibilities." The improvements which, the report says, should be made at once and which can probably be effected best by the city ad- ministration in co-operation with the street railway manage- ment are stated in part as follows: "1. Regulate street traffic. — Rules patterned after the best ex- perience of other cities should be adopted and a police traffic squad should be trained. It would seem advisable to give the street cars the right of way at certain places during the rush- hour periods. "2. Control steam-road crossings. — Conference should be held with the steam road managers and every effort should be made to reduce the delays due to switching at crossings. In- spectors should be placed at the more important crossings. "3. Maintain schedules. — Inspectors should be placed at criti- cal points to check delays and every effort made to insure that the street cars are run on time. "4. Automatic electric switches. — -Much time can be saved by switches or by the use of switch operators at certain points. "5. More cars and larger cars. — A systematic check should be kept upon the service on each line and a comprehensive and consistent effort should be made to reduce the crowding to a minimum. More cars and longer cars during the rush hours is the greatest immediate improvement that could be made. "6. The heating, ventilating and lighting of the cars should receive better' attention. "7. Improved rail and pavement, particularly at critical points. The tendency of vehicles to stick to the car rails can best be discouraged by installing a proper rail and a proper pavement, each upon a suitable foundation, and this improvement should be started at once in many parts of the downtown district. "8. Increased clearances. — In many places where it is im- possible to keep vehicles clear of the tracks steps should be taken to increase the clearance. "9. Smithfield Street Bridge. — Ways of improving conditions over Smithfield Street Bridge should be studied and the delays to the movements of cars and vehicles reduced. "10. Grade separation. — The delays at steam-road crossings to freight, trucking, street car and pedestrian traffic can best be reduced by grade separation. "It will take time and careful study to investigate and con- clude upon the possibilities in Pittsburgh of 'through routes,' 'universal transfers,' and 'one city, one fare' — principles which are in use in other American cities, and the 'zone system' as used abroad. The question of rapid transit by means of sub- ways, elevated railroads and electrification of steam roads should be approached with caution as its development affects all the fundamental principles of city planning. To make a comprehensive study and report upon the future development of passenger transportation facilities in the Pittsburgh district it will be desirable to collect data as hereinafter set forth, in order to furnish a basis for answering the following questions : "1. How much better service can the Pittsburgh Railways Company afford to give at once? "2. What equipment should be provided for a service which should increase with growing demands in order to secure safety, reasonable comfort and maximum capacity? "3. What possibilities are there for through routes? "4. Will it be reasonable to expect universal transfers and one fare for the entire city? "5. What density of traffic will justify the development of a subway, elevated road or other rapid transit system? "6. What should be the financial policy in promoting rapid transit? To build with private capital or city credit? To assess the cost upon the districts benefited? To anticipate needs and influence the character of the city's growth or to await de- velopments and build to relieve congestion? "7. For a comprehensive rapid transit system which is better : Through routes or loops? Universal 5-cent fare or zone sys- tem of fares? Train operation or single cars? Competition or a system of transfers between surface lines and rapid transit systems ?" The following data for electric railway problems will be secured : "1. Flow of traffic. Inward and outward bound, by the hour, day, month and year, over each route, over each bridge, through each 'throat' of the electric roads and over each suburban di- vision of the steam roads. "2. Rates of fares now charged to reach each district. "3. Length of time required to reach each district from the business center. "4. The history of the present system showing for a period of years passengers carried, transfers used, car-miles operated, miles of track, income, rides per capita, operation expenses, depreciation, fixed charges, surplus, etc. February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 3J9 "5. A comparison of these records with similar records of other street car systems serving cities of about the same size as Pittsburgh. "6. An estimate of the cost to reproduce the physical plant of the street car system and an estimate of the overhead develop- ment charges which would be allowed in order to determine a fair investment upon which a reasonable return should be allowed. "7. A study of the company's equipment as to its efficiency for present needs and its value for future development. "8. A study of the economy and benefits and limitations of rapid transit lines in other cities, elevated, subway or private rights-of-way." METHOD OF MEASURING AND CHARGING FOR REPLACING STREET PAVEMENT IN CHICAGO Late last fall the street railway companies in Chicago made objections to the board of local improvements regarding the methods then used by city paving contractors in charging for the replacement of pavement under reserve which had been disturbed when reconstructing the street railway tracks. As a result of a conference in which the Board of Local Improve- ments, the Board of Supervising Engineers, Chicago Traction, the Chicago Railways Company and the Chicago City Rail- way took part, definite rules were formulated for measuring and charging for the work of relaying pavement. The ordinances under which the surface traction lines in Chicago are being rebuilt, require that before a railway com- pany disturbs the surface of a street it shall obtain permis- sion for the work from the commissioner of public works of the city, and the permit secured contains a condition requir- ing the railway company to restore the surface of the street and maintain it for one year after restoration. The city of Chicago has certain contracts outstanding under which the contractors who constructed the paving on many of the streets occupied by the railway tracks, have guaranteed the paving and agreed to maintain it at their expense during periods of time which have not yet expired. On account of these contracts and be- cause the railway companies found it necessary that the paving in many places be torn up outside of its right of way through the middle of the street, the contractors made claims that un- less they themselves, respectively, did the work of restoring the pavement, they would be released from their obligations and guarantees to the city under the original paving contracts. The city of Chicago did not admit these claims and a difference of opinion also arose as to the amount of paving required when new track were laid on a grade established above or below that of the existing pavement. The representatives of the city, the contractors and the corporations involved finally agreed to proceed with their work if the Board of Supervising Engineers would pass a resolution which had been jointly formulated and which included the rate per yard to be paid for repaying and specified the method of determining the amount of paving to be done outside of the right of way. Inasmuch as the points involved in this controversy, which finally was settled by the adoption of the resolution, frequently come before railways in other cities, an abstract of the reso- lution of Board of Supervising Engineers, Chicago Traction, settling the difficulties is of interest. The resolution of the Traction Board stipulates that the measurements shall be made and the quantities agreed upon by the interested parties before any paving work is done by the street contractor. An arrangement is approved whereby the railway company shall employ the paving company to re- store such of the streets as it originally paved and to maintain the replaced pavement for one year or for such longer period as might have been provided in the contract under which the contractor orignially laid the pavement for the city. The con- tractor is required to execute the work so that it will meet the provisions of the rehabilitation ordinance and receive the ap- proval of the commissioner of public works. The railway com- panies shall pay the paving contractors as follows : "Where the grade of the track is changed the company will pay for repaving all pavement outside of the right of way made necessary in order to properly connect the undisturbed pavement and the pavement of the right of way at the rate of $2.25 per sq. yd. For the first inch or fraction of an inch of elevation of the outer rail above the existing pavement the rail- way company will pay for the repaving of 18 in. from the out- side edge of the rail ; and for every additional inch of elevation beyond the first inch the railway company will pay for the re- paving of one additional foot outside of the 18 in. and pro- portionately for fractions thereof, except that in cases where the brow paving is laid by the railway company, this portion will be deducted unless the outside edge of the brow paving is as high or higher than the rail, when the measurements shall •be taken from the outer edge of the brow paving instead of from the rail. "If the average of all the elevations taken (10 ft. apart) on the outside edge of the brow paving blocks in any 100-ft. sec- tion gives an elevation level with or higher than the average elevation of the rail in said section, then the measurements are to be made from the outside edge of the brow ; but where the average elevation taken on the outside of the brow in any 100- ft. section is lower than the average elevation of the rail in said section, the measurements shall be taken from the outside edge of the outside rail." It is stipulated that if the railway company opens the street pavement outside of its right of way and outside of the limits as provided above, the surface of such an opening shall be measured and added to the foregoing quantities. If the grade of the track is not changed the railway company shall pay the paving contractor $2.25 per yard for repaving all openings actually made in the street outside of the right of way. When the railway company installs additional rails or special track work and where this installation materially changes the contour of existing pavements so as to require the building of additional catchbasins or changing the drainage of the pave- ment, the cost for this work shall be paid by the railway com- pany, provided that the necessity for making the change is ap- proved by representatives of the Board of Local Improvement11, Board of Supervising Engineers, the railway companies and the contractor who is to make the change. In case of a disagree- ment the finding of a majority of the parties at interest shall rule. The cost of such changes must first be estimated in writing by agreement of the representatives before the changes are made. In no event shall the amount paid by the railway company exceed the estimate. If these changes of street sur- face or structures required for drainage purposes necessitate in turn the repaving of portions of the street in addition to the work required on account of the new tracks, this paving shall be paid for at the rate earlier stated; provided that the con- tractor, according to his contract with the city, is obliged to do such repaving. If the contractor who has the street under reserve is not required to do work of this kind, then the price shall be that stated for repair work in the contract under which the pavement originally was laid by the contractor. Openings made by the railway company outside of the right of way for laterals and conduit are to be paid for as repair work and the railway company must turn over to the contractor all of the paving materials removed in making the openings, or substitute materials equal in quantity and quality for those removed. The resolution concludes as follows : "This board is of the opinion that a restoration of the pave- ment for the respective distances hereinbefore mentioned, and in accordance with the foregoing provisions is sufficient for a discharge of the said obligations of the said company under said ordinance; but the work to be done by the contractor shall not necessarily be to restore and maintain the actual yardage so measured, but the contractor shall in everv case restore and maintain the street, including the pavement thereof, so as to comply with the obligations of the company under the said provisions of the said ordinance in such a manner as to secure the approval of said work by the said Board of Local Improvements and the said commisioner of public works 320 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. as being a compliance with said provisions and with the obli- gations of said contractor under his original paving contract; but the company shall not be obliged to pay for any additional paving other than that measured and determined under the foregoing provisions of this resolution." THROUGH ROUTES AND JOINT RATES BETWEEN ELECTRIC AND STEAM LINES Mention was made in the issue of the Electric Railway Journal for Feb. 12, 1910, page 296, of the provision in the Townsend bill as it is now pending before Congress that the Interstate Commerce Commission shall not establish any through route classification or rate between street, suburban or interurban electric passenger railways and railroads of a different character. At hearings before the committee on interstate and foreign commerce of the House of Representatives in the last week, testimony has been given by officials of electric railways con- cerning the effect of this stipulation if the bill should be enacted into law as it stands. Representatives of Iowa electric lines, who have been greatly interested in the situation, ap- peared before the committee to testify in relation to the effect which the enactment of this clause would have on their traffic arrangements. The president of one company stated that electric railways should not be deprived of the privilege to transact commercial railroad business simply because they had an electric wire over their tracks instead of relying upon steam locomotives for motive power. Dispatches from Washington state that conferences concern- ing the clause of the bill affecting electric railways have taken place recently between President Taft, Attorney-General Wick- ersham and Congressman Townsend, of Michigan, who intro- duced the bill in the House of Representatives. It is stated that when the bill was originally framed by the Attorney- General it provided that the Interstate Commerce Commission should have power to prescribe through routes and joint rates over a combined electric and steam railway route. Later, however, the clause was changed so as to prevent absolutely the exercise of authority by the Interstate Commmission in cases of this character where combined steam and electric routes were involved. Congressman Townsend, it is stated, has taken the position that electric lines should not be exempt from the operation of the law, as they would be brought under the jurisdiction of the Government eventually and that a start might as well be made now as at any other time. He is said to have expressed the opinion that the commission would be able to exercise sufficient discretion to prevent any injury being done to electric lines. CHICAGO ELEVATED LOOP SITUATION The Union Elevated Loop continues to receive a consider- able amount of publicity in the Chicago newspapers. A con- ference at which the managers and directors of all the elevated railways in Chicago were invited to be present and meet the local transportation committee of the Chicago City Council was announced for Feb. 15. It was planned to discuss the question of through routing as outlined in these columns last week. The city officials are stated as being ready to submit to the elevated companies evidence that through routes and trans- fers over all the elevated lines will benefit both the companies and the city. Even if opposition is forthcoming, a fair trial of the through-route plan is hoped for as a practical demon- stration of the principles of operation as set forth by the city's engineering experts. At a meeting of the Chicago City Council on Feb. 14 the local transportation committee was instructed to consider a plan for having side-door entrances for the elevated cars. Alderman W. F. Lipps, who proposed this feature, stated that two-thirds of the delay on the Elevated Union Loop was caused by loss of time in loading and unloading the cars. He thought a simple solution of the problem would be had by compelling the elevated railroads to remodel their cars and install center side entrances. The problem of the best way to relieve congestion has precipitated an acrimonious con- troversy between the Loop Protective Association and the ele- vated transportation committee of the Chicago Association of Commerce over the question of lengthening the platforms at the Union Loop stations. A third element has appeared de- manding that through routes be established as the only means of overcoming the loop congestion. The type of car which Alderman Lipps had in mind at the time the matter was pre- sented to the Council and the instructions made to the local transportation committee of the Chicago City Council was that adopted by the Illinois Central Railroad for its local service. This car has cross seats with an aisle along either side wail and an entrance door opposite each pair of seats. The doors are all controlled from the ends of the cars and automatically lock when the last door is in place. The elevated railroad managers have suggested stopping the trains at every other station on the Union Loop. QUARTERLY MEETING OF NEW YORK ASSOCIATION J. H. Pardee, secretary of the Street Railway Association of the State of New York, has just announced the program of the eleventh quarterly meeting of the association, which will be held in Rochester, N. Y., on the evening of Tuesday, March 1, and on Wednesday, March 2, 1910. The Tuesday evening session will be opened with an in- formal dinner at 8 o'clock at the Hotel Seneca, after which the remainder of the evening will be given to a general dis- cussion of one of the subjects on the program as given below. There will be a morning and afternoon session on Wednesday, March 2, at the Rochester Club, on East Avenue, at which the rest of the program will be followed. Arrangements have been made with the Hotel Seneca for accommodations for those who apply directly to the hotel management prior to the date of the meeting. PROGRAM Reports of Committees: Committee on remuneration for handling United States mail. J. K. Choate, chairman, E. S. Fassett and C. L. Allen. Committee appointed to confer with the executive committee of the A. S. I. R. A. and representatives of Street Railway Associations from other States. E. F. Peck, C. Loomis Allen, J. W. Hinkley and J. H. Pardee. Papers : "Block Signaling on Electric Railways," to be presented by Charles R. Barnes, railway expert of Public Service Commis- sion, Second District. "Near-Stop Operation," to be presented by W. R. W. Griffin, general superintendent transportation, New York State Rail- ways. "Educational Methods Used in Placing New Systems of Transfers in Operation," to be presented by W. C. Callaghan, superintendent of transportation, New York State Railways. "Changes in Transfer Systems," to be presented by E. J. Cook, vice-president and general manager, New York State Railways. "Methods of Checking Tickets and Other Passenger Rev- enue," to be presented by J. C. Collins, secretary, New York State Railways. Questions for Discussion : To be presented by John E. Duffy, superintendent Syracuse Rapid Transit Company: (a) "Selection of Platform Em- ployees"; (b) "Fare Collection and Registration"; (c) "Inter- department Relations." To be presented by Charles H. Smith, superintendent United Traction Company, Albany : (a) "Should the Inspectors' Sys- tem of the Operating Department Include Special Traveling Motormen?" (b) "Should Waiting Shelters be Provided at Transfer Points on City Lines Where Cars are Operated at Frequent Intervals?" (c) "What is the Best Method of Hand- ling Conductors' Receipts?" February 19, 1910. ELECTRIC RAILWAY JOURNAL, 321 NEW SYSTEM OF FARE COLLECTION IN NEW BEDFORD On Feb. 6 the Union Street Railway of New Bedford put in service on all divisions of its lines the Rooke system of fare collection, which has been in use for several years in Provi- dence. Concurrently it placed advertisements in the local papers and posted bulletins explaining the new system. Em- phasis was laid in these notices to the public upon the advantage to passengers of having their nickels ready and thus facilitat- ing the collection of fares. At the same time, the company an- nounced that aluminum tickets the size of a nickel and sold 21 for $1 could be secured at the main office of the company. The introduction of the system was attended with no troublesome features. The public was prepared for the change and the daily papers complimented the company on the success which attended its inauguration. Equal care was given to instructing the conductors in the use of the apparatus. The following summary of a letter, signed by General Superintendent Elton S. Wilde and ap- proved by President H. H. Crapo, was sent to each conductor before the system was placed in operation to explain its ob- ject and the advantages which it possessed from the conductor's standpoint : "It can hardly be necessary to tell you that our decision to change our fare-collecting system has not been reached without painstaking investigation. Constant improvements in business methods are desired by all progressive business men. The street railway business is especially one where the best modern methods are desirable since it is a business singularly open to the observation and supervision of the public. We believe this new system to be a distinct improvement over the old from the standpoint of the conductor, the company and the public. You have, of course, always had a device for registering and ac- counting for fare collections. This has been intended distinctly for your protection as well as the company's. This new system must necessarily operate in a manner to insure greater accuracy and, therefore, greater protection. * * * As you well know, the failure of conductors properly to register fares, owing to mistakes, lapse of memory or otherwise, has caused a considerable portion of the unthinking public to hold your honesty rather lightly and to indulge in many undeserved slurs against conductors as a class. * * * This new system of registration relieves you of these unwarranted imputations and in doing so becomes as great a boon to you as can well be im- agined. Something more is involved in this change than the substitution of a new type of registering device for an old one. Under the old system you were made responsible not only for the collection, but for the registration of every fare. You had these two distinct duties to perform in order properly to conclude each separate money transaction on your car. * * * Under this new system you have but one duty, i.e., the col- lection of fares. You are relieved of personal responsibility of registering them. The fact of proper payment insures proper fare registration. This means accuracy in accounting. This constitutes your protection. You surely would not prefer being employed under a lax method of accounting and at the same time be held responsible for mistakes. * * * If you obey your simple rules, there can be no possible question raised of accuracy in registration of fares. A failure to obey your rules, on the other hand, leaves no possibility of doubt that your offense is deliberate. * * * Doubtless at first when this new system is introduced, you will be met by annoying re- marks from fresh individuals who are none the less con- scious of the insult contained in such words as: 'I low can you beat it?' and similar slurs. It will be hard to ignore the insult of such remarks, but you can well afford to ignore them in the consciousness that the failure to 'ring up' can no longer be charged against you, and I hat passengers who have a grudge against you will hereafter find it difficult to make plausible re- ports to the general office based on mere suspicion and accusa- tion. * * * There are other objections which some of you will very likely make to this new system, some few with sub st.iri'ial justification, since no system can be ideal in all its aspects, but the greater number of objections which may occur to you will be due simply to the few days' inconvenience of changing from the old to the new. We ask and expect your earnest co-operation in introducing the new system as smoothly as possible. No good railway man, or any other kind of a man, 'loses his head,' 'goes lame' or 'plays dead' simply be- cause something new or different takes a place in his routine day's work. Reserve your own judgment as to the system until you are competent, by the experience of an earnest trial, to pass one." NO- VOLTAGE RELEASE TYPE " C " OIL CIRCUIT BREAKERS For instantaneously opening its standard type "C" circuit breakers, the Westinghor.se Electric & Manufacturing Com- pany, Pittsburgh, makes the no-voltage release device shown in the accompanying engraving. This release has been applied to eight large 6600-volt, type "HF," three-phase, induction motors, ranging over capacities of 3200, 2500, 2000 and 650 hp, in the new merchant mills of the Indiana Steel Company at Gary, but it is, of course, equally well adapted to the high- tension side of transformers, since it opens the gravity-operated contacts when the control voltage is interrupted. As shown, No-Voltage Release for Circuit Breakers one of the toggle-joint members of the standard switch-gear is fitted with an armature which engages and is held by the pole pieces of the no-voltage coil just before the toggle passes its central position. In the ordinary type "C" breaker furnished without this no-voltage release the contacts are held closed by carrying this toggle over its dead center, a position where it locks. In the no-voltage type the toggle is detained by the attrac- tion of the pole pieces for the armature while still on the operating side of its center, so that in case of any interruption 10 the control voltage the breaker immediately opens and can not be closed except in the usual manner. Full protection is thus afforded In the motors connected through (heir circuit breakers, and in the ease of overload on the rolls or failure of the power house their circuits are immediately opened, so lhat the machines must be gradually accelerated in the usual way. 322 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. ELECTRIC RAILWAY LEGAL DECISIONS CHARTERS, ORDINANCES AND FRANCHISES New York. — Eminent Domain — Taking Property — Use of Streets — Additional Burden — Trespass — Damages — Right of Recovery — Injunction — Relief — Damages Ad- ditional to Injunction — Rights of Property Owner — Damages to Property Not Taken — Elements. A street surface railroad is an additional burden to the land of adjoining proprietors who own to the center of the street, and a street railway company cannot impose the added burden without making compensation, and, when it commences to lay its tracks without agreeing with the ad- joining proprietors or instituting condemnation proceed- ings, it is a trespasser. The right to damages for a trespass depends on legal, and not equitable, rules. Damages for trespass are allowed as an incident to in- junctive relief, since equity, having jurisdiction of the cause, will grant legal as well as equitable relief for the purpose of settling all matters of difference in one suit. One suing for a trespass committed by a street railway company constructing and operating a street surface rail- road is entitled to such damages as he has suffered from the trespass, and is entitled to an injunction unless the company as an alternative will pay him such sum as would be awarded in condemnation proceedings. In condemnation proceedings- the owner is allowed not only the value of the property taken, but compensation for the effect of the taking on the residue, considered with reference to the use which the property taken is to be put. A street railway company built a surface street railroad track without condemnation proceedings. Some years thereafter it began to operate cars thereon. Held, that an adjoining landowner could not recover as damages for the trespass in laying the track the loss in rental value result- ing from the fear that some time cars would be operated on the track, because damages for such trespass would only occur when the trespass actually occurred. A street railway company constructing, maintaining, and operating a street surface railroad is answerable for the damages caused thereby to abutting property, but not for a shrinkage in fictitious value resulting from other causes, and it is not liable for depreciation in the market value of abutting property, due to the character of the street, which had become fixed before the track was constructed. — (Dun- can v. Nassau Electric R. Co. et al, in N. Y. Sup., 210.) New York. — Statutes — Construction— Legislative Intent — Street Railroads — Municipal Corporations— Powers — Construction of Subway — Nature of Power— Eminent Domain — Compensation — Appropriation to Additional Use — Streets — Railroad Rights of Way — Presumptions — Nature — Rights of Abutters — Legislative Power — ■ Constitutional Law — Determination of Constitutional Questions — Underground Railroad — Rights of Land- owners— Measure of Damages — General Rules — Meas- ure of Damages to Fee — Purpose of Condemnation — Materiality — Elements of Damage— Jurisdiction of Commissioners — Judicial Notice — Populatibn — Con- demnation Proceedings — Extra Allowances — Counsel Fees — -"Just Compensation." A thing within the intention of a statute is within the statute, though literal construction excludes it. Laws 1894, p. 1873, c. 752, amending the rapid transit act of 1891 (Laws 1891, p. 3, c. 4). authorizing New York City to construct a subway, did not enlarge the city's govern- mental functions but merely invested it with the powers and franchises it unsuccessfully attempted to sell under the act of 1891, and made it a railroad corporation for the purposes of constructing a subway, with no more rights in the highways and public places of the city than would be- long to any other corporation, and with no other or higher right to take private property than would belong to an ordinary railroad corporation. Railroads, surface or general, constitute an added burden upon the streets of a municipality, which the owners of the fee can prevent by injunction until compensated for the taking of their property. In construing Rapid Transit Act 1894 (Laws 1894, P- 1886, c. 752), § 39, as amended by Laws 1901, p. 1423, c. 587, § 1, to determine whether New York City is liable to abut- ters for damages through the construction of subways un- der streets, where the fee is not in the city, the Legislature is to be presumed to have known the law and the right of the owners of the fee to compensation for extra burdens placed upon it. Streets are part of the highway system of the State, kept open for the benefit of the State and not the municipality; the municipality being an agent of the State respecting them. As to matters which abutters have reasonable opportu- nity to foresee will be done in legitimate use of streets for public purposes, no liability for consequential damages, not due to negligence, is incurred by a municipality acting within statutory authority; but the rule is otherwise as to unforeseen burdens upon the street, which the courts have held not involved in the original taking. The Legislature cannot constitutionally authorize a mu- nicipality, in conducting a business enterprise, to appro- priate private property rights in streets without payment of just compensation. Statutes are presumed to be constitutional, it being as- sumed that the Legislature intended to act within its limitations; and where one of two constructions, each equally reasonable, will render an act valid, it should be adopted. Rapid Transit Act 1894 (Laws 1894, p. 1886, c. 752) § 39, as amended by Laws 1901, p. 1423, c. 587, § 1, authorizing New York City to condemn "real estate and any rights, terms and interest therein, any and all rights, privileges, franchises and easements, whether of owners or abutters or others to interfere with the construction or operation of" an underground railroad, authorizes compensation for all property taken for purposes of the road, and contemplates the taking of the property rights remaining in the owners of the fee of a street, as well as those abutting upon the same, where the fee is in third persons. Under Rapid Transit Act 1894 (Laws 1894, p. 1886, c. 752) § 39, as amended by Laws 1901, p. 1423, c. 587, § 1, authorizing New York City to condemn property for under- ground railroad purposes, and section 47, amended by Laws 1895, p. 912. c. 519, § 20, providing that title to condemned property shall vest upon the filing of the oaths of the com- missioners of appraisal, title does not vest, so as to defeat the city's liability for damages accruing to property after that date. The rules as to the measure of damages for taking of or injury to land is the same, whether arising in equitable actions or in condemnation proceedings. Under the Rapid Transit Act of 1891 (Laws 1891, p. 3, c. 4). as amended by Laws 1894, p. 1873, c. 752, and 1901, p. 1423, c. 587, authorizing New York City to condemn prop- erty for underground railroad purposes, the measure of damages to the owner of the fee of a street in which the road is constructed is the full value of the property actually taken, without deduction, and just compensation for injury to the remainder, considering the market value of the prop- erty before and after the taking. Where the fee in a New York City street is in a third person, an abutter must be deemed to have had an ease- ment or right of subjacent support for his premises, which the city could not take away without just compensation in constructing an underground railroad under the rapid transit act of 1891 (Laws 1891, p. 3, c. 4), as amended by Laws 1894, p. 1873, c. 752. In condemnation proceedings, the purposes. for which the property is to be used may be considered in determining whether property not taken is damaged by the taking. In a proceeding under the rapid transit act of 1891 (Laws 1891, p. 3, c. 4), as amended by Laws 1894, p. 1873, c. 752, to condemn property for underground railroad purposes, the commissioners of appraisal were bound to consider everything that, if known to a proposed purchaser when t^tle vested in the city, would tend to increase or diminish the market value of premises remaining after the taking. In a proceeding under the rapid transit act of 1891 (Laws 1891, p. 3, c. 4), as amended by Laws 1894, p. 1873, c. 752, to condemn property for underground railroad purposes, abutters evicted from their homes by undermining of foun- dations, etc., are entitled to have the fact that the premises were rendered untenantable for a long time considered in an assessment of their damages, the measure not being the cost of restoring the buildings. February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 323 While damages inflicted upon abutters in the performance of a public work, reasonably and properly conducted, are damnum absque injuria, where a railroad corporation en- ters a street and sinks great shafts in carrying on the con- struction work, the fact may be considered in determining what the market value of abutting premises would be if the condition were known to be involved in the taking of the property of the owners of the fee. In a proceeding under the rapid transit act of 1891 (Laws 1891, p. 3, c. 4), as amended by Laws 1894, p. 1873, c. 752> to condemn property for underground railroad purposes, the commissioners of appraisal have jurisdiction of every fact growing out of the construction and operation of the road without negligence, so far as such facts affect the mar- ket value of the property. The Appellate Division takes judicial notice that New York City is the only city in the State having more than 1,000,000 population. The rapid transit act of 1891 (Laws 1891, p. 3, c. 4), as amended by Laws 1894, p. 1873. c. 752, authorizing cities of more than 1,000,000 inhabitants to take property for public purposes, etc., is an act authorizing the acquisition of prop- erty for any public purpose in New York City, within three Laws 1901, p. 425, c. 466, § 998. as amended by Laws 1904, p. 1885, c. 736, § 1, permitting additional allowances in pro- ceedings under such acts. Rapid Transit Act 1894 (Laws 1894, p. 1896, c. 752) § 62, expressly authorizes the allowance of counsel fees in pro- ceedings to condemn land under the act. The term "just compensation," as used in connection with the taking of property for public use, involves placing the property owner in the same position financially that he would have been if his property had not been taken on a given date. — (In re Low et al., 112 N. Y. Sup., 619.) New York. — Equity — Bill — Reasoning — Monopolies — "Monopoly" — Railroads — Operation — "Business" — Street Railroads — Consolidation — Corporations — Cor- poration Law — Construction — Courts — Rules of De- cision— Intermediate Courts of Appeal — Federal Courts — "Comity" — Suit by Stockholder — Ninety-Fourth Equity Rule — Action Against Corporation — Pleading — "Shareholder" — "Share" — "Stock" — Parties— Receiv- ers— Illegal Combination. On demurrer to a bill to avoid an alleged conspiracy in restraint of trade, consisting of a monopoly created by a consolidation of street railway lines, the court could not adopt the reasoning of the bill and its deductions from the facts stated in order to find a conspiracy or monopoly, but must find its existence from the facts alleged. Stock Corp. Law N. Y. (Laws 1890, p. 1069. c. 564) § 7, as amended by Laws 1892, p. 1828, c. 688, declares that no domestic stock corporation shall combine with any other corporation or person to create a "monopoly" or the unlaw- ful restraint of trade, or to prevent competition in any necessary of life. Held, that the word "monopoly" was not used in such section in its strict sense as requiring a control of all present existing means of carrying on a business, or doing a particular thing generally or in a particular place or locality, and the right to possess, own, or control all means of doing that thing in that place in the future, but was satisfied by an exclusive privilege to carry on a traffic or the possession or assumption of any- thing to the exclusion of other possessors, as where a man has acquired complete control of a business, and therefore embraces any combination or contract the tendency of which is to prevent competition in its broad and general sense. The operation and management of railroads in carrying passengers is a "business," and part of trade and com- merce. Several street railroad companies, including all the rail- way lines between the points mentioned, operated lines of railway from various points in the Bronx to the Battery in New York City under legislative franchises giving to each an exclusive right to its line and territory. A com- bination of all of such corporations was effected by means of a transfer of stock to a business corporation created for that purpose by which the real ownership, control, and management of the previous competing parallel lines be- tween substantially the same points or localities w as merged. Held to constitute an illegal monopoly in violation of Stock Corp. Law N. Y. (Laws 1890, p. 1069, c. 564) § 7. as amended by Laws 1892, p. 1828. <■. 088, providing that no domestic stock corporation shall combine with any other corporation or person to create a monopoly or the unlaw- ful restraint of trade or to prevent competition in any necessary of life, and this though the consolidated road is still subject to such control as the New York Public Service Commission may see fit to exercise over it. Stock Corp. Law N. Y. (Laws 1890, p. 1073. c. 564) § 40, authorizing corporations other than moneyed corporations to purchase, hold, and dispose of stocks, bonds, and other evidences of indebtedness of any other corporation, etc., engaged in a similar business, if authorized to do so by a certificate of incorporation, or if a corporation with which it is authorized to consolidate, is limited by section 7, pro- hibiting the combination of corporations to create a mon- opoly, or the unlawful restraint of trade, or the prevention of competition in any necessary of life. A federal court sitting in New York is not required to follow decisions of the different Appellate Divisions on the construction of a state statute merely because they refused appeals to the Court of Appeals, or in the exercise of dis- cretion refused leave to prosecute actions. The lower federal courts are bound by decisions of the highest court of the state in which they are sitting, con- struing the Constitution or statutes of the state, except when the United States Supreme Court has decided other- wise, but are not bound by state decisions on questions of general commercial law. Lower federal courts are bound by the decisions of the Supreme Court of the United States and by those of the Circuit Court of Appeals in their own circuit, but are not bound by decisions of a federal court of co-ordinate juris- diction, or even the decisions of a federal Circuit Court of Appeals in another circuit. A bill by a stockholder to avoid an alleged illegal con- solidation of street railroad companies was verified by the president of complainant company, the president giving the grounds and sources of his information and belief. The bill alleged that complainant was, at and prior to the time of the unlawful plan, combination, and conspiracy objected to, and then was the bona fide and lawful owner "of record" of 300 shares of the stock of one of the defendants, which was one of the companies alleged to have entered into the combination and alleged conspiracy. The bill then charged that the suit was not collusive to confer jurisdiction on a court of the United States, and that plaintiff had made de- mand on a specified date on the corporation and its then president and on its board of directors to take steps to dissolve the consolidation, a copy of which written demand was attached. The bill also alleged that the demand was subsequently repeated, and recited in detail the reasons why action was not secured. Held, that the bill sufficiently complied with the ninety-fourth equity rule providing that every bill by one or more stockholders of a corporation against the corporation and others founded on rights which might be asserted by the corporation must be verified by oath and must contain an allegation that plaintiff was a shareholder at the time of the transaction of which he complained; that the suit was not collusive to confer federal jurisdiction; and should allege particularly plaintiff's efforts to secure action by the directors of trustees, and, if neces- sary, by the shareholders and the cause of his failure. In an action by a stockholder against a corporation and others, an allegation that complainant is the bona fide and lawful owner "of record" of certain shares of the corpora- tion's stock constituted a sufficient allegation that com- plainant was a bona fide and lawful stockholder, as the words "of record" did not detract from the force of the statement nor render it evasive. A shareholder is one who holds or owns a share or shares in a joint-stock or incorporated company in a common- fund or in some property, as a shareholder in a railway, mining, or banking company. "Share" specifically is one of the whole number of equal p;>rts into which the capital stock of a trading company or corporation is or may be divided, as shares in a bank or shares in a railway. "Stock" is the share capital of a corporation or commer- cial company; the fund employed in carrying on of some business or enterprise divided into shares of equal amount, and owned by individuals who jointly form a corporation. In a stockholder's bill to avoid a consolidation of several street railroads as creating a monopoly, receivers of cer- 324 F.LECTRIC RAILWAY JOURNAL [Vol. XXXV. No. 8. tain of the roads appointed prior to the commencement of the suit were proper but not necessary parties. Where certain street railroad corporations entered into an illegal combination and consolidation, the appointment of receivers for two of the constituent companies was ineffective to remove them from the illegal combination. — (Continental Securities Co. v. Iriterborough Rapid Transit Co. et al., 165 Federal Rep., 945.) Pennsylvania. — Street Railroads — Use of Street — Rights of Abutting Owners — Rights Under Charter. Where a street railway company used a street already occupied by an existing railway, and did not intend to construct a branch of its own on the street, an abutting property owner had no ground to complain. Where a street railway under its charter has a right to build branches and extensions, it has the right to use the tracks of another company for a short distance under a contract with such company to connect its main line and the proposed extension. — (Hannum v. Media, M., A. & C. Electric Ry. Co. et al., 70 Att. Rep., 847.) LIABILITY FOR NEGLIGENCE Illinois. — Street Railroads — Action for Injury to Driver of Vehicle — Pleading and Proof — Variance — Trial — In- structions— Collision with Vehicle — Action — Evidence — Contributory Negligence — Speed of Car. Under an allegation in a declaration for injuries to the driver of a vehicle that he was driving on a street "at or near the tracks" of defendant's railway, evidence that he was driving longitudinally on the track is not a variance. In an action for injuries to the driver of a vehicle from collision with a street car, no witness except plaintiff saw the wagon immediately before the collision. The conduc- tor was in the back part of the car, and did not see the wagon until after the crash, and after he got off the rear end. He testified that he then saw it about 50 ft. or more from him "going kind of across the street like, toward the north side of the street." Held, that this evidence did not tend to prove that plaintiff drove in the way of the car suddenly, and an instruction based on such an assumption was properly refused. In an action for injuries to the driver of a vehicle from collision with a street car, evidence that the street outside the track was unpaved, rough, uneven and could not be driven over is competent to show the condition of the roadway outside of the tracks, as affecting his care in driv- ing on the street and track. In an action for injuries to the driver of a vehicle from collision with a street car, a witness for plaintiff testified that he got on the car five blocks west of where the acci- dent occurred, and the car started fast; that it stopped two or three blocks west of the place of the accident, and then started again, and continued at fast speed until the collision occurred. Held, not subject to an objection that the speed several blocks from the accident did not tend to prove what it was at and shortly before the time of the accident, as the testimony, while showing an intervening stop, also showed that the fast rate of speed continued up to the time of the accident.— (Murphy v. Evanston Electric Ry. Co. et al., 85 N. E. Rep., 334-) Illinois. — Damages — Evidence — Personal Injuries — Carriers — Injury to Passenger — Contributory Negligence — Question for Jury. In an action for damages for dislocating plaintiff's shoul- der, where it appears that the shoulder was twice subse- quently dislocated, it may be shown by medical testimony that a dislocation of the shoulder would create a predispo- sition to subsequent dislocation. The question whether undertaking to board a street car while in motion is or is not negligence is a question of fact for the jury. — (Donnelly v. Chicago City Ry. Co., 85 N. E. Rep.. 233.) Missouri. — Carriers — Personal Injuries of Passenger — Neg- ligence in Starting Car — Appeal and Error — Harmless Error — Error Cured by Instructions — -Argument of Counsel — Action of Court — Appeal — Harmless Error — Objections to Evidence — Objections in Trial Court — Instructions — Effect of Failure to Request — Carriers — Carriage of Passengers — Personal Injuries — Action — -Variance — Trial — Instructions — Propositions of Law — Pleading — Amendment of Complaint. Although a passenger on a street car is attempting to alight before the car has come to a stop, yet it is culpable negligence in the conductor, knowing what the passenger is doing, to cause the car to be suddenly started forward with such suddenness and force as to throw the passenger to the ground. Plaintiff, while attempting to alight from a street car, was injured by the sudden starting of the car, which threw her to the ground. In an action to recover for her injuries, plaintiff testified that she asked the conductor, when he came to her assistance, "Why did you start the car up?" and that he replied, "That frisky motorman is so frisky he won't stand still long enough." The court withdrew the testimony from the consideration of the jury. Held, that the withdrawal cured the error in admitting it, as the evi- dence was not of such a character as to make it reasonably probable that its effect would survive a warning not to con- sider it, and there was nothing to suggest a design to influ- ence the mind of the jury by getting in improper evidence of a prejudicial nature. Jn an action against a street railway company to recover for injuries received by a passenger, thrown from the car from which she was attempting to alight, plaintiff testified that after the injury she sat upon the street where she had been thrown; that she became blind, and sat there in the street until she was nearly over her blindness, and then walked down to the subway and sat on a rock. On cross- examination she was asked if she had not testified on a former occasion that she had stopped two or three times on the road going to her sister's. An objection by plaintiff's counsel to the question as immaterial was sustained. Held, that the exclusion would not justify a reversal, as plaintiff had just testified in chief that she sat and rested a while, and ther. walked some more and rested again until she got to her sister's, and the question objected to did not suggest a variance in her testimony as to her blindness. Where a court, in an action against a street car company to recover for injuries sustained by a passenger, gives an instruction requiring an exercise of the highest degree of care on the part of the defendant's servants, defendant cannot object to the court's failure to further explain that instruction, where no request was made foi such explana- tion. The petition, in an action to recover for injuries received from being thrown from a street car by the sudden starting of the car while plaintiff was attempting to alight, alleged that plaintiff was riding on the trailer, but there was evi- dence introduced at the trial that she was riding on the front car. Held, that the variance was not important. The petition of a passenger, in an action against a street railway company to recover for injuries, alleged that the acts of defendant's servants were "carelessly, negligently, wilfully and maliciously" done. Held, that it was not error to permit an amendment striking out the words "wilfully and maliciously." — (Peck v. Springfield Traction Co., 110 S. W. Rep., 659.) Missouri. — Street Railroads — Collision with Vehicle — Ac- tions— Discovered Peril — Negligence — Operation in Nighttime — Care Required — Question for Jury — Appeal and Error — Review — Harmless Error — Admission of Testimony — Worry. If those in charge of a street car discovered, or should by the exercise of ordinary care have discovered, plaintiff's peril while driving a wagon on the track in time to have avoided a collision, and did not do so, plaintiff's negligence in failing to look back for an approaching car would not preclude his recovery. A motorman operating a street car in the nighttime in a populous part of a city must look out for the safety of persons who may be on the track, and have his car under control in anticipation of any danger that may arise. Whether defendant's motorman in charge of a street car which collided with plaintiff's vehicle made proper ef- forts to avoid the collision after he saw, or by the exercise of ordinary care could have seen, plaintiff's peril, held, under the facts, to be for the jury. In a personal injury action, the admission of testimony of plaintiff that he worried because of his belief that he would not be able to work again, if error, because making worry a ground for damages, was so insignificant as not to be ground for reversal. (Funck vs. Metropolitan St. Ry. Co., 113 S. W. Rep., 694.) February 19, 1910. ELECTRIC RAILWAY JOURNAL. 325 Missouri. — Street Railroads — Injuries — Collisions — Evidence — Ownership of Car. In an action against a street railway company for the death of a child in a collision with a car, the ownership of the car may be shown by reasonable inferences from the facts of the case. In an action against a street railway company for injuries in a collision with a car, evidence held not to es- tablish defendant's ownership of the car, essential to a re- covery, in view of the fact that other companies operated street railroads at the place of the accident. In an action against a street railway company for in- juries in a street car collision, the evidence must support the allegations of ownership and operation of the car at the time of the injury, and where it does not appear that the car was in use by defendant, and where it is not shown that the car was running on defendant's road and the con- nection between defendant and those in charge of the car is not shown, there can be no recovery. (Frisby et ux. vs. St. Louis Transit Co., 113 S. W. Rep., 1059.) Missouri— Death— Last Chance Doctrine— Nature— Negli- gence— "Ordinary Care" — Definition — Trial — Instruc- tions— Applicability of Evidence— Appeal and Error- Harmless Error— Prejudicial Effect — "Accident"— Con- tributory Negligence — Concurrent Negligence — Com- parative Negligence— Street Railroads— Injuries to Per- son on Track— Rights in Streets— Question for Jury. Where plaintiff in an action for death bases his right to recover on the humanitarian doctrine, he admits decedent's negligence, and places his reliance on defendant's negli- gence in failing to discover decedent's peril in time to avoid striking him. The usual definition of "ordinary care," as the care which an " ordinarily careful and prudent person would exercise under the same or similar circumstances, has become a "maxim" in the law. "Negligence" is the failure to use that care which an ordinarily careful and prudent person would exercise under the same or similar circumstances. Where either the company's or decedent's negligence caused the latter's death by being struck by a street car, and there was no evidence whatever that the accident was caused by the street lamps being put out by a third person before the collision, it was error to instruct that plaintiff could not recover if the injury was caused by a mere "accident." Though an instruction that plaintiff could not recover if decedent's death was caused by an accident was inapplicable under the evidence, it was not prejudicial, in connection with the instruction, to define "accident" as a casualty oc- curring without any one's fault, and without assignable cause. Mutually concurrent negligence by both parties defeats recovery. The doctrine of comparative negligence is not recognized in Missouri. One driving on a street car track need not look constantly in front and to the rear, but must exercise due care to pre- vent injury. A motorman must exercise due care to prevent injury to persons on the track, after he sees their peril, regardless of their negligence in getting on the track. A street car company has not an exclusive right to the use of the street, its rights and the rights of the public being at most mutual. In an action for decedent's death by being struck by a street car while driving on the track, whether the motor- man could have seen plaintiff on the track in time to have stopped the car, by exercising due care, held a jury ques- tion. (Felver vs. Central Electric Ry. Co., 115 S. W. Rep., 980.) New York. — Carriers- — Carriage of 1'asscngers — Injuries — ■ Questions for Jury — Words and Phrases — "Couple of Minutes." In an action against a carrier for injuries to a passenger by the sudden starting of the car, held, that the ques- tion of defendant's negligence in starting the car was for trie jury tinder the evidence. The expression, a "couple of minutes," used by a plaintiff in an action against a carrier in her testimony that, after getting on the car she waited a "couple of minutes" before attempting to reach her seat, is not necessarily a statement that she desisted for 120 seconds in the act of seeking a seat, but it should be construed to mean a brief space of time, as a second or a few seconds, and the Century Dictionary is authority for the statement that a minute is loosely speaking but a "short space of time." It is a question for the jury whether it is want of ordinary care to start a street car before a woman pas- senger has obtained a seat. (McGlynn vs. Nassau Electric R. Co., 113 N. Y. Sup., 119.) New York. — Street Railroads — Collision with Vehicles — Evidence- — -Sufficiency. Where, on the first trial of an action against a street rail- way for damages from a collision with plaintiff's wagon, plaintiff testified that as he was turning on the track he looked back once before he was run into, but on a second trial testified that he looked back four times to determine whether any car was approaching, and no satisfactory ex- planation of such change in evidence was given, a judgment in his favor was unauthorized. (Bang v. New York & Queens County Ry. Co., 112 N. Y. Sup., 530.) New York. — Street Railroads — Collisions with Animals — Questions for Jury. Whether a motorman exercised due care in running his car without taking any precautions to avoid a collision with a cow at the side of the track held for the jury. (Craft v. Peekskill Lighting & R. Co., 113 N. Y. Sup., 235.) New York. — Railroads — Crossing Accident — Negligence — Interlocking Switch and Signal Devices — Master and Servant — Injury — Fellow Servants — Evidence. Plaintiff, in an action against a railroad company and a street railway company for death of her intestate from collision of a railroad train with a street car, may not give evidence of the existence, at other railroad intersections at grade, of interlocking switch and signal devices, by the proper operation of which a crossing collision is impos- sible; the crossing, though on a highway, being within the yards of the railroad company, only one of its five tracks there being used by through trains, and only seven or eight trains passing over it daily, while the other tracks were con- stantly being used for switching, and the evidence being that it is impracticable to use such devices in railroad yards, because they would congest traffic and seriously interfere with the usefulness of the yards for switching purposes, and, while the interlocking device might have been installed between the main track and the street railroad, the only effect which it would have had would be to protect against a small fraction of the danger, and thereby possibly increase the danger of collision on the other tracks, and it not be- ing probable that the board of railroad commissioners, had their attention been called to the situation, would have di- rected the erection of such devices under section 36 of the railroad law (Laws 1890. p. 1095, c. 565, as amended by Laws 1898, p. 1 174, c. 466). One stationed by a street railway company at a railroad crossing to make observations and signal the motormen when the railroad tracks were clear, the rules of the street railway company requiring its cars to wait for such signals, on receiving which they might proceed, is not a vice prin- cipal, but the fellow servant of motormen and conductors of the street cars. A railroad company, in an action against it for collision of its trains at a crossing with a street car, killing the street car conductor, may show, as bearing on the question of its freedom from alleged negligence in approaching the crossing at a high speed without ample warning, an agree- ment made under section 12 of the railroad law (Laws 1890. p. 1087, c. 565. as amended by Laws 1892, p. 1382, c. 676) be- tween it and' the street railway company for intersection of the roads, providing that it should be under no obliga- tion to guard, warn and protect at the crossing the cars and employees thereon of the street railway company, and this though it be shown that the street railway company in fact employed a signal man at the crossing; the railroad company being entitled to show that it was not relying on a mere gratuitous precaution, but om an agreement whereby the street railway company was obliged to take such pre caution. (Cox vs. Delaware & Hudson Co. et al., 112 N. Y. Sup., 443-) 326 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. News of Electric Railways Transit Affairs in New York William R. Willcox, chairman of the Public Service Com- mission, gave a dinner at his home on Feb. 10, 1910, to Mayor Gaynor at which the members of the Board of Esti- mate and the other members of the Public Service Com- mission were present. Mr. Willcox was the authority for the statement that there was nothing formal about the dis- cussion of the rapid transit situation, but that the general question of the need of subways and the Interborough Rapid Transit Company connection via the East River bridges received considerable attention. It was arranged to hold the first official conference between the board and the commission on Feb. 16, 1910. It is understood that both Mr. Gaynor and John Purroy Mitchel, president of the Board of Aldermen, laid emphasis on the necessity for starting subway construction just as soon as possible, men- tioning April 1, 1910, as a suitable time for advertising for bids for the first section. The special committee of the board which is to confer with the commission formally is composed of Mayor Gaynor, President Mitchel and Comp- troller Prendergast. The Brooklyn Rapid Transit Company and the Coney Island & Brooklyn Railroad Company informed the Public Service Commission on Feb. 14, 1910, at a hearing on the application for a franchise by the Manhattan Bridge Three Cent Line to carry passengers from the Hudson River to the business part of Brooklyn, that they had applied to the Board of Estimate for permission to operate a service across the Manhattan Bridge on a 3-cent fare basis. The Brooklyn Rapid Transit Company has paid $604,000 in franchise taxes levied against the constituent companies of that corporation and the Coney Island & Brooklyn Rail- road lias paid $139,000 in franchise taxes. The payments close the accounts of the companies in connection with franchise assessments, except for a few claims which are in dispute. The Public Service Commission has formally approved a report by Commissioner McCarroll, favoring a plan for the construction of an extension to the proposed subway under Eastern Parkway, Brooklyn, the cost to be assessed upon the property benefited. This is the first formal approval of the construction of a rapid transit railroad by the assess- ment plan, which is provided for by the Travis-Robinson bill passed by the last Legislature. The Chamber of Commerce has informed the Public Serv- ice Commission that it favors the principle of subway con- struction by local assessment and that for the purpose of general equity in the various boroughs the principle should be applied to all further developments of subway extensions in outlying districts. The special committee on rapid tran- sit conditions has submitted a report covering the "Livonia Avenue route" in Brooklyn, along which more than half the property owners signified their intention to pay by local assessment as permitted through the passing of a recent law. In recommending this procedure the Chamber of Commerce states that it considers it unfair to property owners in districts which are to be so served, if other dis- tricts are given new transportation facilities without shar- ing in the cost and the expenditures placed on the city. Cleveland Traction Situation The referendum on the Tayler grant to the Cleveland Railway was to take place on Feb. 17, 1910. On Feb. 12. former Mayor Johnson issued a statement opposing the grant, principally on the plea that the maximum fare fixed in the franchise is too high. Early in the week Mayor Baehr stated that he had not decided whether to issue a statement. He had hoped that the people might be per- mitted to decide for themselves, without any campaigning. The grant has the approval of the Chamber of Commerce and the committee of one hundred which was organized to fight the low-fare franchise passed under the Johnson administration. Judge Tayler has issued a statement in reply to the claim that the company, by an alliance with the Cleveland Electric Illuminating Company, could evade the limitation for cost of operation. He said that no arrangement would enable the company to change the ordinance, although there could be no objection to securing power from the lighting company if it is found desirable to do so. Placards were put in all the cars on Feb. 14, stating that the fare on all lines will be 3 cents with 1 cent for a transfer within the city, if the grant was approved. The report of Receiver Bicknell for January, 1910, fol- lows : Gross receipts $521,205 Operating expenses: Maintenance $103,297 Transportation 195,147 General 35,184 Total 333»628 Net $i87,S77 Deductions : Neutral street railway rental $937 Taxes 26,462 Interest rental 38,399 Dividend rental 73-378 Total 1 139,176 Surplus $48,401 A sufficient number of names has been obtained tothe petitions for a referendum vote on the grants made to the Cleveland Underground Rapid Transit Company by the Johnson administration to assure an election. The City Council has already repealed the act granting the company rights in the city. New Mayor of Boston on Transit Matters In his inaugural address on Feb 7, 1910, John F. Fitz- gerald, Mayor of Boston, made the following references to rapid transit affairs in that city and problems confronting the public service corporations: "I have strongly favored the improvement and extension of transit facilities within the city, particularly the con- struction of subway or tunnel connections to the South Station, South Boston and Dorchester. The report which the joint board consisting of the Massachusetts Railroad Commission and the Boston Transit Commission has re- cently made to the Legislature distinctly favors a subway connection between the Park Street station and the South Station and recommends preliminary action looking toward its construction, and this or some like project I shall heartily support. In spite of the unfavorable report of this joint board upon proposed subway extensions to South Bos- ton and Dorchester, I believe that the need of such exten- sions is so great, and that they will have such an effect in increasing the taxable value of property in those districts, that some way should be found to secure their construction. The people of these sections are entitled to as good facili- ties of rapid transit as the people of Cambridge, who have secured both a subway and an elevated line. "The elevated structure along Washington Street and through Charlestown is admitted to be an injury to prop- erty in those important districts. The development of underground transportation should render it unnecessary to resort to this form of construction in the future and opens up the question whether it may not prove possible, upon terms fair to all interests involved, to remove the present unsightly structures. "I believe it should be feasible to do in Boston what has been done in other cities. The elevated structures, at least along Washington Street, should be removed and the sub- ways extended. Equitable assessments, adjusted to the con- sequent rise in values, should be levied upon the adjoining property; many of the owners, I am assured, would be glad to contribute their share to the cost of this great improve- ment. "I have suggested the desirability of adopting in this State the plan introduced in New York, on the recommen- dation of Gov. Hughes, in respect to the supervision and February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 327 regulation of public service corporations. Under this plan all such corporations come under the jurisdiction of a single tribunal within a given territory, and the State is divided into two districts, one of which includes the metropolitan area and the other the rest of the State." Bonds Voted for San Francisco Municipal Line. — The supervisors of San Francisco, at a meeting on Feb. 7, 1910, passed the ordinance providing for the issuance of the $2,020,000 of municipal bonds voted at the election on Dec. 30, 1909, to cover the cost of reconstructing the Geary Street, Park & Ocean Railroad as a municipal railway. Chicago Subway Plans. — Bion J. Arnold, recently ap- pointed engineer to formulate plans for the system of sub- ways in Chicago, is organizing an office force for the work. Draftsmen already have started making maps of the sub- way district which Mr. Arnold will submit to the local transportation committee of the City Council, and later to the City Council of Chicago. Ball of Brooklyn Rapid Transit Employees. — The annual ball of the employees of the Brooklyn (N. Y.) Rapid Transit Company was held at Prospect Hall on Feb. 10, 1910. Music was furnished by the band composed of employees of the company. The affair was under the direction of the officers of the Brooklyn Rapid Transit Employees' Benefit Associa- tion, of which George W. Edwards is secretary. Association News. — The American Street & Interurban Railway Association has published during the week Vol. I of its Proceedings, which includes the reports of the Engi- neering Association and of the Transportation & Traffic Association at the Denver meeting. It has also issued in pamphlet form the revised codes of rules for city operation and for interurban operation with the amendments adopted at Denver. Hearing Continued on Boston & Providence Electric Railroad. — The hearing upon the plans of the Boston & Providence Electric Railroad for a high-speed interurban railway between Boston and Providence was continued be- fore the Railroad Commission of Massachusetts on Feb. 9, 1910. The company has already been granted a certificate of exigency by the commission and the locations of the tracks and roadbed through the intervening municipalities are now being considered in detail. At the above hearing interest centered upon the plans of Town Engineer Norris of Hyde Park, for a subway through Hyde Park in place of the line proposed by the company. Electric Railway Exhibit at Philadelphia.— The Philadel- phia (Pa.) Rapid Transit Company exhibited its new gaso- line emergency wagon at the Philadelphia Electric Show, held in the First Regiment Armory, Broad and Callowhill Streets, Philadelphia, Pa., Feb. 14-26. The vehicle is fitted with a tower equipped with a raising mechanism operated by a worm gear driven from the engine shaft. The com- pany also exhibited a miniature elevated railroad structure on a scale of 1 ft. to 20 ft. with a model car, which was operated back and forth, and a full-sized semaphore signal such as is used on the Market Street elevated road, which was set by the car as it passed in and out of the various blocks. Sections of various sized cables used by the com- pany in feeding its network of power distribution were also exhibited. Stevens Alumni Dinner. — The ninth annual dinner of the Alumni of Stevens Institute was held at the Hotel Astor on Feb. 12, 1910. Nearly 300 were present. The speakers included President Humphreys, Dr. H. S. Pritchett, presi- dent of the Carnegie Foundation; Col. E. A. Stevens, Hosea Webster, H. M. Brinckerhoff and E. H. Peabody. President Humphreys announced that he had recently received $63,500 of the $1,250,000 which he expects to raise for the purchase of the Castle Point estate, for the erection of several build- ings, including a dormitory, a mechanical laboratory and an electrical laboratory, and to provide an adequate en- dowment fund. The alumni is now raising $400,000 for paying off the debt remaining on the athletic field and for other real estate necessary to meet the growing needs of the institute. • Southern Pacific Electric Suburban Lines. — It has been announced by officials of the Southern Pacific Company that electric trains will be running on the Alameda (Cal.) main local lines to the Alameda Mole, by April 1, 1910. The power house, which will supply power for all the electric lines on the east side of the bay, will not be fin- ished until Aug. 1, 1910, but the company has a contract with the Great Western Power Company to supply current for the electric trains until the power house can be put into operation. Seven new stations on the local lines are under course of construction. As soon as the Alameda lines are electrified work will commence on the extension across the estuary to the Franklin street station. It is also stated that about March 1, 1910, the Southern Pacific Com- pany will start the construction of its California Street line in Berkeley. The company is now building its North Street line through West Berkeley. This is to be a part of the enlarged electric suburban system in Berkeley, which is opposite San Francisco. LEGISLATION AFFECTING ELECTRIC RAILWAYS Maryland. — Attorney-General Straus appeared before the judiciary committee of the Legislature on Feb. 11, 1910. to explain the provisions of the public utilities bill. The principal public service corporations have been asked by the committee to agree on a date for a hearing on the bill. Massachusetts. — The following bills have been intro- duced: To amend the street car heating law by specifying that cars shall be heated under the direction of the Rail- road Commission; to require that electric railways granted a certificate of exigency shall do no construction and take no property until the amount of capital stock named in the agreement of association has been subscribed and 10 per cent of the par value of each share has been paid in in cash, and unless these matters are arranged to the satisfaction of the Railroad Commission within six months after the certificate is granted the certificate shall become void; to require street railways to equip all their cars with a lifting jack and other emergency tools to be specified by the Rail- road Commission; to require the Boston Elevated Railway to establish a free transfer station at the intersection of Huntington Avenue and Massachusetts Avenue, Boston; to provide that the construction of any electric railway shall be commenced and at least 10 per cent of the capital stock authorized shall be expended within one year from the date of fixing the entire original route and location, and that operation shall be begun within two years from the date of fixing the entire original route; to prohibit street railways from allowing passengers to ride on the running boards of open cars; to give aldermen or selectmen the right to direct street railways to establish waiting stations for the convenience of the public; to "compel the reasonable interchange of passenger, freight, property, traffic and cars between street railways, including through routes and fares, subject to the supervision of the Railroad- Commission." Mississippi. — A bill has been introduced in the lower house to require all street railways in Mississippi to oper- ate cars equipped with vestibules between Nov. 15 and March 15. New Jersey. — The committee on municipal corporations of the Assembly will give a hearing on Feb 21, 1910, on the public utilities bills introduced by Assemblymen Sullivan, Pierce and Scharff. A bill has been introduced in the House which confers upon the highway board or board having charge of roads the right to grant a franchise for connecting links in sections of a city street railway without requiring the consent of property owners, unless the link- is more than half a mile in length. It limits the term of any such franchise to 50 years and provides that it shall be granted only after a public hearing. New York. — Assemblyman Filley has introduced a sub- stitute bill for his so-called "full-crew" bill which amends the Public Service Commissions law by extending the power of the commission for each district, upon its own motion or complaint, to determine the just, reasonable, safe, adequate and proper regulations, practices, equipment, appliances and service to be enforced, to be observed and to be used, and to fix and prescribe the same by order directed to com- mon carriers. The present provisions are made to apply to the number of employees composing the crews engaged in the operation of trains. 328 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. Financial and Corporate New York Stock and Money Market Report of the Metropolitan West Side Elevated Railway February 15, jyio. For the past week the tendency of the market has been upward, and from the very low prices of Feb. 8 there has been a recovery of from 3 to 8 points. The feature of the market is the seeming disappearance of the nervous un- certainty that marked the previous week. The money market continues to be satisfactory. Rates are low and the banks are liberal. Quotations to-day were: Call, 2^4 to 3 per cent; 90 days, zVa per cent. Other Markets Rapid Transit stock displayed considerable more activity in the Philadelphia market last week. The offerings were quite liberal, but there fortunately appeared to be even more buyers than sellers, so that at the end of the week the price was fractionally higher than at the beginning. Other tractions were moderately active at prices that were practically unchanged. In Boston, Massachusetts Electric and Boston Elevated were the traction features of the market. There was con- siderable activity in each of these issues, and Massachusetts Elect ric, both preferred and common, advanced several points. There was practically no trading in traction shares in the Chicago market. With the exception of a few odd lots of Ch icago Railways Series 2 and Kansas City Railway & Light preferred there was nothing doing. In Baltimore, the bonds of the United Railways Company continued to be active at former prices. Some of the stock of the same company was sold during the week, the pre- vailing price being 13 $4. Quotations of various traction securities as compared with last week follow: Feb. 8. Feb. 15. American Railways Company 347 * Aurora, Elgin & "Chicago Railroad (common) a57M ^ilVi Aurora, Elgin & Chicago Railroad (preferred) *oi 392 Boston Elevated Railway 1291/2 129% Boston & Suburban Electric Companies 15 15 Boston & Suburban Electric Companies (preferred) 73 72 Boston & Worcester Electric Companies (common) aii'> 8 Boston & Worcester Electric Companies (preferred) 42 a45 Brooklyn Rapid Transit Company 6S% 72^8 Brooklyn Rapid Transit Company, 1st pref. conv. 4s 82^ 83H Capital Traction Company, Washington ai34 Chicago City Railway ■ aios aios Chicago & Oak Park Elevated Railroad (common) *2 *2 Chi cago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 aio6% aio8 Chicago Railways, ptcptg., ctf. 2 a3o 329 Chicago Railways, ptcptg., ctf 3 ai4 ai4 Chicago Railways, ptcptg., ctf. 4s a9 a9 Cleveland Railways *oiy2 *gilA Consolidated Traction of New Jersey 376 376 Consolidated Traction of New Jersey, 5 per cent bonds. .. aios '2 aiosJ^ Detroit United Railway *63 *63 General Electric Company 148^2 1533-6 Georgia Railway & Electric Company (common) ai07 107'A Georgia Railway & Electric Company (preferred) a88 a88 Interborough-Metropolitan Company (common) 18^2 2oj4 Interborough-Metropolitan Company (preferred) 46 S31A Interborough-Metropolitan Company (4V2S) 79 8i?4 Kansas City Railway & Light Company (common) a3o a30 Kansas City Railway & Light Company (preferred) 370^2 372 l/i Manhattan Railway *I36?4 * 1 36^ Massachusetts Electric Companies (common) . ^ ai6 ai8J4 Massachusetts Electric Companies (preferred) .' aSo1^ 384 Metropolitan West Side, Chicago (common) ai7 ai7 Metropolitan West Side, Chicago (preferred) s-SilA a52 Metropolitan Street Railway 18 *i8 Milwaukee Electric Railway & Light (preferred) *no *no North American Company 76 79V2 Northwestern Elevated Railroad (common) ai7l/2 ai7s/2 Northwestern Elevated Railroad (preferred) a7o a7o Philadelphia Company, Pittsburg (common) 849 *50}4 Philadelphia Company, Pittsburg (preferred) a45 *4354 Philadelphia Rapid Transit Company a25?4 *2§34 Philadelphia Traction Company *89 *8g Public Service Corporation, 5 per cent col. notes *ioo's *iooMs Public Service Corporation, ctfs aios aios Seattle Electric Company (common) aii5 aii5 Seattle Electric Company (preferred) aio6 aio6 South Side Elevated Railroad (Chicago) asi a53 Third Avenue Railroad, New York n 10 Toledo Railways & Light Company ioJ4 1 1 H Twin City Rapid Transit, Minneapolis (common) 111 112 Union Traction Company, Philadelphia a5i *5iJ^ United Rys. & Electric Company, Baltimore, ai3 313M United Rys. Inv. Co. (common) *33 *33 United Rys. Inv. Co. (preferred) 60 67 Washington Ry. & Electric Company (common) 37 37 Washington Ry. & Electric Company (preferred) a88 3$>7Vi West End Street Railway, Boston (common) 893 ags West End Street Railway, Boston (preferred) aio8 aiog Westinghouse Elec. & Mfg. Company 63 68 Westinghouse Elec. & Mfg. Company (1st pref.) *I20 120 a Asked. * Last Sale. Gross earnings of the Metropolitan West Side Elevated Railway, of Chicago, in the year ended Dec. 31, 1909, were $2,818,430, an increase of $71,590, or 2.6 per cent, over the record of the previous year. Of the total gross revenue $2,695,230 was received from passenger earnings. The ex- penditures for operating expenses aggregated $1,418,076, or 50.31 per cent of gross earnings as compared with $1,410,801, or 51.36 per cent, in the preceding year. The expenditures for maintenance of way and structure and car equipment amounted to $299,522 in the last year, as com- pared with $289,784 in the preceding year. The division of the maintenance expenditures as between way and structure and car equipment was somewhat different in the two years. Last year less was expended on maintenance of way and structure than in 1908, but more was applied to the maintenance of car equipment. For the first five months of 1909 traffic averaged 2 per cent less than for the same months for 1908, but beginning with June there was a steady increase over 1908, reaching 7.06 per cent for December. The total number of passengers car- ried was 52,519,609, a daily average of 143,899, as compared with the daily average of 140,950 for 1908. As announced in the Electric Railway Journal of Feb. 12, 1910, Britton I. Budd, who has been general manager of the company since 1907, was elected president of the company, to suc- ceed Howard G. Hetzler, who resigned to become presi- dent of the Chicago & Great Western Railroad, and a director to succeed Fred W. Smith. Mr. Hetzler will con- tinue with the company as a director and vice-president. The earnings, expenses and income account for the years ended Dec. 31, 1909, and Dec. 31, 1908, follow: Operating Earnings. 1909. Passenger earnings $2,693,230 Other operating earnings 123,200 Gross earnings $2,818,430 Operating Expenses. Maintenance of way and structure $134, 350 Maintenance of car equipment 165,172 Maintenance and operation of power plant.... 312,706 Conducting transportation 605,095 General expenses 103,348 Loop operation and maintenance 97,405 Total $1,418,076 Net earnings $1,400,354 Income from operation $1,400,354 Other income 11,160 Gross income $1,411,514 Interest first mortgage bonds $399,960 Interest extension mortgage bonds 161,216 Interest collateral loan 20,252 Interest equipment notes Other interest , . . 601 Miscellaneous lentals 37,048 Loop rentals 262,626 Taxes, car licenses and special assessments.... 180,893 Total charges $1,062,596 Available for dividends $348,918 Dividends declared $2,643,634 103,205 $2,746,840 $155,625 134,159 329,637 585,514 101,301 104,565 $1,410,801 $1,336,039 $1,336,039 10,126 $1,346,165 $399,96o 151,304 27,960 8,643 4.IS2 37,048 257,947 197,736 $1,084,750 $261,415 $261,415 3-0O Balance carried to surplus $348,918 Per cent of surplus to outstanding preferred stock 4-07 The statement of surplus for the fiscal year ended Dec. 31, 1909, follows: Balance as of Jan. 1, 1909 $1,281,706 Surplus for year ending Dec. 31, 1909, as per income account. . 348,918 Total $1,630,624 Charged off for depreciation and losses $50,000 Surplus as of Dec. 31, 1909 1,580,624 Total $1,630,624 The comparative balance sheet of the company as of Dec. 31, 1909 and 1908, follows: ASSETS. 1909. 1908. $32,331,208 $32,265,153 292,100 292,100 35,900 35,900 967,000 983,000 Union Consolidated Elevated bonds owned. 41,400 249,283 156,19a 75,220 52,321 96,922 62,02a 11.826 21,38a Advances, Union Consolidated Elevated Rail- 27,385 53,720 20,076 15,233 $34,148,320 $33,937,026 February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 329 LIABILITIES. '900;, 1908. $9,000,000 $9,000,000 7,500,000 7,500,000 10,000,000 10,000,000 Extension mortgage bonds (4 per cent) .... 5,000,000 5,000,000 300,000 400,000 134,990 110,618 6,880 6,620 Interest on extension mortgage bonds due 80,660 80,320 241 170,479 171,650 8,750 8,750 101,873 101,873 264,065 275,248 1,580,624 1,281,706 $34,148,320 $33,937,026 Mr. Hetzler, in presenting the report, said in part: "That part of Chicago served by the company continues to improve rapidly. The West Side of Chicago is spoken of as the industrial territory of the city, due to the num- ber and variety of its industries, many of which are located adjacent to the lines of the company, especially in the out- lying territory. The employees of these establishments are using the trains moving in the reverse direction of travel during the rush hours, and also producing considerable traffic in both directions during the middle of the day. These conditions when fully developed will eliminate largely the empty mileage which has existed in the past. The traffic has increased materially during the year. "The mileage operated during the year has not been in- creased, being at this time 50.5 miles, exclusive of sidetrack. Four passenger coaches have been converted into control coaches, otherwise no changes or additions have been made to the equipment. The equipment has been well main- tained and consists of 225 motor cars, 179 coaches, 83 con- trol coaches and 17 miscellaneous cars. The power house, tracks and structure have been well maintained. Twelve thousand track ties and 3,000 guard-rails were used during the year and 6y2 miles of structure were painted. "The company's property at Paulina Street beneath the elevated structure has been leased, necessitating the re- moval of the superintendent's office and shop building of the road department. Additional property was purchased at 421-423 Marshfield Avenue and remodeled to serve the purpose of an office building, and the buildings and shops for the road department reconstructed on the company's property opposite Laflin Street station. This change has resulted in a better office and shop arrangement and when completed will add to the receipts of the company." Report of The J. G. Brill Company On Feb. 9, 1910, James Rawle, president of The J. G. Brill Company, presented his annual report to the stock- holders of that company. An abstract of the report follows: "The output from the five plants owned and operated by The J. G. Brill Company for the 12 months ended Dec. 31, 1909, amounted to $4,261,204.90. For comparison the amounts of the combined sales of the five companies for the four years last past are here given: 1906, $6,908,346.22; 1907, $9,211,825.72; 1908, $3,845,173.91; 1909, $4,261,204.90. "The result of the operation of the Brill plant for the year 1909, in spite of an output far below normal, and in spite of the very low prices at which work necessarily had to be taken in the latter part of 1908 and during most of 1909, showed a substantial profit. The net result of the operation of the subsidiary companies showed a loss. Of the four subsidiary companies, one, the Stephenson plant, was closed during almost the entire year; the others were operated at only a small part of their capacity. As shown by my report of Feb. 10, 1909, your company had a surplus or reserve from which the regular quarterly dividends on the preferred stock were declared by your directors during the year. At the directors' meeting held on Jan. 26, 1910, the regular dividend of 134 per cent on the outstanding preferred stock, amounting to $80,150, was declared, which was paid Feb. t, 1910. In the operations of your company and its subsidiary companies during the year, no change was made in the liberal policy of keeping the properties in good physical condition, and large amounts for this purpose have been expended and charged to operating expenses. The physical condition of the plants is excellent, and they are all well equipped in organization to handle the increased business which they now have on their books. "The great depression which prevailed during 1908 con- tinued, so far as the general business of your company was concerned, almost entirely throughout the year 1909, and this is indicated by a combined output greatly below an average normal output. As stated in my report of Feb. 10, 1909, the general fixed overhead charges, such as insurance, depreciation and taxes, are practically unchangeable, and the necessity for keeping up an effective organization, always ready to obtain and execute work, made it impos- sible to decrease materially the overhead expenses during the year. It is obvious that in times of depression, when competition is increased, the selling expense is increased somewhat in proportion to the difficulties attending the obtaining of orders. I am glad to say the outlook for profitable work is much improved. On Dec. 31, 1908, the combined work on hand amounted to $1,717,338. On Feb. 1, 1910, the combined companies had orders on the books and in process of completion amounting to $2,755,776, an increase of $1,038,438. "I submit the following combined balance sheet and a statement of sales and expenses of the Brill plant, the latter showing also the combined surplus of all your companies: THE J. G. BRILL COMPANY AND SUBSIDIARY COMPANIES. Combined Balance Sheet, Dec. 31, 1909. ASSETS. Cost of properties $8,468,673 Materials, raw and in process 1,980,841 Bills and accounts receivable 1,319,480 Investments 90,431 Cash 193,092 $12,052,517 LIABILITIES. Preferred stock $4,580,000 Common stock 5,000,000 Bonds (John Stephenson Company) 400,000 Bills and accounts payable 987,513 Surplus 1,085,004 $12,052,517 SALES AND EXPENDITURES OF BRILL PLANT, AND COMBINED SURPLUS FOR YEAR 1909. Total sales (Brill plant) $2,868,396 Less operating, selling and administration expense 2,630,417 Operating profit $237,979 Profit from other sources (exclusive of dividends from sub- sidiary companies) 52,909 Total profit $290,888 Less reserve set aside for depreciation 56,302 Net profit (Brill plant) $234,586 Loss of subsidiary companies $52,753 Add their reserve for depreciation (taken from surplus). 51,049 Net loss of subsidiary companies 103, S02 Net profit to surplus $130,784 Surplus from previous year $1, 339, 449 Less adjustments 64,629 $ 1 ,274,820 Add profit (Brill plant) 234,586 $1,509,406 Less loss of subsidiary companies 103,802 $ 1 ,405,604 Less dividends paid during year on preferred stock of The J. G. Brill Company 3211,600 Surplus Jan. 1, 1910 $1,085,004 Distribution of Each Five-Cent Fare in Boston The Boston News Bureau has prepared from the annual reports of the Boston (Mass.) Elevated Railway for Sept. 30, 1909, and Sept. 30, 1008, the following comparative sum- mary of the distribution of each 5-cent fare: 1909, cents. 1008, cents. General expenses, including insurance, pensions, etc. 0.223 0.208 Cost of power 0.422 0.583 Wages and conducting transportation 1.340 '-439 Other transportation expenses 0.128 0.133 Maintenance way 0.488 0.278 Maintenance equipment 0.360 0.407 Depreciation 0.069 0.070 Damages and legal expenses 0.291 0.290 Taxes 0.367 0.350 Rental subways and tunnels 0.171 0.090 Interest 0.365 0.360 Rentals surface lines 0.486 0.493 Dividends 0.277 0.284 Surplus 0.013 0.015 Total 5.000 5.000 330 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. Ocean Shore Railway Judge Van Fleet in the United States Circuit Court in San Francisco, Cal., on Jan. 26, 1909, appointed Virgil Bogue, formerly vice-president and chief engineer of the Western Pacific Railway; Col. Wm. Heuer, U. S. A., F. C, retired, formerly in charge of rivers and harbors in California, and A. W. Foster, formerly president of the Northwestern Railway, as a committee of three to furnish the court with the following information in the interest of the Ocean Shore Railway, now in the hands of F. S. Stratton as receiver: "1. Cost of completing the road with a single track and laying of rails thereon, to connect the completed section between the terminus of the line south from San Francisco and northerly from Santa Cruz; 2, cost of acquiring terminal facilities for the necessary purpose of operating the com- pleted road; 3, cost of ballasting the entire road, and whether such ballasting is necessary; 4, cost for fully equip- ping the road with rolling stock and other necessary appur- tenances; 5, annual cost of operating and maintaining the present road until the completion of the entire road. The commission shall place separate estimates as to the opera- tion of the road southerly from San Francisco and northerly from Santa Cruz; 6, estimate of revenue derivable from the road when completed; 7, cost of maintenance and operation of road when completed between San Francisco and Santa Cruz; 8, present value of that portion of the road operated from San Francisco including terminal facilities; 9, present value of road from Santa Cruz, including terminals; 10, value of all other work done on the right-of-way; 11, esti- mate of values of all properties now owned by the road, not covered by sections 8, 9 and 10." American Railways, Philadelphia, Pa. — The Scranton, Dunmore & Moosic Lake Railroad, which, as stated in the issue of the Electric Railway Journal for Feb. 12, 1910, page 294, has been taken over by the American Railways, has filed a certificate of increase in its capital stock from $100,000 to $250,000. Brunswick Terminal & Railway Securities Company, Brunswick, Ga. — At the annual meeting of the Brunswick Terminal & Railway Securities Company the board of directors was increased from 8 to 11, and the following new directors were elected to fill two vacancies in the board and to provide the three additional members: E. H. Mason, F. D. M. Stratchan, F. D. Aiken, T. D. Rhodes and Willard B. King. Camden & Trenton Railway, Camden, N. J. — The United States Court of Trenton has issued an order for the sale of the property of the Camden & Trenton Railway under foreclosure. Citizens' Electric Company, Eureka Springs, Ark. — The property of the Citizens' Electric Company will be offered for sale on Feb. 26, 1910, at the court house in Eureka Springs in accordance with a decree of the Carrol Chancery Court entered on Jan. 19, 1910. The sale is to satisfy a judgment for $208,000 rendered in favor of the Fidelity Trust Company. Macon Railway & Light Company, Macon, Ga. — A. L. Dasher was elected as an additional member of the board of directors of the Macon Railway & Light Company at the recent annual meeting of the company. Manila Electric Railroad & Lighting Corporation, Ma- nila, P. I.— The Manila Electric Railroad & Lighting Cor- poration has filed at Hartford, Conn., a certificate of the increase of its authorized capital stock from $6,000,000 to $8,000,000. The Manila Suburban Railways, which is con- trolled by the Manila Electric Railroad & Lighting Cor- poration, has also filed notice of an increase of its author- ized capital stock from $500,000 to $1,000,000. New York, New Haven & Hartford Railroad, New Ha- ven, Conn. — In his report for the year ended Jan. 19, 1910, Attorney-General Malone of Massachusetts says that since the ownership and control of the stock of the Boston & Maine Railroad by the New York, New Haven & Hartford Railroad have been sanctioned by the Legislature of Massa- chusetts the bills in equity against the Worcester & Webster Street Railway and the Webster & Dudley Street Railway to prevent their control by the New York, New Haven & Hartford Railroad may properly be dismissed. North American Company, New York, N. Y. — The North American Company has voted to prepay $1,000,000 of its 5 per cent gold notes which mature in 1912 and is offering to redeem them at par and interest. Ontario & San Antonio Heights Railroad, Ontario, Cal. — The Ontario & San Antonio Heights Railroad has applied to the Secretary of State of California for permission to increase its capital stock from $50,000 to $1,000,000, to provide funds for improvements and for the construction of an extension to connect with the lines of the Pacific Electric Railway, at Pomona. Pittsburgh, Harmony, Butler & New Castle Railway, Pittsburgh, Pa. — The Pittsburgh, Harmony, Butler & New Castle Railway has applied to the Secretary of State for authority to increase its capital stock from $3,000,000 to $3,500,000 for the purpose of extending its line and pur- chasing new equipment. Providence & Danielson Railway, Providence, R. I. — The introduction of a bill in the Rhode Island Legislature to form the Southern New England Railway with authority to issue $3,000,000 of stock and $6,000,000 of bonds to build a railroad from Palmer, Mass., to Providence, has given rise to the rumor that the Grand Trunk Railway of Canada has acquired control of the Providence & Daniel- son Electric Railway, the president of which, together with officers of the Grand Trunk Railroad, is among the in- corporators mentioned for the Southern New England Railway. Stark Electric Railroad, Alliance, Ohio. — The directors of the Stark Electric Railroad have declared the usual quarterly dividend of 54 of 1 per cent and a stock dividend of 25 per cent payable April 1, 1910, on stock of record on March 25, 1910. The capital stock of the company is $1,- 000,000, and the stockholders will be asked to authorize an increase in stock to $1,500,000. Toledo & Indiana Traction Company, Toledo, Ohio. — Articles of incorporation for the Toledo & Indiana Trac- tion Company have been filed in Ohio by Charles F. Chap- man, Jr., George D. Welles, Frank W. Caughling, Eugene H. Winkworth and Frank E. Miller. The company has a preliminary capital of $10,000 and will succeed the Toledo 6 Indiana Railway, the property of which was sold under foreclosure recently to C. S. Schenck representing the bondholders. Twenty-eighth & Twenty-ninth Streets Crosstown Rail- road, New York, N. Y. — Newell Martin, who was appointed referee in proceedings brought by the Central Trust Com- pany to foreclose a mortgage of $1,500,000 on the Twenty- eighth & Twenty-ninth Street Crosstown Railroad and to determine whether the mortgaged property should be sold entire or in parcels, reported on Feb. 10, 1910, that the property should be sold entire. According to Mr. Martin the amount due under the mortgage is $1,639,167. He di- rected that the property be sold on the default of interest in October, 1908, and April, 1909. The mortgage, which was made in 1896, was guaranteed by the Metropolitan Street Railway. West Penn Railways, Connellsville, Pa. — The stock- holders of the West Penn Railways will vote on Feb. 23, 1910. on substantially the following proposal from the American Water Works & Guarantee Company: "To take over the common stock of the railways and issue therefor 5 per cent cumulative preferred stock of a new company to the amount of 50 per cent of the face value of the common stock of the West Penn Railways, the new preferred stock to be guaranteed by the American Water Works & Guar- antee Company as to dividends for a period of 21 years and also to give the holder of common stock of the company an amount of the common stock of the new company equal to the face value of his holdings in the West Penn Railways. The American Water Works & Guarantee Company would also take over the bonds that may be issued for improve- ments during the next two years at a price satisfactory to the West Penn Railways." February 19, 1910.] ELECTRIC RAILWAY JOURNAL. Traffic and Transportation Conclusions of New York Commission in Case Upholding Collection of Excess Fare In the Electric Railway Journal of Feb. 5, 1910, the conditions were given under which the Public Service Com- mission of the Second District of New York, in the case of James Morris, Albion, N. Y., against the Buffalo, Lock- port & Rochester Railway, held that an interurban electric railway was justified in charging an excess fare to passen- gers boarding a car at a station who had failed to secure tickets. The conclusions of the commission on which the conditions were prescribed follow: "Although the arguments in this case are partly based upon provisions in the Railroad Law fixing maximum fares for railways and permitting steam railroads to charge an excess fare when a ticket has not been purchased by the passenger, the real question presented is whether, under all the circumstances, the charging by respondent of an ex- cess above its regular ticket fare is reasonable and just. "If respondent had a ticket office at each of the points where its cars stop to take on and let off passengers and every such ticket office were kept open at all times when the cars are running, the complainant's contention that respondent's practice of charging an excess above the ticket fare when no ticket is presented on the car to the conductor should be dismissed with little consideration. An interurban railroad is entitled to make proper regula- tions for the collection of its fares, and requiring a pas- senger at a ticket station to purchase a ticket for delivery to the conductor with provision in case of failure for col- lection of an excess charge of 5 cents to be refunded at any ticket office upon demand seems to be entirely reasonable. "The facts show, however, that the respondent has 12 ticket stations on its line of 54 miles. The other stops made by its cars, outside of incorporated villages, are 47 in number and these include every highway crossing. Apparently, therefore, at every point where respondent's line may be reached by street or road its cars will stop to take on and let off passengers. Upon such showing the general convenience of the public in using the road seems to be fully served. "In the very nature of the situation it is impracticable for the respondent to maintain a ticket office at every point where a passenger may board its cars. "The tables do not show that the respondent is reaping an excessive revenue from unredeemed excess fares. These tables show an aggregate of 81,097 duplex tickets issued in a period of three months, and 76,200 redeemed in the same period, leaving 4,807 receipts unredeemed. During that period the redemption value of duplex receipts issued was $4,054.85, and the value of those redeemed was $3,810, leav- ing a balance of $244.85 in the hands of the company as excess revenue. This balance would probably have been somewhat reduced if the company had not in practice lim- ited the time for redemption to 30 days. The great number of redemptions tends strongly to indicate that' the travel is very largely to and from ticket selling points where duplicate receipts may be redeemed. In June, as the tables show, there were nearly as many duplex receipts redeemed as were issued, the excess of issue above redemption being only 233. "Most interurban railways covering a considerable dis- tance have adopted methods whereby a check may be ob- tained upon cash fares. Of those used From time to time none has proved so effective in the judgment of the railway managers as the duplex excess fare receipt, which is in fact a redemption certificate. The system operates to furnish the interurban railway with a check upon all but a few of its cash fares. When a passenger gets on a steam train at a non-ticket station the law forbids collection of the excess fare of 10 cents, and this prohibition applies to any ticket station where tickets may not be purchased during half an hour previous to the schedule time of (lie train. The steam railroad train stops at regular stations as a rule. The interurban railway stops its cars at numerous con- venient points along its line, and in cities and most vil- lages a passenger may board the car at any street corner. The conditions differ so greatly that comparison for the purpose of applying a like rule to both is inadmissible. The right of the interurban railway to insist upon the use of tickets at ticket stations, the impracticability of maintain- ing ticket offices at all points where passengers — for the convenience of the public — are and should be received for transportation, and the importance to the company of hav- ing a check or tally upon its cash fares which corresponds as nearly as may be to the check or tally afforded by a ticket, are controlling considerations. "In our view, where the interurban railway has provided a sufficient number of ticket stations properly distributed along its line, with numerous stops at non-ticket points to take on and discharge passengeis, and where the percentage of unredeemed duplex receipts for required excess cash fares is small, showing that convenient opportunities for redemp- tion of duplex receipts exist and are actually used by pas- sengers paying the excess fare, a complaint that the exac- tion of a S-cent excess fare with redeemable duplex receipt issued thereon is unreasonable or unjust should not be sus- tained. In so holding we, of course, express no opinion that respondent is now maintaining a sufficient number of ticket stations for all purposes, but it does appear, so far as indi- cated by the evidence in this case, that the number of ticket stations and their location are sufficient to afford conven- ient opportunities for redemption of these duplex receipts. "The complainant challenges only the legality of the excess fare practice. He does not contend that any fare is unreasonable in amount. Therefore, the question whether the cash fare as collected by respondent for very short distances is unreasonable or is in contravention of any provision of the Railroad Law when by addition of the 5-cent excess charge it exceeds 3 cents per mile is not distinctly presented and no opinion thereon is expressed. We say now merely that the matter should be given careful consideration by the respondent company. "In our opinion, the time limit of 30 days in respondent's tariff of passenger fares for redemption of the duplex re- ceipts is too short. The time limitation should be suffi- ciently long to cover inadvertent omissions to promptly present the duplex receipts for redemption. We see no reason why a limitation period of three months may not be specified in the tariffs as a reasonable regulation, in case a time limitation upon the redemption of these excess fare receipts is considered necessary by the company. The duplex receipt as issued by the company does not specify the 30 days' limitation for redemption. The company should amend its tariff, either by striking out the time limit for redemption altogether or by inserting a time limit of not less than three months, and in case a time limitation for redemption is continued by the respondent such limitation should appear upon the duplex receipt itself. "The complaint so far as it challenges the legality of the collection by respondent of an excess cash fare of 5 cents and the issuance of redeemable duplex receipts therefor should be held not sustained, but the respondent should be required to redeem such duplex receipts for excess cash fares at any time within three months after issue or such longer time as it may elect and amend its tariff by provid- ing such time limitation of not less than three months or by striking from the tariff any limitation clause whatso- ever; and it should also, in case it continues the time lim- itation, plainly show such limitation of not less than three months upon its duplex receipts." » Wheel Guard Order Modified As a result of rehearings held before Milo Roy Maltbie. of the Public Service Commission of the First District of New York, on Jan. 15, Jan. 17, Jan. 19, Jan. 26 and Feb. 1. Feb. 4 and Feb. 8, 1910, the commission has entered the following order respecting wheel guards, abrogating the order of Dec. 24, 1909: "Ordered, that said order of Dec. 2.4, i<)o<), as respects said Brooklyn Heights Railroad, said Brooklyn, Queens County & Suburban Railroad, said Coney Island & Graves end Railway, said Nassau Electric Railroad, said South Brooklyn Railway and said Sea Beach Railway, be and the same hereby is in all respects abrogated; and it is further "Ordered; 1. That on "i before Oct. 15. 1010. said last- 33-2 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. mentioned companies equip all passenger cars operated by them except what are generally known as elevated cars, with wheel guards of a type or types to be approved by the commission and shall not thereafter operate any cars un- less equipped with such wheel guards in a good operating condition. "2. That until Oct. 15, 1910, said last-mentioned com- panies make a report in writing to the commission on or before the fifteenth day of each and every month stating how many of their cars have been equipped with wheel guards during the preceding month, giving the numbers thereof. "3. That as soon as any of said last-mentioned com- panies shall have equipped with such wheel guards any of its cars operated over the Brooklyn Bridge, over the Williamsburg Bridge, on what is known as the Broadway Shuttle line, on what is known as the Montague Street Line, on Fulton Street (from Greene Avenue to Tillary Street), on Flatbush Avenue (from Fifth Avenue to Fulton Street); on Broadway (west of Ralph Avenue), on Livingston Street (from Flatbush Avenue to Court Street), on Lafayette Avenue (from Fulton Street to Flat- hush Avenue), on Washington Street and on Adams Street, then such company shall have the right to fold up fenders on cars so equipped when passing over said bridges, lines and streets, within said limits, and be relieved from main- taining fenders on cars so equipped, operated exclusively over said bridges, lines and streets, within said limits. "4. That all of said last-mentioned companies on or be- fore March 15, 1910, submit to the commission for its approval complete drawings and specifications showing, among other things, all measurements and the method of attachment to the car of the type or types of wheel guards desired to be used by them in compliance with this order; and it is further "Ordered, that this order shall take effect on Feb. 11, 1910, and shall remain in force until modified or abro- gated; and it is further "Ordered, that within five days after service of a copy of this order said last-mentioned companies notify the Public Service Commission for the First District whether this order is accepted and will be obeyed." Statement of Trips by Interurban Cars Into Indianapolis for Year The following comparative statement of the number of round trips made in Indianapolis by the cars of the inter- urban railways operating into that city has been made public from the records of the controller of Indianapolis: 1909. 1908. Indiana Union Traction Company: Muncie division 9,636 9,088^2 Logansport division 8,882 8,401 Broad Ripple division 11,840 11,381 Army Post division 6,917 3,5 18^ Indianapolis & Cincinnati Traction Company.... 14,524 13,724 Indianapolis, Columbus & Southern Traction Com- pany 12,699 9.5T7 Indianapolis, Crawfordsville & Western Traction Company 6,935 6,738 Terre Haute, Indianapolis & Eastern Traction Company : Northwestern division 6,913 7.830 Eastern division 8,2035^ 8,088 '-j Martinsville division 7,077 Vi 7,249 Brazil division 7.308 6,966',4 Danville division^ 5,373 6,182 Grand totals 106,308 98,686 During T909 5,156.875 passengers arrived and departed from the interurban terminal station at Indianapolis. Decision of Massachusetts Commission in Hamilton Fare Case The Railroad Commission of Massachusetts has issued a decision sustaining the Boston & Northern Street Railway in regard to its through fares on the Gloucester division, acting upon the petition of citizens of Hamilton for a reduction in fares between Hamilton and adjacent towns. The decision of the commission follows: "The petitioners request a readjustment of fares on the Gloucester division of the Boston & Northern Street Rail- way, viz.: Hamilton to Essex, 5 cents; Hamilton to Ipswich, 5 cents; Hamilton to transfer station on Cabot Street, Beverly, 5 cents, and within the limits of Hamilton, 5 cents. "A careful study of the amount of riding to and from Hamilton on the Gloucester division of the Boston & Northern Street Railway, taken in connection with the es- tablished fares, fare limits and territory served in Ham- ilton, discloses no sufficient reason, in our opinion, for a reduction in the fares between Hamilton and the towns and cities named in the petition. "The distance between the Ipswich and Wenham bound- ary lines in Hamilton is about 16,000 ft., and while there are few houses near the railway tracks in this distance, we are of the opinion that the citizens of Hamilton are en- titled to a 5-cent fare upon this line within the township. "We therefore dismiss so much of the petition as relates to fares between Hamilton and points outside, but recom- mend a reduction of the fare within Hamilton." Freight Service on Pennsylvania Line. — The Southern Cambria Railway, Johnstown, Pa., announced that begin- ning on Feb. 15, 1910, it would operate a package express service between Johnstown, South Park and intermediate stations. Service Between Warsaw and Peru. — C. O. Johnson, vice- president and general manager of the Winona Interurban Railway, Warsaw, Ind., announced that beginning on Feb. 14, 19 10, the company would inaugurate service between Warsaw and Peru on its new line. The first service was to consist of a car operated to Akron from Warsaw" and another from Akron to Peru, making Akron the transfer point. The freight service will consist of one car, making a round trip daily between Warsaw and Peru. Shelters on Staten Island. — The Public Service Commis- sion of the First District of New York held a hearing recently to determine whether the Staten Island Rapid Transit Company and the Staten Island Railway should be required to construct additional shelter and waiting rooms at St. George terminal. The companies hold that the city is obliged to provide waiting rooms. The Dock De- partment maintains that the city has provided adequate rooms for ferry passengers and is under no obligation to provide waiting rooms for the railroads. Increase in Wages in Columbus, Ga. — The Columbus (Ga.) Railroad announced at a smoker tendered recently to its employees that the company had decided to increase the wages of its motormen and conductors, the increase to date from Jan. 1, 1910. The new scale follows: First 6 months, 14 cents an hour; next 18 months, 15 cents an hour; next 24 months, 16 cents an hour; thereafter, 17 cents an hour. Under the old scale the men received 13 cents an hour the first year; 14 cents an hour the second year, and 15 cents an hour the third year and thereafter. A bonus of 10 per cent is added for efficiency. Ticket Inspectors in Columbus, Ohio. — The Columbus Railway & Light Company, Columbus, Ohio, has arranged to employ inspectors to look over the tickets, transfers and other property in the possession of conductors at any time, and conductors have been notified to exhibit such property to the inspectors on demand. The conductors have also been directed to punch tickets and transfers as soon as received under penalty of discharge for infractions of the rule. This action has been taken by the company to pre- vent a repetition of the theft of used tickets by conductors which was discovered some time ago. Five-Cent Fare Sought to Points Now Part of Birming- ham.— In a special message addressed recently to the Al- dermen of Birmingham, Mayor O'Brien of that city said: "In view of the fact that Greater Birmingham is united and knit together with one street railway system and we all enjoy a 5-cent fare to and from any point on its line with the exception of Ensley, Pratt City and contiguous terri- tory, I recommend to your honorable body that you in- struct the city attorney to investigate all franchises and contracts with the Birmingham Railway, Light & Power Company thoroughly, to the end that if it is possible all sections of Birmingham be in the 5-cent fare limit and that this be accomplished at once if possible." Change from Near-Side to Far-Side Stops. — The Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne, February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 333 Ind., changed on Feb. r, 1910, the method of stopping its cars from the near side to the far side of the street. The following notice was addressed to the public: "Beginning on Feb. I, 1910. the practice of stopping cars on the near side of the street will be discontinued and on and after that date cars will stop at the far cross-walk, as formerly, such stopping points being indicated on nearest trolley or telephone pole by newly painted white band. This change is being made primarily because of request of the public, and we must ask the pedestrian and vehicle driver to use utmost caution in crossing tracks because of this change of stopping point." Service Recommendations in Kansas City. — The recom- mendations of the Utilities Commission of Kansas City re- garding service over the lines of the Kansas City Railway & Light Company, Kansas City, Mo., which were mentioned in the Electric Railway Journal of Feb. 5, 1910, page 262, as having been referred by the City Council to the commit- tee on streets, alleys and grades, prescribe a schedule of from 2 minutes to 81/ minutes on 27 lines between 6 a. m. and 8.30 a. m., from 3 minutes to 10 minutes through the day and from 2 minutes to 8y2 minutes from 5 p. m. to 7 p. m. The commission also recommends that the company •operate trailers from 6 a. m. to 8.30 a. m. on 33 1/3 per cent of its cars and from 5 p. m. to 7 p. m. on 50 per cent of the •cars on all lines where curves or grades do not make the operation of trailers dangerous. Bulletin on Courtesy. — The Evansville & Southern In- diana Traction Company, Evansville, Ind., has recently addressed the following bulletin on courtesy to its em- ployees over the signature of F. M. Durbin, general man- ager: "The public judges a railroad corporation very largely by the attitude of the representatives with whom they come in immediate contact. Kindly courtesy upon the part of subordinate officials and employees costs nothing to the employee, but to the railroad it is an asset of great value. The good-will and friendship of the communities served by this company are greatly desired, and the strong- est recommendation for promotion an employee in any department can have is the fact that by uniform courtesy and accommodation of patrons he has secured for himself and for the road the good-will and friendship of the com- munity in which he is located. For this reason the em- ployees of the Southern Indiana lines are earnestly urged to extend to patrons of the road every courtesy, and to "bear in mind the fact that the whole purpose of the road is to furnish the public the highest class of service possible and that the character of the service— its acceptability to the public — -depends in a great measure upon the spirit in -which it is rendered." New York Central Advertises Electrified Suburban Ser- vice.— The New York Central & Hudson River Railroad is calling attention to its electrified suburban service out •of New York in the daily papers in an advertisement 6 inches wide by %l/2 in height, entitled "New York's New Uptown," the places referred to being North White Plains, "White Plains, Hartsdale, Scarsdale, Crestwood, Tuckahoe, Bronxville and Mt. Vernon. At the bottom of the ad- vertisement there is a line engraving of an electric train of the company, with the caption "New York Central Electric Suburban Train — Steel Cars — -Insuring Safety, Speed and Cleanliness." The statements made in the advertisement follow: "About March 15 the New York Central & Hud- son River Railroad completes electrification to White Plains, doubling the territory reached by electric service. This virtually brings into Greater New York, and within night and day reach, two smaller cities, two small towns, two large towns, two villages. Homes to suit all tastes and purses. This solves the problem of living both in the city and out of it. It is only a matter of a few more min- utes in the cars to secure lower rents — or your own home or farm — with sure and easy access to the life of the great •city when desired. You keep the city income and make •only the country expenditures. 'Suburban Homes on the New York Central Fines,' which tells all about available homes, gives complete list of real estate dealers in this territory, as well as the territory served by the Hudson River and Putnam Division, and the West Shore Railroad. Address Advertising Dept., Room 701, Grand Central Sta- tion, New York." Personal Mention Mr. A. S. Balsdon has resigned as general manager and electrical engineer of the St. Thomas (Ont.) Street Railway. Mr. Frank Dabney has been appointed controller of the Seattle (Wash.) Electric Company and subsidiary com- panies. Mr. L. F. Vosburgh has been appointed assistant general passenger agent of the New York Central & Hudson River Railroad. Mr. T. M. Childs has been appointed electrical engineer of the Chicago, Lake Shore & South Bend Railway, Michi- gan City, Ind., to succeed Mr. Fred Hume. Mr. Fred Hume has resigned as electrical engineer of the Chicago, Lake Shore & South Bend Railway, Michigan City. Ind., to engage in the electrical contracting business in Nashville, Tenn. Mr. A. H. Ford, president and general manager of the Birmingham Railway, Light & Power Company, Birming- ham, Ala., has been elected president of the Chamber of Commerce of Birmingham. Mr. J. B. Copeland has been appointed general manager of the Covington & Oxford Street Railway, Covington, Ga., to succeed Mr. R. C. Guinn, who will continue with the company as secretary and treasurer. Mr. Geo. H. Earle, Jr., president of the Real Estate Trust Company, Philadelphia, Pa., and a director of the Phila- delphia Rapid Transit Company, is the subject of a char- acter sketch in The Munsey for February, 19 10. Mr. Joseph Jordan, general manager of the Cleveland. Painesville & Eastern Railroad, Willoughby, Ohio, has been elected second vice-president and a director of the company. Mr. Jordan will also continue as general manager. Mr. A. W. Q. Birtwell, assistant treasurer of the Tacoma Railway & Power Company, and the Puget Sound Electric Railway, Tacoma, Wash., has been appointed assistant treasurer of the Seattle (Wash.) Electric. Company. Mr. George G. Rose has been appointed passenger agent of the Mahoning & Shenango Railway & Light Company, New Castle, Pa. Mr. Rose was formerly excursion agent of the company in charge of the parks and excursion traffic. Mr. R. H. Tillman has been appointed industrial engi- neer with the Consolidated Gas, Electric Light & Power Company, Baltimore, Md. Mr. Tillman was formerly asso- ciate engineer of the Rochester Railway & Light Company, Rochester, N. Y. Mr. George C. Graham resigned as master mechanic of the United Traction Company, Albany, N. Y., on Jan. 15, 1910, to become superintendent of car equipment and shops cit the Los Angeles Pacific Company, Los Angeles, Cal., on Feb. I, 1910. Mr. Thomas A. Leach, superintendent of Division 1 of the Worcester (Mass.) Consolidated Street Railway, has been appointed superintendent of employment and inspection of the company and will have charge of the school of instruc- tion maintained by the company. Mr. C. H. Allen, formerly in the auditing department of Stone & Webster, Boston, Mass., has been appointed auditor of the Seattle (Wash.) Electric Company, to succeed Mr. W. E. Wiltnot, who has been appointed assistant treasurer of the Puget Sound Electric Railway and the Tacoma Railway & Power Company, Tacoma, Wash. Mr. W. E. Wilmot, formerly auditor of the Seattle (Wash.) Electric Company, has been appointed assistant treasurer of the Puget Sound Electric Railway and the Ta- coma Railway & Power Company, Tacoma, Wash., to suc- ceed Mr. A. Q. W. Birtwell, who has been appointed assist- ant treasurer of the Seattle (Wash.) Electric Company. Mr. Fred G. Buffe, in charge of the publicity department of the Illinois Traction System, Peoria, 111., has contributed an article entitled "W. B. McKinlcy and Mis tnterurban and Public Utility Work" to Public Service For February, [910. Portraits of Mr. McKinley and Mr. II. E. Chubbuck, gen eral manager of the Illinois Traction System and executive vice-president of the McKinlcy properties, are reproduced. 334 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. Mr. Cyrus A. Whipple has been appointed assistant elec- trical engineer of the British Columbia Electric Railway, Ltd., Vancouver, B. C, in charge of the company's Fraser Valley extension, which will be more than 60 miles long. Mr. Whipple has recently been engaged in developing the power system of the United States Navy Yard at Bremer- ton, Wash. Mr. J. B. McClary, whose resignation as general manager of the Sheffield (Ala.) Company to devote his entire atten- tion to the interest of J. B. McClary & Company, Birming- ham, Ala., was noted in the Electric Railway Journal of Feb. 12, 1910, was presented a silver service by the em- ployees of the Sheffield Company on Feb. 7, 1910, as a token of esteem. Mr. J. B. Gorman, superintendent of Division 2 of the Worcester (Mass.) Consolidated Street Railway, has had his authority extended to Division 1 of the company, Mr. T. A. Leach, the superintendent of that division, having been made superintendent of employment of the company. Mr. Gor- man has been given the title of superintendent of trans- portation of the company. Mr. Samuel Whinery, a member of the commission ap- pointed by Governor Fort of New Jersey to revalue rail- road and canal property in New Jersey, has been retained by Mr. Charles E. Bird, city counsel of Trenton, N. J., to investigate street railway conditions in Trenton and make recommendations to the Council for changes in the opera- tion of the lines in Trenton which he thinks will result in improving the service in that city. Mr. H. T. Edgar, vice-president and resident manager of the Northern Texas Traction Company, Ft. Worth, Tex., tendered a dinner to the heads of the departments of the company at the Hotel Seibold, Ft. Worth, Tex., recently. Among the officers of the company who attended were: Mr. J. H. Du Fresne, assistant treasurer; Mr. W. C. Forbes, general passenger and claim agent; Mr. G. H. Clif- ford, general superintendent; Mr. W. L. Weston, assistant to the general superintendent; Mr. M. F. Mills, purchasing agent; Mr. E. E. Nelson, electrical engineer; Mr. E. L. White, engineer of the power station; Mr. Theodore Taylor, and Mr. J. E. Gallagher, master mechanics, and Mr. W. L. Hunter, roadmaster. Mr. William H. Evans, whose appointment to the newly created position of industrial agent of the Illinois Traction System, Peoria, 111., was noted in the Electric Railway Journal of Feb. 12, 1910, page 297, will devote his atten- tion to stimulating the grain business along the lines of the company, and to installing elevators at regular intervals from which grain will be shipped over the lines of the Illinois Traction system by way of the Chicago & Eastern Illinois Railroad, connecting at Gloyer to Chicago. Mr. livans is a prominent farmer of Logan county and a large shipper of grain and is well known among the farmers of the corn belt of Illinois. The Illinois Traction System has built a number of grain elevators along its line and is preparing to handle large quantities of grain. Mr. E. C. Foster, whose resignation as second vice-presi- dent of the New Orleans Railway & Light Company, New Orleans, La., was announced in the Electric Railway Journal of Jan. 22, 1910, has become associated with Sander- son & Porter, New York, N. Y., and is prepared to examine street railway, electric light and gas properties and to advise concerning their value and operation. Mr. Foster' became connected with the public utility companies in New Orleans in May, 1903, when he resigned as vice-president and general manager of the Boston & Northern Street Rail- way, Boston, Mass., to accept the position of president and manager of the New Orleans (La.) Railways Company. Subsequently, the New Orleans Railway & Light Company was organized and Mr. Foster was elected president of the company and continued in that capacity until about a year ago, when he was elected to the position of second vice- president of the company. Mr. Foster has always taken an act- ive interest in the work of the American Street Railway Association and of the American Street & Interurban Rail- way Association, and on several occasions has contributed valuable discussions to their proceedings and to the techni- cal press. He was the author of an article on "Early Railroading in New England," which appeared in the his- torical number of the Street Railway Journal in Octo- ber, 1904. Mr. H. E. Chubbuck, general manager of the McKinley Syndicate properties, has also been elected executive vice- president of the properties. Mr. Chubbuck is next in au- thority to Mr. William B. McKinley, president, in the 39 public service companies owned by the Illinois Trac- tion System and the West- ern Railways & Light Company, which have a combined trackage of 700 miles and serve the princi- pal cities of Central Illinois. Mr. Chubbuck was appoint- ed general manager of these properties in October, 1908, and his election as vice-president is in recog- nition of the work which he has done in cementing the personnel of the many McKinley properties into a harmonious organization. Mr. Chubbuck has been as- sociated with Mr. McKin- ley for 12 years, first as general manager of the Quincy property and later as gen- eral manager of the Illinois Valley Railway. In early life Mr. Chubbuck gained a knowledge of electrical matters from his association with the Telegraph Manufacturing Company, of which his father, Mr. A. S. Chubbuck, was one of the organizers. This company built the first tele- graph instruments used in commercial service. Subse- quently Mr. Chubbuck served with the Thomson-Houston Company and the General Electric Company for a number of years. During his connection with the General Electric Company Mr. Chubbuck installed and managed plants at Auburn, N. Y.; Springfield, Ohio; Omaha, Neb.; Pueblo, Col.; Quincy, Galesburg and La Salle, 111. He is secretary of the Illinois State Electric Association. H. E. Chubbuck Changes in the Organization of the McGraw Publishing Company James M. Wakeman, for the past 11 years vice-president of the McGraw Publishing Company, resigned this office at the recent annual meeting of the company. While not in serious ill-health, Mr. Wakeman feels it desirable to be re- lieved from business cares in order to recover his former physical condition, and his future plans include a visit of a year or more to Europe for a complete rest. After a suc- cessful connection of some years with the American Machinist and Locomotive Engineering, Mr. Wakeman joined the Mc- Graw Publishing Company at its formation in 1899 and was one of its incorporators. As the chief assistant in the man- agement of the company he has been a strong factor in the success which it has achieved, and has guided its business career along the broadest lines and with rare ability. The departure of Mr. Wakeman will be a source of the keenest regret to his associates, and without doubt also to the host of friends he has made in the electric railway field. Mr. Wakeman will not retire immediately, but will continue for several months as a director of the company and in active work. Hugh M. Wilson will occupy the office of vice-president of the McGraw Publishing Company made vacant by the resignation of J. M. Wakeman. Mr. Wilson needs no in- troduction to the readers of the Electric Railway Journal. The greater part of his active business of 23 years since graduation from college has been passed in technical jour- nalism, and as publisher of The Railway Age and the Electric Railway Review he gained an enviable reputation as an en- terprising, successful and constructive manager of news- paper properties. He sold his interest in these publications early in 1908 and later became vice-president of the Barney & Smith Car Company, an office which he has just resigned to take up his present work. A biographical sketch of Mr. Wilson was published in the personal column of this paper on July 17, 1909. February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 335 Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS Decatur Southern Traction Railway, Decatur, 111. — To cover some legal technicalities this company has been rein- corporated under the same name and with the same officers. [E. R. J., Feb. 12, '10.] Davenport-Muscatine Railway, Davenport, la. — Chartered in Iowa for the purpose of building an electric railway be- tween Davenport and Muscatine. Capital stock, $100,000. Officers: J. F. Porter, president; J. R. Lane, vice-president, and H. E. Weeks, secretary and treasurer. Directors: John G. Huntoon and R. R. Lane. [E. R. J., Dec. 11, '09.] ♦Minster & Loramie Railway, Minster, Ohio. — Incorpo- rated in Ohio for the purpose of building an electric railway from Loramie to Minster. It will connect with the Minster branch of the Western Ohio Railway at Minster and, it is said, will be operated as part of that system. Capital stock, $100,000. Incorporators: F. D. Carpenter, E. C. Riddie, C. C. Collins and E. L. Herr, Minster. Toledo & Indiana Traction Company, Toledo, Ohio. — Articles of incorporation have been filed in Ohio by this company which will succeed the Toledo & Indiana Rail- way, the property of which was sold under foreclosure re- cently to C. S. Schenck representing the bondholders. Initial capital stock, $10,000. Incorporators: Charles F. Chapman, Jr., George D. Welles, Frank W. Caughling, Eugene H. Winkworth and Frank E. Miller. Chickasha (Okla.) Street Railway. — Incorporated in Okla- homa to construct a 6-mile electric railway in Chickasha and into parts of Grady County. Capital stock, $150,000. Directors: Charles F. Woodward and W. Raymond Emer- son, Wakefield. Mass.; Lawrence Martin, R. D. Welborne and W. P. Weston, Chickasha. [E. R. J., June 12, '09.] *Albany (Ore.) Interurban Railway. — Chartered in Oregon for the purpose of building an electric railway from Al- bany to Sweet Home via Lebanon, Brownsville and Holley. Capital stock, $25,000. Incorporators: P. A. Young, C. E. Sax and J. F. Hawkins. ♦Spartanburg & Greenville Railway, Greenville, S. C. — Chartered in South Carolina to build a 31-mile electric rail- way from Greenville to Butler, Chick Springs and Spar- tanburg. Headquarters, Greenville. The railway will haul both passengers and freight. Capital stock, $400,000. Offi- cers: Charles W. Ellis, president; H. H. Price, vice-presi- dent, and C. H. Yates, secretary and treasurer. FRANCHISES Albany, Cal. — M. R. Jones, representing the East Shore & Suburban Railway Company, Richmond, has applied to the Albany trustees for an electric railway franchise. This is part of a plan to connect Richmond, Stege, San Pablo, Rust, Albany, and Point Richmond with the Southern Pa- cific Company's electrified lines. Los Angeles, Cal. — The City Council lias sold a franchise to the Los Angeles Railway for an extension of its line on Thirty-ninth Street from Agricultural Park, I mile west. Pomona, Cal. — The Pacific Electric Railway, Los Angeles, has been granted a 30-day extension on its franchise for the construction of its railway in Pomona. San Bernardino, Cal. — The Board of Supervisors lias granted a 49-year franchise to W. W. Pool to operate a railway over certain streets in San Bernardino County. [E. R. J., Jan. 1, '10.] Jacksonville, 111. — The Morgan County Commissioners have granted a franchise to the Springfield & Jacksonville Electric Railway to build a railway through Morgan County. Tt is the intention of this company to have the interurban railway between Springfield and Jacksonville in operation by July 1. fE. R. J., Jan. 15, '10. | Ottawa, 111. — The Northern Illinois Light & Traction Company has been granted a 20-year franchise by the City Council to operate its railway throughout the city and also to furnish power for lighting purposes. The ordinance also empowers the company to operate its cars over the new Illinois River bridge. Fremont, Neb. — The Nebraska Transportation Company, Omaha, has applied to the City Council for a franchise to build an electric railway through Fremont. The proposed railway will connect Omaha and Fremont. C. W. Baker, president. [E. R. J., Nov. 20. '09.] Englewood, N. J. — The Hudson River Traction Company, Hackensaek, has applied to the Common Council for a franchise to continue to extend its railway to Highwood. Altoona, Pa. — The committee on public works has made a favorable report permitting the Johnstown & Altoona Railway to enter Altoona using the tracks of the Altoona & Logan Valley Electric Railway for a period of 65 years. The Council of Cresson has granted the company a fran- chise to use some of its principal streets for its projected railway. Wallace Sherbine, Wilmore, president. Butler, Pa. — The Pittsburgh, Harmony, Butler & New Castle Railway, Pittsburgh, has applied for a franchise to build a single-track railway over a number of highways. Dunmore, Pa. — The City Councils have granted a fran- chise to the Scranton & Lake Shore Railway for a street railway over East Drinker Street, it being the plan of the company to build a line from Scranton to Lake Ariel. Among those interested are: William F. McGee, Walter Haslan, Scranton; J. J. Reagan, Dunmore, and Richard Foote, Archbald. [E. R. J., Jan. 29, '10.] *Provo, Utah.— It is stated that A. J. Evans, S. L. Chip- man, Geo. C. Whitmore and Geo. W. Craig, Provo, have applied to the County Board for a franchise to construct an electric railway through Utah County. Application has also been made to the Council of American Forks for a franchise. Kent, Wash. — The Valley Railroad & Power Company has applied to the City Council for a 35-year franchise to operate an electric railway in Kent. The proposed railway will connect Kent and Renton. A. T. West, Seattle, gen- eral manager. [E. R. J., Feb. 12, '10.] TRACK AND ROADWAY Northern Electric Railway, Chico, Cal. — This company has secured rights-of-way across Los Molinos colony, 12 miles below Red Bluff. The deeds were granted free on condition that the railway be extended from Chico to Los Molinos by the end of the year and on to Red Bluff before the close of 191 1. The company expects to soon build from Yuba City to Hamilton City via Meridan and Colusa. As soon as the company secures permission of Sacramento and Yolo Counties and the Government to erect a bridge across the Sacramento River the extension of the line to Woodland will be undertaken. Peninsular Railway, San Jose, Cal. — F. E. Chapin, vice- president and general manager of this company, announces that the electric railway between Palo Alto and San Jose has been completed and will be ready for operation about March 1. Georgia Railway & Electric Company, Atlanta, Ga. — Im- provements contemplated by the Georgia Railway & Elec- tric Company call for the expenditure of approximately $700,000. The work to he done includes the construction of 8 miles of new track practically as additional or double track along parts of the present system. Griffin, Ga. — B. R. Blakely, Griffin, confirms the report that he is interested in a plan to construct an electric rail- way in Griffin, and states that a charter will be applied fur within the next few days. [E. R. J., Feb. 12, 'to.1 Chicago, Ottawa & Peoria Railway, La Salle, 111.— Tin eastern extension of the Illinois Valley division of the Chicago, Ottawa & Peoria Railway between Seneca and Morris, 111., 10.5 miles, was put into operation on Feb. 2, with cars on 90-minute headway. This extended service gives the McKinley Syndieate properties a line to within 20 miles of Jolict. Current is distributed to the cars over a No. 000 trolley wire supported from a 7/16-in. messenger by five-point suspension mi private right-of-way ami nine point suspension in towns. The Electric Railway Equip 336 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. ment Company, Cincinnati, Ohio, furnished the catenary material. *Sterling & Northern Railway, Sterling, 111. — This com- pany is said to have been organized by William Osborne and others of Sterling for the purpose of constructing an electric railway from Sterling to Savanna and Freeport. Application will soon be made for a charter for the line. Capital stock, $300,000. Headquarters, Sterling. Dixon, Rock Falls & Southwestern Electric Railway, Tampico, 111. — This company advises that as soon as the weather permits, work on the extensions will be begun to complete the line from Tampico into Rock Falls and Dixon, and from Hooppole to Geneseo, 111. The general contract of construction work on this railway has been given to Burns & Company, which purchases all supplies and awards all sub-contracts. An order has been placed with the Illinois Steel Company for 40 miles of steel rails. A portion of this order is for the Dixon, Rock Falls & Southwestern Railway. Bluffton, Geneva & Celina Traction Company, Bluffton, Ind. — This company, which proposes to build a 40-mile electric railway from Bluffton to Celina, Ohio, advises that it expects to resume work on the line in the spring. It will also pass through Vera Cruz, Linn Grove, Geneva, New Corydon, Ind., Sheels and Dublin, Ohio. Surveys have been completed from Bluffton to Geneva, i8V> miles, and the remainder of the route from Bluffton to Geneva, 2iJ/< miles, is now being surveyed. Grading and overhead work have been completed from Bluffton to Geneva. Eleven bridges will be built, including one across the Wabash River. It is intended to distribute power to the cars at 600 volts d.c. Headquarters: Bluffton. L. C. Justus, Bluffton, president; Fred Davenport, Bluffton, chief engineer. [E. R. J., Dec. 4, '09-] Louisville & Northern Railway & Light Company, New Albany, Ind. — This company is considering plans for build- ing a new bridge to replace the Indiana & Kentucky bridge which now controls the route into Louisville from the north. Hannibal Railway & Electric Company, Hannibal, Mo. — This company states it intends to build 3 miles of new track this year. J. S. Mainland, purchasing agent. Kansas City, Ozarks & Southern Railway, Kansas City, Mo. — This company which is now operating between Mans- field and Ava will extend the line this year from Ava to Gainsville, a distance of 35 miles. Whitefish & Poison Electric Railway, Kalispell, Mont. — This company has begun the preliminary surveys for its pro- jected electric railway from Kalispell northward to White- fish and southward through Somers to Poison on the west shore of Flathead Lake. G. H. Adams, J. H. Stevens and Peter Nilson are interested. [E. R. J., Jan. 8, '10.] *Fredericton (N. B.) Street Railway. — This company is said to be considering a plan to construct an electric rail- way which will connect St. Mary's, Gibson, Marysville and Nashwaasksis on one side of the river and Springhill and Victoria Mills on the other side. The company will soon apply for a charter. H. H. Hanson, Fredericton, solicitor. *Hicksville, N. Y. — Raymond Smith, Oyster Bay, and other prominent business men of Oyster Bay and Hicksville are considering plans to build an electric railway from Oyster Bay to Hicksville, Central Park and Farmingdale, connecting with the cross-island line at Amityville. Columbus, Marion, Upper Sandusky & Toledo Traction, Marion, Ohio. — Surveyors are at work on this projected railway between Toledo and Columbus via Upper San- dusky, Carey and Fostoria. Frank M. Ohl, Toledo, is in- terested. [E. R. J., Aug. 1, '08.] Oklahoma (Okla) Railway. — This company advises that it is building 3 miles of track using 100-lb. rails and steel ties in a concrete base. W. A. Haller, engineer. Shawnee (Okla.) Electric Railway.— This company states that work will be begun within a few days on its projected 40-mile electric railway to connect Shawnee, Dale, McLoud, Harrah, Choctaw City, Spencer and Oklahoma City. Con- tracts for the construction of the railway have been let to the Shawnee Railway Construction Company. Power will be purchased. It is planned to build repair shops at Mc- Loud and nine cars will be operated. Franchises have been obtained in the towns of McLoud, Harrah and Choctaw, and arrangements have been made for entrance into Okla- homa City over the Oklahoma Railway Company's tracks and into Shawnee over the local city railway tracks. Two surveys have been made and parties are now in the field making permanent location. Most of the right of way over the entire route has been secured. Capital stock authorized and issued, $1,300,000, of which $1,000,000 is common and $300,000 preferred. Bonds, authorized, $1,- 000,000. Standard Trust Company, New York, will act as trustee under mortgage. Officers: C. T. Edwards, Shaw- nee, president; J. W. Ruby, Shawnee, first vice-president; J. C. Chrisney, second vice-president; R. E. Pugh, Shawnee, secretary, and A. Hardgrave, Shawnee, general manager and purchasing agent. [E. R. J., Jan. 29, '10.] Pittsburgh, Harmony, Butler & New Castle Railway, Pittsburgh, Pa. — This company has applied for permission to increase its capitalization from $3,000,000 to $3,500,000 to provide for contemplated extensions in the Butler district. The company will extend its tracks to Lawrence Avenue, Ellwood. It is said that an extension to Beaver via Koppel is also probable. This line would be about 6V2 miles in length and would connect with the Pittsburgh Railways. Montreal & Southern Counties Railway, Montreal, Que. — This company, which recently placed part of its line in operation, announces that it will construct 10 miles of new track and will electrify a section of steam railroad track, 15 miles long. South Dakota Interurban Railway, Centerville, S. D. — This company announces that most of the right-of-way from Bijou Hills to Sioux City has been secured and that work will be started as soon as the weather permits. Steps are being taken to have Chamberlain made the western ter- minus. The projected electric railway will extend from Cham- berlain to Bijou Hills, Parkston and Sioux City. Officers: W. E. Miller, president, and F. E. Graves, secretary and treasurer. [E. R. J., Nov. 13, '09.] Dallas (Tex.) Traction Company. — This company an- nounces that it will begin construction within two months on its proposed street railway from Mount Auburn addition to a point where connection will be made with the con- solidated lines of the city. Power to operate the line will be leased. The company has not yet been incorporated. Capital stock, $25,000. Main office, 334-336 Commerce Street. E. L. Lancaster, general manager. [E. R. J., Jan. 29, '10.] Fort Worth, Mineral Wells & Western Railroad, Fort Worth, Tex. — This company is closing up all preliminary matters preparatory to awarding the contracts for the con- struction of its proposed 54-mile electric railway from Fort Worth to Mineral Wells via Weatherford, and later on to Roswell, N. M. About $80,000 have been subscribed. J. S. Hanford, Beaumont, president. [E. R. J., Oct. 23, '09.] Valley Railway & Power Company, Kent, Wash. — This company advises that it has not yet definitely decided when it will begin work on its proposed 7-mile railway between Kent and Renton. It is probable that work will be started about Aug. 1. The project is being financed entirely by local capital. The motive power has not as yet been de- termined upon. Capital stock, $300,000. Officers: H. B. Madison, Kent, president; Robert Bridges, Orillia, vice- president; Isaac P. Calhoun, Kent, secretary; Thomas Chip- man, O'Brien, treasurer; A. T. West, Seattle, general man- ager; A. S. Leeper, Kent, chief engineer. [E. R. J., Jan. 29, '10.] Spokane & Inland Empire Railroad, Spokane, Wash. — This company proposes to double track 12 miles of its Cceur D'Alene division, and will relocate 1 mile of track on the same section. Vancouver (Wash.) Traction Company. — This company has nearly completed its 6-mile extension from Vancouver to Orchards. It is expected to have this new line in opera- tion by March 1. A. Welch, purchasing agent. SHOPS AND BUILDINGS Phoenix (Ariz.) Railway. — This company's car house in Phoenix was recently destroyed by fire. Four cars and 3000 ties which were stored in the building were burned. The total loss is said to have been $22,000. February 19, 1910.] ELECTRIC RAILWAY JOURNAL. 337 Georgia Railway & Electric Railway, Atlanta, Ga. — This company will build machine shops in Atlanta to be 100 ft. x 150 ft. in size. Chicago, South Bend & Northern Railway, South Bend, Ind. — This company ha-s leased the Albright Building in Goshen and will remodel it into an interurban station to be used by the Northern Indiana Railway, South Bend, and the Winona Interurban Railway, Winona Lake. Indianapolis & Louisville Traction Company, Louisville, Ky. — This company has awarded a contract for building a new freight and passenger station at Scottsburg, Ind., to John T. Wiley & Son, Louisville, Ky. The Cincinnati, Madison & Western Traction Company, Indianapolis, when completed, will also use the new station with offices on the second floor. A special siding will be built to facilitate the handling of freight. Interborough Rapid Transit Company, New York, N. Y. — This company has filed plans for the building of a new car house at the northeast corner of Spuyten Duyvil road and 2426. Street. The building will be two stories high, 530 ft. x 89 ft. and is to cost $100,000. People's Railway, Dayton, Ohio. — This company has be- gun work on its new car house in Dayton, to be 115 ft. x 245 ft. in size. The Hall-Cronan Company has the contract. [E. R. J., Jan. 22, '10.] Pittsburgh (Pa.) Railways. — This company has purchased property 400 ft. x 400 ft. at Forbes Street and Croft Avenue, in the Oakland district, on which it will erect a car house to have a storage capacity of 250 cars. Plans for the build- ing have not yet been completed. POWER HOUSES AND SUBSTATIONS Nelson (B. C.) Electric Tramway. — This company has awarded a contract to the Allis-Chalmers-Bullock Company, Montreal, for a 250-kw motor generator set. [E. R. J., Jan. 1, '10.] Athens (Ga.) Electric Railway. — This company advises that it has contracted with the Amburson Hydraulic Con- struction Company, Boston, to build a reinforced concrete dam of the gravity type at the site of its power plant at Barnett Shoals. [E. R. J., Nov. 20, '10.] Georgia Railway & Electric Company, Atlanta, Ga. — The appropriation of $700,000 by the Georgia Railway & Electric Company for improvements to be made during 1910, in- cludes the setting aside of $200,000 for improvements to the light and power plants of the company. Out of this sum $85,000 is for additional machinery for the steam-electric plant and the balance. $115,000. is for the extension of the distribution system for the light, power and steam heat to care for new business of the company. Terre Haute, Indianapolis & Eastern Traction Company, Terre Haute, Ind. — This company will install a new sub- station on its Dunreith-Newcastle division. D. F. Roach, Terre Haute, purchasing agent. Sioux City & Spirit Lake Railway, Sioux City, la. — This company is . reported to be contemplating the construction of a new power house and substations and will require equip- ment for same, including steam turbines and generators with a rating of 4000 hp, tubular boilers, condensers, pumps, heater, transformers, rotary converters, switchboards, etc. J. D. Browning, Sioux City, general manager. [E. R. J., Nov. 6, '09.] Boston & Northern Street Railway, Boston, Mass. — This company will reconstruct its power plant on Merrimack Street. Among the improvements to be made are the in- stallation of two high-pressure boilers and a 1200-kw gener- ator. A 150-ft. chimney with a 19-ft. base will also be erected. G. W. Palmer, Jr., Boston, electrical engineer. Durham (N. C.) Traction Company. — This company is considering the purchase of 2 250-hp water-tube boilers of 175-lb. steam pressure. An order has been placed recently for 1 1000-hp Hamilton-Corliss engine, direct connected to a General Electric doo-kva. 2300-volt, 3-phase, 60-cycle generator. West Penn Railways, Pittsburgh, Pa. — This company has placed an order with the Westinghouse Electric Manufac- turing Company for 2 12,000-hp steam turbines and 2 200-hp turbines. [E, R. J.. Feb. 5, ' rn. 1 Manufactures & Supplies ROLLING STOCK American Railways, Philadelphia, Pa., is in the market for a pair of electric motor trucks. Pittsfield (Mass.) Electric Street Railway will buy a number of new motor cars soon. Buffalo & Lake Erie Traction Company, Buffalo, N. Y., is considering the purchase of five suburban cars. Ocean Electric Railway, Far Rockaway, N. Y., has ordered six cars from The J. G. Brill Company. Interborough Rapid Transit Company, New York, N. Y., is contemplating the purchase of 75 additional cars equipped with side doors. Emigration Canyon Railroad, Salt Lake City, Utah, has ordered an electric locomotive from the Westinghouse Electric & Manufacturing Company. Pittsburgh, Harmony, Butler & New Castle Railway, Pittsburgh, Pa., has ordered two steel cars from the Stand- ard Steel Car Company, it is reported. Fonda, Johnstown & Gloversville Railroad, Gloversville, N. Y., is in the market for two cars, to be equipped in the company's shops. The cars may be bought second-hand. Brooklyn Heights Railroad, Brooklyn, N. Y., has ordered an electric locomotive from the General Electric Com- pany. The company expects to build a car in its shops for the collection of rubbish. Gustave Testart, Domaine des Deux Frances, Chemins Gouin, Quebec, Can., is making inquiries regarding three locomotives weighing not more than 6000 lb., six passenger cars, six box cars, six gondolas and six flat cars. Grand Valley Railway, Brantford, Ont., will buy 10 50-ft. passenger and four 36-ft. motor freight cars within the next three months. Report of the contemplated purchase of some cars was made in the Electric Railw ay Journal of June 5, 1909. Winona Interurban Railway, Warsaw, Ind., mentioned in the Electric Railway Journal of Nov. 27, 1909, as expecting to buy a number of cars, has ordered five inter- urban passenger cars, eight city cars, one line car, one bag- gage car and eight freight cars. Chicago, Aurora & De Kalb Railroad, Aurora, 111., men- tioned in the Electric Railway' Journal of Jan. 8, 1910, as being in the market for interurban cars, has placed an order with the Danville Car Company for four interurban cars. The rolling stock will be equipped with Peter Smith Heater Company's No. 2-C heaters. Los Angeles-Pacific Railroad, Los Angeles, Cal., reported in the Electric Railway Journal of Feb. 5, to have ordered 125 cars from the American Car & Foundry Company, will have 65 cars equipped with motors and 65 trailer cars. The 130 motor trucks and 120 trailer trucks are being built by Baldwin Locomotive Works. British Columbia Electric Railway, Vancouver, B. C, mentioned in the Electric Railway Journal of Jan. 29, 1910, as expecting to build 100 freight cars, 200 passenger cars and five electric locomotives in its shops, will build 12 city passengers cars, six suburban cars, one express car, three box cars and three cabooses in its shops. Seventy- five flat cars, one locomotive and two electric locomotives will be purchased. The company is completing 22 city cars and four large box cars. TRADE NOTES Griffin Wheel Company, Chicago, 111., is planning to en- large its plant at Tacoma, Wash. American Car & Foundry Company, St. Louis, Mo., con templates building an addition, [20 feet wide and 1,800 feet long, to its steel coach plant at St. C harles, Mo. Buda Company, Chicago, 111., has elected L. M. Viles, vice-president and treasurer in charge of manufacturing, and Wm. P. Hunt, Jr., vice-president and secretary in charge of sales. American Automatic Brake Company, Baker City, Ore., has been incorporated with a capital stock of $500,000, by 33* ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 8. F. W. Eppinger, H. A. Mitchell and E. B. McDaniels, to manufacture an automatic air brake. Peter Smith Heater Company, Detroit, Mich., has re- ceived an order from the Indiana Union Traction Company for 20 heaters to replace other makes. This company has adopted the Smith heaters as standard on all its lines. Standard Coupler Company, New York, N. Y., has elected Edmund H. Walker vice-president. Prior to Mr. Walker taking a position with this company in 1905 as assistant to the president, he had 16 years' experience in various depart- ments of a number of railroads. Covington Machine Company, Covington, Va., has ar- ranged with the Wiener Machinery Company, New York, N. Y., to manage its Eastern sales office. A large stock of machines will be carried in Jersey City, N. J., so that the company can make prompt deliveries. Wonham, Magor & Sanger, New York, N. Y., have ar- ranged with the Franklin Steel Company, Franklin, Pa., which manufactures, and controls the patents of, the Im- proved Tripartite steel pole, to act as New York agents and as export agents of the Franklin Steel Company. Adreon Manufacturing Company, St. Louis, Mo., has re- ceived an order from the United Railways of St. Louis for 1300 dozen hickory pick, sledge and tool handles. The Gideon Handle Company, Gideon, Mo., which has a com- plete plant for manufacturing this class of material, will make the goods. Ackley Brake Company, New York, N. Y., has received an order from the Havana (Cuba) Electric Railway, through F. Steinhart, general manager, for 500 Ackley adjustable brakes, 14 to 34 gear ratio, and 12 Ackley adjustable brakes with 12 x 36 small winding drum with chain complete, fol- lowing a trial of two months with the Ackley brake. Whipple Supply Company, New York, N. Y., incorporated recently with a capital stock of $50,000, and elected the fol- lowing officers: A. L. Whipple, president and general man- ager; J. L. McDuffie. vice-president; H. E. Oesterreich, sec- retary and treasurer. Among various electric railway and steam specialties which this company handles is the Hed'.ey anti-climber. Columbia Machine Works & Malleable Iron Company, Brooklyn, N. Y., reports that the Charlotte (N. C.) Consol- idated Construction Company was so pleased with the four Millen illuminated reversible car signs which it ordered for trial that the company has placed an order with the Colum- bia Machine Works & Malleable Iron Company for 30 more Millen signs. P. D. Wagoner has been elected president of the Gen- eral Vehicle Company, Long Island City, to succeed J. Howard Hanson, who has withdrawn from the company. Mr. Wagoner brings to his new work a wide experience in engineering and commercial affairs and under his admin- istration the outlook for the future of the General Vehicle Company appears very bright. St. Louis Surfacer & Paint Company, St. Louis, Mo., has elected A. D. McAdam vice-president, with headquarters at 1101 Fisher Building, Chicago, 111. Mr. McAdam was formerly vice-president of the Damascus Brake-Beam Com- pany, Cleveland, Ohio, and was connected with the Ameri- can Car & Foundry Company and the Michigan Malleable Iron Company, Detroit, Mich., for several years. Titan Steel Castings Company, Newark, N. J., has taken over the business of Benjamin Atha & Company, but will continue to operate the plant as in the past, manufacturing cast-steel bolsters, manganese steel railway motor gears and pinions and other castings. The officers of the Titan Steel Castings Company are: Benjamin Atha, president; Louis A. Shepard, vice-president and general manager; Henry G. Atha, treasurer, and C. W. Owston, Jr., secretary. Leroy M. Harvey, sales manager of the Milwaukee dis- trict office of Allis-Chalmers Company, died on Jan. 19, 1910, at Augusta, Ga. Mr. Harvey was about 37 years old and was born in Oak Park, 111. He was graduated from the University of Michigan in 1898, and was connected with the Westinghouse Electric & Manufacturing Company, Siemens & Halske and the Northern Electric Manufactur- ing Company, before becoming associated with the Allis- Chalmers Company. Ohmer Fare Register Company, Dayton, Ohio, has closed a contract for a term of years with the Southern Pacific Company for registers to be used on the lines of that corporation, now and hereafter owned or controlled by it. The contract is a blanket one covering the entire system, which includes its electric cars, gasoline motor cars, and accommodation steam trains, and provides for the in- stallation of Ohmer's two-fare, four-fare, six-fare, twelve- fare, thirty-fare and sixty-fare registers. This contract was obtained after the Southern Pacific Company had operated Ohmer registers on several of its lines for a considerable period of time. The Ohmer register system, which was originally designed for city and interurban railway service, has thus proved to be equally adapted to steam railroad service. ADVERTISING LITERATURE Frank Ridlon Company, Boston, Mass., has issued its list of second-hand electric machinery for February, 1910. Walter A. Zelnicker Supply Company, St. Louis, Mo., has issued two circulars, one containing a price list of the various sizes of gong whistles; the other describing the double clutch car mover. Electric Storage Battery Company, Philadelphia, Pa., has described the installation of chloride accumulators on the Otsego & Herkimer Railroad, Hartwick, N. Y., for a.c-d.c. regulation in Bulletin No. 118, dated December, 1909. Franklin Filter Company, St. Louis, Mo., is distributing two folders in which the company's oil refiner and purifier are described and illustrated. A list of the users of this apparatus throughout the country is given in one of the folders. Joseph Dixon Crucible Company, Jersey City, N. J., has published Graphite for February, 1910, which contains the second installment of an article by W. H. Wakeman on the "Prevention of Corrosion of Steam Machinery." On the back cover are presented several illustrations showing structures of the Rochester, Syracuse & Eastern Electric Railroad protected with silica-graphite paint. General Vehicle Company, Long Island City, N. Y., has published the first issue of "Elec-Tricks," a 24-page book- let in which the merits of the company's vehicles are de- scribed and illustrated, and testimonials, published in an appropriate article entitled "When It Snows." Several snap-shots which are reproduced show the doubling up of teams made necessary everywhere to prevent a total tie-up of horse transportation. Franklin Steel Company, Franklin, Pa., has issued an attractive 16-page catalog which has for its subject Tripar- tite steel poles and rolled steel specialties. The method of constructing these poles is briefly described. Illustra- tions are presented showing various styles of fittings man- ufactured by the company, also several types of poles adapted to some of the more common installations. The publication also contains a list of some of the prominent users of Tripartite poles, among which are the Pennsyl- vania Railroad. Santa Barbara (Cal.) Consolidated Rail- way and J. G. White & Company, New York, N. Y. General Electric Company, Schenectady, N. Y., has issued a pamphlet on the subject of building lighting which contains references to a number of important installations of tantalum and tungsten filament lamps. Some of the in- stallations to which reference is made in this pamphlet are those of the old-style tungsten lamp. In place of these lamps there are now being supplied the G. E. Mazda lamp, which is described in Pamphlet No. 3907, just issued by the company. Bulletin No. 4689, recently issued by the com- pany, is devoted to the subject of ornamental street light- ing, and contains views of street lighting and ornamental posts in various large cities. This bulletin is enclosed in a very artistic cover. Another bulletin, No. 4714, contains a description of the railway signal volt-ammeter, type S, which has recently been designed by the company. To the practical railway man, Bulletin No. 4715, recently issued by the company and describing its GE-210 railway motor, should be of considerable interest. The bulletin enters into a detailed description of this motor and contains a speed table, characteristic curves and dimension diagrams. E'ectric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, FEBRUARY 26, 1910 No. 9 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGraw, President. Hugh M. Wilson, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Strytourn, New York. Henry W. Blake. Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday neon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal gooo copies are printed. NEW YORK, SATURDAY, FEBRUARY 26, 1010. CONTENTS. Requisitions for M?terial 339 Prospects of Terminal Electrification in Boston 339 A New Experiment in Cleveland 340 The Philadelphia Strike 340 Trunk-Line Electrification 341 The Effect of Single-Phase Development on D.-C. Line Construction.. 341 Trailer Motor Cars in Philadelphia 34-' Posting the Work of Careless Employees 344 The Experimental Catenary Line of the Connecticut Company 345 Hearing on Vestibules in New York 353 Operating Statistics for Street Railways in New York State 354 A Review of the Street Railway Rehabilitation in Chicago 355 Electric Welding in Repair Shops 356 Hearing on Service in the New York Subway 356 New Franchise for Cleveland Railway Approved 357 Strike in Philadelphia 358 Overhead Contact for a Cleveland Swing Bridge 360 Portable Transformers for Testing Armatures 3(111 Meeting of Committee on Equipment 3(11 Electric Lines Included in Amended Railroad Rate Bill 363 Standard Fire Hose Houses 3(14 Meeting of the Committee on Power Generation 365 Novel Type of Electric Locomotive 365 To Remove Brushes on G.-E. Circuit Breaker 366 A Reversible liall-Iicaring Trolley I'.a^e 366 New Automatic Wheel Guard 36ft News of Electric Railways 367 Financial and Corporate 369 Traffic and Transportation 371 Personal Mention 373 Construction News 374 Manufactures and Supplies 377 Requisitions for Material The preparation of orders and requisitions in connection with rolling stock maintenance is necessarily a_b'urdense>me task, but it has a direct relation to economical operation. Apart from the connection between requisitions and the amount of stock purchased and stored, with resulting interest, insurance, taxa- tion and rental charges, as well as depreciation, the manner in which such forms are filled out has no little influence upon the cost of clerical work in the motive power department. If orders and requisitions are obscure, time is lost in filling them, the com- pany's telephone and inter-department mail service tends to become clogged with correcting inquiries, and as a result the cost of clerical labor is higher and the amount of material carried as a standing charge becomes greater than when material forms are filled and handled properly. If minor officials appreciated the promptness with which orders that are filled properly can be passed through department channels, there would be a more general understanding of the true obstructive effect of vague and incomplete requisitions. The need of accuracy and specific definition in orders for electric railway material is surpassed in scarcely any branch of the electrical industry except telephony, so numerous, varied and changing are the parts of equipment in their relation to progress in design and construction. It is not only natural, but right, for an executive officer to sort out orders which are plain and to hold back those which are ob- scure, but it is expensive to do this. Improvements in order- making may be made in two places : First, where the style of forms is decided, and second, at local points where the blanks ;ire used. Trite as this topic seems to the busy operating man, the management of one large company recently made it the subject of an evening's discussion for car house foremen, and on other properties time similarly spent might be found profit- able. Prospects of Terminal Electrification in Boston A noteworthy feature of the present session of the Massa- chusetts Legislature is the increasing public demand for elec- trification of the steam railroads serving the Boston Metropoli- tan district. A number of bills designed. to effect legislation on this subject have been introduced and the remarks of President Charles S. Mellen of the New York, New Haven & Hartford Railroad before the New England Hoot & Shoe Club regarding the specific problem presented in electrification at Boston, as published elsewhere in this issue, are ol timely interest. Mr, Mellen recognizes that electrification for all the standard trunk lines, especially those with congested traffic, is a certain development of the future. He recommends, bow ever, that no legislative action be taken to force the improve merit at Boston, staling that bis company is proceeding as rap idly as possible to determine the best methods ami equipment for the service with the desire of decreasing the costs for a 34Q ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. given section of line as compared with the expense of the initial installation at New York. While Mr. Mellen estimates that the fan-shaped location of the suburban lines at Boston, which branch to many diverse points, will make the total cost of electrification much greater than it has been in New York, the company is nevertheless planning to make the improvement. In view of its studies to determine the best engineering practice for both passenger and freight service, it is felt by the company that haste as a re- sult of legislative action would lead to excessive costs for the investment, which might be overcome by the use of further time in investigation. The recommendation of the joint commission at Boston a few weeks ago that the present Legislature pass, a resolve requiring the companies entering the city of Boston to "in- vestigate and report upon the subject by next fall shows 'We 'altitude -of- the public on this problem. A settlement of the -unsatisfactory conditions prevailing in -t-fre: Boston1,- terminal ' should - be - reached in a reasonable time. - It is probable that "if the public sees that the companies concerned are making definite studies designed to develop the method best adapted to their needs, radical action by legislative bodies may be fore- stalled. The public agitation and the evident railway recog- nition of the desirability of improvement certainly point to definite steps in the substitution of electricity for steam in the Boston terminal and suburban lines within a few years. A New Experiment in Cleveland The vote of the people of Cleveland approving the franchise for the Cleveland Railway Company assures an experiment with the low rate of 3 cents plus 1 cent for a transfer. This experi- ment is to last presumably through a period of eight months, but higher fares can follow if it is found that the require- ments of the ordinance cannot be met with the revenues avail- able at this rate of fare. Under the conditions created in Cleve- land by the passage of the ordinance embodying the ideas of Judge Tayler for the settlement of the long standing street railway difficulties, the prescribed status of affairs is made radically different from that which exists in most large cities. The connection between the inter-related fare, dividend and service requirements is such that it is necessary first, that an experiment be made with a low rate of fare; second, that the dividend be met, and third, that, consistent with these provisions, the service, presumably, shall be satisfactory. It is therefore necessary that the service be so adjusted as to meet the fare provisions which may be in force at the time and to assure the promised 6 per cent dividend upon the out- standing capital stock. As the trial at a low rate of fare which has been placed in effect was an inevitable result of the ordin- ance so the provision of this measure which enforces this ex- periment was in its turn an inevitable result of the agitation fostered by Mayor Johnson and continued even after the failure of the Municipal Traction Company to establish itself during its operation of the property with a low rate of fare. A charge of 1 cent for a transfer will, of course, make the average rate of fare per revenue passenger something in ex- cess of 3 cents during the period of experimentation, but just how much cannot be stated in the absence of statistics showing the recent extent of the transfer traffic. In the early part of the experimentation period of the Municipal Traction Company with the property the number of transfers issued aggregated about 22 per cent of the total cash fares compared with about 39 per cent during the time just preceding when the old com- pany controlled the property. Transfer traffic, however, fluctuates and may have varied considerably in the intervening months, particularly as the receivers who have been in charge since the failure of the Municipal Traction Company have instituted various changes in routes and in other features of the service which would tend to disturb old avenues of traffic. Whether the restricted service which will be rendered the public of Cleve- land at the experimental low rate of fare will be satisfactory or whether a better service with a resultant higher rate of fare will be demanded, are questions which will now be solved with- out much delay. , . •• The Philadelphia Strike -'- The waste and ' destruction' of property, the loss of life, the serious interruption .to business and the general defiance of law which 'have taken- place- and are- still occurring in connec- tion with the strike in Philadelphia constitute an economic and political crime. In this twentieth century there should be other means for set- tling differences of opinion between employer and employee than riot and bloodshed, which are abhorrent to every right- minded person, and this feeling is emphasized when such acts occur in a city founded upon the principles of brotherly love. Any cause which requires to be bolstered up by the vio- lence and disorder which have characterized the Philadelphia strike must receive general condemnation. The strike leaders, in public, disclaim active participation in or encouragement on their part of the lawless acts continually being committed, but their statements of the extent of the interruption to the company's service, caused in large part by these acts, show that they are giving at least their tacit approval to the assaults and destruction which are occurring in various parts of the city. Fortunately for the reputation of Philadelphia the muni- cipal and State authorities seem alive to the necessity of pre- serving law and order. Already the chief imported agitator has been arrested on a charge of inciting to riot, and if protec- tion is given to the company, we have no doubt it will have little difficulty in operating its cars on schedule. It is unfortunate that sober councils do not more often pre- vail in labor organizations. There is an almost irresistible tendency among them to choose as leaders those who are reck- less and irresponsible and have little at stake in any controversy which may arise. One reason for tins undoubtedly is that the more sensible and conservative men among the employees do not join the organization at all. Then there is still a middle class consisting of those naturally opposed to the purposes of the union, its leaders and the' means .by which it accomplishes its ends, but too weak to stand out against a misguided sense of loyalty to their fellow employees and. for what they them- selves know is right. These men at first refuse to join, but finally become members after all the offices are filled. and the reckless element is in control. Then they have little to say as to how the affairs of the organization shall be conducted, yet upon them falls the full brunt of any disaster caused by a mistake in policy. It is this condition, which seems almost inevitable in associations of this kind, which is being exemplified in Philadelphia this week. The domination there of the lawless and disorderly element among the strikers contains a moral which we trust will not be lost elsewhere. February 26, 19 10. ELECTRIC RAILWAY JOURNAL. 34i Trunk Line E'ectriftcation The ever-recurring subject of steam railroad electrification is once more under discussion, as we notice from an article in the Engineering Magazine by F. Darlington, and a paper in the current Journal of the American Society of Mechanical Engineers by L. R. Pomeroy. The fact that two utterances on the same subject appear simultaneously and in many re- spects express opposite points of view offers temptation to try to find some standpoint from which their statements can be compared. The first paper encouragingly recounts the well-known tech- nical advantages of electric power for transportation and refers among other benefits to its value in the collection and distribu- tion of local freight traffic. This important field, the author states, . has been consistently neglected by the steam roads, yhose efforts have' preferably been..cor(fij|e^itj&».sav4iig'a cent -cjfr their long. /Jjauls ^©isLubtsdfy 'the easy subdivision of the ejeetrib'.irain; 'ifflto :smatl units suggests its application to what might %e called- the "retail" department of railroad freight transportation as supplementary to the "wholesale," or through type of long-haul freight business, which is so advantageous in cost per ton-mile and forms the backbone of steam-railroad earning power. Such a retail business is being conducted on a more or less limited scale now by many electric interurban railways to the benefit of both the companies and the communi- ties which they serve. But it is a debatable question whether such roads, with their single freight cars operating at more fre- quent intervals than the' trains on "the 'parallel ' sfeam~ road really make- more money in proportion to their investment in -freight; facilities than; do the -.earn lines with their one local 'freight train each way per day in the same territory. That is, the lOrig-train unit is' still the most economical for the service which it does. Undeniably each method has its field, but unless the two can be combined, which does not seem practicable, an extension of the electric service has no immediate bearing on the broader field of trunk-line electrification. Mr. Darlington admits that for through line service there are many cases where the greatest economy will be obtained by continuing the use of steam, but believes that the single-phase system is vastly widening the commercial possibilities of the .electric agent, especially where cheap water-powers are avail- able. Some persons may claim that certain of his figures on cost with electric operation were based upon conditions favorable to the use of electric power. But we believe a larger number will disagree with the remark of Mr. Pomeroy that "the only cases where electric operation is commercially justified is in con- gested local passenger situations where the conditions closely approach |hose of a 'moving sidewalk,' and the records show that these-^cases have been profitable only when a large increase in business has been realized." Later Mr. Pomeroy qualifies this statement, especially as regards mountain divisions and urban and- suburban lines. But any effort to ( (inline electrifica- tion to roads where the question of capacity is practically the only consideration would exclude such examples as the Roches- ter division of the Eric Railroad, where a larger patronage can be secured for single or two-car trains run at short inter- vals than for the longer infrequent trains which is the only service commercially practicable with steam locomotives. Both papers emphasize the importance to the engineering world of the publication of complete operating data of the roads now electrified. We realize, of course, that the most con- spicuous examples of this kind, while in operation for several years, are by no means completed, from causes entirely apart from their electrical equipment. For this reason, their present statistics would not exhibit as fully the differences in oper- ating expenses and traffic with electric power and steam as in the case of the Manhattan Elevated Railway. At the same time as these conditions are known, proper allowance could be made for them, and we sincerely trust that such sta- tistics could soon be made available, either in the form of an Institute paper or in some other way. The Effect of Single-Phase Development on D. C Line Construction It was recognized at the very beginning of the single-phase railway movement that the adoption of a tenfold and even twentyfold greater trolley wire potential would require radical variations from the types of bracket and span construction then in use for direct-current railways. "Nevertheless, - few people" foresaw that the. hew construction would react in revolutionary fashion on the apparently fixed standards of. the older lines. The alternating-current catenary construction was evolved primarily to satisfy more onerous, electrical conditions, but its mechanical advantages have become ■ so"' pronounced that there is now a strong feeling that the two-wire suspension should be considered also for low-tension, direct-current roads oper- ating in open country. The New. Orleans Railway & Light Company appears to have been one of the first railways to use the catenary for 500-600-volt work since it built a suburban extension on that system as early as 1905. It is interesting to recall that on.-,this pioneer, line the poles were placed, only 100 ft. apart, instead/Pf, haying the 150-ft. spacing used, on -later lines* > The -hangers also -were closer than has been considered needful in recent wprkr. In the early installation of the Utica & Mohawk- Valley '"fine on the West Shore tracks, near Ilion, in the cut-off around that city and Mohawk, the poles were spaced only 80 ft. apart. Since that time the spacing of bracket poles has been increased to 150 ft., as with the three- point suspension of the Buffalo, Dunkirk & Lake Erie Tracr tion Company's line just outside of Buffalo, and of bridges tcj> 300 ft., as on the direct-current lines of the Syracuse, Lake Shore & Northern Railroad and the new Port Byron-Syracuse link of the Rochester, Syracuse & Eastern Railroad. Advantageous as the catenary suspension may be, however, there is still a wide divergence of opinion as to the details of construction. Until some general standards have been fixed many railways will refuse to leave the companionable road of custom. In this connection the Connecticut Company's experi- mental work described in this number deserves particular notice. It was undertaken to try out six important catenary designs under practically the same conditions on successive sec- ■ tions of a 2-mile d.c. line near Middletown, Conn. It is hoped that the observations to be taken on this division will make it possible for the company to draw up eventually a standard form of specification which will satisfy the requirements for direct-current interurban railways operated at moderate speeds. An examination of the numerous hangers, brackets, insulators, pull-offs, steady strains and other devices submitted shows that some standards are sorely needed in these items, although it is apparent that catenary constructions are tending toward a decrease in the number of parts, especially in hangers per span. ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. TRAILER MOTOR CARS IN PHILADELPHIA In the summer of 1909 the Philadelphia Rapid Transit Com- pany equipped 50 standard semi-convertible motor cars and 50 rebuilt single-truck open trail cars for train operation. The motor cars have 28-ft. bodies and are equipped with four GE-70 motors and two K-28 controllers. The trail cars were old 18-ft., 10-bench open cars with short platforms at both ends and a center aisle. Panels were built in between the side posts up to the level of the seat backs and swinging gates were pro- vided on the platforms. Each trail car was equipped with a trolley stand and pole, one K-2 controller and one GE-800 motor. The trailers were operated as smoking cars during the morning and evening rush hours. As they had no windows or heater equipment they were not suitable for operation in cold weather and were withdrawn from service for the winter on Dec. 1. The fast schedules, steep grades and sharp curves of the lines in Philadelphia over which it was desired to operate trail cars during the rush hours made it necessary either to increase the capacity of the four 40-hp motors on the leading car or to add a fifth motor on the trailer car. The latter course was decided upon as it had a number of important advantages, the principal one being that the motor on the trailer car will give sufficient acceleration when power is applied to eliminate the jerking on the drawbar, which has always been an objection to trailer operation. The use of an air-brake cylin- der on the trailer car, operated in conjunction with the brake on the motor car, reduces the momentum of the trailer car, keeps the drawbar tight and eliminates the jerk in stopping. Tt also keeps the slack out of the drawbar, which would cause a jerk in starting. No change was necessary in the motor equipments of the standard semi-convertible cars which could be operated singly by any motorman and cared for by any car-house force without special instruction. Four 50-hp motors would have added more weight in excess of the weight of the present equipment of four 40-hp motors than the single 25-hp motor and controller which was mounted on the trail car and this excess weight and power would have served no useful purpose when the motor cars were operated singly. The addition of and 2. Normally No. 5 motor is fed through the trolley and front platform controller of the motor car. It should be stated here that the practice of the Philadelphia Rapid Transit Company is to feed the fields of all motors first and the accompanying diagrams have been drawn accordingly. In the series grouping motors Nos. 2, 4 and 5 are in series with Nos. 1 and 3, the tap for No. 5 being made ahead of the field of No. 4. In the Philadelphia Trailer Cars — End View of Trailer multiple grouping Nos. 2, 4 and 5 are fed from a tap ahead of Nos. 1 and 3. and all five motors are connected direct to ground. Motors Nos. 2, 4 and 5 have permanent grounds on the motor frames. In both the series and multiple groupings motor No. 5 takes proportionately the same amount of current for each step of the controller as Nos. 2 and 4. No trouble has Philadelphia Trailer Cars -Views Showing Jumpers, Coupling and Safety Guards Between Motor Car and Trailer, Also End of Trailer a trolley and operative controller on the trail car provided against a breakdown of the trolley or controllers of the motor car. Finally, the fact that the trail cars could be moved in and out of the car houses under their own power made it possible to pick them up and drop them at any convenient point with a minimum loss of time. The connections of the fifth motor on the trail car to the cir- cuits on the motor car are shown diagrammatically in Figs. 1 been experienced in operating together in this manner two GE-70 motors of 40 hp each and a GE-800 motor of 25 hp. In Fig. 3 are shown the wiring connections to all motors when operating both the motor car and trailer from the front platform of the motor car. Current enters the reverser at 19 and has two paths to ground, through Ai, AAi, Fi, 15, A*, AA», F2 to G and through 19, At, AA3, Fz, 15, A*, AA<, Ft to G. From AAt in the front platform controller a tap is run to the February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 343 junction box on the front dasher. The path of the current fed to the trailer motor is shown by the heavy line. From At in the front platform controller one of the main motor cables leads to terminal AAt in the rear platform controller and the tap to the junction box on the rear dasher is run from AAt exactly the same as on the front end. At of the rear con- troller is likewise connected to AAt on the front controller. Fig. 1 — Motor Circuits, Series Position From + Trolley Trolley od llotor Car l"G Motor #2 — Avwv Q — , s«WW — I Fig. 2 — Motor Circuits, Multiple Position Motor Car Lights 3- Way Switch Switch ' w~M 1 "~ /Trail Car Trolley Trail Car Lights Electric Ry. Jou Fig. 4. — Lighting Circuits Jumper Connections Fig. 5— Bell Circuits L1.u1.J4 Cells Electric Ry. Journ Permanent Ground on Motor Frames Contacts on Reverser ofj Operative K-28 Controll on Motor C The power wire jumper, which also carries the light wire, has two plugs which fit into the junction boxes on the rear dasher of the motor car and the front dasher of the trail car. The motor car plug has two terminals, one for the power wire and the other for the light wire, but the trailer car plug has four terminals, the two center ones, X and V, being permanently connected together. From the power wire terminal in the trailer junction box current flows through the field of No. 5 motor to terminal X to Y through No. 5 arma- ture to ground. The permanently connected twin terminals X and Y in the trailer plug permit the reverse handle of the controller on the trail car to be left in the neutral position with all contacts on the reverser open. When the plug is re- moved from the junction box the connections for the first five series steps in the control of No. 5 motor can be effected in the controller in the usual manner by moving the reverse handle to either the forward or back positions. It is not possible to reverse No. S motor from the controller on the motor car, but when Nos. 1, 2. 3 and 4 have been reversed No. 5 is fed after the field of No. 4 and therefore receives so little current as to be practically inoperative. By disconnecting the trailer plug of the jumper, however, and putting up the trolley on the trail car, No. S motor can be reversed from the trailer controller and operated backward simultaneously with the four motors on the motor car. Motor No. 5 on the trailer an< Nos. 2 and 4 on the motor car can be operated forward with current taken from the trolley on the trail car through the controller on that car, provided the reverser of the controller on the front plat- form of the motor car is set for forward running. The path of the current is then from trolley on trail car to ig on trail car controller, to //,, to field of No. 5, to A', io V, to armature of No. 5, to ground. The terminal A, on the trailer controller is also connected to the power wire in the jumper leading to //, in the motor car controller. From A, current Hows through motor No. 4 to ground and also to No. 15 and through Ai to motor No. 2 to ground. Motors Nos. 1 and 3 which are also connected to 15 have no path to ground, and hence are inoperative. The lighting circuits are shown in Fig. 4. Current for the lights may be taken from the trolley on either the motor car or trailer. Normally current is taken from the trolley on the motor car through an ordinary light switch. Between the switch and the lamps on the motor car a tap is run to a cable connecting the terminal sockets for the light wires in the junction boxes at both ends of the motor car. A single light wire in the power cable juniper connects in the trailer junction box to a cable leading to a three-way lighting switch on the trailer. This switch is connected to the trailer trolley and to the trailer lights. In one position the lights on both cars are fed from the trailer trolley, in another the trailer lights are fed from the motor car and in the third the trail car lights are cut out from both sources of supply. An ingenious arrangement for giving signals from the trailer to the motorman and conductor on the motor car has been in- stalled. The connections are shown diagrammatically in Fig. 5. A loud buzzer is mounted on the outside of the end bulkheads at each end of both the motor cars and trailers. These buzzers are connected in multiple across a common pair of wires, carried from car to car by a separate two-wire jumper cable. The clappers of both signal bells on the trailer are connected to one terminal of a battery of four cells carried on the trailer and spring contacts are attached to the gongs so that an electrical connection is made when the gong is struck by the clapper. These spring contacts are connected on one of the common buzzer wires and the second terminal of the battery is con- nected to the other common wire of the buzzers. When eithe.r of the signal gongs on the trailer is struck by its clapper all four buzzers ring. The instructions to motormen are to stop on either a buzzer signal from the trailer or the usual bell signal from the conductor on the motor car and not to start until both the buzzer signal and the bell signal are given. The buzzers in the motor car do not sound except when a signal is given from the trailer. The motor and trailer cars are coupled together with ordinary link and pin drawbars. Lying on top of each drawbar is a round iron rod fastened at the back end to the swivel pin and terminating at the outer end in an eye. Two safety chains are hooked into these eyes when the cars are coupled together as a precaution against break-in-twos. The motor and trailer cars have been regularly operated without serious trouble with the couplings around the loop at the foot of Market Street. The inner rail of this curve has a radius of only 27 ft. Terminals on Reverser of Inoperative K-28 Con- troller on Motor Car. AA,. Reverser on K-2 Controller of rFrom Trolle Trail Car in Neutral Position with all Contacts open and **2 Motor cut out Tap to Junction Box from A| in Operative Controller through Car Cables and Terminal AA.i of Inoperative Controller. nianent ' i round Motor Frame Fig. 3 — Circuits and Jumper Connections on Motor and Trail Cars The motor cars which were equipped lor train operation originally had Christensen straight -air brake valves, pump governors and compressors. As this equipment has no emer- gency features the Westinghouse Traction Brake Company devised a modification of its SME brake equipment, which was applied in connection with the Christensen apparatus already installed on the motor cars. The SMK equipment includes a brake pipe and a control pipe with hose connections 344 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. between cars and an emergency valve on both cars. In case the cars break apart the emergency valves come into action on both cars and set the brakes with full reservoir pressure. The hose connections are attached to the brake pipe and control pipe near the top of the dasher. POSTING THE WORK OF CARELESS EMPLOYEES On a very large electric railway there are often differences of opinion between the mechanical and transportation depart- ments as to the ultimate responsibility for pull-ins, and in many cases it is not easy to designate the individual responsible for the trouble. One railway has in use quite an effective photo- graphic method which not only avoids questions of this kind, but A Broken Motor Suspension Bar Which Was Responsible for An Accident mitting the broken lugs of a motor case to strike the paving. Two other views illustrate cases where the responsibility was traced to the shopmen. Thus one armature was injured on ac- count of a loose bearing and another through failure to lubri- cate. Like publicity is given to mechanical troubles, as in the example of the broken motor suspension bar illustrated. It may be added that this practice of posting illustrated Field Coils Ruined Through Neglect in Cutting Out a Damaged Motor Armature Injured Through Neglect of Oiler Injury Due to a Loose Armature Bearing Result of Motorman's Negligence in Permitting the Broken Lugs of the Lower Half of a Motor Case to Strike the Paving also tends to make every shopman and motorman exercise greater care in the handling of equipment. It is the practice on this road, whenever a car is brought into the general repair shop, to take a photograph of the armature, field, controller or other apparatus which shows undue neglect. This print, together with a brief account of the trouble and the name of the negligent employee, is posted for 10 days at the division shop or car house. Some sample photographs of defec- tive shop work, or of careless running, are reproduced in the accompanying illustrations. Two of these views illustrate the bad results to the armature and the field coils of an equipment because the motorman failed to cut out a defective motor. An- other shows the battering of an armature as the result of per- Another Result of Not Cutting Out a Defective Motor records of bad work has had a most beneficial effect, so that within the last year there have been very few examples of gro«» carelessness either at the car controller or in the shop. The Public Service Commission, Second District, New York, report of the delays to passenger trains in the State during De- cember shows 60,385 trains were run. Of these 75 per cent were on time at division terminals ; the average delay for each train was 39.7 minutes ; average delay for each train run 10 minutes. Principal causes of delay were: Waiting for trains on other di- visions, 40.9 per cent; waiting for connections with other roads. 14.4 per cent; train work at station, 12.2 per cent; trains ahead, 8 per cent ; meeting and passing trains, 4.8 per cent ; engine failures, 4.3 per cent; wrecks, 3.8 per cent. February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 345 THE EXPERIMENTAL CATENARY LINE OF THE CONNECTICUT COMPANY Since May, 1909, the Connecticut Company has been con- ducting an elaborate service test of catenary suspension sys- tems on a line between Middletown and Hartford, Conn. The total trial section is about 11,000 ft. long, of which 10,050 ft. are over the Valley Branch (steam) of the New York, New Haven & Hartford Railroad, and 950 ft. over public highways. GENERAL The purpose of this installation is to develop the characteris- tics of commercial catenary line material. Six prominent manufacturers, the Ohio Brass Company, the Westinghouse Electric & Manufacturing Company, the Electric Service Sup- plies Company, the Electric Railway Equipment Company (through Elmer P. Morris Company), the Johns-Manville Com- pany (through the Johns-Pratt Company) and the General Elec- tric Company — in the order of the assignments from south to north — were each requested to erect an installation of about 1700 ft. of single catenary for wheel operation at speeds of 40 m.p.h. The messenger sag, the types and spacings of hangers and the general details of design and installation were left to the manufacturer, subject, however, to the following conditions : The poles were to be spaced 150 ft. apart on tangents and 75 ft. apart on curves with the nearest face of the pole distant at the level of the top of the rail, 10 ft. 6 in. from the center line of the steam track and 7 ft. 6 in. from the center line of the track in the highways. Bracket construction was specified for tangents, and both span and bracket construction for curves. For bracket work, the poles were to have a rake of 6 in. in 24 ft. ; for span work, 12 in. in 24 ft. However, the Connecticut Company offered to install additional poles if the manufacturers desired them. All poles on the line are numbered consecutively from Middletown northward, with the odd numbers on the westerly side of the track. With the exception of the General Electric Company's di- vision, it was ordered that the trolley wire should be of No. 0000 grooved copper and the messenger wire of 7/16-in. extra galvanized, seven-strand Bessemer steel. For experimental purposes the General Electric Company's section was equipped with a trolley wire of N,o. 0000 grooved mild steel and a messenger of No. 0000 hard-copper cable made of 19 wires, each of 0.1055 in. diameter. The trolley wire clearances on the right-of-way were fixed at 22 ft. and the clearance above the rails on the highways at 18 ft. The trolley was to be con- tinuous, each section to be anchored at the ends and elsewhere, if desired; the messenger to be independent for each section and adjacent messengers passing over a common support and dead-ending in the following section. The supports of pulling- off curves were to be designed by the manufacturers, but it was specified that the chords were to be of equal length and that no exposed composition was to be used for strains. All the feed connections were made by means of a composition ear soldered to the wire and into which the No. 0000 feed tap was soldered in turn. The manufacturers furnished the full drawings and in- structions for erection, and were invited to have representa- tives present at the installation. The work, however, was done by a single contractor, furnished by the Connecticut Company. As far as possible, this erection was done under wrilten in- structions and without assistance from (he representatives, in order to determine the relative simplicity of the systems offered. The work was performed under the direction of E. H. McHenry, vice-president of engineering and construc- tion, New York, New Haven & Hartford Railroad, and Edward Gagel, chief engineer, by Charles Rufus Harte, assistant engi- neer in charge, and R. E. Wade, assistant. The actual installa- tion was made by C. W. Blakeslee & Sons, general contractors, of New Haven, Conn. EXPERIENCE TO DATE Up to the present time the behavior of this installation has been very satisfactory. Some time ago it was reported that certain hangers were too light and were bending. An investi- gation brought out the interesting fact that these bent hangers occurred on either side of the steam-railroad tell-tales. The trouble arose from the winding of the tell-tales around the trolley wire thereby throwing off the wheel, which on its re- turn to the wire frequently struck it a severe blow. Similar trouble was caused at a point where an anchor was located in the middle of a span which was so long that the guys were almost horizontal. In this instance a little slack permitted one guy to come down alongside the trolley wire and caused the same disturbance as at the bridge tell-tales. The tell-tales were removed, the guys pulled up and the hangers straightened. As no further bending has occurred at these points, it is quite evident that the company's surmise as to the cause of the trouble was correct. In regard to the behavior in service, it is reported that all types are standing up well. In a few cases one of the types of mechanical clamps gave some trouble due to the working-out of the short screws with which it was furnished. With these exceptions, the entire line continued to remain in first-class condition. Of course, the apparatus may still be considered as brand new, but when the present winter is over there should be some definite evidence of the behavior of the material under severe weather conditions. INSTALLATION OF THE OHIO BRASS COMPANY As shown on the accompanying map, the installation of the Ohio Brass Company is the first when starting from Middle- town. It is 2065 ft. long. All of the construction is of the bracket type with a hanger spacing of 15 ft. The sag of the messenger wire is 4 in. for 75-ft. spans and i6-)4 in. for 150-ft. spans. The distance from the messenger to the trolley at the messenger support is 23 in., at the center of 150-ft. spans 6*4 in., and at the center of 75-ft. spans 19 in. The principal appara- tus of this section is described in the following paragraphs. The pole bracket consists of a 2^-1'n x 2j^-in. x %-in. T- bar arm, with a 5^-in. support rod with fittings as shown in the accompanying drawing. All of the bracket-arm castings completely surround the T-bar and the support rod and insu- lator-pin castings are adjustable along the arm. For con- venience in erecting the bracket is so arranged that the messen- ger wire can be lifted over the end of the arm without having to thread it under the support rod. The messenger insulator pin is known as type C.E., form 1, and is made of black japanned malleable iron. The base of the pin completely sur- rounds the T-bar to make accidental disengagement impos- sible. The hangers have hinged clamp ears closed by a conical wedge screwing down into conical jaws. There are three types, as follows: C.A., form 1, with a loop-top strap hanger; type C.B., form 1, with a sister-hook-top rod hanger; C.D., form 1, saddle-top strap hanger with a hinge at the car. The pull-off hangers are of type C.A., form r, having sister-hook- top, rod hanger, double-grip screw curve ear and a spool above the car for the bridle. The anchor hangers, located at the brackets, are known as type C.B., form 1, and also have a sister hook top and rod hanger, as well as special half-ears of PoLe*+i I 2"curve- - ~l+7Gft'.- yyesUnahouseEihtco ' ri*r '7a8 5>ri — 1729 s ft- ->{< i-i.ee oervi.ee JuppUesCc ' 'Elmer PMorr^Cm Catenary Test Line — Order and Length of the Six Installations 346 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. ELECTRIC SERVICE SUPPLY ELECTRIC RAILWAY EQUIPMENT Hangers of the Electric Service Supplies Company and E. P. Morris Hangers of the H. W. Johns-Manville and General Electric Companies Electric Service Supplies Company's Bracket Westinghouse Company's Bracket Catenary Test Line — Types of Hangers OHIO BRASS WESTINGHOUSE Hangers of the Ohio Brass and Westinghouse Companies \\ \\ \\i \ \ ! V V \ ^ \ 1 ' 1 ] Johns-Manville Bracket and Steady Strain on Curves Elmer P. Morris Company's Bracket Ohio Brass Company's Bracket and Examples of Bracket Construction February 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 347 the soldered type with an eye at the butt end. From this eye a guy with a turnbuckle leads over the insulator to the anchor- age on the next pole. No steady strains were used by this company. One of the final tables shows in detail the arrange- ment of poles, of span lengths, and the number of hangers and pull-offs installed on this division. Similar tables are presented for all the other installations. INSTALLATION OF THE WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY The installation of the Westinghouse Electric & Manufac- turing Company is 1476 ft. long and follows that of the Ohio companying illustration. The latter also includes details of the various fittings, such as the steady strain and its clamping ear, main line insulator, insulator clamps, etc. The weights of the several parts are as follows : Bracket arm, without main line insulator or steady strain, 64 lb. ; main line insulator, 4 lb.; steady strain with clamp, 14 lb.; clamping ear for steady strain, 0.8 lb. ; total weight, 82.8 lb. Other drawings show^ the anchor hanger, the anchor clamp and the new rocker type trolley hanger. The anchor hanger is provided with heavy clamp grips for the trolley wire and the messenger cable. The trolley-wire jaws have eyes for General Electric Company's Bracket, Messenger Insulator and Pin Electric Service Supplies Company's Bracket with Wood, Steady Strain and Steel Goose Neck ie' Rake on curve en B+'-o" Bracket arm J>" f Beam Steady straun ens ■ fo'-9"Max — io'-o" Men 1 TroLLey ~3T wire Steady stracr? damp Clntm pi-ng ear if TensLor? rod CLamp Main Lcne Insulator and CLamp SS-o" lo top of ra it Westinghouse Company's Bracket and Fittings Catenary Test Line — Details of Brass Company. All of the construction is of the bracket type with a hanger spacing of 37 ft. 6 in. on 75- ft. spans and 50 ft. on 150-ft. spans — in other words, two-point suspension is used on the short spans and three-point suspension on the long spans. The sag of the messenger wire is 3J/2 in. on the 75-ft. spans and 16 in. on the other spans. The distance from the messenger wire to the trolley at the messenger support is 20 in.; at the center of the 50- ft. spans, 4 in.; at (he center of the 75-ft. spans, 16^ in. The pole bracket is the maker's 3-in. I-beam design with Upturned ends and '//-in. tension rod, as shown in the ac- H. VV. Johns-Manville Company's Bracket Construction the Different Types of Brackets itli Steady Strain the attachment of guy cables. The rocker banger has two ears, each consisting of a pair of jaws screwing into a socket. These sockets are mounted at the ends of the rocker arm at the center of which the hanger rod is connected by a hinge pin. The banger is of the rod type, with flattened ends and sad- dle top. The trolley is tied to the messenger by an anchor clamp, which also ties to the messenger four bead guys leading to adjacent poles. INSTALLATION OP THE ELECTRIC SERVICE SUPPLIES' COMPANY The installation of the Klectrie Service Supplies Company is 1728 ft. long and is made up of both span and bracket con- 348 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. struction. The hangers are spaced about 15 ft. throughout. The sag of the messenger wire is 4 in. on 75-ft. spans and 16 in. on 150-ft. spans. The distance from the messenger wire to the trolley at the messenger support is 22 in. ; at center of the 75-ft. spans, 18 in.; at the center of the 150-ft. spans, 6 in. The brackets are of the maker's T-bar type with an end- piece and tension rod, as illustrated. They carry Locke No. 5-A insulators for the messenger. The weight of a standard bracket equipment is 60.76 lb., distributed as follows : T-iron, 2J4 in- x 2^4 in- x 9 ft- 6 in., 40 lb.; pole socket, with bolt, 2.13 lb. ; two lag screws for pole socket, 0.22 lb. each ; guy-rod clamp with set-screw, 2.63 lb.; guy rod and fittings, 8.17 lb.; cast-iron angle washer, 0.5 lb. ; insulator pin and bolt, 5.36 lb. ; and outer end ornament, 1.53 lb. Two styles of hangers are used, known, respectively, as the "Interlocker" and the "Nuckelock." The first is of the rocking type, consisting of stamped-steel ear-plates with interlocking fingers, a rod hanger with flat ends, a pin-hinged bottom and a saddle top; the second is of the rigid type with jaws rocking on a ball-and-socket joint and locked by means of a lug on one of the jaws. The steady strains shown are used in curves only. An anchorage as made in the center of the span consists Messenger the span was made up with an eye-bolt in the pole head and porcelain goose eggs on either side of and close to the messen- ger; and the 10 remaining spans having wood strains instead of goose eggs. All of the hangers embrace what the designer calls the "Sure Grip" clamp. This consists of two clamping jaws, a threaded and tapped stud and a compression cup and hexagon nut for locking all parts together and clamping the trolley wire. The locking is completed by bending down one of the small clinch points on the hexagon nut. The forcing nut acts directly on the i-in. stud, so that no strain is imposed on the threaded end of the hanger rod. The clamp has no exposed threads nor pockets to retain moisture. The straight-line hangers installed are of both the rod and strap types, including the clamp described and sister-hook tops. The sister-hooks are secured to the messenger wire and locked in place by two small clinching points. The latter are directly under the main holding points and when bent up in position serve to bind the messenger wire together instead of forcing it out of shape. The y2-'m. suspension rod has a T-head which so engages the sister-hook that the rod can re- tain its perpendicular position by adjusting itself to the un- mwm® front View 5ide Vie Electric Service Supplies Company's Span Wire Clamp and Insulator Pin Electric Service Supplies Company's Span and Steady Strain Fixture Elmer P. Morris Company's Three Types of Spans Catenary Test Line — Specimens of Span of a single strain ear on the trolley wire either side of the center each having a guy with a turnbuckle tied to the mes- senger by a clamp anchor plate with four head guys from corners of the latter to adjacent poles, as illustrated. No pull- offs are used on this section. INSTALLATION OF THE ELMER P. MORRIS COMPANY The installation of the Elmer P. Morris Company is 1729.5 ft. long and is made up of both span and bracket construction, as illustrated. The material was made by the Electric Railway Equipment Company principally in accordance with the de- signs of Elmer P. Morris. The hanger spacing is 19 ft. for 75-ft. spans and 30 ft. and 37.5 ft. for 150-ft. spans. The sag of the messenger wire is 4l/2 ft. on 75-ft. spans and 17 in. on 150-ft. spans. The distance from the messenger wire to the trolley at the messenger support is 21 in. ; at the center of the 75-ft. spans, 1614 in. ; at the center of the 150-ft. spans, 4 in. The brackets are of galvanized double angles bent to clamp the pole, with a guy rod and a special three-bolt pole clamp, as illustrated. The messenger is carried on Thomas No. 1037 insulators. The steady strains are installed only on curves. Several specimens of span construction were installed as fol- lows: One span with spool type insulators; four cases in which Elmer P. Morris Company's Span Work Construction and Miscellaneous Fittings equal expansion or contraction of the messenger and trolley wire. In the case of the straight-line, ■ strap-type hanger the sister-hook top and the trolley-wire clamp are attached to the strap by J^-in. rivets, the whole making a very flexible sus- pension. The pull-off hangers are modifications of the straight- line rod hangers in having one or two eyes on the compression cup and in substituting one or two-eye messenger clamps for the sister hooks. The curves were pulled off with equal chords, the bridle being led back to a backbone stretched from pole to pole in accordance with the standard practice of the Con- necticut company. On one side of a bracket an anchorage consists of a half- strain ear on the trolley with a guy led to a turnbuckle at- tached to a strain plate on the bracket and a guy wire clamped to the messenger over the strain ear also leading to the same turnbuckle. On the other side of the bracket guy wires from the opposite turnbuckle lead to the top and bottom of an anchor hanger. The anchor hanger illustrated is also used on curves. An anchorage on the span section consists of a two-clamp trol- ley ear, with a four-eyed compression cup at the top of the hanger rod. A guy wire is led from each side of the ear to the clamps on the messenger, and from the four-eyed compression* cup guys are led in four directions to adjacent poles. February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 349 INSTALLATION OF THE H. W. JOHNS-MANVILLE COMPANY The installation of the H. W. Johns-Manville Company, which was furnished by the Johns-Pratt branch, is 1877.5 ft- long and is made up of bracket construction throughout. Both flexible and rigid material were furnished as specified hereinafter. The hanger spacing is 10 ft., 12 ft. or 15 ft. for spans ranging in H. W. Johns-Manville Company's Flexible and Rigid Hangers r^i 1—1. General Electric Company's Curve Pull-off Ear and Form CF Catenary Hanger gent sections, respectively. The curve bracket is provided with a steady strain, as illustrated. It is 14 ft. long, and is com- posed of two rolled-steel channels 2 in. deep and 1 in. wide and weighing 2.6 lb. per foot. These channels are riveted to- gether with spacing blocks between to increase the strength of the bracket as a strut. The blocks offer excellent means for fastening the various fittings by passing bolts between the channels and holding them in place with a washer, lock washer and nut. The tension rod is made of Yi -in. hot-rolled steel, having a head on one end and being threaded at the other. This rod passes up through a casting riveted between the chan- nels, the head engaging the lower side of the casting. The tangent bracket differs from the curve bracket in being made of two steel channels 3 in. deep and 1 in. wide pressed from l/s-in. sheet stock. The tension rod is fastened to the bracket by a bolt passing through the two webs of the channels and an eye at the end of the rod. The messenger insulator is of the ordinary petticoat ' porcelain type with a malleable-iron pin cemented into the porcelain. The pin is held to the bracket Electric Service Supplies Company's Interlocker and Nuckelock Hangers Elmer P. Morris Company's Single and Double Strain Flanger and Curve or Anchor Hanger Elmer P. Morris Company's Straight Line Rod and Strap Hangers t ■ Westinghouse Company's Trolley Hanger, Pull-off and Anchor Clamr Ohio Brass Company's Form i, Hangers, Type CD, Type CA, Type CI! (anchor), Type CA (curve pull-off), Type CB Catenary Test Line — Different Types of Hangers and Fittings length from 75 ft. to 150 ft. The sag of the messenger wire is 5 in. on the 75 -ft. spans and [6 in. on 150-ft. spans. The distance from the messenger wire to the trolley al the messen- ger supports is 20 in.; at the center of the 75-ft. span, 15 in.; at the center of the 150-ft. span, 5 in. Two types of brackets are installed for the curved and tan by means of a bolt passing up between the channels and screwing into the bottom nf the malleable-iron pin. Both flexible and rigid hangers have been provided, the former being of the bottom slide strap type with a two-screw ear and the latter of the rod type with a toggle clamp ear. The flexible hanger is made up as follows: The strap is stamped 35o ELECTRIC RAILWAY JOURNAL. * [Vol. XXXV. No. n. from steel stock i in. x % in. in section, a thickness which has been found stiff enough to prevent buckling from the blows of trolley wheels. Flexibility is obtained by a finger passing from one of the clamping plates through a rectangular slot at the lower end of the strap and through a rectangular hole in the other plate, the two plates being held together by flat-head machine screws. The strap is fastened to the messenger cable by a loop of flat stock, a bolt passing through the two loops and the upper end of the strap. In the rigid hanger the hold- ing power of the trolley-wire clamp is secured by a pair of toggles. It will be noted from the accompanying drawing that the weight of the trolley wire comes directly on the first point of the toggle arms so that the clamping effect on the wire in- creases automatically with the load. The nut and lock washers above the jaws prevent the opening of the latter with the up- ward pressure of the wheel. The messenger clamp consists of a malleable-iron hook screwed to the end of the hanger rod and having a grooved, hollow casting forced upward by a nut to hold the messenger firmly and to prevent its slipping from the hook. Both flexible and rigid pull-offs are used, corresponding to the sections with flexible and rigid hangers. The flexible pull- off construction illustrated is used to avoid hard spots at pull- off points. Its messenger clamp consists of two interlocking plates clamping the messenger cable between them, the pull-off cable passing around grooves at the middle of the plates and holding them together on the messenger cable. The trolley wire is held by means of an ordinary single-curve yoke and curve ger insulator bolt. This plate is then anchored to the adjoin- ing poles. The eye for attaching the anchor cable is placed far enough from the strain clevises to avoid the formation of a pocket to catch the trolley wheel. A spreader is placed be- tween the cables attached to the messenger cable and trolley wire to avoid cupping the latter when the strain is applied. This construction also permits the use of a flexible hanger at this point to prevent hard spots. INSTALLATION OF THE GENERAL ELECTRIC COMPANY The installation of the General Electric Company is 1995 ft. long, and is made up of both span and bracket construc- tion, the latter being used over the steam tracks and the former on the highway portion, where the ordinary overhead construction is terminated. The hanger spacing varies from 17 ft. to 50 ft. The sag of the messenger wire is 6 in. for 75- Hole General Electric Company's Messenger Clamp and Strain Clamping Ear 'Anchor- Strand Messenger ce Supplies Company's Trolley and Messenger Anchor H. W. Johns-Manville Company's Anchor Scheme H. W. Johns-Manville Company's Flexible Pull-Off H. W. Johns-Manville Company's Rigid Pull-Off Catenary Test Line — Pull-offs, Anchors, Etc. clamp ear. A spacing bar is placed between the pull-off cables at a distance of about 15 in. from the line, beyond which they converge and fasten to a wood strain. The rigid pull-off illustrated is made up of a steel tube with a clamp at the upper end similar to the messenger clamp of the flexible pull-off. The lower end of the steel tube is provided with a four-screw clamp ear. The pull-off cable loops around a shoulder at the lower clamp and loops over the two plates at the messenger cable. The steel tube is fastened to the messen- ger and trolley clamps by necks extending into the ends of the tube and being riveted to it. The two pull-off cables converge to a wood strain. Two of the accompanying drawings illustrate the anchorage scheme. The messenger cable and trolley wire are anchored to a plate held against the bottom of the bracket by the messen- ft. spans and 24 in. for 150-ft. spans. The distance from the messenger wire to the trolley at the messenger support is 30 in. ; at the center of the 75-ft. spans, 24 in. ; at the center of the 150-ft. spans, 6 in. Steady braces were not used on this section. In this installation the trolley wire is of No. 0000 grooved mild steel, and the messenger of No. 0000 hard copper cable, made of 19 wires, each of 0.1055 in- diameter. The brackets consist of two pieces of 2-in. x 1^2-in. x %-\r\. angle irons, 11 ft. 6 in. long, joined at the extreme end by a space block and rivet, and by a second space block 2 ft. nearer the pole. The ^>-in. steel guy rod which supports the bracket from the pole top passes through this second space block, the weight resting on the large button head on the end of the rod. The inner ends were sprung apart to span the pole and fastened with lag screws. The slot formed between the angle irons February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 35i by the space blocks is used for attaching a malleable-iron in- sulator pin to the bracket. The base of the pin is shaped to engage the slot and secured by a bolt passing up between the angles, thus providing means for transverse adjustment of the messenger with respect to the track. A standard single- piece, one-petticoat porcelain insulator, \\ '2 in. in diameter by ZVi in. high, was cemented to the pin for supporting the mes- senger cable. A piece of No. 8 iron wire was used for tying in. The end space block is provided with a lug which prevents the messenger cable from dropping off the end of the bracket in case the porcelain insulator is broken. It is also valuable during construction while pulling up the wires. The span construction is located on the village highway, as mentioned. The messenger support consists of two malleable- iron castings, one of which is sprung on the span wire similar to a round-top hanger, the other casting having sister hooks for gripping the messenger cable is adjustable so as to accom- modate the varying angles of the cross-spans. On curves this support was not located over the center of the tracks, but directly over the trolley wire, the alignment of the trolley and messenger being made by the adjacent pull-offs. A wood strain insulator was inserted in the span wire 2]/2 ft. to 3 ft. either side of the messenger support. • The straight line hangers are of the flexible type and con- sist of a 3^-in. three-screw clamping ear, similar to the well- known screw clamp grooved-wire ear, and a J^-in. cold-rolled steel strap % in. wide. The supporting strap is bent so as to form an open loop 2^ in. long at the upper end, and is shaped to prevent the hanger from becoming unhooked, no bolts or clamps being used. The extreme lightness of these hangers, the heaviest weighing 8 oz., and the long loop allow maximum flexibility. The pull-off hangers are of the semi-flexible type, consisting of a 10-in. curve screw-clamp ear, a -Hs-in. stem and clamps for gripping the messenger wire and for adjusting the hanger lengths. The stem is provided with an eye at one end and a "T" at the other, the eye being bolted to a clevis on the trol- ley clamp to allow movement parallel to the trolley wire, and the "T" end is passed through the messenger clamp and limits the travel of the stem after a wheel has passed under the hanger. On curves of large radius appreciable flexibility is obtainable, and on small radius curves the adjusting clamp is used to maintain the proper distances between messenger and trolley. The loop hangers and the jointed pull-offs per- mit taking out the slack in the messenger and trolley wires independently. j The anchor scheme shown is designed to give maximum flexibility by avoiding hard spots in the line, and at the same time providing for the independent adjustment of both the trolley and the messenger wires. A special malleable-iron two- piece clamp, with eye, was used for anchoring the messenger wire, and a single and soldered strain ear was employed for anchoring the trolley wire. A turnbuckle was used in each anchor wire, these, in turn, being attached to the bracket. The strain plate is fastened to the bracket by the insulator pin bolt. A separate plate is bolted to the bracket, from which the guys are run to adjacent poles. A space of 5 in. was left between the plates to avoid a pocket for the trolley wheel. A special condition was encountered on this division and was overcome as shown in one of the accompanying drawings. The height of the trolley wire over the steam tracks was 22 ft., and after turning on the highway the wire descended while passing over a level section of 400 ft. to a height of 18 ft. above the rail. At this point ascending grades of 1 per cent for a short distance and 5 per cent for several hundred feet were encountered. It was desired to keep the height of the trolley wire 18 ft. above the track through this low section and up the grades. The whole structure tended to lift 12 in. to 18 in. Hence a pull down was installed, located at the base of the 5 per cent grade, consisting of a standard pull-off hanger guyed on cither side to the poles supporting the span wires and pulling the wires down to the desired height above the rail. The weight of the structure was sufficient after the pull-down was attached to give the desired height above the rail at the base of the 1 per cent grade. A hard spot is formed in the line by this method, but recent inspection shows no ex- cessive wear upon the wire. TABLES The following tables give the details of the span numbers, pole numbers, span length, hangers, anchors, etc., as installed on each of the six sections : OHIO BRASS COMPANY. Span length Span No. Pole No. in ft. 1 5-7 97 6 type CB form i rigid hangers, one type CB form i one-way anchor. 2 7-9 143 10 type CB form i rigid hangers; feed tap at pole No. 7. 3 9-1 1 74 4 type CB form 1 rigid hangers, one type CA form 1 curve pull-off. 4 1 j - 1 3 99 5 type CB form 1 rigid hangers, two type CA form 1 curve pull-off. 5-13 j 3-3 1 73-77 3 type CB form 1 rigid hangers, two type CA form 1 curve pull-off. 14 31-33 74 5 type CB form 1 rigid hangers. 15 33-35 151-5 to type CA form 1 loop-top flexible hangers. 16 35-37 150 10 type CD form - hinged-bottom rigid hangers; feed tap at pole No. 35. 17 37-39 154 6 type CB form 1 rigid hangers. 18 39-Bridge 70 5 type CB form 1 rigid hangers. 19-20 Bridge-41 135 & 90 6 type CB form 1 rigid hangers. 21 41-43 151 9 type CB form 1 rigid hangers, one type CB form 1 one-way anchor. Alignment, curve right, 1433-ft. radius, spans Nos. 3 to 12. WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY. Span length Span No. Pole No. in ft. 22 43-45 75 2 Cat. No. S 48612 anchor hangers; two-way anchor in center of span ; messenger dead ends on pole No. 42. 23-32 45-65 73 to 77 2 sketch No. 18915 rocker hangers; 1 Cat. S 1 19658 steady brace on each pole. 33 65-67 75 2 sketch No. 18915 rocker hangers. 34-36 67-73 123-152 3 sketch No. 18915 rocker hangers; feed tap at pole No. 69. 37 73-75 150 2 sketch No. 18915 rocker hangers; 2 Cat. No. S 48612 anchor hangers; two-way anchor in center of span ; messenger dead ends on pole No. 76. Alignment, curve right, 2865-ft. radius, spans Nos. 22 to 33. ELECTRIC SERVICE SUPPLIES COMPANY. Span length Span No. Pole No. in ft. 38 75-77 150 8 Interlocker rocking hangers; two- way anchor in center of span; messenger dead ends on pole No. 73 ; bracket construction. 39-40 77-8i 150 & 151 9 Interlocker rocking hangers; steady brace on pole No. 77; bracket con- struction. 41-47 81-95 149 & 151 9 Nuckelock rigid hangers;, steady brace on poles Nos. 85 and 93; feed tap at pole No. 83. 48-50 95-101 73 & 76 4 Nuckelock rigid hangers; span con- struction; steady strain fixture consisting of messenger clamp, hanger rod, double strain eye and 12-in. two-clamp curve ear at each span; two-way anchor in center of span No. 49; messenger dead ends on pole No. 104. / Alignment, curve left, 2865-ft. radius, spans Nos. 48 to 50. ELMER P. MORRIS COMPANY. ELECTRIC RAILWAY EQUIPMENT COMPANY. Span length Span No. Pole No. in ft. 51 101-103 75 4 top-and-bottom-hinged, strap type "Sure Grip" hangers, three being regular form and one pull-off form; span construction, witn pole clamp having Thomas No. 7023 spool type strain insulator on poles Nos. 103 and 104; no trolley anchor; messenger dead-ended on pole No. 99. 52-54 103-109 76 4 top-and-bottom-hinged, strap type "Sure Grip" hangers, two being regular form and two pull-off ;. span construction, with Thomas No. 362 goose egg type strain insu- lators. 55 109-111 74 4 top hinge T-rod type "Sure Grip" hangers, two regular form and two pull -off form; span construc- tion, with 9^-in. wood strain in- sulators. 56-59 1 11-119 75 10 77 4 ,0P binge T-rod type "Sure Grip" hangers, tWO regular form and sp.'ll lion, with Thomas No/362 goose egg type strain insulators. 4 top hinpe T rod type "Sure Grip" hangers, three regular form and two pull-off form; span construc- tion, with 9Vl'-in. wood strain in- sulators. 4 top-and-bottom hinged, strap type "Sure Grip" hangers, regular form; span construction, with 0/j- in. wood strain insulators; two- way anchor in center of main span. 69 80 352 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. 1 N I 1 J 1 N ss' I I i Top of Raui Let/el Trach 4O0 ft I % Grade /SS ft. General Electric Company's Special Pull-down Scheme to Allow for a Change in Trolley Clearance Assembly of Anchor Plate for 5trau)ht Line Bottom View H. W. Johns-Manville Company's Straight Line Anchor Catenary Test Line — Details of Anchorage and Other Adjustment Methods February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 353 Span length Span No. Pole No. in ft. 62-65 123-131 148 to 154 5 regular form "Sure Grip" hangers, three being top hinge T-rod type, the other two top-and-bottom- hinged, strap type; span construc- tion, with 9^2 -in. wood strain in- sulators between poles Nos. 123- 124; bracket construction other- wise; feed tap on pole^ No. 125. 66 131-133 'So 4 regular form "Sure Grip" hangers, three being top hinge T-rod type, the other top-and-bottom-hinged, strap type; bracket construction; two-way anchor at pole No. 133. 67 133-135 150 4 regular form "Sure Grip" hangers, three being top hinge T-rod type, the other top-and-bottom-hinged, strap type; bracket construction; messenger dead ends cn pole No. 136. Alignment, curve left, 2865-ft. radius, spans Nos. 51 to 61. H. W. JOHNS-MANVILLE COMPANY. Span length Span No. Pole No. in ft. 68 135-137 150 10 rigid toggle-clamp rod type hangers; messenger dead-ends on pole No. 133- 69 i37-'39 152 10 flexible bottom-slide strap type hangers; steady brace and two- way anchor on pole No. 137; feed tap at pole No. 139. 70 72 139-145 150 to 152 11 flexible bottom-slide strap type hangers. 73 145-147 148 10 flexible bottom-slide strap type hangers. 74 147-149 74 6 flexible bottom-slide strap type hangers; one flexible pull-off; one- way anchor at pole No. 147. 75-82 149-165 73 to 77 6 flexible bottom-slide strap type hangers; two flexible pull-offs; feed tap at pole No. 159. 83-84 165-169 74 & 76 5 rigid toggle-clamp rod type hangers; one rigid pull-off; steady braces on poles Nos. 165, 167, 169. 85 1 69-1 7 1 77 4 rigid toggle-clamp rod type hangers; one rigid pull-off; two-way anchor and steady brace on pole No. 171. 86 171-173 74 5 rigid toggle-clamp rod type hangers; messenger dead-ends on pole No. 175. Alignment, curve right, 1146-ft. radius, spans Nos. 74 to 86. GENERAL ELECTRIC COMPANY. Span length Span No. Pole No. in ft. 87 173-175 152 3 flexible loop top, strap type hangers; bracket construction; one-way anchor on pole No. 172. 88-89 175-179 151 & 152 3 flexible locp-top, strap type hangers ; bracket construction. 90 179 & 184 82 3 flexible loop-top, strap type hangers , bracket construction, changing from west side to east side. 91 184 & 202 65 3 flexible loop-top, strap type hangers: bracket construction; two-way an- chor at pole No. 202. 92 202 & 204 151 3 flexible loop-top, strap type hangers; feed tap on pole No. 204; bracket construction. 93 204-206 150 2 flexible loop-top, strap type hangers and two flexible sliding-top rocker- base rod type hangers, pull-off form; bracket construction. 94 206 & 212 166.5 4 flexible sliding-top, rocker-base rod type hangers, pull-off form; pole No. 206 has bracket; span between poles Nos. 209 and 212. 95-96 212-218 528169.5 3 flexible sliding-top rocker-base rod type hangers, pull-off form; span construction. 97 218-220 65 2 flexible loop-top strap type hangers; span construction. 98-100 220-224 71 & 86 1 flexible loop-ton strap type hanger and one flexible sliding-top rocker- base, rod type hanger, pull-off form; span construction. 101 224-226 80 2 flexible loop-top strap type hangers and one flexible slifing-top rocker- base rod tvpe hanger, pull-off form; pull-down device at poles Nos. 223 and 224; bracket on pole No. 226. 102-104 226-230 100 & 116 3 flexible loop-top strap type hangers; one-way anchor at pole No. 230; bracket construction. Alignment, curve left, 231-ft. radius span No. 94; curve left, 1433-ft. radius, spans Nos. 96-100. HEARING ON FULL VESTIBULES IN NEW YORK The hearing by the Public Service Commission of the First District of New York to determine why an order should not be entered against the companies operating surface railway in Kings County and Queens County to require them to vesti- bule their cars completely was continued before Edward M. Bassett, of the commission, on Feb. 10, rpIO. G. II. Backus acted as counsel for the commission. A. M. Williams repre- sented the Brooklyn Rapid Transit Company in a similar capac- ity ; J. J. Kuhn, the Coney Island & Brooklyn Railroad; Arthur G. Peacock, the New York & Queens County Railway, and the New York & Long Island Traction Company, and Joseph R. Mansion the complainant. William C. Wiston, assistant electrical engineer of the com- mission, testified that during the storm on Jan. 1, 1910, he rode on the front platform of a car of the Brooklyn Rapid Transit Company equipped with one-third vestibule from the Borough Hall, Brooklyn, to the car house of the company near Bergen Beach, in the outlying section of Brooklyn. He was clothed for walking and wore a derby hat. The outside tem- perature was about 32 deg. and the temperature of the car about 49 deg. The run took about an hour. He felt no back draught, and it would be difficult to say what his feelings would have been had he been properly clothed. Conditions on the day he made his trip were not what could be considered average. He suffered no ill effects from the trip. The motor- man of the car had the flaps of his cap turned down over his ears and a wide coat collar turned up about his throat. He evidently experienced no difficulty from the cold in operating the car, and his clothing did not appear to interfere with the performance of his duties. Clifton W. Wilder, acting electrical engineer of the commis- sion, who took part in the work of making an appraisal of the property of the Brooklyn Rapid Transit Company, said that, in his opinion, the cars of the company could not be equipped with full vestibules for the amount of money mentioned in an esti- mate furnished by W. H. Marsh & Company. The specifications that were furnished with this bid did not conform to the standard practice of the Brooklyn Rapid Tran- sit Company. The company would naturally follow its standard specifications in making -this installation. That would increase the cost considerably. On the convertible cars it would be necessary to install trap doors on the platforms to fill in the space between the doors that would be put on and the edge of the platform. On the semi-convertible cars, of which there were more than 1000, the doors were set on the edge of the platform, and it would be necessary to fill in the space between the edge of the hood and the door. This would require extra material and extra labor over and above the estimate made. There were a number of other small items which he did not recall. The specifications for painting called for work that would be suitable only for the inside. The Brooklyn Rapid Transit Company had standardized its entire equipment whereby it used practically the same article for the same service on all cars, and had adopted hardware made chiefly of brass or bronze. Wrought iron with an oxidized finish was called for according to the estimate furnished by Marsh & Company. This finish would wear off in time and expose the iron to the weather. Mr. Wilder did not doubt that the estimate of $28 for the specifications submitted by Marsh & Company was accurate, but said that they were incomplete. He had examined esti- mates made by the Brooklyn Rapid Transit Company for mate- rials and labor for a vestibule for its cars, such as would meet the requirements of the case, which placed the cost of mate- rials at about $85 and the cost of labor at about $90 a car. Pie considered this estimate to be approximately correct. The cars of all the other companies were very similar in construction to the cars of the Brooklyn Rapid Transit Company. It would cost more to equip the 50 steel cars of the New York & Queens County Railway, however, than the wood cars. The Brooklyn Rapid Transit had approximately 1050 semi- convertible cars and 450 convertible cars to be equipped with vestibules and the Coney Island & Brooklyn Railroad about 200 cars. Mr. Wilder would not advise that the companies depart from what had come to be their standard practice, especially as in this case it would entail the lowering of standards. A motion made by Mr. Williams to dismiss the case was taken under advisement. The hearing was then closed. Negotiations are in progress for the construction of an electric railway in Jutland, Denmark, from Aarhus to Randers. I he estimated cost is $t,ooo,000. 354 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. OPERATING STATISTICS FOR STREET RAILWAY COMPANIES IN NEW YORK STATE The table below gives a summary of the financial and operating statistics of the electric railway companies in New York State for the year ended Sept. 30, 1909. These figures are taken from the reports filed by the railway companies with the Public Service Commission of the Second District and will appear with the other detailed figures in the forthcoming re- ports of the commission: Total miles Name of Company. operated. United Traction Company, Albany 93.5 Auburn & Syracuse Electric Railroad 56.8 Auburn & Northern Electric Railroad Company... 11 (a) Babylon Railroad Company 7.5 Eastern New York Railroad, Ballston Spa 15 Binghamton Railway Company 46.98 International Railway Company, Buffalo Buffalo Southern Railway Company 23.6 Buffalo & Depew Railway Company 13.59 Buffalo & Lake Erie Traction Company 168 Catskill Electric Railway Company 5.5 Cohoes Railway Company 2.6 Corning & Painted Post Street Railway Company.. 5.9 Cortland County Traction Company 17 Elmira Water, Light & Railroad Company 27.24 El mira & Seneca Lake Traction Company 16.41 Fishkill Electric Railway Company 7.23 (c) Geneva & Auburn Railway Company '7-75 Glen Cove Railroad Company 3.45 LIudson Valley Railway Company, Glens Falls.... 138.25 (d) Fonda, Johnstown & Gloversville Railroad Company 117 The Adirondacks Lakes Traction Company 5 Lima-Honeoye Electric Light & Railroad Company. 5.26 Bennington & North Adams Street Railway Com- pany 28.87 The Hornellsville Electric Railway Company 5.06 The Hornellsville & Canisteo Railway Company... 4.33 (f) Albany Southern Railroad Company 47.6 Huntington Railroad Company 18.7 Ithaca Street Railway Company 10.5 The Jamestown Street Railway Company 24.64 Chautauqua Traction Company 33-4 Warren & Jamestown Street Railway Company... 22 Keeseville, Ausable Chasm & Lake Champlain Rail- road Company 5.64 Kingston Consolidated Railroad Company 9.1 Marcellus & Otisco Lake Railway Company The Walkill Transit Company, Middletown 12.84 New York & North Shore Traction Company, Mineola 10 Newark & Marion Railway Company 9.15 Orange County Traction Company 18.95 New Paltz, Highland & Poughkeepsie Traction Company 9.27 Westchester Electric Railroad Company, New York 50.3 Niagara Gorge Railroad Company 25.43 The Electric City Railway Company, Niagara Falls 3.87 Northport Traction Company 2.74 Ogdensburg Street Railway Company 63.71 Western New York & Pennsylvania Traction Com- pany, Olean 98 Oneida Railway Company 114.2 (g) Otsego & Herkimer Railroad Company, Oneonta 76.6a Hudson River & Eastern Traction Company, Ossin- „ 'ng 3 Oswego Traction Company 11.5 Peekskill Lighting & Railroad Company 10.36 Putnam & Westchester Traction Company 4 Penn Yan, Keuka Park & Branchport Railway. . . . 9.32 Plattsburg Traction Company 7.7 New York & Stamford Railway Company, Port Chester 23 Port Jervis Electric Light, Power, Gas & Railroad Company 4.4 Poughkeepsie City & Wappingers Falls Electric Railway Company 17.05 (h) New York State Railways, Rochester 230.96 (i) Rochester Railway Company 165.3 (i) Rochester & Eastern Rapid Railway Company.. 53 Rochester & Suburban Railway Company 23.4 (j) Rochester & Manitou Railroad Company 7.75 Rochester, Syracuse & Eastern Railroad Company. 115 Buffalo, Lockport & Rochester Railway Company. . 60.3 The Nassau County Railway Company, Sea Cliff.. 1.6 Schenectady Railway Company I33-71 Syracuse Rapid Transit Railway Company 88.4 Syracuse & Suburban Railroad Company 18.08 Syracuse, Lake Shore & Northern Railroad Com- pany 53.14 Syracuse & South Bay Electric Railroad Company. 21 Troy & New England Railway Company 10 Utica & Mohawk Valley Railway Company 127 Black River Traction Company, Watertown 10.47 St. Lawrence International Electric Railroad & Land Company, Watertown 7.69 Waverly, Sayre & Athens Traction Company 9.28 Elmira, Corning & Waverly Railway Company.... 10 Tarrytown, White Plains & Mamaroneck Railway Company 24 Buffalo & Williamsville Electric Railway Company 11 Railway Revenues. $2,003,178 387,707 43,352 i,390 31,058 33L777 63,662 14,489 667,674 18,280 77,810 49,753 75,192 239,708 64,037 49.778 94,031 20,585 580,541 -Street- 135,755 834.516 1,948,187 202,534 58,308 10,763 382,037 167,047 14,422 904,038 1,350.558 118,234 208,500 39.105 33.9i8 1,149,890 73,071 14,271 77.392 7,i77 144,929 38,703 Operating Expenses. $1,184,1 19 233,030 25,404 1,260 23,087 I95,5i8 55,662 21,382 450,679 19-352 53,707 34,7" 54,411 68,967 48,01 1 33,365 50,132 14,807 47L776 100,323 544,58o 1,277,708 142,773 38,250 13,708 199. 106 144,946 13,879 602,599 967,574 77,387 136,620 35,098 22,623 710,410 Operat- ing ratio. 58.61 60. i 58.64 90.6 74-34 58.84 87.43 147-5 67.6 105.87 69.02 69-53 72.36 71.2 74-9 67. 1 71-93 81.26 773.849 378,033 48.24 J t \ 12 73.059 2 1 ,029 27,846 236,325 66,618 18,296 13,247 192,646 91.18 87 54-76 81.5 23,452 125,502 186,511 153.093 84,417 13,979 83,200 108,7 1 5 86,180 42,067 59.68 66.29 55.20 56.55 49-83 141,245 80,533 57-02 32,173 60,275 25,389 55,652 78.9 92.3 37.084 14.357 163,485 34,578 13,708 104,468 94.1 95-4 63-9 27,885 17,813 63.8 388,497 163.193 18,825 406,81 1 87,740 13,593 104.7 53.76 72.20 10,755 37,993 9,304 24,207 86.56 63-71 346,842 145,294 42.12 352,280 210,770 59-24 185, so8 179.163 96.61 21,221 61,947 67,052 8,484 24,813 45,658 41,247 7,474 112. 2 73-74 60.02 88.09 30,002 27,234 17.255 1 6,062 57-5 58.98 250,853 169,780 67-45 14,501 14,820 102.19 73-95 65.22 65.58 89-734 65.60 120.95 52.12 86.78 96.23 66.65 71.64 65-53 65.68 89-75 67-45 61.78 Car-seat miles, 6 1110s. only. (b) 32,400 ♦278,054, 574 *i,S39,9iS •2,903,360 (,e)366,274 *2, 108, 712 * 1 ,678,000 5,512,437 "13,038,833 "12,965,348 40.774,500 9,139,147 "29,984,508 •4,926,048 •10,123,724 ♦2,914,993 "5,252,908 "1,071,738 •i,903,934 * 1,122,562 •8,923,191 (h) 123,680,424 •2,637,355 205,375,894 •63,668,850 "97,714,888 73,095 100.00 "84,236,144 "642,550,000c ?) Total car-hours. 1,003,632 157,907 1 0,422 3,872 206,778 803,833 42,893 357,099 53,523 26,938 37,058 163,860 22,31 1 26,892 43,882 18,240 187,966 4,767 34,i86 18,780 10,414 27,722 15,075 66,876 154,815 5 7,64 9 22,828 68,864 33,313 18,97c 76,384 267,888 37,076 ",I37 73.407 145,068 57,953 61,720 55,728 44,583 6,655 8,518 1 3,822 95,342 17,278 64,372 324.990 802,075 9.625 67,243 31,286 10,215 338,822 5,454,256(?) 51,231 50,883 12,463 9.183 439,647 Total car-miles. 8,164,786 Pass. 1,521,968 I3L472 1,080 59,110 1,659,751 16,370,814 416,925 193,124 3,558,606 121,732 400,153 218,909 303,349 1,302,641 316,201 208,255 422,706 98,501 1,879,197 1.653,945 31,166 469.454 161,952 82,512 688,283 76,232 387,722 794,668 Pass. 506,458 Pass. 296,802 14,049 59,533 7,345 186,486 27,293 9S.4 76.02 102.34 128.82 70-51 54,612 101,456 573.083 305,387 201,001 556,194 2,169,517 305,023 93.146 42,627 312,287 1,503,534 1,241,225 646,423 138,583 397,491 340,745 61,304 85,708 Pass. 134,993 879,232 98,269 545,495 2,944,772 7, 1 12,764 556,475 148,740 1,333,662 582,288 44,776 3,223,769 5,454,256 500,470 720,008 166,810 151,963 4,440,509 365,000 19,785 478,076 76,179 875,329 Seventy-eight companies on this list, but three with no report, (a) Operated during summer months only, (b) For one month only, (c) Suc- cessor to Geneva, Waterloo, Seneca Falls & Cayuga Lake Traction Co. (d) Includes 32 miles operated by steam, (e) For two months only, (f) Suc- cessor to Albany & Hudson Railroad Company, (g) Successor to Oneonta & Mohawk Valley Railroad Company. (h) Operation from March 23 to Tune 30, 1909. (i) Operation from July 1, 1908, to March 23, 1909. (j) Operation from Aug. 20, 1908, to June 30, 1909- February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 355 A REVIEW OF THE STREET RAILWAY REHABILITATION IN CHICAGO Speaking on the subject, "What Has Been Accomplished in the Rehabilitation Work of the Chicago Traction Companies," B. J. Arnold, chairman and chief engineer of the Board of Supervising Engineers, Chicago Traction, addressed the Elec- tric Club of Chicago on Feb. 16. He reviewed the "settle- ment ordinances" passed by the City Council, Chicago, in February, 1907, which went into effect when accepted by the street railway companies. This date, in the case of the Chicago City Railway Company, was April 15, 1907. The ordinances were adopted as the result of a 10 years' struggle over street railway franchises and street railway service in Chicago. They provided for the organization of a board of supervising engi- neers composed of a representative from each of the com- panies, a representative of the city and Mr. Arnold as chair- man of the board. The representative of the Chicago City Railway Company from the first was H. B. Fleming. The first representative of the city of Chicago was Charles V. Weston, later succeeded by George Weston, the present representative of the city. John Z. Murphy is the representative of the Chi- cago Railways Company, which did not formally accept its ordinance until Jan. 28, 1908. At the present time, the work of the Chicago City Railway Company, which operates on the South Side, is almost com- pleted and there is little doubt that the entire rehabilitation of this company will be accomplished within the three-year limit set by the ordinance, which, in the case of this company, will expire April 15, 1910. The work accomplished has been of a high grade and credit is due, said Mr. Arnold, to the engi- neering force of the company for carrying it on rapidly and efficiently. No doubt the Chicago Railways Company will com- plete its work also within the time limit set. The work of rehabilitation has been an undertaking of mag- nitude, requiring the reconstruction of many miles of electric railway, the building of substations, car houses, etc. Finan- cially considered, the ordinances provide that the operating ex- penses of the railway companies shall first be paid out of the gross earnings. From the remainder 5 per cent is deducted for interest on the investment. Of the net profits 55 per cent goes to the city and 45 per cent to the companies. Thus the com- panies and the city are jointly interested in the operation, suc- cess and profits of the street railways of Chicago. Since the ordinances went into effect the companies have paid into the city treasury about $4,250,000 under the arrangement just mentioned. This money is available for any purpose to which the city sees fit to devote it, although it has been gen- erally considered that it is to be used only for traction pur- poses. Having in charge the financial aspect of the rehabilita- tion, with its other duties, the Board of Supervising Engineers has supervision over the accounts of the rehabilitation work, as well as the engineering and construction. It files monthly cer- tificates with the city comptroller showing the amount expended for betterments. Before the ordinances were adopted it was agreed that the valuation of the properties of the companies should be fixed at $50,000,000. Additions to this original in- vestment are shown by the board's monthly certificates. One provision of the ordinances is that the city may purchase the properties at certain fixed times if it elects. The amount which must be paid is exactly determined at any time by adding' the total expenditure shown by the monthly certificates to the orig- inal valuation. However, only the city has the right to purchase the properties at this valuation. Tf any third party desires to purchase the properties it is provided that 20 per cent shall be added to the actual investment determined in the manner men- tioned. This is a wise provision in the ordinance, in Mr. Arnold's judgment, for it makes the companies feel secure in their investments. Mr. Arnold gave some interesting figures showing the extent of the rehabilitation work. The mileage of track reconstructed so far is 302, and there are 305.5 miles of trolley wire and 4C5 miles of underground cable feeders. The trolley wires and the feeder cables represent 7,017,418 lb. of copper. For the feeders there have been constructed 888,139 ft. of conduit, representing 5,524,200 duct-feet. The number of manholes provided for these conduits is 2412. The total cost of this overhead and under- ground construction so far has been $4,468,767. Some attention was paid by the speaker to the method adopted for the treatment of ties by impregnating the wood with chloride of zinc. This permits the use of cheaper timber and makes the first cost less. The ties are completely embedded in concrete. Three types of track are used. One consists of steel ties spaced 4 ft. apart. A second consists of treated wooden ties spaced 3 ft. apart, and a third of treated wooden ties spaced 2 ft. apart. In every case the ties are embedded in concrete, but in the third method they are laid on a foundation of crushed stone. This last type is used in the central business portion of the city and is constructed with the idea that it may be disturbed at the building of the passenger traffic subways. The construction is such that by removing the crushed-stone foundation the ties may be easily supported on temporary foundations while excavation is going on for the subways. The total cost of the rehabilitation of 302 miles of track has been about $15,000,000. Seventy-five per cent of this mileage is laid on treated ties. In relation to buildings the rehabilitation has resulted in the construction of seven new substations, while two of the old cable-railway power houses have been remodeled into substa- tions. Nine fireproof car houses have been built, as well as three paint and carpenter shops, one office building, one stor- age-battery building and four new storehouses. The total cost of these new buildings has been $4,620,000. An idea of the volume of building work performed may be had if one con- siders that the brick used would build a 13-in. wall 10 ft. high and 18 miles long. The new power-plant equipment consists of 78,400 kw m rotary converters and also 2240 kw in storage batteries. The total cost of this equipment has been $1,617,437. Electrical energy is purchased to a large extent. Of new "pay-as-you-enter" cars 1350 have been purchased during the rehabilitation. Of these 50 are of the all-steel type. In addition, 828 modern cars have been remodeled to conform to the "pay-as-you-enter" standard car. The total number of these new or rebuilt cars in operation is 2178, and the cost of them to date has been $8,136,114. A standard fender which is believed to be the best yet evolved has been adopted and dur- ing 1909 the saving of four lives is directly ascribed to the use of this fender. The total cost of the rehabilitation work to Dec. 1, 1909, was practically $37,000,000. To this should be added the certificates of investment cost during December and January, and also nearly $6,000,000 which has been expended for the smaller sys- tems of the Calumet & South Chicago Railway Company and the Southern Street Railway Company. This brings the total investment to date up to about $95,000,000, and this amount will exceed $100,000,000 by the time the rehabilitation is com- pleted. Thus the original valuation of $50,000,000 will have been doubled as the result of the extensive system of better- ment and reconstruction carried out under the direction of the Board of Supervising Engineers. On the $100,000,000 the rail- way companies will receive 5 per cent on their actual invest- ment as well as 45 per cent of the net profits and they appear to lie satisfied with their returns under this arrangement. Referring briefly to the tunnels under the Chicago River, Mr. Arnold spoke of the Washington Street and La Salle Street tunnels as under construction. In relation to the latter tun- nel the shield method of construction is used on the land ap- proaches in order not to disturb existing buildings. For the river section a double-section steel tube will be floated into the proper position across the river and then filled with water and sunk into the place excavated for it in the bed of the river. The tubes will then be pumped out and connected with the tunnels previously driven through the land approaches. In the case of the Washington Street tunnel a part of the old tunnel in the river section is to be utilized in an ingenious manner in the river section of the new tunnel. This portion is the new 356 roof of the old tunnel, consisting of a thickness of about 5 ft. of concrete reinforced by steel I-beams. The old footings under this roof will be cut out in places and still enough left to support it. In these cut-out portions the new side walls will be built down to the deeper level made necessary by the new construction and afterward the remaining portions of the old footings will be taken out in like manner. This accomplish- ment under a river bed is quite a complicated piece of engi- neering, and Mr. Arnold paid a compliment to George W. Jackson for originating it. The new Van Buren Street tunnel under the river is practically completed. Mr. Arnold further said that the through-routing of the surface street railways in Chicago has been delayed largely by the necessity of building these three new river tunnels at a much lower level (in order to comply with the navigation re- quirements of the War Department) than the old tunnels. Fur- thermore, through-routing has been delayed by the necessity of rearranging some of the columns supporting the Loop elevated- railway structure in the central business district, so that the long new surface cars may go around curves which were not originally planned for their use. These obstructions will prob- ably be removed, however, by a concerted action of all the sur- face and elevated railway interests, resulting from a move- ment now under way, so that it is probable that during the sum- mer of this year the through-routing of the street railway lines of Chicago will be an accomplished fact. "After that," said Mr. Arnold in conclusion, "the problem of building the pas- senger traffic subways for Chicago will press for a settle- ment which can no longer be delayed." ELECTRIC WELDING IN REPAIR SHOPS The Philadelphia Rapid Transit Company after experiment- ing for a long time in a small way has perfected a number of interesting welding processes with an electric arc at its Ken- sington Avenue shops. Two welding outfits have been installed and the work of the forge shop is now confined almost entirely to upsetting and forming. All grades of wrought iron and steel are successfully welded with the electric arc and even malleable iron gear cases have been repaired with this process. Current at from 14 to 20 volts is used to form the arc. The carbon pencil is secured in a wooden handle and is connected to the positive lead of the water rheostat which regulates the voltage. The piece to be repaired is mounted on a bench and is connected to the negative side of the rheostat. By playing the point of the carbon pencil over the surface to be welded the metal is brought up quickly to a full welding heat, which is localized at the break. The weld is finished on an anvil by hammering until cold in the usual manner. A special flux is necessary to secure satisfactory welds with steel. The compo- sition of this flux was determined by Harry Branson, superin- tendent of rolling stock and equipment of the Philadelphia Rapid Transit Company after many trials and experiments, and is secret. Among the many uses to which electric welding is put in these shops may be mentioned butt welding of motor armature shafts and building up shafts which have worn down in the bearings. A worn shaft can be built up with metal welded on to a thick- ness of 34 m- or in. at a total cost for welding and machin- ing to correct diameter of not to exceed $2. To tear down an armature and insert a new shaft would cost from $35 to $50. In building up a shaft small pieces of Yi-m. round steel bars containing 0.20 per cent carbon are melted down on the shaft by the electric arc. The completed weld is not hammered, but it is claimed that the metal welded on in this manner is as homogeneous as the shaft itself and has quite as good wearing qualities. Another application is plugging worn and elongated holes in brake levers and rods which are afterward drilled out. In a recent paper before the Engineers' Society of Western Pennsylvania, J. C. Roberts, assistant chief engineer of the Technologic Branch, Geological Survey, stated that 200,000,000 tons of coal are wasted annually by being thrown on the culm banks, or left in the mine in pillars and otherwise. [Vol. XXXV. No. 9. HEARING ON SERVICE IN THE NEW YORK SUBWAY At the continuation of the hearing before William R. Will- cox and John E. Eustis of the Public Service Commission of the First District of New York on Feb. 16, 1910, regarding service on the subway lines of the Interborough Rapid Transit Company, B. G. Lewis of the statistical department of the com- mission said that he had compiled from the reports of the com- pany for 1905, 1906, 1907, 1908 and 1909 a statement of the number of cars in operation, the miles of track operated, and the revenue passengers. Mr. Lewis' figures follow : CARS OWNED. 1905. 1906. 190/. I908. 1909. Subway 796 794 794 837 823 Elevated 1552 1524 1503 1591 1591 MILES OF TRACK OPERATED. 1906. 1907. 1908. 1909. Subway 71.4 72.48 79.25 81.94 Elevated 118.05 118.05 118.05 118.05 REVENUE PASSENGERS CARRIED. 1906. 1907. I908. 1909. Subway 137.919.632 166,363,611 200,439,776 238,430,146 Elevated 257,796,754 282,924,273 282,845,864 276,250,196 PERCENTAGE OF INCREASE ON SUBWAY ALONE FROM 1906 TO I909. Number of cars 3 to 4 per cent Miles of track 14 per cent Revenue passengers carried 73 per cent James L. Quackenbush of counsel for the company said that the commission would be notified if any discrepancies were found in these figures. Frank Hedley, vice-president and general manager of the company, said that it was not surprising that there had been no increase in the number of cars between 1907 and 1909, dur- ing which the traffic had increased from about 166,000,000 passengers to 238,000,000 passengers, because all the cars were being operated that could be used expeditiously. He presented the following memorandum showing the percentage of passen- ger increase and the percentage of increase in subway cars run from 1906 to 1909 : Per c :nt. 1906 over 1905 — Increase in passengers 28.88 1906 over 1905 — Increase in cars run 17.65 1907 over 1906 — Increase in passengers 21.88 1907 over 1906 — Increase in cars run 15-63 1908 over 1907 — Increase in passengers 21.05 1908 over 1907 — Increase in cars run 29.01 1909 over 1908 — Increase in passengers 16.19 j 909 over 1908 — Increase in cars run 97 The hearing was then closed. As a result of the hearings on this subject the commission on Feb. 18, 1910, adopted the following order: "Ordered: 1. That the Interborough Rapid Transit Com- pany provide service daily on all subway express and local tracks, by operating subway trains in each direction past every station so as to furnish during each half hour period, begin- ning at the even hour and half hour, either: "(a) A number of seats at least equal to the number of passengers, or: "(b) The maximum number of trains and cars that can be operated with the subway cars now and hereafter owned and equipped. "2. That the interval of time between all subway trains op- erated both on express and on local tracks southbound past Ninety-sixth Street shall, daily except on Sundays and holi- days, be as follows : "(a) Not more than a two-minute interval between trains from 6. 1 1 a. m. to 8.30 p. m. "(b) Not more than a three-minute interval between trains from 8.30 p. m. to 12.39 a- m- "Further Ordered, that this order shall take effect on Feb. 25, 1910, and remain in force until modified or revoked. "Further Ordered, that within five days after service upon it of a copy of this order said Interborough Rapid Transit Company notify the Public Service Commission for the First District whether the terms of said order are accepted and will be obeyed." The commission has adopted an order for a general inves- tigation of the service on the elevated lines of the Interbor- ough Rapid Transit Company, to be conducted by Chairman Willcox and J. E. Eustis of the commission. The first hear- ing was set for Feb. 24, 1910, at 2:30 p. m. ELECTRIC RAILWAY JOURNAL. February 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 357 NEW FRANCHISE FOR CLEVELAND RAILWAY APPROVED On Feb. 17 the people of Cleveland approved the Tayler form of franchise for the Cleveland Railway Company by a vote of 27,307 to 19,197, or a majority of 8,110. The small vote was the result of the very disagreeable weather that prevailed. The city was harassed with a blizzard so severe that traffic was demoralized. Under the circumstances, the friends of the grant feel that the vote was very complimen- tary to the ordinance and they are well satisfied. Had the day been pleasant, it is believed that the majority would have been very large. As it is, the number is larger than that given any other public measure in Cleveland for years. Aside from the statements issued by Judge Tayler and former Mayor Johnson, nothing in the way of public cam- paigning regarding the grant was done. It is said that former Mayor Johnson's friends did some quiet work against the or- dinance, but this evidently did not have much effect. The cardinal points in the new grant are that there shall be a sliding fare so regulated that the profits shall be only sufficient to pay a dividend of 6 per cent to the stockholders and interest on the bonds; the initial fare for the first eight months shall be 3 cents, with a maximum fare of 4 cents cash or seven tickets for 25 cents and a penny for a trans- fer in either case ; city council to have control over rout- ing cars and conditions of service ; a street railway commis- sioner to represent the city with a salary of $12,000 a year and expenses for assistance, all to be paid by the company, whose books shall be open to him at all times; charges for operating expenses limited and expenses for capital account to be approved by the city council ; all lines to be equipped with pay-as-you-enter cars by a certain date ; city given the right to purchase the property at the end of the grant and to purchase or name a purchaser at the end of eight years at $110 per share. The ordinance is for 25 years and if not extended for another 25 years at the end of every 10-year period, the company has a right to put in force the maximum rate of fare. It is recognized that an experiment is to be tried in limiting the fare to such a low figure and placing the operation in com- plete control of the city council, as well as in putting a limita- tion upon the dividends to be paid upon stock. Judge Tayler realized that the elimination of the element of possible in- crease in dividends will to a certain extent tend toward loss of interest on the part of those in control, but he believes that there are other features which will counterbalance this, and that the result will be gratifying in every way. The stock- holders, however, are guaranteed dividends of 6 per cent and, should the maximum fare not prove sufficient to give a good service, maintain the property in good shape and pay these dividends and the interest, it will be up to the city to take such action as will make this possible. It is believed that the people of Cleveland will not be satisfied with anything less than was furnished by the old company before the fight com- menced. They have had to stand what the receiver has been able to furnish, but now that the city has achieved its purpose, the people will look to the city to carry out its contract with the company and at the same time furnish a service second to none in the country. Judge Tayler and Receiver Bicknell had made arrange- ments so that little time would be required to put the new fare into effect if it was found that the grant had been ap- proved. Accordingly, when the unofficial count showed that it had been carried by a decisive vote, the announcement was made that it would become effective on the morning of Feb. 19. It was understood beforehand that there should be no such demonstration as took place when the Municipal Traction Company acquired the system and presented the people with a "municipal day," with free rides. The little metal disks went into general use on Feb. 19 and were sold five for 15 cents. They are put upon the little wire fixtures with which the Municipal Traction Company ex- perimented at a cost of several thousand dollars. Fares were also collected in cash, but if even change was not proffered the conductors retained 5 cents. The old tickets were also accepted, but if the holders preferred, they could exchange them at the general offices for the 3-cent disks. It is under- stood that the company will use paper tickets when the for- mal change of control of the property takes place. Judge Tayler has set March 1 as the date when the receiver- ship will be ended. He believes that all the necessary for- malities can be completed by that time. Funds will probably be placed in the hands of Secretary Henry J. Davies, as trus- tee, to pay the dividends to the stockholders of the old Cleve- land Electric Railway and the holders of so-called guaranteed stock, as fixed by the court. The new rate of fare applies on all lines within the city limits only and the people of the suburbs will be compelled to pay whatever their contracts with the old company pro- vide. Collinwood and Corlett have been annexed to the city and the order putting the ordinance into operation includes them, although it was thought some time ago that a legal de- cision regarding the territory included in Collinwood would have to be secured, as it has been annexed since the ordinance was passed by the city council. East Cleveland has the same fare and the same conditions as prevail in the city, because of its contract with the old company to that effect. Lakewood people pay 5 cents and have the benefit of free transfers, as they have had in the past. Several other suburbs have the same conditions. In effect, the grant makes a zone system, so far as these villages are concerned. As soon as the result of the vote was made known Presi- dent Horace E. Andrews, then in New York, called a meeting of the board of directors for Feb. 21, in order to make prepara- tions for receiving the propery on March 1 and also for financ- ing the improvements that will have to be made. Under the requirements of the ordinance, it is estimated that about $3,000,000 will be required at once, although as much more will probably be necessary later. About $1,000,000 will be used for relaying tracks, $1,000,000 for power plant improvements, $600,000 for new cars and half that amount for converting cars now in use into pay-as-you-enter cars. Considerable talk is heard of purchasing power from the Cleveland Electric Illuminating Company, but if this is done the old power plants will be pre- served and improved and the only power purchased will be the surplus needed above what the company's plants will produce. If the Illuminating company can furnish current at a desirable figure, it may be possible that such an arrangement will be made, especially for the outlying districts. A problem is presented to the officers of the company in ar- ranging for financing the improvements. President Andrews, it is stated, would prefer to sell stock for this purpose and it is possible that this may be done if the market price exceeds par value at an early date. If not, then a bond issue may be decided upon. In talking of the matter, Judge Tayler spoke of the 6 per cent dividends on stock and the probable 5 per cent interest on bonds, but seemed to be willing to leave the question of financing with stock or bonds with the officers of the company. Opinions in Cleveland differ as to the probable difficulty in financing the company on either plan with the initial fare at 3 cents. The regular dividend of 6 per cent on the stock of the Cleve- land Railway Company, to be paid in quarterly installments, will he begun on April 1. Unsecured claims against the company, amounting to about $40,000, will probably be paid by the re- ceiver on order of the court, before the property is turned over to the company. A few other claims have not yet been passed upon and they will also be settled, in all probability. On the Cleveland stock exchange the stock of the company has varied between 95 a°d 96 since the result of the vote was known. A little stock came into the market at the higher figure and had the effect of pushing down the price somewhat John J. Stanley, vice-president of the Cleveland Railway Com- pany, will again assume the duties of general manager of the system fin March 1. Mr. Stanley, it is expected, will put into 35« ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. effect the agreement made with the men to increase their wages. It is said that the first new track building that will be done is the construction of a cross-town line on West Sixty-fifth Street. Another extension discussed is a short strip of tracks to connect the Superior Avenue line with the Euclid line in East Cleveland or the extension of the Superior line east to connect with the tracks at another point, so that the interurban cars will be able to use the Superior route. The immediate announcement of the appointment of Gerhard M. Dahl as street railway commissioner by Mayor Baehr caused some surprise among the people. Mr. Dahl is well known as a young attorney and political speaker, but he had not been men- tioned publicly in this connection before. It is rumored that Receiver Warren Bicknell will be the street railway expert in the office of the commissioner. STRIKE IN PHILADELPHIA The dismissal of 173 motormen and conductors of the Phila- delphia (Pa.) Rapid Transit Company on Feb. 18, 1910, follow- ing their conviction of breaking the rules of the company, was made the excuse for a strike of the motormen and conductors of the company, called at i p. m. on Feb. 19, 1910. Of the 6700 trainmen employed by the company about 4000 heeded the order of the union arid turned in their cars. It was claimed by the union, itr order to enlist the sympathy of the public, that the discharge of the men was in the nature of a lock-out. As a matter of fact the cases against some of the men discharged had been pending for some time, and the dismissal of so many men from the service at one time is accounted for by the accumulation of cases. Some 600 men were recommended for dismissal by the car house superin- tendents, but only 173 men were dismissed. The extreme action of the union is shown by the fact that the grievance committee of the men with which the company has dealt was to meet on the evening of Feb. 21, 1910, to consider matters affecting the welfare of the men and the company. In explanation of the discharge of employees for breaking the rules of the company, a statement was issued by the com- pany in part as follows : "The assertion that the company locked out the men evi- dently represents an attempt to create a fictitious grievance, and is in line with the remark made frequently during the past month that the faction represented by Mr. Pratt, of the union, must bend all its energies to the creation of public sympathy. Hence, the claim that the company has ruthlessly discharged 600 or 700 employees without adequate cause. "During the negotiations begun by the men on their own initiative, and without any suggestion from the company, for a new agreement, the company has scrupulously avoided any ac- tion that would in the slightest degree embitter the situation. For this reason few, if any, discharges have been made. The accumulation of cases of intoxication and neglect to register fares and miscellaneous breaches of discipline was disposed of on Feb. 18. This resulted in the discharge of 173 men. Twenty- nine of these were discharges for neglect to register fares; others for intoxication, others for breaches of discipline and for the good of the service. In the latter classification are men who have defied the company's rules and orders and stood in the way of efficiency and good service. "These are the facts of the matter. The strike is in line with the action taken a month ago, when a strike vote was carried for the purpose of frightening the company into a new agreement to take the place of the contract which expires at the end of June, and with which the men have become dissatis- fied. The company made every effort to arrive at an agreement, although it was under no obligation whatever to do so. It found, however, that the only thing that would satisfy the union element was a closed-shop agreement. The company was will- ing to go to any length short of surrendering the control of its property to the men who repeatedly succeed each other in the domination of the local union." In June, 1909, the company entered into an agreement with its employees imposing conditions of service to be in force for a year, as published in the Electric Railway Journal of June 12, 1909, page 1087. According to this agreement the company was to treat with a committee from 'the men whose members were to be selected by the employees at the different barns. The first clause of the agreement between the com- pany and the men covered this subject. It reads as follows: "The company agrees, through its accredited representatives, to meet with the accredited representatives of its employees to adjust any differences or grievances which may arise." This agreement was dated on June 5, 1909, and was signed for the party of the first part by the Philadelphia Rapid Transit Company and for the party of the second part by 19 car house representatives. Some of the employees construed this agreement to mean that the company should not deal with any but representatives of the union which had been organized among the men, but which included in its membership less than a majority of the total number of trainmen. As a result the company found it difficult to maintain proper discipline among the men, especially those affiliated with the union, and was compelled from time to time to call the attention of the men to the necessity for ex- ercising greater diligence in performing their duties. Following a conference with a committee of the men on Feb. 17, 1910, to discuss a new agreement to replace the present one at its expiration C. O. Kruger, president of the company, issued a statement in which he said : "The company must and will maintain the position that its employees shall be free to join or not to join any organization and may present their grievances to the company individually, or, if members of any organization of employees, by a com- mittee or the Representatives thereof, and there shall be no intimidation or discrimination against any employees so doing by any officers of the company or their subordinates." The meeting on Feb. 17, 1910, to discuss a new agreement between the company and its employees lasted from 10:30 until 12:10. The men reiterated their demand for 25 cents an hour immediately, 26 cents an hour in 191 1 and 27 cents an hour in 1912. On Jan. 1, 1910, the company announced a plan to provide insurance and pensions for its employe.es and fixed a new scale of wages effective on July 1, 1910, as follows : "Motormen and conductors now in the employ of the com- pany, and who remain continuously therein, will receive an increase of 1 cent an hour on July 1, 1910; another cent an hour on July 1, 1912, and another cent an hour on July 1, 1914, making a maximum rate at that date of 25 cents per hour. "Motormen and conductors entering the service after Jan. 1, 1910, will receive the present rate of wages, namely, 22 cents an hour, until they have served the company continuously for two years, and if they remain in the service of the company they will then receive the increase of 1 cent an hour each two years thereafter, until the maximum of 25 cents an hour is reached. "Motormen and conductors in the elevated service will like- wise receive an increase of 1 cent an hour on July 1, 1910, and further increases of 1 cent an hour at the end of each two- year period, until the maximums of 28 cents an hour for motor- men and 25 cents an hour for conductors are reached. "New men entering the elevated service will be likewise increased after each two years of continuous service. "Station and train men now in the elevated service will re- ceive 19 cents an hour after July 1, 1910, with a further increase to 20 cents at the expiration of two years. "New employees entering this branch of the service will re- ceive 18J/2 cents an hour until they complete two years of service, when they will be paid 19 cents, and after two years' further service, 20 cents." Mr. Kruger repeated on Feb. 17 that the wage scale approved by the directors of the company on Dec. 31, 1909, could not be changed except to concede a half-cent increase between the 23-cent rate effective on July 1, 1910, and the 24-cent rate to go into effect July 1, 1912. He stated, however, that he would February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 359 recommend to the directors that the time new men had to work at 22 cents before being entitled to increases be reduced from two years to one year. This was not satisfactory to the com- mittee, the chairman of which stated that it was opposed to a sliding scale in any form, and wanted the same wages for a new man as for an old employee. It also demanded in- creases in proportion to the 25-26-27-cent scale for other em- ployees that motormen and conductors received. Incidental to the discussion of the proposed agreement, Mr. Kruger defined to the committee the company's position with regard to the presentation of grievances. He said that any employee had the right to present any grievance, but that the decision of the officials of the company must necessarily be final in all matters involving the discharge or discipline of em- ployees. Mr. Kruger further stated that among the causes that would be considered sufficient reason for absolute dis- charge was the creation among the employees of a feeling of hatred, dissension and distrust, and that any man who en- gendered this feeling by word or act would be summarily dis- charged and not re-employed. All of the men who did not turn in their cars on Saturday were continued on their runs and a limited service was given by the company with the men at its disposal. Almost imme- diately after the union men had abandoned their cars, how- ever, violence was resorted to by the strikers and their sympa- thizers. It soon became necessary to abandon service entirely on some of the Kensington lines, including the Frankford line, and service had not been given on them up to Tuesday night. In many instances the company had the men necessary to man the cars ready in the car houses to take out the cars, but the police protection was inadequate and no attempt was made to operate cars over lines running from these car houses. Up to the evening of Feb. 22 the company discontinued service on all surface lines after 6 p. m., but maintained service on its elevated and subway line all day and until after 1 a. m. The subway and elevated lines were well protected by the police and the company's own employees, and in addition more than 450 Pinkerton detectives were detailed to duty on these lines. On Feb. 20 the company had 700 surface cars in operation out of a total of more than 1 100 called for in the regular schedule. On Feb. 21 it had 777 cars in operation. On Feb. 22 it had 600 cars in operation at 9 a. m. and increased the number steadily until about 3 o'clock in the afternoon, when cars had to be withdrawn from some lines on account of violence. As Feb. 22 was enjoyed generally as a holiday and many offices and stores were closed, down-town Philadelphia took on the aspect of a city enjoying a celebration. The streets were thronged with people who watched the cars, and while they were for the most part orderly there was constantly present a very large element which made for inherent disorder. At the general office the company, at Eighth and Dauphin Streets, there was a special detail of mounted men augmented on Feb. 22 by a battalion of State Fencibles. Telephone communication kept these men informed of disorder and a portion of the mounted men was dispatched from the offices whenever it be- came apparent that the services of the men were needed to rein- force the regular police guard of two men to each car. The emergency crews were kept constantly in readiness, and when- ever the services of a crew were needed two mounted men were dispatched to accompany each wagon. The company feels that most of the men are satisfied with the conditions of service which obtained before the strike, and it has not advertised for men. Feb. 22 was the regular pay day pf the company, and all men who deserted their cars and applied for their pay were promptly paid provided they turned in their badges, thus formally terminating their term of service with the company. Very few men took their pay under the condi- tions imposed. This indicates that the men who are on strike realize the ability of the company to dispense with their serv- ices. It is generally agreed that the action of the men was ill-advised, and then- is very little tendency on the part of tin business interests to support the men. It has even become apparent to the casual user of the company's lines that tin- men have been negligent since the last strike and have failed in many instances even to extend to passengers courtesies that would be called for under ordinary circumstances. On Feb. 21 C. O. Pratt, national organizer of the union, was arrested after a meeting of the strikers, charged with inciting riot, and was committed to jail and kept in confinement all night. It was alleged that his speech was of an incendiary character. When arraigned before Magistrate Beaton at the City Hall Police Court on Feb. 22 Mr. Pratt was released on $3,000 bail. Following the disorder of Saturday and Sunday the com- pany issued a statement in which it said : "Last June the company stated that it had resisted the domi- nation of the union because it believed that the public and the company would be better served by men who placed loyalty to their employers above any other allegiance. The public has had ample opportunity during the past seven months, and from the events of Saturday and Sunday, to judge whether or not the company was right then and now. We think it has been amply proved that neither peace nor good service can be ex- pected from the forces directing the strike riots of to-day. "Denial will, of course, be made that these riots are sanc- Strike in Philadelphia — Car Destroyed by Fire tioned by the union, but there can be no doubt that it has directed and expects to benefit by violence." George H. Earle, president of the Real Estate Trust Com- pany and a representative of t' e city on the board of directors of the company, in an interview on Feb. 22, said : "The sword has been wrested from the Slate and the State must get it back. Laws and authority are usurped, suspended by flying mobs. It is really pitiful. Under the circumstances it is no use talking of arbitration. "You cannot arbitrate when the Government ordained by the people is to govern or that ordained by Pratt, of Detroit, is to govern. You cannot arbitrate anarchy. I warned Pratt that if he ordered a strike he would be sending many a poor fellow to his death, and look at the blood that lias been shed. "I believe in organized labor, but nothing discredits it so much as leadership which places the power of organization ahead of the happiness of men. Tin- sentiment .mows all the time that if the organization of street railway nu n is to mean constant disorganization of business and the transportation ami comfort of [,500,000 of people, the fighl had belter be fought to an end once for all," 360 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. OVERHEAD CONTACT FOR A CLEVELAND SWING BRIDGE John W. Sheehan, superintendent of overhead construction of the Municipal Traction Company, Cleveland, Ohio, has made an interesting improvement in the overhead wiring connections on the Superior Viaduct in that city, which has done away with much of the trouble formerly given by this bridge, and has re- sulted in a material reduction of the maintenance cost. As this viaduct is opened and closed frequently through the sea- Draw Bridge Runway in Place son of lake navigation some form of connection was necessary to permit the flow of current the instant the bridge returned to its normal position. When the iron structure from which the trolley wires are carried was built, it was required to clear the rail 20 ft. On account of the settling of the west end of this viaduct some years ago, the iron structure was bent, and some of the poles had to be renewed. At another time, when the city widened the roadway, the structure had to be widened also. As a result of these changes the draw in swinging would be over 8 in. off center on one end and, with other irregularities, caused about one-third of the trolley wheels to jump when passing under the pans. Three blocks, 3 in. x 3 in., and 3-in. plank were employed for insulating the trolley runways when using the old clearance of 20 ft. The company also had much trouble in wet weather on account of the short- suggested that the company provide an improved runway of his design, to be built at the company's Lake View shops. The new runway has lowered the trolley wire 15 in. without affecting the bridge truss, and allows better tension on the trol- ley pole. The frame from which the runway is carried consists of three 2-in. x 8-in. planks and three sets of 4-in. x 4-in. x 8-in. block spacers, all made of hard maple. These pieces were staggered in bolting to secure the best insulation possible. The flopper or swing jump bar is made of 3-in. channel iron weigh- ing 4 lb. per foot and is 15 ft. long. The tongue of the hinge is riveted in the back of this bar, passing into the mortise of the hinge made by turning up the ends of the double 2-in. angle iron on the top used for the trolley runway. The bolt passing through this hinge has to be renewed with each new jump bar, the latter itself being replaced every three months on account of wear. The pan is 36 in. long, widening from the place where the double angle iron is attached to the receiving end, which is 12 in. on the top and flares at the sides to 18 in. across the bottom. The pan is 6 in. deep. The pans are made of case- hardened steel, and after 16 months' use show little wear, al- though about 3000 cars cross this viaduct daily. This is equiva- lent to 1500 cars to each track or 75 car per hour for a 20- hour day. The conductor no longer is obliged to hold the trol- ley rope when crossing the draw, as the wheel does not leave the wire. PORTABLE TRANSFORMER FOR TESTING ARMATURES n! Holes. Drill1/.-" # 10 Sheet Steel' rV'Plate #11 At the Homewood shops of the Pittsburgh Railways Com- pany a convenient mounting has been designed and built for an alternating-current magnet coil testing set, used to detect short-circuited armature coils. The curved pole-piece and coil are bolted to the top cross-piece of an ordinary two-wheeled warehouse truck. The iron shoe on the bottom of the truck is bent backward so that the frame of the truck will stand vertically when tipped up. Armatures under repair are mounted on wooden horses, which are of such a height that when the transformer truck is tipped up the center of the pole- piece is exactly opposite the center line of the armature shaft. The armature shop is wired for 6o-cycle alternating-current in- Uuter Edge o( # 4 Angle Brace o J ■ Ar, Holes , „ , ■y 3-*^- -H-^- *■•-!— li-M'1 EfcE -a^M^ , 5=2212 SS 46'$— 'stud Bolts 2tf'°X °fcffSfe,< Rivets ' H , Rivets 1 Pan to Trolley Plates Flange outward Trolley Run-off Plates [TjJ V'x2"x ;A Ti,is Sparing Washer^U— 3® Piece #14 removed aud the angles i*-^* "* j< s%- » B- Mi -©■ 0- fit placed together. Swing Jump Bar. made of 3"Channel. Fillet is cut out bo that Fiance is of uniform thickness W. Use VRivets with countersunk head. Details of Ironwork of Draw Bridge Runway Detail of Hinge on Bars 13 & 14 circuiting of the iron bolts which held this plank to the struc- ture and from the breakage of adjoining wires. As the draw was close to the center of the city it was impossible for the conductor to collect all his fares by the time he reached the draw. With the pay-as-you-enter system in use he would have to get off the car to replace the trolley, thereby permitting people to board without paying fare. Mr. Sheehan therefore candescent drop lamps over each armature horse and by con- necting the testing coil to one of the lamp sockets suitable current is instantly available. Transformers of this kind are frequently mounted on a frame equipped with casters, but the attachment of the transformer to an ordinary warehouse truck makes it a very convenient testing outfit for transportation around the shop. February 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 361 MEETING OF COMMITTEE ON EQUIPMENT The committee on equipment of the American Street & In- terurban Railway Engineering Association met at Pittsburgh, Pa., on Feb. 21 and 22. Plans were made for the work of the year as assigned by the executive committee, and a number of the subjects were discussed. There were present: John Lin- dall, chairman, superintendent of rolling stock and shops, Bos- ton Elevated Railway Company, Boston, Mass. ; M. V. Ayres, electrical engineer, Boston & Worcester Street Railway Com- pany, South Framingham, Mass. ; R. C. Taylor, superintendent of motive power, Indiana Union Traction Company, Anderson, Ind. ; A. T. Clark, superintendent of shops, United Railways & Electric Company, Baltimore, Md. ; J. L. Davis and M. B. Lam- bert, of the Westinghouse Electric & Manufacturing Company, and representatives of the technical press. A telegram from Terrance Scullin, Cleveland, Ohio, member of the committee, was read expressing regret that he could not be present. GAGES FOR WHEEL WORK The advisability of recommending gages for use in wheel mounting and inspection was first discussed. It was recalled that the gage for mounting wheels as described before the Denver meeting was not accepted as recommended practice because it was thought not suitable for universal use. That gage used the dimension between the backs of the wheels and if designed for steel wheels would not fit iron wheels which had the same tread and flange contour, but might not have the same flange thickness. It was agreed that a wheel mounting gage should be designed and recommended by the committee. Mr. Taylor thought that such a gage should use the gage line on the flanges as a basis, and not the backs of the flanges. A discussion followed as to the advisability of recommending the marking of the center of each axle before finishing and using this center mark as a basis for all wheel mounting meas- urements. The committee agreed that such a recommendation would be advisable. That would be better practice than to measure from the center of the journals. In Boston, wheels were set according to the gage line and not the backs of the flanges. The allowance of 1/16 in. either way from correct gage was allowed. This practice was satisfactory. Mr. Clark spoke of the need for a limit of wear gage and the committee agreed that it would be very desirable to design a gage which the inspectors could use to tell when to turn tires. This would reduce the variable element of personal judgment and would assure that the turning would be done at the time when the least metal would be wasted. It would be better to restore the contour frequently and thus gain wheel life. One road had experienced derailment troubles because the wheel makers had thickened the wheel flanges to make them stronger. A proper gage to use in checking the contour of new wheel treads and flanges was thought desirable. A general discussion followed in which the tendency for wear of flanges and the best methods of restoring the flanges were considered. The committee decided to consider the design of gages for checking the contour of new wheels, and limiting flange wear and a gage bar for mounting wheels. TAPER OF PINIONS The taper and design of pinions were discussed rather thor- oughly. The taper used by the Westinghouse Company was 1. 219 in. per foot and by the General Electric Company 1.25 in. per foot. Mr. Davis thought it would not be difficult to agree on a taper of 1.25 as standard for the pinions made by both companies if it really was advantageous to standardize the taper of pinions. The Westinghouse No. ,312 and the GE-86 motors have interchangeable pinions now. Mr. Davis thought a stand ard taper would not be of great value unless other features, such as gears and pinions, were standardized. A standard taper would not make the pinion interchangeable, but il would prob- ably facilitate the work of ordering pinions from different manufacturers. The two tapers now used by the manufacturing companies have practically no difference as to mechanical quali- ties. The armature shaft taper was not related to t he size of the shaft and one standard taper would do for all capacities of motor. The committee agreed to consider favorably the recommenda- tion of a standard taper of 1.25 in. per foot for pinions. MOUNTING PINIONS Interesting practices of pinion mounting were then described. Indiana Union Traction shopmen pressed on pinions for 75-hp motors at 40 tons pressure by using a wheel press. They were taken off with a screw clamp or with wedges. At Boston about 90 per cent of the pinions were put on at the car houses, where it was necessary to put them on by driving. The Chica- go Railways used a hydraulic press for removing pinions, push- ing the shaft out as in wheel practice. The Baltimore United practice was to counterbore the pinion and fasten with a nut and lock washer. Attention was called to the small part which keys played in holding pinions in place. If the fit of a pinion did not hold it securely, then the key would soon be destroyed. To em- phasize this the Interborough Company had mounted a large number of pinions without keys more than a year ago. These ran satisfactorily in regular dady service. The practice of the Westinghouse Company in mounting pinions was to shrink them on. Formerly they were heated with a gas flame, but extreme care was necessary in this work to make certain that the pinions did not become heated above a temperature of 150 deg. C, otherwise dangerous stresses might occur. With specially hardened steels the process required even additional care or they would break in the keyways. Now the gas flame was no longer used, but the pinions were heated by immersion in boiling water. This did not anneal the steel as the careless use of the flame might do. It was a safe way for mounting large pinions. The shrinking fit was much better than a drive fit, because the arrangement of the grain of the metal was not disturbed. GEAR AND PINION MATERIAL An interesting discussion followed on the characteristics of pinions made of various kinds of steel. One member spoke of a tool steel pinion that had been so hard that it had stripped the teeth off a gear without any injury to the pinion teeth. It had been the experience of one committeeman that the com- bination of a hard pinion with a softer gear increased the life. The gears stayed in proper mesh longer, and because of the small wear of the hard pinion there was less abrasive metal to accelerate the wear. A representative of the Westinghouse company called particu- lar attention to the injurious effects which loose gears and bearings had upon the motor and armature coils. After a care- ful study interesting data had developed showing that an ele- ment which had much to do with the mechanical breaking down of armatures, brushes, gears and similar parts of the motor equipment was the loose axle bearing. Any play in the axle bearing permitted the gear and pinion to get out of mesh and thus severely jar the motor. The necessity for maintaining the gears accurately in mesh was most important. In many instances it would be advisable to scrap the gears and pinions sooner and thus save the motor equipment from the injury which severe vibration would bring about. In developing characteristics of material for gears and pin- ions it was the practice of the Westinghouse company to make very severe endurance tests by driving a load with a 200-hp motor through gearing designed for motors of 50 or 60 hp only. In these tests it was plainly seen that if the gearing was not in accurate mesh the life of the teeth was very greatly shortened. Some experiments had shown that a great life will be had when both pinion and gear were made of treated or specially hard steel. The Westinghouse engineers had con- cluded that excellent results are obtainable by using treated steel of a high grade and ductile carbon steel. This was put through a heat treatment and the resulting pinion was neither too hard nor too brittle and was tough enough to give good wearing qualities. The experience of the [nterborough Rapid Transit Company had shown that proper gear material was to 362 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. be obtained by treatment. The Westinghouse company was prepared to treat cast-steel gears. Old style gears, which had an elastic limit of from 20,000 to 25,000 lb., when treated had double that elastic limit. The American Gas Appliance Company had case-hardened some pinions for small motors used on the Boston system. Mr. Taylor suggested that gears might be made according to the process used in rolling steel wheels, that is they would be in one piece of homogeneous metal, as no operating man de- sired any part of his apparatus subdivided if he could get that part made of the same material in one piece. When rims were shrunk on there was an opportunity for fits which would distort the rim or stress it unduly. Mr. Davis stated that the Westinghouse company uses altogether for heavy equipments gears which are made from rolled tire steel. One member called attention to the apparent inconsistency in the wear of gears on two and four-motor equipments. Al- though the two gears of a two-motor equipment handle prac- tically the same load as the four on the other equipment , there was very little difference in the rate of wear. It was noted that there was more wear on the No. 2 and No. 4 motors. This probably was because the torque on these motors acted oppo- site to the blow made by irregularities in the track. The No. 3 motor gave the most trouble, so far as axle bearings were concerned. One engineer suggested the advisability of standardizing the length of the axle bearing fit. With non-standard axle bearing- lengths as now used it was not convenient to use motors of different makes but of similar capacities on the same axle. If the first motor used had an 8-in. axle bearing the shaft would be worn for that length, and if it were desired to install a larger motor on the same shaft it would be found necessary to smooth the shaft before the io-in. bearing of the larger motor could be used. The committee as a result of the foregoing discussion thought that it might be advisable to include in its report the following subjects: (1) Gear material, (2) better material, such as rolled instead of cast, (3) limit of wear of gears and pinions. WHEELS AND TIRES The question of wheel design was touched upon briefly at the first session of the committee. Mr. Lindall called attention to the necessity for careful judgment in choosing a wheel design suitable for the type of equipment under which it was to oper- ate. On the Boston Elevated, with its large cars and wheels, there had been practically no loose tires in 10 years, while on the surface lines, with tires of smaller section, considerable trouble had been experienced. It was very desirable to have a proper limit of wear established for steel tires and wheels. Mr. Taylor told of the practice of using steel tires on the large interurban cars of the Indiana Union Traction Company until they had worn down to a thickness of \Y% in., when they were transferred to a city car with a 20-ft. body and worn until they were but in- thick. A peculiar wheel failure was mentioned during the discus- sion. On a road where severe braking was necessary, a wheel became very hot and when a pool of water was passed at the bottom of a grade the change in temperature cracked a large piece out of the tire and web. At first the reason for this frac- ture was not understood, but the explanation came when the same conditions were reproduced at the time of grinding an- other wheel. It broke in the same way because it had been overheated and then cooled with water. It was the sense of the committee that profitable study could be made of the design of wheels with regard to the amount of metal used. One interurban road used wheels that weighed 725 lb., and these were too heavy. The cost of carrying the extra metal around was a dead loss. REDUCING CAR WEIGHTS The problem of reducing car weights brought forth an inter- esting discussion. It was thought very desirable to determine upon a unit of comparison for the more important parts of equipment. For example, should cars be compared on the passenger-seat basis or on the square foot of floor surface basis? Would it be advisable to rate trucks with a unit of tons of center plate load, and the electrical equipment according to horse-power? Mr. Ayres called particular attention to the necessity for better engineering design of car bodies. If a part broke it should not be assumed that the breakage occurred on account of lack of material in the part, but rather on ac- count of wrong design or use of material. Mr. Taylor felt that any units for comparing car bodies and trucks should include some function of the car speed. It would be desirable to find a unit better than the weight per seated passengers now so generally used. For that reason he sug- gested the unit of weight per square foot of car floor, including platforms, in relation to the speed. Stronger car bodies were needed for high speeds than those which would satisfactorily serve for low speed. Following out this thought Mr. Lindall remarked that the service in cities where tracks were rough from special work and rail corrugations might possibly be as severe on a car body at slow speed as smoother track on an interurban at higher speeds. Mr. Ayres had noticed that an undue proportion of the axle and loose bolt trouble on his cars occurred while they were on the tracks of a large city company. This confirmed what Mr. Lindall had said. The members expressed various views on the conditions imposed by corrugated rails and agreed that roughness of track from this cause worked a severe hard- ship on car bodies. One member said that there was such a variance in the de- signs of different car builders supplying equipment for like service that much work could profitably be given the problem of getting a unit of car-body comparison that would take all conditions into account; this would make the comparison of cars of different roads more accurate and useful. One mem- ber speaking of the effect of rough track related how one of his division foremen had told him that if all the cars were run on boulevards where the track was smooth, rather than over the special work in the center of the city, the equipment could be maintained with not one-third the work now required for the upkeep of the cars on the rougher lines. Mr. Taylor cited a peculiar condition brought out on the 18-mile division of the Indiana Union Traction Company, between Alexandria and Tipton. There were three railroad crossings in this section. The cars made a large mileage. It was found that the lighter type of car stood this severe service best and the body racked less than a heavier would. Mr. Ayres spoke of weight as a disadvantage unless the material were needed for strength. This was particularly true at high speeds. The blows were nearly in proportion to the square of the speed and also in proportion to the weight. So long as the blows could not be obviated it was very desirable to lessen their effect by judicious reduction in weight. Mr. Davis called atention to the spring quill method of sup- porting electric locomotive motor armatures used on the freight locomotives and motor cars of the New Haven Railroad. This kind of support reduced the hammer blow very greatly, al- though it was an expensive design. The motors of this type were also heavier, but the pounding effect, nevertheless, was reduced considerably. Mr. Ayres spoke of an ideal design of truck which would have one spring-supported motor connected to both axles, thus permitting a reduction in maintenance, weight and some of the usual troubles. Mr. Davis told of experiments which the Westinghouse Company was making with spring gears and asked for opin- ions of how a flexible gear would reduce maintenance troubles. The gear as designed had eight springs inside the rim which allowed it to absorb vibration without moving lat- erally on the axle. The reduction in vibration in the gear in turn reduced the injurious vibration in the motor and reduced the maximum stress in the gear teeth. The problem of lubri- cating the sliding surfaces of such a flexible gear might be difficult of solution. The company was not yet fully pre- pared to indorse this design, but the experiments were of con- siderable interest. Several members placed emphasis on the desirability for re- February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 363 ducing tire weights and thus bringing about a reduction in track and motor maintenance cost. The single-phase high voltage railways were economical because from 20 to 25 per cent of the power was saved even though it was necessary to handle heavier cars. This saving, Mr. Davis said, more than balanced the additional cost of maintaining the single- phase equipment. The allowable wear of axle and armature bearings was dis cussed. Many roads run their gears too long and a damage to the rest of the equipment results. This was false economy. F. R. Phillips, superintendent of equipment of the Pittsburg Railways Company, had used one-half the air gap dimension as the maximum limit of wear for armature bearings. He- spoke of the false economy in trying to get too long a life out of motor bearings. Some roads did not take into account the injurious effects which loose bearings brought upon the rest of the equipment. He favored the use of bronze and said that it was cheaper than babbitt. When in charge of the equipment at Cleveland he had changed 55 per cent of the axle bearings from babbitt to bronze, and thereby reduced the bearing and gear case trouble 75 per cent. Tn using bronze extreme care was necessary to assure a uniformly pure- mixture. The metal in each lot of 100 bearings was analyzed and thus the composition kept uniform. The mixture was in the proportion of 80:10:10, copper, tin and lead. No scrap was used and the base was pure lake copper. Scrap copper, such as magnet wire, contained phosphorus, iron and other impurities. The life of bearings of this mixture could be in- creased by adding l/2 lb. of nickel to each 100 lb. of the mixture. The proportions as used were those which hael been found so satisfactory in steam railroad service. Mr. Phillips did not think it economical for a railway company to operate its own brass foundry. The bronze bearings were molded on a plate and after molding it was necessary only to bore and to face the col- lar, thus the bronze bearing required no more machine work than the babbitt bearing. It had been the experience in Boston with babbitt bearings that the malleable shell required scraping after relining two or three times, because of the disfiguration and wear of the outside. The renewal of bronze bearings meant a full new shape with each bearing. GEAR RATIOS The subject of gear ratios was discussed in connection with the low voltage existing on the lines of many interurban roads. As much as 20 per cent reduction in power was frequently obtained where the line voltage was low by using a gear ratio which was less than that which would be suitable if the full voltage were had. The speeds obtainable would be the same because of the higher rate of acceleration, and the voltage would in turn be improved because of the reduction in power demand. Referring again to car body design Mr. Phillips diel not think that the element of speed would necessarily make much difference in the proper design of a car body. Rather, the acceleration and deceleration were the more important factors. Mr. Taylor spoke of the severe stresses sel up in 50-ton cars which frequently were stopped in 600 ft. from a speed of 60 m.p.h. Car bodies which were of excellent design for use on lower speeds would soon give way under the stresses of high speed service. Mf. Phillips described briefly the principles re-cognized in designing a new semi-steel car for street service in Pittsburgh. A %-'m. steel side plate extending up to the window rail with angles at top and bottom was the carrying member. Theoreti- cally this plate could have been one-half that thickness if as surancc might have been hael that the male-rial would always remain in its most effective shape-. The- design eif the car framing was similar to that of a steel bridge, [n estimating the stresses, the rates of deceleration and acceleration were considered in addition t<> (he loaels applied in service. The Bection modulus of each siele- plate was something eive-r 110, while the stresse-s required a section modulus eif approximate- ly 20, including a factor of safety of five. The new Pittsburg Railways Company's car seats 57 passengers, is 45 ft. 6 in. long and weighs complete 46,400 lb. The weight of the body alone is 18,680 lb. It was stated that the experience of the Pennsylvania Rail- road Company, with its all-steel cars had shown that such equip- ment required 100 per cent more steam for heating than did wooden cars. In the Pittsburgh steel cars it had been found advisable to line the backs of the longitudinal seats as a pre- caution against uncomfortably low temperature. ENTERTAINMENT FEATURES While at Pittsburgh the members of the committee were entertained by representatives of the several large manufac- turing plants of the Pittsburgh district. The works of the Westinghouse Electric & Manufacturing Company, the West- inghouse Air Brake Company and the Standard Steel Works were visited. The courtesies of a special new car, as earlier mentioned in the report, were extended by the Pittsburgh Rail- ways Company, for a trip to the Westinghouse plant. At the Westinghouse plant the committee inspected several new types of apparatus and processes of manufacture; this company now has on order more than 5,000 railway motors. Among these were a part of an order of 1,700 No. 319B mo- tors for the Chicago Railways Company. This type of motor has field and inner pole coils wound with strap. The coils are mounted with flat springs underneath to provide against loose ness. A new dust case for enclosing the car axle between the motor axle bearings was seen. The hand operated unit switch type of control attracted particular attention. This equipment, suitable for four 75-hp motors, weighs considerably les.s than the L-4 or even the K-34B control equipments. It includes a small drum controller on the platform and a group of eight unit switches, carried under the car ; 500-volt cur- rent cut down by resistance is used for actuating the valves which operate the unit switches. By the addition of a line switch this very small control equipment is suitable for handling four 100-hp motors in heavy service. A new type of gear case made of sheet steel, fastened together by welding, was seen. The oxy-hydrogen flame is used to obtain a neat weld for joining the sheet steel and for adding reinforce- ments. The committee inspected the motors and parts of the equip mcnt of the large Pennsylvania locomotives now in course of erection in the Westinghouse shops. These locomotives have two 2000-hp motors each and weigh 166 tons complete. To provide against undue strains in the connecting rods which transmit the power from the large locomotive motors to the drivers a heavy clutch is built inside of the armature spider. The New Haven freight locomotive equipment also was seen in course of construction. These single-phase motors will have frames and cases made up largely of structural steel, thus introducing a new design. A portable substation en- closed in a fire-proof steel car was seen in course of erec- tion. ELECTRIC LINES INCLUDED IN AMENDED RAILROAD RATE BILL The bill which represents the ideas of the present administra- tion at Washington for amendment of the interstate commerce act has been reintroduced in the House of Representatives by Congressman Townsend, of Michigan, who presented the origi- nal measure. The bill as introduced anew contains a number eif important amendments drafted by Attorney-General Wick- ersham. As a result of the hearings before the House Committee on Interstate Commerce, at which representatives of various elec- tric railways complained that the hill discriminated in favor of steam lines by making no provision for joint rates and through routes between the two classes of properties, electric roads are included in the scope of the amended measure. 364 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. STANDARD FIFE HOSE HOUSES In discussing fire preventive and fire-fighting methods and apparatus in connection with electric railway shops, cat- houses and other buildings, a prominent electric railway engi- neer recently expressed the opinion that if he could have enough hydrants, properly equipped with hose, axes, crow- bars and other hand tools commonly used by firemen, the hy- drants to be located on the property exactly where he wanted them, he would be willing to take his chances with any fire that might start, providing he could be confident that there would always be available at least six well-trained men for handling the hose and fire-tools. Possibly the foregoing statement should not be taken liter- ally, but it goes to show that in the study of modern fire- fighting methods, which has been taken up actively during the past three years by electric railway engineers, the private fire- hydrant, properly placed with reference to the risks, and properly equipped, is now recognized as an essential factor in preventing the spread of fire in shop and car-house plants. In many of the older electric railway buildings throughout the country, provision was usually made for one or two hydrants, located on the property, but their purpose was chiefly to give a source of water supply for the use of the regular fire department after it had arrived, or that hose could be attached to them by the men employed at the plant. The hydrant usually stood in the open and the hose, if any hose was provided, was kept in a coil or on a reel, detached from the hydrant and often, as was frequently proved by experi- ence, in a place rendered inaccessible by accumulated' rubbish, so that valuable time was lost in getting out the hose when the emergency which required its use arose. The modern practice in this regard is to have enough private hydrants to cover the entire exposed area, and to protect each hydrant with a small housing in which is kept suitable lengths of hose, always attached to the hydrant, together with a full equipment of axes, bars, spanners, nozzles, lanterns and other hand tools and appliances, where they are always available for instant use. Recognizing the importance of the private hydrant and hydrant house, the Sprinklered Risk Committee of the Un- derwriters' Association of New York State some time ago prepared drawings for a standard hose or hydrant house, and suggested a list of equipment that should be included in sides are rectangular, but the front, instead of being straight, is brought forward to a point as shown in the engravings. The house is so located with reference to the hydrant as to place the hydrant in the forward or triangular portion, leaving the rear or rectangular portion for shelves and racks upon which hose and other equipment can be stored. Two hinged doors at the front, as shown on the perspective view, give Hose House Completely Equipped access to the house, and the inner sides of the doors provide room for hanging the smaller tools and appliances. The dimensions recommended for a standard hose house are shown in the detail drawings. The house should rest on brick or concrete piers in order to give an open space of at least 8 in. under the floor. This open space underneath the house is an important feature as it gives circulation of air and assists in keeping the house and the contents dry, as well as tend- ing to prevent freezing. Side Elevation of Hose House Plan of Hose House Hose House Framework each house. Certain of these drawings are reproduced in this connection. The committee did not specifically describe how the house should be built, but the following description of the houses built for this purpose by one of the prominent electric roads in New York State may be taken as good practice and in conformity with the recommendations of the New York State Underwirters and the National Board of Underwriters. The house should be completely enclosed. The back and The framework is constructed with 3-in. x 4-in. timbers. The side walls and doors are formed of matched tongue and grooved strips and the roof should be tight and waterproof. Matched boards, % in. or 1 in. thick make good material for the sides and roof .and the roof can be covered with tin or tar and felt roofing material. A space of \l/2 or 2 in. should be left open under the eaves for ventilation. If a three-way or four-way hydrant is used, 8-in. holes can be provided in the February 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 365 side walls and in the back to facilitate the attachment of hose. These hose holes should be covered by hinged or sliding doors. The floor is made by 3-in. by 2-in. slats, placed about Yi in. apart. Two racks or shelves at the back are recommended, as shown in the elevation, for holding the hose, which is laid in folds loosely upon the racks so that it will play out without twisting or kinking. The hose racks are made of 2-in. by 3-in, slats, about l/2 in. apart, the slats running from rear to back. In the house shown in the drawings there are two racks, each of which will accommodate 100 ft. of standard hose, and one of these lengths should always be coupled to the hy- drant with play pipe attached. For yard-hydrant use, Underwriters' standard, cotton, rub- ber-lined hose, in 100-ft. lengths is recommended. The actual size of this hose is 2% in. in diameter, and the hose should be capable of standing a bursting pressure of 400 lb. per square inch when new. Hose should be subjected to actual test under fire-fighting conditions at frequent intervals. Hose and hydrant couplings and nozzles should be the same size and pattern and interchangeable with those of the public fire de- partment, or the nearest factory or plant from which assistance may be obtained. The Underwriters' Association of Xew York State recom- mends the following equipment for a standard hose house : One-hundred ft. of standard Underwriters' hose, stored on bottom shelf and always coupled to hydrant ready for imme- diate use. At least 100 ft. extra of Underwriters' hose, stored on upper shelf as shown in the view of the complete house with male end coupling to the front. Two extra play pipes or nozzles, four spanners, two fire axes, two bars, two ladder straps, one nozzle holder, one heavy lantern. One wrench should always be kept on the hydrant and a spare one provided for emergency. It is recommended, how- ever, that in place of wrenches for turning on the hydrant, hands wheels permanently attached be used. Coils of J/^-in. hemp rope to suit the height of buildings should be hung in each house, and a liberal supply of rubber hose-washers kept on hand and hung in a conspicuous place. Gate valves must be attached to each hydrant outlet, as shown, in order to control each hose stream independently. The standard hose house recommended by the New York State Underwriters' Association is intended primarily for use in mill yards, but is adaptable for electric railway plants. For the latter service, the equipment can be augmented by several pairs of rubber gloves, wire-cutters and other ap- pliances that will suggest themselves for use in fighting elec- trical fires. Some railway companies include in the hydrant- house equipment hand extinguishers and pails of sand and of water. The location of hydrants and hose houses with reference to the various buildings is an important consideration. They should be placed in open spaces, easily accessible, and where they can be kept free from rubbish or any obstructions that would interfere with the use of the hose or appliances under emergency conditions. It is well lo place the houses so that hose can be run through doors or windows into all of the buildings; although it should be understood that yard hy- drants are not intended to take 1he place of interior stand- pipes. Serious delay may be occasioned by placing the hose and appliances at distant parts of (he yard, and at the same time the hydrants should not be placed in al leys or so close to buildings that a serious conflagration might interfere with their use. The Underwriters recommend that hydrants and hose houses be placed not nearer than 20 ft. from any build ing if possible to avoid it. The increased efficiency, economy, and the fact that the life of the hose is prolonged when stored on slatted shelves in well-ventilated houses, render a proper installation of stand- ard hose houses and equipment desirable in the yards of every electric railway plant. As a matter of fact, in at least one large electric railway repair shop recently visited, standard hose houses and equipment were found not only in the yards but also on the second story of the building itself, the idea being that a hydrant outlet, covered by a standard house with all the auxiliary equipment, gave better facilities for fighting fire than the regulation standpipe. The doors to the hose houses should be kept closed but not locked. Frequent fire drills should be given to familiarize the employees with the location of the hydrants and hose houses, the use of the equipment and the areas that can be reached from each house. MEETING OF THE COMMITTEE ON POWER GENERATION A meeting of the committee on power generation of the American Street & Interurban Railway Engineering Associa- tion was held at the headquarters of the association, 29 West Thirty-ninth Street, New York City, on the afternoon of Feb. 21, 1910. The chairman of the committee, W. S. Twining, chief engineer of the Philadelphia Rapid Transit Company, and E, D. Smith, superintendent of power stations of the United Railways Company of St. Louis were unable to be present but the following were in attendance : H. G. Stott, superintendent of motive power, Interborough Rapid Transit Company, New York, X. Y. : G. H. Kelsay, superintendent of power, Indiana Union Traction Company, Anderson, Ind. ; J. D. Andrew, superintendent of power stations, Boston Ele- vated Railway Company, Boston, Mass. ; and C. E. Roehl, electrical engineer, Brooklyn Rapid Transit Company, Brook- lyn, N. Y. A tentative program as suggested by the executive commit- tee was considered and the following subjects were selected for special treatment in the report of the committee during the coming year : Steam meters, low pressure turbines, con- densers, forced draft in connection with the capacity and effi- ciency of boilers, flue gas analysis, and economical methods of caring for peak load with special consideration of fixed charges. NOVEL TYPE OF ELECTRIC LOCOMOTIVE A novel type of electric locomotive has recently been built by the Allgemeine Elektricitats Gesellschaft for canal haulage near Bremen. The locomotive runs on a quay which had to be kept clear for the passage of drays and for other purposes. To secure the necessary weight for adhesion it was decided to Novel Type of Electric Locomotive build the locomotive in the form of two U's with .1 connecting girder. The width of each base is only 28 in., so that the driv- ing motor had to be placed in the upper part of the structure. The current is taken from overhead wires, which also carry the current for lighting the quay. The motive power is supplied by one three phase motor, carried in the upper part of the locomotive, ami geared to each oi the lour wheels. 366 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. TO REMOVE BRUSHES ON G. E. CIRCUIT BREAKER NEW AUTOMATIC WHEEL GUARD BY G. M. COLEMAN It has been my experience when repairing the brushes on the General Electric circuit breakers that the shaft A on top of the bearing is cut flush, as shown in illustration. It is therefore impossible to get hold of it when re- pairs are to be made. The shaft is generally tight from rust or other causes, and is taken out with difficulty. To re- move the shaft the mag- net coil must be taken off. As the nuts are on the back of the breaker, the entire breaker must be removed from the car. This causes considerable Device to Remove Shaft of Circuit Breaker work and necessarily entails considerable waste of time. To overcome the difficulty, tap out the end of shaft A for a 5/ 16-in. screw. A small hand wrench can be made by cut- ting a thread on a 5/ 16-in. iron rod, as shown in B. Then drill a 3/ 16-in. hole about J£ in. from the top of the rod and insert a 3/16-in. bar about 3 in. long to make a good hand hold. This wrench is screwed into shaft A, and the shaft is easily pulled out. After all the shafts on the different breakers have been tapped out in this way it is a very easy matter to remove them at any time. A REVERSIBLE BALL-BEARING TROLLEY BASE A trolley base that is giving satisfaction, especially in sub- urban and interurban railway work is the No. 3 ball-bearing base made by the Holland Trolley Supply Company, Cleveland, Ohio. This base is 16 in. wide and is equipped with 42 i-in. balls running between two self-cleaning bearings, dust and water being permitted to work their way out through the bot- Ball-Bearing Trolley Base torn of the base. The sleeve is 24 in. long and reinforces the pole. The tension of +he spring can be readily altered by ad- justing the nuts on either side of the collar which retains the spring. The base is single acting and reversible and works equally well in either direction. The ordinary tension of the base against the wire is from 25 to 50 lb., but the construction of the base is such that the tension is very little when the pole is pulled half way down. The accompanying illustration shows a wheel guard for elec- tric cars designed by Edward T. Hardin, general manager of the Hot Springs Street Railway. The rights of this wheel guard have been recently purchased by the Ackley Brake Com- pany, New York, which is placing it on the market. The wheel guard is normally carried at a height of 3 to 4 in. from the track. It can be dropped to the rails by an automatic tripping device actuated by a gate suspended from the front of the car by contact with a person or object on the track. It can also be operated through foot pedal by the motorman. Automatic Wheel Guard The frame of the wheel guard consists of T-irons of suitable strength to withstand the weight of any person or object it might pick up, without straining or bending any of its parts. The guard is pivotally suspended from the frame of the car body and is held raised with a long tripping bar which extends under the platfrom of the car with its forward end engaging the actuating mechanism of the wheel guard. The position of the guard and other parts of the mechanism when the car is in operation is shown by the solid lines in the side elevation. When in this position, the actuating bar is engaged by a notch to the roller stop, and the upper arm of the gate bears on the under side of the bar. The guard can be dropped automatically by the backward movement of the suspended gate thereby tripping the bar out of engagement with the roller stop, or it can be dropped by the pressure of the motorman's foot on a treadle which alco raises the bar from its engagement. The wheel guard is patented and has been in use for over a year on all the cars of the Hot Springs Street Railway where it has given satisfaction both as regards results and maintenance. The Ackley Brake Company is planning to manufacture this wheel guard on a large scale. The British Board of Trade has published statistics of mile- age and traffic of the tramways and light railways operating in the United Kingdom at the end of 1909. The total route mileage was 2526, representing a capital expenditure of £71,023,- 239. Net receipts were £4,595,779 and 2,660,000,000 passengers were carried. All but 166 miles of line is worked by electricity. Of the 298 lines or systems, 176 are owned by municipalities and 122 to companies or individuals. The municipally owned lines comprise a total of 1680 miles. February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 367 News of Electric Railways Policy of New York, New Haven & Hartford Railroad in Relation to Electrification and Controlled Lines Charles S. Mellen, president of the New York, New Ha- ven & Hartford Railroad, made the following references to the probable electrification of the company's lines out of Boston and to the attitude of the State of Massachu- setts toward the company in a speech which he made before the New England Boot and Shoe Club, Boston, on Feb. 16, 1910: "As the New York, New Haven & Hartford Railroad probably has a greater concentration of passenger business than any other railroad in the United States, naturally we expect we shall have to be a pioneer in the substitution of electricity for steam as motive power. In our judgment it will be a mistake, in the present stage of development, to force, by legislative enactment, the electrification of the lines about Boston. Through the natural process of evolu- tion, electric traction will be installed in Boston, and the whole subject may well be left to the managers of the rail- roads as those more greatly interested even than the public which is to be benefited. "The situation about Boston is one that is fraught with much greater difficulties than that about New York. From New York to Stamford, the New York, New Haven & Hartford Railroad has only one branch, and it was com- paratively easy to electrify a straightaway line compared with electrifying a similar distance about Boston, where the lines branch immediately upon leaving the Union sta- tion. It will cost about four times as much to electrify the same distance from the Boston terminal to the south as was the case in New York and correspondingly as much to electrify the lines for the Boston & Maine Railroad to the north. "There are probably fewer interruptions to the service over the electrified line between New York and Stamford than when the division was operated by steam, and, of course, the comfort of the passengers is promoted and the service has become very popular. It is asking too much to expect Boston to appreciate that it cannot furnish the business to warrant the expense of electrification, and I do not see how the railroads about Boston can be expected to substitute electricity for steam, without the toll collected being increased. A very large proportion of commutation or suburban service is unprofitable at present rates, and unless the substitution of electricity for steam is going to in- crease it tremendously, and beyond what has been the ex- perience on the west end of the New York, New Haven & Hartford Railroad, I do not see where the business is coming from to warrant the expense. "There is another complication, and that is the raising of the necessary capital required. We have no difficulty in raising all the money that is necessary for purposes outside of Massachusetts^ but this will be the first time that a large amount of capital has been required by the company for purposes within Massachusetts, and opens endless questions regarding the position taken by the com- monwealth upon past issues, and to authorize new capital while that already outstanding is under fire might be held to legalize the past transactions, and that may require careful consideration by the authorities. Jt would be a great mistake to force a situation by legislation upon a company admittedly so far in advance of all others in what it has already accomplished, and in what it is at the present time endeavoring to learn through costly experiments. "I wish I could say definitely when the work of electrify- ing the lines out of Boston will commence. While the directors of the New York, New Haven & Hartford Rail- road arc willing to be advised on many subjects, it is a very large transaction. I believe it is coining within a very short time. I believe you will see works started within two years, and even earlier if there is sufficient encour- agement for the construction of the tunnel. The tunnel 1 regard as the first step for all the improvements about Boston. The initial step to electrification is the tunnel, which must be operated by electricity. When that is com- pleted, electrification at either side becomes necessary. You are losing no time. The New York, New Haven & Hartford Railroad is spending its money and trying the patience of other people who are, perhaps, more patient than the people about Boston. When the company starts at Boston it will know just what it wants to do before it takes the first step. You are gaining by the delay. "If Massachusetts is content to execute her own laws within her own territory, she will have enough on her hands to occupy her time fully. It is no part of the busi- ness of this commonwealth to seek to extend by agreement with the New York, New Haven & Hartford Railroad, un- der threats of punishment, her jurisdiction over the actions of a public service corporation in neighboring States that have never been declared incompetent to arrange their own affairs, and which solicit neither advice nor assistance in such matters. "The people of Massachusetts should not attempt to con- trol the action of the New York, New Haven & Hartford Railroad in holding the stock of the Rhode Island Com- pany of the State of Rhode Island and financing its neces- sities and activities in the State, or the Connecticut Com- pany, the New England Company, the New York, West- chester & Boston, the New York, Ontario & Western or the Central New England in New York State. "The endeavor of the commission in this respect is to secure an extension of the jurisdiction of the common- wealth of Massachusetts, based upon the ownership by the New York, New Haven & Hartford Railroad of a line into Springfield, less than 6 miles in length; to exercise that jurisdiction through bringing pressure to bear upon savings banks investments in this State to force us to retire from the class of business in other jurisdictions that those jurisdictions and the officers of the company have thought it wise and proper to develop, promote and profit by. "The policy of the New York, New Haven & Hartford Railroad with reference to electric railways will be to let them severely alone in Massachusetts and so to handle them in other jurisdictions that perhaps the object lesson else- where will work a change in the sentiment and policy of the commonwealth of Massachusetts. I trust it is not be- yond the limits of probability that Massachusetts may yet learn something from what is happening elsewhere." Certificate of Exigency Denied the Boston, Lowell & Lawrence Railroad The Massachusetts Railroad Commission has refused to grant a certificate of public convenience and necessity to the Boston, Lowell & Lawrence Electric Railroad, which desired to build a high-speed interurban railway to connect Boston, Lowell and Lawrence. The decision was reached after the presentation of exhaustive engineering testimony which was reviewed by the Electric Railway Journal of June 26, 1909, page 1 172. The board decided the question by a majority vote. Chairman Hall, however, recorded his opinion in favor of the road. In the decision the commis- sion says, in part: "In the territory which would be served by the petition- ers there are several steam railroads and street railways. The principal demand for the proposed railroad came from citizens of Lowell and Lawrerice. A few citizens, however, of the cities and towns along the proposed line appeared in its favor; but most of the witnesses from Somerville, Mcdford, Winchester and Arlington opposed the granting of the certificate. The principal argument upon which this opposition was based was that adequate service was being rendered by the existing railroads and street railways, and that so far as these several communities were concerned t he proposed electric railroad would entail large and needless expenditure of money and cause property damage along the proposed route. It was further con tended in opposition that (lie proposed connection at Snlli van Square would add to the congestion upon the Boston Elevated Railway during the rush hours, both at the station 368 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. and in the train service through the Washington Street tunnel. The managements of the several railroads and street railways operating in the territory which would be served by the proposed railroad objected upon the ground that the building of such a railroad would exercise a very detrimental effect upon their lines. "A primary test to be applied to applications of this char- acter is whether the net results of the proposed undertak- ing promise public gain or public loss. The public convenience and necessity must be measured as a whole, giving due regard to the entire territory within which the proposed railroad is to be constructed. So measured, a majority of the board is of the opinion that public con- venience and necessity do not require the construction of a railroad as proposed in the agreement of association for the formation of the Boston, Lowell & Lawrence Electric Railroad. The chairman, being of opinion that the public convenience and necessity require the construction of the proposed railroad, records his dissent from the conclusions of the majority of the board." Cost of Improvements on the Salem Division of the Boston & Northern Street Railway To counteract the testimony of residents that the company had neglected the physical condition of its property in Salem, the Boston & Northern Street Railway, Boston, Mass., has filed with the Massachusetts Railroad Com- mission the following statement of money expended for improvements on its Salem division between 1902 and 1910: TRACK RECONSTRUCTED AND CONSTRUCTED Within the city limits, 64,270 ft $284,479 Outside the city limits, 132,906 ft 336,562 $621,041 POWER STATION ADDITIONS One 300-kw generator) $10,363 One 500-hp engine J One 350-hp boiler 8,527 One 500-kw motor-generator 13,729 Two 250-hp boilers and feed pumps 3,000 One 1200-kw generating unit 119,527 155,146 CARS, ADDITIONS Nine 12-bench cars $21,020 Nine 30-ft. cross-seat box cars 53,078 Fifteen 34-ft. easy access cars 117,727 Three single-truck Wason shear plows }#_ 11806 One double-truck shear plow t ' — 204,631 Line improvements 81,381 Total $1,062,199 Companies Which Paid Five Per Cent Dividends in Massachusetts The Massachusetts Railroad Commission has transmitted to the Bank Commissioner of Massachusetts the names of the following street railways which have earned and properly paid without impairment of assets or capital dividends of not less than 5 per cent upon all their out- standing stock for the five years ending Sept. 30, 1909: Boston Elevated Railway; Boston & Revere Electric Rail- way, Boston: Citizens' Electric Railway, Newburyport; Dartmouth & Westport Street Railway, New Bedford; East Middlesex Street Railway; Fitchburg & Leominster Street Railway, Fitchburg; Holyoke Street Railway; Pitts- field Electric Street Railway; Springfield Street Railway; Union Street Railway, New Bedford; West End Street Rail- way, Boston; and Worcester Consolidated Street Railway. Order Regarding Lighting of Subway The following order was adopted by the Public Service Commission of the First District of New York on Feb. 15, 1910, regarding the lighting of cars and stations of the Interborough Rapid Transit Company: "That on or before April 1, 1910, the Interborough Rapid Transit Company shall so illuminate by electricity its sub- way stations that passengers may read conveniently therein, such illumination to be not less than the present illumina- tion over the east platform of the Brooklyn Bridge station; and it is further "Ordered, That the Interborough Rapid Transit Com- pany shall hereafter install and maintain in every subway passenger car operated by it, except those now or hereto- fore operated by it, a storage battery lighting appliance of sufficient capacity to operate four 12-cp lamps at their rated candle-power for at least three hours, such storage battery lamps to be instantly and automatically available whenever the other lamps in the car shall for any reason fail to furnish light." Meeting of New England Street Railway Club.— The regular monthly meeting of the New England Street Rail- way Club was arranged to be held in the American House, Boston, Mass., on Feb. 24, 1910, at 8 p. m. Charles B. Ed- wards, chief engineer of the Fore River Ship Building- Company, of Quincy, Mass., was to present an address on the subject, "Power Plant Installation of a Modern Battleship," and Milan V. Ayres, electrical and mechanical engineer of the Boston & Worcester Street Railway, who is a member of the Massachusetts Bar, was to address the club on the subject, "The Lawyer and the Engineer." Chicago Loop Situation. — To decide upon some con- certed action to relieve the congestion on the Union loop in Chicago, representatives of the four elevated railways in Chicago have agreed to form an elevated railway commis- sion in which the city shall also be represented. It is pro- posed that the president and chief engineer of each of the companies shall be a member of the commission, while Bion J. Arnold, chairman and chief engineer of the Board of Supervising Engineers. Chicago Traction, and Alderman Milton J. Foreman, chairman of the local transportation committee of the City Council, will undoubtedly represent the city. It is probable that the representatives of the various companies on this committee will be as follows: Northwestern Elevated Railroad, M. B. Starring, president, and E. C. Noe, chief engineer; Chicago & Oak Park Ele- vated Railroad, Clarence A. Knight, president, and C. M. Mock, chief engineer; South Side Elevated Railroad, Charles V. Weston, president, and Garrett T. Seely, chief engineer; Metropolitan West Side Elevated Railway, B. I. Budd, president, and James Walker, chief engineer. Storm in the Central West. — On Feb. 16, 17 and 18 the Central West was visited by a very severe snow storm, and the reports from Springfield, Cincinnati, Indianapolis, St. Louis, Cairo and other cities indicate that the fall of snow was between 10 and 15 in. Steam railroad traffic was seriously interfered with and the operation of the elec- trip railways was also hampered. On Feb. 17 eight cars of the Ohio Electric Railway were reported stalled between Columbus and Dayton, and service over that line between Springfield and Columbus had to be abandoned. On the line of the Ohio Electric Railway between Dayton and Springfield only four cars were operated on Feb. 17. At Indianapolis on Feb. 17 service was interrupted on the interurban lines, and the Indianapolis Traction & Terminal Company, operating the city lines, maintained service only with the greatest difficulty. Service in Cairo, 111., was en- tirely abandoned for a short while. On Feb. 16 and 17, 16 in. of snow fell in St. Louis. The storm continued 36 hours. On the evening of Feb. 16 the United Railways had 35 sweepers in service, followed by 50 cars equipped with scrapers. In addition the company maintained a frequent all-night schedule on as many lines as possible so as to keep the road open. According to records of the local weather bureau at St. Louis, the storm was the worst which that city has experienced since 1884. LEGISLATION AFFECTING ELECTRIC RAILWAYS Massachusetts. — In connection with his request to the legislative committee on railroads to aid the company to validate its securities in Massachusetts, T. E. Byrnes, vice- president of the New York, New Haven & Hartford Rail- road, declared that in the next 10 years his company ex- pects to spend $50,000,000 in the development of its trans- portation facilities in Massachusetts. He said that the atti- tude of the Massachusetts Legislature toward the New York, New Haven & Hartford Railroad has prevented the expenditure of $25,000,000 in improvements in the vicinity of Boston. The company is willing, he said, to build a tunnel connecting the North and South stations. He estimated the cost of electrifying the suburban lines of the New York, New Haven & Hartford Railroad and the Boston & ' Maine Railroad at between $25,000,000 and $40,000,000. February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 369 Financial and Corporate New York Stock and Money Market February 22. 1910. There has been a vast improvement in the condition of the stock market during the past week. Not only have prices regained much of the losses sustained earlier in the month, but the sentiment of the traders is much more hope- ful. The anxiety that was the occasion of the recent decline has practically disappeared and there has been considerable buying by small outside investors. Traction shares are fairly active and have shared in the general recovery. The money market continues to be satisfactory. Rates remain reasonable and the banks appear to be willing to meet all demands from legitimate traders. Quotations yes- terday were: Call, 2 to 3 per cent; 90 days, 3 1 1 to 3^4 per cent. Other Markets The shares of the Rapid Transit and Union Traction companies have been affected by the strike. On Feb. 21, on heavy sales, Rapid Transit declined to 24}/; and closed at that figure, while Union Traction sold as low as 49. In the Boston market, Massachusetts Electric has been less active than earlier in the month, although the prices have shown no disposition to decline. There has been some trading in Boston Elevated and quotations are higher. In the Chicago market there has been little trading in traction shares. The issues of the Chicago Railways Com- pany are almost entirely out of the market, Series 2 being the only shares traded in. Prices are unchanged. In the Baltimore market there has been no trading in traction stocks. The bonds continue to be fairly active at former prices. Quotations of various traction securities as compared with last week follow: Feb. 15. Feb. 21. .American Railways Company *46-K 347 Aurora, Elgin & Chicago Railroad (common) a.$7lA a57 Aurora, Elgin & Chicago Railroad (preferred) 392 ag3 Boston Elevated Railway i2g?4 l^9lA Boston & Suburban Electric Companies 15 ai6A Boston & Suburban Electric Companies (preferred) 72 72 Boston & Worcester Electric Companies (common) 8 aii Boston & Worcester Electric Companies (preferred) a45 344 Brooklyn Rapid Transit Company 7^Yi 73^4 Brooklyn Rapid Transit Company, 1st pref. conv. 4s 83 83 Capital Traction Company, Washington a 134 "134 Chicago City Railway 3195 ai95 Chicago & Oak Park Elevated Railroad (common) *z *2 Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 aio8 aio6'/i Chicago Railways, ptcptg., ctf. 2 329 332 Chicago Rsilways, ptcptg., ctf. 3 314 ai5 Chicsgo Railways, ptcptg., ctf. 4s 39 *g Cleveland Railways *gi'A *gi'A Consolidated Traction of New Jersey 376 a76 Consolidated Traction of New Jersey, 5 per cent bonds . . . a 1 05 Y2 ai05^2 Detroit United Railway '63 "62 General Electric Company i53fis i54^£ Georgia Railway & Electric Company (common) 107V2 3108 Georgia Railwsy & Electric Company (preferred) 388 388 Interborough-Metropolitan Compsny (common) 20^ 22 Interborourh-Metropolitan Company (preferred) S3'A 5554 Interborough-Metropolitan Company (4V2S) 8 1 £4 82^ Kansas City Railway & Light Company (common) a3o a3o Kansss City Railwsy & Light Company (preferred) 372^ 368 Manhattan Railway *i36M * 136)4 Massachusetts Electric Companies (common) ai8!^ ai8*A Massachusetts Electric Companies (preferred) a84 83^ Metropolitan West Side, Chicago (common) 317 ai7 Metropolitan West Side Chicago (preferred) 352 a55 Metropolitan Street Railwsy *i8 *i6 Milw3ukee Electric Rsilwsy & Light (preferred) *no *iio North Americsn Compsny 7gVi 8o54 Northwestern Elevated Railroad (common) 317^2 H17I/2 Northwestern Elevsted Rsilrosd (preferred) 370 a70 Philadelphia Company, Pittsburg (common) *5o'/2 a5ij^ Philadelphia Company, Pittsburg (preferred) *43-)4 a45 Philadelphia Rapid Transit Company *26J^ 324^ Philadelphia Traction Company "89 89 Public Service Corporation, 5 per cent col. notes *ioo% '100'A Public Service Corporation, ctfs ai05 3104J/2 Seattle Electric Company (common) 3115 aii6 Seattle Electric Company (preferred) aio6 aios South Side Elevated Railroad (Chicago) 353 353 Third Avenue Railroad, New York 10 *io Toledo Railways & Light Company 1 1 Vo, *ii$4 Twin City Rapid Transit, Minneapolis (common) 112 113)4 Union Traction Company, Philadelphia *Sl54 49V2 United Rys & Electric Company, Baltimore 313)4 ai4 United Rys. Inv. Co. (common) "33 37 United Rys. Inv. Co. (preferred) 67 68 Washington Ry. & Klectric Company (common) 37 #37 Washington Ry. & Electric Company (preferred) 387 '/S "875-6 West End Street Railway, Boston (common) 395 ags West End Street Railway, Boston (preferred) a 1 09 &X06 Westinghouse Elec. & Mfg. Company 68 70^ West inghouse Elec. & Mfg. Company (1st pref.) 120 *i2o a Asked. " Last Sale. Report of Detroit United Railway The report of the Detroit (Mich.) United Railways for the year ended Dec. 31, 1909, as presented at the recent annual meeting of the company, compares as follows with the report of the company for the year ended Dec. 31, 1908: Gross earnings. . . . Operating expenses. 1909. $8,047,554 5,042.724 Net earnings from operation $3,004,830 Income from other sources 144,833 Gross income less operating expenses $3,149,663 DEDUCTIONS. 'Interest on funded and floating debt and taxes: Detroit United Railway Rapid Railway System Sandwich, Windsor & Amherstburg Railway . . Detroit, Monroe & Toledo Short Line Railwsy Detroit, Jackson & Chicago Rsilwsy Credited to depreciation reserve Credited to contingent liability reserve. 11,325,568 159.578 26,804 147,166 221,013 $1,880,129 400,000 100,000 Total deductions $2,380,129 Surplus income $769,534 $7, 1 14,760 4.559.123 $•2, 555,637 64.956 $2,620,593 $1,138,799 ■ 35.050 23.785 122,131 1 98,900 $1,618,665 300,000 50,00a $1,968,665 $651,928 '1908 taxes included in operating expenses. PASSENGER STATISTICS, I909. Revenue passengers 142,981,316 Transfer passengers 41,629,844 Employee passengers 5-770, 881 Total passengers 190,382,041 Receipts revenue passenger .0528 Receipts per passenger .0396 MILEAGE STATISTICS, I9O9. Car mileage 32,699,206 $0.2461 -1542, 0919 Earnings car mile. Expenses car mile. Net earnings car mile. The condensed balance sheet as of Dec. 31. 1909. shows: ASSETS. Value of entire property $38,717,468 Tressury securities. Accounts current Prepaid taxes Current assets, such 3s C3sh, sccounts and supplies Discount on gold notes 3nd bonds.... receivable and material .320,459 630,314 42,000 798,210 376,393 Total $42,884,844 LIABILITIES. Capital stock $12,500,000 Mortgage bonds and gold notes 24,903,000 Vouchers payable, bills payable, unredeemed tickets, etc 818,645 Total reserve fund 1,418,660 Surplus account (less adjustment) and net income, 1919 3,244.539 Total $42,884,844 In presenting the report J. C. Hutchins, president of the company, said: "At the beginning of 1910 the company had outstanding $3,050,000 of its three-year gold notes issued to pay for bet- terments and extensions. During the year it sold $1,066,000 of its 4Y2 per cent consolidated mortgage gold bonds and applied the proceeds to pay off and retire $1,000,000 of these notes. This leaves outstanding of the company's three- year notes, issued for the same purposes, $2,050,000, as shown in the balance sheet, $2,000,000 of which are due and payable Feb. 15, 1910, and $50,000 May 1, 1910. Provision has been made to pay out of the company's resources $500,- 000 of this remaining amount Feb. 15, 1910, and to extend the balance for periods of six and 12 months. "The company, as in previous years, made liberal ex- penditures during this year in the maintenance of its tracks, rolling stock and other properties. On Jan. 1, 1909, the company's depreciation reserve stood credited with $688,- 614. Large expenditures were incurred for extensive re- newals of tracks and foundations, involving heavier con- stiuction to meet increased traffic conditions on various city lines, a part of the cost of which, to wit, $50,000, was charged against this depreciation reserve. There was added in the credit of (lie depreciation reserve during the year $400,000, leaving said fund with a present credit balance of $1,038,614. At the beginning of the year the company's surplus stood credited with $2,491,164. There has been credited to the contingent liability reserve the sum of $100,- 000 out of the earnings of the year 1909, making $300,000 in the reserve, and leaving a surplus of $3,244,539 " 37o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. Consolidation of Surface Railways in Chicago The details of the consolidation of the Chicago City Railway, the Calumet & South Chicago Railway, the South- ern Street Railway and the Hammond, Whiting & East Chicago Railway, plans for which were noted in the Elec- tric Railway Journal of Jan. 1, 1910, page 47, were effected on Feb. 21. The board of directors of the new Chicago City & Connecting Railways consists of James B. Forgan, John J. Mitchell, Samuel Insull, John A. Spoor, Edward Morris, Harrison B. Riley, E. K. Boisot and Ira M. Cobe. The shares and bonds of the four roads will be deposited with E. H. Gary, A. J. Earling and S. M. Felton as trustees, who have the power to issue securities. The total cap- italization in stocks and bonds of the four companies enter- ing into the merger follows: Chicago City Railway $40,500,000 Calumet & South Chicago Railway 10,750,000 Southern Street Railway 1,575,000 Hammond, Whiting & East Chicago Railway 510,000 T°taI $53.335,ooo For the new corporation there will be issued $22,000,000 in bonds. The capitalization of the new company thus re- mains about equivalent to the value of properties as appraised by the city. A. J. Earling, of the board of trustees, has been president of the Chicago, Milwaukee & St. Paul Railway since 1899 and is a director in a number of other large undertakings. S. M. Felton is president of the Chicago Great Western Railway, having previously served in the same capacity both the Mexican Central Rail- road and the Chicago & Alton Railroad. E. H. Gary, chair- man of the United States Steel Corporation, is a former Chicagoan, having been for 25 years a practising attorney in that city. Earnings of Interborough Rapid Transit Company for Year The Interborough Rapid Transit Company, New York, N. Y., has made public the following comparative statement of earnings for the years ended Dec. 31, 1909, and Dec. 31, 1908: 1909. 1908. Gross receipts $27,963,377 $25,4.17,340 Operating expenses 10, 759, 738 10,869,546 Net earnings $17,203,639 $14,577,793 Other income *737.68g 1,034,362 Total income $17,941,328 $15,612,155 Interest, rents, etc $10,468,035 $10,208,531 Taxes 1,692,651 1,715,177 Total charges $12,160,686 $11,923,708 Surplus $5,780,641 $3,688,447 Dividends 3,150,000 3,150,000 Surplus $2,630,641 $538,447 *The decrease in other income is largely due to the policy, inaugurated on July 1, 1909, of not crediting the interest upon the advances made for the construction of the New York & Long Island Railroad tunnel. In 1909, 543,172,774 passengers were carried as compared with 494,846,348 in 1908. Franchise Assessments in New York In its annual report to the Legislature, the State Board of Tax Commissioners calls attention to difficulties in basing the special franchise tax on the net earnings of public service corporations, the method indicated by the Court of Appeals in its recent decisions involving the tax of the Jamaica Water Works Company. It says: "The Special Franchise Tax law was a revenue measure intended for the benefit of the localities by increasing their revenues. If, however, the net earnings rule must be ap- plied in disregard of general conditions, and if the rule must be applied from information contained in the records of these corporations, which is substantially all the infor- mation upon the subject of net earnings this board can ob- tain, it will largely wipe out the special franchise valuations in New York City in respect to street surface railroads, where these franchises are supposed to be and doubtless are of very substantial value." Referring to the franchises held in Greater New York, the commission says in part: "In New York City there is a well-regulated system and schedule of rates for the granting of these privileges, which, as a rule, represent a value very much higher than the valu- ations fixed by this board. In the case of street surface railways in that city there is a provision of the railroad law, existent for many years, which precludes the granting of such franchise, except upon condition of the payment of 3 per cent of the gross earnings for the first five years of its existence, and 5 per cent of such gross earnings thereafter, and corporations are apparently willing and anxious to accept these grants on that basis. Can it be said that these conditions — these sales prices — have no influence on the question of the value of these privileges, unless such value can be verified by the application of the net earnings rule?" To do away with the confusion often caused by present methods the commission recommends that real property assessments be made against the property itself, and not against individuals. The board says that by this method the chances of property escaping its just share of tax bur- dens would be minimized. The New York State Board of Tax Commissioners has completed its special franchise tax assessments for New York City. The total for 1910 is $468,887,100, as compared with $474,001,900 for 1909 and $492,492,970 for 1908. The final assessments of the principal street railways for 1909 and the tentative assessments for 1910 follow: Final. 1909. Brooklyn Rapid Transit $55,252,700 Coney Island & Brooklyn Railroad 2,543,000 Hudson & Manhattan Railroad 8,000,000 Long Island Electric Railway 25,000 Manhattan Railway 78,500,000 New York & Queens County Railway 2,275,000 Pennsylvania Tunnel & Terminal 15,600,000 Richmond Light & Railroad Company 534,900 Interborough Rapid Transit 24,012,000 Dry Dock, East Broadway & Battery Railroad 1,400,000 Forty-second Street, Manhattanville & St. Nicholas Avenue Railway 4,206,000 Third Avenue Railway 7,920,000 Union Railway 3,986,000 Westchester Electiic Railroad 121,000 Bleecker Street & Fulton Ferry Railroad... 730,000 Broadway & Seventh Avenue Railroad 7,955,000 Central Crosstown Railroad 660,000 Central Park, North & East River Railroad. 2,750,000 Christopher & Tenth Street Railroad 1,172,000 Eighth Avenue Railroad 4,800,000 Forty-second Street & ' Grand Street Ferry Railroad 1,600,000 Metropolitan Street Railway 20,258,000 New York & Harlem Railroad (City Line).. 9,343,000 Tentative. 1910. $53,886,500 2,750,000 1 1,770,000 425,000 78,686,300 2,275,000 16,426,000 550,000 tl2,00O 1 ,400,000 4,206,000 7,920,000 4,000,000 I 50,000 730,000 7,955,000 660,000 2,750,000 1,172,000 4,800,000 1 ,600,000 20,258,000 9,343,000 Hammond, Whiting & East Chicago Railway, Hammond, Ind. — The Hammond, Whiting & East Chicago Railway has been incorporated with a capital stock of $1,000,000 by Robert S. Knox, Charles R. Moore, Samuel R. Jenkins, Frank G. Murray and Edgar H. Plank to succeed the Ham- mond, Whiting & East Chicago Electric Railway, Ham- mond, Ind. Hudson Companies, New York, N. Y. — Harvey Fisk & Sons, New York, N. Y., offer for sale at 100 and accrued interest $11,000,000 of the 6 per cent secured convertible gold coupon notes of the Hudson Companies. The prin- cipal is payable on Feb. 1, 1913, and the interest is payable on Feb. 1 and Aug. 1. The Guaranty Trust Company, New York, N. Y., is trustee of the issue. Lehigh Valley Transit Company, Allentown, Pa. — The stockholders of the Lehigh Valley Transit Company will vote on April 21, 1910, on a proposition to authorize an issue of $15,000,000 of bonds, to provide for refunding ex- isting bonds, for extensions, improvements, etc. Metropolitan Street Railway, New York, N. Y. — Judge Lacombe in the United States Circuit Court in a decision rendered on the application of the New York & Harlem Railroad, for an order directing the receivers of the Metro- politan Street Railway either to pay the back franchise taxes on the Madison Avenue, Eighth Avenue and Ninth Avenue lines of the company or else turn them over to the lessor companies considered a request from the receivers seeking instructions as to the issuance of receivers' certifi- cates to pay the back franchise taxes, and as to their course with respect to the Federal corporation tax. The court di- rects the receivers to spend about $313,900 on the Madison Avenue line for repairs and $505,850 on the Eighth and February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 371 Ninth Avenue lines for like purposes. The decision says the State franchise tax in arrears is estimated at about $3,000,000 on all the lines now operated by the receivers of the Metro- politan Street Railway after making allowance for equal- ization according to the recent decisions of the State courts, The Court authorizes the receivers to negotiate with the proper authorities for the payment of all these taxes, in- cluding the $400,000 which the New York & Harlem Rail- road has already advanced on account of the taxes on the Madison Avenue line to prevent a sale, and states that when a decision has been reached as to the exact amount they may come to him with an application for receivers' certifi- cates to discharge this indebtedness. According to the court, if foreclosure and sale intervene before these ne- gotiations are over, the receivers have at least kept off the disintegration of the property. As to the Federal corpo- ration tax, Judge Lacombe says that inasmuch as it is based on net earnings and the Metropolitan Street Railway has no net earnings, the question as to its payment does not arise. In regard to the various lessor roads in the Metro- politan system which still enjoy net earnings, the court declares that the question is one that must be taken up by each road with its counsel. Argument was heard on Feb. 11, 1910, by Judge Coxe in the United States Circuit Court on the motion of Attorney-General O'Malley to remand to the State courts the suit brought for the forfeiture of some of the franchises of the Bleecker Street & Fulton Ferry Railroad and the Twenty-third Street Crosstown Railroad, for the reason that they had failed to operate a number of the branches of their railroads. Judge Coxe directed counsel to present briefs in the case. New Orleans Railway & Light Company, New Orleans, La. — Bertron, Griscom & Jenks have extended until March 1, 1910, the time for assenting to their proposition to buy from the stockholders of the New Orleans Railway & Light Company $4,000,000 of the common stock and $2,000,000 of the preferred stock of the company, as noted in the Electric Railway Journal of Feb. 12, 1910, page 295. Pittsburgh & Allegheny Valley Railway, Leechburg, Pa. — The Safe Deposit & Trust Company, Pittsburgh, Pa., trustee under the mortgage of the Pittsburgh & Allegheny Valley Railway dated July 15, 1904, will offer the property of the company at auction, free of all liens, at Kittanning on March 21, 1910, under a decree entered on Jan. 22. 1910. by the Court of Common Pleas of Armstrong County. Pittsfield (Mass.) Street Railway.— The New England Investment & Security Company has taken an option on the stock of the Pittsfield Street Railway at a price said to be $275 a share, with a bonus of $75,000 to the Dolan interests, which have long controlled the majority of the stock of the company. Public Service Investment Company, Boston, Mass. — Stone & Webster, Boston, Mass., offer for subscription at 9%lA $300,000 of a new issue of 6 per cent cumulative pre- ferred stock of the Public Service Investment Company, which was organized with authority to hold and deal in stocks, bonds and notes, or other securities and owns se- curities of companies under the management of Stone & Webster. The stock now offered for subscription is part of an authorized issue of $1,500,000 of preferred stock. Twin City Rapid Transit Company, Minneapolis, Minn. — At the annual meeting of the stockholders of the Twin City Rapid Transit Company, held on Feb. 15, 1910, it was decided to increase the number of directors, and A. E. Ames and Henry M. Pellatt, Toronto, Ont., were elected as additional members of the board. The directors whose term of office had expired and the officers were all re- elected. Youngstown & Ohio River Railroad, Youngstown, Ohio. — At the annual meeting of the Youngstown & Ohio River Railroad, the following officers were elected: Will Christy, president; George A. Stanley, vice-president; Charles S. Thrasher, secretary and treasurer; J. D. DeWees, general manager. The company's affairs have been in the hands of Will Christy, Warren Bicknell and George A. Stanley, as syndicate managers, but it is probable that a distribution of Becurities will be made shortly. The company ha9 entered in,to a contract with the Warren Bicknell Company, Cleve- land, Ohio, as operating manager. Traffic and Transportation Service in Rochester The Public Service Commission of the Second District of New York, acting on suggestions and recommendations made by C. R. Barnes, electric railroad inspector of the commission, addressed a communication to the Mayor of Rochester and one to the New York State Railways, Roch- ester Lines, on Feb. 16, 1910, in reference to the complaint of the Mayor of Rochester regarding the service of the company, especially the congestion of cars on Main Street. In these communications the commission emphasized the statement that its efforts have so far been directed to the relief of congestion on Main Street during the evening rush hours and that no attempt has been made to devise any means of furnishing additional facilities on any of the lines in the city except that which will be reflected on the dif- ferent lines by the more rapid and regular movement of cars through the business center of the city, but that the in- vestigation of traffic conditions along the lines of the pres- ent and future requirements of the city will be continued. The communication to the company contained the follow- ing suggestions: "The substitution of the far-side stop for the present near-side stop in all sections of the city. "The rerouting of the interurban cars of the Rochester, Syracuse & Eastern Railroad and the Sodus Bay cars of the New York State Railways, removing them from Main Street between the Four Corners and Clinton Street. These cars, west bound, to be diverted from Main Street through Franklin, Andrews, State, Exchange and Court Streets, re- turning to Main Street at Clinton Street and crossing Main Street at the Four Corners. "The putting in of crossovers on North St. Paul Street and cn South Avenue near Main Street, connecting the double tracks in both of these streets, and the turning back of the cars on the North St. Paul Street and South Avenue line on either side of Main Street between 5 p.m. to 6:30. "The employment of six additional inspectors on Main Street and side streets between Pindell Alley and Elm Street. "A detailed set of rules for the government of motor- men, conductors and inspectors intended to increase ef- ficiency in operation by these employees which will result in reducing delays to cars to a minimum and add to free car movement. "The placing of an emergency wagon equipped for trol- ley work and wrecking purposes on Water Street near Main Street during the evening rush hours." The communication of the commission to the company also contained recommendations in detail for rules to govern the action of motormen, conductors, inspectors, inspectors at passenger stops and patrol inspectors, all designed with the end in view of expediting the movement of cars in the congested district. They are, for the most part, largely of local interest and relate to specific instruc- tions for meeting conditions peculiar to some phase of the situation in Rochester. The recommendations of the com- mission to the city, however, indicate that the municipality can do a great deal more than in the past toward assisting the company in serving the community. These recom- mendations follow: "It is respectfully suggested that the City of Rochester can aid materially in expediting the passage of street cars over street intersections and in the loading and unloading of passengers. "It is respectfully recommended that the traffic officer stationed at the junction of St. Paul and Main Streets be instructed to give precedence to street car movement over the crossing in preference to vehicular traffic whenever possible. Difficulties arising at this street crossing oc- casion a very large percentage of the delays, and vehicular traffic should not he allowed, in the opinion of the com- mission, to delay the movements of street cars. Owing to the existence of a double track upon Main Street at tln^ point, such delay may at times become inevitable for a brief period, but it is believed that the recognition of the superior claim of street car traffic over vehicular traffic by traffic officers will result in much relief. 372 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. "It is further respectfully recommended that the city cause the removal of all snow and slush from the street at loading points, in order that passengers may readily reach the cars and may be able to stand near the track ready to embark upon the cars immediately upon their stopping. Careful attention to this one point will save much delay during the winter season. "It is expected by the commission that the foregoing recommendations to the street railroad company will be put in operation by that company on Feb. 21, 1910. This will give the company ample time to make the proper prepara- tions and also to familiarize the public with the new re- quirements, which familiarity on their part is to some ex- tent essential to the success of the new measures. Charles R. Barnes, the commission's inspector of street railroads, will give his personal attention during the week com- mencing Feb. 21, 1910, to the operation of these measures, and will also continue to collect data for further sugges- tions as to improvement and relief of unfavorable condi- tions now existing." Hearing on Normal School and Business College Fare Bill The committee on street railways of the Massachusetts Legislature gave a public hearing on Feb. 8, 1910. House bill 299, which provides that the rates of fare charged by street and elevated railways for the transportation of pupils of normal schools and business colleges between home and school, shall not exceed one-half the regular fare, tickets to be sold in lots of 10 each. The bill amends Sec. 72, Chap. 112, Revised Laws, which makes compulsory half fare for the pupils of public or private schools. Bentley W. Warren, Boston, Mass., on behalf of the Massachusetts Street Railway Association, stated that the street railways object to being made compulsory assistants in charitable activities. Most of the companies mentioned by persons favoring the bill had never paid a dividend, with the exception of the Boston Elevated Railway, which was exempt by statute from making any special rate, and the Old Colony Street Railway, which had paid moderate div- idends. It was unjust to require the stockholders of a company not paying dividends to meet the expenses of the grown people who attend such institutions. Moreover, most of the business colleges paid a reasonable return. There were no valuable franchises in the State except the rights of the Boston Elevated Railway in its elevated structure; and in general there was not a franchise in the State which could not be terminated without compensation. The com- panies could capitalize only their actual investment, and there were no franchise values which could be taken as a basis for reduced fares as required by the bill. There was just as much reason to make electric light companies supply current at half price to business colleges as to lay the bur- den of reduced fares upon the street railway. Under the Revised Laws, Ch. 112, Sec. 72, street railways are required to transport pupils of the public schools to or from school at a rate of fare not exceeding one-half of the regular fare charged for the transportation of other pas- sengers between the same points. In the case of Common- wealth vs. Interstate Consolidated Street Railway, 187 Mass., p. 436, the Supreme Judicial Court sustained the statute as applying to public school pupils, and this was again sustained by the United States Supreme Court in 207 U. S., p. 79, but on the technical ground that the Interstate Consolidated Street Railway had been incorporated after the statute had been passed. By the statutes of 1906, ch. 479, sec. 72, ch. 112, Revised Laws, was amended to include pupils of private schools. Under this amendment the pupils of parochial, tonsorial, business, normal and other insti- tutions sought the reduced fare and hence arose the case of Commonwealth vs. Connecticut Valley Street Railway, 196 Mass., p. 309. The company refused to transport at this rate a student attending the Northampton Commercial Col- lege, and the Supreme Judicial Court held that the pupils of business and normal schools were not entitled to the benefit of the statute. About two years ago the Legislature amended the statute to include evening school pupils (Ch. 530, Acts 1908). The question of the constitutionality of this act was before the courts and it would be unwise to extend the statute in view of the intimation of the Supreme Court that it would not sustain an extension be- yond the original intent of the law. Long Island Companies Increase Wages The New York & Queens County Railway, Long Island City, N. Y., of which W. O. Wood is president and general manager, and the New York & Long Island Traction Company and the Long Island Electric Railway, Long Island City, of which Mr. Wood is vice-president and gen- eral manager, increased the wages of their motormen and conductors on Feb. 1, 1910. The statement by the New York & Queens County Railway to its employees regarding the change follows: "Taking effect Feb. 1, 1910, the rates of pay of the con- ductors and motormen are increased as follows: "For the first and second years of service, 21 cents per hour instead of 20 cents per hour. "For the third, fourth and fifth years of service, 22 cents per hour instead of 21 cents per hour. "For the sixth and succeeding years of service, 23 cents per hour instead of 22 cents per hour. "Employees will be advanced from the lower to the higher rates in the same manner as at present, upon com- pletion of the periods of service above mentioned." The statement of the New York & Long Island Traction Company to its employees regarding the change follows: "Taking effect Feb. 1, 1910, the rates of pay of conductors and motormen are increased as follows: "The flat rate of 20 cents per hour is abolished. "For the first and second years of service, 21 cents per hour. "For the third, fourth and fifth years of service, 22 cents per hour. "For the sixth and succeeding years of service, 23 cents per hour. "In the case of employees who have not been continu- ously in the service since their first employment by the company as conductors and motormen, their length of service will be based upon the date when they entered upon their last period of service." The statement of the Long Island Electric Railway to its employees regarding the change follows: "Taking effect Feb. 1, 1910, the rates of pay of conductors and motormen are increased as follows: "The flat rate of 20 cents per hour is abolished. "For the first and second years of service, 21 cents per hour. "For the third, fourth and fifth years of service, 22 cents per hour. "For the sixth and succeeding years of service, 23 cents per hour. "In the case of employees who have not been continuously in the service since their first employment by the company as conductors and motormen, their length of service will be based upon the date when they entered upon their last period of service." Finding of Massachusetts Commission in New Bedford Service Case The finding of the Railroad Commission of Massachu- setts in the case of the petition of the Selectmen of Fair- haven regarding service by the Union Street Railway, New Bedford, Mass., follows: "After giving a hearing upon the petition of the Select- men of Fairhaven relative to service on the Union Street Railway the board investigated the service rendered by the Union Street Railway between New Bedford and Fairhaven and inspected the rolling stock and the general condition of the Fairhaven line, and concludes that, with the excep- tion of certain cars to which the attention of the company was called and upon which repairs have been or are now being made, the equipment is in good condition. It ap- peared that the company was not furnishing, adequate serv- ice during the late afternoon. An extra car has been in- stalled to relieve the congestion on the car scheduled to leave New Bedford at 6:08 p. m., and the board believes I February 26, 1910.] that the use of this car, together with the suggested re- pairs, will relieve the situation. "It should be added, however, that cars are at times over- loaded or delayed from causes which cannot be remedied under present conditions, as the opening of the draw of the Fairhaven bridge, operated under direction of the Federal Government, and the grade crossing of the New York, New Haven & Hartford Railroad are factors that will at times disarrange the operating schedule." Freight Service Between Providence and Attleboro. — The New England Investment & Security Company, Spring- field, Mass., has established a freight service between Provi- dence, R. I., and Attleboro, Mass. Employees, Firemen and Policemen Requested to Sur- render Seats. — The Fort Wayne & Wabash Valley Traction Company, Fort Wayne, hid., has requested members of the police force, firemen and employees of the company to sur- render their seats to passengers paying cash fares on the lines of the company in Fort Wayne. Accident Record in Atlanta. — The Georgia Railway & Electric Company, Atlanta, Ga., reports that for the year ended Dec. 31, 1909, the company transported 50,570,953 passengers, including cash fares, transfers and passes; that not a passenger was killed or seriously injured, and that only eight persons were killed in connection with the opera- tion of the system. Verdict Against Indiana Company for Issuing Pass. — The Evansville Suburban & Newburg Traction Company, Evansville, Ind., has been fined $500 by the Circuit County Court at Evansville in an action brought against the com- pany by the Railroad Commission of Indiana for violating the anti-pass law of that State. The company gave free transportation to a shipper over its line who used the pass in going to and from a building which he was erecting along the line of the company. It is said that the case will not be appealed. Schedule of New Line Between Warsaw and Peru. — The schedule adopted by the Winona Interurban Railway for its new line between Warsaw and Peru, which was placed in operation on Feb. 14, 1910, as noted in the Electric Railway Journal of Feb. 19, 1910, page 332, provides five passenger trains and one freight train each way per day with an aver- age running time of about 2 hours and 40 minutes for the 42 miles. It is expected that track connections will be com- pleted early in March with the lines of the Indiana Union Traction Company at Peru. Louisville Railway Relief Association. — The report of the Louisville Relief Association for the year ended Dec. 31, 1909, has been made public. The total receipts for the year amounted to $4,614.95, of which $4,176.50 was collected as dues, $128.45 interest on reserve fund, $300 contributed by the Louisville Railway and $10 contributed from an out- side source. A total of $4,770.60 was paid out during the year, of which $2,803.60 was paid to members for sick bene- fits, $1,625 tor death claims, $192 for salaries, $150 for gen- eral expenses. The balance on hand on Jan. 1, 1910. was $4,512.85. Traffic Agreement Pending Between Brooklyn Rapid Transit Company and Long Island Railroad. — An agree- ment is pending between the Brooklyn Rapid Transit Com- pany and the Long Island Railroad whereby arrangements will be made for operating trains of the Brooklyn Rapid Transit Company from the Dclancey Street terminal of the Williamsburg Bridge in New York over that structure and over the Broadway elevated line of the Brooklyn Rapid Transit Company to Euclid Avenue, in the East New York section of Brooklyn, where the trains will be run over an incline to a connection with the tracks of the Long Island Railroad at Euclid and Atlantic Avenues and thus con- tinue over the Long Island Railroad from East New York to Jamaica. The incline connection between the elevated structure of the Brooklyn Rapid Transit Company and the Long Island Railroad is now utilized only in the summer, during which elevated trains of the Brooklyn Rapid Transit Company are operated over that system and the lines of the Long Island Railroad to points on Jamaica Bay and to Rockaway Beach. 373 Personal Mention Mr. J. D. Dewees has been appointed general manager of the Youngstown & Ohio River Railroad, Leetonia, Ohio. Mr. A. A. Crawford has been appointed superintendent of motive power of the Youngstown & Ohio River Rail- road, with offices at Leetonia, Ohio. Mr. William H. Wadsworth has resigned as master me- chanic of the Boston & Worcester Street Railway, South Framingham, Mass., and Mr. E. S. McLean has been ap- pointed to succeed him. Mr. E. S. McLean, who has been connected with the Boston & Worcester Street Railway, South Framingham, Mass.. for several years, has been appointed master me- chanic of the company to succeed Mr. William H. Wads- worth, resigned. Mr. Elmer S. Olmsted, who has been assistant electrical engineer of the Boston (Mass.) Elevated Railway since 1902 and who has been connected with the company for 10 years, has resigned from the company to become vice- president of the Cheatham Electric Switching Device Com- pany, Inc., Louisville, Ky. Mr. James D. Mortimer has been elected vice-president of the Milwaukee Electric Railway & Light Company and the Milwaukee Light, Heat & Traction Company, Milwau- kee, Wis., to succeed Mr. C. W. Wetmore, resigned, and has also been elected secretary of the companies to succeed Mr. Silas W. Burt, resigned. Mr. Albert H. Stanley, general manager of the London Underground Electric Railways Company, London, Eng., has also been appointed managing director of the London United Tramways Company. This company owns and op- erates an extensive trolley system in the northwestern part of London and its stock is largely owned by the Under- ground Electric Railways Company, with which Mr. Stan- ley will remain associated as general manager. This appointment, then, comes as an extension and broadening of his duties. Mr. Stanley succeeds in his new position Sir Clifton Robinson, who has long been one of the most prominent figures, if not the most prominent, in tramway circles in England, but has concluded to retire from active management of the London United Tramways. The an- nouncement was made on Feb. 2, 1910, at a dinner of the members of the Metropolitan Association of Electric Tram- way Managers of London, of which Sir Clifton Robinson is president this year. Mr. W. O. Woodard has been appointed traffic manager of the Chicago, Lake Shore & South Bend Railway, with headquarters at Michigan City, Ind. Mr. Woodard entered railway service with the Pennsylvania Railroad, and re- mained in the employ of that company until 1901, when he became connected with the Lake Erie & Western Railroad, which he served until 1905 in various capacities in the freight department. In December, 1905, Mr. Woodard be- came connected with the accounting department of the Terre Haute, Indianapolis & Eastern Traction Company. Subsequently he served in the passenger and freight depart- ments of this company. He next accepted the position of division freight and passenger agent of the Ohio Electric Railway, at Dayton, Ohio. In 1908 he returned to the serv- ice of the Terre Haute, Indianapolis & Eastern Traction Company and remained with the company until March, 1909, when he was appointed traffic manager of the Indianapolis, Crawfordsville & Western Traction Company. Mr. Gerhard M. Dahl has been appointed street railway commissioner of Cleveland by Mayor Baehr under the terms of the franchise to the Cleveland Railway approved at the election on Feb. 17, 1910. Mr. Dahl was born at Fort Howard, Wis., on June 8, 1876, where he attended the public schools and was graduated with honors. Me then entered the University of Wisconsin, from which he was graduated in 1896. Later he completed the course in law at the University of Wisconsin and opened an oilier at Stevens Point, Wis., where he served two terms as prosecuting at- torney, an office which he filled with satisfaction to his constituents. Through the influence of Senator La Fol lette of Wisconsin, Mr. Dahl became interested in politics. In the fall of 1906 Mr. Dahl established a connection with the law office of M. I!. & If. II. Johnson, through Mr. T. H. ELECTRIC RAILWAY JOURNAL. 374 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. Hogsett of that firm. Mr. Dahl took a prominent part in the campaign of 1908, and was in constant demand there- after as a public speaker. He was nominated for city so- licitor of Cleveland last fall on the Republican ticket, but was defeated by Mr. Newton D. Baker, the only Democrat who was elected to office. Mr. George Quackenbush, assistant general freight agent of the Chicago & Alton Railroad, has been appointed traffic manager of the Illinois Traction System, Peoria, 111., to succeed Mr. H. H. Roseman, whose resignation takes effect on March i, 1910. Previous to his connection with the Chicago & Alton Railroad Mr. Quackenbush was connected with the Iowa Central Railroad. Retiring temporarily from the Chicago & Alton Railroad Mr. Quackenbush accepted the position of manager of the Western Union Telegraph Company at Denver, Col., but later returned to the Chicago & Alton Railroad. He has acted in many capacities in the freight department of the Chicago & Alton Railroad, his last position being assistant general freight agent, with offices at Springfield, 111. When the Chicago & Alton Railroad was reorganized recently with the other lines controlled by the Hawley interests, Mr. Quackenbush was trans- ferred from Peoria, where for a number of years he had been division freight agent, to Springfield and given the title of assistant general freight agent. Mr. Quackenbush will have his office at Springfield, 111. Sir Clifton Robinson, as noted elsewhere in this depart- ment has retired as managing director of the London United Tramways, London, Eng., in favor of Mr. Albert Stanley, general manager of the London Underground Electric Railways. At a dinner of the Metropolitan Association of Electric Tramway Managers, of which Sir Clifton Robin- son is president this year, he stated that he had been asso- ciated with tramway enterprises for 50 years, and felt that the time had come when he should lay aside some of the burdens of his life work. He congratulated the company as well as the association that the management of the London United Tramways would be in the hands of Mr. Albert Stanley. Sir Edgar Speyer, in behalf of Mr. Cator Scott, chairman of the London United Tramways, expressed the regret of the company at the retirement of Sir Clifton Rob- inson and its gratitude at the ability displayed by him in his management of the affairs of the company. It is un- derstood that Sir Clifton Robinson will take a long trip in the East to investigate tramway matters for the firm of bankers of which Sir Edgar Speyer is a member. Mr. C. F. Baker has been engaged by the Massachusetts Electric Companies, Boston, Mass., to examine the power plants and equipment on the Boston & Northern Street Railway and the Old Colony Street Railway, in consultation with Mr. C. F. Bancroft, superintendent of motive power and machinery of the companies, and make recommendations regarding changes in the system. Mr. Baker has been con- nected at different times with the Edward P. Allis Com- pany, the Pillsbury Mills & Elevator Company and the West End Street Railway, now the Boston Elevated Rail- way. For a number of years he was superintendent of motive power and machinery of the West End Street Railway, in charge of all power plants, machinery and car shops, and the inspection, design and maintenance of the rolling stock of the company. The Charlestown, Dorchester and Harvard power stations of the Boston Ele- vated Railway were built under Mr. Baker's supervision and the "central" power plant of the company was changed over from belted to direct drive while he was with the company. Mr. Baker left the Boston Elevated Railway to become superintendent of power for the Brooklyn (N. Y.) Rapid Transit Company, and 20,000 kw of steam turbine equipment were installed under his direction in Brooklyn. For a year Mr. Baker was located at Baltimore, Md., in charge of field work for Mr. L. B. Stillwell, consulting en- gineer of the United Railways & Electric Company, Balti- more, Md., in building new power and substations and changing over, moving and installing machinery and re- organizing the power and transmission departments of that company. Mr. Baker was also connected with the Hudson & Manhattan Railroad as superintendent of equipment. Mr. Baker is a member of the American Society of Mechanical Engineers, past president of the New England Railroad Club and past president of the American Street & Inter- urban Railway Engineering Association. Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *Fort Smith & Interurban Railway, Fort Smith, Ark.— Chartered in Arkansas to build a 25-mile electric railway between Greenwood, Bonanza and Fort Smith. Capital stock, $100,000. George Sevgel, Ft. Smith, president, and his associates are St. Louis and New York capitalists. *Peoria Northern Railway, Peoria, 111. — Incorporated in Illinois in the interests of the McKinley syndicate to build an electric railway from Peoria along the Illinois River through Chillicothe, Sparland, Lacon and Henry to Bureau. Incorporators: H. E. Chubbuck, H. J. Vance, H. C. Dillon and W. J. Achelpohl, Peoria, and W. H. Carnahan, Cham- paign. *Peoria Southern Railway, Peoria, 111. — Chartered in the interests of the McKinley syndicate, for the purpose of con- structing an electric railway from Peoria to Pekin. In- corporators: H. E. Chubbuck, H. J. Vance, H. C. Dillon and W. J. Achelpohl, Peoria, and W. H. Carnahan, Champaign. *Central Interurban Railway, Des Moines, la. — In- corporated to build and operate interurban electric railways in Iowa. Capital stock, $10,000. Incorporators: J. B. Green, W. P. Clark, J. H. Phillips, W. M. Taylor and C. R. Keyes. *Washington, Marlboro & Drum «Point Railway, Power & Light Company, Annapolis, Md. — A bill has been intro- duced in the Legislature to incorporate this company which proposes to construct an electric railway in Prince George and Calvert Counties, Maryland, starting at Drum Point. Connection will be made into Baltimore over the railway which has been projected between Drum Point and Balti- more by the Lauderbach syndicate, New York, and on which construction is to be started during the spring. Ap- plicants for the charter are: C. A. M. Wells. William C. Carroll, Charles C. Mayer, Reese Carpenter, H. Magruder, F. C. Carmody, E. A. Fuller and G. F. Owens. *Omaha, Western & Lincoln Railway, Lincoln, Neb. — Incorporated in Nebraska to build a 219-mile electric rail- way from Omaha to Hastings, with a branch to Lincoln. Officers: Frank F. Schaaf, president and general manager; A. P. Tilley, treasurer, and J. B. Erwine, secretary. Head- quarters, Lincoln. Johnstown (Pa.) Traction Company. — Application for a charter was to be made on Feb. 18 by this company which was recently formed to take over the lines of the Johnstown Passenger Railway, Johnstown, acquired by the American Railways Company, Philadelphia. *Montreal Central Terminal Railway, Montreal, Que. — Application has been made by this company for a charter giving it the power to make agreements with the Montreal Terminal Railway, Boston & Maine Railroad and also to acquire the franchise of the Montreal Light, Heat & Power Company, the Central Heating Company, the Saraquay Electric & Water Company, and the Canadian Light & Power Company. It is said that the company expects to expend $500,000 within two years. *Spokane Railway & Power Company, Spokane, Wash. — Incorporated to build and operate electric railways in Washington. Capital stock, $2,000,000. Incorporators: H. L. Moody, D. M. Drumheller and Alfred Coolidge. Wenatchee Valley Railway & Power Company, Wenat- chee, Wash. — Incorporated in Washington to build an elec- tric railway from Wenatchee via Cashmere and Peshastin to Leavenworth. Capital stock, $2,500. Incorporators: H. A. Chapin, Ralph Vermilya, A. J. Linville, John Godfrey and L. J. Nelson. [E. R. J., Feb. T2, '10.] FRANCHISES Atlanta, Ga. — The Council has granted the Georgia Rail- way & Electric Company one perpetual franchise and three 40-year franchises to build new lines through certain streets of Atlanta. February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 375 *La Grange, Ga. — The City Council has granted a 50- year franchise to C. M. Awtrey and G. E. Dallis, La Grange, to construct an electric railway in La Grange. *Hamtramck, Mich. — Arthur O'Connor and Matthew Finn have applied to Council for a 30-year franchise to build an electric railway in Hamtramck. Gilbert, Minn. — The Mesaba Traction Company has been granted a franchise to construct an electric railway in Gil- bert. This is part of a plan to build an electric railway be- tween Eveleth and Virginia. W. M. Prindle, Duluth, and W. D. Chapman, Chicago, are interested. [E. R. J., Feb. 5, '10.] Lincoln, Neb. — The Lincoln (Neb.) Traction Company has applied to the City Council for a franchise granting it the right to build four extensions to its lines through certain streets of Lincoln. The company agrees to begin construc- tion by Aug. 1. Columbus, Ohio. — Application has been made to the County Commissioners by the Ohio & Southern Traction Company for a franchise to build a 2-mile extension of its electric railway from Hartman Farm to Shadeville. Stroudsburg, Pa. — The Stroudsburg & Water Gap Street Railway has been granted a perpetual franchise by the Council to build a 2-mile extension of its electric railway along the highway extending through the Delaware Water Gap. A further extension of 3^ miles will connect this company's line with the lines of the Portland & Bangor Traction Company at Portland. Engineers are now at work on the proposed extension. The franchise stipulates that work must be completed by July r, 191 1. A. A. Hol- brook, Wilkes-Barre, general manager. *San Marcos, Tex. — C. L. Hopkins, San Marcos, repre- senting a syndicate of capitalists, has applied to the City Council for a franchise to construct an electric railway in San Marcos. Provo, Utah. — The Board of County Commissioners has granted to Jesse Knight a 50-year franchise for an interur- ban electric railway from the south to the north boundaries of Utah County. [E. R. J., Feb. 5, '10.] TRACK AND ROADWAY Calgary (Alta.) Electric Railway. — T. H. McCauley, super- intendent, advises that this company expects to build 9 miles of new track in Calgary. British Columbia Electric Railway, Ltd., Vancouver, B. C. — This company is reported to have made an agreement with the Canadian Pacific Railway whereby it will construct 10 miles of new line in South Vancouver and Point Grey municipalities, provided the Canadian Pacific Railway will lease to it the Vancouver & Lulu Island Railway for a term of years. United Railroads, San Francisco, Cal. — This company, through Ford, Bacon & Davis, New York, N. Y., will pur- chase poles, cross-arms and copper for use on its city lines. Vallejo & Northern Railway, Vallejo, Cal. — This company has entered into agreement with the Northern Electric Rail- way, Chico, and the Central California Traction Company, San Francisco, whereby it is to pay its share of the cost of tracks to be used jointly by the three electric railways. T. T. C. Gregory, Suisun, president. [E. R. J., Oct. 23, '09.] Pueblo & Suburban Traction & Lighting Company, Pueblo, Col. — This company, it is stated, will build a 4- mile extension from Pueblo to the City Park. F. J. Vail, purchasing agent. Steamboat Springs, Col. — Joseph Monette, Lawrence, Mass., who was recently reported to be interested in a plan to build an electric railway to connect Steamboat Springs with the Three Forks mining district of Colorado and Wyoming, writes that the project will be taken up in the spring, .when a preliminary organization will be effected. [E. R. J., Feb. 12, »io.] Shore Line Electric Railway, New Haven, Conn. — This company announces that its proposed 40-mile railway be- tween Essex and Stony Creek will be complete this spring. Nearly all of the roadway has been finished, except a stretch in Guilford. Work remains to be done on several small bridges owing to the delayed arrival of materials. The poles have been set and the wires strung for long dis- tances. The power house on Connecticut River at Say- brook has been completed. Cars will be run into New Haven over the tracks of the Connecticut Company. City Suburban Railway, Brunswick, Ga. — This company expects to extend its line at once in the southern section of the city to connect the Albany and Newcastle Street lines. T. D. Aiken, general manager. Kankakee (111.) Electric Railway. — This company advises that it expects to relay 5 miles of track with 70-lb. rails. B. M. Rollins, Kankakee, purchasing agent. Fort Wayne & Springfield Railway, Decatur, Ind. — This company advises that it expects to place contracts during the next 60 days, for the construction of 12 miles of track, using 70-lb. rails, 10,000 oak ties and 600 40-ft. 7-in. top cedar poles. The company will also erect a 20-ft. steel bridge. W. H. Fledderjohann, general manager. South Bend & Logansport Traction Company, South Bend, Ind. — This company advises that its proposed 24- mile electric railway is under construction. It will connect South Bend, Lakeville, Plymouth, Rochester, Lake Maxin- kuchee, Logansport and Bogansport. Power will be ob- tained from Indiana & Michigan Electric Company. Capital stock, $400,000. Officers: Thos. P. Moredock, n American Trust Building, South Bend, president; Henry F. Coleman, Logansport, vice-president; Virginius Nicar, 11 American Trust Building, South Bend, secretary; Alexis Coquillard, South Bend, treasurer; J. M. McCampbell, South Bend, general manager. [E. R. J., Dec. 25, '09.] Des Moines, Winterset & Creston Electric Railway, Des Moines, la. — At the annual meeting of this company recent- ly held in Creston the following officers were elected. R. Brown, Creston, president; Jerry Wilson, Adair County, first vice-president; M. Harris, Madison County, second vice- president; A. A. Yynn, secretary, and W. W. Walker, treas- urer. The plans of the company include the construction of an electric railway from Des Moines to Winterset and Creston. [E. R. J., July 17, '09.] Motor Grand Traction Company, Belleville, Kan. — This company announces that construction will begin in the spring on its 150-mile gasoline motor railway which is to extend from Belleville to Concordia, Minneapolis, Salina, Canton, Newton and Wichita. Capital stock, $1,000,000. The Securities Selling Company, Montreal, Que., Can., has been awarded the contract for selling the stock. Repair shops will be at Belleville, Kan. Officers: E. S. Alnutt, Belleville, president and general manager; E. N. Van Hosen, vice-president; C. F. Davis, secretary, and W. S. Ball, treasurer. [E. R. J., Feb. 12, '10. ] Rockland, So. Thomaston & St. George Railway, Rock- land, Maine. — This company advises that it expects to build 4 miles of new track. John T. Berry, purchasing agent. *Springfield, Mo. — F. C. Yentsch, Mount Vernon, Mo., is reported to be interested in a plan to organize a company for the building of a 60-mile interurban railway from Spring- field to Haseltine, Nichols, Halltown, Paris Springs, Mount Vernon, Hoberg, Stotts City and Carthage. *Lewiston, Mont. — S. W. Gebo is said to have made a proposition to some of the leading financial interests of Lewiston in which he proposes to prepare for the con- struction of two electric railways, one from Lewiston to Kendall and the other from Lewiston to Philbrook via Moore. *Osceola Construction Company, Lincoln, Neb. — This company has been organized for the purpose of building the Omaha, Western & Lincoln Railroad Company's pro- jected line from Omaha to Hastings, and a branch to Lincoln. The total length of the system will be 219 miles. Headquarters, 140 South Thirteenth Street. Officers: Frank E. Schaaf, president and manager; Charles Butler, vice- president; A. J. Schaaf, secretary; A. P. Tilley, treasurer. *Tecumseh, Neb. — Press reports state that T. P. Kennard, Lincoln, is interested in a plan to construcl an interurban electric railway from Lincoln to Auburn, via Cheney. Lakewood, N. J. — Charles R. Le Compte, who is in- terested in a plan to construct a 9-mile electric railway between Lakewood and Point Pleasant, is said to have an- nounced that work will be started as soon as the weather permits. [E. R. J., March 27, '09.I 376 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. Public Service Railway, Newark, N. J. — This company has ordered 1800 tons of girder rails from the Pennsylvania Steel Company. * Albuquerque, N. Mex. — The people of Albuquerque have accepted the proposition made by J. H. Barrett, Pittsburgh, Pa., to build an electric street railway on the east side of Albuquerque. New York State Railways, Rochester (N. Y.) Lines. — The Public Service Commission of the Second District has issued an order to this company to construct a grade crossing over the New York Central & Hudson River Railroad tracks in Lyell Avenue to connect with the Buf- falo, Lockport & Rochester Electric Railway, Rochester. By this decision the latter company is given a clear running track into Rochester. New York & North Shore Traction Company, Roslyn, N. Y. — This company advises that it will begin work early in the spring on double-tracking its railway from Flushing to Bayside. All necessary material has been ordered. Geo. B. Thomas, Roslyn, general manager. *Altus, Okla. — Harry Bradford, El Reno, is said to be planning to construct an electric railway in Altus provided the city will furnish the power, the city to receive one-half the proceeds of the railway in return for the power fur- nished and the franchise. Easton & Washington Traction Company, Easton, Pa. — This company has awarded the contract for building an extension from Port Murray to Lake Hopatcong via Hack- ettstown, N. J., to the M. P. McGrath Contracting Com- pany, 409-410 Trust Building, Easton, Pa. W. O. Hay, Easton, purchasing agent. Irwin-Herminie Traction Company, Irwin, Pa. — This company has started work on the concrete piers for its 350-ft. bridge at Hahntown. Materials for track-laying and overhead work are on the ground and the bridge will be completed about March 1. The company expects to have its line from Hahntown to Irwin in operation on May i. Cars are now running between the former place to Herminie. West Penn Railways, Pittsburgh, Pa. — This company has made extensive plans for connecting lines and extensions. From Scott Haven, its present terminus in Allegheny County, a branch will be built to West Newton and Hunker, where connection will be made with the Greensburg-Connellsville division. This will be 16 miles in length. Another exten- sion will be built from Greensburg to Latrobe, a distance of 10 miles. Engineers are running lines for a line from West Newton to Donora, on the Monongahela River. At the former place crossing will be made over the new bridge spanning the Youghiogheny River, a franchise having been secured from the Westmoreland County Commissioners. This division will run through Monessen and Webster. The line from Irwin to Trafford City will be rebuilt. Bradford County Traction Company, Towanda, Pa. — This company advises that it will begin work about April 1 on its projected 16-mile railway between Towanda, Wester, Milan, Greenslanding, Athens, Sayre and Waverly. The location of the power plant has not been definitely decided upon. Capital stock, $50,000. Officers: George R. Hill, president; John C. Ingham, secretary, and W. W. Jennings, treasurer. [E. R. J., Feb. 12, '10.] Greenville, Spartanburg & Anderson Railway, Green- ville, S. C. — The organization of this company, which pro- poses to build an electric railway from Belton to Green- ville and Spartanburg, has been perfected by the election of the following officers: W. J. Thackston, president and treasurer; J. R. Vandiver, vice-president; T. F. Hill, secre- tary, and E. A. Smith, chairman executive committee. The capital was fixed at $600,000. The purchase of the Ander- son Traction Company's property was consummated. [E. R. J., Jan. 15, '10.] *San Marcos, Tex. — B. G. Neighbors, San Marcos, and Joseph Jennings, Martindale, are said to have revived the project of building an interurban electric railway from San Marcos to Luling. Uvalde & Leona Valley Interurban Railway, Uvalde, Tex. — This company has recently made surveys and partially secured rights of way and capital for its proposed 25-mile electric railway from Uvalde to Batesville. M. M. Mc- Farland, vice-president and general manager. [E. R. J., Dec. 25, '09.] Spokane & Inland Empire Railway, Spokane, Wash. — This railway has awarded to the American Bridge Com- pany a contract for 238 tons of girder bridges for elevated crossings at Spokane. Puget Sound Electric Railway, Tacoma, Wash. — This company announces that $106,187 will be spent for improve- ments to its lines this spring. A second track will be built at Black River and Argo and a siding at Riverton. George O. Snider, purchasing agent. Fairmont & Clarksburg Traction Company, Fairmont, W. Va. — This company expects to build during the summer a 20-mile extension of its electric railway to connect Mount Claire, Lost Creek and Janelew. S. L. Watson, president. SHOPS AND BUILDINGS Omaha & Council Bluffs Street Railway, Omaha, Neb. — It is stated that plans are being prepared by this company for an addition to its car shops in Omaha. The addition will be used for entirely new work and the present shops will be used for repair work. [E. R. J., July 17, '09.] Lehigh Traction Company, Hazelton, Pa. — This company expects to build a new car house at Thirteenth Street and Gordon Street, Allentown. It is also planned to erect a paint shop 80 ft. x 100 ft. adjoining the office building in Allentown to be two stories high. Shamokin & Mount Carmel Transit Company, Shamokin, Pa. — This company intends to build as soon as the weather permits an additional car house 200 ft. x 48 ft. It will be a steel structure with corrugated iron roof and sides. Monroe H. Kulp, Shamokin, general manager. Puget Sound Electric Railway, Tacoma, Wash. — This company is said to be considering plans for the erection of a car house on Bay Street, Tacoma; also passenger stations at Puyallup, Black River and Renton. POWER HOUSES AND SUBSTATIONS Sheffield (Ala.) Company. — This company has recently purchased from the Westinghouse Electric & Manufactur- ing Company a 300-kw rotary converter and a 40-kw ex- citer. W. R. Hall, Sheffield, general manager. Aurora, Elgin & Chicago Railroad, Chicago, 111. — This company expects to enlarge its power house at Batavia this spring. A two-story sandstone addition will be built at the northern end of the plant and a 2500-kw generator will be installed. W. P. Harvey, purchasing agent. Mason City & Clear Lake Railway, Mason City, la. — This company has recently purchased the following ap- paratus: one 1500-kw, 2300-volt, 60-cycle, three-phase turbo- generator and 500-kw rotary converter from the General Electric Company; two 500-hp Sterling boilers from Bab- cock & Wilcox Company and condensing apparatus from Henry R. Worthington. The rotary converter will be in- stalled at Emery. In addition, the company will build a 5-mile, three-phase, i3,2CO-volt transmission line from Mason City to Emery. [E. R. J., Dec. 4, '09.] Frederick (Md.) Railroad.— This company advises that during the next three weeks it expects to purchase an en- gine and generator of 300 to 400 kw capacity to replace a 14-in. x 26-in. x 36-in. Wright steam engine, and a Westing- house 200-kw, 500-volt, shunt-wound, six-pole, d.c. gen- erator. W. S. Taylor, general manager. New York & North Shore Traction Company, Roslyn, N. Y. — This company states that its power house which is under construction on Little Neck Bay, L. I., between Bayside and Douglaston, will be in operation about May 1. The company has ordered for its power house two 1000-kw Westinghouse horizontal turbines, Westinghouse Machine Company stockers, Babcock & Wilson boilers and Worth- ington condensers. All contracts for accessories have been placed. Stroudsburg & Water Gap Street Railway, Stroudsburg, Pa. — This company states it expects to build during the next month a new power station, of 500 kw capacity, at Stroudsburg and will operate its own plant in the future instead of purchasing power from the Monroe County Water Power Company. A. A. Holbrook, Wilkes-Barre, general manager. [E. R. J., Nov. 27, '09.] February 26, 1910.] ELECTRIC RAILWAY JOURNAL. 377 Manufactures & Supplies ROLLING STOCK Phoenix (Ariz.) Railway had four cars destroyed when its car house burned recently. Macon Railway & Light Company, Macon, Ga., is in the market for six pay-as-you-enter cars. Rochester, Syracuse & Eastern Railroad, Syracuse, N. Y., it is rumored, will soon buy some new rolling stock. Conestoga Traction Company, Harrisburg, Pa., has con- tracted with The J. G. Brill Company for one 10-bench open car. Poughkeepsie City & Wappingers Falls Electric Railway, Poughkeepsie, N. Y., is making inquiries regarding two or three cars. Connecticut Company, New Haven, Conn., had two cars destroyed and three others partially destroyed in a fire at its car house in Middletown, Conn. Boston & Northern Street Railway, Boston, Mass., has ordered six pairs of heavy trucks, type C-60, for freight cars from the Standard Motor Truck Company. Havana (Cuba) Central Railroad has purchased 10 semi- convertible cars from The J. G. Brill Company to be mounted on Brill No. 27 GE-i trucks. Fonda, Johnstown & Gloversville Railroad, Gloversville, N. Y., has placed an order with The J. G. Brill Company for two 29-ft. combination passenger and smoking cars. Virginia Railway & Power Company, Richmond, Va., has ordered five pairs of type C-50 trucks from the Standard Motor Truck Company for use on its Richmond & Peters- burg division. Stone & Webster Engineering Corporation, Boston, Mass., it is reported, will soon order a parlor car and a motor car for its Puget Sound property and about 12 cars for Fort Worth. Ohio Valley Electric Railway, Huntington, W. Va., has ordered three double-truck cars from the Jewett Car Com- pany, Newark, Ohio. The cars are to be 39 ft. over all, equipped with GE-80 four-motor equipments and GE air brakes. Honolulu Rapid Transit & Land Company, Honolulu, Hawaii, has ordered 10 15-bench open cars from The J. G. Brill Company through Crossman & Sielcken, 96 Wall Street, New York. The cars will be mounted on Brill No. 39-E trucks. Columbus, Delaware & Marion Railway, Columbus, Ohio, reported in the Electric Railway Journal of Nov. 20, 1909, as being authorized by the court to order five new cars, has purchased this number from the Jewett Car Company, Newark, Ohio. Lexington & Interurban Railway, Lexington, Ky., men- tioned in the Electric Railway Journal of Feb. 12, 1910, as having lost a number of cars by fire, has ordered six 20-ft. 8-in. semi-convertible and two 46-ft. combination interurban cars and six Brill No. 27-MCB trucks from The J. G. Brill Company. Rockland, South Thomaston & St. George Railway, Rockland, Maine, mentioned in the Electric Railway Journal of Dec. 4, 1909, as contemplating the purchase of one construction and two freight cars, will also order one snow plow, two flat cars, one tower car and perhaps an additional construction car. Baltimore & Washington Transit Company, Washington, D. C, will receive within the next month from the John Stephenson Company two side-entrance cars adapted for pay-as-you-enter service. The cars will be mounted on special Brill 21-E trucks and will be equipped for operation with gasoline by the May Development Company, New York, N. Y. TRADE NOTES Burton W. Mudge & Company, Chicago, 111., announce the appointment of Otto P. Hennig as sales manager in charge of sales, advertising and purchasing. Albert & J. M. Anderson Manufacturing Company, Bos- ton, Mass., are calling attention to the "Anderson Trolley Ear," the product of "over 20 years' study of service re- quirements." Railway Specialty & Supply Company, Chicago, 111., has appointed Fred A. Preston general sales agent. The com- pany manufactures the P. & M. rail anchor and other rail- way devices. Jones & Laughlin Steel Company, Pittsburgh, Pa., has appointed Charles A. Fisher, formerly assistant auditor and assistant treasurer, treasurer of the company to succeed J. B. Laughlin, resigned. McKeen Motor Car Company, Omaha, Neb., has received an order from the Oregon Railroad & Navigation Company for a 70-ft. steel motor car and from the Oregon & Cali- fornia Railroad for a 70-ft. steel motor car. L. J. Wing Manufacturing Company, New York, N. Y., has opened an office in Chicago at 1785 Old Colony Build- ing, where a stock of blowers will be carried. The office is in charge of J. J. Arnsfield, the Western manager of the company. National Engineering & Construction Company, Dover, Del., has been incorporated in Delaware by William S. McGuire, New York City; J. D. Fackenthal, Brooklyn, N. Y., and James W. Williams, Watscn, Pa., with a capital of $500,000. Harrison Engineering Company, New York, N. Y., manu- facturer of the Harrison aertube heater, has opened a branch office af the Real Estate Trust Building, corner Broad and Chestnut streets, Philadelphia, Pa., in charge of J. J. McKee as manager. Wonham, Magor & Sanger, New York, N. Y., announce the resignation of Basil Magor, who will become president of the Wonham-Magor Car & Manufacturing Company. Wonham, Magor & Sanger propose to change their name to Wonham, Sanger & Bates. Cleveland Frog & Crossing Company, Cleveland, Ohio, announces that L. G. Parker, for many years connected with the engineering department of the Lake Shore & Michigan Southern Railway, and also with the Chicago Terminal Transfer Railroad, has joined its sales depart- ment. Protectus Company, Philadelphia, Pa., has been pur- chased from the receivers by W. C. De Armond. The manufacturers of high-grade paints for the protection of metal and wood, insulating paints and marine compositions will be conducted under the name of the Protectus Paint Company. Pantasote Company, 11 Broadway, New York, N. Y., an- nounces that the new Agosote Mill Board Company will open its plant at Trenton, N. J., about April 1, 1910. The company will then furnish boards of American manufac- ture to the trade. The capacity of the new plant will be 10,000,000 sq. ft. per year. Holland Trolley Supply Company, Cleveland, Ohio, an- nounces that it has acquired the sole manufacturing and selling rights of the Ludlow track drilling machine, a large number of which are in use on many railways. It is stated that this is the only drill made which will drill and ream railroad tracks by electricity. Green, Hook & Company, Hudson Terminal Buildings, New York, N. Y., has been organized to manufacture and sell chemicals for boiler treatment. The main laboratory and works will be at Jersey City, and a branch laboratory at Baltimore, Md. Sales offices will be opened in Boston, Philadelphia, Baltimore, Norfolk and Havana, Cuba. Jacob W. Hook and Stanley K. Green are interested. M. P. McGrath Contracting Company, Easton, Pa., has been incorporated in New Jersey for $125,000 to carry on railroad construction and proposes to make a specialty of electric railway work. The officers of the company are: M. P. McGrath, president; J. F. Mooney, secretary and treasurer. Mr. McGrath has to his credit the construction of a considerable number of electric railways in various part s of the country. General Concrete Construction Company, Chicago, 111., has appointed E. M. Lara contracting engineer. Since lie was graduated from Cornell University Mr. Lara has been engaged in steam and electric railway work', in the sale of 378 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 9. engineering supplies, and at one time was associate editor of the Street Railway Review. The General Concrete Construc- tion Company undertakes the construction of tapering con- crete chimneys for all services. King-Lawson Car Company, Middletown, Pa., at the an- nual meeting of the stockholders on Feb. 9, 1910, elected the following directors: Thomas Lawson, G. O. Draper, Ed- ward Bailey, Harold C. Hansen, Paul A. Kunkel, Arthur King and Howard W. Bible. The directors organized by electing the following officers: Thomas Lawson, president and general manager; H. W. Bible, vice-president; H. C. Hansen, treasurer, and P. A. Kunkel, secretary. Merchants Steel & Supply Company, Chicago, 111., has been organized with a capital stock of $100,000, and will buy and sell scrap iron and steel, new and relaying rails, cars, locomotives and railway supplies and equipment. The company's offices are in the Marquette Building, and a yard will be provided to handle its materials. W. K. Kenly is president and treasurer of the company; W. T. Twomely, vice-president and general manager, and L. W. Parker, secretary. Columbia Machine Works & Malleable Iron Company, Brooklyn, N. Y., reports that the Boston & Northern Street Railway and Old Colony Street Railway are among the largest users of its well-known pinion pullers. In Febru- ary, 1909, these companies ordered two pinion pullers and they proved so satisfactory that a month later the com- panies placed .an order with the Columbia Machine Works & Malleable Iron Company for 26 more, making a total of 28 pinion pullers for one customer. Crocker-Wheeler Company, Ampere, N. J., held a conven- tion during the week commencing Feb. 14, 1910, of the dis- trict and branch office managers at the company's main offices and works at Ampere, N. J. Confidence is ex- pressed as to the business possibilities for electric motors, generators and transformers during 1910 by this company, and as this company has retained its entire organization during the dull business season, it feels prepared to meet all demands for the classes of machinery which it manufac- tures. American Ship Windlass Company, Providence, R. I., manufacturer of the Taylor stoker, has recently sold to the Detroit Edison Company four 13-retort Taylor stokers to be used with two 2300-hp Stirling boilers. The company says: "This great output from a single boiler is secured by double firing with a stoker at each end, each boiler having a furnace 26 ft. x 15 ft. The Taylor stoker was selected because of its great overload capacity. So far as known by the manufacturers, these are the largest stokers in the world." Gulick-Henderson Company, Pittsburgh, Chicago and New York, inspecting engineers, metallurgists and chem- ists, announce that J. W. Henderson has resigned as treas- urer to become manager of the Verona works of the Standard Steel Car Company, formerly known as General Castings Company. The metallurgical and foundry depart- ment of the Gulick-Henderson Company, which was di- rectly under Mr. Henderson, will in the future be taken care of by W. G. Ireland, who is well equipped by many years' experience to take up the work. Lord Electric Company, New York, N. Y., announces that this year it has sold more of its various products than in any six months of any previous year since it has been in business. Large orders have been received for Earll troliey catchers and retrievers, controlators, lightning ar- resters and other specialties. The company considers such results proof of the satisfaction secured in operation with the devices which it handles. The company has received an order for the complete equipment of the cars of a repre- sentative electric railway of the United States with Earll catchers. This is in addition to several hundred catchers ordered since Jan. I. 1910. H. W. Johns-Manville Company, New York, N. Y., an- nounces that the Chicago and Baltimore branches will be moved about March 1, 1910, to new locations with mpre room. The Chicago branch, now on Randolph Street, will occupy the four-story and basement building at 27-29 Michigan Avenue. With 32,500 sq. ft. of floor space, offices, store and stock rooms will be amply provided for all under one roof. The Baltimore office, store and warehouse will be located at 30 Light Street, where the company will have considerably more room than before. A large stock of J-M products will be kept in both branches and the company will be in much better position than ever to give all orders prompt attention. Western Electric Company, Chicago, 111., has made known its returns for the first two months of its fiscal year. Taking into consideration the xatio which these first two months bear to the fiscal year as a whole, it is estimated that the year 1909-1910 will show a gross business of ap- proximately $61,000,000. With this estimate realized, the current year will rank as second best in the company's history, being exceeded only by gross earnings of $69,000,- 000 in 1906. The sales for January, 1910, showed an in- crease of 46 per cent over January, 1909. Much expansion and extension work is promised for the current year, and with the money raised by the issue of $5,000,000, two years 4I/2 per cent collateral trust notes secured by $6,250,000 of first mortgage 5 per cent bonds the company is in a posi- tion to meet the demands upon it without borrowing at higher interest rates. Authorization for extensions to the Hawthorn plant calling for the expenditures of about $500,- 000 have already been made, and it is likely that the year's extensions and improvements will total much larger. The company reports the adoption of telephones for dispatch- ing trains on several railroads. Among those which have installed the system in the South are the Georgia Railroad, for 245 miles, the Chesapeake & Ohio, on its Cincinnati di- vision, the Norfolk & Western Railroad Company, on a large portion of its line, the Seaboard Air Line, for two of its divisions, and the Atlantic Coast Line, on one division. Elsewhere in the country similar interest in the use of the telephone for this service prevails. For instance, the Boston & Maine Railroad has installed telephone equipment for train dispatch on three of its divisions, one 70 miles in length, one 95 miles in length and one 51 miles in length. ADVERTISING LITERATURE Arthur S. Partridge, New Bank of Commerce Building, St. Louis, Mo., has issued under date of Feb. 19, 1910, List 32 of electrical machinery, cars and equipment which he is offering for sale. American Carbon & Battery Company, East St. Louis, 111., has issued a card on which it recommends that flat spots and rough commutators be done away with by the use of American carbon brushes. Wickes Brothers, Saginaw, Mich., have issued their February "Monthly Stock List of Power Equipment." The company will also send on request its lists on metal-work- ing machinery, electrical equipment, contractors', mining and quarry equipment and woodworking and sawmill ma- chinery. Jeffrey Manufacturing Company, Columbus, Ohio, in its twenty-page illustrated Booklet No. 36, says: "Our fa- cilities for manufacturing high-grade steel and cast-iron spiral conveyors are unsurpassed. We employ every mod- ern appliance in shop equipment and every known economy in shop practice in an effort to produce the very best spiral conveyors possible at a minimum cost. We carry large stocks and can ship promptly any of the Helicord or Sec- tional flight steel spiral conveyors listed as stock sizes. Any special styles or sizes practicable to structure will be made up and shipped on the shortest possible notice." Barrett Manufacturing Company, New York, N. Y., an- nounces in a four-page folder that it has just introduced a new reinforced waterproofing felt called "Tartex." It is constructed of the best-quality tarred felt and cotton drill- ing in such a way as to make an unusually pliable sheet, the tensile strength and waterproofing properties of which, says the company, are absolutely unapproachable by any other similar material. The roofing specifications of the Penn- sylvania station, now building in New York City, call for coal-tar pitch and tar felt "equal to that manufactured by the Barrett Manufacturing Company." A handsome photo- graph, 13 in. x 8 in., of the station is "tipped in" on the folder. Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, MARCH 5, 1910 No. 10 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGraw, President. Hugh M. Wilson, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 59o Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday neon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, MARCH 5. 1910. CONTENTS. Through Routes and Joint Rates 379 Developments in the South 379 The Philadelphia Strike 380 Direct Current on the Washington, Baltimore & Annapolis Railway.. 380 Double Claim for Damages 381 Hudson & Manhattan Power Station 381 Purchase of Power for Electric Traction 382 Possible Coal Strike: 383 Power Station of the Hudson & Manhattan Railroad 38; Change to 1200 Volts on the Washington, Baltimore & Annapolis Railway 392 The Berlin Pension System 396 Improvements in European Catenary Work 397 Inspection of Electric Railways by New York Commission 398 Through Routes Between Electric and Steam Roads 400 The Philadelphia Strike 403 Meeting of the Street Railway Association of the State of New York. 404 Constitutionality of the Corporation Tax Law 410 New England Street Railway Club Meeting 117 Japanese Electric Railway Statistics 41S Automatic Railway Cutting-Off Saw 418 New Oil and Transformer Drying Device'. ;i8 A New Automatic Train Stop 419 London Letter 420 News of Electric Railways 421 Financial and Corporate 423 Traffic and Transportation 425 Personal Mention 427 Construction News 428 Manufactures and Supplies 430 Table of Traction Earnings 432 Through Routes and Joint Rates, Two representatives from Iowa electric railways made the principal protest at Washington against the clause in the rail- road rate bill that was designed to withhold from the Inter- state Commerce Commission power to prescribe through routes and joint rates between steam and electric carriers. Properties in all sections of the country, however, are vitally interested in the outcome and we believe that the omission in the amended bill of the clause to which objection was raised will be approved by most roads which are especially concerned in legislation upon this subject. The facts in the case may be summarized briefly in the statement that while, under the existing law, the interstate commission has authority to direct the installation of through routes and joint rates between carriers of the two classes, it was proposed by amendment to take away the power of this com- mission to prescribe the establishment of through traffic routes between steam roads and electric passenger railways. The freight traffic that will be developed by many interurban electric railways if they establish through routes with steam roads will have an effect upon the revenue that will be much smaller in importance than the benefit to the public in many localities that are now without adequate transportation facilities. Developments in the South So much has been written about the_ "New South" during recent years that electric railway men doubtless will be inter- ested to learn to what extent their brethren in the Southern States are keeping pace with the developments in electric transportation which are going on in other parts of the coun- try. A study of the traction conditions in the South Atlantic States was recently made by a representative of this paper and it is gratifying to report that in its electric railway sys- tems every Southern city visited is showing the same enterprise and progress which it is customary to associate with the improved development of the agricultural and manufacturing resources of that section of the country. This condition is not based upon any forced or "boom" growth of the different cities, but is due entirely to the better exploitation of the splendid resources of the South. For a generation after the Civil War these resources lay almost dormant. Now capital is pouring into this territory from all sides and under this im- petus, the people arc showing an activity hardly suspected by the rest of the country. A visitor to Atlanta, for instance, see- ing its bustling population, its busy manufactories and its net- work' ol railroads could easily imagine himself in a miniature Chicago. The upward industrial movement naturally has had a most favorable influence on the electric railways. Hitherto most of these roads have been controlled almost wholly by local capital and the properties, although well maintained, have been managed along the most conservative lines with regard to ex- tensions which would require large bond issues. Outside capi- 38o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. talists, however, are appreciative of the fact that the electric railways in a rapidly-growing country can be made attractive investments. Hence they are now putting their money into the properties for such purposes as the extension of the lines and the construction and equipment of modern power stations, car-houses and shops. It is not likely that the near future will bring any radical changes in standards of car line and track as these divisions of railway work appear to be all that could be desired for the conditions obtaining in each case. The Philadelphia Strike The underlying cause, in fact the only reason for the strike and scenes of disorder which have disgraced Philadelphia dur- ing the past 10 days, is a demand for the recognition of the union. All other reasons or excuses which have been put for- ward by the strikers and their sympathizers have been advanced to cloud the main issue. Up to this time, the company has consistently refused to grant this recognition or to treat with its employees, except on the basis that union and non-union men should have equal rights and treatment. This position it not only has a legal and moral right to take, but it should be supported in this attitude by all right-thinking people. It is for the citizens of Philadelphia to determine whether the tremen- ous cost to which they and the company have been and are be- ing subjected is warranted by the effort to make the company discriminate against its non-union employees. The history of the differences which led up to the present strike is brief. On June 5, 1909, the company signed an agree- ment with its employees in regard to wages and other mat- ters to continue in force up to June 30, 1910. The text of this agreement was published in the Electric Railway Journal for June 12, 1909, and contained four sections. The first pro- vided that the company, through its accredited representatives, would meet with the accredited representatives of the em- ployees, to adjust any differences or grievances which might arise. The second provided the way in which the employees should obtain uniforms. In the third, the company agreed that when an employee was suspended or discharged, and after an investigation it should be found that he had been unjustly sus- pended or discharged, he should be reinstated to his former position and paid for the time lost. It also provided "that the wage schedule shall be 22 cents per hour for the surface men and the same proportionate increase for the elevated men from June 5, 1909, to June 30, 1910." provided that the report of the audit of the city controller for 1908 sustained the company's statement that its receipts did not warrant any further increase beyond 22 cents. In such cases, the wage schedule should be im- mediately adjusted. The fourth section stated that the agree- ment should be binding on both parties up to and including June 30 of the present year. This agreement was made with the employees as a whole. At the same time the company issued a statement denying any obligation to deal exclusively with the union, then compris- ing not more than one-sixth of the company's employees. It said it was prepared at the time the agreement was signed, and it had always consented, to receive complaints and communica- tions from all kinds of its employees and to adjust these com- plaints to the best of its ability, but that there were few, if any, concessions in the agreement then just made which could not have been obtained peacefully by the employees. As will be seen, the agreement was to continue until June 30 of the present year, and negotiations were under way for the wage schedule which was to go into effect on July 1, 1910. In the meantime, the discharge of a number of men for various breaches of discipline some two weeks ago was made an ex- cuse by the union for the present strike, which they call a "lock-out." At the same time, the members of the union were forbidden by their leaders to return to work, until the company should agree to pay 25 cents an hour, although the agreement provided that the present rate of wages should continue until June 30, 1910. Thus the two issues are, the right of the employees to deal directly with the company, whether they belong to a union or not, and the question whether in the future mob rule and violence are to be recognized in Philadelphia as the favored and most efficacious means for securing advances in wages and other concessions from employers. That the leaders of the union realize they are losing ground is shown by their insistent demands for arbitration, but we do- not see that there is any question to arbitrate. The rate of wages to be paid after June 30 is still to be settled, but the present is no time to take up that question. In fact, the experi- ence of the company with the agreement of last June demon- strates the futility of contracts of a character which hold one side, but not the other. Until some method shall be devised by which a penalty may be attached and can be enforced against employees or the members of a union as a body for violations of trade agreements, we cannot look upon them seriously or regard them as practicable methods to be used in the settlement of a controversy between capital and labor. The public in Philadelphia can settle the struggle in a few- days, if it wishes, but not through arbitration. If peace should be secured in this way, it would be an armistice only and the embers of the present struggle would burst forth again into- flames within a short time. But if the citizens of Philadelphia adopt the advice of the Mayor, who seems to have kept his- head during the struggle, and insist on a termination of the presents acts of disorder, the situation will right itself, as it is- now fast doing. Direct Current on the Washington, Baltimore & Annapolis Another chapter was added last month to the history of electric railway distribution systems when the Washington,. Baltimore & Annapolis Electric Railway Company changed from single phase to 1200-volt direct current. It is a curious coincidence that this road on which the single-phase system has now been displaced was the first in the country in which the use of that system was seriously considered, although a change of ownership occurred before the system was finally installed.. We hardly believe that the action of the company will be con- sidered as a reflection upon the single-phase system per se, but simply that it was not adaptable to the particular set of condi- tions existing on this road. One of the foremost of these ad- verse circumstances was the necessity of using a 600-volt single- trolley system in Baltimore and a 600-volt double-trolley and an underground conduit system in Washington. A second ob- jection was that the Washington conduit tracks were unsuitable for the long, heavy cars which were necessary with the com- plicated electrical apparatus required when single-phase motors- were used with each of the varieties of direct current distribu- tion mentioned. A striking feature of the conversion was the absence of interruption to the service by the change. March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 38i Doable Gaim for Damages The Kentucky Court of Appeals was recently called upon to decide an interesting case, John Raymond's Administrator vs. Louisville Railway Company, in which the court decided that the settlement of a claim for damages made in good faith and without fraud precludes the recovery of a judgment for the death, at a subsequent time, of the person injured. The case has just been reported in 123 Southwestern, 281, and is of such general interest as to merit consideration. A little over a month after Raymond was injured by a car, he compromised with the company by accepting $20 in full settlement of all claims which he had against it because of the accident. He died about six months afterward. Nearly a year later his administrator sued the company for the loss of his life, alleging that his death was the result of the in- jury he had sustained. As a bar to the action the company pleaded, among other things, the written settlement which it had made with the decedent. At common law a civil action could not be maintained to recover damages for the death of a human being. In 1846 the English Parliament passed what is known as Lord Campbell's Act, the purpose of which was to do away with the common law principle just stated, and similar acts have been generally passed by the States of the Union, but the recovery thus permitted is purely statutory and the statutes have generally been strictly construed. The Kentucky con- stitution provides, following Lord Campbell's act, that when death shall result from an injury inflicted by a wrongful act, damages may be recovered, and subsequent statutes specify through whom the suit may be brought. The holding of the Kentucky court, briefly stated, is that the constitution and statute did not create a new cause of action, as claimed by the plaintiff, distinct from that which accrued to the decedent, and that a personal representative cannot sue in damages for death and also for physical pain and mental suffering. A recovery for one bars an action for the other. The reason for this rule is that only a single wrong is committed, and while the law gives the injured person or his representative two remedies for that wrong, either of which can be used, there cannot be two recoveries by them for the one injury. The debates in the constitutional convention and the inten- tion of the legislature in passing the subsequent acts, upon which plaintiff relied, are considered by the court in an opinion too long to be reviewed in detail, but cases which sustain the court's contention are cited from the law reports of England, Vermont, Indiana, Rhode Island, New York and Georgia. We are inclined to agree with the Kentucky court that the authorities are consistent and uniform. The rule has been thus stated by a well-known text book: "The right of action in the personal representatives, it has been held, depends not only upon the character of the act from which death ensued, but also upon the condition of the decedent's claim at the time of his death. If the claim was in such a shape that he could nol then have enforced it had death not ensued, the statute gives the executors 110 right of action, and creates no liability whatever on the pari of the person inflicting the injury. Therefore, where in an action by the personal representative of a person to recover damages for his death, caused by the wrongful act of the defendants, it was shown that the defendants settled with the deceased in his lifetime, and paid him the amount of his claim on account of injury, it was held that this would bar the plaintiff's action. Such a release is invalid if secured by unfair means." Of course, under certain conditions, two causes of action may arise for a single injury. For example, if a child is hurt and the parent settles, this does not bar an action by the representative of the child because two actions lie for the injury, one by the parent, which he settled, for loss of services, and the other by the child for pain and suffering. The same would generally be true if a married woman had been hurt. The subject is an interesting one, and should be clearly understood by claim departments of railway companies and their adjusters in making settlements. Hudson & Manhattan Power Station Electric power is now being generated on so vast a scale in and about New York City that the inauguration of a new power station, even of monumental size, hardly arouses the interest it deserves as an engineering achievement. When electric rail- way train service is so uniformly smooth from the beginning as that operated by the Hudson & Manhattan Railroad even the engineering fraternity may be profitably reminded of the per- fection of detail with which the power generating system has been worked out. A brief description of it in this issue by Hugh Hazleton, one of its designers, is therefore worthy of notice. The power station is advantageously located, both with respect to its load and coal and water supply. It would appear that bed- rock at the power house is near enough to the surface to ob- viate piling and at the same time to introduce some rather un- usual construction for the intake and discharge tunnels. As in many other instances, some of the most difficult and funda- mentally important construction work about a large power station is out of sight beneath the surface. It almost looks as if the pneumatic shield tunnel experts, who made possible the construction of the railroad itself, preferred that style of in- take construction from force of habit, but it is also to be supposed that the subaqueous method was estimated to cost less than cofferdam construction under existing conditions. The combination of the use of the vertical type of turbine with all boilers on a single deck enables the construction of a building of more uniform height than has sometimes been possible where very large power has been concentrated within a restricted area. The design of the building is worked out to make the boiler room nearly square instead of oblong, which may offer some operating advantages in cutting any battery in or out of service, with a simpler steam piping layout than is possible with the long-line style of boiler arrangement. The boiler units are increased to the unusual size of 900 hp, ap- parently by increasing the width rather than the height, and necessitating the division of each boiler furnace into two units. It does not appear that the floor space per boiler horse-power is appreciably less than in former installations, but some floor space is gained by raising the stack structures entirely above the boilers and economizers. The balanced draft system is used for greater fuel economy with firing ami further to 111- sure that the smallest possible number of heal units shall escape, the boiler settings are reinforced with magnesia covering and tightly sealed by being encased in steel plating. Kven (In- fur- nace and ash pit doors are lilted with asbestos gaskets. The still unfilled want of an automatic stoker suitable for small anthracite coal is emphasized by the use of flat grates. 382 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. A good feature resulting from the shape of the boiler room is the subdivision of the coal-bunker system into compartments which would seem to aid in the distribution of the dead load on the supporting columns and also minimize the losses and incon- venience of bunker fires in case spontaneous combustion is possible with the fuel used. The situation of the power house for the receipt of coal by rail is much more advantageous than with most of the large stations about New York harbor, and it is presumably for this reason that the coal-handling system seems somewhat more complicated than is usual where coal is brought by water. In the adoption of heavier and especially designed valves, flanges and fittings for the main steam piping, it is evident that the experience of large stations during the past 5 years in the use of superheated steam with turbines, has been profitably followed. So much has been learned in that time about the effect of superheat on piping and valves that its influence on the details of this plant would doubtless make an interesting story in itself. The absence of electric driven auxiliaries, excepting one ex- citer, is noticeable, as is also the economy of space consequent upon combining the air and circulating pumps for each main condenser into a single machine of the vertical type. Among the electrical features worthy of special note is the system of busbar and feeder group arrangement, by which a high degree of flexibility is assured in working out combina- tions between generators and feeders, though at the expense of a considerable number of extra switches, there being 13 besides those necessary for the generators and feeders alone,, according to the diagram. Another remarkable thing about the electrical installation is the compactness with which the busbar struc- tures and switch gear are disposed in the basement, excepting only the operator's benchboard which is in the usual elevated gallery and the rotary converter substation direct-current switchboard, which is on the main floor. The arrangement of so much of the switching apparatus in the basement requires less gallery space above the main floor and affords better light- ing and ventilation than would otherwise be possible, besides saving considerable construction expense. It also speaks well for the confidence of the engineers in the reliability of the 11,000-volt switches selected. The comparatively short distance to which the outgoing direct-current is transmitted and the vital necessity of quick control in case of emergency have caused the addition of some special distant control apparatus not commonly met in rail- way substations for sections of the third rail in the Hudson tunnel. Although this is the third of the large power stations in the New York district which have been designed under the engineering guidance of Mr. Stillwell and his associates, it is the first of the three to be uniformly equipped with steam turbines, the others having been designed before turbines had come into common use in large sizes. While there is little in the description to indicate that there have been any further distinct advances during the past few years in the design or economy of the main items of generating apparatus as supplied by manufacturers, there is every evidence of intelligent effort on the part of an experienced engineering staff to work out from available means the best combinations for securing the economical generation of power. Purchase of Power for Electric Traction As a rule electric railways in this country generate their own power, but in a few conspicuous instances they have found it wise to purchase power from large producers who are able to furnish it on favorable terms. The figures quoted for power thus supplied have usually been low and it is therefore with considerable surprise that one picks up a recent report of the prices charged tramways for current in England. There are sixty-five towns in Great Britain having combined lighting and tramway generating stations under municipal ownership and the average price charged up against the tramway amounts to about 2.7 cents per kw-hour. In addi- tion there are seventeen separate traction stations owned and operated by the local authorities and generating each over two million units per annum. These separate stations fur- nish current at an average price of 1.5 cents per unit, a figure that would stagger most electric railways in this country if proposed as an equitable figure for purchase of power. These prices charged the tramways in Great Britain are notoriously high, higher even than the power rates of many of the same stations to their large power consumers, a fact due, in some cases at least, to a practice of embodying in the franchise for a privately owned road, or making an agreement with the tramways committee of a municipally owned road that it should take energy from the municipal power station at a high stated price. This phase of the topic may not be of particular interest to American railway companies, but it opens up the entire subject of equitable rates for electric service, which is of vital concern to many railway corporations in this country. And right here is the point at which we propose to propagate a heresy. From a considerable experience in watching the operation of electric railway power stations we are pretty thoroughly con- vinced that the nature of the load and the cost of supplying it are things rather generally misunderstood by those who are not in the immediate work of electric railway engineering. When- ever an electric railway and a central station begin figuring on the cost of power there is a great hue and cry raised about the irregular load on the railway system. Now as regards small systems operating few cars on heavy grades the loads are undeniably irregular. On the other hand, a large tramway system operated under moderately favorable conditions gives a load factor as steady and almost as high as that found in general power service, save for cases like cotton mills which run as a whole or not at all, and at exceptionally steady output. As a matter of fact, some electric railway generating sta- tions, in spite of the alleged irregularity of the loads, do actually turn out energy at as low price per unit as any electric stations used for any other purpose, barring such instances as a few stations that own their own coal mines and are there- fore enabled to get extraordinarily low fuel costs. The general load factor of a fairly good sized electric railway plant is far from bad. The loads from day to day are rather exceptionally uniform and the generating costs should be and often are low. True, a railway load has a high peak at times, but railways operating their own plants actually do get down to very low figures despite this peak. As we have said, the enormous prices we have quoted as current in England would seem in large measure to be due to methods of charging, excellently adapted to punish traction service. The rate itself March 5, 1910.] ELECTRIC RAILWAY JOURNAL. 383 is not only often high but the charge is also frequently based on the now rather discredited maximum demand system. There is no denying the fact that one of the factors in the cost of supplying electrical energy is the maximum demand, but it is only one of the factors in the fixed charges, and in very many, perhaps most, cases not the controlling factor even in tramway load. Methods of electrical charging are as a rule based on the good old commercial principle of charging what the traffic will bear, under whatsoever disguise the price may appear, and this is what it should be as a fair commercial proposition. That is, the supply company should obtain such a reasonable figure as the general conditions indicate, bearing in mind, of course, that as a public service corporation neither a supply station nor the electric railway it serves is at liberty to grasp for extraordinary profits. The general principle that the total cost of electrical energy may be divided into a fixed sum proportional to the general investment and a production cost dependent on operating expenses, is sound, if indeed one admits that the price charged should be in any direct way dependent upon actual costs rather than upon the basis of reasonable dividends. It is a mistake, however, as a matter of fact, to suppose that the first element is correctly measured by the maximum demand of the consumer taken under arbitrary conditions. Such a proposition merely assumes the maximum demand to be the only variable in the quantity sought, and all the other factors to be taken as constant by general average. Obviously such matters as the relation of the time of maximum demand to the load of the station, the length of the maximum demand, the frequency with which the load rises over a given amount, and the distance from the station at which the load has to be delivered through costly cables, are all factors certainly commensurate in importance with the absolute amount of highest reading of the ammeter obtained in a certain month or quarter. The running costs pure and simple are much more easily put on a fair basis than the stand-by charges. When it comes to a matter of trading regarding the prices to be paid for power by a tramway system, it seems to us that the matter should stand on the ordinary basis of buying and selling. The practical question for the tramway com- pany is whether it can buy power cheaper than it can make it. If it can, it is sound business to do so, and we are inclined to think that with the enormous central supply stations now becoming common it will oftener and oftener pay electric railways to purchase their power. On the other hand, the supply station desiring to sell power must assure itself of a reasonable profit. It is at liberty to figure this out on any basis of stand-by charges and operat- ing charges that it sees fit, but the prospective customer is not really interested in that phase of the matter. If the question of stand-by charge has to be raised at all in figuring out the proposed purchase of power, it seems to us that instead of basing it upon any single factor assumed as variable and averaging the others, a more sensible procedure would be to ask baldly, "How much actual extra investment in apparatus, accessories and lines are you going to install when you take on our tramway load?" If heavy expense of this kind is entailed it is a perfectly proper and legitimate source of a stand-by item in the price. If, on the other hand, such' investment is chiefly theoretical, as we believe will frequently be found to be the case, then it has no place in the calcula- tions. It is a very nice thing for a central station to take on a large consumer and figure out against him a large pro rata stand-by charge based on his maximum demand, if at the same time the load is actually assumed with the existing apparatus and without the slightest intention of in- creasing the concrete investment, save perhaps in cables for handling the new load. What really happens under such cir- cumstances is that the station gets the benefit of an increased load factor and charges up a stand-by charge which it does not really incur. The only way in which a railway load is likely to be a heavy drain upon a supply station is by increas- ing the general peak, and a stand-by charge, reckoned on such increase, while preserving, so to speak, the factor of safety in the equipment, can be figured out with some fairness to both parties. Such increase will at least lead to a lower figure for stand-by costs than an assumed or measured max- imum demand uncorrelated to the actual output conditions of the station. Possible Coal Strike If signs which have held true in the past are to be accepted at this time a strike of the coal miners in the Central States will probably occur on April r. At least conditions in Indiana have taken such a turn that a settlement of the differences be- tween the coal miners and the operators is spoken of as being very unlikely. The daily papers of Indiana, Illinois and Ohio predict that the Indiana mines will shut down on April 1, and that those of the other two States and perhaps Western Pennsylvania will follow shortly. The operators are said to be preparing for a protracted stoppage of the supply. They are accepting restricted orders for delivery after this month. It is also true that large users of coal, so far as possible, are storing large amounts of coal. One steam railroad is storing 200 tons a day at one point on its lines in Indiana. Several electric railroads already are experiencing difficulty in obtaining any excess coal over that ordinarily received, be- cause wholesale dealers will ship only in amounts sufficient to fulfill their contracts. The managers of some electric railroads have had the foresight to put by coal sufficient to run their plants for several weeks. One road some months ago made plans for storing a large amount of coal in an artificial pocket formed by the 14-ft. embankment at a junction of three inter- urban branches. It was planned to line the embankments and cover the bottom between with concrete. This would permit the coal to be st >rcd under water at a moderate cost. An electrically operated grab bucket mounted on a flat car offers an economical means for reloading the coal. It is not difficult to find a method of storing coal if the coal is obtainable. Of course, this is the time of the year when rumors that a coal strike is impending are common. It is impossible to tell whether these rumors have any greater foundation this year than last or the year before. Nevertheless, the manage- ment of many electric railway and lighting companies think that they are doing wisely to lay in an excess of fuel over the normal requirements. Coal is essential to the operating road and a note of warning has been sounded by several rail- way men. The situation will certainly merit careful watching. 3«4 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. POWER STATION OF THE HUDSON & MANHATTAN RAILROAD BY HUGH HAZELTON, ELECTRICAL ENGINEER, HUDSON & MANHAT- TAN RAILROAD COMPANY The power station which supplies electric energy for the operation of the Hudson & Manhattan Railroad is located in Jersey City, on the block bounded by Washington, First, Green and Bay Streets. This location is advantageous for the deliv- ery of coal, as it is accessible to all the railroads entering Jer- sey City. This makes possible the shipment of coal directly from the mines to the power-house siding without break of bulk. Water for condensing purposes is obtained from the Hudson River through an intake tunnel about 1800 ft. long. The power house is near the center of the Hudson Tunnel system, and is adjacent to the tunnels under Washington Street, thus minimizing the length of power cables. The power is transmitted from this station, by means of three-phase, 25-cycle, alternating current, at 11,000 volts, to three substations, two in New York City and one in the power station building, as follows : Substation No. 1. — Christopher and Greenwich Streets. Substation No. 2.- — Washington and First Streets (in the power-house building). Hudson & Manhattan Railroad Power Station — Eastern and Southern Front Substation No. 3. — Hudson Terminal Building, Cortlandt and Church Streets. THE BUILDING The eastern and southern fronts of the building are shown in the exterior view in which can be seen the tower which con- tains the equipment for handling coal and ashes. The building has an average width of 210 ft., and is 195 ft. long. Provision has been made for an extension to a distance of 70 ft. to the westward for possible future requirements. The present installation consists of two 3000 and two 6000-kw turbo-alternators at normal rating, making a total generating capacity of 18,000 kw. One additional 6000-kw turbo-alternator and its necessary complement of boilers can be installed in the present building. Should the building be extended, two 6000- kw generating units could be added, making an ultimate gener- ating capacity of 36,000 kw. The foundations are of concrete carried down to bed rock. The floors, except where iion floor plates are used, are of rein- forced concrete. All doors and interior window frames are kalomeined, while the exterior window sash, frames and doors are of iron or copper. The windows are glazed with wire glass as a protection against fire. The flat portions of the roof are of reinforced concrete, covered with terra-cotta blocks. The monitor roofs are covered with waterproofing of tar and gravel. Four brick-lined, steel chimneys have been erected. They are supported on steel columns to allow maximum room for the boilers, and make it possible to place all boilers on one floor. The chimneys have an internal diameter of 11 ft. The tops are 180 ft. above the curb line and 98 ft. above the Hudson & Manhattan Railroad Power Station — Eastern and Northern Front cornices. The two flue openings in the base of each chimney are placed diametrically opposite each other. GENERATING ROOM Two views of the generating room are given. One is taken looking toward the boiler room and shows the atmospheric exhaust piping. The other is from the opposite side of the generating room and shows the operating gallery, under which are the converters and transformers belonging to substation No. 2. The generating room is well lighted by means of large window surfaces on three sides as well as by a skylight super- Hudson & Manhattan Railroad Power Station — Generator Room, Looking Toward Boiler Room structure. As nearly all of the windows are fitted with pivoted sash, the ventilation is very satisfactory. The generating room is provided with an electric crane, having a 61-ft. span and equipped with one 50-ton and one 10-ton hoist. TURBO-ALTERNATORS The turbo-alternators are designed to operate at 175-lb. steam pressure with about 100 deg. Fahr. superheat. The turbines are March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 385 •of the vertical shaft five-stage General Electric Curtis type, and ■are equipped with centrifugal safety stops. Lubricating oil is distributed under pressure to the various journals, and is then filtered and returned to oil reservoir tanks. Four steam-driven, high-pressure pumps are provided for the step bearings, each pump having a capacity of 20 gal. •of oil per minute at a pressure of 1100 lb. per square inch. These pumps were furnished by Dean Brothers, and possess the unusual feature of having high-pressure cylinders and steam chests of about double the customary weight. An accu- mulator maintains a constant pressure on the step bearings. The alternators are designed to deliver three-phase, 25-cycle alternating current at 11,000 volts. They have a revolving field and stationary external armature. Exciting current at a INTAKE AND DISCHARGE TUNNELS Condensing water is taken in at the end of Pier H, in Jersey City, at a point about 600 ft. beyond the bulkhead line. The water is discharged from the power house into the river at the bulkhead. Between the power house and the bulkhead the tunnels are mostly constructed in rock, where they are lined with concrete provided with an internal facing of vitri- fied brick. The brick of the discharge tunnel are laid in a slag cement to resist the deteriorating effect of the warm salt water. At the termination of the rock, the tunnels were con- structed in the river bed in the manner employed for the con- struction of the main railway tunnels under the river. A small shield was used for making the excavation, and the cast- iron tunnel plates were lined with concrete. Hudson & Manhattan Railroad Power Station — Generator Room, Looking Toward Switchboard Gallery potential of 250 volts is furnished by two 150-kw horizontal Curtis turbo-generator sets and one 150-kw motor-generator. CONDENSERS AND CIRCULATING PUMPS There are five surface condensers which were furnished by H. R. Worthington. Three of these contain 10.000 ft. of cool- ing surface each. The other two contain 20,000 ft. of cooling surface each. As will be seen from the plan, the middle small condenser is connected to the two 3000-kw turbines and the arrangement is such that either one of these turbines can be operated on either of two condensers. The gate valves be- tween the 3000-kw turbines and the condensers are operated by steam. Each condenser is equipped with a centrifugal pump driven by a Kerr turbine, for returning the water of condensa- tion to the hot well and storage tanks. There are four combined circulating and air pumps, each unit consisting of one vertical steam engine, directly con- nected to one centrifugal circulating pump and one single-stage, •dry-air pump proportioned to operate one 6000-kw condenser •or two 3000-kw condensers. BOILER ROOM The present building is designed for 16 boilers of 900 boiler hp each. The ratio existing between the boilers and the gener- ating capacity in the station is four 900-hp boilers for 6000 kw of generators. Each boiler is therefore capable of generating steam for isco-kw capacity of turbines when the boilers are operated under normal conditions of draft and firing. As one of the 6000-kw generating units is a reserve unit, the boilers have been provided for the generation at normal rating of only 12,000 kw, that is, the station contains now eight boilers or half its capacity. The boilers, which were furnished by the Babcock & Wilcox Company, are arranged back to hack in rows of four boilers each, the aisles being at right angles to the generating room. This arrangement shortens and simplifies the steam-pipe lines. Each boiler has 9000 sq. ft. of heating surface and four drums, and is equipped for super-heaters. There are two McClavc- Brooks hand-fired grates under each boiler. Each grate has an area 9 ft. 6 in. wide by 10 ft. deep. [Supplement to Electric I \ March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 387 divided into six dumping sections for convenience in cleaning fires. BOILER SETTING AND EQUIPMENT A feature of the boiler construction consists in the use of steel-encased brickwork. This brickwork is 12 in. thick, ex- cept at the furnaces, when the thickness has been increased to 25 in. Between the brickwork and the steel casing there is a 2-in. layer of 85 per cent, magnesia. All the door and cleaning openings, leading into the boiler setting, are supplied with as- bestos-packed doors and frames of special design. Care has also been taken to make the large front cleaning doors air- tight, as well as the entire boiler setting. The boilers are operated on the balanced draft system. The air duct used is designed so that four 10-ft. fans supply air to the eight boilers. All fans discharge into a common ring air-duct system connected to the ash pits. Each pair of boilers is connected with a CO2 recorder and with a pyrometer. One of the boilers is fitted for testing pur- poses with Venturi water meters and with automatic coal weighing scales, making it possible to conduct periodical effi- ciency and other tests. ECONOMIZERS AND FEED WATER HEATERS One Green fuel economizer is placed directly upon the rear section of each boiler and forms a part of the boiler setting. Four of these economizers thus form a "unit" in connection with four boilers, two smoke uptakes and one chimney. The uptakes are constructed of 3,'16-in. plate steel stiffened by angle irons, the latter being supported by the steel columns and the boiler setting. COAL AND ASH HANDLING MACHINERY The coal and ash handling system is shown in plan and sec- 5ECTION C-C SECTION D-D TOP PLAN SECTION E E SECTION B-B NTAKE SHAFT PIER FLOOR - if-) SET*; • 1 Hudson & Manhattan Railroad Power Station— Intake Tunnel and Overflow Conduit 388 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. tion. Coal is delivered in cars to the coal unloading house in the power house yard, and is conveyed from the track hoppers, under the track in the unloading house by two 30-in. Robins belt conveyors to the receiving hopper in the building. From the receiving hopper the coal is discharged either through a crusher or directly through a chute to the weighing hoppers. After being weighed, it is dumped into skip hoists, by which it is Hudson & Manhattan Railroad Power Station — Condenser, Circulating Pumps, Vacuum Pump, Feed Water Heater lifted to the distributing belt conveyors over the coal bunkers and is automatically unloaded. The coal bunkers that are now in service have a total capacity of about 4000 tons. From the bunkers the coal descends through cast-iron downtakes to the middle of the firing aisles. At present No. 3 buckwheat an- thracite is being used for fuel. float valves to maintain proper depth of water. As the water of condensation from the surface condensers is returned to the storage tanks, only sufficient water is drawn from the city mains to replace the loss from evaporation or leakage. Feed- water heaters are used with the piping so arranged that the feed water may also be by-passed around either the heaters or economizers or both. The boiler feed pumps and feed-water heaters were furnished by H. R. Worthington. MAIN STEAM PIPING The main steam lines from the boilers are carried directly across the boiler room to the partition wall, whence they drop to two main steam headers in the basement. From the base- ment headers, the steam is taken through separators and goose necks to the throttles of the turbines. Condensation from the high pressure steam lines is returned to the boilers by the Holly drip system. The proportions of the flanges, fittings and valves are heavier than the A. S. M. E. standard, and much heavier than is the general practice. All the high-pressure steam valves, which were furnished by the Fairbanks Company, were constructed from new and special patterns by the Pratt & Cady Company. All the high-pressure drip valves from ]/2 in. to 2l/2 in. were made from new patterns for valves about double the weight of those commonly used. At eight different points in the steam mains provision has been made for the installation of a similar number of pneu-. matically operated 14-in. rotating cut-off valves controlled from distant points. These valves are also of new design, and are to be furnished by the Pittsburg Valve Manufacturing Company. The pipe and fittings were furnished by the M. W. Kellogg Company. ELECTRICAL CONNECTIONS The high potential wiring system is shown in one of the diagrams. It will be observed that the group busbars may be connected together to form an auxiliary bus and that great flexibility is thus obtained. The group and bus-bar connect- Hudson & Manhattan Railroad Power Station — Boiler Two brick-lined steel ash hoppers, with cast-iron gates, are provided under each boiler. By means of steel ash cars and tracks, the ashes are conveyed to one of the skip hoists and elevated to chutes through which the ashes are delivered either directly into a car on the track outside the building or to a large ash storage bin. The ash storage bin is designed so that the ashes can be discharged into railroad cars. FEED WATER The feed water is obtained from two independent 8-in. city mains. There are four main storage tanks equipped with Fronts. Ash Dump and Ash Car ing switching are non-automatic. The feeder and alternator switches are provided with overload time-limit relays. All high potential connections are made by means of oil switches. As shown in the cross-section, the oil switches and busbars are located in the basement, thus securing the shortest possi- ble length of high potential cables. A reference to the diagram of electrical connections shows that a grounded neutral is used for protecting the cable system. A 16-ohm rheostat is employed in connection with the lighting cables and an 8-ohm rheostat with the power cables. The March 5, 1910.] ELECTRIC RAILWAY JOURNAL. 389 system of connections is such that the neutral point of either of the 3000-kw alternators, when carrying the lighting load, can be connected to the 16-ohm resistance, and that of any one of the 3000-kw or 6000-kw alternators to the 8-ohm re- sistance, but at no time can more than one machine be con- nected to one rheostat. BENCH BOARD One view illustrates the control bench board with indicating and recording instruments for alternators and feeders. The extensions can be made by adding successive panels with minimum interference to the present board. The two instru- ments on the upper lefthand corner are ammeters connected to neutral ground. To the right of the bench board are the exciter and power house lighting switchboards. ANNUNCIATOR SYSTEM An annunciator system has been installed to furnish means of communication between the turbines and the operating gal- lery. A large annunciator is placed at one end of the gener- Hudson & Manhattan Railroad Power Station — Section of Coal and Ash Conveyor -H^HHHMHr-- Hudson & Manhattan Railroad Power Station — Plan of Coal and Ash Conveyor and Coal Pockets high potential layout is shown diagrammatically on the bench- board by means of miniature busbars. The various switching operations are shown by means of colored lights and mechani- cal indicators. Bull-switches are used on this board to minimize the danger from the accidental operation of the switches by the operator. Above the bench board are the indicating instruments for the alternators and feeders. Each panel represents an alternator and a feeder group. The arrangement is such that ating room, in full view from any part of the room. This instrument carries a set of code numbers indicating the nature of the call, i. c., whether to turbine No. 1, 2, 3, or 4, to tele- phone, etc. Coincidently with the illumination of a number a loud whistle is sounded. These calls may be sent in either direction between generating floor and operating gallery, and they remain active until the answering signal is given. Adjoining each turbine, and connected to the annunciator system, is another set of signals covering the various opera- 39° ELECTRIC RAILWAY JOURNAL. (.Vol. XXXV. No. 10. tions required in connection with the starting and stopping of the machines. Each of these also requires a positive signal by way of answer. LIGHTING The general illumination of boiler room aisles, of the generator room, galleries and basement is fur- nished from Cooper Hewitt mercury vapor lamps, operated on direct current circuits, while localized lighting is by incandescent lamps normally supplied with alternating current. A few of the Cooper Hew- itt lamps are supplied from the exciter bus bars, and a portiond of the incandescent lighting system can be supplied in emergency by means of double throw switches with direct current from the exciter bus bars. Very little artificial light is required in the generator room and galleries during day time owing to the ample window space. The lighting equipment was installed by the Watson-Flagg Engineering Company. SUBSTATION NO. 2. As previously stated, substation No. 2 is located within the power-house building. It contains four 1500-kw rotary converters with 12 550-kw, 11,000-volt step-down transformers. An interesting feature of this substation is that the switchboard contains a panel for operating remote control switches for in- terconnecting various contact rail sections in the tunnel system. The contact rail-feeder layout is shown diagrammatically on the panel, and the section switches may be opened or closed by means of full- switches on this panel, the operation being registered by means of green and red bull's eyes. By this means the operator in the substation has entire con- trol over the contact rail sections and by means of the remote control circuit breakers can throw the current either on or off the various sections or change the connections when a fault develops or an accident occurs in the tunnels. Emergency alarm boxes have been in- stalled at close intervals throughout the tunnels, by means of which, in cases of emergency, the power can be cut off from 5j the contact rail. At the same time, through a separate circuit, the location of fl the trouble is immediately reported by means of automatic recording devices, _|P° which indicate the number of the box g-TC— 1 from which the alarm has been given. U When the power is cut off the rail, the fact is also immediately reported by means of gongs. Alarm gongs and auto- matic recording devices are located in the substations and the various offices as required, and the panel board for control- ling these emergency alarm circuits is also shown in the interior view of the substation. The emergency alarm boxes and panels were furnished by the Game- well Fire Alams Company. TELEPHONE SYSTEM A private telephone system connects the power house with the substations, offices and passenger stations throughout the tunnels. In addition to this an inter- communicating telephone system connects various parts of the power-house build- ing. SUBSTATIONS N0S. I AND 3 Substation No. i, located at the corner of Christopher Street and Greenwich March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 39 1 Street, New York City, is equipped with five 1500-kw rotary- converters, with the transformers for reducing the 11,000-volt current to 430 volts on the alternating side of the converters. supply to the Terminal Building, there are steam-driven gen- erators, which are used principally in the winter time when their exhaust steam is utilized for heating the building. When Hudson & Manhattan Railroad Power Station — Distributing Conveyor and Coal Pockets Provision is made in the substation building for the installation of storage batteries on the two upper floors in case their use should later be considered advisable. Substation No. 3 is located in the basement of the Terminal Building about 90 ft. below the street surface. It comprises Hudson & Manhattan Railroad Power Station — Indicators for Signal System and Base of Turbines no heat is required in the building, the three 750-kw converters supply all of the power necessary. ENGINEERING The power-house superstructure, exclusive of the steel work, was designed and erected under the supervision of the archi- Hudson & Manhattan Railroad Power Station Hudson & Manhattan Railroad Power Station — Control Board, Show- — Remote Control Panel ing Feeder Diagram two 1500-kw converters, which are used for supplying the en- tccts, Messrs. Robins & Oakman. The condensing water tun- ergy for the railway load, and three 750-kw converters, which nels were designed and constructed by the Hudson Companies supply 250-volt current for operating lights and motors in the under the direction of Messrs. Jacobs & Davies. The found. 1 Terminal Building. In addition to this provision for current tion work, structural steel, steam, mechanical and electrical 392 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. equipment were designed, constructed and installed under the direction of L. B. Stillwell and his associates, John Van Vleck and Hugh Hazelton. The station was first put in operation on May 8, 1909, and is now producing power for the operation of 140 cars on CHANGE TO 1200 VOLTS ON THE WASHINGTON, BALTIMORE & ANNAPOLIS RAILWAY On the morning of Feb. 15 the Washington, Baltimore & Annapolis Electric Railway changed its system of operation from 6600 volts single-phase a. c. to 1200 volts d.c. The change was made with absolutely no interference with the regular operation of the road or the maintenance of its schedule. The decision of the railway company, some eight months ago, 'opclis Chesapeake Boy Hudson & Manhattan Railroad Power Station — View in Substation the Hudson & Manhattan Railroad tunnel system, together with tunnel and station lighting, ventilating fans, etc., and a portion of the power load for the Hudson Terminal Build- ings. The average daily net station output is at present about 130,000 kw-hours, and the maximum hourly output is about 12,000 kw. These figures include the amount of energy sup- plied to the air-compressor plant. Upon the installation of the final 6000-kw generating unit the plant will occupy an area which will be at the rate of 1.7 sq. ft. per kilowatt of normal generating capacity and, it is be- lieved, embodies in its design and construction the very latest and best engineering practices that apply to the generation of electric energy at the lowest possible cost consistent with the attainment of maximum reliability of service. Change to 1200 Volts — Map of Washington, Baltimore & Annapolis Railway to make this change attracted general interest, because it was one of the largest and most important interurban single-phase installations in the country. . The company's 60-ton cars, equipped for operation on the single-phase system, could not enter Washington, because, owing to the limited strength of the yokes which support the 6600 Vo/t ACS/ng/e-p/meGm 6660 toft J/nq/e phase froffcy<5i'o3?/ii/mre -+ MEETING OF CENTRAL ELECTRIC TRAFFIC ASSOCIATION The Central Electric Traffic Association met at the Hotel Algonquin, Dayton, Ohio, on Feb. 19, and discussed the ad- visability of adopting various measures. After some discus- sion it was dicided to re-issue the baggage tariff, making several minor changes which will enable the agents and public to un- derstand the working of the tariff better. The tariff covering the 1000-mile interchangeable mileage ticket will also be re- issued with a few small changes. After a careful investigation by the members of the associa- tion it was decided not to re-issue joint passenger tariff No. 3 for the present, but to allow it to stand for some time. A. L. Neereamer, the chairman, was instructed to secure data con- cerning the issue of a joint weight sheet, covering weights of standard commodities. The subject of a milk and cream tariff was discussed and it was decided to postpone action until the next meeting, which will be held at the office of the chairman, Indianapolis, on March 11 and 12. rroOey for rio/timore O 0 &Ly Service rSect'en /nsu/oterc 3S000 yon. r/Orlo.jej 6600 yo/t Quarter ohose 1 C Goses Potomac Ju£>-iSto6/on \ •Synchronous nfotar Jtrrerotor !*ay d Electric Co. Treasury Building. Washington. Change to 1200 Volts on W., B. & A. — General Distribution Diagram when Operating with 1200 Volts D. C. of galvanized iron. In accomplishing this it was, of course de- sirable to have the set out of service the shortest possible time. So after preparations were completed, in the early morning, the Change to 1200 Volts on W., B. & A. — Interior View of the Temporary Substation at the Naval Academy Junction, Showing Installation of the Motor-Generator Sets, Transformers and Controller Panels set was jacked up by means of four 20-ton jacks, rollers were placed underneath, and il was pulled into position in the tempo- rary substation by means of a block and tackle. The switch- 394 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. board panel and other necessary apparatus were also transferred and installed. At midday the installation was complete and the set was then started up and operated in multiple with the set in the substation for two days as an assurance that the temporary installation would afford reliable service. Then the second set so that the cars might be tested out and the car crews broken in. This plan was followed because the company wished to be sure that the car crews would handle the cars under the new system with as great dispatch as under the old, and would have no difficulty in maintaining the schedule. S3g V ,«« it in direction of arrow Change to 1200 Volts on W., B. & A.— Arrangement of Academy Junction Substation when Operating A. C. J 3— " " — r 1 — "~~T I'rans. Oil S« Line Oil Sw. [rum. Oil Sit Line Oil Sw. Trans. Oil St ! li il ] : !! :: i ! 'i I1 LLLli-jL OOQ.QOOOQO HQ- -BB -Qi. 300 Kw. Kotajy Converters 3 t . ~i — ' 1 t— J~~v— I J LT~". 1 1-— 1 Electric Ry. Journal Change to 1200 Volts on W., B. & A. — 33,000-volt A. C, 1200-volt D. C. Converter Substation with 300-kw Converters in the substation was shut down and moved to the temporary building. Such changes as were necessary in order to prepare the substation for the new apparatus were then rushed to com- pletion and the apparatus was installed. In the meantime the same plan of work had been followed with regard to the other substations. The three transformers at Bennings had been rewound, and a 1200-volt generating system was installed and put into operation on an experimental track In the a.c. system the trolleys for the two tracks were insu- lated from one another, while in the d.c. system they are tied together. The jumpers for this purpose and also those between the 1200-volt feeders and trolleys were all connected in during the period required for shutting down the a.c. system and start- ing up with 1200 volts. For operation at 1200 volts, d.c. power is purchased from the Potomac Power Company and is received, as before, at the March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 395 Bennings substation, where it is stepped-up and transmitted three phase to the substations at Ardmore, Naval Academy Junction, Annapolis and Baltimore at a potential of 33,000 volts and a frequency of 25 cycles. The transformer primaries are Y-connected and the neutral point is grounded. The transmis- tion substation has one 33,000-volt outgoing line panel for the line running to Annapolis. The Naval Academy Junction substation has one 600-volt d.c. feeder panel controlling- power for the operation of the motors which drive the repair- shop tools. For the protection of the substation apparatus Change to 1200 Volts on W., B. & A. — Interior Showing the Rotary Converters Arranged ing Current at 1200 Volts of Baltimore Substation, in Pairs for Supply- Interior of Naval Academy Sub- Station, Showing High-Tension Busses and Oil Switches sion line is in duplicate, the conductors being aluminum wire. The switchboard equipment at the Bennings substation con- trols two transformer panels and two 33,000-volt, three-phase outgoing lines. With the exception of Annapolis, the substation equipments consist of duplicate sets of rotary converters, each set consist- ing of two 300-kw machines operating in series to supply cur- rent at a potential of 1200 volts. The Naval Academy Junc- tion substation also has a spare converter. There is at An- napolis but one set of converters, which supply current at a potential of 1200 volts for the operation of the cars in that city. The converters operate in every way similarly to standard 600- volt machines, and are started from half voltage a.c. taps 011 the transformer secondaries in the usual manner. The switchboards of the Ardmore, Naval Academy Junction and Baltimore substations have two 33,000-volt incoming line panels, two 33,000-volt rotary converter and transformer panels, and two 1200-volt d.c. feeder panels, making it possible Change to 1200 Volts on W., B. & A. — Interior of Naval Academy Junction Substation, Showing Rotary Con- verters, Transformers and Controlling Panels to supply power to the three sections of the trolley line from this substation. The Ardmore and Baltimore substations have two 1200-volt feeder panels each ; the Annapolis substation has one panel of each kind. In addition the Naval Academy June- 33,000-volt aluminum lightning arresters are being installed in the substations. Each transmission line is protected by an over- head ground wire. The rolling stock consists of 30 passenger cars and three service cars. Each passenger car is equipped with four GE Change to 1200 Volts on W., B. & A.— Interior of Baltimore Substation, Showing Incoming Lines and High- Tension Apparatus 205-75-hp 600-1200-V0II commutating-pole railway motors, and each service car with four GE 207-140-hp, 600-1200-volt motors, also of the commutating-pole type. The cars arc equipped with automatic-relay type M control and have control couplers for 396 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. operation in trains if desired. A potential of 600 volts for con- trolling and lighting the cars is obtained by means of a dyna- motor, as on other 1200-volt equipments. This is used only on the 1200-volt section. On the 600-volt section the control light- ing circuits are supplied directly on the trolley. The cars are equipped with Westinghouse automatic "AMM" schedule air brakes with graduated release. The air com- pressors are GE CP-29, and are operated by 1200-volt motors. In the city of Baltimore the cars receive 1200-volt power for operation to the point from which they run over the tracks of and obtain 600-volt power from the United Railways Company to the Washington, Baltimore & Annapolis terminal station. At Annapolis the 1200 d.c. trolley extends through the city, and the cars receive power from this source for operation within the city limits. At the Washington end of the system the cars are operated from the 1200-volt d.c. system as far as the District Line, and from there they run over the tracks of the Washington Rail- way & Electric Company, using the power of this company. Change to 1200 Volts on W., B. & A. — New Standard 40-ton Car These tracks are equipped with the 600-volt, double-overhead trolley from District Line to Fifteenth and H streets, N. F., and with the 600-volt conduit system from there to the Treas- ury Building at Fifteenth Street and New York Avenue, N. W. It will thus be seen that the cars are required to operate with 1200-volt single trolley and ground return ; with 600-volt double overhead trolley metallic circuit, and on the 600-volt under- ground conduit system. The ground connection for single trol- ley operation is obtained by means of a connection through the negative trolleys and their holding-down hooks in such a man- ner that when either negative trolley is raised for operation on the double overhead trolley section the ground circuit is broken. The change from double-trolley overhead to conduit is made by a d.p.d.t. transfer switch, which may be operated either by compressed air controlled from the motorman's cab or by hand. The Cleveland Construction Company was the consulting en- gineers on the work and supervised the changes in the trans- mission system, overhead work and changes in the substation buildings required to adapt them to the new apparatus. All the electrical apparatus was furnished and installed by the General Electric Company, Schenectady, N. Y. THE BERLIN PENSION SYSTEM The employees' pension system of the Grosse Berliner Stras- senbahn, Berlin, Germany, was organized on July 1, 1900, to take care of superannuated employees or those who became unfit for service after 10 years' membership, and to pay to widows 30 per cent of the wages earned by their husbands at the time of death. The organization accepts as members all employees of the railway whose earnings do not exceed $500 a year and who are not less than 18 years or more than 40 years of age. In exceptional cases applicants over 40 years of age are taken by the board of trustees. All employees of the transportation department must join the pension association as soon as they accept their positions, but shop and way men are under no obligation of this kind. However, when the latter have been employed for four years and are still under 40 years of age they must either join the organization or else give up all claim to such privilege in the future. When the organization was begun the charter mem- bers were given service records equal to one-half (but not exceeding 10 years) of the time they had worked for the parent company or the Western Suburban Railway. No credit' is given for service nor are any dues collected during long absences for military purposes, for recreation or temporary work else- where. If a member of the pension fund is discharged by the man- agement, all payments personally made by him are returned. If he leaves the company's service voluntarily, return payments are made as follows: After one year's membership, one-half of all personal payments; after three years' membership, three- fourths of such payments; after six years' membership, all per- sonal payments. Heirs of those who become superannuated or die before 10 years' membership receive all dues paid by the members in question. The pension fund dues contributed directly by a member amount to 4 per cent of his an- nual income plus 75 per cent of a monthly increase in wages when received the first time. Should a member suffer a reduction in wages, he may continue the same payments and re- ceive the same pension benefits as if he had continued to earn the original wages. In ad- dition to the dues contributed by the members, the Grosse Berliner Strassenbahn gives an amount equal to the total of all dues plus three-fourths of monthly wage increases when made for the first time. The allied Berlin- Charlottenburg Railway also pays an addition- al sum of $2,250. Qualified members are placed on the pen- sion list as superannuated after a favorable medical decision on the application of the employee or management. No medi- cal examination is made in cases where the retiring member is 65 years of age, or when the mutual aid society (Verein) states that a certain individual has suffered a reduction of at least 66 2/3 per cent in earning capacity. If the annual pension is based on 10 years' membership it amounts to one-fourth of the last yearly salary earned by the applicant up to the limiting wage of $1,125. To this amount one-sixtieth is added for every additional completed year of service, but the maximum pension must not exceed forty-five- sixtieths of the pensioner's latest earnings. All pensions are paid monthly at the treasury of the society, or are sent to the beneficiaries at their risk. The fund is managed by a board of trustees selected four and four by the management and the men for terms of three years each. The chairman of the board is selected by the company. Meetings of the members are held annually. The original fund was started with a contribution of $200,000 from the company, and by Dec. 31, 1900, or six months after the organization, the fund amounted to approximately $264,000 for 4880 members. At the end of 1908 the pension fund had grown to approximately $1,740,000 and the membership to 6850. Mem- bers began to be retired after July 1, 1905. Of the 162 so re- tired 20 died within the next three years, and one who went abroad accepted three years' payments as a receipt in full. There are also 38 widows on the pension list. The average age of the pensioners is 56.08 years, and of the widows 48.58 years. At Drammen, Norway, a city of 25,000 inhabitants, two lines of trackless trolleys have recently been placed in operation. One is 3 km long and the other 3^ km. Grades as steep as 10 per cent are surmounted by the cars which have a speed of 14 m.p.h. Current at 500 volts is transmitted through a pair of overhead wires supported from brackets on wooden poles. The cars, of which there are four, weigh 3000 kg each and will seat 20 passengers. March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 397 IMPROVEMENTS IN EUROPEAN CATENARY WORK The Allgemeine Elektricitats-Gesellschaft, Berlin, Germany, has developed several improvements in catenary construction to eliminate the troubles hitherto experienced from wide changes in temperature. In the earlier forms of catenary sus- pension, as made for the Spindlersfeld Railway, the tendency of the trolley wire to depart from the horizontal plane was overcome partially by hand-operated regulators. This tension adjustment, however, had to be confined entirely to the con- ductor so long as the catenary was anchored firmly to its sup- ports. In this case there was a tendency for the hangers to assume an oblique position, but the variation from the per- pendicular was so little that it could scarcely be detected, even at the most unfavorable places. In a later design made for the Hamburg City & Suburban Railway, the entire catenary acted simply as the carrier of a new conductor, or third wire, which was attached with sliding clips to the horizontal hanger-con- nected wire. As this power wire was supplied with tension means and could slide along the clips, the hangers naturally remained perpendicular. It will be understood that neither the Hamburg nor Spindlersfeld installations provided for the ten- sion regulation of the catenary. The absence of such adjust- ment in the hanging of the catenary between successive poles changes the sag to such a degree that the current collectors are obliged to make upward and sidewise movements, which may increase to a dangerous extent in high-speed operation. To avoid this fault, the Allgemeine Company has provided a equalize the changes in the height of the trolley as caused by variations in temperature. The trolley is wire of hand-drawn copper, while all remaining wires are of silicon bronze. Thus the entire construction has similar coefficients of expansion Fig. 3 — European Catenary Construction — Cross Section of Insulator throughout. It can be used as a feeder, and, moreover, is in- fluenced little by chemical changes in the atmosphere. The suspension of this construction at a supporting point is shown Fig. 1 — European Catenary Construction — Tension Regulation by Weights in Every Tenth Span Fig. 2 — European Catenary Construction — Interconnected Suspension of All Wires Fig. 5 — European Catenary Construction — Side Elevation of 228-ft. Span design which keeps the trolley wire at the same height in all temperatures through the simultaneous, automatic regulation of both the catenary and conductor wires. A general view of the new construction as arranged for spans of 210 ft. to 250 ft. is shown in Fig. I. The conductor wire is connected to the catenary by hanger wires spaced about 19 ft. 6 in. apart. The wire shown above the catenary runs from span to span without any intermediate hangers and is used to in Fig. 2. The equalizer and catenary wires pass through clips a short distance on each side of the span, the former going over and the latter under the span. In this construction the equalizer and trolley wires are of practically the same length, but not necessarily parallel. Double insulation against ground- ing through the equalizer wire is obtained by using opposite pairs of insulators of the wheel type shown in Fig. 3. The con- struction of these insulators is such that even if one should 398 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. break, the interlooping of the equalizer wires would prevent the catenary suspension from falling. The use of four insulators allows each to receive the same voltage. Where three insula- tors are used it is customary to have two in parallel and in series with the third. The result is that the third insulator must carry twice the voltage of the others. Consequently if this Fig. 4 — European Catenary Construction — Two-Track Approach Proposed for Berlin City & Suburban Railway third insulator should break it is quite possible that the others would be short-circuited on account of the sudden increase in voltage. The line is zigzagged to such an extent that every contact area of the bow collector is brought into service between the ends of each span. As illustrated in Fig. 4, light supporting brackets are employed at sharp curves to keep the conductor in line, but elsewhere span wires are sufficient. These brackets are also doubly insulated. The trolley wire and the turning point of the brackets are in the same plane to prevent any overturning movement, but the brackets themselves are bent up- ward so as to protect them from possible blows of the bow collectors. The automatic tension devices for regulating the height of the trolley wire without distorting the catenary suspension are installed at intervals of 2500 ft. to 4000 ft. The arrangement as applied for double track is shown in Fig. 5. The conductor, catenary and equalizer wires from opposite directions are brought to the middle point between two spans, where they form a cross-over. Each group of wires is fastened to a steel cable and carried over rollers at the span columns, which are Temperature in Deg C* 5° 0° -10° -20' Changes of Length in cmZO 19 IB 17 16 IS 14 13 November 1908 9 -10" 0° * 5°Temperature in Deg C 14 15 16 17 IS 19 20 Changes of Length in cm ^ 9 November 1908 10 shown in Fig. 6, which gives the variations in the length of the new catenary suspension built for the Oranienburg experimental line of the Prussian State Railway. This suspension is built along a 938 m (3080 ft.) horseshoe curve of the continuous ellipse which constitutes the test track. The tension indicator needles showed that each end of the horseshoe curve was in- fluenced almost equally by the automatic tension regulation. Shifting of Western End Shifting of Eastern End Fig. 6 — European Catenary Construction — Effect of Tension Regulating Device on the Oranienburg Test Line provided with the necessary tension springs or weights. When the temperature drops, the conductor and equalizer wires quickly contract on account of their taut position, the weights are raised and the hanger points of the catenary approach each other. The sag of the catenary remains unchanged, so that a lifting of the conductor wire is held to be impossible. An in- crease in temperature simply produces a reversed equalization. The reliability of this automatic tension device in practice is INSPECTION OF ELECTRIC RAILWAYS BY NEW YORK COMMISSION The pamphlet report of the New York Public Service Com- mission, Second District, for the calendar year 1909 contains an account of the work of the division of railroad engineering and inspection. An abstract of the discussion regarding the inspections of street railroads, including various recommenda- tions on questions of operation, follows: "The reports of inspections of city street railroads show the different kinds of rail, its cross-section, weight, length of track, substructure of same, when track was laid, what repairs have been made if any, and present condition of track divided into four classes : first class, good, fair and poor. The reports also contain detailed description of each piece of track special work, its location, date of construction, date of renewals and repairs, and present condition. Recommendations are sub- mitted for reconstruction or repairs of track and special work where necessary. The reports are indexed by streets, and furnish a complete history of track and special work. "The inspection of interurban electric roads has been con- tinued to an extent consistent with other matters requiring the attention of the electric railroad inspector. These inspec- tions have been made along the lines previously employed. "Results of Inspections : In addition to the actual improve- ments made in compliance with suggestions or recommenda- tions by the commission, the fact that such roads are inspected results in better maintenance of properties and more efficient service to the public, for the reason that the conditions of each road are set forth in the report, and the knowledge that these reports are made public acts as an incentive for companies to have their properties in as good condition as possible when inspected. "During the business depression of 1907-08, electric railroads were affected seriously. The decrease in receipts during that period necessitated the curtailment of service and operating expenses. Maintenance expenditures for track and equipment were reduced to the lowest possible point consistent with safety of operation. This resulted in a condition of track and equip- ment which required unusually large expenditures to restore to normal conditions. The past year has been a more pros- perous one for the companies, all of them showing increased gross earnings and nearly all have been liberal in expenditures for track and equipment improvement. •'Interurban Roads: The interurban roads inspected this year, with very few exceptions, are reported as having been materially improved, large sections of track having been bal- lasted and a sufficient number of tie renewals having been made. Nearly all of the roads are employing a sufficient track force to properly maintain track and roadbed. Several of the interurban railroads in this district are reported as models of construction and maintenance and comparing favorably with the majority of the steam roads in this dictrict. Among these are the Rochester, Syracuse & Eastern ; the Syracuse, Lake Shore & Northern; Syracuse & South Bay; Utica & Mohawk Valley; Fonda, Johnstown & Gloverville; Buffalo, Lockport & Rochester, and Western New York & Pennsylvania. Some of this class of railroads are reported as not in first-class condition, and while not at present dangerous for operation, require a considerable expenditure of money to make neces- sary improvements on them. "Car Heating: A marked improvement has been made in the manner of heating cars during the winter season. A num- ber of the companies have adopted as a standard the hot March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 399 water heater and as fast as practicable are replacing the elec- tric heater with it. During the winter of 1808-09 very few complaints of insufficient heating of cars were received by this commission, which is unusual, as previously this was one of the most serious and frequent causes of complaint on city railroads. "Pay-as-y 011-enter Cars: A new type of car has been put into operation on several of the city roads, namely, the pay- as-you-enter car, and other companies are contemplating addi- tions to rolling stock of this class of car. The consensus of opinion of the managers of roads who are operating these cars is that it has been of material benefit in handling the fluctuating travel on city systems and has reduced a class of accidents which are of frequent occurrence: injury to pas- sengers boarding and alighting from cars. The introduction of this class of car caused some inconvenience and confusion to the public, which is being reduced as the people become accustomed to their operation. "Changes in Methods of Operation, Routing Cars, and Re- striction in Use of Transfers: During the past year two of the companies operating large city systems have made radical changes in methods of operation and in the use of the transfer. It is alleged that there is considerable abuse of the transfer privilege in the different cities in this State. In the two cases, Buffalo and Rochester, serious congestion of cars occurs dur- ing the rush hours. To prevent the alleged misuse of the transfer, these company establish arbitrary transfer points. With the object of relieving congestion, the 'near-side' stop was adopted. An almost unanimous public opinion against the changes has caused the companies to modify their rules in reference to both the transfer and the 'near-side' stop. ''Accidents: During the year 65 accidents have been investi- gated. Very few collisions have occurred on suburban rail- roads, but an unusually large number of such accidents have occured on city railroads. Investigation of these accidents, in most cases, has proven that they were caused by motormen with very little experience. "Rules: Four-fifths of the accidents occurring on inter- urban railroads in this district result from causes other than defects in track, roadbed, and equipment, and a large number of accidents on these roads are the results of defects in rules governing operations on them or violations of such rules by employees. The subject of proper rules for the operation of interurban railroads is one to which the commission has given serious consideration, and one on which the Street Railway Association of the State of New York took action in the adoption of a set of rules. The American Street & Interurban Railway Association at its convention this year also adopted a set of rules which it is expected will be adopted by the various State associations. Without approving or criticizing these rules, the adoption of a uniform set of rules to be used on all interurban railroads in this country would be of benefit to the companies and tend to reduce the number of accidents occurring on such roads. ''Block Signals: The use of block signals on electric roads is a very important element in operation. A number of the interurban roads are equipped with signals. They are also used on nearly all of the city roads, protecting sections of single track where view is limited. There are several kinds of sig- nals used, both automatically and manually operated. There is also in use a system of semaphores and signals operated only from the despatcher's office. This system should be used only for stopping cars to give crews instructions or train orders. The manual system is in more general use than any of the others. Nearly all the single track interurban roads are equipped with it. In addition to the above system, the Auburn & Northern road between Auburn and Port Bryon, and the Syracuse, Lake Shore & Northern road between Syracuse and Long Branch, are equipped with semaphores and oil light sig- nals, with lap block sections automatically operated by track circuits. This system is the most expensive to install and maintain and is unquestionably more reliable in operation than any at present in use on interurban roads in this district. With the exception of the track circuit system, there are serious defects in all of the above mentioned systems, and collisions have occurred on roads equipped with them. While neither approving nor condemning at present any of the systems in use, the commission believes they should be used on inter- urban roads only for spacing cars moving in the same direc- tion, or supplementing a proper method of train dispatching on single track. "Grade Crossings of Highivays: The construction of im- proved highways and the large increase in the number of automobiles have increased the danger in operation of high- speed interurban cars over highway crossings at grade. Addi- tional precautions should be taken by companies to prevent accidents at these points. Some of the companies have equipped all of the important highway grade crossings with a cluster of lights which are burned during hours of darkness. Several are experimenting in the use of bells at these points. At some of the more dangerous the commission has directed that all cars come to a full stop. This is the safest method of operation, but to adopt it at each crossing would restrict the running time so as to interfere seriously with the convenience of passengers. Special attention has been given to the main- tenance of the roadways across electric tracks. The majority of the roads have adopted a standard cattle-guard and wing- fence, and the greater portion of the crossings are equipped in this manner. "Rail-braces and Tie-plates: The increased weight of cars and the speed at which they are run on interurban railroads necessitates careful maintenance of track, especially on curves. Serious accidents which have occurred in the past on steam railroads have resulted in the adoption of tie-plates on curva- ture. Nearly all of the companies operating interurban roads are using some rail-braces on curves. One of the interurban roads in this district has adopted the use of tie-plates instead of rail-braces for that purpose. Steam railroad experience has proven that the tie-plate is preferable to the rail-brace." The report of the division of statistics and accounts says in reference to the forms of annual reports: "The forms for street and interurban railroad corporations were prepared on the same general plan as those for steam railroad corporations, although the details necessarily differed very considerably. The first year's use of these new and ex- tended forms was necessarily attended with a variety of diffi- culties that will be avoided in the following years. The re- quirements of a new form of report are certain to receive a variety of interpretations, and to reduce these to uniformity is a matter involving both time and patience. Where the report is a mere skeleton, the variety of interpretations may not be ap- parent on the face of the reports, but where it goes into considerable detail there are likely to be inconsistencies in it which are disclosed by a careful test. The correction of these will show how the erroneous interpretations arose, and what steps are advisable for their prevention in future reports. Such correction has necessarily thus far, because of the absence of a body of traveling auditors or examiners in the staff of the division, been attempted through correspondence. It thus happens that a vast mass of correspondence has been neces- sary in the correction of the annual reports rendered by the corporations for the year 1908. Because of the thoroughness with which this work has been done it is expected that much less will be necessary in connection with the reports for 1909. Indeed, the representatives of one considerable group or sys- tem of corporations are already making a careful scrutiny of the reports rendered in behalf of those corporations and filing corrections of the errors discovered, preferring to anticipate the results of the test of the reports to be made by this division." Petrol-driven street cars are being put in service in Karachi. India, with a view to speedier service without the cost of equipping the system with electricity. The cars, seating 46 people, are driven by a Lucas valveless engine of 25 hp, and are capable of making about to m.p.h. 4-00 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. THROUGH ROUTES BETWEEN ELECTRIC AND STEAM ROADS During the hearings before the Committee on Interstate & Foreign Commerce of the House of Representatives, in rela- tion to the railroad rate bill, testimony was given on behalf of electric railways which desired through routes with steam roads by Lewis S. Cass, president of the Waterloo, Cedar Falls & Northern Railway, William G. Dows, president and general manager of the Cedar Rapids & Iowa City Railway & Light Company and W. J. Ferris of Lacrosse, Wis., who is interested in a projected interurban road. The committee was asked to eliminate the clause which provided that the Interstate Com- merce Commission shall not establish any through route, classi- fication or rate between street, suburban or interurban electric passenger railways and railroads of a different character. This clause was finally amended and appears in the bill as re- introduced by Congressman Townsend, of Michigan, as follows : "The commission shall not, however, establish any through route, classification, or rate between street, suburban or inter- urban electric passenger railways not engaged in the general business of transporting freight in addition to their passenger and express business, and railroads of a different character." Bentley W. Warren, of Boston, filed a brief discussing various features of the bill. After the public hearings on the bill, which lasted from Jan. 18 to Feb. 21, the committee began the consideration of the measure in executive session. TESTIMONY OF LEWIS S. CASS Mr. Cass testified that he was thoroughly in sympathy with the interstate commerce law as it stood and with the proposed amendment, giving the commission the right to es- tablish through routes and joint fares and joint classifications. Without this right, a great many communities would suffer for the want of equal and fair freight rates. He knew of no interurban railroad in the State of Iowa that did not do what might be termed a commercial railroad business, and a great many interurban roads throughout the country did such a business. Yet in every sense, so far as the passenger busi- ness of these lines was concerned, they were interurban electric passenger railways. It seemed to Mr. Cass that they were forms of railways which the committee proposed to exclude from the right of the enforcement of joint rates and through routes with steam connecting carriers. With few exceptions, most of the electric interurban railroads which had joint rates and through routes with steam carriers would be de- prived of these rights as soon as they lost the power to en- force the rates. This loss would deprive a number of com- munities of a chance at markets equal to that of communities located in adjacent and corresponding stations upon trunk lines of railroads. Responding to inquiries by a member of the committee, Mr. Cass said that the interurban roads of Iowa transacted the same character of general freight business as any steam rail- road in the State excepting that they were not so long and did not reach the great markets like Chicago. The steam roads extending to and from Iowa were built for the longest haul and to make Chicago the market place. They carried products from Chicago to Iowa and reloaded the cars with grain and live stock for transportation to Chicago. The peo- ple of Iowa had invested their money in roads running across the State at right angles and communities had been established on these short lines. In order that the communities might thrive, they had to send their products to Chicago and to re- ceive products from Chicago, and to buy and sell in compe- tition with the communities located upon the trunk lines of railroad they must have substantially the same rates. Mr. Cass said that his company had considered itself sub- ject to the interstate commerce law for several years past and its accounts had recently been examined by auditors for the Interstate commission. The subject of consolidation of properties was brought up by Congressman Charles G. Washburn of Massachusetts, who asked whether Mr. Cass thought that steam and electric lines should be kept separate as competing factors. Mr. Cass said that he thought the two classes should be kept separate as a matter of public policy. He thought it was for the best inter- ests of the public. When the subject of through passenger rates was suggested, Mr. Cass said what he was advocating principally was the matter of through freight rates. He did not consider the question of passenger rates an important one. Referring to the clause in the bill under discussion, Congress- man William C. Adamson, of Georgia, asked whether, if roads of a different character had the same gage and equipment that could be interchanged, they were not nearly enough of the same character to make an arrangement for through routes feasible under the bill as it stood. Mr Cass said that of 150 cars owned by the company 75 had been built under Master Car Builders' specifications and 45 were freight cars, interchangeable with steam lines. The com- pany had six steam locomotives and of its trackage, 50 miles of track were operated as a commercial railroad. Chairman Mann pointed out that the average was a little less than a freight car a mile and asked Mr. Cass whether that was a fair proportion if steam railroads were to be com- pelled to interchange business. Mr. Cass thought it a greater proportion than the average small steam railroad owned. He had just retired as vice-presi- dent of the Chicago Great Western Railway and had met that situation in connection with the interurban lines of the small steam railroads. He knew from experience that the average electric railroad which was attempting to do a commercial railroad business was better equipped in nearly every respect to serve the public than the average small steam railroad. Congressman William Richardson of Alabama asked whether the elimination of the clause would not give the great rail- road systems a power over the electric lines. Mr. Cass said that to let the clause stand would give the railroad systems the power. If the clause should be struck out, a community, whenever an electric line was in a position to serve it com- mercially, might make an application for the service, and if the connecting steam roads refused to grant a rate, an appeal could be made. Congressman Richardson asked whether Mr. Cass thought the commission should have power to create through routes be- tween steam and electric roads. Mr. Cass thought the question of routing a car or of the character of the car did not enter into the subject. He said that there was no reason why a shipment should not be transferred from steam railroad cars to electric railway cars any more than why a shipment should not be transferred from steam railroad cars to the barges of a water line. As vice-president of the Chicago Great Western road he had been ostracized from good railroad so- ciety because he would not refuse rates with connecting rail- roads that were operated by electricity.' Congressman Richardson asked whether it was the idea of Mr. Cass that the same control should be exercised by the Interstate commission over interurban railroads as over steam railroads. Mr. Cass responded in the affirmative. Mr. Richardson asked whether this would not place power in the hands of the great railroad systems to absorb and destroy the short electric lines. Mr. Cass said that if an electric rail- road had sufficient earning power to meet its fixed charges and maintain itself in a healthy condition, the only way the steam roads could break it down was by buying its stock and ab- sorbing it. If steam railroads should be given the right to refuse to permit electric roads to enjoy through routes and joint rates and to haul the products to a connection with steam lines, the latter would have power to reduce the earning capacity of electric properties and to destroy their communities commercially. Congressman Richardson said that it seemed to him that if the electric railway properties were to be governed, they ought to be directed on an entirely different system from the steam railroads. Mr. Cass said that as he understood it, it was not the in- tention that the commission should go throughout the coun- March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 401 try seeking places to make joint rates and through routes without complaint. But it was the intention, as under the law at the present time, that the commission should have the right to investigate the complaints and to prescribe joint rates and through routes where the carriers were entitled to have them. He wanted the matter left where it stood. All of the interurban roads in Iowa had been built originally for the purpose of transacting commercial railroad business in addition to the passenger business. The steam locomotives owned by the company were used largely in construction work and in clear- ing snow. They were used to handle freight at times when business was very heavy if the electric equipment was not ade- quate. Some questions regarding the meaning of the phraseology of the clause to which objection had been made were discussed and Mr. Cass said that if the United States Supreme Court should hold as the Iowa Court had, that the Waterloo, Cedar Falls & Northern Railway was an interurban railroad, the company would be shut off from 40 per cent of its revenue. Mr. Cass thought that consolidation in competitive transporta- tion should be prohibited wherever it was met and under what- ever circumstances. During his connection with the Chicago Great Western road, he made it a practice to encourage the construction of electric lines and established through routes and joint rates willingly with such properties because he discov- ered that the advantages which the electric roads gave to the communities added very much more to the trunk line business than they took away. Outside of the Chicago Great Western, it had never been the practice on the part of the trunk lines to encourage the construction of electric railways. TESTIMONY OF WILLIAM G. DOWS William G. Dows, president and general manager of the Cedar Rapids & Iowa City Railway, said it seemed to him that the clause of the bill under discussion, unless eliminated would cause the withdrawal of through routes on inter- urban railroads. The Cedar Rapids & Iowa City Railway owned its freight terminals in Cedar Rapids and Iowa City and was built on private right-of-way. It was capable of handling freight in carload lots and it served towns which were not reached by any other railroad. When the road was constructed, an effort was made to have the steam railroads establish joint rates and through routes but they refused to do so. The Interstate Commerce Commission after a hear- ing ordered the Chicago & Northwestern Railway to establish joint rates and through routes with the electric line, holding that the latter was able to take care of all kinds of freight. Congressman William H. Stafford of Wisconsin asked whether Mr. Dows considered the line an electric passenger railway, as stated in the bill. Mr. Dows replied that the pas- senger revenue of the average interurban road was greater than the freight revenue. Congressman Stafford said that the character of the service, not the revenue, determined the character of the railway. Mr. Dows said that the reason why the passenger revenue of his line was greater than the freight revenue was the character of the service given. With an hourly service, the company stopped its cars anywhere to get passengers. The consequence was that the passenger service that was given for 20 hours a day made the revenue from that branch of the business greater than the freight revenue notwithstanding that the freight reve- nue was as large as that of the average small railroad in Towa. Mr. Dows added that the company had standard equipment and had physical connection in Cedar Rapids wilh the Chi- cago, Milwaukee & St. Paul and the Chicago & Northwestern roads, while at Iowa City connection was made with the Chi- cago, Rock Island & Pacific Railway. Congressman Richard- son asked whether the company was equipped with sufficient freight cars to meet the demands of traffic. Mr. Dows said that the company had some freight equipment but it had never found difficulty in securing from other roads any additional equipment that it desired, Chairman Mann asked if (here would be any objection to a provision that if the equipment was interchanged the electric road should provide its proportion of the equipment. Mr. Dows thought there would be no objection to that. Chairman Mann asked whether the interurban railroads were financially able to purchase the necessary equipment. Mr. Dows said that any of the roads could buy on the car trust plan. Mr. Dows added that 2^/2 miles of his line were operated for freight purposes. The company had 20-odd standard freight cars but no locomotives. Its franchise did not limit the kind of power to be used. On one occasion, the company did not have sufficient electric equipment to handle passenger traffic, so it rented from one of the large trunk lines a com- plete steam train with a locomotive and operated that. Answering a question as to the differences in construction between steam and interurban railroads, Mr. Dows said the public had understood that the interurban roads could be built for less than the steam properties. It cost more per mile of track for an interurban line than a steam railroad. Congressman Richardson asked why Mr. Dows thought that the inclusion of the paragraph in the original bill would give the steam railroads great power to destroy interurban prop- erties. Mr. Dows said he knew from what the steam trunk lines had done in the past. They refused to make any joint rate with his company. In some of the communities, people wanted to ship their stock and they had to pay his company the local rate either to Iowa City or Cedar Rapids and then the local rate from one of these points to Chicago instead of having a through rate made from the point of shipment. The decision of the Interstate Commerce Commission required the installation of joint rates and through routes and not only saved the interurban railroad but gave the communities which it served the benefit of the through rate. STATEMENT OF W. J. FERRIS W. J. Ferris of La Crosse, Wis., expressed his sympathy with the statements of Mr. Cass and Mr. Dows. He was interested in a franchise which had been secured recently pro- viding for the construction of an interurban line connecting La Crosse, Wis., and Winona, Minn. This line would reach some points that had no railroad facilities at the present time and he believed that it should be possible to secure joint rates and through routes so that goods could be transported to La Crosse and from there on to Chicago by steam railroad with the advantage of through routes and joint rates. The passage of the bill containing the clause to which objection was made would probably stop the construction of this proposed line be- cause reliance had been placed upon the revenue from the inter- change of freight with the steam railroads. STATEMENT OF MARTIN A. KNAPP Martin A. Knapp, chairman of the Interstate Commission, appeared before the committee on Feb. 18 and made an extended statement in relation to the effect of the bill as drafted upon steam railroad matters. Congressman Charles E. Townsend, of Michigan, asked whether Mr. Knapp had considered the proposi- tion to except electric roads in the clause prohibiting a railroad from purchasing the stock of a competing line. Mr. Knapp had not considered this proposition. He knew that there had been (raffic relations between certain steam roads and electric lines. He thought it would not be wise to deny the commission the right to establish through routes and joint rates between elec- tric and steam properties. Mr. Knapp thought the kind of motive power was not important. If a railroad was engaged in interstate commerce under the first section of the act, it did not matter whether its motive power was steam or electricity. Mr. Knapp apeared before the committee again on Feb. 19 and made a further statement in relation to various points, in- cluding the question of through routes between steam and elec- tric lines. He said that, assuming that under present conditions there would rarely be public need of compelling through rates between steam and electric lines where the latter were wholly or mainly engaged in passenger business, there might be cases where that ought to be done in the public interest and witli the rapid development of electric transportation it was alto- gether probable that in the near future cases would arise where joint rates and through routes should be established between 402 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. steam and electric lines such as would not be possible under the limitations in the original bill. BRIEF OF BENTLEY W. WARREN Bentley W. Warren, counsel for the Boston & Northern Street Railway and the Old Colony Street Railway, submitted a brief in which he made the following arguments : "Street railways should not be included among the trans- portation agencies subject to the act of Congress to regulate commerce, approved Feb. 4, 1887, as amended. "If there is sufficient reason to include street railways within the act to regulate commerce, they should not be denied any of the benefits of that legislation. "If street railways are to be included or continued under the jurisdiction of the Interstate Commerce Commission and the several acts of Congress to regulate commerce, it is submitted that they should be excepted from the provision of section 13, as they already are from the provisions of section 12, in the bill under consideration." Mr. Warren said in part : "Not only is the kind of business done upon street railways so different from that done upon railroads as to make the applica- tion of interstate commerce regulations to the former unneces- sary, but the physical differences between the two classes of carriers render impossible such a relation between them as can ever raise street railways to sufficient importance to justify the application to them of federal control. It is not practical to operate over the ordinary street railway standard railroad cars. "The distinction between the so-called interurban electric rail- ways, which are really railroads operated by electricity, and the ordinary street railway is almost as marked as that between the street railway system in New York City and the New York Central Railroad or the Pennsylvania Railroad. "Bearing in mind that the primary object for the federal regulation of interstate commerce was to eliminate abuses and introduce uniformity in the transportation of merchandise, there is surely little reason to load down the Interstate Com- merce Commission with the oversight of the Massachusetts street railways. The figures show that all these companies in Massachusetts derive less than 1 per cent of their entire earn- ings in the transportation both of mails and merchandise. Their receipts from that source were actually less than half what they were from miscellaneous items of tolls, from adver- tising in the cars, etc. It is confidently submitted that the negligible amount of freight business done by the street railways in Massachusetts is undoubtedly true of similar street rail- ways elsewhere; that is, street railways in other parts of the country constructed as are those in Massachusetts, chiefly in the highways. "In Massachusetts, for example, there are only about 15 points where a street railway either crosses the boundaries be- tween Massachusetts and any one of the five neighboring States or connects at the boundary lines with street railways operating in the neighboring States. "I have said nothing about the probable conflict between the State laws and regulations and federal laws and regulations. That such a conflict exists and will result in unavoidable con- fusion and dissatisfaction in many of the States is undeniable. This is peculiarly true of States like Massachusetts, which supervise their street railways very strictly and subject them not only to minute control by State officials, but also in many respects, noticeably in the matter of engaging in the transporta- tion of merchandise, to the control and supervision of city and town officials." Mr. Warren added that although the freight business done upon street railways is, it is believed, negligible, always keeping in mind the distinction between street railways which are operated on highways and interurban railways, which are rail- roads operated by electricity, these street railways and such persons as may ship merchandise over them should not be denied the benefits intended to be conferred by the section relating to through routes. He said that if any good reason existed for the exception as to electric passenger railways in the original bill, it must be that the business done upon these railways was so different from that done upon railroads of a different character as to make the law applicable to the latter inapplicable to the former. Mr. Warren continued: "If, however, such railways are to be included within the act, and Congress is thereby to adjudge that the interests of the traveling and shipping public require them to be included, Con- gress should see to it that that public is enabled to utilize to the fullest extent such facilities as are, or may be, under federal regulations, furnished by the street railways. If the street rail- ways and their business are to be wrested from their primary purpose of the local transportation of passengers, and, to a very limited extent, of merchandise, and brought under federal con- trol, that control should be made effective. If there is any public demand for that federal control of street railways, and the demand is to be adequately met by legislation, the power to exercise the control should be placed in the hands of federal authorities, and not made dependent upon the voluntary act of the 'railroads of a different character.' "The public policy of Massachusetts, as must be well known to the Massachusetts members of the committee on interstate and foreign commerce, has long favored, first by special acts and now for more than 12 years by general acts, the merger and consolidation of street railways. This policy has resulted to the general satisfaction of the public and in greatly improved service and lessened charges for transportation. Experience has shown that it is far better to have one operating company in a city like Boston, or Worcester, or Springfield, than several struggling and competing companies. The consolidation of the small companies has been uniformly encouraged in Massa- chusetts, subject to the supervision of the railroad commis- sioners, who are required to pass upon each proposed merger. "The prohibition in section 13 of the proposed act against the issue of stock and bonds will be similarly objectionable, unless the corporations operating street railways, as that term is de- fined in the Massachusetts laws, are excepted from its pro- visions. When the commission recalls the fact that there are somewhere between 1236 and 2206 street, suburban and inter- urban railway corporations in the United States, they may be able to determine which of these alternatives the Interstate Commerce Commission will adopt — either to make the super- vision of the proposed issue purely perfunctory, or subject the corporation and public desiring the expenditure of the proposed capital to an indefinite delay. Certainly no one would expect that nine human beings, charged with the supervision and regulation of the interstate commerce conducted upon 232,000 miles of steam railroads, would have much time or energy to pass upon the necessity or reasonableness of proposed stock and bond issues by this great number of street railways." ELECTRIC CARRIERS At a meeting of the committee on Feb. 1, J. C. Lincoln, of St. Louis, president of the National Industrial Traffic League, made an extended statement in reference to the steam railroad situation. He said there was no desire on the part of shippers that the commission should establish joint rates with the average interurban passenger railway, but there were a number of in- terurban properties in Iowa, operated by electricity, that were purely common carriers, transporting both passengers and freight. Mr. Lincoln referred to the Illinois Traction System and its joint rates with various steam properties. He thought it would be proper to except electric railways in the establish- ment of joint rates carrying passenger traffic, but not for freight rates. Congressman Charles E. Townsend, of Michigan, said that his understanding was that the exception applied to a different class of properties, but the suggestion of Mr. Lincoln had created doubt in his mind as to whether this provision would not prohibit the establishment by the commission of through rates for freight between the steam road whether electrified or otherwise and the ordinary street, urban or interurban railway. Congressman John T. Esch, of Wisconsin, said it seemed to him that the insertion of the words in that section must have resulted from a failure to apprehend the enormous extent of the electric railway industry in the United States. March 5, 1910.] ELECTRIC RAILWAY JOURNAL. 403 THE PHILADELPHIA STRIKE Following the disorder in Philadelphia on Feb. 22 and Feb. 23 the Governor of Pennsylvania called out four companies of the State Mounted Constabulary, numbering 157 men, ex- clusive of officers, to assist the regular uniformed police of Philadelphia in quelling riots. These men soon enforced order and the company immediately demonstrated its ability to operate more cars and to return to something like its normal schedule. On Tuesday, March 1, 50 per cent of the lines were being operated on regular schedule and service was being maintained on all lines, whereas the company had previously been compelled to abandon service altogether on some lines so lawless did the strikers and their sympathizers become in Kensington and other outlying districts. Besides the 2200 men who did not heed the order of the union for a strike, the com- pany has employed quite a number of men who have met the qualifications necessary for service and 250 men have applied for reinstatement. Whereas only 722 cars were operated on Feb. 20, following the strike order issued at noon on Feb. 19, 925 cars were in service on March 1. The record by days of the number of cars operated follows: Feb. 20, 722; Feb. 21, 777; Feb. 22, 663; Feb. 23, 714; Feb. 24, 744; Feb. 25, 821; Feb. 26, 840; Feb. 27, 968; Feb. 28, 970; March 1, 925. On Feb. 28 the company had 3960 men available to run cars. On Feb. 25 the directors of the Philadelphia Rapid Transit Company authorized the following reply rejecting the sugges- tion of a committee of ministers that the strike be settled by submitting the questions at issue to a board of arbitrators : "Your communication of Feb. 24 has had the careful con- sideration of our board. We appreciate the spirit which has led you to intervene in the present controversy, and regret the condition existing in our city. If we thought it could be reme- died by accepting your good offices we would be prompt to do so. But our knowledge of the situation convinces us that any such adjustment as you recommend would not give lasting peace or result in good service to the public. "There are but two real questions at the bottom of this strike : "First. The right of our employees to deal directly with us, without the intervention of an organization officered and controlled by outside men ; and "Second. The right of this company to have the same free- dom in hiring and discharging men that the men have in stay- ing with or leaving the company. "These rights are fundamental and inalienable, and do not submit themselves to any form of arbitration. To surrender them to any outside interest would be to abrogate the manage- ment of the corporation, which duty the law imposes upon us as directors. "An adjustment of all other questions, such as wages, sched- ules, conditions of labor, etc., was being satisfactorily pro- ceeded with by direct negotiation between our employees and our executive officers when the present strike was precipitated without an hour's warning. "As soon as normal conditions are restored, should there be any questions needing adjustment they will be taken up directly with our men, and we entertain no doubt of our ability to reach a satisfactory understanding." A meeting of representatives of 122 local unions, whose members number, perhaps, too.ooo employees, was held in the hall of the Central Labor Union on Feb. 27, and it was voted to order a general strike to begin on March 5 as a sympathetic movement to force a settlement of the street railway strike, and resolutions were adopted urging Councils to request Mayor Reyburn, William II. Carpenter and George H. Earle, Jr., city representatives on the board of directors of the company, to endeavor to bring about arbitration of the differences between the company and its former employees and to end the strike. As stated in the Electric Railway Journal of Feb. 26, the company has maintained uninterrupted service on its elevated and subway lines. Following the arrival of the State police (he company began to operate cars at night on Feb. 25 and has steadily increased its night service since then. On Feb. 24 the company issued the following statement to its employees : "Any motorman or conductor in the employ of this com- pany who has been, or may be, injured as the result of any violence attendant upon the present strike, and who has notified the company within 24 hours after being injured, will be cared for by the company as long as he remains incapacitated." On the same day the company inserted the following adver- tisement in the newspapers : "Two thousand positions as motormen and conductors are open in Philadelphia to men of good character. We do not want strike-breakers. Only men who intend to remain perma- nently in the service are desired. Wages, 22 cents per hour, with a guarantee of early increase. Work day averages 10 hours. Apply Philadelphia Rapid Transit Company, Eighth Street and Susquehanna Avenue, Philadelphia, Pa." On Feb. 24 George H. Earle, Jr., one of the representatives of the city on the board of directors of the company, declared that arbitration of the differences between the company and its former employees was out of the question on account of the domination of the members of the union. Mr. Earle said : "I -advised Mr. Pratt not to lead the carmen into this mis- take, quite as much on their own account as that of the public and the company. I knew that the feeling of the officers was that it was impossible to permit the demoralization of the men to continue; and that they knew that the service would be im- paired just as long as the employees were being taught that the company that paid them could be fought and quarreled with at will. I knew and so said that nothing but disorder could stop the cars, but that no community would long permit an interference with its right to unobstructed transportation." Severe punishment has been dealt by the courts to those who have been convicted of acts of violence in connection with the strike. Judge Davis, in Quarter Sessions, Part No. 1, on Feb. 23 sentenced one man to six years' imprisonment and two others to two years' imprisonment. These were among the first cases taken up. In passing sentence Judge Davis said : "It may as well be understood now that the questions in dispute between the Philadelphia Rapid Transit Company and its employees cannot be adjusted by the unauthorized inter- ference of outside parties, nor by irresponsible acts of lawless- ness, inciting to riot, destruction of property and bodily injury to citizens. If the carmen encourage or approve such conduct they are enemies of the law, the peace and the safety of the community. The law is supreme and will be enforced, and every citizen should aid in its observance." On March 1 Mr. Kruger explained that there had been no change in the opinion of the directors about the inadvisability of arbitration since the refusal of similar proffers made by the united clergy of the city. The statement issued by the com- pany on March 1 follows : "At the conclusion of an informal conference of directors of the Philadelphia Rapid Transit Company, Mr. Kruger stated that the company has not changed and will not in any way change its attitude with respect to arbitration already outlined in its reply to the Ministers' Association." On March 1 Mr. Earle also issued a statement explaining his attitude. He said in part : "The real difficulty in this matter is not to get peace, but permanent peace. Philadelphia cannot stand any further make- shifts. The company, when I was not a member of the board, made an effort for peace some months since ; and the city has been in a turmoil ever since. That must not be repeated. In whatever way settlement is reached, it must be a permanent settlement, and nothing is permanent that is not fair. "The greatest difficulty is that while the company is a perma- nent body, the union is a shifting- one; and nothing done with it amounts to much if the men change their minds. The prob- lem is a difficult one ; but there should be enough ability to work it out in Philadelphia. Personally I shall favor whatever I think will bring us permanent rest and quiet, and that as I have found it is neither weakness nor truculence, but simply good sense and justice." 404 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. QUARTERLY MEETING OF THE NEW YORK ASSOCIATION The eleventh quarterly meeting of the Street Railway Asso- ciation of the State of New York was held in Rochester on Tuesday, March I, and Wednesday, March 2. Three sessions were held, consisting of an informal dinner at the Seneca Hotel on Tuesday night and business conferences on Wednesday morning and afternoon at the Rochester Club. BLOCK SIGNALING The Wednesday morning session was opened by a paper on "Block Signaling on Electric Railways," prepared by Charles R. Barnes, Inspector of Electric Railways, Public Service Commis- sion, Second District. This paper, which is published elsewhere in this number, was read by J. H. Pardee, secretary of the asso- ciation. The discussion of Mr. Barnes' paper was opened by Frank Rhea, signal expert of the General Electric Company, who thought that the system proposed by Mr. Barnes would require many years of inventive thought. There was not a single prac- tical system to-day which would fill his specifications. The subject of signals was being investigated on a comprehensive scale by the board of control of the Interstate Commerce Com- mission. This study has been going on for three years, but as yet no definite recommendations have been made. However, he considered the conservatism of the board in this respect as a healthful condition. One serious point about the signal ques- tion is how far we can go without hampering the running of the railway. With the present earnings, admissible expenditures and maintenance standards, no railway in the United States could afford to install and maintain an ideal system of the type proposed. It was going to be largely a question of being able to spend a good deal of money, but where would this money come from? Mr. Barnes had touched on one important point in stating that electric railway signal problems should not be studied in the light of steam railroad experience. It was not safe to assume that the electric signaling problems can be solved even along similar lines. The existence of a return pro- pulsion current was one thing which had retarded electric rail- way signal development, because of the patent situation on track currents. At present none of the leading signal companies knows what its rights are. The alternating-current track circuit appeared to be the one which must prevail in direct-current train operation. Up to the present time none of the alternating- current track circuits has proved perfect, and particularly in avoiding inductance through unbalanced bonding. In conclu- sion, Mr. Rhea said that if automatic train stops should be de- manded on the steam railroads, the latter would be unable to continue doing business in accordance with their present in- come, expenditures and operating methods. The Board of Con- trol of the Interstate Commerce Commission appears to think that a continuous indication to the engine would be desirable, but one of the great difficulties about continuous indication is the permanent maintenance of contact between the engine and the rails. Up to the present such signal systems have been put in only where the conditions were peculiarly favorable. While Mr. Barnes was right in saying that the automatic trips could easily be broken, that fact did not bar their use under the right requirements. The New York subway, on account of its stu- pendous traffic, has been obliged to change its signal system three or four times, particularly to gain a few seconds in train movement at certain points. Thus one improvement in speed control over a distance of 2000 ft. cost $78,000 to gain 13 sec- onds per unit. So far as the great majority of roads were con- cerned, it seemed better to devote the limited expenditure to home signals alone over a large piece of track rather than to use a more elaborate equipment with both home and distant signals on a short section. C. P. Nachod said that Mr. Barnes had used the word "signal" in a very high sense, for, according to its etymology, this term means simply to give an indication. If Mr. Barnes" recommendations could be carried out, it would mean an enor- mously expensive system. It requires far less money to make apparatus which would fail, say, once in 100,000 times, instead of once in 1,000,000 times. Mr. Barnes apparently would dis- courage the use of any but perfect signals. As Mr. Rhea had said, the railroads had only a limited amount to spend for signal protection. A signal which failed only once in 100,000 movements was surely a great protection. The electric rail- ways could use intermittent contact systems if more reliance is placed on human co-operation. In these systems the motor- man can easily determine whether the signals have failed, whereas the steam engineer does not look behind him to see whether or not he has protected himself. He assumes that the signal system is perfect, whereas the motorman does not. Mr. Barnes said that he greatly appreciated the remarks of Messrs. Rhea and Nachod. He wanted it understood, however, that he did not wish to discourage the introduction of the present signal systems, as distinctly stated at the end of his paper. E. J. Dunne, superintendent of distribution, Public Service Railway of New Jersey, said that one type of signal had been used on his lines for the past three years with very good results where the speeds under the contacts do not exceed 10 m. p. h. to 11 m. p. h., but the same signal was giving very bad results on higher speed lines. Thus the linemen spend more time on 6 miles of protected track than on 125 miles of ordinary line. On the other hand, there is very little signal maintenance cost on the line where the cars pass the contacts at 10 m. p. h. His company is now making competitive tests of six signal sys- tems. Among these installations are two recording signals, one of which has given very good results, and one in which the signal circuit is closed through the car wheels, a section of running rail and a storage battery. The cost per block of the installed systems varied from $300 to $750. M. C. Brush, general manager of the Buffalo & Lake Erie Traction Company, said that when he was in charge of another property three or four years ago he was told that no reliance could be placed on any counting signal. The counting mechan- isms proved perfectly reliable, but it was necessary to change the overhead contacts to others made on the dash-pot principle to insure their operation at high speeds. Eventually the com- pany installed two different signal systems on its various lines, but used the same overhead contact for both. Mr. Dunne said that he was using telephones in connection with the signal systems, so that a man could not enter a block without calling the despatcher. Mr. Brush added that he would never operate signals without a complete telephone sys- tem. A man should not be allowed to enter a block without orders. Mr. Rhea brought up the question of "signal aspect," namely, the use of moving apparatus in addition to lights. Electric railways could easily afford to have a position signal all the time. As the electric railways can always illuminate their signals at little expense, he thought they would go to the posi- tion signal ultimately before the steam railroads. Mr. Rhea divided the signals suitable for electric railways into three classes, as follows : Overhead contact, track circuits and auto- matic control. The contact system is within the reach of many companies, but it is not possible to build good installations for the price most railways are willing to pay. Track circuit signals analogous to those of the steam railroads and without auto- matic train control constitute an intermediate step more expen- sive than the overhead contact. It is much more extensive and in some ways is more flexible from the standpoint of safety. As for automatic train control, he was surprised to see how prone some electric railways are to consider it. Possibly the steam railroads might come to use automatic trips through their earlier adoption by electric subways, elevated lines and heavy interurban service. Speaking about clear failures, Mr. Rhea said they could be practically disregarded, particularly in connection with track circuits. During his experience with the Pennsylvania Railroad, at the Philadelphia terminal there had been just two clear failures in 14,000,000 signal indications over a period of 2j4 years. One of these failures was never explained, and the other was due to the carelessness of a work- man in leaving a wrench inside a moving cylinder. March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 405 Mr. Brush said he would absolutely insist upon visible, phys- ical, moving signals aside from the lights. The semaphore should assume the danger position by gravity. He had found it necessary, however, to discard steam semaphores and use an enclosed type which did not interfere with trees on the road, etc. Mr. Dunne agreed with Mr. Brush about the use of sema- phores, and added that lamps alone were not reliable, especially as they might burn out at the most unexpected times. Besides, it is very difficult for the motorman to distinguish the lamp col- ors when he enters a block while facing the sun. A three-wire signal system used by his company sets the distant signal before the home signal. COMPENSATION FOR HANDLING MAIL. E. S. Fassett, general manager, United Traction Company, Albany, presented a progress report of the committee on re- muneration for handling United States mail, in the absence of J. K. Choate, chairman. Mr. Fassett said that this question had been taken up by a similar committee of the American Street and Interurban Railway Association. That committee learned that while the electric railways were generally dissatisfied with the compensation received for handling United States mail, there was a great diversity of opinion about what was wanted. Hence, before bringing the matter before Congress it was deter- mined to get answers from all companies to four questions. The replies are not intended primarily for statistical purposes, but rather to get the consensus of opinion so that the electric railway representatives can answer intelligently any questions which may come up in a Congressional inquiry. Mr. Fassett thought it might be of assistance to other companies to learn how the United Traction Company had answered the questions of the American Association's committee. The four questions and answers follow, together with interpolated explanations made by Mr. Fassett at the meeting : Question 1. — Please give a brief description of the mail ser- vice given on your road. Answer i-A. — We carry mail on our regular passenger cars between the following points daily except Sunday : Albany - Watervliet, 8 trips, 14 pouches, 6.08 miles; Watervliet-Troy, 8 trips, 10 pouches, 1.4 miles; Troy-North Troy, 11 trips, 22 pouches, 3.2 miles ; Troy-Waterford, 1 trip. 1 pouch, 4.4 miles. This mail is delivered to the motorman on our cars and is taken from the motorman at destination by post-office em- ployees. The company's employees do not handle the pouches and are not responsible for anything more than the carrying of the mail on the cars. (We induced the postal people to handle the mail themselves, as the carrying to and from the cars in- volved both labor cost and responsibility. Now, for example, the post-office men place mail on a car in Albany and telephone the Troy post-office when the pouches are due so that they can call for them.) Answer i-b. — We also run one special mail car from Albany to Troy, a distance of 7.42 miles. It leaves Albany at 2 a. m. daily, averages 34 sacks or pouches and carries mail one way only. This mail is also delivered to and taken from the car by post-office employees. Question 2. — What is the compensation for this service paid your company? Answer 2. — That part of the service given in answer No. i-a does pay; the service under answer No. i-b, at the rate of 16 cents per mile, does not pay. (The original compensation was 3 cents per car-mile, whereas the operating expenses were 14 cents per car-mile. The 16-cent rate was obtained after the company gave notice that it would give up the service in 30 days if the compensation were not raised. The speaker be- lieved that there was no reason why a mail car should n t bring the same revenue as a car in regular service.) Question 3. — What in your opinion is the best method of compensation for the service performed ? Answer 3. — For the service wc perform a mileage basis on both classes is satisfactory. Question 4. — What is the amount you think you should re- ceive? Answer 4. — The portion of the service under answer i-a we believe is proper provided the service does not call for more than 150 lb. of mail or practically the equivalent of one pas- senger; 3 cents a mile being a fair rate for such service. The service called for under answer i-b, in my opinion, should be paid for at the rate of 25 cents per car-mile, covering the entire mileage of the car from the carhouse, out, to the car- house, in. This is based on the average passenger mileage receipts of cars on the line on which the service is performed. (In conclusion the speaker said it was fallacious for railway managers to assume that the carrying of United States mail would insure government help in case of labor troubles. On the contrary, experience had shown that the railway would be held responsible for all delays. It was therefore expedient to insert a clause providing for non-responsibility in the con- tingencies of riot, strike, fire, flood, etc.) In reply to a question by W. H. Collins, general superin- tendent of the Fonda, Johnstown & Gloversville Railroad, Mr. Fassett said that while they should have been glad to secure an increase from 3 cents to 25 cents per car-mile, they took all they could get at the time in securing 16 cents per car-mile. In Boston, the compensation had been increased by using a larger car, as the payments were based on cubic capacity. Mr. Collins said that the second assistant postmaster-general had told him that no changes in compensation could be made except in accordance with the department's regulations. He was told that the cubic foot rate applies only where special mail cars are used. When his company refused to carry mail for 3 cents a mile, the post office instituted a pony express, which costs considerably more than the electric service. E. J. Cook, general manager, New York State Railways, Rochester lines, said that in 1908 his company had two single- truck cars, which carried mail and made collections from street boxes over prescribed routes. Compensation was on the cubic contents basis, so that the ratio per mile could not be increased without enlarging the cars at considerable expense. These cars interfered with the rush-hour service on account of the box collections, and in the end the company was obliged to discontinue this service. The company also withdrew the special, mail carrier rates, which amounted to about 3 cents on the basis of on-duty travel only, but this privilege had been abused, as the men would carry uniforms and pouches in going to and from their homes or to amusement resorts, like base- ball parks. His company is now carrying only a few pouches on interurban cars and, as in Albany, the work outside the car is done by postal employees. In reply to a question by J. C. Calisch, vice-president of the Buffalo & Lake Erie Traction Company, Mr. Fassett said that from his experience with the Short Line Steam Railroad Asso- ciation, that body was not likely to co-operate effectively with the electric railways in obtaining better mail remuneration. As for transporting letter carriers, the only concession his company makes is to print a special carrier's ticke't, but no transfers are given. Mr. Cook said that he had cut off the letter carriers' tickets after finding that a veritable transfer exchange had been built up in the postoffice. E. F. Peck, general manager of the Schenectady Railway Company, warned against the installation of mail boxes on in- terurban cars. He had found them a nuisance, as often people would stop the car simply to mail a postcard. Albert Eastman, passenger and express agent of the Utica & Mohawk Valley Railway, said that at the request of C. Loomis Allen, general manager, he had prepared some data to show the comparative revenues from mail and express under similar con- ditions. It was found that the revenue from mail was about 72 per cent of the rate for regular express matter. Recently the postoffice had notified his company that its compensation would be increased owing to an increase in the number of bags han- dled. President Peck announced that as the result of a meeting of the American Street & Interurban Railway Association in New 406 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. York on January 27, the presidents of the various State asso- ciations were made members of the public relations committee of the American Association. Hereafter at the annual conven- tions of the national body the State representatives will be en- abled to discuss officially matters of common interest. CHARTERED AND SPECIAL CARS B. E. Wilson, general passenger agent, New York State Rail- ways, Rochester, then presented a report on chartered and spe- cial cars. This report is published on page 413 of this issue. Mr. Fassett, Albany, in opening the discussion, asked whether there was any good reason why the chartered car rate should be less than the regular rate. He thought that if the companies carried people at less than the regular rates, it would make an argument for lower rates. If any one wanted special service it should be worth more than the regular service. Mr. Eastman, Syracuse, said it was a matter of judgment with the railway whether the chartered car business was desir- able. He thought that many persons could be persuaded to charter a car when they would not travel at the regular rates in the regular cars. Mr. Cook, Rochester, said it was easier to run a chartered car on special service than to operate extra cars in the regular service. The former enabled the company to plan in advance to take care of the extra business. John H. Cain, Buffalo, Lockport & Rochester Railway, thought it was often necessary to give inducements to secure special parties. Mr. Wilson asked what should be considered a round trip in chartered car service. If a party engaged a car for a dance, leaving early in the evening and returning the next morning, should the transportation be considered a round trip or two one-way trips. Mr. Fassett said that no road with which he was connected would grant a round-trip rate for such a service. Mr. Wilson said it was an advantage to provide that cars could be chartered only at the convenience of the company. This had made it possible to restrict special service to times when it could be conveniently handled. Mr. Cook asked how it would be logical to establish an extra charge for transportation between certain places. Mr. Fassett said that a distinction could be drawn between special cars and extra service. When there is a circus, for instance, extra cars were provided for the traffic, but these cars were not for the exclusive use of any individuals or parties. J. C. Calisch, Buffalo & Lake Erie Traction Company, said that that company had a party rate in addition to a chartered-car rate. The for- mer rate was used where a special car was not desired. The association then adjourned for lunch, which was served at the rooms of the Rochester Club, where the meeting was held. AFTERNOON SESSION When the meeting reconvened at 2 p. m., Mr. Griffin, Mr. Callaghan and Mr. Collins read their papers. These papers were discussed together and are published elsewhere in this issue. DISCUSSION ON TRANSFERS Mr. Duffy, Syracuse, said that the Syracuse Rapid Transit Company had recently adopted a new transfer containing some of the same features as those used in Rochester. In Syracuse, only the day of the month was printed on the face of the trans- fer, so that the amount of waste was less. He thought that too little attention had been paid by railways to the subject of checking transfers. Mr. Collins had drawn attention to a very important matter in his discussion on this subject. In cities where transfers are used it had been the general practice for conductors to accept almost anything in the way of a transfer. This was especially the case in large cities where the transfer traffic had been increasing year by year. In Syracuse and ad- joining cities meetings held recently to instruct conductors in the proper use of transfers had resulted in a very material re- duction in the proportion of transfer traffic. The Syracuse Rapid Transit Company followed the practice of paying men their regular wages for attendance at meetings of this character and he considered the money was well expended. The questions for discussion to be presented by Mr. Duffy (a) "Selection of Platform Employees"; (b) "Fare Collection and Registration"; (c) "Interdepartment Relations," were then taken up. ENGAGEMENT OF PLATFORM EMPLOYEES AND RUSH-HOUR TRAFFIC Mr. Duffy referred to the difficulty experienced by most com- panies in getting just the right kind of employees. He out- lined the conditions under which most companies employ new men, and mentioned the physical examinations, the weeks spent in learning the duties, the payment for a uniform, the employ- ment for rush-hour service, and the gradual advancement to other runs. Interurban lines did not experience the same diffi- culties as city properties, due to the absence of tripper runs, which is a feature of city operation. At Syracuse 105 cars were operated regualrly in the day-time service recently with 35 or 40 extra cars during the rush hour, and 475 platform men were employed. Of the total number of new men hired during 1909 more than 50 per cent had left during the year. If a man con- tinued with the company more than a year he was likely to re- main in the service indefinitely. He thought that all companies had had a similar experience. Mr. Fassett, Albany, brought up the subject of whether there was not some method of distributing the rush-hour traffic. The hours of work of almost all skilled employees were now eight hours per day. In Troy, 4500 girls were employed in collar factories and their day ended at the same hour each night. No railway could in a few minutes take care of the rush of traffic which such a condition imposed. The company could not afford to employ men for the full day in order to take care of the traffic which would be offered in so short a period. It seemed to Mr. Fassett that the only solution of the problem would be the release of people from factories of tin's character at differ- ent hours by dividing the force of employees of large factories into shifts. The problem of rush-hour travel would have to be met by action outside of that of the railways. It had been sug- gested that the Public Service Commission should order large cars to replace small cars, but Mr. Fassett said that small cars could be unloaded in 30 seconds, while the large cars could not be unloaded in two minutes. Even the railways of Greater New York, with their excellent facilities, had been unable to solve the problem of rush-hour traffic. Mr. Cook, Rochester, said that the plan of having manufac- turers release their employees at different hours had been con- sidered in Cleveland, but that the employers could not be persu- aded to make a change of more than one or two minutes for the release of part of their men. Mr. Duffy, Syracuse, said the condition was one of importance to all city companies. Mr. Fassett, Albany, said that the Public Service Commission had tried to help the situation in Albany by limiting the num- ber of people on a car, but that the effort had been a failure. The public insisted upon the right to board cars whenever it desired. Mr. Barnes, of the Public Service Commission, thought that each case would have to be handled by itself, and that no general treatment of the problem of rush-hour traffic could be formulated. Mr. Callaghan, Rochester, said that in the discussions before the employees of the Rochester lines he had tried to impress the men with the fact that their positions were just as good as those of bank clerks. They earned just as much when they worked seven days a week as many tradesmen. It was neces- sary to instill in the minds of platform men the idea that their positions were honorable. If the companies could get the men to realize that their positions were important, fewer men would resign from the service. Mr. Duffy, Syracuse, said one company had guaranteed the extra men a certain minimum wage per week. The real trouble was with the men who remained in employment for less than one year. Mr. Rockwell, Syracuse, said that for the last two weeks he had been able to keep his extra men at work shovel- ling snow. Mr. Duffy referred to the New York State law prescribing a maximum 10 hours' work inside of 12 consecu- tive hours. Mr. Eastman, Syracuse, mentioned a statement compiled by him some time ago of the records of men who stayed in the service and those who left. He also found that if March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. the company could keep a man a year, the chances were that he would remain in the employ of the company indefinitely. FARE COLLECTION AND REGISTRATION Mr. Duffy brought up the next subject, "Fare Collection and Registration." Mr. Fassett, Mr. Callaghan and Mr. Peck participated in the discussion. INTERDEPARTMENT RELATIONS Mr. Duffy next took up the subject "Interdepartment Rela- tions." It was the practice for the transportation department to criticise the engineering or the maintenance of way or some other department on certain lines. Managers should try to in- culcate a spirit of loyalty to the company rather than too much independence on the part of each department. To this end, meetings held often to discuss the work of the company are of great benefit, particularly in the case of accidents. NEXT MEETING Consideration of the topics which were to have been presented by Charles A. Smith, superintendent of the United Traction Company, Albany, N. Y., was postponed until the next meeting. The president then announced that the annual meeting of the association would be held on June 27 and 28 at Cooperstown. DINNER OF THE NEW YORK ASSOCIATION The dinner in connection with the eleventh quarterly meeting of the Street Railway Association of the State of New York- was held on Tuesday evening, March r, at the Hotel Seneca. The attendance was about 75 and would have been larger if quite a number of members had not been prevented from coming on account of the heavy floods in Central New V- rk. The dinner was a most pleasant affair enlivened by good speeches and hearty singing. Short addresses were delivered by Don Beach, legal representative of the Rochester railway and lighting interests; Charles R. Barnes, inspector of electric; railroads, Public Service Commission, second district; J. W. Hinkley, Jr., president and general manager of the Pough- keepsie City and Wappingers Falls Electric Railway Co. ; "Bob" Searles, president of the Rochester Railway & Lighting Company. The delegates were welcomed by George Dietrich, president of the Rochester Chamber of Commerce, who spoke of the good relations between the Rochester railway system and the city. RAPID TRANSIT ROUTES IN NEW YORK CITY The New York Public Service Commission, First District, has reprinted in pamphlet form an appendix of its annual report for 1909, giving a summary of the facts concerning the legal steps taken upon rapid transit routes up to Dec. 31. 1909- The historical part of the pamphlet deals with the present subway and while the principal developments described are of a legal nature, a few operating statistics are given. These include the following, showing the number of fare passengers per car mile: 1905, 3.84; 1906, 4.31; 1907, 4.47; 1908, 4.55; •909, 5.15. With the exception of the results for 1905, which relate to the period from Oct. 27, 1904, to June 30, 1905, the figures relate to the fiscal year ended June 30. The accompanying map, prepared from one compiled by the commission, shows the existing routes and those under construction and validated for construction. It docs not show the lines of the Manhattan Elevated Railway. The liabahoyo & Guaranda Electric Railway, Baltimore, Md., has been chartered in Maryland for the purpose of building a 40-mile electric railway in Ecuador, South America, and en- gage in a general development business in that country. Ecua- dor has guaranteed the principal and interest on 6 per cent bonds running 33 years on the amount of the authorized capital stock, interest to be payable in New York, London or Paris. i-~¥ \L J 4o8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. NEW SUBSTATION EQUIPMENT OF THE BOSTON ELE- VATED RAILWAY COMPANY The Boston Elevated Railway Company has recently placed a 2000-kw initial capacity substation in operation near the Egleston Square station of the Forest Hills elevated extension to assist in the power supply of the elevated and surface lines of the district lying south of Dudley Street. The inauguration of this service is of special interest on account of the departure which it represents from the company's well-known practice of direct-current power generation and distribution. For many years the electric transportation lines in Boston and its vicinity have been supplied with power from direct-current generating stations located at convenient points on the system, without the use of alternating current except for temporary service. The Egleston Square substation marks the first permanent use of alternating current methods on the Boston system, and while the present source of energy supply for this installation is of sion capacity has been provided in the building, with provision for an ultimate equipment if necessary of four 2000-kw. rotary converters with transforming and other auxiliary apparatus. BUILDING The building is located at the intersection of Washington and Bray streets, Boston, in a residential district traversed by the Forest Hills elevated and surface lines, and is a brick, concrete, and steel structure of an ornamental design, both tapestry and common brick being used. The substation was built large enough for its ultimate capacity in machinery, and is about 93 ft. long by 50 ft. wide, with a sloping roof rising to a maximum height of 44 ft. above the surface of the street. Copper trimmings are provided, as in the company's latest elevated station designs, and special attention was given to securing window ornamentation. ROTARY CONVERTERS At present the substation contains two Westinghouse rotary converters of 1000-kw. rating, each machine being of the six- Egleston Square Substation at Boston — Interior a somewhat special character, the design and construction of the building and its equipment are calculated to meet the company's future needs without any handicaps from the prospective de- velopment of an alternating current generating and distributing system. The substation is now supplied with energy from a steam- driven turbo-alternator located at the company's Dorchester power station. This unit is the only alternating-current gener- ating machinery in the company's system, and was formerly used for direct-current service as a turbo-generator wound for 600 volts and delivering current directly to the trolley and feeder system in the vicinity of the power plant. Recently this machine was rebuilt for alternating current service, delivering 25-cycle energy at 13200 volts for transmission to Egleston Square through an underground cable line of No. 1 copper, as- sembled in a three-phase paper-insulated, lead-covered sheath and traversing a distance of about three miles. The turbine is a two-stage Curtis-General Electric outfit with a normal speed of 750 r.p.m. and has a maximum capacity of about 3500 kw. The company recently purchased a large tract of land in South Boston, at the water front, with the expectation of ultimately building a great central generating station at this point and converting the system into one of alternating current pro- duction and transmission, with distribution from substations either supplementing or superseding the less economical means of existing stations. While the details of this probable develop- ment have not yet been made public, the general location and arrangement of the Egleston Square installation accords with anticipated power requirements, and a large amount of exten- phase, 25-cycle, self-starting type, with a direct current delivery at 600 volts, flat compounded. The usual anti-hunting devices are provided. On their alter- nating current sides these machines receive energy at about 400 volts. For each rotary is installed a bank of three 375 kva. air- blast Westinghouse transformers, with a 13,200/400 voltage ratio. Starting switches are provided with connections for half, two-thirds and full voltage from the secondary transformer taps. The guaranteed efficiencies of the rotaries are : Half Load Three-quarters Load Full Load 95 per cent. 96 per cent. g6l/i per cent. Air for transformer cooling is supplied by three 24-in. squirrel cage fans, which are each direct driven by a 71/2 hp., 400-volt Western Electric induction motor. The fans were supplied by the Massachusetts Fan Company, of Watertown, Mass., and embody a recent design having considerable capacity in a limited area, with interblades extending almost to the center of each fan structure. This construction gives the entering air a slowly whirling motion and a comparatively rapid radial motion toward its shallow peripheral blades, which results in the motion of a relatively large amount of air for the power expended. ARRANGEMENT OF MACHINERY The substation interior is divided into a main operating room, a sectionalized basement, a bay for high tension oil switch and auxiliary wiring, and a bus bar compartment gallery located 12 ft. above the main floor. In general the course of the elec- trical energy through the building is from the north to the south side, with little or no doubling back. The operating room has March 5, 1910.] ELECTRIC RAILWAY JOURNAL. 409 a span of 37 ft. and is served by a 21-ton Whiting hand- operated crane throughout its entire length. The interior walls are faced with white enamelled tile for a height of about 12 ft. above the floor, the balance of the wall being of pressed brick. The crane is carried on a runway supported on I-beams, the latter being carried on steel columns. The bus bar com- partments are carried on a concrete gallery and all machinery foundations are of concrete. ELECTRICAL CONNECTIONS The line from Dorchester power station enters the basement of the building, terminating in a cable pot head, from which the leads rise to the switch and bus. bar compartments on the north side of the building. Knife selector switches for dis- connecting service are provided in each phase between the pot head and the bus bars, so that the entire substation may be positively cut off from the supply line when desired. After passing the selector switches, which are located in fire-proof compartments, the phases rise to 13,200-volt, three-pole oil circuit breaker equipments, of solenoid operated type, with automatic actuation and overload inverse time limit relay attachments. Another selector switch is included in each phase beyond the oil switch, giving a knife switch installation on each side of the latter and rendering repairs absolutely safe. After passing through the second set of knife switches the line con- Egleston Square Substation at Boston — Side Elevation nects with the bus bars. From the latter, which are horizontal, each in a separate compartment with soapstone barriers and concrete bases, leads pass downward through disconnecting knife switches to the automatic oil switches to the primary sides of the transformer banks for each rotary. From the trans- former secondaries the leads are carried under the floor past the starting switch stands to the a.c. rings of the rotaries, and the d.c. output of the rotaries is then carried under the floor to the mai nswitchboard, which is located near the south wall of the operating room. Wired glass doors are provided for oil switch compartments. SWITCHBOARD The switchboard contains all the latest standard indicating and recording equipment, and is built in 17 panels, ten of which are used for direct current feeder distribution service, and the remainder for the rotary and station equipment. Each of the feeder panels is equipped with a circuit-breaker of the carbon type, single pole positive switch and Weston ammeter. Two of the panels are used for supplying power to the elevated lines near the substation, and the rest of the active feeder panels are operated in connection with the surface line service. Each circuit-breaker is wired to an electric gong located on the board, with automatic alarm in case of an opening. A small plug board included in the equipment permits the operator to keep any breaker open if desired, without ringing the bell. The station panels contain recording wattmeters for the total direct current output of the rotaries, the substation power and lighting output, and a curve-drawing d.c. voltmeter is installed, together with a totalizing d.c. ammeter between the rotaries and the distributing busses. The latter has a capacity of 10,000 amperes at 600 volts. Polyphase recording wattmeters are also included for the a.c. sides of the rotaries. The oil switches are operated by a 55-cell battery, supplied by the Electric Storage Battery Company, of Philadelphia. The battery is located in a small chamber on the level of the bus bar gallery, and is charged twice a week through a rectifier installation of General Electric manufacture. The negative and equalizer switches of each rotary are mounted on a common pedestal and each machine is provided with a field break-up switch for use in starting with the proper polarization. The station lighting service is controlled from a separate slate panel mounted on the wall behind the switchboard, the different parts of the building being well-subdivided. Relays are included in the switchboard equipment for facilitating the control of the oil switches, and power factor indicators and a.c. ammeters are included in the instrument layout. The d.c. feeders pass out of the operating room to the basement and thence to the surface and elevated lines by underground conduits. All the frames of the a.c. equipment are grounded to a common ground bus located in the basement. Part of the basement is used as an air space for the supply of the transformer cooling service. The substation is lighted by ten Cooper-Hewitt mercury vapor lamps installed 25 ft. above the floor and operated in a single series circuit from the 600-volt d.c. bus bar. MISCELLANEOUS. The elevated feeders are each of 2,000,000 circ. mils, and two 3,000,000 circ. mil cables are brought into the substation from the rail and ground returns of the outside elevated and surface service. At present the substation is operated mainly on the morning and evening peaks, which occur between 7 and 9.30 a. m. and from 3 to 7.30 p. m., in general. Ground was broken for the construction of the substation in September, 1909, and on Dec. 30 the machinery was placed in operation. When the company begins the operation of eight-car trains on its elevated lines the new substation will be operated on longer shifts. One man per shift handles the work at present. FRENCHMAN'S ISLAND BEING IMPROVED AS A PLEASURE RESORT A contract has been let by the Oneida Lake Terminal Com- pany, Syracuse, N. Y., a part of the Beebe electric railway system, to the American Steel & Wire Company, New York, N. Y., for the delivery and laying of 5700 lineal feet of three-con- ductor armored submarine cable from a point at South Bay to Frenchman's Island in Oneida Lake, to convey power for lighting that island. The company is spending a large sum in the de- velopment of Frenchman's Island as a high-class family recre- ation park, and as a part of this scheme more than 10,000 16 c.p. incandescent lights are to be strung there. The cable is for three-phase, 25 cycle current, and 300 kw. will be delivered continuously at a power factor of 90, 6600 volts, with an ohmic drop of not more than 2'j per cent, and a rise in temperature of not more than 20 dcg. Cent. Current is to be obtained from the service of the Niagara, Lockport & On- tario Power Company at North Syracuse at 33.000 volts and there stepped down to 6600 volts. Transformers will be put in at Frenchman's Island to reduce the current to no volts. Oneida Lake is one of four large inland bodies of water reached by various roads in the Beebe system. Tt is only 12 miles from Syracuse and is on the Syracuse & South Bay Electric Railroad. The Beebe system operates a frequent steamer service on Oneida Lake during tin- summer season. Year around traffic on that line will lie materially increased by the purchase of a site at South Bay for a large club house for the Onondaga Angler's Association, which has 1500 mem hers. This club house is to lie erected in the early spring and will cost about $50,000. 4io ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. CONSTITUTIONALITY OF THE CORPORATION TAX LAW A case in which the application of the corporation tax law to the municipally-owned subway of New York will be tested has been appealed to the United States Supreme Court. This case is in addition to several other cases pending to test the con- stitutionality of the law of which the only other one involving a public service corporation, however, is that affecting the Coney Island & Brooklyn Railroad. A report of the action in the latter case was published in the Electric Railway Journal of Feb. 12, 1910, page 277. On Feb. 16 there was filed with the United States Supreme Court an appeal from a decision of the United States Circuit Court for the Southern District of New York in the case of Arthur Lyman and Arthur T. Lyman as trustees of the last will and testament of George Baty Blake, deceased, appellants vs. Interborough Rapid Transit Company et al. Arguments will be heard by the Supreme Court on this case, as well as on the other cases, during the week beginning March 14. The bill of complaint in the Interborough case, in which Evan Shelby, of New York, is solicitor for the complainants, sets forth that Arthur Lyman and Arthur T. Lyman, of Wal- tham, Mass., citizens of Massachusetts, are the owners as trus- tees of 150 shares of capital stock of the Interborough Rapid Transit Company of New York. The bill shows that the com- pany was organized under a special act of the Legislature of New York. In this act, specific provision was made for the in- corporation of companies to take over and exercise the rights and privileges connected with the leasing, operation and main- tenance of any rapid transit railway, which might be constructed by a municipality under the provisions of the act. The bill describes the extent of the railroad operations of the company, comprising the municipality owned subway, the leased Manhat- tan Elevated Railway, the New York & Queens County Railway, a majority of whose capital stock is owned, and the New York City Interborough Railway, a majority of whose stock is also owned. While some of the provisions of the bill follow closely those advanced in the case affecting the Coney Island & Brooklyn Railroad, several bring out the points in which the case is different from any others that have been taken before the Supreme Court. For instance, one section of the act under which the company was incorporated provided that the person, firm or corporation operating any road of the character de- scribed in the act "shall be exempt from taxation in respect to his, their or its interest under said contract and in respect to the rolling stock and all other equipment of said road," but this exemption shall not extend to real property. The company pays interest upon the city bonds issued for building the subway. A valid agreement is said to exist between the State of New York, the city of New York and the Interborough Rapid Tran- sit Company, exempting the company from any and all taxation in respect to its interest in the rapid transit railroads in the city of New York. This exemption from taxation has recently been upheld by the Court of Appeals of the State of New York in the proceeding instituted by the company to review a special franchise tax assessed against it by reason of its interest in the rapid transit railroad. One paragraph in the bill states : "Your orators further aver that the said tax imposed upon the defendant Interborough Rapid Transit Company by the provisions of said act of Con- gress, to the extent that it is measured by the income derived from the operation by the said company of the rapid transit railroad in the city of New York, as aforesaid, is a tax im- posed upon the franchise of said company to hold and operate a municipal property created and existing for the purpose of carrying on a municipal enterprise; that it is a tax upon the in- come derived by the said Interborough Rapid Transit Company from said property ; that as such it is a tax upon an incident to said property, and is a tax upon municipal property, and is therefore not a tax that can be lawfully imposed by the Con- gress of the United States under the constitution of the United States." The court is therefore asked to decree that the provisions of the act concerning the tax be declared unconstitutional, null and void, and that the company be restrained from voluntarily com- plying therewith. NEAR-STOP OPERATION * BY W. R. W. GRIFFIN, GENERAL SUPERINTENDENT, NEW YORK STATE RAILWAYS, ROCHESTER In the general operation of a street railroad the question of location of passenger stops matters little, provided there be but one stop at an intersection and a practically uninterrupted movement up to the point of stop. This being the case, the near stop or far stop is purely a ques- tion of sentiment and local education, together with physical conditions at the stop for proper boarding and alighting, and it does not enter for or against ease of operation as far as proper transportation is concerned. But this condition is met seldom, especially in our larger cities at prominent intersections where all classes of traffic are heavy and in diverse directions. In such cases the municipal authorities, for the safety of pedestrians as well as all other traffic, make ordinances and rules governing the movement across such intersections, the principal rule of which is, and should be, the halting or stoppage of all traffic before crossing, and that the movement be made under the direction of a municipal traffic officer. Where street car traffic is heavy, necessitating a large number of cars in short space of time, the time of movement over a given stretch of track very often determines the regularity of service to a large portion of the outlying district. And when- ever it so happens that this stretch of track is common to a large portion of the lines operated, it becomes necessary to eliminate all possible dead time or unnecessary stops. The method of operation in Rochester previous to Nov. 16, 1909, was to make the near or safety stop, move by the direc- tion of the city traffic officer, and then to make the far or loading stop. This necessitated making seven stops in a little over 1000 ft. on Main Street, between State and St. Paul, and the number of cars required to operate the schedules had then reached the limit of free movement. The holidays came, requiring still more cars. The company had to work out some plan of relief, and eventually adopted the near stop. Before the adoption of this plan, checkings were made dur- ing the rush hour of the average delay at the first or safety stop, and of the average time required to load and unload all passengers handled at the several intersections. The check of average delay of the near or safety stop at the corner of Main and St. Paul (corner) the slowest showed 35.2 seconds, and of the far or loading stop 24.7 seconds during the 15 minutes' peak of the rush hour at night. This check showed that the near or safety stop afforded ample time to do all the loading and unloading at this corner and, that being the case, the car service could be benefited by using the 24.7 seconds' loading time in car movement. The company also figured that some of the near stop delay was due to blockade of the loading stop and that the elimination of the latter stop would lessen the near stop delay in actual operation. This proved to be the case as the first night's operation showed a 20 per cent quicker and freer movement, and this was maintained until the schedules were closed up to a required movement of 25 seconds headway during the 15 minutes' peak of the rush hour. This movement proved to be too rapid for the traffic direction, which never got faster than 28 seconds headway, working under the existing traffic rules and regulations. As stated, successful operation depends more on the uninter- rupted movement from and to the point of stop, than upon any other element after once the car has completed loading and un- * Abstract of paper presented at the quarterly meeting of the Street Rail- way Association of the State of New York, Rochester, March 2, 1010. March 5, 1910.J ELECTRIC RAILWAY JOURNAL. 411 loading. Checkings on Rochester's heaviest corners show this loading and unloading time to be an average of about 13.5 seconds per stop or 2.2 seconds per passenger handled during the rush hour at night. The successful operation of the near stop, as well as the far stop, requires the very best possible co-operation of the city's traffic officers and no doubt, on heavy traffic streets, the near stop operation is by far the safest and will cause less serious accidents and personal damage. METHODS OF CHECKING TICKETS AND OTHER PASSENGER REVENUE* BY J. C. COLLINS, SECRETARY AND AUDITOR, NEW YORK STATE RAILWAYS, ROCHESTER My subject is, in other words, the expeditious audit of con- ductors' returns a.nd prompt report of the results to the oper- ating men, in order that they may have the figures of the dif- ferent lines as early the next day as possible, and be able to correct or regulate the traffic according to the figures shown. This is especially true where the change of a schedule may show too many miles run or car-hours made ; or where an ex- tra train may be needed on an interurban run. This sounds very easy, but unless the system is simple, the records correct and the work done daily, the results cannot be shown promptly, and two or three days' losses are made be- fore correction is possible. If these reports are prepared the next day and studied carefully by the transportation de- partment, only one day elapses before a change of schedule can be made. With the advent of the Public Service Commission it be- came more important than ever before to enter into the most minute detail. With an accurate record of the conductors' re- turns, properly classified, there is no question that may be asked by the commission that cannot be promptly answered. In preparing returns promptly the next day, we have found the receiver system a very valuable and satisfactory method. It not only facilitates the prompt issue of what we call our "daily report," but at the same time saves disagreement between the conductor and the auditing office as to what was turned in. This system may be a little more expensive than others, but in our experience it has justified any difference there may be be- tween the cost of employing a number of girls to do the work, and of two men to do it at night. Suppose we start with our method where the work originates — with the car record. This record is placed in the car by the night watchman. It contains space for car number, date, time, commencing and closing numbers of the car registers (which in our case are 5- and 3-cent registers), and the line and the badge number of each conductor operating the car. When the car pulls in at night a man known as the register taker enters the car as soon as possible, removes this record, compares it with the register, O.K.'s the card, and sends it to the auditor's office. This is checked against the trip sheets for register readings, and then compared with the car record for the pre- vious day to see that there is no discrepancy between the com- mencing and closing numbers. The next step is the conductor's trip report, which is the basis for compiling the earnings, passenger and transfer sta- tistics. Our trip sheet shows the station number, the car num- ber; also, under head of registered fares, tickets, 5-cent, 3-cent and transfers, total passengers and total cash for each trip ; also the commencing and closing number of transfers issued, the train number, motorman's and conductor's badge numbers and names, the total time worked, date, run number and line. On the back of the trip sheet is the register record, giving the car number, beginning and closing numbers of each register and the difference ; also the total of each register. Where the line may have a suburban end, the registered cash fares, tickets and total passengers, also total cash, are shown. * Abstract of paper presented at the quarterly meeting of the Street Rail- way Association of the State of New York, Rochester, March 2, 19:0. The trip sheet, after being totaled by the conductor, is turned in by him to the receiver, together with his cash, tickets, col- lected transfers and unused pads of transfers. The receiver compares the differences as shown by the register record on the back of the trip sheet with the conductor's returns, and multiplies the 5- and 3-cent cash fares to see that they corre- spond with the cash. He then puts his initials on the sheet in indelible pencil. The receiver has a sheet which is called "audit of con- ductors' collections" for each line in the city. This sheet shows the names of the conductors, and the various items of cash fares, tickets and transfers. On this sheet the receiver lists the different conductors' trip sheets, totals it and forwards to the auditor's office together with the tickets and trip sheets, the money being sent to the cashier. The auditor's office verifies the trip sheets with the receiver's record, counting the tickets and examining them to see that they are properly canceled and good only on the line on which they were used. The summary of the receiver's sheets for each line is then made on a separate blank, which gives the detail of revenue tickets, revenue passengers, free tickets, non-revenue trans- fers, cash fares and total passengers. This sheet gives — on the reverse side — a recapitulation of earnings, showing the cash receipts and ticket values and the total earnings of each line. This sheet is checked and verified, and signed by the clerks who do the checking and verifying. This summary of receiv- er's sheets is also used for the various passenger statistics, and is posted daily in our statistical record. From these sheets the daily earnings report is also compiled. Out method of treating ticket sales is to credit them to earnings when the tickets are collected, not when they are sold. If the ticket sales are credited directly to earnings, then the record of passengers carried for that day is not correct. On an interurban road, in comparing one day with another, you will be comparing one day's sales against another day's passengers carried. We had considerable trouble, some time ago, from the loss of transfer envelopes. Our method provided that at the end of each trip the conductor should put the transfers collected in an envelope, seal it, and deposit it in a box at one end of the car. This envelope was taken out by the man who took the register statement when the car pulled in at night. We found a number of discrepancies between the conductors' records and the envelopes turned in to the office. Sometimes this was due to the conductors, and sometimes to the man who collected the transfers. To correct this and avoid the many disputes that occurred, the cqnductor is now required to turn in his collected transfers at night, at the same time that he accounts for his money. To save any discrepancy between the number of transfers turned in and the number the conductor's record called for, we adopted a gummed band, on the inside of which we had printed, at the head, "transfers collected" and the various trips. These trips were numbered from "No. 1" up, and opposite each trip number were the words "in" and "out." At the end of the trip the conductor places his transfers in the envelope and enters on the envelope certain data, together with the number of trans- fers in the envelope ; and the number as ma'rked on the en- velope is also marked on this band under the head of "in" or "out," according to the trip number. At the end of the day the band is placed around the envelopes and the ends are scaled. The outside of the band shows the date, conductor's name, badge number, line, car number, number of envelopes and the name of the person receiving the envelopes. The re- ceiver to whom these are turned in counts the number of en- velopes and checks them off against the number reported on the band, without disturbing the seal. The package is then sent to the auditing office, and th<' clerk again verifies the number of envelopes. By this method there can be no question of lost envelopes, eliminating any dispute between the conductor and the auditing office. The clerk in the auditing room opens the envelopes and com- 412 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. pares the number of transfers contained therein with the num- ber the conductor shows on his trip sheet and on his band, and in case of a shortage the head checker verifies the clerk's count before sending out a shortage statement. Since the adoption of this method we have had practically no trouble with shortage of transfers collected, and the men are pleased with the system. I would recommend this very highly to any road whose method of turning in transfers is similar to our previous method. -Ml the members of this association may not be aware that we have lately inaugurated a new transfer system in the City of Rochester. It would be very patent to them, however, if they were residents of the Flower City or connected with the cor- poration that had the temerity to put into effect a transfer system that would prohibit the public from taking two rides for one fare or from getting a shave or transacting some busi- ness around the corner by exceeding the time limit. This state of affairs is common, I have no doubt, with most roads, and it is due to the fact that transfers have not been audited as to time and line, and that the conductor receiving them, knowing that he is not being checked regularly, grows careless and ac- cepts anything in the shape of transfers that it presented to him, whether the time limit or even the day has expired. The fact is, we received some transfers from Syracuse, which were the same color as the Rochester transfers, and they were ac- cepted by our conductors without any question. I merely state this to show how lax the conductors can become if the trans- fers are not properly audited. Our new system has required us to put on a few more girls, but we are now checking the transfers as to color (a new color being used every 15 minutes of the hour), as to transfer point and number called for in each envelope. The conductor is charged with any shortage, and a report is made to the trans- portation department on what may seem to be lack of knowl- edge in handling transfers. EDUCATIONAL METHODS USED IN PLACING NEW SYSTEM OF TRANSFERS IN OPERATION* BY W. C. CALLAGHAN, SUPERINTENDENT OF TRANSPORTATION, NEW YORK STATE RAILWAYS, ROCHESTER. While the title of this paper would indicate methods cover- ing any railroad system, the writer assumes he was expected to describe the new transfer system lately put into effect in Rochester. It will be along these lines that the subject will be treated. The new transfers of the New York State Railways Rochester lines were introduced on Dec. 1, 1909, and superseded a method of transfers that were governed by no positive rules or regulations. Transfers were accepted when presented at almost any point and at almost any time. However, for a year previous to the date mentioned, an attempt was made to en- force the time limit to within an hour at least. The new method required the presentation of the transfer within the time limit punched and at the junction indicated on the back of the slip. No discretion whatever was left to the conductor as to the enforcement of these rules, as rigid compliance to them was required. The new transfers had the day of the week and month printed on them and were issued in four colors to indicate that they would be void in 15 minutes, 30 minutes, 45 minutes or one hour after the hour punched. The idea of the different colors was original with our general manager, and had never been used anywhere else before. The same punch mark used to show the line destination indicated the junction on the back of transfer. Exceptions to the enforce- ment of this rule were made in three case only : First. When the car in charge of the receiving conductor was late. Second. Where passengers made a positive declaration that they had used the transfer properly and in connection with * Paper presented at the quarterly meeting of the Street Railway Asso- ciation of the State of New York. Rochester, March 2, 1910. such a declaration were willing to write their name and ad- dress on the back of transfer. Third. In the case of suburban lines with a longer headway than the time limit of the transfer. For the education of the public, placards were posted on the car windows to advertise the change in the transfer system. These cards were carried for a week previous to the date of the change and were supplemented by news articles and a full- page advertisement in the newspapers. These news articles and advertisements not only were printed in the English dailies, but in all the foreign papers published in Rochester. Rochester has a large number of Italian residents. The latter voluntarily held meetings to instruct each other and without requesting the rail- way company to be represented. In these articles and advertise- ments the use and object of the transfer were clearly defined and explained. That these advertisements bore good fruit is proven by the few complaints received after the installation of the new transfers. In fact, there were absolutely no com- plaints in which Italians or other foreigners were concerned. On the first day the transfers were issued there were 25 tele- phone calls for information in regard to them ; on the second day there were 60 calls and on the third day 50 calls. On Dec. 13, 1909, the privilege of these transfers was ex- tended in so far that where cars ran over comon tracks in the same general direction, the choice was given passengers of pre- senting their transfers at either the first or last junction point. TRANSFER REGULATIONS ulet ofll.e tomL1JnV .mil imiM-N: uhi i.ned f .,, 'rk'. Corner. y. _ C3Altcntlon 1 the f cnal Code -ood only for i*rsc loni it was issued, talcing ( ai at juiuitluc point rc RAILWAYS, . COOK. fi'c-Pm ' ■ -L I I V. cm i£| si a x Passengers Must Transfer at Junction Point Punched. subject to condition* | This Transfer VOID 006 6 7 « MINUTES After on other tido. | the Hour Punched. SUN FEB. 27 1 CLIFRORD AND AR ME"1 rT 0 _ £< s 2 1 GENESEE ST | (LAKE AVE | fLYELL AVE I 1 DRIVING PK AV (EXCHANGE ST 1 1 MONROE AVE 1 |ST. PAUL ST | 1 SOUTH AVE I | WEBSTER AVE! [JEFFERSON AV I ISO. CUNTOiTl | NO. CLINTON | 1 JOSEPH AVE j QENE3EE ST HUDSON AVE WEST AVE | CENTRAL PK | | PORTLAND AV| | LING TO ! I 2 3 4 S 1 1 8 9 id II 12 X o ■a 1 2 3 4 5 6 7 8 9 lO 11 12 c 3 Front and Back of Rochester Transfer Ticket The original rule was for the last junction point only. Trans- fers would also be accepted at the first stop on either side of the junction point. Meetings were held daily for a week for the instruction of employees, there being four sessions at different hours to ac- commodate all employees. Motormen and conductors were required to attend these meetings, which were supposed to last about one hour and they were paid at platform rates for the time given up to this purpose. The men could attend as many of these meetings as they saw fit and were paid for all meet- ings attended. Some employees were present at as many as five of these meetings. Sample transfers were distributed at these conferences and each point was gone over thoroughly by using blackboard illustrations. Particular attention was paid to the proper punching of the time limit. Probably the point which was given the most attention in these talks was that while the conductors must be firm in the rigid, literal enforcement of these rules, they must be gentle- manly under all circumstances and at no time lose their temper. The results show that the instructions along these lines were very successful for, notwithstanding the unlimited criticism to which the new transfer system was subjected for a while, not a complaint was received about the ungentlemanly conduct of any conductor in the enforcement of the rules covering them. While these meetings were supposed to last one hour, they March 5, 19 10.] ■ often lasted as long as two hours through the asking of ques- tions by employees. . The management knew from the ex- perience of previous meetings that many times employees would not ask questions because they feared to display igno- rance. By assuring them that the officials had omitted to refer to features which needed explanation and were only re- minded of them by employees asking questions, a great number were induced to make inquiries. In this way certain things which were apparently clear were found to involve some points which needed explanation. The instructors were aston- ished at some of the questions that were asked concerning features about transfers which had not occured to the officials even after long study. To assist conductors where an improperly punched transfer was presented, the conductor, after taking the number and color of such transfer, presented a card to the passenger read- ing as follows : TO OUR PATRONS THIS CONDUCTOR IS GOVERNED BY RULES he is NOT AUTHORIZED TO CHANGE In case of dispute KINDLY PAY FARE and send complaint with this card to the General Superintendent ef Transportation for adjustment, 267 State Street. Both 'phones 887. NEW YORK STATE RAILWAYS, Rochester Lines. This Conductor's No. is . When given to the passenger this card had the badge num- ber properly filled out in the space left for that purpose. The day the new transfer was put into effect, cards headed "Don't Blame the Conductor" were posted on the windows of all cars. These cards informed the public that the conductors were working under rules which they could not change and requested passengers with complaints of any kind to present their grievance to the office. This slogan "Don't Blame the Conductor" was undoubtedly one of the happiest thoughts that could have occurred, as it became general all over the town and no doubt relieved the conductors from many disputes and troubles. — REPORT OF THE COMMITTEE OF THE STREET RAILWAY ASSOCIATION OF THE STATE OF NEW YORK ON RELATIONS WITH THE AMERICAN ASSOCIATION The report of the committee appointed by the Street Railway Association of the State of New York to represent the associa- tion at a conference with the executive committee of the American Street & Interurban Railway Association and repre- sentatives of other State associations, presented its report at the meeting of the New York association March 2 at Roches- ter. The report was signed by the committee, consisting of E. F. Peck, C. Loomis Allen, J. VV. Hinkley, Jr., and J. H. Pardee, and was as follows: "A conference was held on Jan. 27, 1910, of representatives of various State organizations and the committee on public relations of the American Street & Interurban Railway Associa- tion. As a result of this conference recommendations were made to the executive committee that the presidents of the various State associations be appointed as members of the com- mittee on public relations. By means of membership on this committee, matters of mutual interest to the State associations and the American association can be discussed and proper action taken. "The recommendation made by the joint committee was favor- ably acted upon by the executive committee of the American Street & Interurban Railway Association, and on Feb. 16, 1910, President Jas. F. Shaw of the American Street & Interurban Railway Association confirmed the appointment of presidents of the various State organizations as members of the committee on public relations." A report of this meeting was published in the Klkctkh: Rail- way Joprnal for March 5, 1910. 413 CHARTERED OR SPECIAL CARS * BY B. E. WILSON. GENERAL PASSENGER AGENT, NEW YORK STATE RAILWAYS. It is generally admitted that the best business for a railway company to secure is the regular, every-day travel, but I doubt if there is a company represented at this meeting that is not confronted with the proposition of furnishing chartered or special car service to care for the movement of picnics, pleas- ure parties, funerals, or service at hours not covered by the regular schedule. The question is, what is the proper basis upon which to cater to this special service. Should the rates and conditions be such that this particular class of business would grow and in the end make demands for additional equipment and an increased list of extra motormen and con- ductors ? It is certain that local conditions should govern the policy of each company. Nevertheless, the basis upon which special service is to be furnished can and should be of a stimulating rather than a depressing nature. It should also be remembered that the effects upon the regular service and patrons of the road should be given proper consideration. Funeral or picnic parties, with a distinctly different purpose in view, do not want to be transported by the regular, every- day service, and why should they? Picknickers, upon pleasure bent, do not care to ride on the same cars that are used by the regular riders. Imagine children, on their way to a Sunday School picnic, riding in the same car in which prisoners, fas- tened with iron shackles to a police officer, are being taken to a jail or a police court; or on a car in which some poor un- fortunate, with blood trickling over his face, is being conveyed to a hospital. Both of these occurrences are common upon lines operating in districts without ambulance service. Again, should the members of a funeral party necessarily allow their grieved feelings to affect other passengers. The special car service is a subject which, in my opinion, has never been given the proper attention. Are the rates and con- ditions under which cars are chartered, consistent? Are the rates higher than would be demanded under regular service? If so, why are they? Is it the desire of the company to carry the picnic, the funeral and the hospital in one car? Have not the passengers using the regular service some rights? The rates and conditions governing special car service should not only be based upon earnings of the cars themselves, but upon the influence of these cars upon the general service. Make the special car rates such that they will stimulate and not retard the promotion of picnics and outings. What better means is there of getting earnings out of idle equipment, and what better opportunity of protecting regular travel against un- usual loads? Perhaps your equipment is always busy. If so, you had better purchase more, for you must be giving poor service at some time or other. Cars should be chartered only when they can be spared from the regular service. I find that several companies have this in mind, for their conditions governing chartering of cars state that cars will be chartered only when they can convenient- ly be supplied by the company. Personally, I cannot see where it would be possible for any company to build up a special car business that would support equipment to be used for that purpose alone, unless it were funeral car service. Place the rates on the funeral cars where they will not be prohibitive to a small funeral or for persons of moderate circumstances, for it will be from this class that the patronage will come. It is a common occurrence for a man of means to engage a car for the sake of exclusiveness, but remember he, too, has a limit. The proof that too little attenton lias been paid to special car service is contained in the following abstracts from tariffs issued by companies, as regards chartering and arranging for special cars. Note the differing conditions under which this service is offered. On referring to about 35 tariffs, I found that no two were alike. * Paper presented at the quarterly meeting of the Street Railway Asso- ciation of the State of New York. Rochester, March 2, iqio. ELECTRIC RAILWAY JOURNAL. 414 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. Toledo & Western Railway Company. — This company ar- ranges for special or chartered service on the party ticket plan. One-way party tickets, for 10 or more passengers, traveling together, are sold between all points, at il/2 cents per mile, or fraction thereof, adding where necessary to make rate end in o or 5. No party rate is made at a rate less than 10 cents per passenger. Round-trip party tickets are sold by this company as follows : 10- 49 (inclusive) traveling together at i]A fare for round trip. 50- 99 (inclusive) traveling together at 1% fare for round trip. 100-149 (inclusive) traveling together at 1 fare for round trip. 150-200 or more traveling together at 4/5 single fare for round trip. No excursion ticket is sold at less than 25 cents. Public Service Railway Company. — Cars are chartered on the basis of $3 per hour, or 5 cents per minute, covering actual operation, round-trip time for one-way trip. If a lay-over is made at the destination or the car has to return for the party, a charge is made for an additional round-trip time. This com- pany quotes a minimum of $6 for any service. A chart, in blue print form, showing the running time between all points, is used in making chartered car charges. Orders for cars are made in triplicate, one copy going to the party engaging the car, one copy to the auditor and the remaining copy to the supervisor of the car house. A deposit of $3 is demanded in each arrangement, the conductors collect the balance due and in turn give a receipt. The conductor then turns in the money at the car house. Schenectady Railway Company. — Chartered car orders are made out in duplicate. The original copy is sent to the car barn. After movement, the trip sheets, money and order are sent to the superintendent, who in turn forwards them to the cashier, together with duplicate order attached. In the city of Schenectady a straight 5-cent fare is charged, with minimum charges as per following table : Type of Car. Seating Capacity. One-Way. Round-Trip. Small, closed 26 $4.00 $6.00 Medium, closed 40-42 5.00 7.00 Large, closed 54-56 5-oo 8.00 Small, open 45 5.00 7.00 Large, open 65 6.00 9.00 Chair car 24 7.50 10.00 When trip is not continuous and car is subject to order of party, an extra charge of 50 cents per hour is made for lay- over time. Between midnight and 6 a. m., a minimum charge of $10 is made. Advertising cars or trolley trips within the 5-cent fare limit of the city of Schenectady are chartered for the first hour at $6, with an extra charge of $1.50 for each additional quarter of an hour or fraction thereof. With regard to the suburban service, tariff sheets give definite rates between stations or stops on the basis of seating accommodations and distances. For a car seating from 52 to 56 passengers, the charge for one-way between Schenectady and Watervliet is $15. If regular fares were charged for the full complement of passengers, the total revenue for the car would be $11.20. Like- wise, the round-trip chartered rate is $25 for the same service, against $19.60, if regular fares were collected. Detroit United Railway. — This company charters city line cars on the basis of $3 per hour, this time covering the leaving and returning times at the car houses. For funeral cars a charge of $15 is made for service to and from cemeteries with- in the city limits, or $20 to and from cemeteries within 7 or 8 miles of the center of city. The following conditions govern the chartered service : Number of passengers limited to 60 ; no advertising streamers to be carried on cars ; an extra charge of $5 per hour for service between the hours of 1 a. m. and 5 a. m. For round-trip service, where rates of $15 and $16 are charged, a charge of $1 per hour is made for all time over four hours. For service where a rate of $25 or more is charged, a reduction of $5 per car is allowed on each car or- dered, in addition to the first car. Comparing the Detroit system of chartered car service against regular fares we find that the chartered car rate, one-way Detroit to Toledo, is $33. while on the regular fare plan the revenue from 60 passen- gers would be $48. Likewise, the round-trip chartered plan would be $55, whereas the regular fare plan would give $90. Indianapolis & Cincinnati Traction Company. — This com- pany's tariff states the following conditions as regards special or chartered cars : "Special cars are furnished on reasonable notice, where practicable. Agents will quote rates, but all final arrangements must be made with traffic manager, or general agent. Special cars are subject to a minimum of 40 passengers per car. If a car is chartered for a round trip, the rate per passenger would be 5 cents, plus the full first-class fare. If chartered for single trip, the charge will be, per passenger, the first-class fare at a minimum cost of 40 cents. Between mid- night and 5 a. m., an additional charge of 5 cents per half hour, per passenger, is made, the charge to be added to the minimum charge per passenger when the rate per passenger is less than the minimum." Terre Haute, Indianapolis & Eastern Traction Company. — Special tickets are made out for an entire party at a rate of 1 cent per mile per passenger (round-trip mileage), a mini- mum of 60 passengers per car on the Northwestern Division, and 55 passengers on other divisions, with a minimum charge for the service at all times of $25 per car. All additional passengers are charged at the same rate of 1 cent per mile, the fare to end in 0 or 5. Cars used one way only are charged 75 per cent of the round-trip mileage. Agents contract for special cars only when approved by superintendent. A com- parison of this company's chartered rates against its regular fares shows the following:' Chartered car, Indianapolis to Youngstown, one way, $66 ; regular fares, $77 ; round-trip chartered, $88; regular fares, $148.50. Erie Railroad Company. — Chartered or special cars are ar- ranged for on the per capita basis. In other words, regular fares are charged and the car in each case is to earn not less than $1 per mile, with a minimum charge of $25. New York State Raihvays — Rochester Lines. — City service cars are chartered at the convenience of the company on appli- cation to the general passenger agent, at the following rates, between any two points in the city of Rochester : One way, $4, and round trip, $7. The chartered car service is limited to transportation only and does not include the use of the car during lay-overs or the time between the outbound and the return trip ; and it does not include transfer privileges. The Rochester Company's mlerurban chartered car service is at all times subject to the convenience of the company and ar- rangements can be made only by application through the office of the general passenger agent. Chartered car rates, covering points between any two stations, are computed on the basis of 75 cents per mile, using round-trip mileage between the points of service. When this total mileage contains a fraction less than one-half, the fraction is dropped ; when the fraction is greater than one-half the charge is made for a whole mile. A minimum charge of $20 is made for any service. Interurban chartered car service is limited to the time the car is in opera- tion from start to destination, and does not include lay-over or time between outbound and return trips. The number of persons to be carried in any one chartered car is limited to 50. Each additional passenger carried is charged regular fare. In arranging for chartered car service, each applicant must sign a chartered car application form covering all details of the service required. The application also contains a clause releasing the company from any claim that might be made for failure to furnish service, in consequence of strike, lockout, want of power, or any other unavoidable contingency. The application also stipulates that no liquors shall be taken on the car and that fireworks shall not be used; that yelling or dis- orderly conduct shall not be indulged in, nor vocal or instru- mental music of any character be given while on the car. As soon as the application is signed by the person engaging the service, a chartered car ticket, consisting of two coupons, is given the applicant. This ticket not only serves as a receipt for money paid on account of the service, but also shows the exact routing. The coupons are surrendered to the conductor, one for the outgoing trip and one for the return trip. The conductor on receiving same fills out a form on the back, to show the mileage made, time out and time in, as well as the number of passengers carried. The tickets are then turned March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 4LS in to the receiver the same as any other car earnings. While the chartered car application and tickets are made out in the office of the general passenger agent, both bear the signature of the cashier, to whom the money is actually paid for service. The transportation department receives its instructions con- cerning service in the form of a chartered car order, which is made in duplicate. This order is issued to the division super- intendent with advice as to the number of cars, type, routing, party for whom service is engaged and person in charge. The chartered car order also shows the number of the chartered car application, which is held in the office of the general pas- senger agent, and the number or numbers of chartered car tickets which are to be surrendered for the service. for actual operating time, with a minimum charge of $6. This arrangement is preferable to that of making a flat charge for one-way and round-trip service between any two points, in that the person engaging the service can, if desired, designate the route and pay for the service accordingly. Conditions that should be added are that the service should be paid for in advance ; that the person engaging the service should receive a chartered car ticket, which would be sur- rendered to the conductor, who would turn the same in to the receiver or cashier, with a notation on the back of the ticket as to the number of passengers carried, etc. The number of passengers to be carried should also be stipulated and a mini- mum charge given for the one-way service. If the plan of the NEW YORR STATE HAI1AVA1B ' NEW VOBK STATE HA1UVAVB ' -~-r .* , „ »oa.»sro i-.Nr*. »oMn™ u^um . NEW. \OIiK STATE RAILWAYS .e-i..trr» «mm ! ' ROCHESTER LL\E8 Ticket < ii \u7i uti Gar and RECEIPT CHARTERED CAR T"™ JReceip- Rdcwatt-EH. N. "Y.,_ Received of FOR CMaHTEHKU c a receipt I, issued in accordance with Chartered Car Application No _ d b, and la subject to condition, of aamo. ii Ticket ot Receipt it to be Eieen to the Condoctot to turn.ln ag hi, too p. E. WILSON, [ ACCEPTBTWE J Form of Receipt for Chartered Car, Rochester New York State Railways rochester lines CHARTERED CAR ORDER ..190 Superintendent - _ ..Division This order Is issued in accordance with chartered car application No\. 1 and chartered car ticke Nos._i .-. _ _ ..... Please arrange for service noted below: Number oi Cars - _ Type To be run. _ Date... To - Via- ... Returning from. - Time To - — — - - , Via ... Ordered for ... - By — .. Remarks , - - Geiofal Passenger Agent. Form of Chartered Car Order Issued to Superintendent by General Pas- senger Agent. (Duplicate Stays in the General Passenger Agent's Book) New York State Railways ROCHESTER.! JUNES OFFICE jOF1 GENERAL PASSENGER AGENT Chartered Car Application No The undersigned applies for chartered car service as follows : NtinjrrO oi Oars Type _ To be Bun— — . . — - Date 19 — Prom , Returning from - Time . — Ordered for - Price S -per Car- In consideration of the acceptance of this application by the Company, agrees with it, that it shall not be liable for a failure to furnish said cars in consequence of strikes, lock-outs, want of power or any other unavoidable contingency. It is also a part of this contract that liqours shall not be taken ; fireworks .shall not be used; yelling or disorderly conduct not indulged in, nor vocal or instrumental music of any character or kind while on the car. This application is subject to rulings of Passenger Tariff now in effect and on file, with the Public Service Commission. Applicant - Address— Received Payment v Date. Chartered Car Ticket No.- *' " Supfs Order No. - Above arrangement approved Date — General Passenger Agent. Application for Chartered Car, Rochester This entire arrangement calls fur payment for the service in advance. At the end of each month a complete report of the chartered car service is made in the office of the general passenger agent, by drawing off the details from the applica- tions. This report is sent to the auditing department, thereby making a complete check in all departments interested. GENERAL An analysis of the rates and conditions given would, I think, show as far as city operation is concerned, that the practice of the Public Service Railway of New Jersey, with slight modifi- cations, comes the nearest to answering all purposes. This i ompany makes a charge of $3 per hour, or 5 cents per minute, Public Service Railway were to be adopted by any company, the chart showing the operating time between all points should not be forgotten. The writer appreciates the fact that to find a proper or satis- factory standard for intcrurban service is a different problem. The rate per passenger or car-mile would, of course, have to lie subject to the physical conditions of the line. In other words, if the car houses are located such that a considerable amount of dead mileage is necessary, the rates must be based accordingly. A definite rate per mile would seem to be a proper basis for interurban service. It should be such that the actual miles operated to furnish the service will be covered by 416 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. a rate per mile at least equal to the average earnings per car- mile of cars in regular service. The charges should be paid for in advance and a ticket issued to the person engaging the service for transmission to the conductor in charge of the car. While the rate per mile basis is recommended for interurban service, the chartered car conditions or rulings in the tariffs might be on the per capita basis, charging regular fares, with the condition that the car in each case is to earn a certain rate per mile, with a stipulated minimum charge, say, $25, for any service. This arrangement would allow a person to deposit a certified check to cover special service, regular fares could be collected on the car and if the total fares collected did not over the rate, the amount of the difference could be deducted from the check and the balance returned; or, if the fares col- lected exceeded the guaranty rate, the check could be returned intact. This arrangement would eliminate the overloading of special cars for the purpose of lowering the fare per passenger. The arranging of all special service should be restricted to an officer of the company who is at all times acquainted with the demand that may be made upon equipment at the date when special service is requested. BLOCK SIGNALING ON ELECTRIC RAILWAYS * BY CHARLES R. BARNES, INSPECTOR OF ELECTRIC RAILROADS, PUBLIC SERVICE COMMISSION OF NEW YORK, SECOND DISTRICT. At the last quarterly meeting of your association, held in Albany, I was obliged to ask your indulgence because I was unable to present a paper for discussion at that meeting on the question of block signals for electric railroads. I am again called upon to ask your indulgence for the superficial manner in which this important subject is treated now owing to the pressure of official duties. The statements which follow are made not as a representative of the Public Service Commission. Neither the commission nor any of its members has in any way endorsed the statements or opinions herein expressed. The definition of a "block signal system" as presented in the modern electric dictionary of the English language is as follows : "A method of signaling especially designed to pre- vent collisions between trains traveling on the same line of rails." There is no block signal system in use on any of the railroads in this country which complies with the requirements mentioned in the foregoing definition ; namely, "prevent col- lisions between trains traveling on the same line of rails." This statement needs no argument in its defense, as the records of collisions on roads equipped with the modern signal systems prove that they do occur in large numbers on some roads and that the possibility of such occurrence exists on all the roads so equipped. It is considered unnecessary in a paper to be presented to street railway men to describe the different kinds of signal systems in use on the various roads, both steam and electric in this country. It is, however, considered necessary to emphasize the foregoing remarks by stating that inherent defects which exist in all of them permit collisions. The more important defects in signal systems as at present constructed and operated are : First. That all systems, manual or automatic, depend upon the co-operation of human elements to accomplish what they are designed to do, namely, prevent collisions. Second. Nearly all of the automatic signals in use are moved in one direction by motive power. The movement in the other direction is dependent upon the relationship existing between the signal engineers and Divine Providence. Under the present methods of automatic block signaling, an engineer entering a block has no positive knowledge that the signal at the outgoing end of that block is set at "danger." He has no positive knowledge when approaching a signal at "safety" whether such signal was set at "safety" for him to proceed or whether it remained at "safety" after its last operation. Third. There is no signal system in use on any of the rail- * Paper presented at the quarterly meeting of the Street Railway Asso- ciation of the State of New York. Rochester, March 2, 1910. roads in this country which positively provides for emergencies which may result in collision, such as that engineers may dis- regard danger signals or become incapacitated. Several attempts have been made to obviate the third de- fect. The most important device for that purpose is the track- trip used in the subway in New York City. By this means, the train line will be opened and an emergency stop made if the motorman attempts to pass a danger signal. To illustrate the defects of the system in use on this railroad and its unreliabil- ity, it need only be pointed out that the tripping devices can be broken in such a manner as to prevent their operation for the purpose intended. Such breakages could be discovered only by close observation. The traffic on the steam railroads of this country has been steadily increasing for a number of years past with the result that at times their operating officials must strain every point to move the traffic. To accomplish this, safety of operation has been seriously impaired in some cases. This statement is not intended as a reflection upon the judgment or ability of rail- road officials generally, but is presented as a fact and one which from the standpoint of operating officials no doubt is justified. That it is a fact is demonstrated by the modification of the "31" train order in use on many roads of the "19" order; also by the use of "permissive" block signaling on roads equipped with signal systems. Discussion of the subject of block signals with signal engi- neers leads me to believe that the inventive genius of these men can and would develop a signal system which would absolutely prevent collisions on railroads under all conditions. Further discussion of the subject with railway operating officials de- velops the fact that they consider such a system among the future possibilities. They feel, however, that the companies would not adopt such a system, as it would become impossible from the present operating standpoint to move the trains on time, and public opinion would not endorse the adoption of any means which would increase the possibility of delay to train movement. I am firmly of the opinion that a signal system can be devised and maintained in such a manner as to interfere with train movement only when absolute safety requires. I am further of the opinion that the passenger would prefer to arrive at his destination an hour late than to be brought there on time in a box. The Interstate Commerce Commission, realizing the number of collisions occurring on the roads throughout this country, has appointed a committee of eminent experts to investigate this subject thoroughly, with authority to make such recom- mendations for improvement in the present block signal systems as in their judgment may be necessary. No doubt much benefit will be derived, both to the railways and to the general public, by this committee's researches and the ensuing recommenda- tions. Reference is made to the work of this committee at this time only to show that the defects in the present block signal system are recognized and that the necessity for im- provement exists. At this point in the discussion it is pertinent to ask : "What has all this to do with the topic under which this paper is presented, namely, 'Block signaling on electric railroads?'" The foregoing has been presented because there is a tendency among some of the managers of the interurban electric rail- ways literally to follow in the footsteps of their brothers — the operating officials of the steam railroads. In my judgment this practice is a mistake. The revenue of the interurban railway companies is in most cases confined to receipts from passenger earnings, so that the financial results of collisions to them are more serious than to the steam railroads, which have large additional revenue from freight business. In plain words, the steam railroads can afford to adopt certain methods of opera- tion and pay the losses incident to them, whereas a collision occurring from the same method of operation on an interurban road might place the company in the hands of a receiver. There is no intention to discourage the introduction of any of the present block signal systems on the electric railways of this State, as safety of operation would be increased on a March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 417 number of them by the use of some of the devices now on the market. What is intended by this paper, however, is to im- press on the minds of the electric railway men of this associa- tion that nothing should be left undone which will add in any way to the safety of passengers on the roads under their charge; also that the numerous fatal collisions occurring on steam railroads throughout the country and on some of the interurban electric railways outside the State of New York, will bring about the development of a block signal system which will ab- solutely prevent such occurrences. A crystallization of public sentiment would compel the adoption of an improved system. Having pointed to some of the defects of the present block signals, I feel it incumbent upon me to suggest some of the essential elements of a signal system which in my judgment would fill the requirement mentioned. Briefly stated, such a system on a steam railroad should con- sist of home and distant signals, normally at danger and so constructed that when an engineer is approaching the distant signal and the block is clear, the signal at the outgoing end of the block would be locked in the danger position. The locking of this signal would be a means to cause the home and distant signals at the entering end of the block to go to safety. The system would include a tripping device arranged so as to operate the throttle and the air. This tripping device should form a part of the block signal system and be so interlocked with it that if it is not in the operative position at the outgoing end of the block, the home and distant signal at the approaching end could not be brought to "safety." All engines should be equipped with a device to be operated by the aforementioned trip, the operating device on the engine to be so constructed that if it is not in the operating position the' engine cannot be started, and if after the engine is started it is broken or moved from the operating position, the steam will be shut off and the air applied. All of the signals should be controlled from a central office so that a train can be stopped at any point. While the suggestions given above apply to the equipment of a steam railroad, the main principles of such a signal system are equally applicable to electric interurban railway work. NEW ENGLAND STREET RAILWAY CLUB MEETING The regular monthly meeting of the New England Street Railway Club was held at the American House, Boston, on Feb. 24, with President W. D. Wright in the chair. After the usual dinner and business meeting an illustrated talk was given by C. B. Edwards, chief engineer of the Fore River Ship- building Company, Quincy, Mass., on the power plant of the U. S. Battleship North Dakota. Following Mr. Edwards, a paper was read by Milan V. Ayres, electrical engineer of the Boston & Worcester Street Railway Company, upon "The Lawyer and the Engineer." Mr. Ayres traced the influence of engineering progress upon the social fabric, emphasizing the changes in industrialism introduced by the invention of the steam engine. He pointed out that the progress of engineer- ing has caused profound changes in all departments of the law, especially in the subject of torts. Since the time of James Watt, this subject has grown from one of the least considered subdivisions of the law into a department so great that it ab- sorbs a majority of the time of the superior court in many large cities. Yet so slowly do new ideas gain acceptance, that the people hardly yet recognize that engineering is entitled to a place among the professions, even now being in (he speaker's opinion the greatest of them all, After reviewing the ruling power <>f (lie modern lawyer in the administration of affairs, Mr. Ayres turned to the diffi- culties which surround the lawyer in the conduct of casses de- pending upon engineering technicalities. He defined the lawyer as one skilled in the application of man-made laws to the con- trol of mankind, and the engineer as one skilled in the appli- cation of the laws of nature to the needs of mankind. The work of the one is creative and of the other conservative. Points of contact between the legal and the engineering profes- sion are not limited to one department of the law or one branch of engineering. The legality of a contract is the business of the lawyer; but if the subject matter is of an engineering nature, engineering knowledge may be even more necessary than legal knowledge in framing its terms. It would be easy to draw a contract which would sound all right to the lawyer, but would be impossible of fulfillment for engineering reasons. The same thing is true of franchises, for these are a special form of con- tract. The speaker cited a franchise in which provisions for street lighting were copied undoubtedly from a prior contract between the city and an electric light company. This fran- chise described a lighting system to be installed by the rail- way which in fact could not have been operated from its power house except by the installation of special and costly apparatus for the purpose ; yet to the counsel for each party the contract was all right. On the other hand, in operating under the terms of an agreement, in testing to see if the terms are being met, and in arbitrating between parties to a dispute growing out of a contract, the engineer needs the judicial frame of mind and often a knowledge of legal terms. Torts are the prodigal sons of engineering, and the engineer's first duty is the prevention of the tort by the avoidance of acci- dent. To do this the engineer needs enough legal knowledge as will suffice to imbue him with a due appreciation of the cost of accidents, and his client no less. It is principally due to the imperfections of engineering that the law of torts owes its im- portance. America has more accidents, more persons killed by accidents and more money lost by accidents, in proportion to the volume of business, than any other country. Our laws relat- ing to the prevention of accidents and those dealing with damage claims are about the worst in the world. Much can be done by both the lawyer and the engineer to avert accidents, but they can never be wholly eliminated. When accidents do occur the fields of the lawyer and of the engineer are intermingled. The engineer is likely to be the first on the scene, and he needs a knowledge of law in order to secure and preserve the necessary evidence. He should combine the ana- lytical power and special skill of engineering with the knowl- edge of the lawyer as to the nature of evidence in order that useful and essential evidence shall be obtained. On the other hand, the lawyer is liable to overlook important data in the search for immaterial evidence. In trying a case with tech- nical bearings a lawyer needs engineering knowledge in order to make proper use of his own expert witnesses and to be able to ridicule any incompetent so-called experts which the other side may introduce. The engineer who is called to the wit- ness stand as a technical expert should have enough knowledge of the law to appreciate the bearing of his testimony on the case, and particularly such knowledge of the nature of evi- dence and such an appreciation of the mental limitations of a jury as will lead him to give his answers without any unneces- sary detail, yet with the greatest possible clearness of expres- sion. In like manner the lawyer needs to combine with his legal and forensic abilities the knowledge of the engineer and the rarest gifts of the teacher, that he may explain scientific technicalities without superfluous detail yet with clearness. Closely related to the work of the lawyer in relation to con- tracts and franchises is the work of organizing corporations, securing rights of way and special charters. Much work of this kind generally has to be done at the inception of an enter- prise, especially of a public service character. The project it- self is largely one of engineering. At hearings before State commissions, county and municipal authorities, the engineering features have to be explained in detail. It is customary for lawyers to do this work, calling in the engineers as special witnesses to explain the plans and estimates. This requires exhaustive study, and the man who advocates an enterprise of this kind before a public board might perhaps better be an engineer than a lawyer, provided he were gifted with the power of speech and argument. In conclusion the speaker touched upon the progressiveness of engineering and its grow- ing influence in human affairs. 4i8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. JAPANESE ELECTRIC RAILWAY STATISTICS The accompanying table is a report on the operations of 16 Japanese electric railways for the first half of the year 1908. The Tokyo system is the largest, with a daily schedule re- quirement of 712 cars for 426,684 passengers carried on 97 miles of track. The daily mileage in Tokyo averages 80,252.4, but the number of passengers per car-mile is only 5.3, as com- pared with 6.4 on the Tosa Railway. The Tokyo Tramways A NEW OIL AND TRANSFORMER DRYING DEVICE Experience has demonstrated that it is practically impossible to prevent moisture from condensation from being deposited in transformers during transportation or storage, and the device shown diagrammatically in the accompanying cut is manu- factured by the General Electric Company to dry them before use. It consists of a hot air furnace, blower, dust collector, driving motor, and necessary piping, pulleys and belt. TRAFFIC RETURNS OF JAPANESE ELECTRIC RAILWAYS. Cars used Passengers City — daily daily Tokyo 712. 426,684 Tamagawa 7. 1.778 Kyoto 55.5 14,614 Keihin 26. 20,337 Yokohama 18. 18,430 Yenoshima 6.5 1,109 Odawara 97. 1,142 Hanshin 28.25 23,472 Kawagoye 4. 694 Ise 13. 2,514 Nagoya 24.7 4.836 Seto 2. 405 Sundzu 5. 871 Iwamura 3. 105 Tosa 11. 6,373 Bungo 4.4 1,043 Mileage 97.126 Car miles daily 80,252.4 69 4.0 3,670.0 4,62 6.0 2,10 7.9 4IS-9 754-7 6,594-7 452.8 906.6 2,093.6 189.3 260.9 145.0 988.7 85 5-4 Passengers per car-mile 5-3 2- 5 3- 9 4- 4 8-7 2.6 i-5 3-5 1- 5 2- 7 2- 3 2.1 3- 3 0.7 6.4 $2, Revenue 794,200.000 24,325,640 '75.045-58o 293.833.220 97,732,850 21,323.200 41,899.910 45I.543-3IO 16,193.020 51,177-670 59,91 1.580 17,055.080 9.634-165 3.670,930 31,989.050 37,344.360 Daily revenue per mile $166,320 23.1 10 49.610 62.771 82.750 18.850 2.340 127.680 1 1. 000 35-540 41.180 9-475 14,684 1.390 18.900 27-350 Daily revenue per car $21-57 19.09 17-32 62.09 29.83 18.02 2.37 14-83 22.24 21.63 13-32 46.85 10.58 6.72 '5-97 46.63 Revenue per car-mile $0,191 0.192 0.262 0-353 0.255 0.281 0.305 0.376 o. 196 0.310 0-157 0-495 0.203 O.IOI 0.177 0.239 lead in the daily revenue per mile, with 166.32 yen, but are far behind most of the other companies in the daily earnings per car and the earnings per car-mile, which reach the maxima of 62.09 yen (Keihin Railway) and 0.495 yen (Seto Railway), respectively. All revenue figures in the table are given in the yen, which has a current value of about 50 cents. AN AUTOMATIC RAILWAY CUTTING-OFF SAW The accompanying cut shows a cutting-off saw made by the J. A. Fay & Egan Company, Cincinnati, Ohio, for cutting off large timbers up to 16 in. x 19 in. and material required in car and general construction work. The carriage is mounted on planed ways on the frame and is moved back and forth by double rack and pinon driven by friction. This arrangement permits the carriage to be advanced at a regular speed for cutting off, by pressure upon the foot treadle, and as soon as the treadle is released the carriage re- turns. The feed of the machine is driven by gears, no sprockets or chain being used. The carriage is driven by a cut rack and pinion, with the pinion located at the center of the travel of the carriage. One of the good features on this machine is the traversing The hot air furnace contains a 3-in. wrought iron coil suitably supported inside a sheet iron casing, the whole being mounted on a cast-iron base. The furnace is designed in a manner similar to a self-feeding stove, two doors being pro- vided, one at the top of the furnace for the admission of fuel, and one at the bottom for removing the ashes and also regu- lating the draft. Wood and charcoal have proved very satis- factory as fuel, but hard coal may also be used if forced draft is provided. This can be easily accomplished. The blower lias a normal capacity of 300 cu. ft. of free air per minute de- livered at a pressure of 6 lb. per square inch, is designed for a speed of 600 r.p.m., and requires 15 hp to drive it when de- livering normal output. The dust collector or air filter con- sists of a perforated sheet metal pipe 4^2 in. in diameter, con- Railway Cutting-Off Saw of the saw carriage by friction, so that the rate of advance is always under control of the operator while the saw is running, and the movement of the carriage is automatically stopped in either direction. The table is equipped with adjustable idler rollers permitting the material to be easily moved across its freight traffic. The West Hartlepool Corporation, Hartlepool, England, has had under discussion for some time the question of the purchase of certain sections of the local electric tramways, which are at present in the hands of the Hartlepool Electric Tramways. There has been no discussion of the subject in open Council meetings, the matter having been dealt with wholly in commit- tee. A decision has, however, been come to to promote a bill in the coming session of Parliament for the purpose of obtain- ing the necessary powers to purchase. Oil and Transformer Drying Device nected to the blower with a suitable elbow, and forms the point of entrance of the air to the blower. Cheese cloth is tied around the pipe. The piping between the furnace and oil tank is extended above the oil level to prevent flooding the furnace with oil if the valve in the base of the tank is not closed when the blower is stopped. The method of its operation is as follows: After the fire has been started in the furnace the fan should be put into operation. The air is drawn through the dust collector which frees it from all impurities and is then heated in the furnace to approximately 100 deg. C. The hot air being forced through the transformer and oil at a pressure of 6 lbs. per square inch, absorbs all the moisture and raises the di-electric strength of both the oil and windings to its original value. No hard and fast rule can be given as to the time actually required for thoroughly drying the transformer, but it is believed for ordi- March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 419 nary cases of moisture, that a 10-hour rim after maximum temperature is attained will be sufficient. Break-down tests should be made from time to time on samples of the oil taken from the transformer and the drying continued until the oil is able to withstand a puncturing test, the value of which is prescribed by the transformer manufacturer. A NEW AUTOMATIC TRAIN STOP The Automatic Train Stop Company, New York, has re- cently brought out an automatic train stop which cuts off the power and applies the emergency brakes when a train over- runs a danger signal or when a running rail in the section ahead is broken. In this system, the contact rail or trolley wire from which the cars obtain power is cut into sections, the end of each section being connected to the adjacent end of the next section through a circuit breaker. These breakers are normally closed so that the regular operation of the road is not different from that of the ordinary electric railway. If, however, a motorman of one train attempts to run too close to the preceding train, the breakers feeding the section upon which he is then operating will open and cut off his power, while a device in the car equipment applies the brakes for an emergency stop. The successful operation of this system there- fore assumes the presence of some form of automatic brake and some form of signal apparatus. It should be understood that closed, or if all are closed, the relay A2 will be closed. If, how- ever, both 52 and S3 (or S2 and T3) are opened, the armature of A2 will drop and the circuit-breaker C2 will open. The relay B2 is fed from A3 as described above and it will be noted in the diagram that the opening of this relay also opens the circuit-breaker C2. If, however, both relays A2 and B2 drop their armatures, the circuit-breaker C2 again receives power and is closed provided the power rail between C2 and C3 is alive. 5 and T are ordinary track relays of the type usually employed in signal systems and may be a part of such signal system if desired. These relays are energized from the battery D through the signal rails. If a train is located as indicated by "Train 2," its wheels will short-circuit the battery D$ and therefore drop the armatures of relay S3. This opens the branch feed to relay A2, but does not otherwise affect the system. If, however, "Train 1" moves past signal 2 into section 3, its wheels short-circuit battery D3. This causes the armature of S2 to drop which opens the other feed to A2, which, releasing its armature, opens C2. The cur- rent is also cut off from Bi, which opens Ci, thus cutting off the power from both ends of the rail feeding "Train r," which then comes to a stop. If "Train 2" then proceeds and passes out of sections 5 and 6, the relay 53 picks up, thereby closing the circuit to A2 and Bi, which pick up their armatures. The circuit-breaker C2 then closes upon which Ci will close and normal operation is resumed. It will be noted that in the above operation A2 and B2 are £; Ciicuit Breaker HeM Closed bj Coil C. 0]* Signal Rail is Shown fed from Buttery (D). Jfl Signal 14 B are Circuit Breaker ( Control Relays, Breakers will Open if Circuit to Either A "or B is Opened. Breakers will Close aod Stay Closed if Both A and B are Either Open or Closed. c 2 S and T are Track Relays. Vl This Line may also feed Signal System. It may be fed as Shown or from Motor-flenerators or Transformers, from one or both ends. Electric Hit. Journal Diagram of Automatic Train Stop System with Normally Closed Circuits, for Operation in One Direction the full conductivity of the power circuit is available and that as long as the trains are not run within a predetermined dis- tance of the train ahead, the circuit breakers mentioned will not operate. The system has also been designed for the protec- tion of interurban roads equipped with a signal system, in which both track rails are used for the return circuit. Referring to the wiring diagram, it will be noted that the two track rails are marked "Signal Rail" and "Return Rail," the former being cut into sections for signal circuits and the latter continuous for the return of the power and signal cir- cuits. The joints in the signal rail indicated at points / may be either insulated joints or some form of inductive bond if al- ternating current is used for signals. The various sections of the signal rail are each fed from the battery D, but the source of power may also be a feed from either an a.c. or d.c. signal line. The contact rail or trolley wire is also cut into sections, the adjacent ends being normally connected through a circuit- breaker C. It will be noted that the break in the contact rail occurs at a point opposite alternate joints in the signal rail. Thus, if breaker C2 and C3 are opened, the line between the joints J3 and J5 is dead and the train indicated as "Train 2" will be without power. It is through the control of these breakers that this train stop system is operated. With no trains on the line all the breakers are held closed by the current flowing through their coils. This current, for ex- ample in the case of C2 is supplied from the contact rail at the point X2, passes through the front contacts of relays A2 and B2 through C2 to the return rail. The relay A2 is held closed by the control current fed from the control line at point Y2 passing through the lower armature of track relay .92 as shown, then through A2 and B 1 to ground. At point W2 is a branch feed supplied from point Y3 through (he upper arma- tures of S3 and T3. Thus if either .S'2 or both S3 and T3 are not both opened at the same time. If, however, the control line L be cut off, the current to both of these relays will cease and both armatures will fall against their back stops. This will keep the breakers closed or close them if they are open. This feature is introduced to provide means of cutting the system out of service if for any reason this course is found necessary. It may be omitted without in any way affecting the scheme. If the signal system is fed from the same line as the stop system (Line L) the above feature is attractive, as in that case open- ing the line L will set all signals to danger and at the same time cut out the stop system. The distance from J2 to J3 must be at least safe braking dis- tance, and the distance from Ji to J2 must be at least the length of the maximum train, as otherwise a portion of the train might remain on the live section of contact rail to the rear of Ci. With these two limitations the length of the sections can be anything required for the service in hand. By variations in the apparatus this train stop system can be applied to either a.c. or d.c. line using a single-power conductor or to three-phase or similar installations. This system protects a train against ac- cidents due to a broken rail or the removal of special work from the track. Whether the semaphore signal shows danger or not, the trains are protected in all cases. A table of London tramway statistics has been issued by the British Board of Trade. From 1878 to March 31, 1909, the route length of line open for traffic had increased from 269 to 2526 miles; the capital expenditure from £4,207,350 to £71,023,- 239; the number of passengers carried from 146,000,000 to 2,660,000,000, and the net receipts from £230,956 to £4,595,779. In 1909 the mileage of electric line open was 2286 miles out of a total of 2464; in 1910 it is 2360 miles out of 2526. 420 LONDON LETTER (From Our Regular Correspondent) Albert Stanley, general manager of the Underground Railways Company, whose appointment as general man- ager of the London United Tramways to succeed Sir Clifton Robinson was announced in the Electric Railway Journal of Feb. 26, 1910, is constantly seeking to increase the effi- ciency of the underground railways in London. Mr. Stanley has begun a service with express trains on the Great North- ern, Piccadilly & Brompton Railway by which the journey from Finsbury Park to Hammersmith, 9 miles, has been reduced to 30 minutes. The express trains are operated from 7 a. m. to 10 a. m. and from 5 p. m. to 8 p. m. Serious consideration is also being given by the Underground Rail- ways Company to the substitution of escalators for lifts at stations, and plans have been completed for the in- stallation of an escalator at the King's Cross Station of the Piccadilly tube as an experiment. As each escalator is ca- pable of doing the work of five or six lifts it is hoped by in- stalling escalators to encourage traffic by eliminating the vexatious delays experienced by travelers in waiting for lifts. The escalators are less expensive to maintain and operate than the elevators. All of the lines of the District Railway show increases in traffic, thus attesting to their in- creasing popularity. Sir Clifton Robinson explains that while much of his work in applying electric traction to tramways has been of a pioneer character he regards his connection with the London United Tramways as completed, and has stated that he has been commissioned by Sir Edgar Speyer, with whom he was associated as a director of the Underground Railways Company, to go to the Phillippines in connection with some enterprise there. At the half-yearly meeting of the Brighton Railway Com- pany, the Earl of Bessborough made some interesting re- marks regarding the success of the electrification of the section of the Brighton Railway between London Bridge and Victoria Stations. The system has been referred to frequently in the Electric Railway Journal. The Earl said in part: "The electric train services between London Bridge and Victoria were commenced on Dec. 1 and met with immedi- ate and considerable response on the part of the public, particularly in the populous districts of Denmark Hill, Peck- ham Rye, and Queen's Road, through which the electrically equipped line runs. In the first week the number of pass- engers carried increased more than 40,000, and it is obvious that neither curiosity nor the novelty of the system has been the attraction, as week by week there has been a steady and continuous gain. The increase in the number of passengers during the first two months, as compared with the corresponding period of 1908-9 amounts to 440,536 passengers, or 63 per cent. The increase in the first month was $189,000 passengers, or 55 per cent, and in the second month 251,000, or 71 per cent. From the opening day the services have run with great regularity and without break- down of any importance whatsoever. Every credit must be given to the principal contractors, the Allgemeine Com- pany of Berlin, for the very thorough and careful manner in which the constructional work has been done and the equip- ment installed. "It is satisfactory to know that the distinguished presi- dent, Dr. Rathenau, and the managing director, Mr. Hams- pohn, of the Allgemeine Company, who were recently in London, are most appreciative of the way in which the work has been carried out by the sub-contractors, R. W. Blackwell & Company, and have testified to the excellence of the overhead structure, to the perfection of the electrical work, and to the solidity, comfort and smooth running of the rolling stock, for which latter the Metropolitan Amalga- mated Carriage Company, Birmingham, was responsible; I must not forget to say that the system was introduced to our notice by Philip Dawson, and that it was he who adapted its designs to the requirements of this railway. He has supervised the work throughout, and thanks are due to him for the capable way in which he has carried out his duties, and has dealt with and solved many difficult prob- lems presented by the peculiar conditions of the line. I believe I am right in saying that this is the first recorded [Vol. XXXV. No. 10. instance where electric traction established on an ordinary steam railroad has worked from the commencement so smoothly and uninterruptedly. "The traffic results I have given you show that in the first two months of electrical working we have got back nearly the whole of our lost traffic on that section, and naturally these results have led the board to think of the advisability of extensions, a question which I may say is already engaging our serious and earnest attention." At the meeting referred to Lord Bessborough was asked if there was any likelihood of the East London Railway, from Liverpool Street to New Cross, being electrified, and if the directors of the Brighton Railway would co-operate with the co-lessees. The answer was that the directors certainly would not refuse to co-operate, and when more definite results of the electrification are obtainable it is possible that an arrangement will be made. The co-lessees of the East London Railway are the Metropolitan Railway, the District Railway, the London, Brighton & South Coast Railway, the Great Eastern Railway, the South Eastern Railway and the London, Chatham & Dover Railway. Powers for other underground railways are being sought in the new Parliament, notably a line from the Strand to the Crystal Palace under the Kearney High Speed system, and from London to Waltham Abbey. If powers are granted for the railway from London to Waltham Abbey, it will be worked by the Metropolitan Railway, of which it will virtually be an extension, though it will be con- structed and owned by the Great Eastern Railway, which controls railway service in that part of London in which the new line is projected. It is certainly to be hoped that the electrification of suburban railways around London will be more vigorously pushed in the .next few years. Anxiety on the part of engineers and railway managers regarding the results of the electrification of the Brighton Railway caused delay in the past. In the Electric Railway Journal of Jan. 1, 19 10, page 49, it was noted that the British Electrical Federation Com- pany, in an endeavor to increase the earnings of its systems in Great Britain, had introduced a new system of farthing fares, by dividing the routes of the various lines into farth- ing zones. Although the new plan has been successful in some parts of England in the West Bromwich, Oldbury, Tipton, Darlington, Wednesbury and Smethwick districts many people have pledged themselves not to use the tram- ways for three months or until the old fares, including half fares for children, are resumed. It is stated that in the districts mentioned the cars are not as well patronized as formerly and the Kidderminster Chamber of Commerce has called public attention to the change of affairs in that town. The London County Council has received from its high- ways committee a report regarding a communication from the County Council to the Board of Trade and the Com- missioner of Police about the operation of trail cars. The Board of Trade has agreed to the -use of single-deck trail cars on the route from Euston Road to Hampstead Heath as an experiment, provided the Commissioner of Police con- curs in the proposal, the trail cars to be run between the hours of 10 a. m. and 5 p. m., the Council reserving the right to withdraw its consent at any time. The committee has also recommended the Council to enter into a contract for the supply of the necessary couplers. The finance com- mittee of the London County Council has reported with reference to the Act serving notice upon the London United Tramways, Ltd., that it intends to acquire the lines of that company within the metropolitan area, that the highways committee be authorized to conduct the negotia- tions and to arbitrate, if necessary, the price to be paid for the tramways or that portion of them authorized by the London United Tramways Act of 1873-1908. It is also pointed out that arrangements could advantageously be made to connect the company's lines with the lines of the Council. The London County Council Tramways receive considerable attention in the daily papers. Both the Mod- erates and Progressives claim to have done the most valu- able work, and each party accuses the other where experi- ments have failed and of lack of progress so as to influence votes. A. C. S. ELECTRIC RAILWAY JOURNAL. March 5; 19 10.] ELECTRIC RAILWAY JOURNAL. 421 News of Electric Railways Cleveland Traction Situation There has been some question as to how the Cleveland Railway would be able to comply with the section of the new ordinance which requires that a fund of at least $500,- 000 should be maintained for the payment of interest and dividends. Figures compiled in the office of the receiver show that all of the funds now on hand would be required to pay the back dividends and the remainder of the claims, leaving possibly a small deficit. On Feb. 26, however, offi- cials of the company announced that arrangements were being made by which local banks would loan the company $500,000. In addition the company has about $70,000 which will all be carried in the capital account. At a conference between Judge Tayler, Receiver Bick- nell and representatives of the Cleveland Railway on Feb. 23, it was announced that the receiver has in the treasury about $800,000. Of this amount $150,000 is due for interest on bonds. The remainder is insufficient to pay the divi- dends of il/2 per cent to the stockholders of the Cleveland Railway and 7]/2 per cent to the holders of stock guaran- teed by the Municipal Traction Company. Judge Tayler hoped to be able to lift the receivership on March r, 1910, but the conditions confronting him have delayed matters somewhat.. Neither the City Council nor the street railway com- missioner has announced what fare will be charged the people of Collinwood. If the matter is left to Horace E. Andrews, president of the Cleveland Railway, the fare will probably remain at 3 cents. Some of the other officials are said to feel that the company should operate at the low fare only where the ordinance stipulates a low fare. On Feb. 23, attorneys for the Cleveland Railway filed a formal demand with Judge Tayler for the return of the property to the company. The motion sets out that a franchise has been granted the company and that the con- troversy has been satisfactorily adjusted. Since the low fare has been in effect conductors have retained a 5-cent fare where the exact change has not been proffered when fares have been paid in cash, and a resolu- tion has been introduced in the City Council demanding that change be given and that no fare of more than 3 cents shall be collected. City Solicitor Baker has rendered an opinion to the effect that the Council has the authority to adopt and enforce the resolution. By charging; 5 cents fare when payment was made in cash the company hoped to induce people to purchase tickets, as much time is con- sumed in making change and delays frequently result. The directors of the Cleveland Railway have provided for placing an order for 50 new cars at once. With the 25 which the receiver ordered for delivery shortly, relief should be afforded very soon. The tickets to be used by the company will be white board printed in black. They will be sold in strips of five for 15 cents. It is possible, however, that after the ac- counts with the receiver are adjusted the company will again use the metal disks. Mr. Bicknell has stated that he will not be the expert for the street railway commissioner. Nn other name has been mentioned so far. The directors of the Cleveland Railway have decided to ask the City Council to approve an increase of about 10 per cent in the capital stock of the company to cover tin- immediate necessities of the system. Means for taking care of the bonds of the East Cleveland Railway which mature soon were also discussed. Judge Tayler will probably be requested to authorize an issue of notes for this purpose. Transit Affairs in New York Mayor fiaynor, Controller Prendcrgast and John P. Mitchell, president of the Board of Aldermen, who compose the select committee of the Board of Kstimate, conferred recently with the Public Service Commission in regard to subway matters. An application for a change in the plans of the Broadway-Lexington Avenue route is now pending before the Appellate Division of the Supreme Court. This change contemplates a double-deck subway from Houston Street to 103d Street, and from 113th Street to the Harlem River. The commissioners appointed by the court have reported in favor of the change, which will avoid much interference with property and consequent expense for damages. Twelve routes of the 29 validated are proposed for immediate construction by the commission. These in- volve 40 miles of subways, and will, it is estimated, cost $100,000,000. Eight of these routes are included in the Broadway-Lexington Avenue system in Manhattan and the Bronx, and two in the Broadway-Lafayette system in Brooklyn. The other two are the Fort Hamilton and Coney Island extensions of the Fourth Avenue system in Brooklyn. Six routes have been adopted and approved by the commission, but not yet validated, while plans have been prepared for crosstown subways under Twenty-third and Fifty-ninth Streets, but action was deferred on them in view of the possible use of these streets for moving plat- forms. The commission estimates that New York City will save at least $10,000,000 by the order issued by the Appellate Division in favor of the double-decking of the proposed Broadway-Lexington Avenue subway. If the four tracks were placed on a level they would occupy 65 ft. of the street width, and in consequence interfere with abutting properties. The Public Service Commission has postponed the hear- ing of the Manhattan Bridge Three-Cent Line for a certifi- cate of convenience and necessity, to operate over the Manhattan Bridge so as to inquire more minutely regard- ing the probable earnings of the company and the details of the equipment of the company. Association Meetings Central Electric Traffic Association. — Indianapolis, Ind., March 11 and 12. Central Electric Accounting Conference. — Fort Wayne, Ind., March 12. New England Street Railway Club. — Boston. Mass., Maich 24. Central Electric Railway Association. — South Bend, Ind., March 24. Missouri Electric, Gas, Street Railway & Water Works Association.— Jefferson City, Mo., April 14, 15 and 16. Iowa Street & Interurban Railway Association. — Sioux City, la., April 21 and 22. Oklahoma Public Utilities Association. — Sapulpa, Okla., May 10. Pacific Claim Agents' Association. — San Francisco, Cal.. May 20 and 21. Street Railway Association of the State of New York. — Cooperstown, N. Y., June 27 and 28. New Road Opened in Atlantic City. — The Venice Park Railroad, which extends from the line of the Atlantic City & Shore Railroad on Marmora Avenue. Atlantic City, across the Penrose Canal to Venice Park, a distance of less than a mile, has been placed in operation. Storage Battery Cars in New York. — Arrangements have been made for establishing an experimental service over the Twenty-eighth & Twenty-ninth Street Crosstown Railroad with the Edison-Beach storage battery car described in the Electric Railway Journal of Jan. 20, 1010, page 183. New Franchise Desired in Santa Barbara. — The Santa Barbara (Cal.) Consolidated Railroad has applied to the City Council of Santa Barbara for a 50-year franchise to replace a number of franchises granted to the company and its constituents which cover in most cases an unexpired term of 35 years. If the new franchise is granted the com- pany proposes to expend $150,000 in rehabilitating its system. 422 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. Boston, Lowell & Lawrence Railroad Petition Renewed. — James F. Jackson, former chairman of the Massachusetts Railroad Commission, who is counsel for the Boston, Lowell & Lawrence Electric Railroad, has requested the Railroad Commission of Massachusetts to reopen hearings on the petition of the company for a certificate of ex- igency. It is urged that new evidence of the need of the road is to be forthcoming. The decision of the commission against the company was noted in the Electric Railway Journal of Feb. 26, 1910, page 367. Annual A. I. E. E. Dinner. — The annual dinner of the American Institute of Electrical Engineers, given in honor of Prof. Elihu Thomson, first recipient of the Edison Medal, was held on Thursday evening, Feb. 24, 1910, at the Hotel Astor, New York, N. Y. There were about 500 people present. L. B. Stillwell presided and T. Commer- ford Martin acted as toastmaster. The other speakers were: Dr. Charles Baskerville, professor of chemistry at New York University; Samuel Insull, of the Chicago Edi- son Company and president of the Edison Medal Associa- tion, and Professor Thomson. A telegram of congratula- tion, sent to Professor Thomson by Mr. Edison, was read at the dinner. Non-Resident Lecturer at University of Minnesota. — F. W. Darlington, Pittsburgh, Pa., lectured before the students in electrical engineering at the University of Minnesota on Feb. 23. 1910, on "The Electrification of Steam Railways." He discussed the general operating characteristics of direct, single-phase and three-phase railway motors, and compared the relative costs of the locomotives and of the generating and distributing systems. The most economical system de- pends upon the weight of trains, frequency of service, length and steepness of grades and other conditions. Di- rect-current and single-phase motors have an advantage over three-phase motors, their variable speed being an im- portant factor in maintaining schedules and in making up time on level or down grade. Toledo Franchise Negotiations. — Two meetings of the directors of the Toledo Railways & Light Company, To- ledo, Ohio, have been held recently, but o'nly routine busi- ness has been considered, according to the announce- ments. The Council of Toledo has decided to have the City Solicitor prepare an ordinance such as the city would be willing to grant the company. Albion E. Lang, president of the company, is reported to have expressed himself as being pleased with the idea of the city taking the initiative, and the bondholders' protective committee of the company has notified the Mayor that it is ready to consider any franchise which the city may proffer as a basis for negotia- tions. The directors of the company are said to be willing to spend about $600,000 in improvements and extensions within the next year if the bondholders' protective com- mittee approves the plan. Steam Railroads' Position on Wage Question. — Repre- sentatives of the Eastern railroads issued a pamphlet on Feb. 25, 1910, which gives the railroads' side of the wage question. The occasion for this is the recent action of the trainmen and conductors in demanding higher pay and shorter hours. The principal subjects discussed in the pamphlet are the decrease in freight and passenger rates, the increase in the cost of operation and the wages of rail- road employees as compared with the wages paid in other industries. The position of the railroads is that, in the face of a steady decline in rates and a steady advance in the cost of operation, they are not able to grant general wage increases in addition to those already made. There were general increases in the latter part of 1906 and the early part of 1907, and there was no subsequent decrease in the wage rate on railroads, as there was in other industries, at the time of the 1907 panic. Catalogs Discussed by the Technical Publicity Associa- tion.— The last meeting of the Technical Publicity Asso- ciation of New York was devoted to the discussion of the subject of catalogs. Considerable sentiment was expressed in favor of adopting standard sizes for commercial literature of this sort. The lack of system of the sizes of the many different catalogs makes them difficult to file. A paper on the subject by Martin P. Rice, of the publication bureau of the General Electric Company, Schenectady, N. Y., was read, and many attractive specimens of current catalogs were exhibited by the speaker and other members of the association. The sizes recommended were 5 in. x 8 in., 6 in. x 9 in. and 9 in. x 12 in. One speaker declared that any book more than J4 m- thick should bear its title on the back. The next meeting of the association will be held on March 10, 1910, to discuss the proposed increase in postal charges for second-class matter. Application for Charter for Philadelphia Elevated Rail- road and Subway Heard. — The application of the Phila- delphia & Suburban Elevated Railroad for a charter to build a subway in Broad Street, Philadelphia, with elevated feeders from York Street to Wayne Junction and Frank- ford was heard by the State Charter Board of Pennsyl- vania, composed of the Governor, Attorney-General and Secretary of the Commonwealth, in Harrisburg, Pa., on March 1, 1910. S. S. Neff, president of the company, and E. O. Lewis of counsel appeared before the board. Mr. Neff stated that a certified check for $50,000 had been de- posited with the West End Trust Company, Philadelphia, as an evidence of good faith. If the charter was granted and the necessary franchises secured from the City Council of Philadelphia, Mr. Neff promised to begin construction work in September, 1910, and to have the system in oper- ation in 2Y2 years. He said that the running time to Frank- ford would be 21 minutes, as compared with 60 minutes on the street railways and 45 minutes on the suburban steam lines. At the hearing before the State Charter Board on March 1, counsel for the company said that the interests which financed the London subway lines would finance the lines in Philadelphia, and that if a favorable franchise was granted from $16,000,000 to $20,000,000 would be available immediately for construction. J. C. Bell for the company declared that Philadelphia had only 12 miles of elevated railway, as compared with 118 miles in New York, 71 in Brooklyn, 128 in Chicago and 24 in Boston. LEGISLATION AFFECTING ELECTRIC RAILWAYS Massachusetts. — The committee on metropolitan affairs has completed its hearing upon the various Boston subway, tunnel and elevated railway bills which were reported upon early in January by the joint board consisting of the Massachusetts Railroad and the Boston Transit Commis- sions. The majority of these measures were found to be unworthy of enactment into law. No one appeared on be- half of the subways petitioned for between the center of Boston and the outlying suburbs, or to advocate the re- moval of sections of the elevated railway in Boston. The advocates of a subway loop between Park Street, Scollay Square and the Cambridge bridge in connection with the Boston terminus of the Cambridge subway asked the com- mittee to refer the project to the Railroad and the Transit Commissions for report to the Legislature of 1911. A re- solve to authorize the Boston Transit Commission to make engineering studies for a cross-town tunnel between the Park Street and South Station districts, forming a longi- tudinal eastward extension of the Cambridge subway, was not opposed. Corporation Counsel Babson appeared on behalf of Mayor John F. Fitzgerald of Boston, recom- mending that this tunnel be extended to Dorchester Avenue in order to accommodate traffic from the Dorchester and South Boston districts. Ohio. — C. B. Winters of Erie County has prepared a public utilities bill which may take the place of the Woods bill now before the Legislature. Under the bill the State Railroad Commission would be retained and its powers en- larged. On the evening of Feb. 24 a hearing was given the Woods bill in the Senate chamber. It was asserted by speakers that the law would prove a burden to the State rather than a means of raising taxes and that there was no public demand for such a law. A bill introduced by Repre- sentative Jones will give interurban railways the right of eminent domain in municipalities to condemn property for freight and passenger depots. On Feb. 23, representatives of the steam railways and the electric railways objected to the Langdon bill, which would take the taxing power away from the county auditors and the state board of equalization, and centralize it in a board to be appointed by the Governor. March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 423 Financial and Corporate New York Stock and Money Market March 1, 1910. The stock market was stronger in tone to-day and more inclined to advance than at any time during the past two weeks, but the dealing was largely professional. During the past week the market has been practically stagnant and outside buying has not been in evidence. The traction shares have remained active and, with the exception of Third Avenue, price changes have been fractional. The price of the latter was, of course, lowered on account of the foreclosure sale. The low point to-day was 7J/2 and the closing price was 8^. The money market is very easy. Quotations to-day were: Call, to 3 per cent; 90 days, 2>lA to 2>Ya Per cent. Other Markets The market for Rapid Transit and Union Traction has been uncertain in Philadelphia during the past week owing to the strike. The selling pressure was heavy, but large financial interests have prevented serious price declines. In the Boston market, Massachusetts Electric continues to be the most active traction issue. During the past week both the common and preferred have been a trifle stronger. There has also been some dealing in Boston Elevated at former prices. During the week there has been but little trading in trac- tions in Chicago. There has been some trading in Series 2 Chicago Railways, and the price during the week has de- clined about 2 points. In Baltimore, there has been no trading in traction secu- rities, except in the bonds of the United Railways. For these the prices have not changed. Quotations of various traction securities as compared with last week follow: Feb. 2i. Mar. i. American Railways Company a47 a47 Aurora, Elgin & Chicago Railroad (common) a57 asg Aurora, Elgin & Chicago Railroad (preferred) 893 B.94H Boston Elevated Railway 12954 130 54 Boston & Suburban Electric Companies ai6^2 ai6j4 Boston & Suburban Electric Companies (preferred) 72 a75 Boston & Worcester Electric Companies (common) an an Boston & Worcester Electric Companies (preferred) a44 a44 Brooklyn Rapid Transit Company 73 ?4 75 V% Brooklyn Rapid Transit Coonany, 1st pref. conv. 4s 83 84 Capital Traction Company, Washington *i34 a*34 Chicago. City Railway ai95 aigo Chicago & Oak Park Elevated Railroad (common) *2 *z Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf. 1 aio6'/2 aio6 Chicago Railways, ptcptg., ctf. 2 a32 a34 Chicago Railways, ptcptg., ctf. 3 ai5 ai8 Chicago Railways, ptcptg., ctf. 4s *g ag54 Cleveland Railways *9i'/2 *9ij4 Consolidated Traction of New Jersey a76 a76'/2 Consolidated Traction of New Jersey, 5 per cent bonds. . .aios '/ 3105^2 Detroit United Railway *62 *62 General Electric Company iS4'/2 '55/4 Georgia Railway & Electric Company (common) aio8 ai07 Georgia Railway & Electric Company (preferred) a88 a88 Interborough-Metropolitan Company (common) 22 22% Interborough-Metropolitan Company (preferred) 5554 55K Interborough-Metropolitan Company (454s) 82^ 81^ Kansas City Railway & Light Company (common) a30 a3o Kansas City Railway & Light Company (preferred) a68 n6gyi Manhattan Railway * 1 36^4 137 Massachusetts Electric Companies (common) ai8^4 ai8J4 Massachusetts Electric Companies (preferred) 83V2 a83 Metropolitan West Side, Chicago (common) a?7 3i6j4 Metropolitan West Side, Chicago (preferred) 355 a53 Metropolitan Street Railway *i6 16 Milwaukee Electric Railway & Light (preferred) *no *iio North American Company 8oj4 80 Northwestern Elevated Railroad (common) ai7j4 at7 Northwestern Elevated Railroad (preferred) 370 a.50 Philadelphia Company, Pittsburg (common) a5iJ4 asiJ4 Philadelphia Company, Pittsburg (preferred) 345 a45 Philadelphia Rapid Transit Company ^24% 3.24H Philadelphia Traction Company 89 a8g Public Service Corporation, 5 per cent col. notes *ioo!^ *ioo% Public Service Corporation, ctfs ai04'/S aios Seattle Electric Company (common) 3116 a r 1 5 54 Seattle Electric Company (preferred) aios 105 South Side Elevated Railroad (Chicago) a53 a54 Third Avenue Railroad, New York *io 8Mi Toledo Railways & Light Company 1 ' -K Twin City Rapid Transit, Minneapolis (common) 113.W *ii3n Union Traction Company, Philadelphia 49V2 a5oj4 United Rys. & Electric Company, Baltimore ai4 ai4 United Rys. Inv. Co. (common) 37 "37 United Rys. Inv. Co. (preferred) 68 67 Washington Ry. & Electric Company (common) *37 3375^ Washington Ry. & Electric Company (preferred) '87% ago West End Street Railway, Boston (common) ags ngs West End Street Railway, Boston (preferred) aio6 aio6 Westinghousc Elec. & Mfg. Company 70K 71 Wcstinghouse Elec. & Mfg. Company (1st pref.) "120 "120 a Asked. * Last Sale. Chicago City & Connecting Railways Bonds J. P. Morgan & Company, New York, N. Y., and the First Trust & Savings Bank, Chicago, 111., are offering for subscription at 95 and interest the new $22,000,000 issue of collateral trust bonds of the Chicago City & Connecting Railways. The following statement has been issued in ex- planation of the new issue: "The above securities are held by the First Trust & Savings Bank under a trust indenture which creates a first lien upon such securities for the payment of the principal and interest of these bonds. "These deposited securities are issues of corporations owning and operating a total of 407 miles of high-grade street railway in the southern division of the city of Chi- cago and vicinity. "The amount at which the city could purchase these properties for municipal operation at the earliest date per- missible under the terms of the ordinances, Feb. 1, 191 1, will be in excess of $50,000,000. "Should the city acquire these properties at that date the purchase price would be in excess of $50,000,000, while should any license company purchase them the price pay- able, in terms of the ordinances already referred to, would include an additional 20 per cent or in aggregate would be $60,000,000. "The interest of the Chicago City & Connecting Rail- ways in this purchase price of $50,000,000, after deduction of all first mortgage bonds, which are first liens on the properties, and the equity applicable to the Chicago City Railway minority stockholders, will be in excess of $23,000,000. "After 1915 a sinking fund will also be provided, which by 1927 will result in reducing the $22,000,000 issue to $20,- 740,000, thus increasing the large margin over the purchase price should the city purchase the property, which pur- chase price, with the value of the Hammond, Whiting & East Chicago Railway, will exceed the outstanding bonds by about $4,000,000. "The earnings of the properties for the year ended Jan. 31, 1910, applicable after the payment of all prior charges to the securities now owned by the Chicago City & Con- necting Railways, aggregated $2,177,000, or approximately twice the amount required to meet the interest on the pro- posed issue of $22,000,000 5 per cent collateral trust bonds. "The control of these deposited securities is vested in Elbert H. Gary, Albert J. Earling, and Samuel M. Felton, as trustees, subject to all the provisions of the trust in- denture." Combined Earnings of Stone & Webster Companies Stone & Webster, Boston, Mass., have made public the following statement of the capitalization and earnings of the 30 public service companies under their management for the year ended Dec. 31, 1009: COMBINED CAPITALIZATION THIRTY COMPANIES. Bonds and coupon notes outstanding $62^97,500 Preferred capital and common stocks outstanding 63,198,120 Total $126,195,620 TOTAL EARNINGS AND EXPENSES, 1909. Gross earnings $20,241,974 Operating expenses 11,582,86* Net earnings $8,659,11* Interest charges and taxes 4,496,350 Balance $4,162,76* Dividends paid 1,972,186 Balance $2,190,576 Total disbursements for the year igog for interest on bonds and notes and for dividends $5,298,016 Miles of equivalent single track operated 1,005 Passengers carried 274,567,000 Total connected electric lighting load equivalent to 1,778,000 16-cp lamps. Total commercial power load, approximately, 83,638 hp. Total combined power station capacity, approximately, of which 55,868 hp is generated by water power, 167,262 hp. Belton & Temple Traction Company, Belton, Tex. — Judge Maxcy in the Federal Court at Austin, Tex., has ap- pointed a receiver for the Belton & Temple Traction Com- pany in foreclosure proceedings brought against the com- pany under the first mortgage for $300,000. 424 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. Brooklyn (N. Y.) Rapid Transit Company.— D. C. Her- rick, as referee, has decided that the Brooklyn Heights Railroad is entitled to recover $3,356,938 from Brooklyn City Railroad, terminating the action begun 10 years ago. Of the judgment $1,740,258 is for principal and $1,616,680 is for interest. The suit involves several interesting points. In February, 1893, the Brooklyn Rapid Transit Company leased the Brooklyn City Railroad under an agreement which provided that among other considerations the sub- sidiary line was to expend proceeds of sale of $6,000,000 stock and bonds in electrifying its road and making other improvements. The leased road was taken over on June 6, 1893. Between these two dates the Brooklyn City Rail- road expended large sums for improvements which it main- tained should be subtracted from the $6,000,000 agreed upon when lease was made. The Brooklyn Rapid Transit Com- pany held that the leased road was to expend the entire amount after control passed. The executive committee of the Brooklyn City Railroad has decided to appeal from the decision of Mr. Herrick as referee. Calgary Street Railway, Calgary, Alberta, Can. — The statement of earnings for the six months ended Dec. 31, 1909, shows gross passenger earnings of $56,580 and mis- cellaneous earnings of $925, making total gross earnings of $57o°5- Total expenditures, including interest, were $47,504, leaving a balance of $10,001. The number of pas- sengers carried during the six months was 1,274,928. Columbus, Delaware & Marion Railway, Columbus, Ohio. — George W. McClellan and other holders of preferred stock of the Columbus, Delaware & Marion Railway have filed in the Common Pleas Court at Columbus an applica- tion to have Eli M. West, receiver of the company, com- mence action to have certain mortgages against the company's property declared fraudulent. El Paso (Tex.) Electric Company. — An initial semi- annual dividend of 2 per cent has been declared on the $1,000,000 of common stock of the El Paso Electric Com- pany, payable on March 15, 1910, to stock of record on Feb. 28, 1910. Forty-second Street, Manhattanville & St. Nicholas Avenue Railroad, New York, N. Y. — The sale of the property of the Forty-second Street, Manhattanville & St. Nicholas Avenue Railroad under foreclosure has been post- poned by Judge Lacombe of the United States Circuit Court until May 16, 1910. Indiana Union Traction Company, Anderson, Ind. — The annual report for the year ended Dec. 31, 1909, shows gross earnings of $2,103,018, as compared with $1,902,339 for 1908, and $2,089,232 for 1907. Of the total for 1909 the gross earnings of properties leased after June 15, 1904, were $:58,334 and the gross earnings of other properties were $1,944,684. Operating expenses of all the properties were $1,113,428, as compared with $1,058,745 in 1908. From the net earnings of $989,590 there was deducted $730,183 for interest on underlying bonds and taxes, leaving a net in- come in excess of taxes and interest on bonds of underlying or subsidiary companies amounting to $259,407. Dividends on the stocks of the Union Traction Company of Indiana and the Muncie, Hartford & Fort Wayne Railway and in- terest on the Indiana Union Traction Company bonds amounted to $218,573, leaving a surplus for the year of $40,834. This surplus compares with a deficit of $10,663 'n the preceding year and a surplus of $20,022 in the year 1907. Johnstown (Pa.) Passenger 'Railway. — The Johnstown Traction Company was incorporated with a capital stock of $500,000 at Harrisburg, Pa., on Feb. 24, 1910, as the suc- cessor to the Johnstown Passenger Railway, which was recently leased to the American Railways, Philadelphia, Pa. Metropolitan Street Railway, New York, N. Y. — Judge Ward, of the United States Circuit Court of Appeals, has handed down the opinion of the court to the effect that the purchasers of the property of the Metropolitan Street Rail- way will be required to have $10,000,000; otherwise the sale will not go on. The decision is in favor of the Morton Trust Company which objected to Judge Lacombe's decree of foreclosure, in that it directed the sale of property which, it is claimed, is not held by the Guaranty Trust Company. The lower court provided that all claims on ac- counting should be held superior to the equity of the first mortgage, and should be paid by the purchasers of the prop- erty of the Metropolitan Street Railway Company. Parker, Hatch & Sheehan, counsel for the Twenty-third Street Railway, have filed a petition in the United States Circuit Court in answer to the receivers of the Metropolitan Street Railway asking for instructions in regard to the payment of the special franchise taxes. The petition asks the court to direct the payment of the taxes levied against the Twenty-third Street Railway and the Fulton Ferry Rail- way, amounting to $368,595, in order that the franchises may not be jeopardized. New York City Railway, New York, N. Y.— Judges Coxe, Ward and Noyes, of the United States Circuit Court of Appeals, have reserved decision on the appeal of W. W. Ladd, as receiver for the New York City Railway, from the decision of the Circuit Court confirming reports of the special master disallowing claims of the New York City Railway on promissory notes amounting to $893,000 made by the Forty-second Street, Manhattanville & St. Nicholas Avenue Railway. The notes are held by the Central Trust Company as part of the security on a mortgage for $6,000,- 000 given by the Third Avenue Railroad and which amount, it is claimed, was advanced to the Forty-second Street, Manhattanville & St. Nicholas Avenue Railway for equip- ment and other purposes. Pittsfield (Mass.) Electric Street Railway.— The New England Investment & Security Company has exercised the option which it took recently on the stock of the Pitts- field Electric Street Railway and new officers and directors have been elected as follows: L. S. Storrs, president; L. Candee, treasurer; T. J. Harmer, clerk; L. S. Storrs, J. T. Harmer, B. W. Warren, P. C. Dolan, Wm. L. Adams and C. Q. Richmond, directors. There is still a vacancy in the board of directors. Third Avenue Railroad, New York, N. Y. — The property of the Third Avenue Railroad was sold under foreclosure on March 1. 1910, for $26,000,000 to John M. Bowers, rep- resenting the reorganization committee chosen by the hold- ers of $37,560,000 general mortgage bonds of the Third Avenue Railroad issued in 1900. James M. Wallace, presi- dent of the Central Trust Company, is chairman of the reorganization committee. West Penn Railways, Connellsville, Pa. — At the annual meeting of the West Penn Railways on Feb. 23, 1910, the stockholders approved the proposal of the American Water Works & Guarantee Company to form a new company to be known as the West Penn Traction Company, with a cap- ital stock of $10,000,000, mention of which was made in the Electric Railway Journal of Feb. 19, 1910, page 330. Under the plan the holders of the $3,250,000 of common stock of the West Penn Railways will turn in their hold- ings and receive 50 per cent in preferred stock of the West Penn Traction Company and 100 per cent in common stock. Almost all of the common stock has already been deposited under this arrangement. The American Water Works & Guarantee Company also agrees to buy all of the bonds of the new company, and plans are being made for issuing about $3,000,000 of bonds for extensions and improve- ments. Winnipeg (Man.) Electric Railway. — The gross earnings during 1909 were $2,623,731, an increase of $417,637, or 18.93 per cent over 1908. The operating expenses were 50.34 per cent of the gross earnings. They amounted to $1,320,665, an increase of $231,793, or 21.29 per cent over 1908. Net earnings were $1,303,066, an increase of $185,844, or 16.63 Per cent. Fixed charges were $439,660. From the net income dividends aggregating $600,000 were paid, leav- ing a surplus of $263,406. The number of passengers car- ried was 26,382,773, an increase of 4,363,266 over the record for 1908. The number of transfers used was 8,925,849, as compared with 7,777,315 for 1908. The annual report to stockholders shows the following railway earnings per capita during the last five years: 1909, $10.03; 1908, $9.80; 1907, $9.84; 1906, $8.30; 1905, $6.80. President William Mackenzie states in his report that the properties of the company have been maintained efficiently. All expenses in connection with the breakdown of the water plant at Pinawa Channel on the Winnipeg River on Nov. 23, 1909. have been charged to operating expenses. March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 425 Traffic and Transportation Street Railway Regulations in Washington Amended The Interstate Commerce Commission adopted the fol- lowing orders on Feb. 18, 1910, amending and supplement- ing the regulations for the operation of street cars in the District of Columbia: "It is- ordered, That the following, to be known as Sec- tion 27 of the rules and regulations for the operation and equipment of street railway cars in the District of Co- lumbia, be. and is hereby, adopted: "Section 27. That on and after March 1, 1910, every car operated on the lines of the street railways in the District of Columbia shall be in charge of a separate conductor, Provided that this regulation shall not apply to trailer cars operated on the lines of interurban railway companies." "It is Ordered, That the following, to be known as Sec- tion 25 of the regulations for the operation and equipment of street railway cars in the District of Columbia be, and is hereby adopted: "Section 25. When a car or train operating in the suburbs of Washington within the District of Columbia is delayed under circumstances under which it may be over- taken by another car or train, the conductor or other em- ployee carrying a red light at night and a red flag by day must go back immediately a distance of at least 300 feet and stop the following car or train." "It is Ordered, That the following, to be known as Sec- tion i-a of the regulations for the operation and equip- ment of street railway cars in the District of Columbia be, and is hereby, adopted: "Section i-a. Section 1 of the rules and regulations for the operation and equipment of street railway cars in the District of Columbia shall not be applicable to the cars which are operated by the Washington, Alexandria & Mt. Vernon Railway and the Great Falls & Old Dominion Railroad. "All motor cars which are operated in the District of Columbia by the Washington, Alexandria & Mt. Vernon Railway and the Great Falls & Old Dominion Railroad shall be equipped with some form of pilot such as is com- monly used on interurban cars, said pilot to have a clear- ance of not more than five inches above the rails, and the front end of said pilot not to extend beyond the farthest outside limit of the bumper of the car. "The speed at which the cars of the Washington, Alex- andria & Mt. Vernon Railway and the Great Falls & Old Dominion Railroad shall be operated in Washington shall not exceed 10 mph. To be effective May 18, 1910." "In order that the regulations of the Interstate Com- merce Commission governing the operation and equipment of street railway cars within the District of Columbia may be properly enforced, "It is Ordered, That the cars operated by the various street railways in the District of Columbia shall be sub- ject at all times to inspection by the duly accredited repre- sentatives of this commission." "It is Ordered, That Section 1 of the rules and regula- tions for the operation and equipment of street railway cars in the District of Columbia be amended by adding to the first paragraph the following: "Provided, that the cars of the Washington, Baltimore & Annapolis Electric Railway may be equipped with some form of pilot such as is commonly used on interurban cars (in addition to the front automatic or platform-oper- ated projecting pick-up fenders required in Sec. 1 of these regulations) in lieu of the automatic wheel guard and there shall be a clearance of not more than 5 inches be- tween the rail and the lowest portion of said pilot." Pittsfield Electric Street Railway Following the recent serious accident on the Pittsfield (Mass.) Electric Street Railway, as a result of which an order was issued by the Railroad Commission of Massa- chusetts forbidding the operation of one branch of the sys- tem temporarily, negotiations were begun in behalf of the New England Investment & Security Company for that company to take over the property. These negotiations have been successfully concluded and new officers and di- rectors have been elected for the company. In explanation of the policy of the New England Security & Investment Company in regard to the Pittsfield Electric Street Rail- way, L. S. Storrs, president of the New England Security & Investment Company, who has been elected president of the Pittsfield Electric Street Railway, has issued the following statement: "It is our intention to reorganize the Pittsfield Electric Street Railway, placing the operations in charge of the operating officials of the Berkshire Street Railway and of adapting it so far as is consistent with the different class of service of the two companies with the same standard of operation and maintenance on both. Our experts are now on the ground making a complete examination of all the equipment and all necessary repairs will be started as soon as they have reported. I have noticed newspaper references to the lack of power on the Pittsfield Electric Street Railway, and if such is found to be the case, it is quite probable that we may be able to supply such de- ficiency from the powerhouse of the Berkshire Street Rail- way. There is no question but that connections between the tracks of the two companies will enable the combined company to offer a more satisfactory service to the com- munity, and our engineers are now making plans for such connections in order that the necessary petitions may be filed with the city. "I believe that no new arrangement of schedules will be found desirable until such connections are made, how- ever, for the gentlemen who have had charge of the property in the past have been connected with the com- pany for a number of years and have, of course, given the matter of the city service their best efforts. "The members of our organization have not had oppor- tunity to make a study of the conditions entering into the consideration of the most convenient service for the pat- rons of the Pittsfield Electric Street Railway, but all of our efforts will be devoted to such study, and until we have been able to reach some positive conclusions we must ask the public to bear with us and aid us by suggestions, if possible, rather than by making general complaints with the service. "It is our desire to give Pittsfield a transportation serv- ice that will be of material benefit to the growth of the entire community, and we believe that with the combined facilities now at our disposal we will be able to accomplish this result." Investigation of Service in Albany Asked The Common Council of Albany, N. Y., has adopted a resolution to ask the Public Service Commission of the Second District of New York to inquire into the adequacy of the service furnished by the United Traction Company on its lines in Albany. The following allegations are made by the Council: "1. Insufficiency of seating capacity on practically every line in Albany, especially during the hours of increased travel when it is necessary for the people in large numbers to use the cars of the company in going to and returning from places of business. This insufficiency of seating ca- pacity causes serious inconvenience by reason of the fact that the proportion of passengers who are obliged to stand in the cars is unreasonably large. "2. The class of cars run is entirely inadequate to pro- vide proper transportation for a city of the size and dignity of Albany. Cars such as are used in this city at present have been retired from service on popular lines in Buffalo, Rochester and other cities for several years. Cars are not only too small to furnish seats to a proper proportion of passengers, but the limited size of the platform causes ad- ditional inconvenience and delay l<> persons boarding and leaving same. In other cities in sections of heavy travel, passengers are taken on at rear of cars and leave al front end. Cars are not properly lighted or ventilated. In the cities above referred to. passengers during hours of dark- ness can read in comfort as far as sufficiency of light i< concerned. Cars which are run through city streets should present an appearance in keeping with the surroundings. 426 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. The poorly lighted cars are to say the least, no ornament to the streets of this city. "3. Cars are not run with proper regularity and become 'bunched,' causing serious inconvenience, especially during inclement weather, as people are obliged to wait on street corners unreasonable lengths of time for these cars." Proposed Mill Creek Valley Franchises The Mill Creek Valley Division of the Ohio Traction Company serves a number of small towns near Cincinnati. These towns propose to grant new franchises to the com- pany on condition that portions of the line be reconstructed and a cut-off be built through the northern part of Carth- age, so that the running time can be reduced. Extra stops will be eliminated and the legal running speed will be in- creased to 18 mph. The people along the lines request a lower fare to Cincinnati and a schedule has been prepared which would provide a 5-cent fare between all villages and a low cash fare to Cincinnati or a higher rate of cash fare with a reduction when tickets are purchased. The follow- ing table presents the old and proposed tariffs: Miles from Proposed fare schedules. * Cincinnati To Present fare. Cash Cash or tickets. 5-5 St. Bernard 10 cts. 5 cts 5 cts. 7-5 Carthage 10 cts. 5 cts 5 cts. 8.8 Hartwell 10 cts. 7 cts 10 cts. or 16 tickets for $1 "•3 Lockland 10 cts. 8 cts 10 cts. or 15 tickets for $1 1 0.4 Wyoming 1 0 cts. 8 cts 10 cts. or 14 tickets for $1 12.5 Glendale iS cts. 12 cts 15 cts. or 9 tickets for $1 It is proposed to make the- franchises uniform for all the towns and not to issue special school or work tickets. Accident in Hudson River Tunnel. — More than 15 passen- gers were injured in a collision between two trains of the Hudson & Manhattan Railroad at the Twenty-third Street station of the company in New York, on March 1, 1910. Altoona & Logan Valley Electric Railway Increases Wages. — The Altoona & Logan Valley Electric Railway, Altoona, Pa., has increased the wages of its motormen and conductors 1 cent an hour, making the new scale 18 cents an hour for the first year, 20 cents for the second year and 21 cents for the third year. Increase in Wages in Sacramento. — The Sacramento Electric, Gas & Railway Company has increased the wages of its conductors and motormen 2 cents an hour. Under the new scale the men receive 29 cents an hour the first year, 30 cents the second year, 31 cents the third year, 32 cents the fourth year and thereafter. The men have agreed that the new rate shall continue in force for five years. Proposed Trip From Utica to Indianapolis. — A party of business men from Utica, N. Y., and vicinity are planning to take a trip in two private cars of the Oneida Railway about May 1, 1910, from Utica to Indianapolis, Ind.; Louis- ville. Ky. ; Toledo, Ohio; Detroit, Mich., and return by way of Toledo and Cleveland, Ohio. The trip will extend over about two weeks. The purpose of the trip is primarily to advertise Utica. Complaint Against Fare on the Utica & Mohawk Valley Railway. — The Public Service Commission of the Second District of New York has received a complaint from the residents in the vicinity of Stop 3 on the Utica & Mohawk Valley Railway between Utica and Frankfort. The fare from Utica to Stop 3 is 10 cents, whereas on the east, west and south the fare for a greater distance is only 5 cents. The petitioners allege that the charge to Stop 3 is an un- fair discrimination against that stop and ask the com- mission to make an order reducing the fare to 5 cents from Utica to Stop 3. Schenectady Railway Asks Permission to Use Franchise to Relieve Congestion. — The Schenectady (N. Y.) Railway has applied to the Public Service Commission of the Second District of New York for permission to exercise a franchise on Edison Avenue in Schenectady, to facilitate and im- prove conditions for handling traffic in that city in accord- ance with one of the suggestions in the report on transit conditions in Schenectady, made by the commission. The franchise on Edison Avenue was granted in 1907. The con- clusions of the commission in its report on traffic condi- tions in Schenectady were published in the Electric Railway Journal of Jan. 15, 1910, page 128. Folder of the Terre Haute, Indianapolis & Eastern Trac- tion Company. — J. H. Crall, general passenger and freight agent of the Terre Haute, Indianapolis & Eastern Traction Company, Indianapolis, Ind., has issued an advertising folder 28 in. long by 2 in. wide calling attention to the facilities of the company which folds to 2% in. by 2 in. The front of the folder contains the trademark of the company and the word "why" followed on the second page with the words "You should travel and transport your freight via the Terre Haute, Indianapolis & Eastern Trac- tion Company." The reasons are then given very briefly in large type. The back of the folder contains only the trademark of the company. Memorandum in Nahant and Lynn Fare Case. — The Massachusetts Railroad Commission has issued a memor- andum in regard to the petition of citizens of Lynn and Nahant for reduced fares upon the Nahant & Lynn Street Railway, sustaining the company for the present by de- clining to make any recommendation at this time. The board says: "In the above-entitled matter, after hearing the board made a memorandum under date of Oct. 4. 1909. Since the annual report of the company for the year ending Sept. 30, 1909, has been filed the board has given attention to the same, and after study finds no occasion at this date to make a recommendation with respect to fares. The petition is not dismissed, but continued without prejudice. New Operating Organization of Chicago Railways Com- pany.— The growth of the lines and service of the Chicago Railways Company has made it necessary to divide the operation of the system into three departments, classified geographically by the territory served. Superintendents have been appointed to each division, and these men will be held responsible for the operation of all cars, mainten- ance of equipment, etc. Under R. R. Herzog as general superintendent, Henry L. Beach will have charge of the north division as superintendent, including all lines and car houses north and east of the North Branch of the Chicago River; Benjamin Phillips will have charge of the west division as superintendent with lines and car houses south of Lake Street and west of Chicago River, and E. L. Crawford will have charge of the northwest division, in- cluding the lines and barns north of Madison Street and west of the Chicago River. New Time-Table of Toledo & Chicago Interurban Rail- way.— G. M. Patterson, general freight and passenger agent of the Toledo & Chicago Interurban Railway, Kendallville, Ind., has recently issued a table folder of a form recently adopted by the company to cover both local and interline business. Heretofore the company has issued a small local folder and a large interline folder. The new folder shows the time of the company's own trains and the time of the steam railroad trains leaving junction points, and contains a condensed through time-table of connecting interurban railways, valuable information concerning cities and towns through which the road operates, general information about operation, a map of the Toledo & Chicago Interurban Railway and the steam and electric connecting railways. The only advertising solicited for this folder was that which would benefit the traveling public, viz., hotel direc- tory and express advertisements. Time Extended for Complying with Subway Service Order. — The Public Service Commission of the First Dis- trict of New York on Feb. 25, 1910, granted the Interbor- ough Rapid Transit Company a postponement until March 3, 1910, for the installation of a 2-minute headway on all subway trains south of Ninety-sixth Street between the close of the morning rush hours and the beginning of the evening rush, as fixed in the order of the commission issued on Feb. 18, 1910, which was published in the Electric Rail- way Journal of Feb. 26, 1910, page 356. The postponement was granted to allow experiments to be made to see whether the statement of the company that it is a physical impossibility thus to operate its trains is well founded or not. The hearing which was to have been held before the commission on Feb. 24, 1910, to inquire into the service on the elevated lines of the Interborough Rapid Transit Company has been postponed until March 10, 1010. March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 427 Personal Mention Mr. George L. Radcliffe has been appointed superinten- dent of the Cleveland (Ohio) Railway to succeed Mr. W. T. Cook, and entered upon his duties on March 1, 1910. Mr. C. Q. Richmond, vice-president and general manager of the Berkshire Street Railway, Pittsfield, Mass., has also been appointed general manager of the Pittsfield Electric Street Railway to succeed Mr. F. J. Dolan. Mr. H. B. Noyes has resigned as chief engineer of the Omaha & Council Bluffs Street Railway, Omaha, Neb., to become president of the Gate City Construction Company. Denver, Col., which will engage in general contracting. Mr. Benjamin Phillips has-been appointed superintendent of the west division of the Chicago (111.) Railways in charge of the lines and car houses of the company south of Lake Street and west of the Chicago River. This is a new position with the company. Mr. L. S. Storrs, president of the New England Invest- ment & Security Company, president of the Springfield Street Railway and president of the Berkshire Street Rail- way, has also been elected president of the Pittsfield (Mass.) Electric Street Railway, to succeed Mr. P. C. Dolan. Mr. Milton Trueman has been appointed superintendent of the Toledo division of the Lake Shore Electric Railway, Cleveland, Ohio. Mr. Trueman has been connected with the Lake Shore Electric Railway since the construction of the road and for several years has been trainmaster of the company. Mr. Henry L. Beach has been appointed superintendent of the north division of the Chicago (111.) Railways, in charge of all the lines and car houses of the company north and east of the north branch of the Chicago River. Mr. Beach has been connected with the company for many years, and the position to which he is appointed is a new one. Mr. E. L. Crawford has been appointed superintendent of the northwest division of the Chicago (111.) Railways, in charge of the, lines and car houses of the company north of Madison Street and west of the Chicago River. Mr. Craw- ford was formerly foreman of the Larabie Street car houses of the company, and has been connected with the company for many years. The position to which he is appointed is a new one. Mr. S. J. Jones has been appointed trainmaster of the Oregon Water Power Division of the Portland Railway. Light & Power Company, Portland, Ore., in charge of the transportation and track maintenance departments, with offices at the East Side freight station in Portland, report- ing to Mr. C. J. Franklin, general superintendent. Freight and ticket agents of the company report to the traffic man- ager as heretofore. Mr. Charles Sigler, heretofore electrical engineer and master mechanic of the Winona Interurban Railway, War- saw, Ind., has been appointed superintendent of motive power and master mechanic of the company, with offices and shops at Winona Lake. Ind., effective on March 1, iqio. Mr. Sigler will not assume the duties of superintendent of motive power of the Salt Lake & Ogden Railway. Salt Lake, Utah, as previously reported. Mr. E. R. Sutherland, who has been connected witli the office of the American Street & Interurban Railway Asso- ciation for 11 months, has accepted the position of general assistant to the superintendent of the Ohio River Electric- Railway & Power Company. Pomeroy, Ohio. Mr. Suther- land was graduated from the Virginia Military Institute in 1906 and received the degree of M.E. from Cornell Uni- versity in 1909, and acted for a time as assistant to Prof. II. IF. Norris, professor of electrical engineering at Cornell. Mr. Sutherland will enter on his duties with the Ohio River Electric Railway & Power Company on March 5, 1910. Mr. Emil G. Schmidt has resigned as vice-president of the Roekford & Interurban Railway, Rockford, 111.; vice president and manager of the Peoria Gas & Electric Com- pany, Peoria, 111.; vice-president oi the Kvansville Gas & Rlectric Company. Evansville, Ind., and as vice-president and general manager of the Springfield Gas Light Company, Springfield Consolidated Railway, Springfield Gas Light Company, Springfield Light, Heat & Power Company, Springfield, 111., effective on Aug. 1, 1910. Mr. Schmidt proposes to spend two months with his family at Middle Bass Island, Ohio, and will probably then go to Cali- fornia. Mr. H. C. Hoagland, who recently went to Muskogee. Okla., as special agent for H. M. Byllesby & Company to investigate the water-power of streams in the vicinity of Muskogee, as noted in the Electric Railway Journal of Feb. 12, 1910, has been appointed general manager of the Muskogee Gas & Electric Company, which is controlled by H. M. Byllesby & Company, Chicago, 111. Mr. Hoag- land has, however, severed his connection as vice-president and general manager of the North Missouri Central Rail- way Company, which contemplates the construction of a 60-mile electric railway in Missouri, to which position he was elected after he resigned as chief electrical and me- chanical engineer of the Illinois Traction System. Mr. John M. Egan has been elected president of the Kan- sas City Railway & Light Company, Kansas City, Mo., to succeed Mr. Bernard Corrigan, resigned. Mr. Egan is well known in Kansas City, having been connected with the Armour Swift interests, and later head of the Union Station Company, Kansas City. He was born in Springfield, Mass., on March 26, 1848. In May, 1863, Mr. Egan joined his father in the employ of the Illinois Central Rail- road and remained with the company until 1869. From January, 1870, to January, 1877, he held con- secutively the positions of clerk, assistant engineer, division engineer, division engineer's and chief en- gineer's assistant with the J. M. Egan North Missouri Railroad, now a part of the Wabash Railroad. It was here that Mr. Egan became acquainted with Mr. William C. Van Home. In January, 1877, Mr. Egan entered the employ of the Southern Minnesota Rail- road, now a part of the Chicago, Milwaukee & St. Paui Railroad. When Mr. Van Home took charge of the Canadian Pacific Railroad, in 1882, Mr. Egan was made general superintendent of the Western division of the com- pany, with headquarters at Winnipeg, Man., and remained with the company until 1886, during which time he had charge of the work of extending the railroad from the northern shore of Lake Superior to the western slope of the Rocky Mountains, involving the construction of 1500 miles of railroad. In September, 1886, he became general « superintendent of the St. Paul, Minneapolis & Manitoba Railroad, with headquarters at St. Paul, in charge of con- struction work and the extension of the line from Minot, N. D., to Helena, Mont. In February, 1888, Mr. Egan be- came general manager of the Chicago, St. Paul & Kansas City Railroad, a position which he retained until September, 1890, when he was made president and general manager of the company. Later Mr. Egan was assistant to the presi- dent of the Lake Superior & Ishpeming Railroad at Mar- quette, Mich. In November, 1896, he became vice-president of the Central of Georgia Railroad, and also held the same position in the Ocean Steamship Company. In April, 1900, he was made president of the Central of Georgia Railroad, and in June, 1902, he was also made president of the Ocean Steamship Company. In July. 1904, Mr. Egan became connected with the companies in Kansas City controlling the Armour-Swift-Burlington holdings in the North End, and in Clay County, and mi June 4, 11)04, he was elected president of (he Kansas City Terminal Railway. He re- signed this position en Feb. 6, 1907, to go to Brazil, and returned to the United States in November, 1008, when the English capitalists who controlled the property in Brazil relinquished their ownership, 428 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *Eureka Springs Electric Company, Little Rock, Ark. — Incorporated in Arkansas to build an electric railway in Little Rock. Capital stock, $100,000. Incorporators: Henry C. Brent, A. M. Barrow and Justin D. Bowerstock. *Fullerton & Richfield Railway, Los Angeles, Cal. — In- corporated in California to build an electric railway between Fullerton and Richfield. Capital stock, $130,000. Direc- tors: A. G. Wells, G. Holterhof, Jr., W. H. Brewer, J. L. Hibbard and C. W. Jones. *Vallejo (Val.) Traction Company. — Incorporated in California to build an electric railway through the east- ern section of Vallejo to the White Sulphur Springs. Cap- ital stock, $200,000. Incorporators: Joseph Levison, M. H. Meacham, Theodore Bell and E. Hennessey, all of Napa, and C. G. Doty, Vallejo. *Southern Iowa Traction Company, Albia, la. — Incor- porated in New Jersey for the purpose of converting the Centerville & Albia Railroad, which formerly operated a steam railroad between these points, into an electric rail- way. Capital stock, $300,000. Officers: William A. Boland, president; Dr. J. L. Sawyer, vice-president, and George M. Barnett, treasurer. *Lansing & Northeastern Electric Railway, Lansing, Mich. — Incorporated in Michigan to build a 30-mile electric railway from Lansing to Owosso, with two proposed ex- tensions, one from Morrice via Durand to Flint, the other from Owosso to Saginaw. Capital stock, $500,000. Incor- porators: G. G. Moore, K. Lathrop and S. W. Ladd, De- troit, and T. W. Atwood, Caro. *Isothermal Traction Company, Rutherfordton, N. C. — Chartered in North Carolina to construct an electric rail- way from Rutherfordton to Gastonia, a distance of 50 miles. Capital stock, $100,000. Incorporators: K. S. Kinch, J. F. Fleck and W. A. Harrell. Johnstown (Pa.) Traction Company. — Chartered on Feb. 24 to take over the lines of the old Johnstown Passenger Railway, recently purchased by the American Railways. Capital stock, $500,000. Directors: E. M. Du Pont, presi- dent; G. Nelson Smith, S. E. Young, Joseph McAneny and Percy A. Rose. Scranton & Binghamton Traction Company, Scranton, Pa. — Incorporated in Pennsylvania to operate a 62-mile electric railway from Binghamton, N. Y., to Scranton, Pa. Capital stock, $10,000. W. L. Connel, Scranton, president. [E. R. J., Feb. 5, '10.] *People's Utility Company, Mannington, W. Va. — Incor- porated in West Virginia for the purpose of building an electric railway in Mannington and other parts of Marion and Wetzel Counties. Capital stock, $500,000. Incorpo- rators: W. R. Martin, C. R. Phillips, W. T. Smith, N. H. Smith, Mannington, and I. D. Morgan, New Martinsville. FRANCHISES *Vallejo, Cal. — The Vallejo Traction Company has ap- plied for a franchise to build an electric railway from the water front in Vallejo to the White Sulphur Springs. H. M. Meacham, Vallejo, president. Portland, Ind. — The Fort Wayne & Springfield Railway, Decatur, has been granted the right to build an extension of its electric railway from Decatur to Portland. W. H. Fled- derjohann, general manager. Paw Paw, Mich. — The Common Council has granted to William Plumb and H. H. Tucker a franchise to build an electric railway in Paw Paw. The promoters expect to continue this railway to Kalamazoo, Lawrence, Hartford and Benton Harbor. [E. R. J., Dec. 25, '09.] Fremont, Neb. — The Nebraska Transportation Company, Omaha, has applied to the Fremont Council for an electric railway franchise. C. W. Baker, president. [E. R. J., Nov. 20, '09.] Englewood, N. J. — The Council has granted the Hudson River Traction Company, Hackensack, the right to extend its line in Englewood to the city limits, just above Hudson Avenue. [E. R. J., Feb. 19, '10.] Bucyrus, Ohio. — The City Council has granted the Cleve- land, Southwestern & Columbus Railway, Columbus, a 25- year franchise to operate electric railways over nine streets in Bucyrus. Spartanburg, S. C. — F. H. Knox, vice-president and gen- eral manager of the Spartanburg Railway, Gas & Electric Company, Spartanburg, has asked the City Council for a two months' extension of time in which to complete its extension to Saxon Mills. Houston, Tex. — The Houston-Galveston Electric Rail- way, Houston, has applied to the City Council for right of way over certain streets in Houston. [E. R. J., Jan. I, '10.J San Marcos, Tex. — C. L. Hopkins, San Marcos, has been granted a 20-year franchise to construct an electric railway in San Marcos provided the railway is completed and in operation within one year. [E. R. J., Feb. 29, '10.] Provo, Utah. — Jesse Knight has recently been granted franchises in Payson, Spanish Fork, Pleasant Grove, American Fork and Lehi. Franchises are still to be ob- tained from the intermediate points between Provo and Springville. Application has just been made for a franchise in Salt Lake City. This is part of a plan to build an elec- tric railway from the south to the north boundaries of Utah County, and as soon as all franchises are secured the company will be organized. [E. R. J., Feb. 29, '10.] TRACK AND ROADWAY Geary Street, Park & Ocean Railway, San Francisco, Cal. — The board of public works has been requested to furnish the Board of Supervisors with an estimate of the cost of preparation of plans and specifications for the reconstruc- tion of the Geary Street, Park & Ocean Railway which is now to be municipally operated. Vallejo & Northern Railway, Vallejo, Cal. — It is an- nounced that the bonds for the construction of this railway from Vallejo to Sacramento via Fairfield and Woodland have been placed and that the line will be built this year as a completion of the Northern Electric Railway, Chico, which will eventually extend from Redding to Vallejo. Middle Georgia Interurban Railway, Atlanta, Ga. — This company has filed with the Railroad Commission in Atlanta, a petition to be allowed to issue first mortgage bonds to the extent of $1,050,000, also for the right to issue stock to the extent of $200,000. The matter will be heard by the Commission on March 9. This is the first definite step in the direction of building the projected electric rail- way from Griffin to Social Circle via Jackson, Indian Springs and Monticello. Grading of the line has been com- pleted for two-thirds of the way from Indian Springs to Jackson. [E. R. J., July 31, '09.] Egyptian Traction Company, Eldorado, 111. — This com- pany advises that work will begin in about three months on its projected railway which is to connect Murphysboro, Marion, Carrier Mills, Harrisburg, Eldorado, Ridgway, New Haven, 111., and Mount Vernon, Ind. It will also reach White City, an amusement resort at Harrisburg. Officers: Geo. E. Leggett, Winchester, Ind., president and general manager; John W. Murphy, Eldorado, 111., vice- president; G. E. K. Hixon, Eldorado, secretary; J. D. Stay- ton, Eldorado, treasurer, and Geo. Clark, Harrisburg, III, chief engineer. [E. R. J., Jan. 22, '10.] Murphysboro (111.) Electric Railway. — Plans are being considered by this company to extend its line from Murphysboro to Herrin, Du Quoin, Harrisburg, Pinckney- ville and back to Murphysboro, completing a loop. Sur- veying will start at once. A. B. Minton, president. Bloomington, Pontiac & Joliet Electric Railway, Pontiac, 111. — This company advises that it will complete track- laying on its extension between Pontiac and Chenoa as soon as the weather permits. This line will be extended to Lexington, 19 miles from Pontiac. F. E. Fisher, gen- eral manager. Winona Interurban Railway, Winona Lake, Ind. — It is reported that this company will soon begin work on its March 5, 19 10.] ELECTRIC RAILWAY JOURNAL. 429 projected 14-mile extension -between Bremen and Milford. J. B. Crawford, Warsaw, purchasing agent. Albia (la.) Interurban Railway. — This company is build- ing a 10-mile extension from Albia to Buxton. The En- projected 14-mile extension between Bremen and Milford. tract. W. E. Grant, general manager. Hutchinson (Kan.) Interurban Railway. — Work was be- gun on Feb. 15 by this company on the construction of 2 miles of new single track. Louisville (Ky.) Railway. — This company is said to be considering plans for the building of an 8-mile extension fiom Fern Creek to Mt. Washington. Battle Creek, Coldwater & Southern Railway, Battle Creek, Mich. — A bonus of $15,000 has been raised in Cold- water to aid this company in building a 28-mile railway from Battle Creek to Coldwater. C. E. Flynn, Erie, presi- dent. [E. R. J., July 17, '09.] Twin City & Lake Superior Railway, Minneapolis, Minn. — This company has filed in St. Paul a $4,000,000 trust deed in favor of the American Trust & Savings Bank, Chicago. This proposed 130-mile electric railway will extend from Minneapolis to Duluth and Superior. About 60 miles of the route have been graded. L. N. Loomis, Minneapolis, presi- dent. [E. R. J., Jan. 1, '10.]. Metropolitan Street Railway, Kansas City, Mo. — This company advises that it will soon place contracts for build- ing 3 miles of single track. W. W. Wheatley, Kansas City, general manager. St. Louis, Montesano & Southern Railway, St. Louis, Mo. — Judge Wurdeman, of the Clayton Circuit Court, has ap- pointed Peter Kerth receiver for this company, which was organized to build a 63-mile electric railway from St. Louis to Flat River. Authorized capital stock, $3,000,000 com- mon and $1,000,000 preferred. Bond issue of $2,500,000. [E. R. J., June 19, '09.] Mountain Railway, West Orange, N. J. — This company advises that it will build ^4-mile of track from its present terminus at St. Cloud to the South Mountain Reservation, Essex County Park. Frank Brewer, West Orange, vice- president. [E. R. J., June 12, '09.] Citizens' Traction & Power Company, Albuquerque, N. Mex. — This company was organized and has awarded a contract to J. H. Barrett, Pittsburgh, Pa., to build a 2-mile street railway in Albuquerque. Later a charter will be applied for to build a comprehensive system covering the entire city and a power plant will be installed. For the present power will be purchased. Officers: A. W. Hayden, president; D. H. Boatright, vice-president; J. C. Baldridge, treasurer, and Isaac Barth, secretary. [E. R. J., Feb. 29, '10.] International Railway, Buffalo, N. Y. — This company has recently placed contracts with the Lorain Steel Company for 1500 tons of 124-432 girder rail and with the Rail Joint Company for continuous joints to splice this rail. The Kettle River Company has been awarded the contract for 21,000 long-leaf, zinc-treated ties. The com- pany is about to order screw spikes, tie plates and drive screws sufficient to put down this rail. About one-half mile of the above rail will be used in constructing a new route in the city, the balance in rehabilitating city lines. *Queenston & Niagara Electric Railway, Niagara Falls, Ont. — This company is reported to have been organized to construct a 7-mile electric railway between Queenston and Niagara-on-the-Lake along the lower Niagara Gorge to Lake Ontario. McKeesport, Clairton & Westmoreland Railway, McKees- port, Pa.— This company has been formed as a subsidiary company of the Pittsburgh (Pa.) Railways, to build an electric railway to connect McKeesport, Clairton, Elizabeth, Riverview, Monongahela, Monessen and Webster. Two parties of surveyors are now at work. Phcenixville, Valley Forge & Stafford Street Railway, Phoenixville, Pa. — This company has secured all rights of way to build its railway between Phcenixville and Valley Forge. Thomas E. O'Conncll, West Chester, president. [E. R. J., Jan. 29, '10.] Chambersburg, Greencastle & Waynesboro Electric Rail- way, Waynesboro, Pa. — The directors of this company have recently increased the authorized stock to $2,500,000 and the bonded indebtedness to the same amount. A plan is being considered to build an extension from Pen Mar to High- field, Monterey and Blue Ridge Summit. Aberdeen (S. D.) Street Railway. — This company advises that within the next month contracts will be let for the construction of 4 miles of track. Charles N. Herreid, Aber- deen, president and general manager. [E. R. J., Dec. 4. '09.] Nashville & Adairville Railway, Nashville, Tenn. — This company has been granted an amendment to its charter giving it the right to extend its proposed railway into Kentucky and connect at Owensboro with the Illinois Central Electric Railway, Canton. [E. R. J., Jan. 1, '10.] SHOPS AND BUILDINGS Central California Traction Company, San Francisco, Cal. — This company is negotiating for the purchase of a strip of land 226 ft. wide, extending from Front Street and X Street to low-water mark of the Sacramento River, upon which it will build a wharf and a warehouse during the summer. The dock will be for the use of steamer lines co- operating with this company in the handling of freight. George W. Petier, San Francisco, vice-president. Augusta Railway & Electric Company, Augusta, Ga. — This company announces that the contract for erecting a terminal station and office building in Augusta has been awarded to the Blue Ridge Construction Company. Esti- mated cost is $27,000. James R. League, Augusta, general manager. Indiana Union Traction Company, Anderson, Ind. — This company will erect a three-story brick passenger and freight station on East Main Street, Elmwood. Port Arthur & Fort William Railway, Port Arthur, Ont. — -This company states that it is building a new car house in Port Arthur. N. C. Pilchor, Port Arthur, purchasing agent. Citizens' Railway Company, Waco, Tex. — This company is planning to build a repair shop and car house at Waco. The estimated cost is $75,000. Preston Graves, Peirce Building, St. Louis, Mo., purchasing agent. POWER HOUSES AND SUBSTATIONS San Diego (Cal.) Electric Railway. — This company has recently placed an order with the Allis-Chalmers Company for a 1200-kw vertical cross-compound condensing engine, 28 x 60 x 48, direct connected to a General Electric gen- erator. The engine will operate at 80 r.p.m., and will be supplied with steam at 160-lb. pressure and a vacuum of 26 in. will be maintained. Pueblo & Suburban Traction & Lighting Company, Pueblo, Col. — This company advises that it expects to pur- chase during the next four weeks coal-handling machinery. T. C. Roberts, Pueblo, superintendent of power plant. Metropolitan Street Railway, Kansas City, Mo. — This company states that it expects soon to purchase one 2000-kw rotary converter and accessories. W. W. Wheatley, Kansas City, general manager. Port Arthur & Fort William Railway, Port Arthur, Ont. — This company advises it has purchased for installation this month an 800-amp-hr. battery and booster from the Gould Storage Battery Company. The company has re- cently installed a 300-kw motor generator set purchased from the Allis-Chalmers-Bullock Company. N. C. Pilchor, Port Arthur, purchasing agent. Aberdeen (S. D.) Street Railway. — During the next month this company will be ready to let contracts for equipment and the construction of a power plant in Aberdeen. Charles N. Herreid, Aberdeen, president. Wisconsin Traction, Light, Heat & Power Company, Appleton, Wis. — This company is increasing the capacity of its power plant in Appleton by the installation of two low- pressure steam turbines. These will be furnished by the Allis-Chalmers Company and will each have a capacity of 1250 kw at 3600 r.p.m., 60-cycle, three-phase, 2300 volts. Steam will be received from existing compound engines at 17-lb. absolute, and the turbines will exhaust into a 28-in. vacuum. 1 430 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. Manufactures & Supplies ROLLING STOCK Guaymas (Mexico) Street Railway has ordered three new cars. San Diego (Cal.) Electric Railway is building ro flat cars, each of 50,000 lb. capacity, at its shops in National City. Ensley (Ala.) Street Railway is considering the purchase of a gasoline or gasoline-electric car to seat from 25 to 40 passengers. Cincinnati, Newport & Covington Light & Traction Com- pany, Covington, Ky., contemplates the purchase of some single-truck cars during 1910. Stone & Webster Engineering Corporation, Boston, Mass., will place an order immediately for 10 city cars and 15 interurban cars for its Texas properties. Indiana Union Traction Company, Anderson, Ind., will soon prepare designs for building in its own shops a 60-ft. passenger car for limited high-speed service. Kansas City Railway & Light Company, Kansas City, Mo., is in the market for 100 60-hp motors and 25 pairs of trucks to be used under cars which the company already has. East Shore & Suburban Railway, Richmond, Cal., expects to buy two 50-ft. city and suburban cars, three sets each of trucks, four motor car equipments and air brakes, within the next two weeks. Cape Girardeau- Jackson Interurban Railway, Cape Girar- deau, Mo., expects to buy two sets of trucks, two motor equipments complete, trolley bases, controllers and other car material within the next four weeks. Port Arthur & Fort William Electric Railway, Port Arthur, Ont., mentioned in the Electric Railway Journal of Oct. 23, 1909, as contemplating the purchase of some cars, has placed an order with the Preston Car & Coach Company, Preston, Ont., for four 42-ft. pay-as-you-enter cars. Cincinnati (Ohio) Traction Company has placed an order with the Cincinnati Car Company for 50 single-truck, open car bodies, to be built according to the dimensions of the type of car in service at present in Cincinnati. It was men- tioned in the Electric Railway Journal of Dec. 18, 1909. that this company would purchase new equipment. Michigan United Railways, Jackson, Mich., mentioned in the Electric Railway Journal of Jan. 15, 1910, as con- templating the purchase of 15 or 20 cars, is preparing speci- fications for 20 city cars and one interurban car, and will purchase two sets of trucks and 60 new motors, in addition to the cars, within a month, it is reported. The purchase of this equipment will involve an expenditure of about $158,000. Third Avenue Railroad, New York, N. Y., mentioned in the Electric Railway Journal of Jan. 15, 1910, as having ordered 100 convertible, pay-as-you-enter cars from The J. G. Brill Company, will have the following details on the new cars: Length of body . . . .30 ft. 1 in. Heaters Consolidated Length over bumpers. . .43 ft. Headlights. . .United States Width over sills . . . . 8 ft. 2 in. Journal boxes .... Symington Air brakes, Motors (two per car), National B. & E. Co. West 310 and GE 210-A Axles M. C. B. type Seats Brill Winner Brakeshoes, Step treads .. Universal safety Am. B. S. & Fdy. Co. Trucks, Curtain fix. . . .Curtain S. Co. Brill No. 39-E single motor Curtain material . . .Pantasote Varnish Murphy Destination signs .... Hunter Push button ... .Consolidated Wheelguards H-B Steel wheels Midvale Gears and pinions Solid Headlinings Agasote Hand brakes Peacock Public Service Railway, Newark, N. J., reported in the Electric Railway Journal of Jan. 29, 1910, as having ordered 100 single-end, double-truck, pay-as-you-enter cars from the Cincinnati Car Company, has drawn up the fol- lowing specifications: Wheel base 5 ft. 10 in. Curtain material .. .Pantasote Length of body 32 ft. Destination signs. . Keystone Length over all 44 ft. Hand brakes, Width over all 8 ft. 6 in. Sterling Little Giant Height, sill to trol- Headlights .. Dayton N0.1561 ley base 8 ft. 6 in. Markers Lintern tail lamp Body, Motors. ..Four West. 101-B-2 Composite, wood and metal Registers . . .Sterling-Meaker Underframe Composite Roofs Monitor type Axles 4^ in. Seats Longitudinal rattan Control K-6 Trolley poles and attach- Couplers. ... Cincinnati radial ments One No. 11 base Curtain fix . Protected groove Varnish Murphy TRADE NOTES Standard Railway & Timber Company, Dover, Del., has been incorporated in Delaware by J. H. Scott, Tacoma, Wash.; E. H. Brehm, Seattle, Wash., and Joseph Irving, Everett, Wash., with a capital of $500,000. Allis-Chalmers Company, Milwaukee, Wis., reports that its Type OB air compressor governors are being installed on 10 cars which the Northern Ohio Traction & Light Company, Akron, Ohio, is overhauling, to replace the gov- ernors which were in use on the cars. Ohio Brass Company, Mansfield, Ohio, has recently placed the following Tomlinson M. C. B. radial couplers: Spokane & Inland Empire Railroad, Spokane, Wash., 86; Oklahoma (Okla.) Railway, 12; Seattle & Everett Inter- urban Railway, Seattle, Wash., 12; Louisville & Eastern Railroad, Louisville, Ky., 6; Terre Haute, Indianapolis & Eastern, Terre Haute. Ind., 12. Robert Long, South American representative of the Na- tional Brake & Electric Company, Milwaukee, Wis., has returned to the United States after a residence in different parts of South America of 2^ years, and expects to remain in this country two or three months before returning to South America. Mr. Long reports that the National Brake & Electric Company has more than 800 air brake equip- ments in different parts of South America. Columbia Machine Works & Malleable Iron Company, Brooklyn, N. Y., which manufactures many different rail- way shop devices and gear cases, etc., is now giving par- ticular attention to the manufacture of brake and controller handles of all the important types. The air brake and re- versing handles are made of bronze or malleable iron. The controller handles include bronze, adjustable type; mal- leable iron, adjustable type, and malleable iron with bronze bushings. Electric Storage Battery Company, Philadelphia, Pa., has appointed Pierson, Roeding & Company, San Francisco, Seattle and Los Angeles, as its sole Pacific Coast selling agent. George R. Murphy, now interested with Pierson, Roeding & Company, who will represent the Electric Stor- age Battery Company in the sale of its batteries on the coast, has had 10 years' experience in various departments of the Electric Storage Battery Company's organization, and will devote himself exclusively to the battery business, with offices at the company's former address, Crocker Building, San Francisco. The Pacific Coast branches of the Electric Storage Battery Company's construction, op- erating and Exide inspection departments will be continued under the company's own control, with offices at 590 How- ard Street, San Francisco. Pierson, Roeding & Company will operate the Exide battery depot at 590 Howard Street, San Francisco, and will carry an ample stock to insure prompt shipments. Charles Blizard, third vice-president and general sales manager of the Electric Storage Battery Com- pany, has returned East after an extended trip through the West. Mr. Blizard visited the sales offices of the company at Cleveland, Chicago and San Francisco and spent some time in Seattle and Los Angeles. C. C. Steinbrenner has recently been elected vice-presi- dent of the Galena-Signal Oil Company, Franklin, Pa. Mr Steinbrenner was born in Cleveland, Ohio, on Sept. 20, 1863. and was educated at the public schools of that city. From 1877 to 1880 he served as printer's apprentice and studied bookkeeping and stenography at night. In the spring of 1881 he was employed as stenographer and assist- ant clerk with the motive power department of the Pennsyl- March 5, 1910.] ELECTRIC RAILWAY JOURNAL. 43i vania Railroad. Subsequently he became clerk in the office of the county auditor at Cleveland. In 1882 he returned to the Pennsylvania Railroad at Wellsville as assistant shop clerk. He next became assistant clerk in the office of the superintendent of machinery of the Cleveland, Cin- cinnati, Chicago & St. Louis Railroad at Cleveland. In 1885 he was promoted to be secretary to that official and stenographer to the general attorney of the company. In 1890 Mr. Steinbrenner was made chief clerk of the motive power department of the Cleveland, Cincinnati, Chicago & St. Louis Railroad, with offices in Indianapolis. In May, 1893, he became chief clerk of the motive power department of the Illinois Central Railroad at Chicago, but resigned that position in December, 1894, to become auditor of the railway department for the Galena-Signal Oil Company, and continued in this position until his election as vice- president of the company. ADVERTISING LITERATURE Hayes Track Appliance Company, Geneva, N. Y., is dis- tributing a circular about its models of hand-operated de- rails. B. F. Sturtevant Company, Hyde Park, Mass., is dis- tributing a card calling attention to its electric dust blow- ing set. Walter A. Zelnicker Supply Company, St. Louis, Mo., has issued list No. 100, covering its rail and equipment de- partment. Albert & J. M. Anderson Manufacturing Company, Bos- ton, Mass., is mailing two circulars on trolley ears and Brooklyn strain insulators. MacGovern, Archer & Company, New York, N. Y., have issued Bulletin No. 14, in which attention is called to the fact that the company has on hand several dynamos for immediate shipment. Ohmer Fare Register Company, Dayton, Ohio, has issued a series of folders in which are described indicating, record- ing and printing registers and equipments for pay-as-you- enter and pay-within cars. Western Electric Company, New York, N. Y., has issued Bulletin No. 5352, 8 in. x 10 in., with 28 pages, which is de- voted to Hawihorn fan motors for 1910. It is well illus- trated and contains a description of each fan motor which is shown. Cutler-Hammer Clutch Company, Milwaukee, Wis., has issued a folder in which its lifting magnets are described and illustrated. A feature of the publication is the cross- section 10 in. wide by 7^ in. high of a Cutler-Hammer lifting magnet, with an index to the details of the magnet. W. R. Garton & Company, Chicago, 111., have issued a folder containing list prices of their tantalum, gem and standard carbon lamps, and discounts on their "Brilliant" Mazda lamps. Another folder, just issued, contains list prices of "Brilliant" Mazda lamps alone. In addition, the company has printed "Condulet Talk No. 146," in which is described type 0-162,200 condulet for two-wire molding. Watson-Stillman Company, New York, N. Y., has issued a 120-page illustrated catalog under the title of "Hydraulic Valves and Fittings." It contains many types and combina- tions of hydraulic valves and fittings; also advice as to the best piping arrangements, how the valve arrangement may operate a number of cylinders or machines automatically and what types or combinations of valves are best suited to certain work. H. W. Johns-Manville Company, Cleveland, Ohio, in the second issue of the "J.-M. Packing Expert," dated Febru- ary, 1910, continues the "Story of Asbestos." The publica- tion also contains an article in which the company tells about the location of its factories. It is accompanied by an engraving showing the city plant at Milwaukee. The com- pany is mailing postal cards in the form of shipping tags, on which are printed blank forms for any one desiring Catalog No. 101. National Brake & Electric Company, Milwaukee, Wis., has issued Publication No. 387, which is devoted to motor- driven air compressors, type "3 V S." The parts of the compressor arc described and illustrated. In addition, the catalog contains descriptions of the company's portable air compressor outfits, gas compressors for high pressure, gas transmission and air compressors for air-lift pumps. Tables are also presented giving dimensions, capacities and other data relating to motor compressors; also capacities and cylinder dimensions at various pressures. Kerr Turbine Company, Wellsville, N. Y., has issued two bulletins, No. 9, "Turbo-Blower Units," and No. 10, "Steam Turbine Generators, Steam Turbine Centrifugal Pumps." The first bulletin illustrates practical outfits for forced and induced draft, gas works service and for furnishing blast for cupolas. The other includes generating sets for electric power and lighting, and pumping units for boiler feeding, fire service, water supply, circulating condenser water, draining sumps, and for other service where water must be delivered at moderate or high pressure or against consider- able head. W. S. Rockwell & Company. New York, N. Y., have pub- lished Catalog No. 3 on fuel oil and gas burning appliances. "Oil as Fuel" is the subject with which the catalog is intro- duced. Each piece of apparatus included in the title of the catalog is briefly described and illustrated and is accom- panied by specifications and code words. A number of tables are presented giving the capacities of the various sizes of oil storage tanks manufactured by the company. In addition, a line drawing has been inserted to show the appliances necessary and the method of delivering and burning fuel oil. This insert is supplemented by valuable tables and other useful information. On the last page of the publication Rockwell & Company call attention to the catalogs on the various types of oil and gas furnaces which they manufacture. Eureka Tempered Copper Works, North East, Pa., have issued illustrated catalog and price list No. 5 dated Jan. 1, ■ 1910. It contains 168 pages and is profusely illus- trated. A heavy paper has been used, and the publication is enclosed in an artistic illuminated cover. The con- tents are divided into six sections. These divisions convey an excellent idea of the extent of the products which the works are prepared to supply. The subjects of the sections in the order of their arrangement in the catalog follow: Section 1, cast commutator bars, drop forged commutator bars; copper, bronze and brass castings. Section 2, new commutators, refilled commutators, assembled commuta- tors, mica and mica insulation. Section 3, brush commu- tators, lighting segments, copper brushes, brush copper. Section 4, trolley wheels, bushings, bearings. Section 5, clinch and solder ears, feed and strain ears, splice ears and sleeves, wire connectors, section switches. Section 6. con- troller segments and fingers, brush holders. J. G. Brill Company, Philadelphia, Pa., in Brill's Magazine for February, 1910, publishes the second of the series of biographical sketches of officers of street railways in the United States. The subject in the February issue is Charles O. Kruger, president and general manager of the Philadelphia Rapid Transit Company. The sketch is ac- companied with an excellent portrait of Mr. Kruger as a supplement. The magazine also contains the fourteenth of the series of articles on the type of car adopted for use in large cities of the world. This time the city considered is Lisbon, Portugal. The second article in the magazine is entitled "How Light-Weight Equipment Behaves in Serv- ice— A Severe 10-Year Test," and the experience of the Metropolitan Street Railway, New York, N. Y., with light- weight cars is reviewed. These cars weigh only 27,040 lb., or 751 lb. per seated passenger, and were reconstructed for pay-as-you-enter operation. Other articles are "Wason Cars for Guatemala" and "Some Recent Types of Open Cars." The J. G. Brill Company has also issued a booklet in which its high-speed truck No. 27-M.C.B. is described. This truck was called to the attention of ('it- erators of high-speed lines at the convention of the Amer- ican Street & Interurban Railway Association in Denver in October, iqoq. It is of M.C.B. type with distinctive Brill features, and is built for all classes of high-speed motor and trail service. The subject matter of the booklet is divided into three sections: "The Truck and Its Frame," "Holster and Spring Plank" and "The Brake Arrangement." Drawings, tables and specifications add to the value of Ihc publication. 432 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 10. TABLE OF MONTHLY EARNINGS. Notice: — These statistics will be carefully revised from month to month, upon information received from the companies direct, or from official sources. The table should be used in connection with our Financial Supplement, "American Street Railway Investments," which contains the annual operating reports to the ends of the various financial years. Similar statistics in regard to roads not reporting are solicited by the editors. "Including Taxes. tDeficit. {Includes Ferry earnings up to April i, 1909. xlncludet other income received. Company Period AKRON, O. Northern Ohio Tr. & Light Co BELL1NGHAM, WASH. Whatcom! Co. Ry. & Lt. Co. BINGHAMTON, N.Y. Binghamton St. Ry CHARLESTON, S. C Charleston Con.Ry., Gas & Elec. Co. CHICAGO, ILL. Aurora, Elgin & Chicago Railroad. CLEVELAND, O. Cleveland, Paines- ville & Eastern R.R Lake Shore El. Ry DALLAS, TEX. Dallas Electric Cor. poration. DAVENPORT, IA. Tri-City Ry. & Lt Co. DETROIT, MICH. Detroit United Ry EAST ST. LOUIS ILL. East St. Louis & Suburban Co. EL PASO, TEX. El Paso Elec. Co. FAIRMONT, W. VA Fairmont & Clarks- burg Trac. Co. FT. WAYNE, IND. Ft. Wayne & Wa- bash Valley Tr. Co , Li/! FORT WORTH, TEX. Northern Tex- as Elec. Co. GALVESTON, TEX Galveston-Houston Elec. Co. GRAND RAPIDS, MICH. Grand Rap- ids Ry. Co. HARRISBURG, PA Central Penn. Trac CoAm HOUGHTON, MICH Houghton County Trac. Co. JACKSONVILLE, FLA. Jacksonville Elec. Co. Snr h«w KANSAS CITY, KAN t Kansas City- West em Ry. Jan. , Jan. , Dec. , Jan. , Jan. , Dec. m., Dec. || Dec. m., Dec. m., Dec. m., Dec. m., Dec. m., Dec. m., Dec. m., Jan. m., Dec. m., Dec. m., Dec. 6 " 6 " Gross In- come 164,944 147,895 39,149 37,353 406,867 362,252 27,1 26,293 69,340 59,645 719,429 697,303 117,202 109,578 858.007 781,045 21,084 18,986 78,994 73,591 119,766 106,830 1,320,122 1,171,958 204,859 178,259 2,038,728 1,819,077 708,864 613,104 8,192,388 7,179,716 185,225 172,276 2,035,790 2,009,514 59,667 55,194 600,958 534,221 42,261 36,808 472,251 416,882 129,720 118,835 1,414,526 1,322,720 108,483 97,448 1,259,551 1,080,57 7 100,867 96,998 1,206,544 1,088,447 90,143 81,854 1,029,01 1 940,645 62,087 57,325 26,083 24,833 319,966 265,576 49,011 38,965 486,778 430,838 27,509 28,439 191,369 182,927 Opera- ting Ex- penses *94,500 *84,710 21,034 19,651 228,093 206,759 16,724 14,415 46,525 38,828 462,042 451,854 72,794 62,553 444,903 408,7 52 *1 1,495 *10,523 *48,539 *45,575 75,105 65,940 821,491 782,645 110,659 96,652 1,148,141 1,069,317 427,941 *376,534 5,042,724 *4,559,123 96,186 102,146 1,097,236 1,062,310 32,628 37,389 360,103 384,639 16,019 12,912 165,432 145,884 73,027 64,738 821,723 737,134 61,033 54,32 692,735 630,052 58,482 54,931 709,034 627,973 45,185 42,718 492,855 470,985 48,294 43,973 14,234 13,299 1 72,551 148,245 22,106 21,548 269,196 253,943 20,263 18,389 118,921 110,258 Gross Income Less Op- erating Expenses Deduc- tions From In- come 70,444! 63,185 18,114 17,702 178,775 155,493 10,4fc6 11,878 22,815 20,817 257,387 245,449 44,408 47,025 413,104 372,294 9,590 8,463 30,455 28,017 44,661 40,890 498,631 389,313 94,200 81,607 890,587 749,760 280,923 236,570 3,149,664 2,620,593 89,039 70,130 938,554 947,205 27,039 17,805 240,855 149,584 26,242 23,896 306,819 270,998 56,693 54,098 592,804 585,586 47,450 43,122 566,81 450,525 42,385 42,( 497,510 460,474 44,958 39,136 536,156 469,660 13,793 13,352 11,849 11,534 147,415 117,331 26,905 17,417 217,582 176,895 7,246 10,050 72,448 72,669 Net In- come 43,292 43,952 27,152 19,233 8,522 8,847 99,799 99,692 9,592 8,855 78,975 55,801 8,921 8,904 1,535 2,974 13,917 13,817 153,083 151,808 8,899 7,000 104,304 93,640 30,912 27,996 177,574 166.478 13,496 19,029 235,530 205,816 8,729 8,112 861 351 34,270 34,392 t3,816 t6,375 27,675 27,720 337,811 348,026 16,986 13,170 160,820 41,287 *1 56,729 133,606 *1, 880,129 1,618,665 9,410 7,765 98,225 86,893 7,106 5,805 73,326 59,632 9,270 9,052 112,866 110,792 6,875 6,871 41,250 41,200 124,194 102,964 1,269,535 1,001,928 17,629 10,040 142,630 62,690 521,350 71,453 488,756 96,830 17,076 30,374 15,185 27,938 204,139 362,677 189,541 260,984 23,059 19,326 20,696 21,372 263,899 233,611 245,277 215,197 18,381 26,577 20,972 18,164 227,056 309,100 226,949 242,711 4,743 5,729 74,090 57,699 17,635 8,365 104,716 66,103 x550 X3.225 X32.059 x3 1,640 Company LIMA, OHIO. Western Ohio Ry. MONTREAL, CAN. Montreal St. Ry. NORFOLK, VA. Norfolk & Ports- mouth Trac. Co. PADUCAH, KY. Paducah Traction & Light Co. PENSACOLA, FLA. Pensacola Electric Co. PLYMOUTH, MASS Brockton & Ply- mouth St. Ry. Co. PORTLAND, ORE Portland Ry., Lt. & Pwr. Co. POTTSVILLE, PA. Eastern Pennsyl- vania Ry. Co. ROCKFORD, ILL. Union Railway, Gas & Electric Co. ST. JOSEPH, MO. St. Joseoh Ry.. Lt., Ht. & Power Co. ST. LOUIS, MO. United Rys. Co. of St. Louis. SAN FRANCISCO, CAL. United Rail roads of San Fran, cisco. SAVANNAH, GA. Savannah Elec. Co. SEATTLE, WASH. Seattle Elec. Co. SYDNEY, N. S. Cape Breton Elec. Co. Ltd. TACOMA, WASH. Puget Sound Elec trie Ry. TAMPA, FLA. Tampa Elec. Co. TOLEDO, OHIO. Toledo Rys. & Co. Lt TORONTO, ONT. Toronto Ry. Period Gross In- come Dec. m., Jan. Jan. Dec. Dec Dec. m., Jan. Dec. 12 " 12 " lm. 1 " 12 " 12 " lm. 1 " 12 " 12 " lm. 1 " 12 " 12 " lm. 1 " 12 " 12 " m., Nov. '09 Dec. Jan. Dec. m., Dec. Dec. Dec. Dec. Dec. Dec. 40,623 36,232 268,463 240,524 '10 325,621 '09 295,453 '10 1,352,062 '09 1,230,524 1 56,372 •J157,439 20,884 20,751 227,344 226,614 20,410 18,795 246,664 209,183 8,001 7,962 130,786 122,266 431,011 338,226 55,128 49,495 601,412 562,; 251,350 226,5 2,534,338 2,326,110 92,087 83,259 979,554 909,965 885,782 829,036 645,847 603,403 7,455,965 6,866,303 50,288 54,001 603,814 595,819 481,893 415,079 5,854,175 4,520,489 24,308 21,766 240,709 247,546 148,994 136,576 1,869,096 1,639,131 56,389 50,063 596,303 552,574 263,552 236,067 2,733,177 2,542,110 411,144 387,237 3,926,828 3,610,273 Opera- ting Ex- penses 22,688 21,360 138,578 128,198 205,060 199,644 791,939 748,839 86,661 93,167 12,556 9,379 135,753 133,393 11,726 10,832 141,338 144,871 6,852 5,650 92,949 88,440 182,044 185,876 *31,760 *29,984 *372,412 *361,853 134,711 117,156 1,301,649 1,202,442 45,537 36,848 505,570 455,907 *596,144 *544,752 380,203 343,071 4,242,648 4,242,750 32,683 33,736 392,351 388,830 289,036 253,801 3,394,538 2,670,252 12,570 12,514 142,502 142,509 108,402 92,709 1,250,588 1,040,905 32,495 32,671 346,104 367,909 136,305 120,356 1,526,120 1,377,022 255,398 223,988 2,044,597 1,932,826 Gross Income Less Op erating Expenses 17,935 14,872 129,885 112,326 120,561 95,809 560,124 481,685 69,711 64,272 8,328 11,372 91,591 93,220 8,684 7,963 105,327 64,312 1,149 2,311 37,837 33,825 248,966 1 53,349 23,368 19,511 229,000 200,534 116,639 109,652 1,232,689 1,123,668 46,550 46,411 473,985 454,058 289,638 284,284 265,644 260,332 3,213,317 2,623,553 17,605 20,266 211,463 206,989 192,858 161,278 2,459,638 1,850,237 11,738 9,252 98,207 105,036 40,592 43,867 618,508 598,226 23,894 17,392 250,199 184,665 127,247 115,711 1,207,057 1,165,089 155,746 163,249 1,882,231 1,677,447 Deduc- tions From In- come 15,402 14,866 92,659 91,180 35,690 33,536 132,035 124,105 65,771 67,087 6,711 6,705 81,644 82,550 4,597 4,281 52,631 51,161 1,809 2,153 21,668 26,755 128,995 116,770 65,027 64,835 708,344 696,184 21,759 20,924 256,968 247,219 233,787 235,568 17,590 17,077 209,693 206,615 103,709 95,313 1,242,663 1,090,646 5,060 4,959 60,440 59,462 59,079 43,354 570,048 515,140 4,816 5,211 55,968 39,774 75,927 72,125 879,503 851,782 89,149 65,965 1,216,974 759,591 E^ctric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, MARCH 12, 1910 No. 11 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGraw, President. Hugh M. Wilson, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 59o Old Colony Building Cleveland Office 1015 SchoBeld Building Philadelphia Office Real Estate Trust Building European Office Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new addiess. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, MARCH 12, 1910. CONTENTS Depreciation Fund in St. Louis 433 The Problem of Heavier Expenses 433 Sympathetic Strike in Philadelphia 433 Liability of Automatic Drivers 434 An Exhaust Steam Turbine Test 434 The Wear of Bearings and Gears . 435 Reinforcement of Conduit Rails at Washington 436 Rail Wear on London Underground Rails 438 Inland Empire Mail Service 439 Rolling Stock Improvements of the Coney Island & Brooklyn Railroad 440 Testimony on Depreciation before Nebraska Commission 44, Receiver Discharged in Cleveland 442 Discussion of Chicago Elevated Railway Improvements 443 Trademark of Ft. Wayne & Springfield Railway \ 443 Effect of Floods in Mohawk Valley " 444 Members of the Central Electric Railway Association ................ 444 Garbage and Utility Car for Chicago ' 444 Cast Iron and Steel Wheels Discussed at Hartford 446 Clearing Frozen Clogged Switches 44g Modifications of Franchise Requirements Askc.l in Richmond, Ya 449 Through Routes between Electric and Steam Roads 45„ Test of a 15,000-kw Steam Engine-Turbine Unit 4S, The Philadelphia Strike 4'54 Ten-Cent Fare to Coney Island Upheld by Public Service Commission 456 New Horizontal Impulse Turbine acq Valuation of Coney Island & Brooklyn R. R ,$0 Long Trip by Trolley 46, A Street Railway Steam Motor Car (r>i Committee on Railway Mail Pay ±61 New9 of Electric Railways 4fi2 Financial and Corporate 4fi4 Traffic and Transportation 46j Personal Mention 467 Construction News 460 Manufactures and Supplies (7i Depreciation Fund in St. Louis With the year 1905 the United Railways Company of St. Louis began to set aside 5 per cent of its gross earnings as a depreciation reserve. It has followed that practice in the en- suing years until 1909, when a change was made in the per- centage of the revenue applied to this purpose. Starting with July 1, 1909, the company credited 6 per cent to this fund. The total set aside from income during 1909 was $609,761, or substantially 5.5 per cent on the gross revenue. In addition $6,058, received from other sources, was added to the fund, making a total of $615,819. During the year the charges against the reserve fund amounted to $633,908, but a balance was left to the credit of the fund as of Dec. 31, 1909, of $154,329. The addition of 1 per cent will probably mean over $100,000 more for the depreciation fund in 1910 than would have been avail- able at the rate of 5 per cent. The Problem of Heavier Expenses A pamphlet issued by the Eastern steam lines, entitled "The Demands of the Railroad Employees," contains many facts which are applicable to the existing situation upon electric railways. The tendencies of costs of labor and. materials to advance and of average fares per passenger to decline are striking elements in the conditions that confront urban and interurban electric lines. While street railways in large cities cannot point to a decrease in the revenue received per passenger mile, because of the absence of statistics showing the length of haul, they can demonstrate that the average gross revenue per passenger has declined in most instances because of the fast- increasing use and abuse of the free transfer. The remedy may lie in one of several changes, namely, increased fares, restricted transfers, lessened taxes, the zone system of charge or in some other direction of greater or less resistance, but close study will be required to determine the costs and value of the service in order to place electric railways in the best position to meet the issues arising from the problems of heavier expenses. Sympathetic Strike in Philadelphia It is the general opinion in Philadelphia, as expressed in the public press and by others, that the sympathetic strike called in that city on March 5 to coerce the officials of the Philadelphia Rapid Transit Company into making peace with its former em- ployees is the failure which it deserved to be and represented a desperate effort to retrieve a lost cause. The labor leaders claim that 120,000 men left work in response to their general order, but a careful enumeration by the municipal authorities indicates that less than 20,000 men were idle on March 7 because of strike conditions. Of this number 3200 nun returned to work March 8, and the total included all those thrown out of work because of a strike in one or more departments of a fac- tory. The authorities have published a list of tin- industries 434 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. n. affected and the number of men out to substantiate their claim, while the strike advocates have not. This much is certain, that the railroad company has now established a reasonably efficient transportation service which is improving every day, and that there is little to suggest to the visitor in Philadelphia the prevalence of any strike on either the railway lines or generally throughout the city. The attempt to transfer the labor contest from the railway lines in Philadelphia to all of the industries of the city has been of help in clarifying the situation because it has clearly demonstrated the uselessness of trade agreements, so far as the executioti of their provisions by employees is concerned. No one claimed that the men who were called out in sympathetic strike had any grievances of their own which warranted them in stopping work, and it was evident that if their action should in any way compel the Philadelphia Rapid Transit Company to make terms with its striking employees, the latter might again be ordered from duty next week or next month to assist one of their present allies in another contest. In the meantime the Merchants Association is complaining that the existing state of affairs is diverting buyers from Philadelphia and injuring both whole- sale and retail trade, and is demanding that the municipal authorities be upheld in their efforts to repress sternly all dis- order. If this is done, the company should have no difficulty in rapidly restoring its service. In other words, the crisis in the Philadelphia strike seems to have passed, and matters are gradually returning to a normal condition in that city. Liability of Automobile Drivers Automobiles are now in such general use it is not surprising that decisions governing their use of the streets should multiply. Two which are of interest to street railway companies were recently rendered, one in Pennsylvania and the other in Colo- rado. The first arose from an injury by an automobile to a person who had just left the steps of a car at a regular crossing and was walking to the sidewalk. In this case (Kaufman vs. Nelson, 73 Atlantic Reporter, 1105 ) the court ruled that a high degree of care is required of the driver of a vehicle in passing a car which has stopped to receive or discharge passengers, but that this obligation did not relieve those leaving or boarding the car from the exercise of ordinary vigilance to avoid accident. In the second case (Gale vs. Denver City Tramway Company, 173 Federal Reporter, 787) the injury occurred because an auto- mobile, while running parallel to a car, turned so suddenly across the tracks that the motorman was unable to bring his car to a stop. The person injured was not the chauffeur, but the court held that the motorman was not bound to anticipate that the automobile would attempt to cross the track recklessly. There is no doubt that the risks of street travel to cars and pedestrians have been greatly enhanced by the large number of high-speed and high-powered automobiles which race along the city highways and country roads regardless of those who have equal rights to be there. So long as automobiles do not violate existing ordinances as to speed, the tendency of the courts has been to regard them in the same light as other vehicles. But infractions of these speed ordinances by chauf- feurs are common, and we believe that the courts will hold auto- mobile owners to strict account in cases of collision between automobiles and street cars when it can be shown that the speed laws have been broken. An Exhaust Steam Turbine Test We have several times called attention to the great promise of the exhaust-steam turbine as a method of obtaining high effi- ciency, particularly in connection with plants already installed, and more than once have had occasion to note successful" in- stallations of this kind. The test of the installation recently made for the Interborough Rapid Transit Company and re- ported by Mr. Stott at the meeting of the American Society of Mechanical Engineers this week, is a very striking example of advanced practice in this line. The problem to be solved was the obtaining of additional power for the Interborough com- pany in the most economical possible manner. The main gen- erators, as our readers will remember, are 7500-kw generator sets, maximum rating, of which the engine part is a four-cylin- der compound-reciprocating engine. It is now well known that the multiple-stage turbine can excel in the matter of economy a compound engine of any type yet tried. What the turbine can do in competition with a triple or quadruple engine with high super-heating is another problem which need not be here discussed. Now, after casting about over all the range of things which could be done, the engineers of the Interborough company very wisely decided in favor of adding a low-pressure turbo-genera- tor to the existing engine. This plan virtually amounts to converting the old unit into the highest class of triple-expansion engine and delivering the power gained by the better utilization of steam through a generator operated in parallel with the original one. In other words, instead of coupling on another, cylinder and increasing the size of the generator, the final stage of the compounding is reached through the low-pressure turbine tied to the earlier stages of the expansion through its generator. It is noteworthy that in this instance the generator used was one of the three-phase induction type, a form of ma- chine which possesses many merits and only recently has come to be properly appreciated in this country. The original engine was admirably efficient at and near its rated load of approximately 5000 kw, but at half load and at the extreme load sometimes necessary in railway practice the water consumption rose to a high point. On the other hand, the turbine end of the combination increases in steam efficiency clear up to its maximum load of 7500 kw. The many curves given in the paper show in great detail the character of the actual performance. The essential thing about the matter is that the results have been highly successful from the economic and every other standpoint. The capacity of the combination is double that of the original engine, so that the maximum output of the great power house can be increased by 100 per cent with- out demanding additional space. It is the maximum rather than the average or rating output which has to be taken into con- sideration in the enormous peaks of a great traction system. Next there has resulted an average improvement in steam econ- omy of 25 per cent in the region between rated and maximum output over the results obtained by the engine units alone. This means that overloads can be handled efficiently instead of at a very serious loss. The thermal efficiency obtained by this com- bination at its higher outputs, between its rated 7500 kw and its T5,500 maximum, reaches the wonderfully encouraging figure of 20.6 per cent. This is getting up into the vicinity of gas- engine efficiency and under conditions of overload at that. Finally, it is very interesting to note that the results obtained March 12, 1910.] ELECTRIC RAILWAY JOURNAL. 435 are stated to be at 13 per cent better in economy than could be reached by the best high-pressure turbine operated alone. If this gain over high-pressure turbine practice is fully confirmed the combination unit has an even greater future before it than has been yet predicted. It assuredly furnishes a very admirable means of increasing the output and efficiency in stations which have now reached their limit of output and are suffering from the inefficiency characteristic of overloaded reciprocating en- gines. A low-pressure turbine is thermo-dynamically so much better than the final expansion in a reciprocating-engine sys- tem that it really stands in a class quite by itself and the simplicity of the electrical linkage is such that the change from the old unit to the new is made with the utmost facility. We see every indication that the practice so well exemplified in the tests before us is one which should be found advantageous in many places on a very large scale. The Wear of Bearings and Gears The subject discussed at the Pittsburgh meeting of the com- mittee on maintenance of equipment should be of vital interest to every railway mechanic. This committee is composed of successful electric railway men who are well qualified to make recommendations that should command widespread attention. It was not expected that the committee would arrive at any definite conclusions so early in the year, but rather would lay down plans for the preparation of a valuable report to the 1910 convention of the Engineering Association. We believe that the Pittsburgh meeting was successful in accomplishing this work. Sessions were held on two consecutive days, and the topics suggested for consideration were discussed from the viewpoints of purchase, maintenance and manufacture. Re- viewing this discussion, as presented in the Electric Railway Iournal for Feb. 26, it will be seen that the two subjects which received the most attention were gearing and car weights. Subcommittees will make special studies of these and the other subjects assigned to the committee, and it is hoped will be able to do special research work. A rather extended discussion of gears and pinions served to emphasize one point which, although not generally overlooked is not always given full recognition. This is the effect of worn bearings and gears on the motor equipment. No matter how much care is taken in the design and cutting of gears and in the choice of long-lived gear materials this part of the power transmission train cannot do its best work unless the axles sup- porting the gears are held closely in alignment. The task of maintaining the gear and pinion in proper mesh thus falls upon the armature and axle bearings. If, for example, the axle bearings are permitted to wear to such an extent that there is an appreciable play, then the forces transmitted do not always act in the proper direction and the surfaces of the teeth wear irregularly. In carefully designed gears the teeth are so shaped that power is transmitted by the face of one tooth rolling upon that of another. Irregularity of wear brings about a sliding contact between the teeth and greatly increases the friction which, in turn, reduces the life of the teeth. This condition of wear will be quickly brought about if the gear and pinion are not held properly in mesh. The question of economical maintenance appears when con- sidering this subject. There must be some critical point in the life of a bearing when economy is sacrificed if the bearing is not replaced. Upon the proper determination of this scrapping point the life of the motor gearing will largely depend. The opinion of the engineers who discussed this subject at Pitts- burgh was that axle bearings now are allowed generally to wear beyond the most economical point, if the entire motor is considered. An improvement in bearing practice would thus bring about an economy in gearing alone which would warrant the additional cost for maintaining the bearings in better con- dition. A representative of one of the motor manufacturing com- panies who took part in the deliberations of the committee called attention not only to the thought just presented here, but also to another equally important reason for giving closer at- tention to motor bearings. It has been said that loose bearings bring about unequal and uneconomical wear of the gearing. In addition to the loss of power the loose bearings and gears practically force the motor to chatter and vibrate as the car moves along its route. This vibration is said to be very largely responsible for the frequent recurrence of troubles within the motor cases. As proof of this, it is noted that on single-end cars the No. 2 motors of each truck are found to be more fre- quently in trouble than the No. 1 motors. Briefly, the reason for this is attributed to the stresses set up when the truck re- ceives a jar from an inequality in the track. The forces acting between the pinion and gear of a No. 2 motor have a down- ward direction and when the car wheels strike a "bump" the torque of the motor directly opposes the force which acts up- ward from the track. At the teeth of the No. 1 pinion the con- tinuous torque of the motor is in the direction of the track reaction and so the stresses set up are not so severe as in the gearing of the No. 2 motor. The cumulative stresses must be taken care of in the axle bearings and the suspension of the motor, and as the No. 2 motor has to receive blows of greater effect than the No. 1 motor its parts are called upon to with- stand more severe stresses. Railway motors are rugged pieces of apparatus, but they should not be expected to give good service unless they are relieved of every possible outside action that might cut down their life. These fundamental points of motor maintenance are generally recognized, and so it was the consensus of opin- ion in the committee that considerable economy could be effected if more attention was paid to providing against the damage brought about by loose bearings and gearing. In re- turn for the additional expense for maintenance of axle bear- ings and gears the owner of the motor could expect to reduce considerably the cost for maintaining armature and field coils, brush holders and commutators. It is suggested that any additional data to substatiate these arguments would have considerable value in emphasizing the desirability for more frequent replacement of gears and axle bearings. The committee on equipment, with the resources of the Engineering Association at its command, will no doubt be able to present some definite figures which may be generally applied in motor practice. These data, which we trust will be found in the 1910 report of the committee, will tell the me- chanical inspector just when to renew axle bearings and motor gears in order to obtain the greatest economy in the railwa\ motor as a unit 436 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. Si. REINFORCEMENT OF CONDUIT RAILS AT WASHINGTON By Philander Betts. When the Washington, Baltimore & Annapolis electric rail- way was projected it was expected that cars or trains would run over its own tracks into the center of both terminal cities. But for various reasons the Washington terminus was located at the eastern limits of the city, Fifteenth and H Streets, N. E., and up to March i all passengers had to transfer to the cars of the Washington Railway & Electric Company at this point. The cars in use on the Washington, Baltimore & Annapolis weight on the rails would be to depress them, widen the slot, and break the yoke. After some discussion it was decided to place under each rail a reinforced concrete beam, made con- tinuous and shown in section in Figs. 3 and 4. The beam, as will be noted from Fig. 3, is 12 in. wide by 16J/2 in. deep. The reinforcement consisted of two i^-in. mild steel round rods, supported in stirrups of }4-in. steel, placed midway be- tween each yoke, requiring one for each 5 ft. of beam. The concrete was hand mixed and was in the proportions of 1 part cement, parts of sand and 5 parts of gravel by bulk. Rough board forms were required to hold the concrete in place, as the trench had to be excavated to an extra width to facilitate Section between Yokes. Section at Yoke. Electric Ry. Joumd Conduit Reinforcement in Washington — Fig. 1 — Original Conduit Construction, Columbia Railway Railway when the single-phase system was used were 62 ft. 2-)4 in. long and weighed 58 tons without passengers, and there were objections to their operation through the Washington streets. With direct current, smaller cars have been adopted for service in the streets of Washington and the car finally selected is 50 ft. over all and weighs without passengers about 40 tons. A description of these cars was given in the issue of the Electric Railway Journal for May 29, 1909. These cars now run in Washington to the Treasury at Fifteenth Street and New York Avenue, N. W., using the tracks of the Columbia Line of the Washington Railway & Electric Company. The Columbia Railway was built in 1895-96 as a cable road, operating cars weighing 12,300 lb. not including passengers. In 1898 this line was changed to the underground conduit elec- tric system, and larger cars were put in service. Four types of cars have been in use on the line, the heaviest of which weighed 17 tons without passengers. As the Washington, Baltimore & the removal of the material. The forms were afterward re- moved, and the spaces back filled to the top of the beam and rammed solid. In the original construction of the road, the only material excavated was that required to allow of setting the yokes, with their enclosing concrete, and for the construction of the con- duit tube, so that the material taken out to make room for the supporting beam had never before been displaced. The net result was that the beam when completed rested on solid earth foundation. The work was performed partly by contract and partly by men in the regular employ of the Washington Railway & Electric Company. As originally planned the method of procedure was to be about as follows : First. The brick stretcher courses were to be removed from the pavement, two rows outside and one row inside each wheel rail. Where pavement was of scoria or granite block, the Cross Section at Yoke Cross Section between Yokes ^ Jmrnal Conduit Reinforcement in Washington — Fig. 2 — Standard Construction of Other Conduit Lines Annapolis Railway proposed to operate cars weighing 40 tons over the line, some consideration had to be given to the possible effect due to the increased weight and it was decided that the underground construction would require reinforcement. Fig. 1 shows the standard construction along this line. Fig. 2 shows the standard construction on other lines of the Washington Railway & Electric Company. From Fig. 1 it will be seen that the track rails are supported entirely by the yokes, which are placed 5 ft. apart on tangents. These yokes are entirely encased in No. 1 concrete and the tube consists of a concrete shell. On account of the form of the yoke and its method of support, the effect of increased necessary amount was to be removed to allow the excavation to proceed. This material was to be piled up along the line of work. Second. Sufficient material was then to be removed to allow for the installation of the concrete beam. Third. The additional hook bolts and liners were then to be inserted in each cast-iron yoke. Fourth. The reinforcing bars and hangers were then to be put in place. The hangers were to be placed along each rail, one either side of and as near as practicable to each yoke. The reinforcing bars were to be hung with joints overlapping 5 ft March 12, 19 10.] ELECTRIC RAILWAY JOURNAL. 437 The work of mixing and placing concrete was then to Fifth, follow. Sixth. After the concrete beam had set sufficiently, bearing surfaces were to be placed upon the beam 1 ft. 3 in. each side of each yoke. These surfaces were to be of a strong mixture of sand and cement and be brought to a true sur- face % in. below the base of the track rails. Seventh. When the cement bearing surfaces had reached a permanent set, bearing plates 8 in. x 8 in. were to be inserted between the bases of the rails and the tops of the bearing surfaces upon the concrete beam. Eighth. The necessary concrete paving base was then to be replaced and the street pavement re- paired. Some of the details mentioned above had to be modified. It was found necessary to remove part of the asphalt pavement adjacent to and outside of each rail in order to insert the 8-in. bearing plates Conduit Reinforcement in Washington and to get sufficient room to excavate for the beam. It was also decided to place the bearing plates and hangers 5 ft. apart and midway between yokes. It was at first planned to provide a bed of cement and sand and drive in the steel plates, but this could not be done without destroying the cement beds. An attempt was then made to bring the concrete beam to sufficient height under the rail without using cement grout and before the beams should take their first set, screening off sufficient concrete to permit a driving fit of the plates and allowing the beam to take a final set before inserting the plates. moved from the crossover near the terminus at the Treasury. Fig. 6 shows the new construction. Fig. 7 shows the electric crane in the act of placing portions of the new work. This crane is employed ordinarily in re- claiming coal at a power plant, but was brought into the city to 11— J Figs. 3 and 4 — Section Between Yokes, Showing Rod Reinforcement handle the new special work, the heaviest single piece of which weighed 5600 lb. The greater weights of this special work presented an unusual problem in this class of work, which, however, was very nicely solved by the use of the electric crane. All street railways in Washington since 1896 have used a Cast Iron Filler Cast lrou Filler, Conduit Reinforcement in Washington — Fig. 5- of Special Work -Old Type This was found very unsatisfactory because of uneven shrinkage in the beam. The final and most satisfactory method and the one which was adopted was to place shortly after the concrete was in place 8-in. x 8-in. iron bed plates, 5 ft. apart, on top of the concrete beam and at the center of the span between the yokes. These plates were placed x/i in. more or less below the bottom of the rail and were allowed to set in the concrete beam. After the concrete had finally set, a 2-in, x 4-in. x 5^-in. wedge was driven between the top of each plate and the bottom of the rail and a moist mixture of one to one sand and cement was rammed full width between the bottom of the rail and the top of the beam, throughout its entire length. After experi- /I Ls (i"x V x Plnti □J • •i'if or - 1.. 0"xt Plate FllllTJ Kittru Itii. •/»«/• Conduit Reinforcement in Washington — Fig. 6 — New Type of Special Work mcnting with this scheme the rail was found to he perfectly rigid and it has been possible to maintain a true bearing sur- face uniformly over and along the concrete beam. The special work at five intersections and at the new terminus had to be renewed, using, of course, much heavier construction. Fig. 5 shows the type of the old sub-structure which was re- Conduit Reinforcement at Washington- Crane -Fig. 7 — Electric grooved rail requiring a small wheel flange, A new type lias recently been adopted which Ills many advantages over (he old style. Fig. 8 shows tin- old standard rail. Fig. 9 shows the new rail section. All the new special work was built up using the new rail, but on (In- old special work which was not re- placed, the groove had i" be enlarged. This was accomplished 438 ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. n. by means of motor-driven emery wheels, using current from the conductor bars. Some figures regarding the cost of the work may be of in- terest. The entire route from the city limits on the east, to the new terminus at the Treasury on the west, comprises about 2% miles of double track, or to be exact 60,063 ft- of single rail. Special work at intersections, etc., not reinforced as above, caused deductions so that the total length of beam amounted to 57.400 ft. This required approximately 64,575 ft- of ij^-in. RAIL WEAR ON LONDON UNDERGROUND LINES The experience of the London Underground Railways in the wear of rails casts an interesting light on the question of corru- gation, for, although the Metropolitan District Railway in- terchanges trucks and motors with its three associated tube lines, only the former road suffers from serious rail wear. This wear takes the form of corrugation, battering and side- cutting. Corrugations occur at only few places and are devel Top of RniiDiiig Kail tu Center of Tunnel 4'l*-8j f \£ Uiu. Wood Screw Fibre Wanner ana Bushing Kltttrie By. Jmrnal I'.Ktrlc By. ftkrnaf Conduit Reinforcement in Washington — Figs. 8 and 9 — Old and New Rails steel rod, 22,960 hangers, 11,480 8-in. x 8-in. x Y%-\n. plates and m,48o 2-in. x 4-in. x f^-in. wedges. Below is a statement of costs of all work connected with the reinforced beam : The cost per foot is based on 57,400 ft. of beam. Total. Cement 1 $4,250 Sand and gravel 5,600 Rods, plates and hangers 8,250 Paving 14,500 Hauling 300 Lumber 500 Total material $33,400 Total labor 51,300 Miscellaneous materials and tools 5,300 Total for beam work $90,000 Per ft. of beam. .074 .098 144 261 005 009 580 895 092 567 \i£ l! X % Angle 8 long of Drainage Gutter. secured to Tie with Two Boat Spikes. EUctric By. Journal Cress Section of Roadway in London Tubes oped in particular on curves of large radius, these curves nat- urally being unchecked. The centers of the depressions are about 4 in. to 5 in. apart. Battering is the chief cause of rails being changed after being in the road only for a short time. This battering consists of hollows at centers varying from 2 ft. to 5 ft. and occurs mainly on curves of short radius. The hol- lows form more quickly on the low rail than on the high one, and they bear no relation to the position of the chairs and at any particular place they do not follow a regular pitch. At certain places depressions m- deep are formed in six months, neces sitating the renewal of the rails. Side cutting has been almost done away with by the use of graphite grease and accurate lining up and leveling of the road, Original Kail Original Kail l;lea.lL, Elintr c Ry. ./uumu! Profile of Battered Rail at Victoria Station, London, on a Curve of 660-ft. Radius An analysis of labor costs for a period when the work was progressing at its best may be interesting: Removing asphalt and sub-base per ft., single track $ .295 Removing excavation per ft. of track 370 Cleaning yokes per ft. of track 165 Forms and iron in place per ft. of track 150 Concrete beam per ft. of track 170 Tamping and wedging per ft. of track 125 Backfilling 180 Cleaning bricks 065 Plastering manholes 030 Total cost per ft. of single track $1,550 Total cost per ft. of beam 775 Contractor's profit not included. The entire work was carried out under the direction of C. S. Kimball, engineer, Maintenance of Way, of the Washing- ton Railway & Electric Company. At a recent meeting of the Isle of Wight Central Railway Percy Mortimer referred to the proposal of a syndicate for equipping the railways in the Isle of Wight with electricity. He said that no railway in the United Kingdom which carried a mixed traffic of passengers, goods and minerals such as the company did had yet been electrified, and he did not think that the small extra traffic which it would get would justify the ex- pense of electrification. together with the introduction of larger ties with closer spac ing, preventing the formation of slacks. Steel rails manufactured under the Sandberg process of added silicon have been used for four years now, with satisfactory results — both with open hearth and Bessemer acid processes. The chemical composition of the rails recently obtained is as follows : Bessimer Acid. Open Hearth. Per Cent. Per Cent. Silicon 0.35 to 0.45 0.2 to 0.4 Manganese (not to exceed) 0.80 0.90 Phosphorus (not to exceed) 0.07 0.06 Sulphur (not to exceed) 0.07 0.07 Carbon (as high as mechanical test will allow, but not less than) 0.50 0.65 These rails are much tougher and have given increased wear though no appreciable reduction in battering has been obtained. The Metropolitan Railway, which operates the so-called "Inner Circle" jointly with the Metropolitan District Railway, has also installed the Sandberg rail. At the 1907 engineering con- ference of the Bristol Institution of Civil Engineers, W. Wil- lox, engineer of the Metropolitan company, also referred to the prevalence of battered rails. He spoke of depressions in the rail from 9 in. to 5 ft. in length and from 1/16 in. to 5/32 in. deep created in periods ranging from six weeks to four years. Mr. Willox has since found that the Sandberg rail is much less March 12, 1910.J ELECTRIC RAILWAY JOURNAL 4.39 subject to battering, and that side wear on curves can be elimi- nated by using a guard rail which is much harder than the run- ning rail. Neither the Charing Cross or Piccadilly tubes have shown the slightest sign of corrugation ever since the opening of the lines. The third tube, the Bakerloo, had about 900 ft. of corrugated rail, which was taken out about the end of 1908. This corruga- tion appeared on a 1500-ft. curve in the form of 4-in. waves and 1/16-in. depressions. In general, corrugation in the tubes has never gone beyond the incipient stage. As the motors and trucks in the tube lines are exactly the Exterior and Interior of U. S. Railway Mail, Express and same as those used on the Metropolitan & District line, the only reason for the freedom from corrugation appears to be the dif- ference in roadway construction. In the tubes the ties are set on a concrete cement-topped foundation for only part of their length and the running rails are carried on the overhanging ends. This construction gives such a springy track that the ends of the ties move as much as 3/16 in. under the load of passing trains. This type of roadway was designed by James R. Chapman, chief engineer of the Underground Electric Railways of London. Its efficiency may be judged from the fact that after nearly three years' service on the Piccadilly tubes 18 miles of single-track, not a single rail has required removal. The power rail is carried outside one of the running rails, and re- quires careful attention owing to the effect of vibration on the insulators, otherwise the maintenance of the tube roadbeds is a simple matter. The rails are of the open-hearth type similar to those discarded on the "Inner Circle." Arthur R. Cooper, engineer for the associated tube lines and the Metropolitan District Railway, has been much inter- ested in investigating the corrugation and battering trouble of the latter line. He is not prepared to believe that these faults are due to the composition or rolling of the rail, but at- tributes them as due more probably to a combination of factors which place an undue stress on the rails. Among these factors are the low center of gravity of electric cars, the dead weight or partial carrying of the motors direct on the axles without intervention of springs ; and in a lesser degree to the lightness of the trucks, slipping of one wheel on curves, and with small axles a one-sided drive. Since the more elastic tube roadbeds are subject to the same conditions, yet are, nevertheless, free from corrugation, Mr. Cooper reasons that the like result might be obtained on the Metropolitan District line if the same degree of springiness could be intro- duced in the rolling stock. An improvement in the District roadbed itself might be effected by a closer spacing of ties than was originally adopted for steam traction. In further reference to the point whether corrugation is due to the rolling mill, it may be mentioned heic that according to a recent statement by A. L. C. Fell, managing director of the London County Council Tramways, this effect has not appeared in some cases until the rails had been in service for two years. It is probable that if these rails had been of uneven hardness, the trouble would have developed much sooner. At present experiments are under way by German railways and rail-makers to determine this point by trials at the' mills and in service INLAND EMPIRE MAIL SERVICE About the first of the year the Spokane & Inland Empire Railroad Company increased its already well-established mail service by putting a fully equipped mail motor car into service on the Inland division of that road between Spokane, Spring Valley and Colfax, Wash. Immediately after this schedule was inaugurated several of the towns along the Spring Valley- Moscow division petitioned for electric railway mail service and Baggage Car used on Spokane & Inland Empire Railway as a result a closed pouch service has just been established be- tween Spring Valley Junction and Moscow, 34.4 miles apart. Spring Valley Junction is about midway between Colfax and Spokane. The Inland Empire system now has on its southern division mail car service covering 76 miles of track and a closed pouch service covering 90.4 miles. It is expected that the pouch service soon will be replaced by a combined railway mail, express and baggage car just rebuilt at Spokane. The Inland Empire system has carried mail on the Couer d'Alene division since the road was opened. During the sum- mer of 1907 the company made a contract to collect and deliver Interior of Spokane Mail Car, Showing Pouch Racks regular United States mail at important points, making two round trips daily between Spokane and Couer d'Alene. The mail car is in charge of a mail clerk. The accompanying illustrations show three views of one of the rebuilt mail and baggage cars used on this road. The cars are fitted with the regular mail equipment required by the United States postal department and are largely the product of the shops of the railway company. A concession is being sought in Paris for the construction of an underground freight railway to connect all of the railroad terminal stations. ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. n. ROLLING STOCK IMPROVEMENTS OF THE CONEY ISLAND & BROOKLYN RAILROAD The Electric Railway Journal of Aug. 14, 1909, contained an extended account of the important economies obtained by the Coney Island & Brooklyn Railroad through the rearrange- ment of its power distribution and the erection of a turbine station. The improvements, however, have not been confined to this department, but have also embraced the . line, track and rolling stock. In this article some particulars will be given of the work which has been done in connection with the cars under President S. W. Huff's administration within the last two years. During the fiscal year 1908-1909 the company rebuilt and re- painted 67 closed cars; the remaining 11 1 closed cars and 216 open cars were thoroughly overhauled for satisfactory opera- tion. The practice of having a canopy switch at one end and a circuit breaker at the other was abandoned, all cars being equipped with double GE circuit breakers and double-fuse boxes. The old stands were replaced by the No. 11 and No. 13 designs of the Electric Service Supplies Company, and the general safety of the cars increased by the installation of double brake chains and Van Dorn & Dutton solid gears for split gears. Careful attention was given to the wiring circuits, and while conduits were installed only in the cars of the DeKalb Avenue division, the canvas hose used elsewhere was re- newed and relocated to better advantage. The controller and resistances were completely disassembled and rebuilt. The on a contract basis. This practice proved unsuccessful, both as regards cost and time, despite the fact that there were plenty of foundries, wood-turning mills and the like in the vicinity. As an instance it may be mentioned that formerly the company paid $26.50 to have a pair of wheels fitted to a 324-in. axle and the gear bored ; to-day the same work is done on a 4-in. axle both at a lower total cost and much quicker delivery. During the overhauling period as many as 15 pairs of wheels were refitted daily. At present, the daily capacity is six pairs, which is ample to cover steady requirements. So far as car woodwork is concerned, the objection to the old practice was that the mills not only charged high prices, but were responsible for vexatious delays when they were too busy to fill promptly the comparatively small orders of the railway company. It was not unusual to have a car tied up for weeks due to the absence of a few moldings. The company also decided to do its own car painting, to make certain that this work would include more than a few coats of varnish spread over uncleaned and unscraped panels. In seeking to establish a repair shop the management was obliged to adopt a part of its principal storage building for that purpose, owing to the lack of funds for an entirely new struc- ture in a central location. The place selected is at Covert and DeKalb Avenues, at the eastern extremity of the system. The building, which was put up only five years ago, is of brick and steel and covers an area of 720 ft. x 150 ft., divided into four through bays by solid brick walls. However, a basement run- ning across the building has been built at the rear to accom- :! $ ial i1 ^— ' — i ; - — *>£■ J "- 1 i: £ i SO' Hi S: * 1 J-^ !! MlLI Room >§ 'k <-JJ /ESr > * '1 _JL_. . Coney Island & Brooklyn Improvements — Plan of Car House as Partially Adapted for Maintenance company has also secured much better results from its stand- ard Westinghouse No. 49 and No. 68 motors by using arma- ture coils made by John A. Roebling's Sons & Company instead of supplying its comparatively small needs by home manu- facture. Besides the motors mentioned, there are 10 new cars operated with GE-90 motors. Only the work cars have four- motor equipments. A more recent change has been the adop- tion of the "Ideal" trolley wheel. The mechanical improve- ments on the cars, aside from the general overhauling and painting, included the substitution of 4-in. diameter axles for the 3%-in. driving axles used with the 33-in. wheels of the maximum traction trucks. It was originally proposed after a car had been rehabilitated in the manner outlined to inspect it every sixth night, irrespec- tive of the mileage made. However, a test record was kept of the runs made by each car, and when it was found that the mileage for the same period varied from 2000 miles to 5000 delay of 10 hours and 21 minutes; in May, 1909, 20,215 cars were operated, with 12 break-downs and 23 minutes' delay; in June, 1909, 20,735 cars were operated, with 10 break-downs and 20 minutes' delay, and in July, 1909, 21,629 cars were oper- ated, with only 17 break-downs and 37 minutes' delay. In undertaking the rehabilitation of the rolling stock the management found itself greatly handicapped by the absence of proper shop buildings and equipment. The policy of the preceding management had been to have as much repair work as possible done by outsiders. Thus wheels and axles were sent to their manufacturer for returning and replacement; all woodwork was done by the local mills, and cars were painted modate a miscellaneous repair shop and storeroom. This por- tion has been arranged by transferring the few old woodwork- ing tools elsewhere and building a lean-to for a steam-heating plant and for the blacksmiths so that the smoke from the forges will not interfere with the work in the general machine and electrical shop. This basement has no direct communication with the car floor, but it has a track entrance from the adjoin- ing storage yard through which tools and supplies can readily be delivered. It would have been very desirable to have had an elevator to the new shop above and some mode of sending supplies quickly to the overhauling and inspection tracks, but these plans were met by strong objections from the fire under- writers and had to be abandoned. As the building has been re- arranged, the first and second bays remain for storage; the third is used for inspection and overhauling, and the fourth is partitioned for a painting room 275 ft. long, and a mill room at the rear 122 ft. long. This arrangement was the best possible considering the great length of the building and the refusal of the fire underwriters to permit the removal of any part of the longitudinal partition walls. The master mechanic's office, is located across the front of the first and second bays, the head- quarters of the local car superintendent having been placed in a separate building on the other side of DeKalb Avenue. Three open-air storage tracks have been provided also to stall the lay- over cars, which formerly entered the car house. The company purchased a considerable number of tools to carry out its program of doing all maintenance at home. The machine shops received a 150-ton Caldwell wheel press, Bement- Niles-Pond borer, Hampden grinder, Columbia axle straight: March 12, 1910.] ELECTRIC RAILWAY JOURNAL. 44i ener, Columbia field winder, a double-spindle bolt machine for making bolts out of scrap, a three-spindle drill press, etc. The latest addition is a Christensen compressor of 150 cu. ft. capac- ity for shop air lines. The mill room equipment, which had comprised only such tools as a cross-cut saw, band saw and rip saw, were reinforced by a Rogers molder, single surfacer and a two-spindle shaper from the American Woodworking Ma- chinery Company. All of the woodworking tools are driven from one 25-hp motor. As the bulk of the heavy overhauling has been completed, more attention is being devoted to equipment records. In con- nection with the shop foreman's daily car report, reproduced, the master mechanic has a board showing, with the aid of detachable numbered tags, the condition of every car on the sys- tem. Mileage records have been started for gears, trolley and TESTIMONY ON DEPRECIATION BEFORE NEBRASKA COMMISSION Prof. Edward W. Bemis, formerly of Cleveland and now Deputy Commissioner of Water Supply, Gas and Electricity of New York City, testified before the Nebraska State Railway Commission in relation to the consolidation of the properties comprising the Lincoln Traction Company. Professor Bemis stated on the subject of depreciation : "The experience of street railways all over the United States the last few years has shown that from 4 cents to 5.5 cents per car-mile are needed for current repairs, which take about one- half of this, and for renewals from time to time of the various parts of the plant itself. The half dozen street railways of Massachusetts, the nearest in size to the Lincoln Traction Com- Coney Island and Brooklyn Railroad Company CAR HOUSE SHOP FOREMAN'S DAILY CAR REPORT Date 190 Car House Cars As- signed Sched- ule Cars Avail- able Cause op Disablement Cars at DeK Shop Cars Sent to DeK Shops Cars Rec'v'd From DeK Shops Crip- ples Turned In Crip- ples Found O. K. Cars in' v' Coney Island No. Cars Dis- abled Col- lisions Con- troller Troub- les Flat Wheels Motor Trouble Other Trouble Telephone to Master Mechanic's Office Weather .190 Mas Mechanic Daily Report on Disabled Cars made up by the Master Mechanic. Coney Island and Brooklyn Railroad Company OIL AND GREASE REPORT FOR MONTH OF 190 Received Used During On Hand 190 Car House Car Oil Motor Oil Machine Oil Gear Grea;e Motor Grease Car Oil Per M Miles Motor Oil Per M Miles Gear Grease Per M Miles Motor Grease Per M Miles Machine Oil Cars Mileage Mileage per Car Aver. Cost 190 M Miles Aver. Cost 190 M Miles Car Oil Motor Oil Machine Oil Gear Grease Motor Grease DeKalb DeKalb Shop Coney Island and Brooklyn Railroad Co. Axle No Gear No Taken From Put On Wheel No Trouble Date Workman. Coney Island and Brooklyn Railroad Co. Wheels Pressed On Pressed Off Wheel No Axle No Trouble Date Workman Coney Island and Brooklyn Railroad Co. WHEEL SLIP Car No Wheels Putin Size Taken Out Wheel No Axle No Trouble Date Foreman Shop Slips each in. x 7\ in. in size upon which the office card records are based. Coney Island & Brooklyn Improvements — Some Maintenance Forms Used at the Shops car wheels, lubrication and for the new detachable brake shoes. Some of the record blanks used are shown on this page. During the overhauling period time was found to build three wrecking cars, one gondola car and a depot fare-collection car which is also used as a pay car. All of the rolling stock re- habilitation and construction has been done by M. C. Killeen, master mechanic, under the direction of S. W. Huff, president. An American consul in a European city reports that a local municipality will advertise within the next few weeks for bids for the construction of an electric line. Should any firm desire to bid, a letter in German should be addressed to an official named in the report, specifying exactly what work or equip Bjent it is prepared to furnish. The system as planned will cost about $r,ooo,ooo. Copy of the report giving full details and a map of the city indicating the line can lie obtained upon applica- tion to Mo, 4610. the Bureau of Manufactures, Washington. pany, spent 4.14 per car-mile for maintenance during the year covered by the last report of the Massachusetts Railroad Com- mission, Sept. 30, 1907-08. The track only has a life of 12 to 18 years, cars and other equipment from 15 to 20 years, the power plant and boilers, aside from buildings, have only 15 to 20 years, and so on with the rest of the plant. Of course, real estate does not depreciate, and good brick buildings have a long life; but they are only a small portion of a street railway plant. A plant with an average of 20 years would have to set aside 3 per cent of its investment annually in a 5 per cent sinking fund to pay out the principal at the end of 20 years. In taking 4 cents per car-mile for maintenance for the Lincoln Traction Company and 3.5 cents for the Citizens', which did not have a power house, a very conservative figure and one below the views of the best street railway experts and the experience of the best managed companies, was taken. One-half cent a car-mile more would probably have been nearer the correct figure for both c( impanies." 442 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. n. RECEIVER DISCHARGED IN CLEVELAND At 1:30 a. m. on March i, 1910, after the last day car had made its trip, Warren Bicknell, receiver of the Municipal Trac- tion Company, relinquished control of the property by order of Judge Tayler, of the United States District Court, and at 4:30 a. m., the time for placing the first day cars in service, the Cleveland Railway took possession, as arranged on Feb. 28, 1910, at conferences between representatives of the company and Judge Tayler. The company was required by Judge Tayler to return to the receiver the $70,000 balance of unexpended funds advanced some time ago under court order and the $500,000 secured on a loan to represent the interest fund. The court then ordered the receiver to pay Henry J. Davies $339,721 and C. W. Stage $344,189. They, as trustees, are to pay claims for supplies furnished and dividends on stock. Of the amount en- trusted to Mr. Davies $150,000 will be paid for salaries, at- torneys' fees and expenses incurred by the Cleveland Railway before the receivership was ended ; the remainder will be paid to the stockholders as a dividend of per cent. Mr. Stage will pay the debts of the Municipal Traction Company, the salaries of officers, the attorneys' fees and the 7^ per cent dividend which the holders of guaranteed stock are to receive. All other funds were turned over by the receiver to the Cleve- land Railway. A statement of the earnings of the Municipal Traction Com- pany during the receivership, with the exception of February, 1910, follows: Gross earnings from operation $7,502,591 Operating expenses: Maintenance 1,501,426 Transportation 2,581,247 General 524,097 Total expenses $4,606,770 Net earnings $2,895,821 Neutral Street Railway rental 13.676 Taxes 373>5i6 Interest rental 567,151 llividend rental 994,231 Total $1,948,574 Surplus 947,247 G. M. Dahl, street railway commissioner, assumed the duties of his office when the Cleveland Railway received its property from the court on March i. He has employed Ernst & Ernst, public accountants, to do the accounting work of his office, with the idea that if independent public accountants do the work no complaint will develop from the company or the city. Mr. Dahl will have offices in the Electric Building, near those of the Cleveland Railway. Problems difficult to solve have arisen since the final steps in the traction settlement were taken in Cleveland. That which is giving the greatest trouble is that of the fare that shall be granted to the people of Collinwood, which entered the city just before the referendum election was held. The county commis- sioners had previously taken action providing for the annexa- tion of the village. If it should be shown that the village was really a portion of the city at the time the Tayler measure was passed the rate of fare in force in Cleveland might be demanded under the ordinance. If Collinwood was not a part of the city when the Tayler ordinance was passed the contract between the village and the company will have to be enforced. This pro- vided for a 5-cent fare from the city of Cleveland to Adams Avenue in Collinwood and 10 cents to Euclid Beach. Years ago the company voluntarily reduced the Euclid Beach fare to 5 cents. Street Railway Commissioner Dahl has rendered an opinion to Mayor Baehr that Section 30 of the Tayler ordinance pro- vides that the company shall not increase the service or re- duce the fare below the requirements of existing suburban con- tracts. This would apply in case the company should be will- ing to operate at 5-cent fare to Collinwood. It has been suggested that the Tayler ordinance be amended to include the territory that is taken into the city, but it is doubtful if the company would accept an amendment of that kind. Another matter that has caused trouble is the continuation of the custom of charging a 5-cent cash fare unless either a ticket or the exact change is tendered. This practice was inaugurated under the management of the Municipal Traction Company and, as no special inducement is offered to lead people to purchase tickets, the company desires to continue the custom of making an extra charge for cash fares. Commissioner Dahl has ren- dered no opinion upon the legal point involved, but has stated that it will be best to continue the old practice in order to avoid delay in boarding cars. People will either have to secure tickets or tender the exact change, if the rule is allowed to stand. Mr. Dahl says that no financial advantage to the com- pany is involved, as the dividends are fixed by the ordinance. At a meeting of the board of directors on March 1, heads of departments were named. With one exception they are all men who left the departments when former-Mayor Johnson took charge of the system, and are as follows : General superinten- dent, George L. Radcliffe; auditor, Thomas Kilfoyle; assistant treasurer, William J. Meade; claim agent, W. F. Weh; cashier Frank Price ; purchasing agent, C. H. Stanley ; master mechanic, T. Scullin; superintendent of power, L. P. Crecelius; engineer of maintenance of way, Charles H. Clark. Mr. Crecelius held his position under the Municipal Traction Company. A resolution was adopted by the board to establish the scale of wages agreed upon shortly before control of the property was acquired by the Municipal Traction Company. This means an advance of 2 cents an hour over the wages the men were receiving. The new scale provides for 23 cents an hour for the first year's service, 25 for the second and 26 for the third. It is said that many of the old men, who left the service when the strike occurred, are being taken back. No radical changes are being made, however. Plans for converting the old cars for pay-as-you-enter opera- tion were discussed at the meeting, but no definite action was taken. The question of securing more cars will be taken up later. No changes have been made yet in the routing of cars and this matter will probably be left for decision after careful study of the subject. GOOD FOR THREE (3) CENTS TOWARD FARE WORDING ON NEW TICKET IN CLEVELAND Street Railway Commissioner Dahl made an inspection trip over the system with the officers early in the week. President Horace E. Andrews and Vice-President John J. Stanley also wanted to inspect the condition of the property. In all probability negotiations will be opened with the Cleve- land Electric Illuminating Company for the surplus power needed by the system, but if it cannot be purchased at least as cheaply as it can be produced in the company's own power houses, additions will be made to the existing plants. The loss through operation at 3-cent fare averages about $2,000 a day. Whether this will continue under different and better conditions is a question that can be answered only by ex- periment. One estimate indicates that a heavy loss will result in the eight months during which the company must operate at this low rate. The average fare at the rate of seven tickets for 25 cents plus 1 cent for a transfer, if that should be installed, has been figured at about 4.02 cents. On the Cleveland Stock Exchange the securities of the com- pany have shown a gradual gain, although an occasional large block of stock is thrown on the market and causes momentary weakening. The stock reached 98^, and remained about 98 most of the time, although it declined to 97^ when offerings were heavy. Mayor Baehr sent a letter to the Cleveland Railway on March 7 ordering that the fare provided in its grant from the village of Collinwood be placed into effect to the section of the city formerly included in that village. This is five cents to Adams avenue and 10 cents beyond that point and to Euclid Beach. Mayor Baehr based his action on the opinion of City Solicitor Baker, who said that under the new grant to the Cleveland Railway the fare provided in the Collinwood grant would have to be charged. March 12, 1910.] ELECTRIC RAILWAY JOURNAL. 443 DISCUSSION ON CHICAGO ELEVATED RAILWAY IMPROVEMENTS Several conferences have been held between officials of the elevated railroads of Chicago and city representatives to formu- late some acceptable plan for improving the elevated service in the business district. As a result of preliminary conferences a committee chosen with the approval of Mayor Busse held executive sessions in the offices of the Board of Supervising Engineers on March 6 and made arrangements for gathering physical, operating and finan- cial data which can be used in determining a feasible plan for through routing or partial through routing of the elevated trains using the Union Elevated Loop. Those who met at the first conference were : Representing the city of Chicago — Bion J. Arnold, chairman ; George Weston, assistant chief engineer Board of Supervising Engineers of Chicago Traction, and R. C. St. John. Representing the elevated roads— South Side, Charles V. Weston, president ; Garrett T. Seeley, general manager and chief engineer; Metropolitan, Britton I. Budd, president; James Walker, chief engineer; Northwestern, Mason B. Starring, president; C. F. Uebelacher, consulting engineer; Chicago & Oak Park, Clarence A. Knight, president ; E. C. Noe, general superintendent. After this committee has agreed upon a definite plan it will be submitted to the city. At one of the informal meetings of the committee a number of concessions which one member thought the roads should ask in return for changing their pres- ent plans of operation and installing through routes were sug- gested, as follows : "Withdrawal by the city from litigation against the loop. "Extension of loop platforms and a tacit validation of the loop's location. "The right to carry mail, express and freight at night. "Permission to bring interurban cars over the loop. "The right and privilege to extend the systems into outlying territory. "Permission to build additional express tracks on the struc- tures. "The right to separate grades where it seems advisable. "A guaranty that the roads will be given trackage through the subway when it is completed." Representatives of the city did not express any opinion con- cerning these concessions. At the meeting on March 6 it was practically agreed that at least two of the stations on the Union Loop should be elimi- nated so that the running time could be reduced during the rush hours, and that the feasibility of running eight-car trains should be determined by an engineering committee comprised of one representative from each road and Messrs. Arnold, Weston and St. John representing the city. It is probable that if two stations on the loop are eliminated those chosen will be at La Salle and Van Buren streets and at Clark and Lake streets. It has been pointed out that these stations greatly increase the congestion of trains at the loop junction points at Van Buren Street and Fifth Avenue and at Lake Street and Fifth Avenue. Among the other engineering problems which were out- lined are : "The feasibility of running South Side trains to Chicago Avenue. "The feasibility of running North Side trains through to Twelfth Street or Twenty-second Street. "The feasibility of running North Side and South Side trains west to Halsted Street. "The feasibility of a system of complete through routing of trains to and from the extreme North, South and West Sides. "Determination of means of turning back trains at terminal in a possible 'zone' system of limited through routing, by turn- ing back on cross-over tracks, loops systems or storage yards." No action was taken regarding the question of transfers and fares in connection with a through-route system. This subject was discussed, however, and officials of the roads promised lo prepare complete data on the present cost of carrying a passen- ger, the average length of haul, and the distance the roads could afford to carry a passenger for 5 cents. It is stated that if through routes with terminals outside the congested district are established, storage yards may be required at the terminal points. Meetings of the committee of engineers were announced for this week. Mr. Arnold agreed to organize and put into the field at once an engineering corps which would obtain detailed data regarding operating and service conditions within the dis- trict bounded by Twelfth Street on the south, Halsted Street on the west and Chicago Avenue on the north. Regarding the meetings of the committee held during the week ending March 5 Mayor Busse is quoted as having said that representatives of the elevated roads had agreed to grant transfers if a feasible plan could be worked out. The North- western and Oak Park roads, it was shown, stood willing to ac- cept through routing, but the other companies favored limiting the through-routed trains to a zone bounded by Eighteenth Street on the south, Division Street or North Avenue on the north, and Center or Halsted streets on the west. They also argued that any through routes that might be established under this plan be limited to six days of the week. The establishment of a "through-route zone," it was pointed out, would not mean necessarily that passengers could not cover the entire length of the two lines. Travelers might be re- quired to change cars and travel to their destinations on trans- fers given at the zone boundary, where the first train on which they rode turned back. Mr. Arnold is quoted as having said that through routing by all the elevated roads is practicable from an operating stand- point and that the only questions are financial considerations, extent of service and fares to be charged. Mr. Arnold did not favor the discussion of transfers at the beginning of the con- ferences because they would give a passenger a longer ride for a single fare and would not relieve congestion on the loop. One suggestion regarding the relief of congestion was that all trains on the loop run in the same direction instead of in op- posite directions as now. Associated with this scheme was the plan to route the Metropolitan trains over the outer tracks and. change the Northwestern trains to the inner tracks. Objection to this was raised by one of the roads using the inner tracks because it has built entrances from the various loop platforms into department stores and would lose the benefit of this traffic. The main question discussed during the week was the prac- ticability of giving through service by separately owned roads operating trains over foreign tracks and passing through the loop district. TRADEMARK OF FT. WAYNE & SPRINGFIELD RAILWAY The Fort Wayne & Springfield Railway, Decatur, Ind., is distributing blotters among shippers and retail dealers in the communities reached by the company. The blotters contain a trade-mark which was origin- ated by F. R. Fink, formerly general passenger and freight agent of the company, and is reproduced herewith. The blot- ter advertises especially the in- terurban freight service. It is headed "Stop! LOOK! Listen!" and calls attention to the follow- ing points : "Let us haul your goods and save you money. "Time is money and we save you time. "We give you express service at freight rates. "Goods received from and delivered to all parts of Indiana and Ohio. "Call us up at any time and we will be glad to give you rates or any other information you may desire." Trademark of Fort Wayne & Springfield Railway. 444 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. u. EFFECT OF FLOODS IN MOHAWK VALLEY Flood conditions in the Mohawk Valley caused interruption of railway traffic for several days during last week. The principal point of difficulty for electric railways was at Herkimer, N. Y., which is on the line of the Utica & Mohawk Valley Railway and is also a terminal of the Otsego & Herki- mer Railroad. The flood, which submerged the streets of the village of Herkimer, resulted from an ice jam which accumu- lated last winter and was not carried off or lessened materially until the warm weather about March i caused a thaw. The ice jam began at a point where the West Canada Creek enters the Mohawk River and extended up the creek north for a distance of approximately two miles. The ice was formed in that posi- tion in the middle of December and with the thaw of Feb. 25 and 26 immense quantities of water that rushed down the West Canada Creek were diverted on account of the ice and used the streets and the bed of the hydraulic canal for a channel. C. Loomis Allen, vice-president and general manager of the Utica & Mohawk Valley Railway, writes that the damage to the property of the company so far as is known now consisted only of damage to field coils and armatures resulting from the fact that cars were operated through 2 and 3 ft. of water on the first day of the flood. The tracks of the company were covered with sand and gravel which was washed down and, on account of the risk of derailment, operation through Herkimer was discontinued temporarily. The road bed was not washed out and no loss resulted from injury to bridges. During the worst of the flood conditions, the New York Central & Hudson River Railroad tracks on the main line at Herkimer were under water and all trains were operated over the West Shore tracks with resultant delays. About one-half mile of the main track of the New York Central road was undermined, but, when the water subsided, the damage was repaired in about eight hours. Accompanying illustrations, showing the water in the streets of Herkimer, which have been received by the courtesy of Mr. Allen, give some indication of the extent of the floods in the locality. Joseph K. Choate, general manager of the Otsego & Herki- mer Railroad, writes that while that road was deluged with water and its track was overflowed at more than a dozen points, and one bridge was under water, the floods that were experienced were nothing like those that existed in the Mo- hawk Valley. By the courtesy of Mr. Choate, two photographs are reproduced showing the snow conditions on the lines of the Otsego & Herkimer Railroad four days before the thaw commenced. These illustrations indicate the conditions with which this company had to contend and some of the sources of the water that did the damage in the Mohawk Valley. One of the illus- trations shows a snow bank 47 ft. high. This is illustrated by comparison of the snow bank with the pole carrying the d.c. transmission wires. It will be observed that an extension, which was 7 ft. in height, was placed on the top of this pole in order to carry the telephone wires with certainty that they would be kept out of the snow. The other illustration shows one of the large rotary plows in action. While these photographs were made in reality to show the snow conditions with which the company had to struggle, Mr. Choate states that they are not exaggerations of the conditions existing on the 60 miles of road operated by the company. W. H. Collins, general manager of the Fonda, Johnstown & Glove -sville Railroad, writes that the only difficulty which that company experienced resulted from the flood in the village of Fonda, where it was impossible to reach the station on account of the high water in the streets. This condition lasted for only a short period. The daily newspapers published accounts of the existence of serious flood conditions at Schenectady and Albany. E. F. Peck, general manager of the Schenectady Railway, states that no bad conditions affecting operation of the property existed in the locality served by that company. Edgar S. Fassett, gen- eral manager of the United Traction Company of Albany, states that while the usual spring freshet interfered with travel to some extent, conditions were not different from those prevailing in previous years. FLOODS IN OHIO Melting snow in Ohio last week caused high water in many localities, and great difficulty was experienced in operation of some of the electric lines. The Lake Shore Electric Railway was unable to use its track through Fremont for a few days, and passengers were taken through the water in cabs from one car to another. Late in the week the Cherry Street bridge at Toledo was damaged by water and ice and the cars could not reach the terminal in the city. Passengers were taken over another bridge in cabs or 'busses. At Zanesville the lines of the Ohio Electric Railway were covered for several days and cars could not be operated. Trouble was experienced at Springfield, Dayton, Defiance, Napoleon and several other points in the State. MEMBERS OF THE CENTRAL ELECTRIC RAILWAY ASSOCIATION A. L. Neereamer, secretary of the Central Electric Railway Association and chairman of the Central Electric Traffic Asso- ciation, has just issued the annual list of members of those or- ganizations. The book contains the following information regarding the Central Electric Railway Association : List of officers and committees ; revised list of members, showing 47 company members with 3604 miles of track ; report of the secretary for the last year; a copy of bulletin No. 5 on "Charges for the Interchange of Equipment," both passenger and freight; and copy of the report of the committee on rules governing annual transportation. For the Central Electric Traffic Association the following information is printed : List of officers and committees for 1910; annual report of the chairman; revised list of members of the 1000-mile interchangeable ticket agreement, which in- cludes 27 companies with 2356 miles of track; rules for uniform method of accounting for traffic association mileage; and an announcement regarding official watermark paper for ticket stock. The following resolution has been adopted : "That an official watermark paper be adopted using the official seal or trademark of the Central Electric Traffic Asso- ciation as a watermark, and that the paper manufacturers be instructed to furnish this paper only to legitimate ticket print- ers (as designated by this association), and further that said ticket printers be instructed not to use this stock when printing tickets for lines not members of this association." ; GARBAGE AND UTILITY CAR FOR CHICAGO The Chicago Railways will receive from the Arthur Koppel Company a garbage and utility car of new design. The car is to be used on the North and West Side lines in Chicago with a view to determining the practicability of removing city garbage over the surface railways. The car is of all-steel construction, 34 ft. long and subdivided into three equal sections, with a total carrying capacity of 20 yd. The sections are so shaped and arranged that one man with a pole can dump a heavily loaded section by a movement entirely mechanical and without the use of air cylinders. The car body will be mounted on two Pull- man No. 150 trucks, which are standard for the Chicago Rail- ways. No motors will be installed. Construction materials will be handled in the car during the day, and at night the garbage will be handled for the city. The subdivision of the car into three sections greatly increases its utility for maintenance work because a different class of material can be handled in each sec- tion. The sections are watertight and wet concrete or garbage will not leak on the pavement. March 12, 1910.] ELECTRIC RAILWAY JOURNAL. 445 Views Showing Snow and Rotary Plow on Otsego & Herkimer Railroad Four Days Before Thaw Commenced — The Snow Bank Illustrated in the Left-Hand View Was 47 Ft. High. 446 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. u. CAST-IRON AND STEEL WHEELS DISCUSSED AT HARTFORD Upon invitation of the Connecticut Company, F. A. Beebe, general superintendent of the Griffin Wheel Company, Chicago, 111., gave an interesting talk on cast-iron and steel wheels on Monday, March 7, at the Hartford shops in the presence of over 50 superintendents, master mechanics and shop foremen. Mr. Beebe's paper was prepared along rather novel lines, as it was composed principally of answers to practical questions sub- mitted to him in advance. These questions had been gathered from the men and arranged in order for Mr. Beebe's replies by A. Blanchard, superintendent of the Hartford shops. Mr. Blanchard also presided at the meeting and explained that the invitation to Mr. Beebe was the result of a desire for further enlightenment on wheels after a discussion which the foremen had had among themselves at a meeting last December. Mr. Beebe's paper and the ensuing discussion follows. CAST-IRON AND STEEL WHEELS 1 will endeavor to answer as best I can the questions submitted with Mr. Blanchard's letter, but before doing so it may be of interest to mention something of the manufacture of cast-iron wheels. The starting point is with the analysis of the iron that makes up the given mixture. Iron in its pure state is not suit- able for manufacturing purposes, and must contain a certain percentage of the following: Silicon, manganese, carbon (graph- itic and combined), phosphorus and sulphur. After the chemist has determined the amount of each element desired in the wheel he selects and weighs the different kinds of iron that, after allowing for oxidation, will give him an iron closely approxi- mating the predetermined analysis. The iron is then placed in the cupola in layers with the fuel, melted and tapped into a large ladle which contains sufficient iron to pour several wheels. Before starting to pour, a test ladle of iron is taken and poured against a cast-iron block, chilled and broken. The chill or the amount of white iron shown is the guide as to whether the iron to be poured will give the necessary chill for the wheels. The regular pouring then begins, the iron being drawn from the large ladle into smaller ladles and delivered to the molders, who pour it into the flasks. The latter contain a ring of metal which conforms to the shape of the tread and throat side of flange. This ring, known to wheel-makers as a chiller, has a very im- portant function in wheel-making in that it prevents the com- bined carbon in the iron from returning to the graphitic state, thus producing the extremely hard wearing surface found on cast-iron wheels. After it is cooled in the mold a sufficient length of time, the wheel is removed and sent to the annealing pits, where it is placed in a pit with several others. The pit is then covered and left to cool for four days. After the annealing process is finished the wheels are re- moved and passed through a sand-blast cleaning machine, which removes the sand. It is further left to cool and on the following day it is chipped and inspected for surface defects. Representative wheels are then selected and tested to destruc- tion in a drop-testing machine. The structure of the iron and the depth of the chill is examined, and if satisfactory, the wheels are passed for shipment. The entire process consumes approximately six days, and that is the reason you cannot order a wheel to-day and get it to-morrow. We will now consider the questions in their order : What causes thin flanges on steel or cast-iron wheels? The causes of wheel flanges wearing thin are many, and may be due to one of the following, or to a combination of two or more of them : (a) Wheels improperly mated as to diameters. (b) Improperly mounted as to gage. (c) Improperly put on axles; that is, the distance from end of journal to gage line on one end of axle being greater than the other. ( Pystem, the company felt obliged to refuse to grant any more transfer points than were absolutely necessary. The company was doing all it could to meet the situation by running extra cars direct to the educational institutions concerned, and by giving extra service between the Boston Opera House and the suburbs. The time for final com- mittee reports expired on March 9, but by concurrent vote the time may be extended a month on measures which have still to be discussed and reported. The committee on street railways has so far reported its conclusions upon only one bill, an unimportant measure concerning the Mt. Sugar Loaf reservation. The committee heard the bill recently to prohibit persons from riding on the running boards of open cars. C. S. Sergeant, vice-president of the Boston Elevated Railway, said it would be .impossible to observe the provisions of the measure. The committee on metropolitan affairs has had the various Boston electrification bills referred to it by request of the committee on railroads. The former committee brought in a resolve recently that the railroad corporations operating within the metropolitan district of Boston be requested to prosecute studies with reference to electrifying their pass- enger and freight service within the district, and to report the results of their studies before Sept. 1, 1910, to the joint board on public improvements for the district created by the Acts of 1909, Chap. 113. At a hearing on the bill to pro- vide for a better connection between the North and South Stations at Boston on March 7, T. E. Byrnes, vice-president of the New York, New Haven & Hartford Railroad, stated that the company desired to build a tunnel for electrified service between the two terminals, and that the suburban lines could be electrified at the same time. The tunnel construction would require about three years and cost $16,- 000,000. Mr. Byrnes recommended that a four-track tunnel be built, and stated that if the public authorities are to handle the construction, the company would prefer to have the State rather than the city of Boston do the work. Ohio. — Although the Woods bill, providing for a public utilities commission, was reported upon favorably by the railroad committee of the House on March 1, indications point to the defeat of the measure in its present form, at least. The passage of the Langdon bill, which creates a State tax commission and extends the provision of the Nicholas law to steam and electric railways, is reported to depend upon the opinion of the Attorney-General regard- ing the constitutionality of the Cole excise law, which im- poses a tax of 2 per cent on the gross earnings of corpo- rations. The Winters bill, which extends the authority of the State Railroad Commission, has not made much prog- ress. A bill has been introduced to require gates at all places where steam and electric railways cross at grade. This would mean the employment of watchmen at all crossings. The Mather bill, which would give electric railways the right of eminent domain outside of municipalities, was passed by the Senate on March 1. A bill introduced by Senator Matthews of Cleveland provides that a franchise for a street railway shall not be operative after a petition for a referendum is signed by 15 per cent of the electors until a vote is taken upon the question. The purpose of this bill is to remove the doubtful point in the Schmidt referendum law. 464 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 11. Financial and Corporate New York Stock and Money Market Quarterly Earnings of New York City Companies March 8, 1910. Wall Street seems to have recovered, in a measure, from its uneasiness and to have lost its dread of adverse legisla- tion. There was a steady advance during the week on fairly active trading, with considerable evidence of outside buying. To-day there were signs of profit taking, but not enough to cause noticeable price recessions. Traction shares have been active and Interborough and Brooklyn Rapid Transit have advanced. Third Avenue in only traded in speculatively, the price being about 8. The money market continues to be easy with quotations at former rates. Quotations made to-day were: Call, 2% to 3 per cent; 90 days, 2>V\ per cent. Other Markets The labor troubles in Philadelphia are not having the depressing effect upon traction shares that was anticipated. Rapid Transit has declined 2 points during the week, but Union Traction has held its own. In the Boston market there has been some trading in Boston Elevated and in the shares of the Massachusetts Electric Companies. Prices have advanced only fractionally. In the Chicago market last week a sale was made of three shares of Chicago City Railway Company's stock at 185. This is the first sale of this stock for many months, and is an advance of 5 points over the last sale. Trading in other tractions was unimportant. There have been no trades recorded in traction stocks in the Baltimore market during the past week. Sales of the bonds of the United Railways Company continue liberal at former prices. Quotations of various traction securities as compared with last week follow: Mar. 1. Mar. 8. American Railways Company a47 a4s}4 Aurora, Elgin & Chicago Railroad (common) as9 357 Aurora, Elgin & Chicago Railroad (preferred) agiVa ag^Vx Boston Elevated Railway 130^2 130%. Boston & Suburban Electric Companies ai6lA ai6}4 Boston & Suburban Electric Companies (preferred) a75 a76 Boston & Worcester Electric Companies (common) aii ail Boston & Worcester Electnc Companies (preferred) a44 a44 Brooklyn Ripid Transit Company 75^ 77 Brooklyn Rapid Transit Company, 1st pref. conv. 4s 84 84 Capital Traction Company, Washington ai34 ai33lA Chicago City Railway aiao ai95 Ch icago & Oak Park Elevated Railroad (common) * 2 * 2 Chicago & Oak Park Elevated Railroad (preferred) *io *io Chicago Railways, ptcptg., ctf 1 aio6 aio6 Chicago Railways, ptcptg., ctf. 2 a34 a33 Chicago Railways, ptcptg., ctf. 3 ai8 ai8 Chicago Railways, ptcptg., ctf. 4s ag'A agVs Cleveland Railways *gizA *gil/2 Consolidated Traction of New Jersey a76l/i ay6l/i Consolidated Traction of New Tersey," 5 per cent bonds. . .aios lA aiosYi Detroit United Railway +62 *6z General Electric Company 155^4 157 Georgia Railway & Electric Company (common) ai07 aioyYi Georgia Railway & Electric Company (preferred) a88 a88 Interborough-Metropolitan Company (common) 23^ 23MS Interborough-Metropolitan Company (preferred) 55^ 58^ Interborough-Metropolitan Company U'/js) 87?! 82% Kansas City Railway & Light Company (common) a3o a3o Kansas City Railway & Light Company (preferred) a6g'A ayi Manhattan Railway 137 139 Massachusetts Electric Companies (common) ai8J4 ai8r/2 Massachusetts Electric Companies (preferred) a83 a84I/4 Metropolitan West Side, Chicago (common) ai6^ ai6 Metropolitan West Side, Chicago (preferred) 853 ass Metropolitan Street Railway 16 15 Milwaukee Electric Railway & Light (preferred) *no *no North American Company 80 81 V\ Northwestern Elevated Railroad (common) ai7 ai7 Northwestern Elevated Railroad (preferred) a7o a7o Philadelphia Company, Pittsburg (common) asi?4 a$\l/i Philadelphia Company, Pittsburg (preferred) a45 a^l/2 Philadelphia Rapid Transit Company az\Y% a2zYs, Philadelphia Traction Company a8g *8g Public Service Corporation, 5 per cent col. notes * 100 5-6 *ioo1A Public Service Corporation, ctfs aios aios Seattle Electric Company (common) ans54 ans Seattle Electric Company (preferred) 105 aio6 South Side Elevated Railroad (Chicago) a54 a54 Third Avenue Railroad. New York 814 Toledo Railways & Light Company 11 54 Twin City Rapid Transit. Minneapolis (common) *ii3?4 t'4 Union Traction Company, Philadelphia asoJ4 a5oK United Rys. & Electric Company, Baltimore 314 *I4 United Rvs. Inv. Co. (common) *37 *37 United Rvs. Inv. Co. (preferred) 67 *6j Washington Ry. & Electric Company (common) a37^i 38 Washington Ry. & Electric Company (preferred) ago a§95^ West End Street Railway, Boston (common) a95 a95 W est End Street Railway, Boston (preferred) aio6 aios Westinghouse Elec. & Mfg. Company 71 7574 Westinghouse Elec. & Mfg. Company (1st pref.) *i20 125 a Asked. * Last Sale. The New York Public Service Commission, First Dis- trict, has issued a statement comparing the earnings of the New York City railways for the quarters ended Sept. 30, 1908 and 1909. Following are the principal operating fig- ures for several of the large properties: Quarters Ended Sept. 30, 1908 and 1909. Gross Net income Railway Railway revenue, for corp. System or company operating operating railway and leased and year. revenue. expenses, operations. prop. Hudson & Manhattan (a) : 1909 $374,399 $196,096 $178,302 $327,428 1908 128,606 134,239 D 5,632 99,011 Interborough Rapid Transit: Elevated division — 1909 3,469,626 1,445,486 b 2,024,140 1 . g Subway division — 1909 2,826,940 1,086,910 b 1,740,030 ( Both divisions — 1908 5,507,316 2,675,709 2,831,606 2,680,821 Brooklyn Rapid Transit: 1909 5.773.538 3,239,020 2,534,518 2,326,886 1908 5,165,990 3.085,552 2,080,438 1,941,400 Metropolitan Street Railway: 1909 3.743.738 2,391.338 1,352,400 1,052,543 1908 3.609,953 3.343.252 266,701 Z>58,445 Third Avenue Railroad: 1909 2,107,329 1,148,281 959,048 867,734 1908 1,864,955 1,258,997 605,958 538,409 Coney Island and Brooklyn: 1909 482064 265,472 6216,592 b 197.306 1908 485,553 326,976 158,577 146.348 Grand total, all companies: 1909 $19,506,782 $10,235,501 $9,271,281 $8,459,839 1908 17,434,165 11,296,314 6,137,850 5,544,447 N. B. — Deficits and losses are designated by the prefix D. (a) Opera- tion of the lower tunnel (from Jersey City to Cortlandt Street Station), began July 19, 1909; the length of line operated Sept. 30, 1908, was 3.19 miles; on Sept. 30, 1909, 6.44 miles. (b) Amounts shown above are subject to deductions for depreciation of way and structures and efluip- ment which were not charged to operating expenses. Boston & Worcester Street Railway, Boston, Mass. — The Railroad Commission of Massachusetts has approved an issue of 4370 shares of additional stock by the Boston & Worcester Street Railway at $100 a share. The pro- ceeds of 1580 shares are to pay floating debt; the proceeds of 370 shares, land damage; the proceeds of 1400 shares for permanent additions and 1020 shares for working capital. The company has also applied for permission to issue $360,000 of additional 4^ per cent bonds for improvements and to retire floating debt. British Columbia Electric Railway, Vancouver, B. C. — A private underwriting prospectus issued in London re- cently offered holders of preferred and deferred stock of the British Columbia Electric Railway £530,000 of 4V2 per cent perpetual consolidated debenture stock, ranking pari passu from March 31, 1910, with the existing £800,000 of A1/a Per cent perpetual consolidated debenture stock. Chicago (111.) City Railway. — The Chicago City Railway has declared a quarterly dividend of 2l/2 per cent, payable on March 30, 1910, to stock of record on March 4, 1910. This dividend is the first for the fiscal year, and hereafter quarterly declarations will be at the same rate, or 10 per cent annually, without extra disbursements as heretofore. In 1909 four quarterly dividends of 1 J-4 per cent each were declared and 4 per cent extra, making 10 per cent, as com- pared with 9 per cent for 1908. Chicago (111.) Railways. — The report of the Chicago Rail- ways for the year ended lanuary 31, 1910, compares as fol- lows with the report for the year ended lanuary 31, 1909: Gross receipts for 1910, $12,438,052, as compared with $11,- 037,071 for 1909; expenses for 1910, $8,706,637, as compared with $7,725,966; net income for 1910, $3,731,415, as com- pared with $3,311,105 for 1909; interest for 1910, $2,275,718, as compared with $1,739,684 for 1909; surplus for 1910, $1,- 455.697, as compared with $1,571,421; city's 55 per cent for 1910. $800,633, as compared with $864,270 for 1909; com- pany's 45 per cent for 1910, $655,064, as compared with $707,147 for 1909. Fort Wayne & Wabash Valley Traction Company, Fort Wayne, Ind. — The Fort Wayne & Wabash Valley Traction Company has sold to Gavin L. Payne, Indianapolis, Ind., an issue of $100,000 of 5 per cent equipment notes dated March 1, 1910, and due $10,000 semi-annually to March, 1915, inclusive. The Fidelity Trust Company, Philadelphia, Pa., is trustee of the issue. The notes are secured by a first lien on 26 closed city passenger cars, four interurban cars, March i_>, 1910.] KLKCTRIC RAILWAY JOURNAL. 465 which cost $11,000 each; two motor express cars and four double-truck trailers for interurban service. The total cost of the equipment was $135,800, of which $35,800 was paid in cash. Lake Shore Electric Railway, Cleveland, Ohio. — The directors of the Lake Shore Electric Railway have asked the holders of the $3,000,000 of 5 per cent preferred stock of the company to deposit their stock with the Citizens' Savings & Trust Company, Cleveland, Ohio, for exchange for a new issue of $1,000,000 of 6 per cent cumulative pre- ferred stock and $2,000,000 of 5 per cent non-cumulative preferred stock on the basis of one share of the new 6 per cent cumulative stock and two shares of the new 5 per cent non-cumulative stock for three shares of the original 5 per cent preferred stock. The $3,000,000 of 5 per cent preferred stock was issued in two lots of $1,500,000, with a year and a half intervening. About 7.083 per cent more is due in dividends on the first lot than on the later issue. This difference in the accumulation of dividends will be cared for by the payment of 7 per cent in new stock in the proportion of one-third in the 6 per cent cumulative and two-thirds in the 5 per cent preferred, or in the payment of sl4 per cent in cash if that is desired. About 75 per cent of the stock is owned by investors represented by the Everett-Moore in- terests. Meadville & Conneaut Lake Traction Company, Mead- ville, Pa. — The sale of the property of the Meadville & Conneaut Lake Traction Company under foreclosure has been ordered for April 12, 1910. The company controls the Meadville Traction Company and the Meadville, Conneaut Lake & Linesville Railway and operates between Meadville, Harmonsburg and Linesville, a distance of about 30 miles. Menominee & Marinette Light & Traction Company, Menominee, Mich. — The Railroad Commission of Wiscon- sin has authorized the Menominee & Marinette Light & Traction Company to issue $200,000 of 5 per cent bonds of the denomination of $1,000 and $500, dated March 1, 1910, and due March 1, 1925, to provide for the completion of the company's power development and the payment of outstand- ing floating debt. Milwaukee Electric Railway & Light Company, Mil- waukee, Wis. — The Railroad Commission of Wisconsin has authorized the Milwaukee Electric Railway & Light Company to issue $1,000,000 of additional refunding and extension mortgage 4^2 per cent bonds. The proceeds of the issue are to be used for extensions and improvements. This will make $7,728,000 of the issue outstanding. Philadelphia (Pa.) Rapid Transit Company. — The Phila- delphia Rapid Transit Company has arranged with Drexe) & Company, Philadelphia, to purchase at par and interest the $250,000 cf second mortgage 5 per cent bonds due on March 1, 1910, and extend them at 4 per cent till i960 with- out the right of prior redemption. Twenty-eighth & Twenty-ninth Streets Crosstown Rail- road, New York, N. Y. — The property of the Twenty-eighth & Twenty-ninth Streets Crosstown Railroad will be sold under foreclosure on March 23, 1910, by Jos. P. Day, auc- tioneer, at 14 and 16 Vesey Street, New York. The upset price is $50,000. Washington, Baltimore & Annapolis Electric Railway, Washington, D. C. — Judge Morris in the United States Cir- cuit Court at Baltimore on Feb. 28, 1910, signed an order extending the time of the receivers of the Washington, Baltimore & Annapolis Railway 90 days to pay the coupons due on March 1, 1910, on the $1,703,000 of guaranteed 5 per cent bonds of the Baltimore Terminal Company. The Washington (Ind.) Street Railway, operating three miles of line in Washington, suspended service on Feb. 28, 1910, on account of a disagreement with the City Council on the price to be paid for power furnished by the mu- nicipal light plant. The contract for power had expired. The company wanted power at 1% cents per kw, while the members of the Council were opposed to selling power for le ss than 3 cents per kw. Service was restored on March 3. tQio, pending an agreement between the city and the company. Traffic and Transportation Increase in Wages in Roanoke The Roanoke Railway & Electric Company, Roanoke, Va., increased the wages of its conductors and motormen in some instances 2 cents an hour on Feb. 1, 1910. The statement of the company concerning the increase was signed by J. W. Hancock, general manager, and is as follows : "1. The following rates of pay for conductors and mo- tormen will be in effect beginning Feb. 1, 1910: First year, 17 cents per hour; second year, 19 cents per hour; third year, 20 cents per hour; fourth year and thereafter, 21 cents per hour. For work on regular schedule cars on the Salem division, running through to Salem, and on extra cars running through to Salem on which fares are collected, 1 cent per hour in addition to the above schedule will be paid. This will not apply on chartered cars or extra cars to Fairview. "2. Any employee or any number of employees who have a complaint will be given a hearing by the superintendent in accordance with the rules, and in the event that the ac- tion of the superintendent in reference to any complaint is deemed unsatisfactory, it may be referred to the general manager; and should the general manager find a suspended or dismissed employee not guilty of the offence for which he was suspended or dismissed he will be reinstated without deduction from his wages for the time lost by reason of such suspension or dismissal. "3. Conductors and motormen will be provided with badges entitling them to transportation, and a reasonable amount of transportation will be given them for their im- mediate families upon proper request. "4. Crews will be assigned to runs according to length of service, the men who have been longest in the service of the company being given preference, with regular runs as nearly 10 hours as possible, except on Sunday. "5. Crews will be paid from the time they report for work under orders previously given until relieved, and when held on duty for emergency will be paid for the time so held, following the custom heretofore existing, and for not less than one hour unless relieved by request." Order Regarding Service to Lake Park, Milwaukee In the decision by the Railroad Commission of Wisconsin regarding service over the Lake Park line of the Milwaukee Electric Railway & Light Company it is held that no vested rights exist which may be urged by citizens to resist the discontinuance of street railway service on any line when the change would be more beneficial to the general public. The commission says in part: "We do not believe that the testimony would warrant us in ordering such service for 12 months in the year. We think that an improved service from June 1 to September 30, inclusive, of each year, as long as the conditions remain as they are today, will meet the requirements; nor does it appear to us necessary to provide an additional direct line into Lake Park during all the hours of the day during which the street car system is being operated. We think that direct service over the Farwell Avenue line into the park between the hours of 9 a. m. and 9 p. m. will be sufficient to overcome the objections which have been raised in the testimony against the existing service. In other words, it must be inferred from the testimony that at least some of the residents of Prospect Hill believe that as property owners there they have a vested right in a certain part of the line of the street railway and the service furnished over that line. We doubt whether this position is well founded either in ethics or in law. Even a casual examination <>l the entire street railway system of Milwaukee shows quiti conclusively that in many sections of the city inhabitants are obliged to walk greater distances than the residents of Prospect Hill in order to reach a street car line. If we should hold in this respect that the street railway service on Prospect Hill is inadequate we should by the same process of reasoning, he compelled to declare the street railway service furnished to many other secti' ns of tin- 466 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. n. city of Milwaukee inadequate. There may be inadequacy of service in some sections of the city. At the present time we are not discussing that." Bulletin on Courtesy J. F. Roach, chief despatcher of the Oregon Water Power Division of the Portland Railway, Light & Power Com- pany, Portland, Ore., who has been addressing a notice daily to the employees under his jurisdiction concerning some phase of their work issued substantially the following communication to the conductors recently. "You are urged to be as courteous as possible to your passengers and persons asking for information, and you should use your best efforts to show your willingness to do this. Numerous cases could be quoted where a facetious or discourteous answer has been directly responsible for the adverse criticism of the company and its agents by parties seeking information. It is not fair to assume that every one is as fully acquainted with the various phases of operation as you are, and persons who ask what may appear to you a foolish question, generally do so because they are confused at the time and have not stopped to think. In cases of this kind, the conductor, above all persons, should be the one to assist them. He should make allowances for the shortcomings of those with whom he is thrown in contact daily, rather than hold them up to ridicule. Courte- ous attention should be given to cases of this kind and to those who are disposed to cause trouble. No matter how caustic or insinuating a remark may be, the person who utters it generally finds his match in the conductor who is civil. Civility is the best weapon that a conductor can use and it seldom misses the mark. While this is addressed to conductors on account of their coming into very close contact with the public, motormen will do well to follow the advice given." Freight Rights Asked in Evansville. — The Evansville (Ind.) Terminal Railway has applied to the Board of Pub- lic Works of Evansville for permission to carry freight in Evansville. West Penn Railways Resumes Trolley Talk. — The West Penn Railways, Connellsville, Pa., has resumed the publica- tion of Trolley Talk, a four-page circular devoted to the interests of the company. Service on the Oregon Electric Railway. — The Railroad Commission of Oregon has ordered an investigation of the accommodations provided passengers by the Oregon Elec- tric Railway, Portland, Ore. Fender Ordinance Passed in Roanoke. — The Common Council of Roanoke, Va., has adopted an ordinance requir- ing the Roanoke Railway & Electric Company to equip its cars with fenders by May I, 1910. Convention of the Southwestern Electrical & Gas As- sociation.— The sixth annual convention of the South- western Electrical & Gas Association will be held in Beau- mont, Texas, on May 12, 13 and 14, 1910. Pay-as- You-Enter Cars in Cincinnati. — The Cincinnati (Ohio) Traction Company placed three pay-as-you-enter cars, built under license from the Pay-As-You-Enter Car Corporation, New York, N. Y., in operation on its lines on March 1, 1910. Others will follow. Snow Cost in Boston. — Up to March 1, 1910, the snow expense of the Boston (Mass.) Elevated Railway for the winter of 1909-1910 was $170,000, or $145,000 more than the winter of 1908-1909. The snow expense for 1909-1910 is the heaviest since 1904-1905, when the expense was $190,104. Conference with Employees of Connecticut Company. — Representatives of the employes of the Connecticut Com- pany conferred in New Haven on March 3, 1910, with Calvert Townley, vice-president of the company, and J. K. Punderford, general manager, regarding the readjustment of the terms of service. Another conference will be held. Toledo & Chicago Interurban Railway Increases Facili- ties.— The Toledo & Chicago Interurban Railway, Kendall- ville, Ind., is extending its telephone line to the interurban station in Ft. Wayne so that connections may be arranged for through passengers if cars of the initiating line are late. The company has increased its Saturday train service out of Indianapolis. Buffalo & Lake Erie Traction Company Commutation Ticket.— The Buffalo & Lake Erie Traction Company, Buffalo, N. Y., on March 30, 1910, will begin the sale of a 54-trip individual non-transferable ticket at the rate of i cent per mile or fraction thereof per trip. No ticket will be sold for a distance of less than 5 miles. This is a re- duction over the regular rate of one quarter of a cent per mile. Ticket Books in Poughkeepsie. — On March 28, 1910, the Poughkeepsie City & Wappingers Falls Electric Railway, Poughkeepsie, N. Y., will place on sale ticket books con- taining 15 tickets, for $1.00, each ticket good for one fare in either direction between any point within the 5-cent zone of the company and the Fulton Street station of the Central New England Railroad at Poughkeepsie. This is a reduction from the combination of local fares. Freight Service Desired in Montreal. — The Montreal (Que.) Street Railway has asked the City Council of Mon- treal to grant the company a 10-year franchise for the transportation of freight in the city, provided the company pays the city 5 per cent of its gross annual earnings above $100,000 from the operation of the freight service. Freight cars would not be run between 5 p. m. and 7 p. m. The Board of Control has been asked to report to the Council cn the matter. Extension of New York Central Electric Service. — The New York Central & Hudson River Railroad has announced that service with electric trains will be begun over its Harlem division to White Plains on March 14, 1910. An advertisement of the company published in the daily news- papers recently which called attention to this feature of the company's service was reprinted in the Electric Railway Journal of Feb. 19, 1910, page 333. The new service will practically double the mileage served by the electrified lines of the company. Advertising Department Office of Illinois Traction Sys- tem in Peoria. — -The advertising department of the Illinois Traction System, which has been located at Springfield, 111., in the offices of the traffic department, has been moved to Peoria and the routine work consolidated with that of the department of publicity, located in the general offices of the Illinois Traction System and the Western Railways & Light Company. J. H. Ryan will continue his duties as advertising manager under the direction of the department of publicity, which is in charge of Fred G. Buffe. Clubhouse for Subway and Elevated Employees in New York. — The Interborough Rapid Transit Company, New York, N. Y., opened on March 2, 1910, at the Bronx Park terminal of its elevated lines the first of six clubhouses which are being built for the exclusive use of its employees at the terminals of the subway and elevated lines. Each of the houses is being fitted with shower baths, kitchens, billiard and pool tables and a library. Good, wholesome food will be served to the men at cost. The directors of the company set aside $50,000 for building and equipping the clubhouses, and August Belmont, chairman of the board of directors of the company, gave $10,000, which will be used for special furnishings, newspapers and periodicals. Unsanitary Cars Caused by Thoughtless Passengers. — T. F. Grover. general manager of the Terre Haute. Indian- apolis & Eastern Traction Company, Indianapolis. Tnd., has asked the State Board of Health to assist that com- pany in a crusade against unsanitary cars. In a letter to the board Mr. Grover stated that the patrons of the company were largely responsible for the unsightly and unsanitary condition of many cars and assured the board that the com- pany would be glad to accept any recommendation that would tend to improve these conditions. Secretary Hurty of the board thought Mr. Grover's attitude a commendable one. According to Mr. Hurty the board will take the mat- ter up with railways with a view to adopting measures to restrain passengers from abusing the privileges which they now enjoy. Interchangeable Coupon Ticket Books on the Buffalo, Lockport & Rochester Railway. — On February 22, 1910, the March 19, 1910.] ELECTRIC RAILWAY JOURNAL. Buffalo, Lockport & Rochester Railway, Rochester, N. Y., with the approval of the Public Service Commission of the Second District of New York, placed on sale at $10 each interchangeable coupon ticket books containing transpor- tation of a face value of $12, good for the passage of the purchaser and family for one year from the date of sale between all local stations on the Buffalo, Lockport & Rochester Railway and over the lines of other electric railways as specified in the tariff. Local mileage books are to be sold at the following prices: for books of 300 miles, not heretofore sold, $5; for books of 500 miles, $8.33, a re- duction of $1.66; for books of 1000 miles, $16.66, a reduction of $3.34. Near Car-Stop Rule in Chicago. — The railway and police officials in Chicago are reported to have decided on a traffic zone bounded by Halstcd Street on the west, Chicago Avenue on the north, Lake Michigan on the east and Twelfth Street on the south inside of which, beginning on April 1, 1910, street cars will stop on the near side of the street. On corners where cars pass around curves, however, they will be permitted to stop at the far end of the curve at the request of the railway officials. It is ex- pected that the near-crossing rule will aid in relieving con- gestion in the business district, as the cars will be required to make only one stop at street intersections. Preliminary arrangements for this change in operation were made in December, 1909, but the date of inaugurating the plan was postponed until April 1, 1910, so as to avoid the holiday congestion and any inconvenience which snow-covered streets might cause. New Folders of the Terre Haute, Indianapolis & Eastern Traction Company. — Two folders of similar typographical design have just been issued by the Terre Haute, Indian- apolis & Eastern Traction Company. One contains a list of 300 towns and cities in Indiana, Ohio and Illinois, be- tween which express service is offered at freight rates. The freight pamphlet contains a map of the system and an excellent illustration of a large express car. The pas- senger pamphlet contains an alphabetically arranged list of 425 passenger stations in Ohio, Indiana and Illinois reached by the railway; an illustration of one of the 62-ft. limited passenger cars; an announcement of special and chartered cars; the connections with intersecting steam railroads and a map of the system. It is stated that pas- sengers can secure through tickets at all principal stations to points reached by electric railways in Indiana, Ohio, Kentucky and Illinois. The Central Electric Traffic As- sociation 1000-mile book, good over interurban railways in Ohio and Indiana which operate more than 2000 miles of line, is accepted by the Terre Haute, Indianapolis & East- ern Traction Company on its limited trains. Service in the New York Subway. — Frank Hedley, vice- president and general manager of the Interborough Rapid Transit Company, submitted a plan for improvement of the express service in the subway which may be substituted for the order issued by the commission on Feb. 18, 1910, and published in the Electric Railway Journal of Feb. 26, 1910, page 356. The plan went into effect on March 8, and will be continued until March 17. The commission has sus- pended its order until that time, when Mr. Hedley's plan will be substituted if it has proved satisfactory. The order required the operation of both express and local trains at maximum capacity during the rush hours, and at two- minute headway during the rest of the day, except after 8:30 at night, when a three-minute headway was to be allowed. The schedule proposed by Mr. Hedley follows: From 7 a. m. to 10 a. m., headway of t min. and 48 sec; from 10 a. m. to 10:30 a. m., headway of 2 min.; from 10:30 a. m. to 2:53 p. m., headway of 21/. min.; from 2:56 p. m. to 3:40 p. m., headway of 2 min.; from 3:40 p. m. to 6:10 p. m., headway of 1 min and 48 sec; from (1:10 p. m. to 6:40 p. m., headway of 2 min.; from 6:40 p. in. in 12 o'clock midnight, headway of 3 min. I'etwecn the hours of 10:30 a. in. and 2:56 p. in., under the 2^2-min. headway, (lie com- pany proposes to run eight-car trains on the Lenox Avenue branch and five or six-car trains on the I'roadway branch. The schedule of the local trains of the company will not be changed until a thorough trial has been had under the new plan which has gone into effect on the express lines ol 1 he company. Personal Mention Mr. S. P. Bradshaw, master mechanic of the Berkshire Street Railway, Pittsfield, Mass., has also been appointed master mechanic of the Pittsfield Electric Street Railway. Mr. Alexander Shaw, one of the superintendents of the Berkshire Street Railway, Pittsfield, Mass., has also been appointed superintendent of the Pittsfield Electric Street Railway. Mr. J. C. Elberson, formerly chief engineer of the Phila- delphia & Western Railway, Philadelphia, Pa., has become connected with the sales department of the Electric Storage Battery Company, Philadelphia, Pa. Mr. H. S. Kneedler, who for five years was in charge of the publicity department of the Pacific Electric Railway, Los Angeles, Cal., has been appointed secretary of the Commercial Ch b, of Caldwell, Idaho. Mr. Gustaf Holmgren, formerly chief engineer of the alternating-current department of the All. Svenska Elek- triska Aktiebolaget (Swedish General Electric Company) at Westeros, Sweden, is on a visit to the United States. Mr. J. B. Crawford has resigned as superintendent and purchasing agent of the Winona Interurban Railway, War- saw, Ind. Mr. Crawford will reside in Warsaw for the present, but has not yet announced his plans for the future. Mr. John C. Parker, mechanical and electrical engineer of the Rochester Railway & Light Company, Rochester, N. Y., has been appointed non-resident lecturer on electric power transmission at the University of Michigan, Ann Arbor, Mich. Mr. C. B. Baker, who has been connected with the West- ern Ohio Railway, Lima, Ohio, for some time, has been ap- pointed auditor of the Toledo, Bowling Green & Southern Traction Company, Findlay, Ohio, to fill the vacancy caused by the death of W. I. McClure. Mr. Clyde J. Furlong, for three years car house foreman of the Detroit, Jackson & Chicago Railway at Ypsilanti, Mich., has been appointed division superintendent of the Detroit (Mich.) United Railways, with headquarters at Flint, to succeed Mr. George Ferguson, resigned. Mr. Waldo G. Paine, second vice president and traffic manager of the Spokane & Inland Empire Railroad, Spo- kane, Wash., has been elected president of the Spokane Transportation Club, recently organized by representatives of steam and electric railways doing business in Spokane to promote sociability among the officials of the companies. Mr. D. Van Dermei, who has been employed with the Illinois Traction System, Peoria, 111., as superintendent of overhead lines for the last six years, has resigned from the company to become superintendent of the electrical department of the Muskogee Gas & Electric Company, Muskogee, Okla. Mr. Van Dermei was formerly connected with the Kalamazoo Valley Electric Company. Mr. C. Nelson Ryan, who has been assistant secretary and assistant treasurer of the Eastern Pennsylvania Rail- ways, Pottsville, Pa., for two years, has accepted the posi- tion of auditor of the Albany & Southern Railroad, with headquarters at Albany, N. Y. Prior to his connection with the Eastern Pennsylvania Railways Mr. Ryan was traveling auditor for J. G. White & Company, Inc., of New York, N. Y. His associates at Pottsville presented him a hand- somely engraved gold watch as a token of their esteem. Mr. Thomas A. Leach, whose appointment as superinten- dent of employment and inspection of the Worcester (Mass.) Consolidated Street Railway was announced in the Electric Railway Journal of Feb. 19, 1910, began his rail- way career as a switchboy on the Metropolitan Street Rail- way in Boston in 1869. He subsequently became a starter, and in 1881 and 1882 served as inspector. From 1884 to (887 Mr. I. each was connected with the South Boston Railway and the Highland Railway. In July, 1887, he be- came connected with the street railways in Worcester under Mr. J. N. Akarman, superintendent. He was subsequently appointed inspector of the Worcester Consolidated Street Railway and, when Mr. R. T. Laffin was general manager of the company, he was appointed superintendent of Divi- sion 1 of the company. 468 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. n. Mr. H. B. Kamschulte has resigned as engineer of way of the Milwaukee Electric Railway & Light Company, Milwau- kee, Wis., to become associated with Mr. G. Pickhardt in the Kamschulte-Pickhardt Engineering & Construction Com- pany, Milwaukee, Wis. Mr. Kamschulte was connected with the Milwaukee Electric Railway & Light Company more than 10 years, and located all the lines of the company. Mr. Pickhardt was also connected with the Milwaukee Electric Railway & Light Company, and assisted in building the Milwaukee Western Electric Railway, now under construction from Beaver Dam to Milwaukee, and also helped to electrify and extend the Salt Lake & Ogden Railway. Mr. Kamschulte is president of the Kamschulte-Pickhardt Engineering &^ Construction Company, and Mr. Pickhardt is secretary-treasurer of the company. Mr. C. Ernest Calder, chief clerk of the Eastern Pennsyl- vania Railways, Pottsville, Pa., for the last two years, has been elected assistant secretary and treasurer of the com- pany to fill the vacancy created by the resignation of Mr. C. N. Ryan, who has accepted the position of auditor of the Albany Southern Railroad, Hudson, N. Y. Mr. Calder's railway experience covers a period of more than eight years. In 1902 he was employed in the construction department of the Choctaw, Oklahoma & Gulf Railway, with headquarters at Little Rock, Ark. He resigned this position to become revision clerk with the Cincinnati, Hamilton & Dayton Railroad and the Pere Marquette Railway at Cincinnati, Ohio. After serving in that capacity for two years he re- signed to accept the position of assistant cashier for the J. G. White Construction Company, which had charge of the extensive construction work for the Tri-City Railway & Light Company, Davenport, la. In 1906 he was appointed cost analysis engineer by the J. G. White Construction Company, and in 1907 resigned to accept the position of chief clerk of the Eastern Pennsylvania Railways. Mr. Calder was instrumental in introducing many new and im- portant features in the accounting department of the com- pany, and in recognition of his valuable services was elected assistant secretary and treasurer. Mr. George L. Radcliffe, whose appointment as superin- tendent of the Cleveland (Ohio) Railway to succeed Mr. W. T. Cook was announced in the Electric Railway Jour- nal of March 5, 1910, has been superintendent of the Schenectady (N. Y. ) Rail- way since July 18, 1908. Mr. Radcliffe, however, for many years was general su- perintendent of the Cleve- land (Ohio) Electric Rail- way, and accepted the appointment to the Sche- nectady Railway following the turning over of the management of the lines in Cleveland to the Municipal Traction Company. Mr. Radcliffe first served as a clerk under Mr. J. J. Stan- ley with the Broadway & Newburg Railway, in Cleve- land. He was advanced gradually in the service and G. L. Radcliffe finally became superinten- dent of the Cleveland Electric Railway. When Mr. H. A. Everett and his associates secured control of the company, Mr. Radcliffe became connected with one of the companies which now is part of the Utica & Mohawk Valley Railway and remained in Utica for three years. Following the em- barassment of the Everett-Moore syndicate and the taking over of the Cleveland Electric Railway by Mr. Horace E. Andrews and Mr. J. J. Stanley, Mr. Radcliffe returned to the company as superintendent. After the consolidation of the Cleveland City Railway and the Cleveland Electric Rail- way, Mr. Radcliffe became general superintendent of the consolidated system, controlling all the lines in the city. Mr. E. B. Kirk has resigned as general manager and pur- chasing agent of the Atlantic Shore Line Railway, Kenne- bunkport, Maine, and sailed for London, Eng., on the Kaiser Wilhelm der Grosse on March 8, 1910, to become con- nected with the operating department of J. G. White & Com- pany, Inc., in charge of their railway and electric light properties at Para and Manaos, Brazil. Mr. Kirk was born in Chicago, 111., on Aug. 29, 1874, and was graduated from Purdee University, Lafayette, 111., in 1897 with the degree of electrical engineer. In July, 1897, he took charge of a small lighting station at the State Hospital,. Jacksonville 111., and in July, 1898, he entered the service of the Jack- sonville (111.) Railway as working foreman in the repair shop. In January, 1899, Mr. Kirk was made superintend- ent of the Jacksonville Railway. He next entered the com- mercial field as engineer of tests of the Milwaukee Electric Company, but in October, 1903, he became electrical engi- neer and master mechanic of the Grand Rapids, Grand Haven & Muskegon Railway, Grand Rapids, Mich., in charge of the power house, substations and repair shops. In December, 1904, Mr. Kirk was appointed vice-president and general manager of the Winnebago Traction Company, Oshkosh, Wis. In July, 1907, Mr. Kirk was appointed gen- eral manager of the Sterling, Dixon & Eastern Railway and the Lee County Light Company. He remained with these companies until March, 1908, when he accepted the posi- tion of general manager of the Atlantic Shore Line Railway, operating 95 miles of electric railway in Southern Maine. OBITUARY Allen P. Scovill, for 40 years connected with the Alton, Granite & St. Louis Traction Company, and the East St. Louis & Suburban Railway, East St. Louis, 111., is dead. For the last 10 years Mr. Scovill had charge of the con- struction and reconstruction work on the company's lines. Albert Stetson, who with James N. Stetson, his cousin, controlled the California Street Cable Railroad, San Fran- cisco, Cal., is dead. Mr. Stetson was born in Kingston, Mass., in 1834, and was graduated from Harvard. Among his associates were Ralph Waldo Emerson, Oliver Wendell Holmes and Horace Mann. Lazarus F. Minzesheimer, attorney for the Chicago (111.) City Railway, died on March 2, 1910, following an operation for the removal of a tumor. Mr. Minzesheimer was born in New York in 1861. Early in his career he was connected with Judge Julius S. Grinnell, and in 1887, was associated with Mr. Lazarus Silverman in the banking business. Dur- ing the negotiations for the rehabilitation franchises for the street railways in Chicago in 1907 Mr. Minzesheimer took an important part in the deliberations before the local trans- portation committee of the Chicago City Council and is credited with having made many suggestions which led to the completion of the final franchises. NEW PUBLICATIONS Kalender fur Betriebsbeamte Elektrischer Bahnen (The Electric Railway Operator's Annual). By Arthur Ertel. Published in Hanover, Germany, by Dr. Max Jiinecke; 168 pages; illustrated. Price in paper covers 4.20 marks ($1.05), and in cloth, 5 marks ($1.20). Engineering annuals are very popular in Germany, but this appears to be the only one prepared for railway man- agers. The idea of the author is to give illustrated descrip- tions of the principal apparatus in each department, to- gether with digests of operating rules, legal regulations, transportation methods, etc., and a diary to cover entries for one year. The book is revised annually. In general, the text is very readable although rather elementary from the standpoint of the experienced operator. Metal Statistics for 1910. New York: The American Metal Market Company. Cloth, 175 pages. This is the third annual edition of this work, which is a compilation of reliable statistics relating to the production, consumption and price movements of iron and steel, cop- per, tin, spelter, lead, antimony and other metals. The iron and steel statistics cover 50 pages, and give a wide range of useful information concerning iron ore, pig iron and also the various finished steel products. Owing to the special interest that has been taken in the copper market during the past year, the section devoted to copper statistics has been considerably enlarged, and in it are presented all the more important facts relating to this metal. The tables are so arranged that comparisons can be made over a period of 25 years. The other metals are treated with space com- mensurate with their importance, and several diagrams of price fluctuations are given. March 12, 1910.J ELECTRIC RAILWAY JOURNAL. 469 Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *Illinois Oil & Coal Belt Railway, McLeansboro, 111. — Incorporated in Illinois to build a 190-mile electric railway to connect Terre Haute, Ind., Robinson, Olney, Fairfield, McLeansboro and Cairo, 111. Capital stock, $1,000,000. Headquarters, McLeansboro. Officers: J. R. Campbell, McLeansboro, president; Joseph W. Crowley, Robinson, vice-president; Isaac H. Webb, McLeansboro, secretary; J. H. Lane, McLeansboro, treasurer; Allen G. Russell, Chicago, chief engineer. *Springfield (111.) Traction Company. — Incorporated in Illinois to build an electric railway from Springfield to Van- dalia via Pawnee, Harvel and Hillsboro. Capital stock, $10,000. Headquarters: 402 Booth Building, Springfield. Incorporators: C. E. Hazelett, Rochester, president and gen- eral manager; Ernest H. Helmle, A. M. Fitzgerald, George B. Gillespie and Dixon Grant, Springfield. *Oklahoma-Kansas Railway, Baxter Springs, Kan. — In- corporated in Kansas to build a 23-mile electric railway from Galena, Kan., to Hattonville, Okla., via Baxter Springs. Capital stock, $2,000,000. Incorporators: Dr. Charles M. Jone-s, E. B. Morgan, M. C. Harper and Charles L. Smith. Louisville, Lincoln Farm & Mammoth Cave Traction Company, Glasgow, Ky. — Incorporated in Arizona to build a 50-mile electric railway between Hodgenville and Glas- gow, Ky. Incorporators: L. W. Preston, J. C. Preston, J. A. McDaniel, J. F. Taylor and J. L. Williams. [E. R. J., Jan. 29, '10.] Eastern Oklahoma Traction Company, Muskogee, Okla. — Incorporated in Oklahoma to build an electric railway from Muskogee to Tulsa, 48 miles; a branch to Wagoner, 9 miles; from Wagoner to the Grand River, 10 miles; Tulsa to Sapulpa, 14 miles; Muskogee to Webber's Falls, 23 miles; Muskogee to Checotah, 21 miles; Muskogee to Okmulgee, 39 miles; Okmulgee to Oklahoma City, 87 miles. Total, 251 miles. Capital stock, $100,000. Headquarters, Muskogee. Directors: H. B. Spaulding, R. N. Eggleston, J. W. Mattox, L. B. Kershaw, W. L. Tull, J. B. Furry and Guy Bowman, Muskogee. An auxiliary company, to be known as the Railway Construction Company, was also chartered. Capi- tal stock, $50,000. Headquarters, Muskogee. Directors: R. N. Eggleston, W. R. Robinson, L. R. Kershaw and J. B. Furry, Muskogee, and W. P. Keegan, Tulsa. [E. R. J., Jan. 29, '10.] ♦Montreal Underground & Elevated Railway, Montreal, Que. — Application for a charter has been made by this com- pany to build and operate, by electricity or other motive power, underground and elevated railways through the city and island of Montreal. Capital stock, $20,000,000. A number of Canadian and American capitalists are said to be back of the scheme. This company will absorb the Montreal Street Railway, Montreal Light, Heat & Power Company and the Shawinigan Light & Power Company, all of which are operating in Montreal. T. B. Butler is attorney for the applicants. *Brownwood Southwestern Railway, Brownwood, Tex. — Chartered to- build a 30-mile railway from Brownwood through Brown and Coleman Counties to a point 4 miles north of Colorado River. Capital stock, $30,000. Headquar- ters, Brownwood. Incorporators: R. A. Love, Kansas City, Mo.; H. T. Love, Brooke Smith, B. E. Hurlbert, D. F. John- son, Brownwood; J. C. Kerby, John L. Smith, A. J. Filers. Louis Davis and F. M. Covert, Austin. '■"Fairmont & Pittsburgh Railway, Fairmont, W. Va. — In- corporated in West Virginia to construct an electric railway from Fairmont to Blacksville, Wayncsburg and Pittsburgh; also a line from Fairmont to Mannington, Blacksville, Mor- gantown and along the Mononptahela River back to Fair- mont. Capital stock, $1,000,000. Incorporators: William M. Laws, Jersey City, N. J.; II. F. Smith, J. R. Linn, S. E. Miller, Fairmont, and I F. Beatty, Mannington. FRANCHISES *Los Angeles, Cal. — The City Council granted a franchise to Messrs. Edwards & Willey for $100 to build a street rail- way on Melrose Avenue, Los Angeles. Lewiston, Idaho. — M. A. Means, president of the Lewis- ton Terminal Company, has again applied to the Council for a franchise to operate cars over the tracks which were constructed in Lewiston last year by the company. [E. R. J., Aug. 7, '09.] Bryant, Ind. — The Town Board has granted a franchise to the Fort Wayne & Springfield Railway, Decatur, to build an electric railway in Bryant. This completes the necessary franchises for the proposed railway between Decatur and Portland. Construction work will begin early in the spring. Covington, Ky. — The Covington & Big Bone Traction Company has applied to the Board of Aldermen for a per- petual franchise to build an electric railway in Covington. This is part of a plan to build a 22-mile line from Covington to Big Bone Springs. [E. R. J., Dec. 4, '09.] Saginaw, Mich. — The Common Council has granted a 13-year franchise to the Saginaw Valley Traction Company for the construction of a loop in the downtown district. This franchise expires in 1923 with the rest of the franchises of the company. Fremont, Neb. — The City Council has granted a franchise to the Nebraska Transportation Company, Omaha, to build an electric railway in Fremont. The proposed railway is to connect Fremont and Omaha. The franchise calls for the completion of the line in 1912. C. W. Baker, president. [E. R. J., March 5, '10.] Brooklyn, N. Y. — The Board of Estimate on March 4 voted to grant a franchise to the Manhattan Bridge Three- Cent Line, Brooklyn, to operate cars across the Manhattan Bridge from the terminal of the Long Island Railroad at Flatbush Avenue and Atlantic Avenue, Brooklyn, to the foot of Canal Street, on the North River. John C. Bracken- ridge, vice-president. [E. R. J., Feb. 5, '10.] New York, N. Y. — Application will be made to the Board of Estimate and Apportionment on March 18 by the Inter- borough Rapid Transit Company, the Bronx Traction Com- pany and the Union Railway for franchises to build several extensions in Manhattan and the Bronx. The Interborough Rapid Transit Company plans to build two extensions, one in the Hunt's Point section and the other from Intervale Avenue, on Dougan Street, to Washington Avenue. The Bronx Traction Company plans to build several extensions and the Union Railway will construct a double-track ex- tension from the intersection of Southern Boulevard and Pelham Avenue to the Eastern Boulevard. Columbus, Ohio. — The County Commissioners have granted to the Ohio & Southern Traction Company a 20- year franchise to build a 2^2-mile extension from Hartmann Farm to Shadeville. *Brownsville, Tex. — B. G. Stegman and associates have applied for a 30-year franchise to operate an electric railway over the principal streets in Brownsville. Provo, Utah. — The City Council has granted a 100-year franchise to Jesse Knight to build an electric railway over some of the principal streets in Provo. With the exception of Springville, all franchises have now been secured to build the projected railway through Utah County. [E. R. J.. March 5, 'io.] Morgantown, W. Va. — H. R. Warfield will apply to the County Court on April 4 for a franchise to extend the Sabraton Railway, Morgantown, from its present terminus to the State line near Cheat Haven and there connect with the McKeesport Belt Line Street Railway, thus giving a trolley connection between Morgantown and Pittsburgh. Wellsburg, W. Va. — Application for a franchise will be made on March 16 to the City Council by the Wellsburg. Bethany & Washington Railway, Wellsburg, for the right to extend its electric railway in Wellsburg. Jos. West, general manager. fE. R. J., April 2, '00. 1 TRACK AND ROADWAY Fort Smith & Interurban Railway, Fort Smith, Ark. — This company advises thai o nstruction will soon begin on 47o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. ir. the proposed 25-mile electric railway between Fort Smith, Bonanza, Jenny Lind and Greenwood. George Sengel, Fort Smith, president, and Jerome Sengel, secretary and treas- urer. [E. R. J., Feb. 29, '10.] Pacific Electric Railway, Los Angeles, Cal. — This com- pany has secured the right-of-way for a 6-mile extension of its La Habra line from the present terminus at Pillsbury via Olinda to Riverside. Construction will start at o*-je. Modesto (Cal.) Interurban Railway. — Work b_is been started on this 4-mile railway which will connect Modesto with the main line of the Atchison, Topeka & Santa Fe Railroad. The Modesto Interurban Railway was financed entirely by local capital, and the promoters are now consid- ering the extension of the railway west to Newman and east to Waterford, Oakdale, La Grange and other towns in the eastern part of Stanislaus County. W. A. Cooper, 1370 Franklin Street, Oakland, chief engineer. Southern Pacific Company, San Francisco, Cal. — Press report states that this company will soon extend its Ala- meda electric service to Elmhurst and Melrose over the old right-of-way through Bay Farm Island, joining the mainland in Eden Township and connecting with the main line at either Melrose or Elmhurst. Norwich, Colchester & Hartford Traction Company, Nor- wich, Conn. — It is reported that the directors of this com- pany have decided to start work about April 1 on the pro- posed 40-mile electric railway which will connect Hartford and Norwich. Construction will begin at the Hartford end of the line. Nearly all of the $300,000 has been subscribed. [E. R. J., Jan. 29, 'io.] Fitzgerald & Ocilla Electric Railway & Power Company, Fitzgerald, Ga. — This company has begun work in Fitz- gerald on its 12-mile electric railway between Fitzgerald and Ocilla. C. A. Holtzendorf, Fitzgerald, general man- ager. [E. R. J., May 22, '09.] La Grange, Ga. — C. M. Awtrey, La Grange, confirms the report that he and associates have been granted a street railway franchise in La Grange and states that this ;? only a preliminary step in the plans the promoters have in view. Application will be made for a charter as soon as a com- pany is organized. Chicago, Bloomington & Peoria Railway, Chicago, 111. — It is stated that surveys have been completed and most of the right-of-way purchased by this company for its pro- jected electric railway from Chicago to Bloomington and Peoria. [E. R. J., Jan. 15, '10.] Evansville (Ind.) Railways. — This company is actively interested in a plan to build a combination highway and railroad bridge across the Ohio River at Evansville. If the bridge is built the company will probably construct an elec- tric railway across the bridge to Henderson and Owens- boro, Ky. The present plan is to organize a company to build the bridge in which the county would take 1 per cent cent of the stock and hold preferred stock for its contri- bution. If the county votes against the project, the chances are that the bridge will not be built. Evansville & Eastern Railway, Evansville, Ind. — This company has completed plans for the extension of its elec- tric railway from Rockport to Grandview, a distance of 6 miles. [E. R. J., Sept. 12, '09.] Kokomo, Frankfort & Terre Haute Traction Company, Frankfort, Ind.— Oliver Gard, J. V. Kent, M. B. Thrasher and Albert Alter, of this company, who owned franchises in Frankfort and Kokomo and 80 per cent of the right-of- way for the proposed electric railway between the two cities have sold their interest to Judge Kirkpatrick and J. C. Reynolds, Kokomo, George Marott, Indianapolis, and Messrs. Carter and Hall, Marion. [E. R. J., Feb. 6, '09.] Iowa City, Ottumwa & Southwestern Electric Railway, Iowa City, Iowa. — This company is said to have partly secured funds for building its proposed 74-mile electric railway between Iowa City and Ottumwa via Sharon Cen- ter, Frytown, Amish, Wellman, Keota and Ollie. Surveys have been made and most of the right-of-way has been obtained, Frank Tanner, Iowa City, vice-president and gen- eral manager. [E. R. J., Dec. 18, '09.] Lansing & Northeastern Electric Railway, Lansing, Mich. — This company has awarded the contract for building the proposed 25-mile electric railway from Owosso to Lansing to W. E. Tench & Company, 210 John R. Street, Detroit. Headquarters have been established in Morrice. This new line between Owosso and Lansing will be virtually an ex- tension of the Michigan United Railways, Lansing. [E. R. ]., March 5, '10.] Duluth (Minn.) Street Railway. — This company announces that it plans to make several improvements to its West End lines this year. The Piedmont Avenue extension will be built and Garfield Avenue tracks will be relaid from the viaduct to interstate bridge. Herbert Warren, Duluth, general manager. Kansas City, Lawrence & Topeka Electric Railway, Kansas City, Mo. — This company has obtained an order from the Commissioners of Johnson County for a condemnation of a right-of-way from its present terminus at Shawnee to Zarah, 6 miles west. Work will be started as soon as the weather permits. Montana Rapid Transit Company, Helena, Mont. — Press reports state that this company has been successfully fin- anced and that early in the spring work will be commenced on the 75-mile electric railway between Helena and Butte via Jefferson City, Corbin, Wickes and Amazon. The route will be over the old grade of the Northern Pacific Railroad. Power will be obtained from the United Missouri River Power Company. Jos. K. Toole, president. [E. R. J., June 5, '09- ] Whitefish & Poison Electric Railway, Kalispell, Mont. — This company has completed its surveys for its projected electric railway from Kalispell to Whitefish. [E. R. J., Feb. 19, '10.] Long Island Railroad, Long Island City, N. Y. — This company has secured all property necessary for double- tracking its North Shore division from Winfield Junction to Port Washington. Engineers who have charge of the electrification and double-tracking have finished the pro- files and maps and contracts for grading have been awarded to the John F. Dolan Contracting Company. Isothermal Traction Company, Rutherfordton, N. C. — This company, which proposes to construct a 50-mile electric railway from Rutherfordton to Gastonia, has effected a permanent organization by the election of the following officers: K. S. Finch, president and general manager; John C. Mills, vice-president; J. F. Flack, secretary and treasurer. Other promoters are W. H. Harrill, E. B. Harris, C. F. Geer and Dr. Young. [E. R. J., March 5, '10.] Ohio Electric Railway, Cincinnati, Ohio. — Negotiations are under way for a franchise in Dayton which will make possible the reconstruction of the interurban tracks of the Ohio Electric Railway on South Main Street. This route now serves the factory of the National Cash Register Com- pany, but only with the regular interurban schedule. It is proposed to provide for a 10-minute local service in ad- dition to the interurban cars. The reconstructed tracks also will lead to a flat-iron shaped property on which the Ohio Electric Railway Company soon will build a freight terminal. Ohio & Southern Traction Company, Columbus, Ohio. — This company has filed amended articles of incorporation to permit the building of an electric railway in Franklin County from intersection of Columbus and Chillicothe Pike south 6.82 miles to Lockbourne Road. Dayton & Troy Electric Railway, Dayton, Ohio. — This company, it is said, contemplates extensive improvements on its right-of-way. The work is to include the eliminating of several sharp curves, reballasting of a considerable amount of track and the overhauling of overhead construc- tion. Niagara, St. Catharines & Toronto Railway, St. Cathar- ines, Ont. — This company has obtained the approval of the Railway Commission for the route of its projected electric railway from Welland to Bridgeburg via Port Colborne. Construction has begun between Welland and Port Col- borne. When this line is completed the company will have a through line from Port Dalhousie on Lake Ontario to the Niagara River. Johnstown & Altoona Railway, Johnstown, Pa. — Nego- tiations are in progress whereby this company may effect March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 47i an agreement with the Southern Cambria Railway, Johns- town, to run its cars into Johnstown over the latter com- pany's tracks. Wallace Sherbine, Wilmore, president. [E. R. J., Feb. 19, '10.] New Wilmington & New Castle Railway, New Castle, Pa. — Promoters of this company have been notified that J. G. White & Company, New York, N. Y., will provide $500,000 of the amount necessary to construct and equip this pro- posed electric railway from New Castle to West Middlesex, via New Wilmington, provided the remaining $130,000 will be taken by local capitalists. About $300,000 has been issued in preferred stock, and $300,000 will be issued in bonds. West Perm Railways, Pittsburgh, Pa. — This company is reported to have completed plans for building a 10-mile ex- tension from Greensburg to Latrobe via Jamison. W. E. Moore, Connellsville, general manager. Charleston Consolidated Railway, Gas & Electric Com- pany, Charleston, S. C. — This company advises that it will soon place contracts for building 4 miles of track. P. H. Gadsden, Charleston, president. La Crosse & Winona Traction Company, La Crosse, Wis. — It is stated that this company will expend about $30,000 in double-tracking some sections of its lines in La Crosse. [E. R. J., Dec. 25, '09.] SHOPS AND BUILDINGS Phoenix (Ariz.) Railway. — This company is rebuilding its car house at Phcenix, which was recently destroyed by fire. The new structure will be of the same general type as the old one, but larger and with more modern arrangements. It is to be built of wood and corrugated iron. S. H. Mit- chell, Phcenix, superintendent. [E. R. J., Feb. 19, '10.] Pacific Electric Railway, Los Angeles, Cal. — Plans are now being prepared by this company for the erection of a three-story concrete and steel station to be built on the Oxford property of the company in Los Angeles. [E. R. J., March 1, '10.] North Carolina Public Service Company, Greensboro, N. C. — This company has purchased a tract of land on South Main Street, High Point, on which it expects to build a car house. J. K. Russell, Greensboro, manager. Cincinnati (Ohio) Traction Company. — This company has recently purchased 7 acres of land as an addition to its 5-acre Winton Place. Repair shops and storage houses will be built so that part of the buildings now occupied by the company can be used by the Cincinnati Car Company, which proposes practically to double its facilities. POWER HOUSES AND SUBSTATIONS Brooklyn (N. Y.) Rapid Transit Company. — This com- pany has asked for bids for about 9000-kw equipment in rotaries and transformers for use in its substations. It is probable that the contract for this apparatus will be let before the end of the present month. Toledo Railways & Light Company, Toledo, Ohio. — It is announced that this company has decided to build and equip a new power house at a cost of about $300,000. Chambersburg, Greencastle & Waynesboro Street Rail- way, Waynesboro, Pa. — It is stated that this company is considering plans to double the size of its power plant at Waynesboro, and to build a substation on the mountain similar to the one now in use at Marion. R. D. Sefton, Waynesboro, general manager. Winchester & Washington Railway, Winchester, Va. — This company has awarded a contract to Henry S. Rippcl, 1-7 Clay Street, Baltimore, Md., for the construction of a steam-power plant in Winchester. P. O. Keilholtz, Con- tinental Building, Baltimore, Md., engineer. [E. R. J., Jan. 1, '10.] Chippewa Valley Railway Light & Power Company, Eau Claire, Wis.— This company has ordered from the Allis- Chalmers Company, Milwaukee, the complete hydraulic equipment for its Red Cedar plant, comprising one 3600- hp generator operating under 48-ft. head and placed in a hollow dam of the Ambursen Hydraulic Construction Company's build, with complete hydraulic governor and 170-hp exciter unit, also head' gates, trash racks, etc., for the plant. [E. R. J., Jan. 29, '10.] Manufactures & Supplies ROLLING STOCK Danbury & Bethel Street Railway, Danbury, Conn., is in the market for two cars. Scranton (Pa.) Railway will probably purchase 10 or 20 new cars in the near future. Pittsburgh (Pa.) Railways is reported to be receiving bids on 150 double-truck city cars. Roanoke Railway & Electric Company, Roanoke, Va., is in the market for four interurban cars. Fitchburg & Leominster Street Railway, Fitchburg, Mass., is reported to contemplate the purchase of two cars. Washington Railway & Electric Railway, Washington, D. C., is reported to be in the market for several baggage cars. Public Service Railway, Newark, N. J., has ordered 10 class 70-18 A motor trucks from the Baldwin Locomotive Works. Jersey Central Traction Company, Keyport, N. J., has ordered four double-truck, semi-convertible cars from The J. G. Brill Company. Houghton (Mich.) County Traction Company has pur- chased two cars from the G. C. Kuhlman Car Company through Stone & Webster. Morris County Traction Company, Morristown, N. J., has ordered six large interurban cars from MacGovern, Archer & Company, New York, N. Y. Great Falls (Mont.) Street Railway has ordered two 10- bench, open cars and two 20-ft. closed cars from the Ameri- can Car Company for May 1, 1910, delivery. Rhode Island Company, Providence, R. I., has purchased 31 15-bench, open cars from the Bradley Car Works, Worcester, Mass. Standard type O-50 trucks have been ordered for use under these cars. Athens (Ga.) Electric Railway, reported in the Electric Railway Journal of Dec. 4, 1909, as expecting to be in the market for three or four cars, has ordered six cars. Three of these cars will be built by the American Car Company. Waterloo, Cedar Falls & Northern Railway, Waterloo, la., has ordered five cars to be equipped with Consolidated heaters and to be duplicates of the five cars ordered in June, 1909, from the McGuire-Cummings Manufacturing Company. Puget Sound Electric Railway, Tacoma, Wash., has ordered two cars from the Cincinnati Car Company, Cin- cinnati, Ohio, through Stone & Webster. Mention of this contemplated purchase was made in the Electric Railway Journal of Feb. 26, 1910. Houston (Tex.) Electric Company, reported in the Elec- tric Railway Journal of Feb. 26, 1910, as contemplating the purchase of some cars through the Stone & Webster Engineering Corporation, has placed an order for 15 cars with the American Car Company. Worcester (Mass.) Consolidated Street Railway, noted in the Electric Railway Journal of Jan. 29, 1910, as being in the market for 10 12-bench, open cars, has ordered 15 cars from the Bradley Car Works, Worcester, Mass., to be mounted on Standard type O-50 trucks. Charleston Consolidated Railway, Gas & Electric Com- pany, Charleston, S. C, chronicled in the Electric Railway Journal of Dec. n, 1909, as having ordered four 20-ft. 8-in. cars from The J. G. Brill Company, has also purchased four double-truck cars from the same car builder. Northern Texas Traction Company, Fort Worth, Tex., has ordered 10 cars from the American Car Company through the Stone & Webster Engineering Corporation. That these cars would be bought was mentioned in the Electric Railway Journal of March 5, [910. Hudson & Manhattan Railroad, New York, N. Y., re- cently mentioned in the Electric Railway Journal as having ordered 50 cars from the American Car & Foundry Company, has purchased 50 Baldwin trail trucks, class 66-30-S, and 50 Baldwin motor trucks, class 78-30-S, on which to mount these car bodies. 47^ ELECTRIC RAILWAY JOURNAL [Vol. XXXV. No. u. Whatcom County Railway & Light Company, Belling- ham, Wash., mentioned , in the Electric Railway Journal of Dec. 18, 1909, as receiving bids on three 47-ft. double- truck city cars, has purchased these cars through Stone & Webster from the American Car Company. Standard Motor Truck Company's type O-50 trucks were specified. Buffalo & Lake Erie Traction Company, Buffalo, N. Y., mentioned in the Electric Railway Journal of Feb. 19, 1910, as considering the purchase of five suburban cars, has ordered these cars from the Cincinnati Car Company, Cin- cinnati, Ohio. Hale & Kilburn Manufacturing Company's seats and Baldwin Class 78-22A trucks were specified. Connecticut Company, New Haven, Conn., has ordered 89 cars from the Bradley Car Works, Worcester, Mass., to be mounted on Standard Motor Truck Company's type O-50 trucks, for service as follows: New Haven, 31; Bridgeport, 17; Waterbury, 14; Hartford, eight; Meriden, four; Port Chester, six; New Britain, two; South Norwalk, four; Middletown, three. TRADE NOTES Holland Trolley Supply Company, Cleveland, Ohio, has opened an office in Chicago at 704 Fisher Building. C. J. Albert is the representative of the company for the West. Messrs. Davis, Keyes and Jackson, of the office of Sprague, Keyes and Jackson, consulting engineers, Boston, Mass., recently visited the plant of the Pittsfield (Mass.) Electric Street Railway to investigate the physical condi- tion of the property, and have completed a report with recommendations as to the changes necessary for improv- ing the physical and operating conditions of the property. David Lupton's Sons Company, Philadelphia, Pa., has appointed George P. Heinz & Company, Denver, Col., Western selling agents, with headquarters in Denver, for the territory west of the Missouri River. Messrs. Heinz & Company will handle the sale of David Lupton's Sons Company's specialties, viz.: Lupton steel sash, Lupton rolled steel skylight, Pond operating device and the Pond con- tinuous sash. Whipple Supply Company, New York, N. Y., is pleased with the behavior of the Hedley anti-climber in the Hudson & Manhattan Railroad's tunnels on March r. W. G. Mc- Adoo, president of the railroad, was quoted in the news- papers as stating that these anti-climbers greatly minimized the serious consequences of the accident. This device is the invention of Frank Hedley, vice-president and general manager of the Interborough Rapid Transit Company. Robins Conveying Belt Company, New York, N. Y., will move its main offices to the twenty-sixth and twenty- seventh floors and both towers of the Park Row Building, 13 Park Row, New York, on March 12. These offices were occupied by the company up to two years ago, when the offices were removed to the works at Passaic, N. J., and a branch office opened at 30 Church Street. The offices at Church Street will now be discontinued and combined with the office in the Park Row Building. Pay-Within Car Company, Philadelphia, Pa., reports that it has recently closed a contract with the Public Service Railway, Newark, N. J., for apparatus and license under pay-within patents covering 1250 cars. This covers all of the cars now operated by the Public Service Railway, and includes 103 cars with short platforms, converted for pay- within operation by the removal of bulkheads and installa- tion of manually operated platform doors. Other pre- payment cars operated in Newark and Jersey City are being equipped with folding platform gates, manually operated by patented apparatus furnished under this contract. One hundred new cars are also being constructed under pay- within license by the Cincinnati Car Company for the Public Service Railway, the door-control apparatus being furnished by the Pay-Within Car Company. MacGovern, Archer & Company, New York, N. Y., have disposed of part of the electrical machinery which they took over from the United Railroads of San Francisco recently and which included the equipment of six substations, con- sisting of 25-cycle rotary converters and transformers. In all there were about 36,000 kw, in detail as follows: Five 1500-kw Westinghouse rotaries, 5 1650-kw Westinghouse air blast transformers. 5 1000-kw General Electric rotaries, 5 noo-kw General Electric air blast transformers, 1 750-kw Westinghouse rotary, 1 825-kw Westinghouse air blast transformer, 6 750-kw General Electric rotaries, 5 500-kw General Electric rotaries, 9 185-kw General Electric trans- formers and 3 275-kw General Electric air blast transform- ers. A large portion of this apparatus is said to be entirely new, and some of it had never been installed. The original cost of the equipment was about $300,000, and MacGovern, Archer & Company are able to make immediate deliveries. All of this apparatus was sold because the United Railroads of San Francisco is standardizing its apparatus by changing from 25 cycle to 60 cycle, in order to conform with the new power plants purchased when the Stanislaus River hydro-electric developments were taken over. Among the equipment which MacGovern, Archer & Company have sold are 5 1500-kw rotaries and 5 1650-kw transformers. Buffalo Foundry & Machine Company, Buffalo, N. Y., has placed orders for buildings, equipment, etc., required for its lar^e new machine shop. Several years ago this company took up the manufacture of vacuum drying machinery and all the various appurtenances connected with vacuum dry- ing apparatus, and also absorbed the David Bell Engineer- ing Company, continuing to manufacture the famous Bell steam hammers as one of its specialties. These lines have now grown to such an extent that the company has decided to build a machine shop north of the company's present foundry, on property lying between Scajaquada Creek and the New York Central Belt Line. Approximately $200,000 will be spent at the present time on the machine shop. The building will be of concrete and steel construction, with traveling cranes in the bays and galleries to lift indi- vidual pieces weighing as much as 200 tons. Orders have been placed for exceptionally large machine tool equipment, all the tool equipment having been ordered special so as to obtain the highest production and get an exceptionally large range of work. All the tools will be motor driven, the motors being twice the size ordinarily used on the same machines. The entire plant will be op- erated by Niagara Falls power. The company is about to take up several other lines of manufacture. ADVERTISING LITERATURE Liberty Manufacturing Company, Pittsburgh, Pa., is mail- ing a postal card calling attention to its Cyclone boiler cleaners. Jeffrey Manufacturing Company, Columbus, Ohio, has issued Bulletin No. 35, descriptive of its rubber belt con- veyors. Illustrations are presented which show several types of rubber belt conveyors installed in different parts of the country. The bulletin also contains price lists cover- ing the separate parts of the conveyor. Attention is also called to the company's different types of belt trippers. Fairbanks, Morse & Company, New York, N. Y., have issued Catalog 109B on hydraulic, ball and roller bearing and compound jacks, in which the company's new forged steel hydraulic jacks, their construction and adaptability to various classes of work are described in detail. Many other types of jacks manufactured by the company are fully de- scribed. There are also price lists. The publication is 6 in. x 9 in. and contains 48 pages. Canton Culvert Company, Canton, Ohio, has issued sev- eral booklets known as series "M. R. & C.-3," in which are included its 1910 general catalog of Acme nestable corru- gated metal culverts, a special railway brochure entitled "Acme Culverts for Steam and Electric Railways," a book- let on "No-Co-Ro Metal," also a bulletin and a folder printed in Spanish. The series describes the company's corrugated metal culverts and contains numerous half-tone engravings which show these culverts in use. Gisholt. Machine Company, Madison, Wis., has issued an attractive 64-page catalog entitled "Gisholt Turrett Lathes." It contains detailed descriptions and illustrations of the various types of lathes manufactured by the company, and descriptions of finishing a few different parts. The catalog is profusely illustrated with views of the company's plant, and of machine shops where its apparatus has been installed. An interesting feature of the publication is a series of en- gravings which show the progress made in the past 25 years on the company's lathe. Attention is also called to the company's boring mills and tool grinders. Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, MARCH 19, 1910 No. 12 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGraw, President. Hugh M. Wilson, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office. .. .Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address should be made one week in advance, giving old as well as new addiess. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, ioio, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, MARCH 19, 1910 CONTENTS. The Philadelphia Strike 473 Equipment Standards in the South 473 The Results of an Electric Railway Consolidation 474 Electric Railway Sleeping-Car Service 474 A 10-Cent Fare Legal and Reasonable 475 Sleeping Cars of Radically New Design for the Illinois Traction System 476 Construction Features of Warsaw-Peru Line 481 Letter of W. A. House Regarding Proposed Utilities Commission in Maryland 482 Cleveland Traction Situation 483 Near vs. Far-Side Stopping in Chicago and Other Cities 484 Annual Convention of Maintenance of Way Association 488 Statement of J. F. Calderwood Regarding Coney Island Fare Decision 490 Hearing on Elevated Service in New York 491 The Philadelphia Strike 492 The Auditor's Relation to the Operating Executive 49-' 20,000-kw Turbo Units for Chicago 493 The Accident on the Great Northern 494 Detroit Ordinance 494 Pinlcss Tongue Switch 495 Precision Tools in a Railway Shop 495 Steel Baggage Cars for the Hudson & Manhattan Railroad 19'' Mabco Power Brake 497 Meeting of Central Electric Traffic Association 497 Exhibits of Maintenancc-of-Way Convention at Chicago 498 Employees' Welfare Work in Columbus, Ohio 501 Electric Railway Decisions 502 News of Electric Railways 505 Financial and Corporate 507 Traffic and Transportation 508 Personal Mention 510 Construction News 5'' Manufactures and Supplies 5'3 The Philadelphia Strike The chief developments in the Philadelphia strike during the past week have been the continued failure of the strike leaders to make good their efforts to create a general sympathetic strike within the city, threats on their part of the establish- ment of a State-wide strike in sympathy with the ex-employees of the Philadelphia Rapid Transit Company, a material in- crease in the service given by the company under quieter condi- tions, and the failure of an attempt to end the strike by recon- ciling the diverse opinions of the management of the company and its former employees. A new element was introduced into strike campaigns by a call on all union men to withdraw their deposits from the banks because of the alleged reason that the banking interests were unduly favorable to the Philadelphia Transit Company, but as yet no financial institutions have been reported to be in an embarrassed condition because of this attack. The State-wide strike seems to be an even more des- perate effort to create a diversion from the main issue than even the city sympathetic strike or the futile boycott of financial institutions. Like them, it furnishes a good example of the old adage that those whom the gods wish to destroy they first make mad. Equipment Standards in the Sooth In going over the electrical equipments of a considerablt number of Southern railways, one is rather astonished to find how many of the older 25 hp to 35 hp motors are still in use and giving good service. An investigation of this mat- ter brings to light the fact that the cities in which they are employed have few grades, so that high-powered motors with better qualities of acceleration really are not essential. Again motors of these sizes are usually of ample capacity for the single-truck cars which must be employed in small cities to give a short headway at lowest cost. The Southern railway managers generally are keenly watching the progress in the design of electrical equipment and rolling stock. If they ap- pear backward in adopting the latest types of motors and cars on the market, the reason in most cases is that they do not yet require them or else cannot apply them to their conditions. Thus one large company would like very much to try pre payment cars but believes it cannot do so because the narrow streets and sharp curves over which it operates make it practi- cally impossible to lengthen the car platforms as required to carry out this method of fare collection. The Southern electric railways, however, are giving very close attention to high standards in permanent way construction, as indicated by their extensive use of lie and pole preservation. Again, while their power stations cannot Iwast very large units, there are many which have been successfully employing the steam turbine ever since it was brought before American power users. 474 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. The Results of an Electric Railway Consolidation The physical benefits of the consolidation of adjoining public utility systems are usually not difficult to demonstrate if the new management maintains a progressive policy after the properties are united. The public soon forgets the kind of service rendered by the old and formerly separated organiza- tions, and for this reason it is an excellent policy to keep on file the schedules, photographs of the line, right-of-way, roll- ing stock, power house exteriors and interiors, showing the exact conditions before and after the merger. Such data may be worth their weight in bank notes at some future public hearing before a State commission in some sharply disputed accident suit, or in connection with the securing of new or repeated franchise rights. An illustration of the benefits of a recent electric railway merger is afforded by two systems which up to two years ago had dragged out a comparatively unprofitable existence in ad- jacent territory. One paid no dividends, and the other dis- bursed insignificant returns to its stockholders. The tracks were not laid far enough into the country from each system's center to permit the establishment of through service, or even to allow a passenger to travel from one center to the other by trolley. A progressive electric railway manager and pro- moter saw the possibilities of the region, and about 14 months ago succeeded in uniting the two systems into one organiza- tion, now covering 140 miles of track and serving a popula- tion of 130,000 people. What have been the results? The public has gained by the establishment of through serv- ice and by the institution of a liberal transfer privilege in the urban centers of the system, where practically no transfers obtained under the old conditions. The character of the roll- ing stock has been improved to a large degree. In place of the short and uncomfortable single-truck cars formerly run over the radial lines of each system, double-truck semi-con vertible cars with high-speed motor equipments have been sub- stituted; the track has been relaid in many districts and heavier rails installed ; new lines have been built to tie the different communities together, and a parcels express service set in motion. Under the old conditions the larger of the com- panies had given no transfers and the smaller one but few. The average fare per passenger was 4.95 cents. The establishment of the transfer privilege reduced the average fare per passenger to 4.6 cents. This was a gain to the public, but it cut the revenue of the company by some $27,000, or 1 per cent of its entire capital stock. There was an increase in riding, due to the inauguration of the transfer fa- cilities, amounting to a gain of over 887,000 passengers in a given period, or an increase of 13 per cent. To handle this business the car-mileage had to be increased 9.6 per cent, and the number of paying passengers in the period increased but 6 per cent. The company met the situation by increasing the necessary car-mileage without any increase in car-hours. It ran 152,593 car-miles more under the new conditions with an actual de- crease of 4,532 car-hours, or 2.6 per cent. The saving in labor cost was accomplished by running the cars at higher schedule speeds, covering more miles per day per car, and by rearrang- ing the time-tables to avoid excessive lay-overs at the ends of the lines and at turn-outs. The result to the company was a gratifying increase in net earnings, and on this basis it plans to give the public increased facilities. Electric Railway Sleeping Car Service The first sleeping cars were built for electric railway serv- ice about five years ago, but because of physical obstructions along the proposed route these cars never were operated on the line for which they were constructed. Later these cars were purchased by the Illinois Traction System and for nearly two years they have been operated over a 95-mile division of that road between Springfield and East St. Louis, 111. The practicability of interurban sleeping-car service has been dem- onstrated with these equipments, even though in the light of present car-building and operating methods, the design of the older cars is not now considered entirely satisfactory. But they demonstrated the possibilities of sleeping car traffic for electric lines, and the Illinois Traction System has just had built according to designs of its officials, two new sleeping cars that include many innovations, all intended to increase the comfort and safety of the passengers. The new features com- prise improvements in berth construction as well as a radical step forward in car body design. Elsewhere in this issue the constructional features of the new cars are described in detail. These cars are probably the first large interurban equipments to be built with turtle-back roofs. Viewed from both interior and exterior, although they are without monitor decks, the car bodies present a very good appearance. Certainly it is possible to build a car roof of this form more cheaply and make it stronger than when the upper structure is irregular in shape to permit the installation of deck lights in the customary position. The unbroken carlins spanning from side to side form a strong roof structure which is light in weight and easily protected from the weather. The questions of ventila- tion and illumination have been solved by adding a row of windows in the sides of the car above the gothics of the main windows. Additional ventilation is provided by exhaust hoods on the roof over each of the several compartments. These new cars will no doubt attract attention to the rail- way company operating them. Sleeping car service at this time has a double value. A steady through traffic is obtained because under the conditions under which it is given the service is a great convenience to the traveling public and the rail- road receives considerable advertising because of the novelty. The newly designed cars have easy riding M. C. B. four- wheel trucks and will be operated as trailers in connection with motor cars which will carry both express and passengers and will make fast through runs at night. By this combination of service the sleeping cars may be handled at a relatively lojv cost, for labor and power. The field for sleeping car service on electric lines is usually as distinct from that on steam lines as is the passenger and freight service. The trunk railroads make up their train schedules, as a rule, to accommodate the traffic between the large terminal cities reached, and the times at which the trains arrive at or depart from intermediate points is often most inconvenient. For these shorter runs at night very rapid transit is no advantage. The average passenger would much prefer to travel more slowly if by doing so he can get a good night's rest, rather than to sit up until two .or three o'clock in the morning to wait for his sleeper on a through train, or else be compelled to leave his berth at four or five o'clock in the morning because the train reaches his destination at that time. Here is where the electric line can give him the service which he desires. It can vary the length of its train March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 475 to the demands for accommodations, running but one car if necessary, and it can operate cars directly between cities which it would be impracticable to provide with such a service under steam railroad conditions. The absence of smoke and cinders during a ride at night on the electric line is an advantage which should also appeal strongly to the intending passenger, especially when it is combined with the other comforts, com- pared with a steam railroad sleeper, contained in the cars of the Illinois Traction Company. We look to an extension of sleep- ing car service by electric lines. A I0-Cent Fare Legal and Reasonable After an inquiry extending over a period of two years, with the complete access to the books of the Brooklyn Rapid Transit Company which the law now permits, the New York Public Service Commission, First District, reaches the wise conclusion that "present conditions do not justify a reduction" in the fare of 10 cents charged to Coney Island by the con- stituent companies of this system. While the Commission was divided in its judgment and but three of the five mem- bers voted for dismissal of the complaints, it is plain that the conclusions of the majority were reached as a result of a most searching investigation and a careful consideration of all the facts obtainable respecting the entire business of the system and the Coney Island traffic, supplemented by a physi- cal appraisal by Bion J. Arnold, consulting engineer for the Commission. Unfortunately the majority did not unite in an opinion which makes it possible to show the reasons for the brief conclusion that conditions do not justify a reduction, but the Commis- sioner who presided at the hearings, Mr. McCarroll, filed an able review and discussion of the - evidence, presenting the considerations which made him clearly of the opinion that the complaints should be dismissed. Commissioner Bassett, who voted with the majority, filed a separate opinion, in which he stated that if all existing elements of value other than fran- chise are added to the depreciated value of the property of the Brooklyn Union Elevated System, his belief is that the total figure will be found equal to or greater than that used by Commissioner McCarroll. Commissioner Eustis rendered no opinion in voting for dismissal of the complaints. Commis- sioner Maltbie filed a negative opinion and Commissioner Will- cox, who also voted against the orders, declared himself in favor of dismissing the complaints so far as they affected the lines other than the Brighton Beach line operated by the Brooklyn Union Elevated Railroad. As the orders affected that line, he wished to be recorded against them. In the absence of a decision reviewing the principles upon which the majority agreed in voting to dismiss the com- plaints it may be taken for granted that in the main the con- vincing and vital considerations upon which Commissioners McCarroll and Bassett lay weight, in their individual opinions, are those that determined the finding that the 10-cent rate of fare is legal and reasonable. Early in the consideration of the case the Commission con- cluded that it could not reach a fair determination of the questions involved without a physical valuation of the property. Mr. Arnold's appraisal, reaching a total of $76,000,000, as in- cluded in the opinion of Commissioner McCarroll, was confined in the determination of the case very largely to physical ele- ments. This total is less than that to which Mr. Arnold tes- tified during the hearings and tin- reduction in amount docs not indicate a reduction in appraised values, but simply an attempt to segregate carefully the property directly involved in the Coney Island service. The values used for real estate were the assessed values which, of course, are less than the values for operating purposes. Actual costs to reproduce were compiled with allowances "for reasonable expenses, for con- tractor's profit, surveying, planning and other engineering charges and various incidental items which, although intangible, are essential disbursements in the creation of any property such as a street railroad or elevated railroad." No allowances were made in this valuation for franchise values or for "a con- siderable amount of development expenses." No allowancev are made for depreciation, although Mr. McCarroll refers to the testimony of Mr. Arnold that the properties were in ex- cellent condition and that hence any allowance for depreciation would be the minimum usually made. It appears from the statements of facts and from the discus- sion of Mr. McCarroll that the valuation of the property in this rate case disclosed so strong a position for the company that it was not considered necessary to do more than to make an incomplete appraisal. What the effect might be of a complete appraisal with absolute valuation of the physical elements and fair estimates for the intangible values is an interesting subject for conjecture. Commissioner McCarroll admits that it is evident that the valuations are extremely conservative and that further study of the subject would have the effect of decreasing the per- centages of income realized by the various properties during the fiscal year ended June 30, 1909. That is, it seems to have been accepted by the Commission as perfectly clear in this case that the income from the value of the physical elements alone was not unreasonable. In every enlightened valuation, allow- ances are made for other than purely physical elements. As the Coney Island service affords accommodation during a brief period of hot summer weather and the traffic is therefore of a special character, the Commission evidently tried by every known method, with the figures available, to segregate the revenues and expenses from the other operations of the sys- tem. The opinions indicate that other attempts at analysis will be made. Of course, any complete segregation of the Coney Island business, without regard for the operation of the other parts of the system through the year, would undoubt- edly show a failure of this traffic to meet expenses, charges, taxes and a fair return on the value of the property. A suggestion in the negative opinion of Commissioner Maltbie that financial factors are not the only factors to be considered and that it would be an advantage to the community if dwellers in congested districts could reach the seashore at small expense is, of course, not worthy of consideration in a (|uestion that should be decided solely upon its merits as a business proposition. If charity is to be bestowed for wortln objects, it should be done voluntarily and not by a virtual assessment upon revenues that may be overcharged with proper and necessary expenses. It is commendable that the majority decision should have been based upon the admissible considera- tions that the 10-cent rate of fare is legal and not excessive in this case and that the earning', from the entire business are not unreasonable. It indicates the strung position of the com pany that these conclusions were reached without talcing into account the non-earning years when the properties, undergoing development and improvement, yielded no adequate returns to their security-holders. 476 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. SLEEPING CARS OF RADICALLY NEW DESIGN FOR THE ILLINOIS TRACTION SYSTEM On April 1 the Illinois Traction System will inaugurate a new sleeping-car service between St. Louis and Peoria. This is a run of 172 miles. Two cars for this service have just been delivered from the St. Charles (Mo.) plant of the American Car & Foundry Company. These equipments include a number of innovations in car building, all designed to make sleeping-car service more comfortable and more safe. H. E. Chubbuck, later. Passengers from St. Louis to Peoria will have ample time to reach the electric train after the closing of theaters. The regular Pullman rate of $1.50 a berth will be charged with the exception that the upper berths will be 25 cents less. One colored porter will act as attendant on each car. A third porter will relieve the regular men on every other trip. Each day the cars will be thoroughly cleaned and aired at the termi- nals. Every consistent means will be used to insure the com- fort of the passengers. Hot coffee and rolls will be served each passenger from a portable fireless cooker provided for each Illinois Traction System Sleeper — New Design of Car Body with Turtle-Back Roof general manager, ;ind J. M. Bosenbury, superintendent of motive power and equipment, Illinois Traction System, are joint inventors of many of the novel features. An underlying mo- tive in the design of these cars was to offer a passenger means for passing a more comfortable night while en route over the electric line than could be had on the regulation sleepers of any competitive steam road. As a step in advance the sleeping car of this new design has upper berths into which daylight and air are readily admitted. An outside view is obtainable through two windows at the side of each upper berth. Other novel fea- tures which will appeal to the night traveler are mentioned below. The new type of sleeping car has a turtle-back roof. The excellent appearance of this car should attract the especial attention of those railway men who long have held that the monitor deck was an heritage from horse-car days and of little value under present interurban operating conditions. SLEEPING-CAR SERVICE The present sleeping-rar service of the Illinois Traction System includes two motor-operated sleepers running between Springfield and East St. Louis. This service has given very satisfactory results, even though the cars operate under their own motive power and therefore are more noisy than will be the new trailer sleeping cars. The Springfield-St. Louis service will be continued with the cars now in operation. The schedules for the new cars are as follows : One car will leave Peoria at 11 :3o p. m. daily, arriving at East St. Louis at 6 130 the next morning. Another car will leave East St. Louis at 11:59 daily, arriving at Peoria at 7 a. m. The cars will be open for the reception of passengers at 9 p. m. The leaving time of the sleepers has been arranged so that connection may be made at Peoria with all the evening trains arriving on the steam roads. It is expected that substantial through traffic will be had from the Chicago, Rock Island & Pacific train which reaches Peoria at 10:20 p. m., and serves the cities of Ottawa, La Salle, Peru and Chillicothe, lying north of Peoria. The only other sleeper service between Peoria and St. Louis is over the Chicago & Alton, which has a branch line into Peoria with a train leaving two and one-half hours earlier than the electric sleeper and arriving at St. Louis one-half hour car. No charge will be made for this service. In announcing the schedules of the new sleeping cars especial care has been taken to state plainly that the porters are well paid and the company expects them not to receive tips. CAR-BODY DESIGN Ten upper and 10 lower berths, each 37 in. wide, are provided in each car. At one end of the car are a smoking-room and End View of Sleeping Car toilet facilities for the men, and at the other end are the women's toilet-room, a heater compartment and linen lockers. Reference to the accompanying engravings will show the sub- stantial construction of the car body, the heavy underframing and the appearance of this type of car with its turtle-back roof. The controlling dimensions of the body are as follows : March 19, 1910.] Feet. Inches. Length over buffer plates 54 o Length from buffer pulling face to coupler pulling face 55 9% Length over vestibules 51 4 Width over side sills 9 i?4 Width over siding 9 3 Height between sills and plates 7 3 Height over roof boards 9 4 13/16 Height from rail to bottom sill 3 5 Height over all 12 9 13/16 INTERIOR ARRANGEMENTS The general arrangement of the interior equipment of one of these interesting cars is designed to provide a convenient center passageway from one platform to the other. The men's smoking-room at one end of the car occupies the full width of the car body and is 5 ft. 3 in. long. A door from one corner of this room leads to a toilet-room approximately 4 ft. square, enclosing a Duner flush hopper with wall pull. The fittings in the smoking-room and men's toilet include a two-basin wash- stand with open plumbing and a water cooler, made of nickel- plated white metal, a large mirror, lockers for linen supply and a leather-upholstered seat 5 ft. long with lockers below. The water supply is carried in tanks above a false ceiling at the car sides. These tanks may be filled from the roof or from the bottom of the car. A view of one corner of the men's smoking- room is shown. Two doors lead out of this room, one to the car platform and the other to the sleeping section. All doors swing on hinges. At the opposite end of the car is the women's toilet with similar fittings, occupying a space 6 ft. 3 in. long on one side of the center aisle. At the platform end of this room is a heater compartment about 3 ft. square lined with sheet steel. This compartment occupies part of the platform space and encloses a No. 1 C Peter Smith heater. A supply of coal is carried in a box cellar underneath the car framing. Radiation is effected with two rows of 2-in. pipe on each side of the car. At this end of the car and opposite the women's room are two linen lockers each 2 ft. 6 in. square and extending to the height of the deck rail. A tool locker opening onto the corridor is built above the linen lockers. The car has a single-entrance door at either end with plat- forms about 4 ft. x slA ft- in area. The step openings are protected by Edwards foot-lifting trap doors. The vestibule floors are covered with inlaid linoleum. SLEEPING SECTIONS Ten upper and 10 lower berths are provided in the middle division of the car. These berths all face a center aisle 26 in. wide. All berths are 37 in. wide and the top of the lower berth is 18 in. above the floor. The head room between the lower and upper berths is 36 in. Each pair of sections is set Illinois Traction System Sleeper — M.C.B. Four-Wheel Truck off from its neighbor by a solid mahogany bulkhead pierced by a corridor opening 26 in. wide and 7 ft. high. The cross parti- tions which separate the sleeping sections serve to stiffen the car body and materially provide against accidents to passengers in event of a car overturning. The two end compartments arc each equipped with two Na- 477 tional Sleeping Car Company sections with upper and lower berths. In the daytime these sections are made up into seats similar in appearance to those in a Pullman car. At night the seat cushions slide together in conjunction with two auxiliary cushions stored during the daytime, to form a lower berth with deep springs. The seat backs are hinged at the top and swing upward to form the upper berth. Thus, one of these sections at night has the appearance of a Pullman section. The mattresses and pillows are stored during the daytime in boxes underneath the seat cushions. The National seats are up- Illinois Traction System Sleeper — View in Smoking Room holstered in green frieze plush and the mattresses and pillow have a green wool covering. NEW TYPE BERTHS The three compartments in the middle of the car are each equipped with two upper and two lower berths of the new design credited to Messrs. Chubbuck and Bosenbury. The con- struction is such that the berths can be swung and locked to the sides of the car. It is not intended that passengers shall be seated in these compartments except just before retiring and after arising. The two berths in each section occupy the full length of 6 ft. 5 in. between the cross partitions of the car. Each berth is hinged to the side framing of the car and its weight is balanced so that it may be folded up against the windows. The individual berths are removable so that they can be carried outside of the car for thorough cleaning and airing. The lower berth has removable spring frames and each berth is provided with two feather pillows, two Pullman blankets and duplicate sets of sheets and pillow cases. Some of the advantages that this new type of berth is said to have, as compared with Pullman construction, should claim the appreciation of the passengers. The features of cleanliness and sanitation arc important. In addition lo Ihese a passenger sleeping in a lower berth when arising in the morning may fold his berth against the wall and have the entire floor space and room below the upper berth for dressing. A neat leather- seated folding chair is stored under each berth and available for u^c when the berth is lifted. The usual hammocks and head and foot baskets are provided for the reception of cloth- ing at night. At night each section is shut off from the corridor by a pair of long goat-hair satin berth curtains carrying the berth numbers. These curtains are hung from bronze pipe rods ELECTRIC RAILWAY JOURNAL. 478 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. carried near the upper deck. A pair of short curtains also is bronze designed according to attractive patterns. The up- available for each berth. holstery is all in green-colored stock. As a convenience to passengers this type of berth permits A novel feature for the convenience of passengers is the in- that the bed clothing can be arranged for the night during the stallation in the side wall at each berth of a plush-lined steel day, and the berth folded out of the way against the wall so locker provided with a Yale lock. The locks are so designed f- -is" >j» 4 — * ' - Illinois Traction System Sleeper— Cross Section of Body, Steel Trailer Truck and Cross Section of Underframing Illinois Traction System Sleeper — Floor Plan, Showing Arrangement of Berths and Toilet Rooms Illinois Traction System Sleeper — Elevation of Side Framing that at night when a passenger desires to retire it is only neces- sary to lower the berths and hang the curtains. A 25-call annunciator system is installed with the indicating box in the smoking-room. There is a push-button in each upper and lower berth. All the berth fittings are made of statuary that two keys are required for opening. A master key will be carried by the car conductor and each passenger will be pro- vided with an individual key for the box in his berth. These keys will be attached to rubber rings so that they may be slipped over the wrist at night. March 19, 19x0.] ELECTRIC RAILWAY JOURNAL. 479 There are two windows in each berth. Those in the lower berth are of the usual type found in Pullman cars with double sash. The windows in the upper berths are 25 in. long and have a clear opening 10 in. high. Hardware for the windows was furnished by the O. M. Edwards Company. The inside sash on the upper windows is provided with a spring pin which passes through the sash and fits into a socket in the sash of the outside window. The passenger may adjust this pin so that the two sashes will or will not raise together. The lower windows in the sleeping compartments are fitted with single outside one-piece gothics. The windows in the arranged over the center line of the upper berth and similar ventilators are installed over the toilet and smoking-rooms. ILLUMINATION Illumination for the general body of the car and the berths is provided by means of a generous number of 8-cp, 32-volt spherical incandescent lamps fed from a Gould storage battery carried in a case under the car. The control board for the lighting circuits is installed against the toilet-room partition on one of the platforms. Trolley connections are provided for charging the battery from the line through resistance. General illumination is had from three lamps mounted against the ceil - Illinois Traction System Sleeper — Double Row of Windows, Berths Folded Against Side Walls, Berths Lowered smoking, toilet, linen locker and heater rooms have high single-arched sash with 3/ 16-in. clear leaded glass in hard metal frames. All window sash are made of mahogany. Metallic- weather strips are provided on all windows and doors and during the summer screens will be fitted to the upper and lower berth windows. The window curtains in the sleeping compartment are made of silk-covered Pantasote and have Forsyth roller-tip ring fixtures. All of the curtain rollers are concealed behind the finish of the car. The swing doors along the corridor of the car are of solid mahogany, fitted with art glass in hard metal frames. The inside finish of the car is all in mahogany with five-ply veneer. The arched ceiling is three- Illinois Traction System Sleeper — Longitudinal Section Ahead of Bolster, Showing Coupler Mounting ply poplar with mahogany ceiling bands and is light yellow in color decorated with gold stenciling. VENTILATION A complete system of ventilation is provided in this type of car, even though it has a turtle-back roof without the customary deck sash. Five-inch ventilators with exhausters above are inserted in the roof over the full length of the car. Each ventilator terminates in a brass ring beneath the ceiling. This ring is provided with a shutter held in place by a spring so that a slight tension is necessary to adjust the ventilator open- ing. There are two such ventilators in each sleeping section ing of each sleeping section. Two individual lights are provided for each berth. The berth lamps are installed in statuary bronze pockets set flush with the woodwork. In each pocket is one lamp, mounted as a part of the swinging cover to the pocket. On pressing a button the pocket door is opened by a spring and the lamp automatically is cut into the circuit. These fixtures were manufactured by the Adams & Wcstlake Com- pany. TRUCKS The car body is mounted on two trailer trucks of the M. C. B. all-steel four-wheeled type built by the American Car& Foundry Company. The dimensions of the truck are as follows : , - Wheel base 7 ft. Journal centers 6 ft. 3 in. Truck frame 10 ft. 7 in. by 6 ft. 6 in. Frame material — two pieces 8-in. channel Roister springs 36 in. Equalizer springs, double coil 7K in. Equalizer liars 6 in. by 2 in. Wheels, Midvale, rolled steel 35 in. Journal boxes — Symington 454 x 8 in. M. C. B. Transoms 8-in. channels Oust guards Security Hrakebeains Inside-Hung I-beams The new sleeping cars are equipped with Westinghouse schedule AMS automatic air brakes having 12-in. cylinders. UNDERFRAMING The underframe main members are four 6-in. [-beam center and intermediate sills with 2j4-in. x 6^-in. yellow pine sub- sills and side sills made up of 4j4-in. x ~MHn. yellow pine pieces joined to J^-in. x 18-in. steel plates extending the full length of the car. The center and intermediate sills extend into the wooden bumper blocks and are anchored thereto with 5-in. x l/i-in. angle plates fastened with J^-in. bolts. The overhang of the car is 11 ft. 7 in. from king pin to face of bumper. The body bolsters are of the built-up type made of top and bottom plates u in. x 1 ' ^ in. in section. The truck 480 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. center distance is 30 ft. 10 in. and the car is 54 ft. long over buffers. The outside truss rods are 1 V> in. in diameter with i^-in. ends. These rods are supported on the tops of the bolsters close to the side sills to which they are secured. The queen posts are of malleable iron 18 in. deep and braced to the cross ties, which are 5-in. I-beams. The underframing is given a camber of Y\ in. between bolsters and y2 in. between the bolsters and the ends of the cars. The cross framing is so arranged that a free space 12*4 in. wide is left between the center sills from end to end of the car, except where cast spacing blocks are placed. These blocks have an opening through their web and thus provision is made for a straight run of conduit under the middle of the car. The over-all width of the underframing is 9 ft. 1% in. A wooden floor 13/16 in. thick is laid on top of the sills. Above this is a second wooden floor of the same thickness supporting a wearing surface of Asbestolith in. thick. This surface extends from side to side of the car and is given a fillet at the edges to prevent the collection of dirt. The space be- tween the center and side sills is packed with a layer of mineral wool 2J/2 in. deep held in place by a false floor. The entire underframing also is ceiled smoothly underneath by a wooden posts between the windows is 13/16 in. thick and is fitted be- tween yi-in. rods which tie the deck rail to the side framing. A lateral member extends from end to end of the body between the upper and lower side windows tying the posts and window structure together against longitudinal movement. Steel roof carlins are placed on 4-ft. 8-in. centers and between each pair of these are four ash carlins. All wood carlins are il/2 in. thick and iron carlins are l/2 x \Y\ in. in section. The iron carlins are anchored to the vertical tie rods which pass through the side framing and through the end framing of the car. The carlins are 14 13/16 in. high above the deck rail. The ends of the car have swinging doors for train operation filling openings 30^4 in- wide. COUPLERS These cars, which are for trailer service, are equipped with the Bosenbury type of M. C. B. coupler with radial anchorage. As shown in the illustration, this coupler has the same contour and couples with an M. C. B. coupler. The face of the knuckle is 16 in. deep, which permits great variation in the heights of the cars without danger of uncoupling. This type of coupler has been used several years on the Illinois Traction System with considerable success. The coupler shank is carried in a Illinois Traction System Sleeper — Views Showing Parts of Berths, Corridor Along Center of Car, and Switchboard for Lighting System covering. The underframing and floor have a depth of 7^4 in. This elaborate floor construction, including four wooden floors, one of composition, and a layer of deadening material is in- stalled for the purpose of preventing the noise from the run- ning gear from disturbing the passengers. BODY CONSTRUCTION The side framing of the car is of wooden construction and below the window rail has a continuous blocking 1% in. thick. On the interior, the sides of the car are straight from the floor level to a height of 7 ft. slA in. The rise from this elevation to the ceiling is 11 13/16 in. The width of the cars over eaves is 9 ft. sVa in. and the height from bottom of sill to top of roof is 9 ft. 4 13/16 in. The windows are 25 7/16 in. above the floor and the lower window opening is 25 7/16 in. high. The upper windows have a clear opening 10 in. high. The distance between the top of the lower window and the lower sash of the upper window is 15 in. The sides of the car above the window rail are made up of window sections 5 ft. 3^ in. wide enclosing two lower and two upper sash, and blocked posts 20j4 in. wide. A 2j^-in. mullion divides the window section vertically. The blocking in the flexible radial carrier and is anchored by a 2-in. pin carrier in a 12 in. x 1 in. plate bolted between the center sills. A hearing was held before Milo R. Maltbie, of the Public- Service Commission of the First District of New York, on Feb. 23, 1910, to determine whether the resolution of the com- mission made on June 11, 1909, which approved a type of wheel guard known as the 1907 Parmenter wheel guard, in use in Manhattan, should not be rescinded and an order entered pre- scribing the substitution of what is now known as the 1909 Parmenter wheel guard. Mr. Connette, transportation engineer of the commission, said that the 1909 Parmenter model was a decided improvement over the 1907 model. H. H. Adams, superintendent of rolling stock and shops of the Metropolitan Street Railway, said that the company had practically eliminated the 1907 type of Par- menter guard and that it was the intention of the company gradually to rebuild the 1907 wheel guard to the 1909 type, particularly when guards of the 1907 type were partially de- stroyed in service. The company had a special department in which the repairs to this equipment were carried out. -March 19, 1910.] ELECTRIC RAILWAY JOURNAL. CONSTRUCTION FEATURES OF WARSAW-PERU LINE The Winona Inlerurban Railway Company, as announced in this paper, recently inaugurated service over a new line from Warsaw to Peru, Ind. The completion of this line marks an important step in the growth of the interurban network of Indiana. Through electric travel from Chicago to Indianapolis is now possible. Already the railway companies interested are planning to put into service a through limited chair-car schedule between South Bend and Indianapolis, which probably will make the run of 160 miles in about six hours. At South Bend this service will connect with other electric service to St. Joseph, Mich., Michigan City, Ind., and Chicago. At Indianapolis con- nection can be made with limited electric cars for Terre Haute. Ind., Louisville, Ky., Dayton and other Ohio cities. On ac- count of the possibilities of through freight as well as passenger service the new connecting link has been built according to high interurban railway track standards. Preparations are being made for handling carload freight and it is quite probable that the traffic department of the Winona Interurban Railway can obtain considerable freight traffic in handling grain and live stock from the country districts to the steam-railway shipping centers. The northern division of the Winona Interurban Railway was opened for service in the fall of 1906. The route is 25 miles long, connecting Goshen and Warsaw, Ind. The contour of the country is such that a very fast line was easily built. The new southern extension is 44 miles long. Outside of the five cities and towns which it connects there are no curves in the track which will require slackening speed. Just west of Warsaw the line passes over the main line of the Pennsylvania Railroad on a steel viaduct with earth approaches. From this crossing the route is a tangent extending in a southwesterly direction through level farming country for 9 miles to Men- tone. At Mentone the new interurban line passes under the New York, Chicago & St. Louis Railroad, and thence extends southward with a second 9-mile tangent to Akron, a town of about 1000 inhabitants located on the Erie Railroad. The inter- urban line passes through the main street of Akron and just south of town crosses over the main line of the Erie Railroad on a timber viaduct. This structure will be replaced with a steel one supported on concrete piers. Southward from this viaduct the new line is practically a tangent for 11 miles to a point just north of Chili, where the Vandalia Railroad is intersected. The grades of the two lines are separated and the new electric cars pass through a concrete subway under the Vandalia tracks. the southern extension. Seventy-pound rails are bonded with American Steel & Wire 7/i-in. terminal, 8-in. pin-driven bonds. Sidings are placed about 4 four miles apart and the switches have the Pennsylvania Steel Company's standards with disap- pearing blades. Eight-day switch lamps of Adams & Westlake manufacture are used. POWER SUPPLY Power for the operation of the entire line is generated in a modern-type station located at Winona Lake, near Warsaw. Interurban Crossing Over Pennsylvania Railroad at Warsaw, Ind. The right-of-way and roadbed from Chili, 9 miles, to North Peru was built by the Wabash Railroad from which the inter- urban company purchased it about two years ago. As this sec- tion of the route was formerly used for steam-train operation it is now in excellent shape for high-speed electric service. At North Peru track connection is made with the main line of the Wabash Railroad. The cars of the interurban company enter Peru over the city streets. As soon as track connection is made with the local company the Winona cars will jointly use a sta- tion of the Chicago, Cincinnati & Louisville steam railroad with ill'- Indiana Union Traction Company. The track standards according to which the northern di- vision of the roar! was built have been followed in constructing Temporary Viaduct at Akron, Ind. The constructional features of this station were described in the Street Railway Journal for Nov. 17, 1906, page 962. The station contains two 600-kw, 2300-volt, 25-cycle revolving-field Allis-Chalmers-Bullock generators driven by Allis-Chalmers Corliss engines. Current is stepped up to 33,000 volts for dis- tribution to five rotary converter substations equipped with Allis-Chalmers apparatus. Three of these substations have re- cently been constructed for serving the new southern extension. The present converter capacity of each substation is one 300- kw unit. The power station contains a similar unit for supply ing the local lines in Warsaw and Winona Lake. Current is distributed to the new substations over a three- phase transmission line carried on the poles which support the trolley brackets. The transmission wires are of aluminum, with a capacity equivalent to No. 2 copper. Current is distributed to the cars by a bracket-supported No. 000 grooved-trolley wire and an aluminum supplementary feeder with a cross-section equivalent to 450,000 circ. mil copper. Garton-Dan- iels lightning arresters are spaced five to the mile for the protection of the d.c. conductors. The Blocki & Brennan Company, Inc., of Chicago, executed the contract for installing the h i g h-t e n s i o.n and d.c. feeder lines. Telephone jack' boxes are installed ! j mile apart along a single pair of wires which iad. Strombcrg Mr ( arlsou extends through the length of the instruments arc used. SERVICE This interesting connecting interurban link was opened for service on Feb. 14, 1910. At the present time small inlerurban ears arc operated between Warsaw and rein awaiting the com pletion of the work of ballasting the roadbed. I'"ivc large inter urban motor-cars are being built for use on this road. These ears will conform closely in design to the very satisfactory equipment purchased in tgo6 for the northern division. The ears are 57 ft. 8 in. long and 9 ft. | in. wide over all, subdi vided into three compartments. As there is no steam line parallel with the new southern e\ 482 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. tension it is expected that considerable through passenger travel will be had. The passenger fares are based on a rate of 2 cents per mile with a 10 per cent reduction for round-trip tick- ets. All classes of freight traffic are solicited, and the com- pany is especially well prepared to handle carload lots. It is expected that during the summer season the newly opened route can develop considerable traffic in fruit from southern Michigan to Indianapolis and points farther south. LETTER OF W. A. HOUSE REGARDING PROPOSED UTILITIES COMMISSION IN MARYLAND William A. House, president United Railways & Electric Company of Baltimore, has published, with the approval of the board of directors, an open letter in the daily newspapers of Baltimore discussing the proposed Public Utilities Commission. The letter is addressed to the judiciary committee, the mem- bers of the Legislature and the public. In the following paragraph Mr. House gives a brief history of the development of the property : "This company is a consolidation of all the street railways of the city. Its constituent companies passed through the ex- periences common to all large city railways of bitter competi- tion for business, for franchises, for capital and for favorable legislation. The competing lines thus merged also passed through the customary stages of costly experimentation, not only as to possible traffic, but as to equipment as well. They passed from horse to cable to electric motive power. Con- stant improvements in street railway equipment and methods made frequent and costly changes necessary. Millions of dol- lars went to the scrap-heap and to the profit and loss account of experience. Capital was hesitant and suspicious as to the future, and the struggles to obtain it were severe and expen- sive. All the companies were necessarily drawn more or less into the turmoil of politics, and the relations between the com- panies and the public were often ill-defined and inharmonious. Out of this welter of conflict and experimentation, with its failures and mistakes, no more peculiar to Baltimore, however, than to every other large city, emerged a few years ago the present company, and with it began a new era in street railway affairs in Baltimore." As the company realized that its most valuable asset and its chief guaranty of success was the good-will of the public, it set about to acquire this. "It studied the public needs and the city's probable future," Mr. House says, "and although labor- ing under a burden of taxation amounting to about 10% per cent of its gross annual revenue, or 65 per cent of its net earn- ings, it borrowed millions of capital and incurred an enormous floating indebtedness to so equip itself that no city in the world might surpass it in service. Most of this involved a discount of the future, and has been done at the expense of its security holders. It was done, of course, not as a matter of sentiment, but because we believed it was good business policy to please the public." Mr. House states that the company "has refused to permit itself to be drawn into any political affiliations or operations." He asks the following pertinent questions : "Having set itself the ideal of serving the public fairly, and trusting the public fully, it now has a right to ask, What are its shortcomings? Why must its affairs be turned over to a com- mission? If there is anything which the public demands and which is practicable, commission or no commission, it is and has been our desire to supply it. Are there any complaints which the company has ignored? Is there any one who knows the facts who believes that we overcharge our patrons when we carry them at an average rate, after deducting the park tax, of 3.15 cents per person? Has any city a better equipment, or a prompter and wider service? Does the city or State want to investigate our finances, as provided for in this utilities bill? The city already does that through the park tax, and the State through its tax commissioner ; and the corporation income tax law also compels us to give full publicity, even if we did not already voluntarily give it. Are we in danger of issuing watered securities? The present corporation law, and the change of public sentiment in corporate financing, are safe- guards against this. Do we need to be kept from 'merging or consolidating or absorbing'? Are we abusing our franchises? Are we retarding public development and growth? If we are doing any of these things, the Legislature can correct them." The objections to the bill under consideration, as expressed by Mr. House, are in part as follows : "Here is a bill pregnant with the greatest possibilities of dan- ger,likely to do far more harm than good, more far-reaching in its provisions than any law on our statute books — and yet it threatens to become a law just because it embodies a more or less abstract idea which for the time is popular. Not one man in a thousand has read this voluminous measure or knows its full purport. Few members of the Legislature will find time to digest its provisions. "To-day, government by commission is a fad. A few years ago it was 'Home Rule' and 'Municipal Ownership.' Regula- tion of public utilities has caught the popular fancy. Few stop to reason how or ask why. But it behooves the Legislature, at least, not to be swayed by every passing fancy, and not to mis- take a popular phrase for a popular demand. "The drastic character of this bill can hardly be overstated. It gives a commission of three men, appointed by the Governor, the most absolute and far-reaching power over the affairs of this company — its finances, construction, rates, equipment, operations, extensions, etc. It supersedes the board of direct- ors and officers of the company in its internal affairs, and, in addition, has powers co-equal with the Legislature ; and the only protection the company has is an appeal to the courts, and that is a protection only against abuse or misconstruction of the law, and not against ignorance or mistakes of judgment. If we deserved to have our rights and liberties thus taken from us, it might be different. But having done our full duty, our investments and our success should not be thus paralyzed, or at least jeopardized. "A railway like ours is an extremely intricate and compli- cated proposition, involving many delicate adjustments of means to ends, and calling for the most expert and specialized kind of knowledge of all the multitudinous facts and conditions involved in its operation, having 4000 employees, operating 775 cars over 401 miles of track, and carried last year 202,632,546 passengers. An official of the road ignorant of his business might issue a seemingly harmless order, or recommend an ap- parently desirable innovation which could quickly produce dis- organization and disaster. Every railway has learned this les- son at great cost. Isn't it evident that the best-intentioned commission might easily make serious blunders? "If it be said that we are assuming that this proposed com- mission will abuse its broad powers, or not act thoroughly and honestly, let it also be said that to exercise- great powers fairly involves not merely honesty, but knowledge. How can such a commission, having a comparatively small appropriation, act with full knowledge of the facts in the case of a large corpora- tion? "It costs the New York commission over $1,000,000 a year to get expert service, and no other service is fair or even worth having; how much will it cost Maryland? The commission is likely to spend its estimated $75,000 a year either in doing noth- ing of consequence because it is too conscientious to go at it blindly, or it will have to expend several hundred thousand dol- lars in doing intelligently what it will find, after it gets the facts, is already as well done as it can be done. "Even if there were no other objections, it seems amost ab- surd for the taxpayers of Maryland to load themselves with this expensive commission to regulate its few utilities. If reg- ulation is deemed to be necessary, there seems to us to be no good reason why the city should not regulate its own utilities, through its own functionaries. "Not only does this company believe such a commission use- less so far as actual needs are concerned in Maryland, but it is a positive menace to the prosperity of our city and State. The March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 483 counties of Maryland, above all things, need improved trans- portation and public service facilities. The State needs capital. We will need it to reach the rural sections. All these improve- ments are a matter of capital, and every one who has to do with obtaining capital, where public franchises or governmental in- terferences or uncertainties are concerned, knows how timid it is. It is unreasonable to suppose that men will embark in any enterprise over which such a commission has supreme power. This commission can willfully or unwittingly break any company within its jurisdiction. Will any capital take this chance? It might take it in New York or Massachusetts or Wisconsin, where the possibilities of profit are great; it will not take it here, where the chances of loss are still greater." Mr. House refers to the danger that a commission would in- evitably draw public service corporations more or less into pol- itics, and suggests the appointment of a commission to study the question and report to the next Legislature. Commenting on the advertisement of the company, the Balti- more Sun says editorially: "While there is a widespread and, in our opinion, a just and enlightened demand for a commission in this State, the public will recognize the right of the United Railways Company to present its point of view with reference to legislation which vitally affects its interests. "The attitude and methods of the street railway company are in striking contrast with those of the gas company. As the latter has been getting into politics the former has been getting out. Under the presidency of Mr. House the railway business, and not political campaigning and legislative trickery, has been the concern of the management. The result has been a steady growth in popular esteem and prosperity." CLEVELAND TRACTION SITUATION At a meeting with officials of the Cleveland Railway on March 10, Street Railway Commissioner Dahl insisted that some registering device be placed on the pay-as-you-enter cars, so that the conductors may keep an account of the fares that are dropped into the box. He suggested that the register show both inside and outside the car. General Manager J. J. Stan- ley stated that he would see what could be done. In reply to requests for extensions of service in Newburg Heights and Lindale, Commissioner Dahl has taken a stand against extensions of any kind at present. He says that the amount of money required for purchasing new cars and con- verting old cars is so large that the company is in no position to extend the service. Petitions had been sent from both places and Mr. Dahl communicated his answer to the officials by letter. Objections have been made to the proposed 10-cent fare to Euclid Beach by the Humphrey Company, which owns that resort, and claims that an existing contract with the rail- way company requires a fare of 5 cents. It is said that the Humphrey Company will test its contract in the courts if the city and company insist on operating on the present plan. The receivers' report for February is as follows: Gross earnings from operation $442,701.57 Operating expenses: Maintenance $97,093.60 Transportation 178,915.19 General 29,830.33 305,839-12 Net earnings 136,862.45 Neutral street railway rental 936.68 Taxes 25,601.94 Interest rental 38,399 62 Dividend rental 73. 378. 00 Total $138,316.24 Deficit 1,453-79 Three causes probably conspired to make the first monthly deficit that has occurred in the operation of the lines for a year. The immense amount of snow that was handled en- tailed a heavy expense. The month was a short one and the receipts may not have been in proportion to the fixed expenses charged in the interest and rental accounts. The third cause was the operation of the entire system at 3-cent fare. This cause will have to be considered for the next seven months, at least. The report of operations made by Receiver Warren Bick- nell, while the property was in the hands of the court, follows : Gross earnings $7,495,292.71 Operating expenses 4.912,609.27 Net earnings from operation $3,032,683.44 Neutral street railway company rental 14,612.36 Interest 605,551.02 Surplus $940,512.74 Balance, March 1 $196,172.52 In discharging the receiver Judge Tayler allowed him $7,- 500 in addition to the salary of $1,000 a month, as originally fixed. He also allowed Frank A. Scott an additional compen- sation for the time he served as co-receiver. The receivership covered the period from Nov. 13, 1908, to March 1, 1010. All debts of the Municipal Traction Company have been paid and the property turned over to the Cleveland Railway Com- pany clear, although with no surplus to take care of immedi- ate requirements and the conditions imposed by the new grant. On the afternoon of March 10 the conductors and motor- men who had been employed under the Johnson administration left their cars at the Holmden Avenue car house. The arrival of General Manager Stanley and Superintendent Radcliffe quieted the trouble, and the men continued at work. The re- port that the men would leave on the morning of March 12 also gained circulation. The company had plenty of extra men at the car houses to take out all cars and this had the effect of dissuading the men from causing trouble. Extra motormen were on many of the cars through the day. Some of the trainmen who held places during the Johnson adminis- tration have been dismissed, it is said, and their places have been, given to men who struck to enforce the Municipal Trac- tion Company, to carry out the terms of the contract made by the Cleveland Electric Railway. It is said that many of the men employed by the Municipal Traction Company have arranged to go to Philadelphia as strike-breakers since they have lost places in Cleveland. During a conference with the railway officials on March 11, Commissioner Dahl requested that the company surrender its grants in that portion of the city formerly embraced in the village of Collinwood and accept a new grant drawn in ac- cordance with the Tayler ordinance. Mr. Stanley stated that this was a question for the directors of the company to decide. Councilman I. D. Laferty has prepared an ordinance provid- ing for this extension and will probably introduce it at an early date. It will stipulate that the company must accept it within five days after its passage or not at all. Plans and specifications for the new pay-as-you-enter cars have been placed in the hands of W. E. Davis of the Cleveland Construction Company, who will act as engineer for Commis- sioner Dahl for this special purpose. After he has passed upon the plans an order will probably be placed. Some of the new cars ordered by Receiver Bicknell have been placed in operation On March 12, before leaving for New York, former Mayor Johnson cancelled the lease made between the Municipal Traction Company and the Cleveland Railway Company and all the papers signed in the negotiations conducted by himself and F. H. Goff. Mr. Johnson will probably not return to Cleveland until May. His friends are said to be very much worried over his health. WESTINGHOUSE STORAGE BATTERY SOLD TO ELECTRIC STORAGE BATTERY Announcement has been officially made that The Electric Storage Battery Company, of Philadelphia, has acquired all the patents and rights of the Westinghouse Storage Battery Com- pany. The Westinghouse Storage Battery Company owned all the rights of the General Storage Battery Company, ami the storage battery interests and patents of the Westinghouse Ma- chine Company. From this time on The Electric Storage Battery Company will have the sole right to manufacture Westinghouse batteries. 484 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. NEAR VS. FAR-SIDE STOPPING IN CHICAGO AND OTHER CITIES It has been decided that beginning April 1, 1910, all cars of the Chicago street railway systems in the district north of Twelfth Street, east of Halsted Street and south of Chicago Avenue will stop for passengers only at the near side of street intersections and after rounding curves. Before this rule went into effect, the conditions governing near and far-side stops in other cities were carefully studied for the Chicago City Railway Company to assist in determining which of these methods was the most suitable for Chicago. The following abstract of the report made to the company as a result of this study shows how many factors enter into the different solutions of this ever-present problem : METHODS OF INFORMING THE PUBLIC AS TO CHANGES IN STOPPING PLACES In cities where the far-side stop has been discontinued various means are used to indicate where cars stop. The following are some of the methods used: White bands on poles. Red band above white band to denote special stopping places. White and blue enameled signs suspended from span wires and reading: "South bound cars stop here," etc. Sign on pole at near side, reading: "Cars stop here," with hand pointing. Sign on far side, reading : "Cars stop next crossing," with hand pointing. Small iron standard or post set near curb at stopping point, bearing a red ball or sign. Heavy white mark on pavement to indicate where cars stop. Corrugated iron plate embedded in pavement at side of track and bearing the words, "Cars stop here." The plate is located at the point where the rear platforms of the cars ordinarily stop. Posters and signs in cars. Newspaper publicity. Uniformed inspectors stationed at the busy points to inform the public. Several roads issue instructions that if passengers are wait- ing to board the car on the far crossing, motormen must mo- tion to them to come across the street and also point to the sign as the reason for their doing so. ANALYSIS AND SYMPOSIUM ON NEAR VS. FAR-SIDE STOPPING The introductory summary of this chapter states that there were 15 affirmative and 21 negative answers to the question, "Is it expedient to stop only on the near side throughout all sections of the city?" The analysis of this question and the one entitled "Is it feasible to eliminate the second or far stop in the congested area?" is presented separately under these sub-heads: Effect on passengers; effect of changing established stops; the time element ; power consumption ; accident hazards ; effect on street traffic. The analysis was based on a careful review of experience in other cities, an investigation of conditions in Chicago and an examination of opinions expressed by approxi- mately 100 managers of electric railway properties in the United States. The available testimony is so conflicting as to render it of little value in making a decision for any specific community. It appears that population, habits and customs of the people, arrangement of tracks, design of car, whether front platform is used for both entrance and exit, condition of pavement, width of streets, established direction and speed of car and vehicle traffic, relative location, with reference to street crossings, of traffic centers, i.e., office buildings, department stores, theaters, depots etc., and other considerations are all important factors and will have a bearing on results obtained. The policies and methods followed in introducing the innovation will also influ- ence the failure or success of the experiment. Therefore any attempt to forecast the results in any community can be little better than a guess. The effects of certain factors and combina- tion of factors appear to be wholly different and sometimes at variance in different cities. To illustrate : Detroit retains the far-side stop in the outlying districts but has eliminated the second or far stop in the down- town area. On the other hand, Salt Lake City has adopted the near-side stop in the outlying districts but insists on the second or far-side stop in the congested sections. Brooklyn and New York both tried changing to the hither stop, but the experi- ment was discontinued because of popular protest, though both John F. Calderwood, vice-president, and W. O. Wood, formerly general superintendent of the Brooklyn property, maintain that the "near stop only" is the correct principle and assert the experiments were not fair trials. Washington, D. C, has only the near-side stop at all streets, but the testimony of Mr. Todd, formerly associated with the Washington roads, is that the practice is more dangerous to pedestrians and vehicle traffic than the far stop. QUESTION NO. I. — IS IT FEASIBLE TO ELIMINATE THE SECOND OR FAR STOP IN THE CONGESTED AREA? Conclusion. — Where safety stops are made on the hither side of the street intersections it is feasible in the downtown sections to load and discharge passengers at this one stop and discontinue the far-side stop. Effect on Passengers. — The most serious obstacle to the complete success of this plan is, it compels passengers to walk in the street at least a car length to reach the rear platform, [his feature will very likely arouse protest, but the criticism will probably gradually disappear as the public recognizes the saving in time achieved by doing away with the double stops. As a matter of fact, at many downtown intersections passen- gers now have to walk at least a car length beyond the crossing, as cars frequently go well beyond the crossing before making the stop. Effect of Changing Established Stops. — There will be, at least for a time, considerable confusion in the minds of the public, and especially of strangers, until the new order is generally known and understood. People will continue to wait at the far crosswalks and will think they have a grievance when cars pass them by. The intensity and duration of this confusion and protest can be greatly modified if a campaign of notification is started well in advance of the date set for instituting the change. The degree of publicity given in ad- vance will have a direct bearing on the success or failure of the innovation. It may be found expedient to make exceptions and continue the second stop on the far side to meet traffic conditions at certain curves, or to accommodate department stores, theaters and office buildings. The Time Element. — There should be a net saving in time schedules by reducing the number of stops. But part of the gain made by eliminating one stop will be offset in some degree by vehicles cutting in ahead of cars, by longer time required for prospective passengers to walk to the rear step, and because of increased congestion at rear platform due to taking on a larger number of people at one stop, instead of dividing them between two stops as at present. Power Consumption. — There will be economy in power con- sumption by reducing the number of stops, and a saving in brake shoes, wheels, track, etc. Accident Hazards. — Opinions differ widely as to whether stopping only on the near side in the congested area increases or decreases accidents. One correspondent asserts that by eliminating the second stop, the hazard of boarding and alight- ing accidents will be reduced by half. Another manager testi- fies that boarding and alighting accidents have increased by discontinuing the second stop because passengers through habit, recklessness or ignorance attempt to board and leave cars in motion at the far crosswalk. The same conflict of opinion exists as to the hazard of collision with vehicles, pedestrians and cars. By stopping only on the near side there should be less accidents due to people running up from behind cars and grabbing the rear handle. Stopping at the near side would also have the tendency to make people face forward when March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 485 alighting, as they naturally face toward the crosswalk when leaving the car. Effect on Street Traffic. — Eliminating the second stop will tend to expedite vehicular traffic because cars lining up behind a loading car will not block the intersecting street. On the other hand, it is quite possible car movements at busy inter- sections will not be so responsive to the signals of traffic police officers. For instance, if two cars approach at right angles simultaneously and both cars are required to wait to load and unload passengers at the near side stop, neither can respond immediately to the traffic officer's signals to come ahead and that intersection will be temporarily tied up until one or the other of the cars is free to proceed. QUESTION NO. 2. IS IT EXPEDIENT TO STOP ONLY ON THE NEAR SIDE THROUGHOUT ALL SECTIONS OF THE CITY? Conclusion. — The conclusion is against adopting the near stop in outlying districts, based on a consideration of the type of cars now in use, prevailing condition of the paving and because of the general confusion that would follow. If a car could be designed having both entrance and exit at or near the front end, prospects would be better for successfully intro- ducing the "near-side stop." Effect on Passengers. — The necessity of passengers boarding and alighting in the mud applies with double force against the proposition of stopping only at the near side of all streets, because in the outlying sections streets are more apt to be badly paved, muddy and unsafe. There is a possibility that enforce- ment of the near side stop would give rise to popular demand for entrance at the front platform, and consequent nullification of the pay-as-you-enter idea. Effect of Changing Established Stops. — The confusion in the minds of the public and especially of strangers caused by changing from the far-side to the near-side stop would be serious and could be justified only by very convincing argu- ments in favor of making the change. In the writer's judg- ment these arguments are lacking. The contention that if the far-side stop is abolished downtown it should, for the sake of uniformity, be abolished all over the system is not in itself conclusive. The Time Element. — Changing from far-side to near-side stop in outlying districts would probably not affect the sched- ules materially either way. The tendency, if anything, would be to delay rather than to expedite, because of time lost at stops through teams and pedestrians cutting in ahead of cars and because of waiting for intending passengers to pick their way to the rear platform. Power Consumption. — The effect on power consumption would be very slight, if any. Accident Hazards. — Testimony conflicting. Some managers think the hither-side stop increases accidents and some believe it reduces the accident hazard. The probabilities are the net results would about balance, the increase in certain accidents offsetting the decrease in others. Effect on Street Traffic. — Little, if any. Possibly the near- side stop would expedite vehicular traffic because it would give vehicles the right of way over cars at cross streets. SUMMARY OF OPINIONS ARRANGED P.Y CITIES Cities where far-side stop has been eliminated in congested areas only. — Boston (partially), Cincinnati, Cleveland, Detroit, Rochester, Savannah, Ga. ; Seattle, Wash.; Toledo, Ohio. Cities where far-side stop has been successfully eliminated throughout entire city. — Atlanta, Ga. ; Charleroix, Pa. ; Chatta- nooga, Tcnn. ; Columbus, Ohio; East Liverpool, Ohio; Ft. Wayne, Ind. (exceptions); Montreal, Canada; Morristown, Pa.; Philadelphia (exceptions); Pittsburgh (exceptions); Salt Lake City (exceptions); San Diego, Cal.; San Francisco; Stu- benville, Ohio; Toronto, Ont. ; Washington, D. C. Cities where unsuccessful attempts have been made to change to near-side stop. — Baltimore, Brooklyn, Chicago, New York. Special opinions unfavorable to near-side stop received from Duluth, Minn.; Indianapolis, Ind.; Minneapolis, Minn.; Van- couver, B. C.j and others. QUESTION NO. I. — ELIMINATING SECOND STOP IN CONGESTED DIS- TRICTS WITH ABSTRACTS OF OPINIONS AND EXPERIENCE Boston. — The general practice in this city is to stop on the far side of crossings. In some instances either as safety pre- cautions or to accommodate the public the cars are stopped on the near side. When cars stop on the near side they do not also stop on the far side. A high Boston traction official in Boston believes it is safer to stop on the near side but thinks it is impracticable to adopt this as general practice because many of the streets are not suitably paved and are muddy in wet weather. Cincinnati, Ohio. — Safety stop is made on near side at street intersections in congested districts. It is reported that pass- engers are becoming accustomed to the near-side stop and gen- erally board cars at that side so that the second stop is not a frequent occurrence. Cleveland, Ohio. — At a few extremely busy street intersec- tions at which a traffic squad officer is stationed, and at all street intersections at which there is a crossing of another street railway line, cars stop at the near crossing only. It is reported that the result of this rule has been to expedite the railway service and it has not provoked public complaint. The effect as to increasing or decreasing accidents is believed to be very slight, if any. Eliminating the far-side stop has done away with the blockading of intersecting streets due to cars lining up behind a car that has stopped on the far side. In other words, with the near-side stop if the cars line up they do so without encroaching upon the intersecting crossing. Detroit. — Police traffic regulations, adopted in July, 1909, provide that a compulsory stop be made at the near side of street railway crossings within the half-mile circle and the far stop has been eliminated at these points. In a few instances, where traffic requires, cars also stop at a distance of 100 ft. to 150 ft. beyond the crossing to accommodate passengers. The elimination of the stop on the far side has facilitated the movements of cars and reduced the chance of passengers getting on or off in front of approaching vehicles. Rochester, N. Y. — The company has eliminated the second stop at principal intersections in the downtown district, but the company states it is too early to give results as to the effect on accidents, traffic, etc. However, the elimination of the second stop has lessened by about 45 per cent the time of movement of cars through the heavily congested streets. Savannah, Ga. — The second stop has been eliminated in the congested area and the scheme is working satisfactorily. The company feels there is a decided gain both from the point of safety and in saving of power. Seattle, Wash.- — When safety stops are made on the near side of street intersections, the far-side stop is eliminated. Otherwise cars stops on far side. There is some confusion on the part of strangers, although sign-boards are posted con- spicuously at the crossings, stating that cars stop on the near side only. Toledo, Ohio. — In May, 1909, an ordinance was passed elim- inating the stop on the far side in the downtown districts. In the outlying districts cars stop at the far side as formerly. The public seems better satisfied with the new arrangement and the company is enabled to give better schedules through the con- gested district. The management thinks the new rule does not affect the number of accidents one way or the other, nor that it either expedites or retards the movement of vehicle traffic. QUESTION NO. 2. — CHANGING TO HITHER STOP IN ALL SECTIONS WITH ABSTRACTS OF AFFIRMATIVE OPINIONS AND EXPERIENCE Philadelphia. — System seems somewhat mixed. Cars stop on the near side of all principal streets, i. e., streets that have car tracks on them or streets at which house numbering be- gins. Cars stop the second time on the far side of streets hav- ing double tracks and also at Broad Street ; otherwise the far- side stop is eliminated, The company reports in effect: "The public for a while were confused but have at this time become thoroughly conversant with the methods and I here is no trouble in controllng traffic. From the standpoint of the railway com- 486 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. pany it has saved us a great many collisions of cars, and a great many collisions with wagons. We consider it a very favorable method of operation. It expedites vehicular traffic. We can see no change in our schedules since we made the near-side stop from our former practice of far-side stop, hence it makes practically no change in the method of operation as regards speed." As to the effect on strangers, this letter says : "The stranger does not concern us very much ; he generally watches what the traveling public does and follows in its steps." Washington, D. C. — This city has the near-side stop in ac- cordance with legislation passed some eight years ago. There is, therefore, but one stop at all track and street intersections. The management says : "The near-side stop has been accepted practically without comment by the public and is therefore deemed to be satisfactory. We accept it because one stop is preferred to two and because we believe the number of car collisions and collisions with other vehicles and with pedes- trians has been materially decreased. It seems to me that the practice expedites vehicle traffic because every driver on the intersecting street knows that at all track crossings and at all fire stops the cars will stop on the near side; therefore the drivers push ahead to take advantage of that stop. I believe the near-side practice expedites the movements of street cars because it renders unnecessary the passenger slop after making the necessary stop for intersecting line or fire runs." However, in this same connection the testimony of a railway manager, formerly resident at Washington, is of interest. He states: "The experiment was tried in Washington and later in New York of stopping on the near side, and these trials seem to have demonstrated pretty conclusively the great ad- vantage of stopping on the far side rather than on the near side of street intersections. From my own experience — es- pecially while in Washington when the cars were stopped on the near side — I consider it very much more dangerous to pedestrians and vehicular traffic to stop on the near side rather than on the far side, except in the very congested downtown streets. It is possible to theorize to almost any extent in con- nection with this matter, but I think the actual results in New York give more data to base an opinion upon than any amount of theorizing would do. There can be no question that there are advantages in stopping on the near side of the street in thickly congested downtown districts, especially where there are intersections of different lines, but the disadvantages of the rule in parts of the city not thickly congested I believe more than offset the slight advantage there may be in stopping cars on the near side of street intersections in congested dis- tricts." San Francisco. — Cars stop on the near side throughout the entire city and no second stop is made at the far side. The practice has been in vogue about five years. The management reports in effect: "No good reason exists why cars should not stop at near or first sidewalk, only, provided that weather or climatic conditions are such that rear end of car may be reached by passengers without wading through slush or snow. If pay-as-you-enter or pay-within cars are used, the above condition will undoubtedly cause serious inconvenience to pa- trons. The results from the standpoint of this company have been an appreciable saving in time required to make a round trip, due to the fact that San Francisco is gridironed with in- tersecting street railway tracks at which formerly it was neces- sary to come to a full stop before crossing and also after cross- ing, and passengers boarded and left cars at either stop to suit their convenience. It has also reduced the number of acci- dents due to the necessity of reducing speed of cars when ap- proaching intersecting streets preparatory to stopping. Vehicu- lar traffic is expedited by the near-side stop, particularly in the congested districts where police officers are stationed to regulate traffic — a standing car being more readily governed by the signal of officers than a moving car. We have found that one officer can render as efficient service in handling traffic as two could under the old conditions. Police regulations cov- ering the movement of vehicles have been adopted to conform to the near-side stopping of cars. Vehicles which desire to diverge from a street on which cars are operated are required to proceed to the far side of the intersecting street, before crossing track." Atlanta, Ga. — Cars in this city have always stopped only on the near side of all street crossings. Evidently the company and the public are satisfied with the rule. The management writes : "We have never been able to conceive any possible reason or invent an excuse for stopping cars on the far side of crossings." Columbus, Ohio. — Cars stop on the near side only, in all parts of the city. Pay-as-you-enter cars are operated. P. P. Burington, secretary, believes that accidents to vehicles and pedestrians have been reduced by this practice. He states the public is fully satisfied. E. K. Stewart, first vice-president, says : "We have stopped on the near side only, for 15 years. We find this rule is beneficial in that it reduces crossing accidents with vehicles to practically nothing and it is a protection against collision with fire department and also with pedes- trians. With pay-as-you-enter cars in use in this city the stop on the near side puts passengers directly on cross-walk if the front exit is used." Toronto, Out. — Cars stop only on the near side except at one or two intersections in the downtown district where cars make the second stop on the far side to accommodate the employees and patrons of large departmental stores whose doors open opposite these points. The management believes the near-side stop reduces accidents, especially those due to boarding and alighting, because the number of stops is reduced. It also be- lieves the elimination of the second stop in congested areas greatly facilitates the handling of cars and vehicular traffic by the traffic officers. The company makes the point that with the far-side stop, a driver of a vehicle in turning from a cross street cuts directly into the group of people who may be board- ing or alighting from a car. If the car stops only at the near side this interference is avoided. Salt Lake City. — Cars stop at the near side only in outlying districts and on both sides in the congested districts. This rule is explained by the fact that the streets are very wide, the dis- tance from curb to curb being 92 ft. in most instances. Passen- gers load and unload from both platforms. Montreal, Canada. — Cars stop only on the near side. There is now a popular agitation in the city to compel the company to change to the far-side stop. Other Cities. — Other cities in which cars stop only at the near side are as follows: Charleroix, Pa., Steubenville, Ohio; East Liverpool, Ohio; Ft. Wayne, Ind. (Near side in paved streets; far side in unpaved streets); Chattanooga, Tenn. (Near-side stopping in effect two years. Superintendent states plan has worked very satisfactorily. Expedites vehicular traf- fic. Does not retard movement of cars. Reduces number of accidents) ; Pittsburg, Pa. (An endeavor has been made to adopt the near side stop in Pittsburg, but it is often necessary to violate the rule and stop on the far-side also) ; Norristown, Pa. (Near-side stop throughout the city) ; San Diego, Cal. (Near-side stop throughout the city). A number of important cities report they now stop on the far side but are considering changing to the near-side stop. QUESTION NO. 2. — CHANGING TO HITHER STOP IN ALL SECTIONS WITH ABSTRACTS OF NEGATIVE OPINIONS AND EXPERIENCE Minneapolis, Minn. — All passenger stops are made at the far side and at right-angle track intersections passenger stops are made at both the near and far crossings. The company says: "Our experience with the near-side stop has been such as to convince us that considerable confusion would inevitably re- sult if the near-side stop were adopted. While regular patrons of the line might soon accustom themselves to the change, out- siders would be at a loss to know where they were expected to board a car. As far as we are concerned and with our local conditions we believe that our present practice with regard to stops is by far the most satisfactory." March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 487 Indianapolis, hid. — Stops are made only on the far side. The company writes: "In the outlying districts under the plan of stopping cars on the near side, drivers of carriages, wagons, etc., and pedestrians crossing the street will take the chance of crossing directly in front of a car when they see it coming knowing that the car will stop on the near side if it stops at all, and will assume that it is going to stop; whereas if the car stops on the far side of the street they will not take these chances." Duluth, Minn. — Cars stop at the far side and make both stops in congested area. The company writes : "One serious ob- jection to stopping on the near side of intersections in this and other Northern cities is that passengers when alighting from or boarding cars at the rear end would be taken on or received at a point about 40 ft. from the crosswalk where no especial effort is made to keep the street free from snow, slush and dirt. Our reason for continuing the second stop is that it would be almost impossible to teach residents of the city, to say nothing of transients, at what streets cars stop on the near side to receive and discharge passengers, and at such points there would always be a few passengers waiting to board the car at the usual place on the further side of the in- tersection." Vancouver, B. C. — Early in 1909 this city passed a resolution requesting the company to stop cars on the near side of street crossings on all paved streets and to continue stopping on the far side on streets not paved. The management says : "From our standpoint we find with the near-side stop that consider- able time is lost, due to the fact that passengers very often stand in line with the street crossing and have to walk back the length of a car to mount the rear steps. We have had no serious accidents due to this new method of stopping which was begun May 15, but in the long run we are unable to say whether it will reduce or increase the number of serious acci- dents. In regard to vehicle traffic we find that teamsters and others when they see the car stop at the near side, proceed to cross the tracks, sometimes very slowly in front of the standing cars, which makes it necessary to stop long enough to allow them to pass. This time would not be lost if the cars stopped on the far side. The practice of stopping at the near side, we think, slightly retards the movements of cars as above stated, by passengers having to walk back the length of a car at the crossing. With regard to the street cars themselves, with the exception of the above mentioned delays, we would say the safety element is probably increased." UNSUCCESSFUL EXPERIMENTS WITH NEAR-SIDE STOPS Definite attempts previously have been made in four of the larger cities, Chicago, New York, Brooklyn and Baltimore, to change from the "far-side stop" to the "near-side stop." All four of these attempts are reported as failures. A brief re- view of these experiments and the explanations for their non- success will be appropriate. Chicago. — Near-side ordinance passed in November, 1895. Amended in December to permit both far and near stop. Re- pealed in February, 1896. In regard to the experiment made in Chicago with the near-side stop, the following extract from a letter from a general manager, who was then connected with the Chicago City Railway Company, is interesting: "The only experience I have had in connection with stopping cars at the near crosswalk was while located in Chicago in the year 1895. Council passed an order requiring the street railway lines to stop all cars at the near crosswalks. This change, however, made suddenly and without sufficient notice to the public, caused considerable inconvenience to the patrons of the road and as a consequence, Council was called in special session for the purpose of considering the matter further and at that meet- ing the order previously passed was revoked and the old order of stopping at the far crosswalk was re-established. As I recollect, our experience during the time the cars stopped at the near crosswalks showed that the accident hazard was some- what increased, particularly in connection with wagon collisions. If cars stop at the near crosswalk drivers of vehicles on streets intersecting with the traction line frequently take it for grant- ed that an approaching car will stop at the near crosswalk and take chances on crossing the tracks that they would not take otherwise. In many cases the cars, failing to stop at the near crosswalk, collide with wagons. If it is not necessary at that particular point to stop to take on or let off passengers it be- comes necessary to do so to avoid collisions with the wagons that would not have crossed the track had the driver not thought the car was to stop anyway. When the change in stopping was made in Chicago from the far side to the near side of the street intersections placards announcing the change were placed in all cars. Outside of this and the newspaper articles nothing was done. The trouble in having the public become accustomed to the change in the instance referred to was that not sufficient time was taken to educate the public to the practice before the same was put into effect. I believe the results might have been different had the practice not been changed on such short notice and more care taken to inform the public of the proposed change." New York City. — An experiment with the near-side stopping was made in New York some years ago. It immediately aroused strong popular protest because passengers had to alight from cars at rear platforms and walk through the mud. The far-side stop was restored after a few days' trial with the near-side stop. Brooklyn. — Concerning the results of the near-stop experi ment in Brooklyn, the Brooklyn Rapid Transit Company writes as follows: "In 1903 an ordinance was passed changing stop to near side only. There were so many complaints from pub- lic (people having to alight in slush, etc., during bad weather account cars not stopping with step at crosswalk), that after a week's trial another ordinance was passed putting the stop back to the far side. There was a decrease in vehicle collisions but an increase in boarding and alighting cases account cars stopping with platform away from crosswalk. Streets, however, at this time were in poor condition. Stopping at near side ex- pedites movement of traffic." A former Brooklyn official states that the experiment was ill-timed, as it began in slushy weather and failed for that reason. In his judgment the near side stop is practicable where paving is good. He thinks the experiments both in New York and in Brooklyn were not fair trials. Baltimore. — Tn 189.3 an ordinance was passed requiring all street cars in Baltimore to stop at the near side of street cross- ings and intersections. In 1905, in response to a general popu- lar demand, the city council passed a rescinding ordinance re- quiring the company to stop on the far side of all streets. One of the arguments used at the time the change from the near stop to far stop was made was that passengers were obliged to alight in mud or snow when cars stopped on the near side. The company is opposed to the return to the near-side stop as it believes this would lead to popular agitation for an ordinance requiring the company to admit passengers by the front door. The company points out that if passengers are permitted to enter by the front door the very object of the pay-as-you-enter cars will be defeated. At crossings where safety stops have to be made on the near side the company is in favor of eliminat- ing the second or far-side stop. The report on the near and far-side stops was prepared for the officials of the Chicago City Railway Company by C. B. Fairchilcl, Jr. An American consul in England has forwarded the names of seven towns in his district which have an electric car system, together with the total authorized mileage ; mileage under operation, and the money invested. He states that much of the equipment of these lines was purchased in the United States, and as the companies are from time to time extending their service, making repairs and renewals, and linking up existing tracks, it is suggested that American firms follow these develop- ments and endeavor to secure further orders in that district. The address of the consul can be obtained upon application to the Bureau of Manufactures, Washington, No. 4616. 488 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. ANNUAL CONVENTION OF MAINTENANCE OF WAY ASSOCIATION Top of Rail Standard Clearances Recommended The eleventh annual convention of the American Railway Engineering & Maintenance of Way Association was held at Chicago on March 15, 16 and 17. The president of the associa- tion, William McNab, principal assistant engineer Grand Trunk Railway System, Montreal, Canada, was in the chair. During the week of the convention the Road & Track Supply Associa- tion held an exhibition of railway appliances and supplies at the Coliseum. Those portions of the published committee reports presented before the Maintenance of Way Association which are of par- ticular interest to electric railway officers are presented here in abstract. IRON AND STEEL STRUCTURES The committee on iron and steel structures submitted a num- ber of suggested changes in the manual of recommended prac- tice. Regarding clearances the committee suggested the fol- lowing : "When alignment is on tangent, clearances shall not be less than shown on the diagram. The width shall be increased so as to provide the same minimum clearances on curves for a car 80 ft. long, 14 ft. high, and 60 ft. center to center of trucks, allowance being made for curva- ture and superelevation of rails." Other recommended changes had to do with the character of materials and the manu- facture of structural parts. This com- mittee also suggested that a proper sys- tem of bridge inspection should generally include the following : "(1) Inspection by the regular section forces, daily, or as often as they inspect the track under their supervision. The object of this inspection is to discover any damage to the struc- ture from fire, flood, derailments or other accidents from traffic, or any displacement in the structure in whole or in part. This inspection, due to the lack of skill on the part of the section forces, must necessarily be superficial, and will rarely, if ever, do more than call attention to unsafe conditions arising from causes other than those of natural depreciation. No reports of such inspections need be made unless adverse conditions are discovered. "(2) At periodic intervals of from one to six months there should be inspections by bridge foremen or others experienced in bridge repairs. These inspections should be more thorough than those of the section forces, and are intended to discover all the defects, arising from traffic, to which the bridge is sub- jected, and those due to natural depreciation or other causes. Reports of such inspections should be made to the one next in authority; preferably to the one most directly or primarily responsible for the safety of the structures. "(3) Annual or semi-annual inspections are to be made by men experienced in the design and maintenance of bridges ; preferably by those who are primarily responsible for their safe maintenance. The reports of these inspections should be filed, and in connection with an examination of office data will determine the safety of the structures, and be the basis for decisions as to repairs, reinforcements or renewals. Regarding "Reinforced Concrete vs. Steel for Short Span Bridges," the committee held the opinion that reinforced con- crete flat slabs or girders are not generally advisable for rail- way loads in spans exceeding 40 ft., but, as the great majority of structures carrying tracks over openings in the roadway are of spans less than 40 ft, the importance of these small struc- tures is very great, and we believe the use of reinforced con- crete for these small spans is desirable. The report of the committee included specifications for the erection of railroad bridges and a review of the development of metal bridge build- ing in America. COMMITTEE ON ELECTRICITY Because of its recent appointment the committee on electricity did not present definite recommendations. During the year sub- committees had studied the subjects of clearances, transmission lines and crossings, maintenance organization, and relation of electric to track structures. In the discussion of the subject of clearances, "the sense of the sub-committee was that the clearances between the limiting lines of equipment and the lim- iting lines of third rail structures, which are shown as 1^2-in. in the report referred to, are insufficient and that a greater clearance should be established. In order to determine the limiting clearance that could be established it was decided to secure data showing limiting lines of clearances of third rail conductor structures, the limiting lines of rolling equipment and the limiting lines of third rail structures with respect to maintenance of way structures from various railways. The sub-committee is also collecting data from various railways electrified or partly electrified and also interurban lines with heavy traffic which may possibly interchange with steam lines electrified or not electrified. This sub-committee is communi- cating direct with the representatives of the various railways, and a circular has also been issued by the secretary of the association requesting data pertinent to the subjects outlined.'' Sub-committees on insulation and electrolysis are expected to make a report shortly. RAIL During the year the committee on rail visited a number of rolling mills and observed tests on rail joints at the Water- town arsenal. The board of direction instructed this commit- tee as follows : "(1) Consider revision of Manual; if no changes are recom- mended, make statement accordingly. "(2) Continue the investigation of the leakage and failure of rails and present summary of conclusions drawn from reports received. "(3) Report on the results obtained from the use of open- hearth and special alloy steel rails, and chemical composition of such rails. "(4) Present report showing diagrams or photographs of typical characteristic rail failures corresponding to the adopted classification of rail failures. "(5) Report on any recommended changes in specifications for steel rails heretofore adopted, and prepare specifications for open-hearth steel rails. "(6) Present recommendations on standard rail sections. "(7) Consider the rail joint question and recommend design and specifications. "(8) Reconsider and report any recommended change in standard drilling for rails as given in the Manual. "The committee is arranging for a series of tests on rails of different sections and weights of both Bessemer and open- hearth steel, manufactured by different' mills, with a uniform chemical composition for each kind of rail. The tests are to embrace drop tests, tests on revolving machine at Steelton, tests on reciprocating machine at Sparrows Point, and a serv- ice test in track, the work to be done under the supervision of a man working under the committee." The rail committee offered a set of specifications for rail, both Bessemer and open hearth, for consideration and dis- cussion. WOODEN BRIDGES AND TRESTLES The committee on wooden bridges and trestles considered the revision of specifications for structural timbers and studied the principles and methods of pile driving. Specifications for Southern yellow pine timber, Douglas fir and Western hem- lock timbers were submitted. The report of this committee included 40 printed pages devoted to wooden and concrete piles and pile-driving methods. OTHER COMMITTEES Special committees reported on standard specifications for cement and on the question of co-operating with the national conservation committee. March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 489 The committee on rules and organization submitted typical rules for the government of employees of the maintenance of way department. The ballast committee studied methods of making physical tests of stone ballast, proper thickness of ballast, methods of grading gravel ballast and treatment of foul ballast. MASONRY AND BUILDINGS The committee on masonry recommended changes in speci- fications for cement and presented new specifications for plain and reinforced concrete. It also presented a new "recommend- ed practice" for designing reinforced concrete structures. A progress report on waterproofing masonry illustrated by a number of engravings showing ballasted floor bridges, was presented. In the report of the committee on buildings specifications for rive-ply tar and gravel or slag roofs over board or concrete were presented. Designs for tool houses were illustrated. TRACK The committee on track presented specifications for spring and rigid frogs, including requisites for switch stands. RAILWAY LOCATION A committee on the economics of railway location presented a report of 50 printed pages supplemented with tables and curves. The work of this committee, according to the report, "has been mostly toward presenting to the association a few conclusions which will give a practical base or foundation on which to establish a method of estimating the relative economic values of various locations. In some cases the committee's conclusions are radically different from accepted views of the past, but the conclusions are founded on practical tests and conditions as they exist, so far as possible. "There are two fundamental points which must be consid- ered in order to base deductions with reference to the various elements entering into the question of economic location, namely : Power and Resistance. In many different practical tests variations in results have occurred owing to differences in standards of maintenance of track and equipment, and dif- ferences in details of construction of equipment. Exact rules for determining the power and resistances, which will apply in all cases, cannot be deduced ; but approximations can be made of sufficient practical value when applied for the purposes intended." A report on the study of train and curve resistance was in- cluded. A part of the conclusions of this committee were as follows : "Resistance of freight trains shows practically no change of resistance between 7 and 35 m.p.h. "It is recommended that for freight train resistances be- tween 7 and 35 miles per hour the formula R = 2.2 T -f- 121.6C, be used for comparing freight train ratings on different lines and grades, in which R = total resistance on level tangent. T = total weight cars and contents in tons, C = total number of cars. "In order to equalize resistance on curve and tangent, curves shall be compensated .035 per cent per degree of curvature. Effect of curve resistance is dispelled more slowly at slow speed than at high speed. "Superelevation and depression should be equally divided be- tween high and low rail of curve, in order to avoid shock in entering curve and exceeding maximum gradient on runoffs of curves. "Condition of roadway maintenance has a great effect on train resistance. "Condition of equipment has a great effect on train re- sistance. "Train resistance is greater in cold weather than in warm. Per cent of rating on account of variation in temperature, as shown in body of report, is recommended for use. "Resistance of individual cars of same weight but of differ- ent type shows considerable variation. Sufficient data are not yet available to determine just how much the difference is. "Starting resistance varies from 10 to 40 lb. per ton, depend- ing on loading, temperature and character of maintenance of roadway and equipment. SIGNS, FENCES AND CROSSINGS This committee reported on ways and means for securing a proper quality of fence wire to resist corrosion, continued an investigation of the use of concrete fence posts and investi- gated crossing flangeways. A proposed crossing specification included the following: "At crossings where paving is required to conform to street specifications, treated ties should be used, laid on a bed of crushed rock, gravel or other suitable material not less than twelve (12) in. in depth, placed in three (3) in. layers, each thoroughly rammed to prevent settlement. Vitrified tile drains not less than six (6) in. in diameter, leading to nearest point from which efficient drainage may be obtained, should be laid on either side of and between tracks, parallel with ballast line and outside of ties. Where block paving of greater depth than the height of the rail is used, a substantial malleable iron or steel chair with base not less than 48 sq. in. should be provided, the rail to be fastened through the chair to the tie with screw- spikes. On long stretches of track, laid on streets paved with blocks, the use of a special rail section is advantageous to avoid the use of chairs. With such rail tie plates and screw-spikes should be used. Top of rail should be Y\ in. above the paving. A suitable form of rolled metal shape should be fitted into the space between the head and base of the track rail to pro- vide a flangeway of not less than 2 in." The following observations were presented regarding con- crete fence posts : "1. Concrete fence posts will heave very little and in most cases, not at all ; posts set from two to five years ago are still in almost perfect alignment. "2. They appear sufficiently strong for all practical purposes after having been properly cured and set. A cedar post of di- mensions identical with the average concrete post would weigh about one-fourth as much and is about four times as strong when new, but this only brings out the fact that the cedar post is stronger than necessary and that the concrete post with its lesser strength is yet strong enough to serve its pur- pose, and has a longer life. "3. The claim that a concrete post reinforced with steel forms a lightning protector appears reasonable. "4. They resist the action of fire and decay, and will not float and cannot be displaced as easily as wood. "5. They must be handled carefully in loading and unload- ing, and be well cured before being set. "6. They are much heavier than wood posts and the cost of distributing and setting is about 25 per cent greater." TIES The committee presented the replies to a circular letter, recommending that each railroad keep an accurate record of the life of its ties. Metal and composite ties were described and illustrated. The committee stated that : "The oldest steel ties in track (accessible to your committee), in any consider- able quantity, are the inverted trough-section Carnegie ties Seven hundred and fifty of these ties were put in during the latter part of 1900, and 350 additional the following spring. These ties were placed in the track near Osgood, Pa., and have been in the track eight years. The trough-shaped ties weighed 199 lb. each. Ten of these ties taken from the track during July, too8, weighed 1,790 lb., or an average weight of 179 lb. per tie — a loss of 20 lb. after eight years' service. These ties showed no appreciable wear under the rail." USE OF STEEL TIES IN INTERURHAN AND STREET RAILWAY TRACKS Individual reports from the engineers ot electric railway lines using steel ties included the following: Tzvin City Lines. — Report through Geo. L. Wilson, the chief engineer, as follows: "Wc have in use about 1,000 Carnegie steel ties. These were all laid on straight line, about one-half of them being used on a street which had a macadam surface and the balance on a street paved with brick, where the ties were embedded in con- 490 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. crete. This work was all located in St. Paul. They have been in use about one year, all on tangent. The street grade is ap- proximately 1 per cent. In paved street we have had no diffi- culty in regard to the ties holding the track. On the macadam street the ties did not seem at first to hold the track rigidly, but seemed to work somewhat in the stone ballast. We have had no notice of trouble from this cause recently." Utica & Mohawk Valley Raihvay is using the steel ties quite extensively and Mr. French, engineer of maintenance of way, makes the following report: "I would say that to date we have used 100 Carnegie steel ties having top flange 4l/2 in., bottom flange 8 in., height 5^4 in., length 7 ft. We have used 4572 Carnegie steel ties having top flange, 4 in., bottom flange 6 in., height 4^ in-» length 7 ft. Of this number, 625 were used under 7-in. T-rail having 6-in. base and 3-in. head and weighing 95 lb. per yard ; 297 were used under 7-in. T-rail having 5J/2-in. base, 2^-in. head and weighing 70 lb. per yard ; 1062 ties were used under 100- lb. standard A.S.C.E. open-hearth T-rail; 2706 were used under 95-lb. 9-in. tramhead girder rail. All of these ties were used in our standard concrete construction, paved with standard vitrified block grouted with Portland cement." Joliet & Southern Traction Company advises through L. D. Fisher, chief engineer, "that we have 300 of these ties in our road in paved streets. These ties are used with 7-in., So-lb. T-rail, and are spaced 5 ft. center to center. The tie and the base of the rail are all embedded in Portland cement concrete, with 6 in. underneath the tie. Under these conditions our track maintains good surface and gage." Boston Elevated Railway Company states, through A. L. Plimpton, civil engineer, "that our use of this form of tie has been very limited, we having used it only on a short length of track on Washington Street, city proper, in connection with relaying the tracks last season on concrete base. These ties ire particularly well adapted to such work, as track is bonded much better to the concrete than in the case of wooden ties." Syracuse Rapid Transit Company, E. P. Roundey, engineer maintenance of way, reports, "that we have several thousand in use, but they are all in paved streets, with concrete ballast. We have not used any in open track construction." The Denver City Tramway Company, John Evans, chief en- gineer, reports: "We have used 2,500 such ties, all laid in May, 1908, all in conjunction with concrete paving; on Arapahoe Street, Six- teenth to Eighteenth Streets, and on Eighteenth Street and Larimer to Broadway ; all in straight track. To date, track held to perfect surface, gage and line. Wherever the steel tie has been used together with a concrete pavement, we have experienced trouble from cracking of such pavement." Oklahoma Railway Company, W. A. Haller, general man- ager, writes: "We have about 4 miles of 6-in. base Carnegie steel ties in use in concrete street railway construction. We have none of these ties in use in ballasted roadbed. We have found that the one bolt clip used for attaching the rail to the tie is inade- quate, even in a paved street, and we judge it would be still less reliable when used in open track construction. We have experienced some trouble with joint ties working loose in the concrete, the primary cause of this being that the attachments and rail joints first become loose, and the vibration and jar then causing the tie to work loose in the concrete. In our re- cent construction, however, we are using a continuous rail joint and exercising more care in placing the concrete." San Antonio Traction Company reports that it laid 500 ft. of double-track with Carnegie steel ties in 1908, spaced 5 ft. The ties were laid in concrete and are holding perfectly to date. WOOD PRESERVATION The committee suggested revisions in the Manual and pre- sented revised specifications for treatment and for analysis of coal-tar creosote. Several reports on the life of ties and the condition of treated timbers were given. STATEMENT OF J. F. CALDERWOOD REGARDING CONEY ISLAND FARE DECISION J. T. Calderwood, vice-president and general manager of the Brooklyn Rapid Transit Company, has made the following state- ment in relation to the decision of the New York Public Service Commission, First District, upholding the 10-cent fare to Coney Island : "A city transportation company is a business organization and as such it cannot afford to sell its service at a loss any more than a merchant can afford to sell his stock at a loss. It may attempt such a state of affairs, but sooner or later, and most generally sooner, it is confronted with a necessity of increase of fare, a decrease in facilities or an application for a receiver. "A merchant sells woolen goods and after a time an addi- tional tax is placed upon the wool. A loud cry goes up against the increased wool tax by the ultimate consumer, and who pays this tax — the consumer. But the ultimate consumer of street car service makes no outcry against taxes or burdens that are imposed upon the merchandizing of transportation when the dis- position is to reduce the fare. Instead the consumer may enjoy the distress of the very concern upon which he must place dependence for reasonable and constant daily transportation. "The receiverships of all the transportation evils that follow in their wake mean nothing to the consumer — not until they have arrived. "The recent decision of the commission specifically called at- tention to the difference in character between the riding on the Interborough's subway and the riding to and from Coney Island. Throughout the greater part of the length of the subway there is a heavy and constant local traffic of short riding — a profitable business and almost unknown to the lines that run in Brooklyn to the ocean. "The commission's decision called attention to the expense to the railroad company of this specific Coney Island traffic by rea- son of its extreme fluctuations in volume, that the business pro- vides no steady income; on the contrary, it requires the com- pany to be prepared to handle excessive numbers of passengers in a single day or within a few hours at irregular intervals and during a short period of the summer months, thus requiring a large amount of extra equipment and power capacity. This calls for an investment of an abnormal amount of capital upon which the fixed charges must be paid, and this additional capac- ity is idle a large part of the year. "Street car traffic, to bring not necessarily an adequate in- come, but any net income to the operating company, should, in the first place, have consistency day in and day out, its volume varying but slightly, and in the second place, a fairly generous mixture of short-haul traffic These conditions do not pertain in Brooklyn. On the contrary, we carry a large portion of our traffic to Manhattan in the morning and take it home at night. "Conditions on the Coney Island lines have never been com- parable with those in Manhattan, where a man may ride from the South Ferry to City Hall, another will take his place from City Hall to Union Square, and from Union Square to Central Park another, and still another take his place to Harlem. Thus the particular car seat will earn several times the regular fare where the Coney Island passenger from Manhattan pays one fare. Moreover, the cars in Manhattan returning in the opposite direction, do quite as well. Long trains in the reverse direction from Coney Island during rushes are practically empty. "These Manhattan conditions are the conditions that must be approached in Brooklyn before any of the transportation com- panies can regard its Coney Island lines as other than a drag on its revenue. "The sale of transportation is a plain and sane business prop- osition and is subject to the same analysis as any commercial business. "When traffic conditions change on the routes to Coney Island with increased density and regularity of traffic sufficient to make the net rate per passenger profitable, then a less rate per pas- senger than is now charged will be considered by this company, but not until then is any reduction consistent with good business March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 491 principles. You cannot buy something for 5 cents and sell it for 3 cents with a transfer and make money." Commissioner Maltbie is quoted as follows regarding the decision : "For my own part I believe that the establishment of a dif- ferential rate, charging 5 cents on the surface lines and 10 cents on the rapid transit lines would equalize the traffic. It is a well- known principle of railroad economics that by charging different rates for what is substantially the same service from different points you equalize the traffic in a manner that is profitable alike to railroads and shippers. This principle could well be applied to the Coney Island traffic. "Thousands of people who are not on the ragged edge, and to whom an extra 10 cents is no object, would continue to travel to Coney Island on the rapid transit lines despite having to pay a higher fare. Since the establishment of places like Luna Park and Dreamland that class of patrons at the island has largely increased. Thousands of bathers who go down every day dur- ing the summer would continue to patronize the more expen- sive lines. If, at the same time, there was a 5-cent fare on the surface cars, much of the overcrowding of these rapid transit lines would be done away with, and the poorer people would have a chance to reach the seashore at the lower fare. "As to the commission's majority opinion, I cannot help feel- ing that it is something of a Scotch verdict. We did not have before us all the evidence necessary to enable us to come to a general conclusion as to the justice or injustice of the 10-cent fare." HEARING ON ELEVATED SERVICE IN NEW YORK A hearing was held before Commissioner Eustis, of the Public Service Commission of the First District of New York, on March 11, 1910, to inquire into the service on the elevated lines of the Interborough Rapid Transit Company. H. H. Whitman, of counsel for the commission, and T. L. Waugh, of counsel for the company, were present. Mr. Whitman filed for record the statement showing the number of cars owned, the number of revenue passengers carried, and the miles of track operated on the elevated and subway lines from 1906 to 1909, published in the Electric Railway Journal of Feb. 26, 1910, page 356. D. L. Turner, chief of the bureau of transit inspection of the commission, presented a series of charts showing observations which he had made on March I, 1910, in conjunction with representatives of the company. Observations made on the Second Avenue line at Thirty-fourth Street, from 7 a. m. to 9 a. m., showed that 21,580 passengers passed Thirty-fourth Street in trains bound south which provided 17,000 seats. From 4:30 p. m. to 10:30 p. m., 30,930 passengers passed Thirty- fourth Street in trains bound north which provided 26,300 seats. The period of greatest overload southbound was from 7 130 a. m. to 8 a. m. when the passengers numbered 6380 against 4750 seats. Northbound, the period of greatest over- load was between 6 p. m. and 6:30 p. m. with 6690 passengers against 5100 seats. Observations made on the Third Avenue line at Thirty fourth Street from 7 a. m. to 9 a. m. showed that 42,610 passengers passed Thirty-fourth Street in trains bound south which provided 35,350 seats. The period of greatest overload was between 7:30 a. m. and 8 a. m. with 11,400 passengers against 7000 seats. During the period of two hours men- tioned, 94 seven-car trains passed south. Northbound travel on the Third Avenue line, observed at Forty-second Street, showed that between 4 130 p. m. and 10 p. m. 67,980 passengers passed in trains which provided 55,800 seats. The period of heaviest overload was between 6 130 p. m. and 7 p. m. when 10,360 passengers passed the point of observation in trains which provided 8750 seats. Between 5 p. m. and 7 p. m., 88 seven-car trains passed Forty-second Street bound north. On the Sixth Avenue line, observations were made at Fif- tieth Street. From 7 a. m. to 9 a. m., 18,680 passengers passed the point of observation in tr;iins bound south which provided 16,700 seats. The period of greatest overload was between 8 a. m. and 8 130 a. m. with 6840 passengers against 5250 seats. From 4:30 p. m. to 7 p. m., 25,790 passengers were transported in trains bound north which provided 21,700 seats. The period of greatest overload was from 6 p. m. to 6:30 p. m. with 8430 passengers against 4550 seats. On the Ninth Avenue line observations were made at Fiftieth Street. From 7 a. m. to 9 :30 a. m., 24,920 passengers passed that point of obesrvation in trains bound south which provided 24,000 seats. The period of greatest overload was between 8:30 a. m. and 9 a. m. with 7440 passengers against 5950 seats.- Between 4 :30 p. m. and 7 p. m., 25,230 passengers passed in trains bound north which provided 22,850 seats. The period of greatest overload was between 5 130 p. m. and 6 p. m. with 7440 passengers against 5250 seats. Frank Hedley, vice-president and general manager of the company, said that he had been furnished with copies of the charts showing the observations, but that he had not had time to consider them carefully. He explained that the company had recently ordered 100 cars for service on the elevated lines and that it was in the market for 100 more cars. Of the order of 100 cars which had been placed 70 had been received, and of these 40 were in service and 30 were being equipped in the shops of the company and would be placed in operation shortly. The elevated cars were 47 ft. in length as compared with 51-ft. cars for the subway. The only reason for installing side doors was the excessive length of the subway cars. Side doors reduced the seating capacity by eliminating the side seats in the center of the cars. Mr. Hedley did not favor equipping elevated cars with side doors. The company had platform men at all the principal stations. In some cases, there were as many as 8 or 10 men at a station, and this num- ber would be increased, if, in the judgment of the repre- sentatives of the company and the engineers of the commission, that would facilitate train movement. Mr. Eustis suggested that it might be advantageous to attach an extra car to each train during the rush hours for the use of through passengers. This car would overhang the station plat- forms, but it could be labeled and through passengers would soon become accustomed to it. Mr. Hedley said that this plan had been tried a few years ago, but that it was not the success which Mr. Eustis seemed to think it could be made. He had conferred recently with officers of his company who were familiar with the results of this experiment, and they did not feel that such a plan would work better now than it did before. Mr. Hedley thought that the type of folding gate in use on the elevated lines in Brook- lyn was not more efficient than the rigid gate with which the elevated cars of the Interborough company were equipped. The company was very busy preparing for the installation on March 14, 1910, of the new schedule which had been pre- pared for the subway, and Mr. Hedley felt that the new schedule could be made a success by the co-operation of the officers of the company and the engineers of the commission. It was difficult to prepare and introduce a schedule of this kind at short notice, but by the latter part of the week com- mencing March 14, 1910, after the necessary adjustment had been made, and the crews were more familiar with the runs, the schedule would be carried out in full. For this reason Mr. Hedley asked the commission for a postponement so that he and the engineers of the commission could consider the charts in conjunction and evolve a plan for the operation of trains which would work to the betterment of the elevated service, particularly the service between 7 p. m. and to p. m The hearing was then postponed until March [8, 1910. — The total mileage of electric railways in Canada in igo8 was 989. The gross earnings for the year were $14,828,936, and the net income was $4,716,308. The return of accidents on electric railways shows 68 persons killed and 2139 injured. Of the fatalities 1 1 were passengers, seven employees and 50 other persons. Of the injured 133 were passengers, 213 were em ployees and 618 were other persons. 492 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. THE PHILADELPHIA STRIKE Monday, March 14, 1910, marked the tenth day of the general sympathetic strike in Philadelphia, and the twenty-fourth day of the strike of the motormen and conductors of the Philadel- phia Rapid Transit Company. It was particularly significant because it was the beginning of a new week and showed many deflections from the ranks of the strikers. It also showed that the leaders of the unions were hard pressed because the com- mittee of 10 in charge of the strike as a last resort appealed to the organized drivers of milk, meat and grocery wagons in the city to refuse to take out their wagons on Tuesday morning, March 15. Moreover, a set of resolutions was adopted declar- ing a boycott against the banks and urging "the working men and women of America and their sympathetic friends to with- draw all the funds they have on deposit with banks, thereby teaching the bankers that without the money of the workers their institution of finance must be a failure." The return of so many men to work in the various trades was undoubtedly hastened by the public announcement of a number of large employers of labor that they would close their plants indefinitely unless the men returned to work by March 14. The movement for a general sympathetic strike also was hurt by employees of the shoe trade, numbering 5000, and paper box makers, numbering 2000, who refused, through their representa- tives, to join in the sympathetic strike. These men said that they intended to abide by the contracts which they had with the firms by which they were employed. On March 10, the Merchants' and Manufacturers' Association inaugurated its campaign to minimize the effect upon business of exaggerated reports sent broadcast from Philadelphia con- cerning conditions prevailing in the city. The association re- printed 50,000 copies of an editorial which appeared in the Philadelphia Public Ledger of March 7, 1910, entitled "Menda- cious Journalism," and has distributed these reprints far and wide. On the same day the State Federation of Labor in ses- sion at New Castle, Pa., adopted resolutions endorsing a State- wide sympathetic strike if necessary. Mayor Reyburn displayed to the newspaper men many letters indorsing his action in main- taining law and order during the strike. On March 10, Director of Public Safety Clay advised J. Burwood Daly, counsel for the men on strike, that the proposed mass meeting at the Philadelphia Ball Park would tend to re- sult in the disturbance of the public peace and would not be permitted. Despite this, however, the strikers congregated at the park and formed for parade with the City Hall as their destination. The congestion which resulted grew so great as the march was continued toward the city that the police dis- persed the marchers between Mount Vernon and Spring Garden Streets by turning the crowds into the side streets. On March 12, Seth Low, president of the National Civic Federation, announced that that organization could act only upon the request of both parties to a dispute, since it was not invested with authority to enforce its decisions. On the same day the Philadelphia Rapid Transit Company granted an ex- tension until Wednesday, March 16, for its former employees to apply for reinstatement. It had been stated that the families of some of the men suffered because of the lack of ready cash, and Mr. Kruger announced that the company would advance all those who returned to work such sums as they might need to rescue their families from want, and collect the amount ad- vanced from the pay of the men by retaining a small sum week- ly from their wages. At the same time, Mr. Kruger pointed out that the company was fast filling its ranks, and that the com- pany could not be held responsible if delay and disappointment should follow the filing of applications. On March 14 the com- pany announced that it had employed a total of 4350 men, and as conditions were practically normal on its system the neces- sity did not exist for making public daily the number of cars operated and the number of passengers carried. A conference was held in the office of George H. Earle, Jr., one of the representatives of the city on the board of directors of the Philadelphia Rapid Transit Company, on March 14, 1910, between Mr. Earle and the representatives of the men on strike, at which the men demanded that the company take back all the old men. When this proposition was submitted to Mr. Kruger, he replied that the plan was impossible on account of promises made by the company to. the men who remained loyal and to those who have been employed since the strike. In ex- planation of this conference Mr. Earle said that it was at the request of a friend who had asked him if it would not be possible to settle the strike by an interview with the repre- sentatives of the former employees. THE AUDITOR'S RELATION TO THE OPERATING EXECUTIVE* BY A. J. LAMB, TOLEDO RAILWAYS & LIGHT COMPANY Within the last few years there has been a marked change in the relations of the auditor with other departments and with the executive officer. Many of us can remember when in most companies the auditor was looked upon as the man who kept the books of the company and who watched out that the com- pany collected all the money due it, and did not over-pay any of its creditors. With the purchase and consolidation of elec- tric railway properties into large systems it became necessary to have some basis for comparing the different properties con- trolled by one company, and also to contrast their operation with that of other companies. This necessitated the formation and adoption of a uniform system of accounts. In many cases it was the auditor who analyzed his own re- ports and brought to the attention of the executive officer the contrasts shown. This work has continued until at the present time the collection, tabulation and analysis of the details in our business is considered of great importance ; and in most com- panies the auditor is regarded not only as one of the officers of the company, but in many cases is employed directly by the board of directors. The independence which such an arrange- ment gives him is of supreme importance, since it not only enables him to present a true and accurate statement of the operations of the company without regard to the results shown, but places him in a position where he can command the respect of the heads of other departments, and where his requests for information will be complied with. This last condition is essen- tial ; many of us can recall times when the request for special information from which certain deductions were to be made was considered by some operating officials as of no importance, with the result that the auditor was furnished with estimates and not with the correct data. Now that the value of our reports is appreciated and the necessity for accurate details is known, we should strive to make our relations with other officers most cordial and co- operative. This is especially true in many companies where the clerks in various departments devote most of their time to the work of the operating department, but also make reports to the auditor. Since in most cases the auditor is unable to investigate such reports and to some extent must depend for their correctness upon the interest of the clerk in the work, such relationship will tend to secure prompt and accurate re- ports. The auditor should avoid throwing too much work upon the other departments by asking for information which may not be necessary. In other words, it is of more assistance to the executive officer to have information of especial importance furnished at times and to have his attention called by a report of especial condition, rather than to place upon his desk a large volume of statistics which will require too much of his time to analyze properly. The auditor should keep in touch with what is done outside of his own department, should make frequent inspection of the company's properties, and should have a general knowledge of its operation, as such an understanding will be of great assist- ance to him in checking the information furnished to his de- partment. It will enable him to tell at a glance whether or not * Abstract of paper read before the Central Electric Accounting Con- ference, Fort Wayne, Ind., March tz, 1910. March iq, 1910.] ELECTRIC RAILWAY JOURNAL. 493 large items of expenditure have been charged to the right ac- counts. In very large companies the auditor should employ his own clerks in all departments ; but in smaller companies this is not practicable, since one clerk can do the work for both the ac- counting and operating departments ; but in all cases the auditor should have charge of the storeroom and should employ his own storekeeper. This is essential in order that a proper check may be had upon the storeroom and upon the proper distribu- tion of supplies issued. The auditor is keeping the history of the road for the benefit of those who own it, as well as for those who operate it. Therefore, he should be very careful that his reports show the true condition of the property, and his responsibility for the reports of the company, and particularly those furnished to the stockholders, is unquestionable. This is clearly recognized by the Interstate Commerce Commission, for the auditor is held personally responsible for the accuracy of the accounts. In conclusion, I think that we should continue in the future what we have practiced in the past, which has been not to arrogate the importance of our position, but rather to make our position secure by the value of our services to those in control of our properties. Perhaps our greatest failing as a class is to study out a comprehensive form of monthly report and to rest content with furnishing this information month after month, depending upon the devotion of hours of the time of our executive in order that he may derive some benefit from the information. I think you will agree with me that if it is necessary to choose between the two the executive would much prefer that we should furnish fewer figures each month, but should study these figures ourselves with an intelligent knowledge of the condition and operations of the company, and call to his attention by a few pointed facts any unusual conditions. In other words, instead of being an accurate ma- chine for the" combination of figures we should place ourselves in the position of the one who is responsible for obtaining the best results, and then each month, after careful study of our own reports, ask ourselves what they contain of interest. 20,000-KW TURBO UNITS FOR CHICAGO The Commonwealth Edison Company of Chicago, although working still on the second portion of the new Quarry Street generating station, which will have six 14,000-kw turbo-genera- tors when completed, announces two entirely new generating stations. These are to have a rating of 120.000 kw each, are to be built in a new locality on the North Branch of the Chicago River near Roscoe Street and California Avenue about 6 miles northwest of the center of the downtown district. The present generating capacity of the Commonwealth Edison Com- pany, including that portion of the Quarry Street station now under construction, is about 240,000 kw, divided as follows : Fisk Street, 120,000 kw ; Quarry Street, 84,000 kw ; miscellaneous plants and storage batteries, 36,000 kw. The addition will thus double the generating capacity of the company, making it 480,000 kw. Only one of these 120,000-kw stations will be started at present. The salient feature of this power house will be an equipment of turbo-generator units of 20,000 kw rating- There will be six of these in each of the power houses, and the initial installation for the first station will be two units. These' ma- chines will be by far the largest electrical generating units ever built. When the Fisk Street station was designed about eight years ago, the company demanded from the manufacturers the largest electrical generating units made up to that time. These, which were also the first large power-house steam turbines, were 5000-kw machines. Later, with the rapid progress of the art, the Fisk Street station was rearranged, and again the company demanded machines of a greater rating than any previously existing, installing 12000-kw units. When Quarry Street was designed the company made another step in advance, requiring 14,000-kw units. Now plans are well under way for a new generating station, and orders have been closed with the manu facturer — the General Electric Company in each case — for turbo- generators which will have a rating of 20,000 kw, for con- tinuous service. The buildings will be designed by Messrs. Holabird & Roche, architects, while the general mechanical de- sign is in the hands of Frederick Sargent, of Sargent & Lundy, consulting engineers. The electrical equipment is planned by the engineering staff of the Commonwealth Edison Company. The Curtis steam turbines and General Electric alternators will not differ greatly in appearance from the 14,000-kw units at the Quarry Street station. The generators will be 2300-volt, 25- cycle, three-phase, 750-r.p.m. machines. The dynamo potential will be raised in the transformer house to ocoo volts, 12,000 volts or 20,000 volts, as required. In the turbine room the units will be placed in a row and will be spaced 44 ft. between centers. This is only 3 ft. more than the corresponding distance in the Fisk Street station, with 12,000-kw units compared to the 20,000- kw machines in the new station under description. It is also noteworthy that the turbine room in the Northwest plant will be but 70 ft. wide, which is only 5 ft. greater than at Fisk Street. A rating of 120,000 kw is placed in the length of 276 ft. It is extremely instructive to note the marked economy in boiler-room and engine-room area, particularly the latter, which is obtained by the 20,000-kw units of Northwest station com- pared with the 12,000-kw units of Fisk Street station. The comparison may be tabulated as follows : COMPARATIVE BOILER-ROOM AND ENGINE-ROOM AREAS PER UNIT. 12,000-kw Unit 20,000-kw Unit (Fisk St. Station). (Northwest Station), sq. ft. sq. ft. Roiler-room area (per unit) 5, 740 8,8011 Engine-room area (per unit) 2,665 3,080 Total for both (per unit) 8,405 11,880 Boiler-room area (per kilowatt of rating) 0.478 0.440 Engine-room area (per kilowatt of rating) 0.222 0.154 Total for both (per kilowatt of rating) ' 0.700 0.594 These figures, it is to be remarked, include all auxiliaries, which are placed on the engine-room floor in each case. The net result is that at Fisk Street, with 12,000-kw units, a kilowatt of output is produced on 0.700 sq. ft. of area, while in the new Northwest station, with 20,000-kw units, a kilowatt of output will be produced on 0.594 sQe ft. 01 area. Naturally, the net saving of floor space is much more marked in the engine-room, where it is 30 per cent, but the net saving in the boiler-room and engine-room combined works out to the satisfactory figure of 15 per cent. The 20,000-kw units stand 28 ft. above the floor line and are 15 ft. in diameter. The whole height of the unit above its condenser is 35 ft. 7 in. The condenser for each turbine is placed under it and extends out on either side. Each of these 20,000-kw units will take 260,000 lb. of steam an hour. The new plant is designed for a maximum boiler pressure of 250 lb. to the square inch. Heretofore the maximum pressure in station- ary power-house practice has been from 200 lb. to 225 lb. The initial installation will consist of two generating units and about one-third of the ultimate boiler capacity, with two of the six stacks. An international exposition of "Electricity as Applied to Rail- way Service" will be held in St. Petersburg during the month of August. It is stated that through this exposition the Russian Government desires to fix its ideas concerning the electrifica- tion of Russian railways. A special trial track has been provided, on which all exhibits of electric railway motor cars will be tested fin the level and with varying grades and loads. The ex- hibitors will be permitted to sell an exhibit during the display or at the conclusion of the exposition. The president of the organizing committee is General Sitenko, 24 Sadovaja, St. Petersburg, to whom inquiries in English may be addressed by intending exhibitors, 494 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. THE ACCIDENT ON THE GREAT NORTHERN DETROIT ORDINANCE Further particulars are now available of the accident from an avalanche which occurred to the electrical equipment of the Great Northern Railroad at the Cascade Tunnel, Washington. The slide which caused the disaster occurred at Wellington at the western end of the tunnel at i 145 a. m. on March 1 and carried into the gulch south of the tracks all four of the electric locomotives, with two trains, three steam locomotives and a steam rotary snow plow. One of the electric locomotives was in the inspection shed which was also swept off by the avalanche. A considerable part of the overhead equipment, including one anchor bridge, was also destroyed. It is impossible as yet to determine the extent of the damage to the electric locomotive, but as the distance which they were carried was not very great, it is thought that the injuries will consist more of that caused by the effect of the snow on the insulation of the motors, contactors, etc., rather than any me- The Committee of Fifty appointed by Mayor Breitmeyer, of Detroit, a little over a year ago to study and prepare a solution of the street railway problem on the expiration of Detroit United Railway franchises, has completed its work and has submitted it to the Common Council in the form of an ordi- nance. The plan of settlement will be presented to the Detroit United Railway for its approval, if it may be secured, before submitting to the voters for approval in May, should the Coun- cil accept the plan of settlement proposed. The ordinance follows in many respects the Tayler settle- ment adopted in Cleveland. It provides for an initial fare of eight tickets for a quarter for eight months after the accept- ance of the franchise, but allows an increase or decrease of fares within prescribed limits, at stated intervals, to enable the company to pay a dividend of 6 per cent upon an appraised valuation of its property and upon the cost of future exten- Views Showing the Disaster to the Three-Phase Equipment of the Cascade Tunnel — Great Northern Railroad chanical damage. If much of the apparatus has to be rewound, it will probably be some six months before electric service can be resumed, owing to the fact that the locomotives will probably have to be taken to Seattle or some other city for repair. The accompanying photographic views of the disaster were obtained by this paper through the courtesy of Dr. Cary T. Hutchinson, consulting engineer for the electrical equipment of the Cascade Tunnel. W. C. Brown, president of the New York Central & Hud- son River Railroad, makes the following reference to the electric railway interests of the company in his annual report for the year 1909 : "In pursuance of the plan outlined in last year's report for the consolidation and merger of several elec- tric railway companies into a corporation to be known as the New York State Railways, various exchanges of capital stock have been made with the result that this company's holdings in electric railway corporations now stand as follows : New York State Railways, 133,650 shares ;' Ontario Light & Traction Com- pany, 600 shares ; Rochester Electric Railway, 1043 shares, and Rochester & Suburban Railway, 2404 shares." sions. The ordinance provides the way in which the appraisal shall be made. A maximum fare of eight tickets for a quarter between 5 a. m. and 8 a. m. and between 4:30 p. m. and 6:30 p. m. and six tickets for a quarter the rest of the day, with universal transfers, is permitted if necessary to pay the divi- dend mentioned above. The minimum that may be required is 10 tickets for a quarter. The cash fare in all cases is to be S cents. The present fare shall be maintained on the present low-fare lines. The company shall establish a depreciation, replacement and renewal fund which is to be credited with 3 cents for each car- mile run. Provision is made for purchase by the city at any time on two years' notice. A non-salaried commission of five is given power of supervision of the details of operating the systems. The expenses of this commission shall be paid by the company, but are not to exceed 1 per cent of the company's operating expenses except during the construction period when they may be higher. The Tokyo Electric Railway has completed an electric rail- way between Shinagawa and Akabane, a distance of 20 miles. March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 495 PINLESS TONGUE SWITCH Hadfield's Steel Foundry Company, Ltd., the English manu- facturers of special work at Sheffield, have recently brought out a type of tongue switch which eliminates the use of a pin at the heel of the switch. This is the point at which the tongues of switches, especially of trailing switches, receive a great deal of wear, and manufacturers contend that the rocking of the tongue on this point is due in large measure to the wear on the pin from the blow which it receives from the car wheel, and that the pin is necessarily subject to a great deal of wear Switch with Check Piece Removed because it is almost directly under the portion of the tongue which receives the blow of the wheel. Of course, if no pin is used some method must be provided for preventing the heel from rising, and also to hold it on a center so that the tongue always has a radial movement. The former result is obtained by undercutting the body casting of the switch at the heel and giving a corresponding taper to the lower part of the heel of the tongue, as shown in the illustra- tion. To prevent the tongue from creeping forward, the lower part of the heel has a projection on each side, so that it can be cast in circular form. A corresponding circular bearing is View of the Pinless Tongue Switch with the Check Piece Set in Position Arranged in the body casting to provide a bearing. This con- struction, of course, makes it necessary to have a removable piece on the check side of the body casting in order to plac : the tongue in position. This check piece is shown in place in one illustration and removed in another view. When in posi tion it is held in place by a bolt and nut. The switch is made of Era manganese steel, and all bearing parts of the body castings and tongues arc ground carefully to provide a perfect surface. PRECISION TOOLS IN A RAILWAY SHOP The accompanying cuts illustrate the details and the as- semblies of a drilling jig for the accurate spacing of the holes in the brake hangers of various trucks ; also a brush-holder Details of Device for Accurate Drilling of Brake-Hanger Holes jig which avoids all necessity for counting the commutator bars to secure the correct mechanical and electrical assembly of the brush holder parts. These tools are of home design and have been found very useful in the shops of a large electric railway company. The brush holders when installed are set for a ten- Assembly and Parts of Brush-Holder Jig sion of 4 lb. per square inch on the brushes, and if one holder should break loose the entire yoke is returned to the shop to secure the most accurate adjustment. The same company makes its armature bearing inspections twice a week and furnishes its inspectors with four knife-like Brake Hanger Ready for Drilling — The Different Holes Correspond to the Various Hangers gages about 12 in. long and, respectively J/£ in., 3/32 in., 1/16 in. and 1/32 in. thick. The number of every motor which is found to have a pole clearance as low as 1/32 in. is placed on a list of "Danger" cars. This list is turned over to the day fore- man, who orders in for new bearings all cars thus listed after he is through with the disabled cars of the day. A new section, uJ/£ km long, of the Metropolitan Railway Company's subway system in Paris will soon be opened for traffic. It extends from the Porte Clignancourl in the Porte d'( >rleans. 496 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. STEEL BAGGAGE CARS FOR THE HUDSON & MAN- HATTAN RAILROAD Two all-steel baggage cars have recently been built by The J. G. Brill Company for the Hudson & Manhattan Railroad Company. The main dimensions follow : Length over platform end sills 49 ft. 7 in. Length over anti-climbers 50 ft. 7 in. Length between truck centers 34 ft. 6 in. Width over side sills 8 ft. in. Width over side plates 8 ft. 754 in. Height from top of rail to top of side sills 3 ft. S'A in. Height from top of rail to top of flooring 3 ft. 9^ in. Height from top of rail to top of eaves 10 ft. 4 7/16 in. Height from top of rail to top of roof 11 ft. 8 7/16 in. Height clear from baggage tracks to side plates 6 ft. 3 in. Height from top of rail to center of coupler 2 ft. s3A in. BAGGAGE OPENINGS , The special feature of these cars is the openings between the steel T side posts to permit the admission of baggage trucks. There are eight of these openings on each side of each car. Each opening is fitted with a pair of pressed channel guide tracks with flaring sides for the baggage trucks as well as an apron for bridging the distance between the car floor and the station platform. The baggage truck tracks are pressed out of 3/g,-hi. plate while the apron is pressed out of 3/16-in. plate. Each compartment is fitted with a holding device for locking the baggage trucks in position on the car as well as with a support to hold the apron in an upright position when the car is closed and loaded. Waterproof curtains close the upper part of each compartment. These curtains slide in guides provided for them ends the curtains pass over spring rollers and when raised the lower part of the curtain is 6 ft. 3 in. above the baggage truck tracks. Hudson & Manhattan Baggage Car — End View with Several Aprons Lowered Hudson & Manhattan Baggage Car — Side View with Baggage Aprons Raised 7 Hudson & Manhattan Baggage Car — Interior View, Aprons Lowered on One Side, Raised on the Other in the side posts and are fitted with horizontal steel channel batons at intervals to maintain them in place. At the upper The locking device for holding the baggage trucks is in- genious and consists of the apron itself, two guide levers and two swinging hooks at each end of each truck compartment. These guide levers act upon the swinging hooks in such a manner that when the apron is raised the levers at either end force the swing hooks together and clamp the baggage trucks so as to secure them against any motion relative to the moving car. The locking device for the platform aprons consists of a central handle and bar, the latter extended to the flooring and having a foot and a hook so formed as to brace the apron in the vertical position when the handle is turned. The handle hooks over the top of the apron plate when in an upright posi- tion. The bottom ends of these bars interlock with the air brake system so as to exhaust the train line pressure and so keep brakes set unless all aprons are raised. CAR CONSTRUCTION The construction of the car itself is of interest. The load is carried on the side sills which are of the fish-belly type 22 in. deep at the center and 9 in. over the tracks. Each side sill is built up of 3^2-in. x 3-in. x 7/16-in. rolled steel angles for top and bottom members, united by a 5/16-in. plate. The center sills are of 8-in. rolled steel channels weighing 11% lb. per foot, and braced at intervals to insure their safety resisting the buff- ing strains. These sills are reinforced at the bolsters where the top flange is cut away by a 7-in. steel channel weighing 9^4 lb. per foot and are also reinforced beyond the bolsters. The March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 497 center sills are bent outward between the bolster and the end sill to allow of a movement of the drawbar. The end sills are built up of 3^-in. x 33/2-in. x 7/16-in. rolled steel angles, with a J^-in. front plate and are secured to a Hedley anti-telescoping buffer. The angles are then returned at the ends to meet the side sills to which they are securely spliced. The bottom part of the end sill is also reinforced by a ]/2-'m. pressed plate, forming a guide and support for the draw- bar, which is of the Van Dorn pattern. Each car has two cross-beams built up of two 6-in. steel channels 8 lb. per foot, and fastened to the side sills by knees and supporting and brac- rolled angle purlin extends throughout the length of the car and is secured to all carlines. The flooring between baggage truck tracks is laid with ij^- in. matched yellow pine. THE MABCO POWER BRAKE The Momentum Automatic Brake Company, New York, an- nounces that it has made several important changes in the con- struction of its momentum brake, which was first described in the Electric Railway Journal of May 1, 1909, and which is now known as the Mabco power brake. The changes do not relate to the principle of the brake, but in the way of reducing the space required for the braking equipment. In part this result has been obtained by building most of the metal parts of the highest grade of crucible steel. A further saving in space has been made by redesigning the wooden clutch blocks whereby an increased friction surface is obtained in less than half the former dimensions. Experience has shown that the clutch blocks have an average life of 30,000 miles. The com- pany claims that the new design makes use of 90 per cent of the total tractive effort of the car by converting it into braking power on the momentum principle when an application is made, and that braking the car in this manner gives the maxi- mum braking efficiency without skidding the wheels. The company has eliminated the old method of winding a chain or cable around the drum on the axle to apply the brake shoes. The drum is now direct-connected to any standard brake rigging which is in use on the car. One-sixth of a revolu- tion of the drum is all that is necessary to apply the brake for the emergency stop and about one-tenth of a turn for ordinary stops. Several other improvements have been made on this brake. Yatve 5team to fit / SpecuiL valve, branch from Main Air Line Hudson & Manhattan Baggage Car — Side Elevation and Plan of Aprons ing the center sills by Y\-in. gusset plates. Both body bolsters consist of %-in. x 9-in. wrought-iron top members and I -in. x 9-in. wrought-iron bottom members connected to the side sills through malleable iron fillers. The body bolster center filler is of cast steel. The side posts consist of nine 3^-in. x 3-in. 8!_>-lb. rolled MEETING OF THE CENTRAL ELECTRIC TRAFFIC ASSOCIATION The Central Electric Traffic Association met in the office of the chairman, A. L. Neereamer, at Indianapolis, on March 11. The greater part of the day was used in checking weights for a table of estimated weights on standard commodities which will be published later by the chairman. The question of issu- ing the proposed tariff on milk and cream was postponed in order to give the lines which are interested time to investigate the subject thoroughly. Consideration of the proposed Mer- 1 jp- 1 ! i:\ate s II J* * ! A'Plate . e^-ii.zs* ,,}■ Flooring r 1 1 i 1 r 1 ~ ^1] ' -71-8.75* 6i- M / ) Hudson & Manhattan Baggage Car — Side Elevation and Cross Sections Showing Framing Steel T-sections per side, fastened to the side sills by J4-in. outside gussets and through the J^-in. Hour plates by pressed pockets. The roof is built up of 1/16 leaded steel plates, riveted to roof framing and made water tight liy soldering. The side plates are of j4-in. pressed angle section and to them are attached the side posts, carlines and roof sheets. The carlines in line with each pair of side posts are 3J^-in. x 3-in. T-sections, H'/t lb. Between each of these carlines are two V/i-ni. x tJ/^-in. x 3/16-in. rolled angle carlines which extend from side plate to side plate. The T-section carlines are braced to the T-posts by double gussets. A 2-in. x 3-in. x 3/16-in. chants' Despatch Freight Tariff was also postponed for the purpose of allowing the roads interested an opportunity to prepare full data on the subject. There was some discussion 011 the subject of issuing a distance table for the association, but action was postponed fur the present. Owing lo the fait thai the Central Klectric Accounting ('on ference had a meeting on March 12 at IT Wayne and several of the members of the Traffic Association desired to Ik- present, the traffic meeting was shortened to one day. Tin' next meet- ing of the Traffic Association will he held .il Lima. Ohio, on April 16. 498 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. EXHIBITS AT MAINTENANCE OF WAY CONVENTION IN CHICAGO The following is a summary of the principal exhibits of electric railway interest at the Coliseum in Chicago this week, made in connection with the convention of the American Rail- way Maintenance of Way Association : American Steel & Wire Company, Chicago: Right of way fencing, rail bonds, triangle mesh concrete reinforcement, nails and wire, electrical wires, W. & M. telephone wire. Represented by J. M. Holloway, L. P. Shanahan, H. A. Parks, B. H. Rider, H. S. Durant, R. C. Moeller, C. S. Knight. American Valve & Meter Company, Cincinnati, Ohio: Water service supplies, float valves, Economy switch stands, Anderson's safety switch lock. Represented by J. T. Mc- Garry, F. C. Anderson, Burton W. Mudge. American Vulcanized Fiber Company, Pittsburgh, Pa.: Vulcanized fiber for general electrical insulating purposes. Represented by John Barron, manager railway department. Adams & Westlake Company, Chicago, Philadelphia, New York: Signal lamps, lanterns, electric railway tail lamps, pressed steel street car headlights, railway special- ties. Represented by W. H. Baldwin, assistant general manager; G. L. Walters, railway sales manager; H. G. Tur- ney, A. S. Anderson, C. B. Carson, W. J. Pierson. Adreon Manufacturing Company, St. Louis and Chicago: Clarke tension set tie plate, Security rail brace and tie plate. Represented by E. L. Adreon, Jr., president, and William Miller, vice-president. American Rail Joint Company, Toronto, Can.: Rein- forced angle bars. Represented by T. D. Beddoe. American Railway Signal Company, Cleveland, Ohio: Electric automatic signals, electric switch locks, electric dwarf signals, power and switch indicators, relays and elec- tric interlocking apparatus. Represented by G. L. Weiss, H. M. Abernethy, H. D. Abernethy, J. L. Burrows. American Rolling Mill Company, Middletown, Ohio: American ingot iron corrugated culverts. Represented by G. H. Charls, Ray Frazer, Jos. De Frees, F. M. Beach, J. Aupperte, G. Ahlbrandt, A. B. Nilder, Howard O'Neal, C. C. Fouts. American Well Works, Chicago, Aurora, 111.: Deep well and centrifugal pumping machinery with any style of power, air compressors, well drilling and prospecting ma- chinery. Represented by Geo. W. Igo, C. O. McLean and A. W. McLean. Barrett Manufacturing Company: Roofing, bridge water proofing with bituminous binder protection, floor construc- tion particularly adapted for repair shops and freight houses. Represented by W. S. Babcock, L. P. Sibley, H. B. Nichols, C. T. Bilyea. Bausch & Lomb Optical Company, Rochester, N. Y.: En- gineering and surveying instruments, transits, levels, etc. Represented by W. Louis Johnson and F. M. Storr. Beaver Dam Malleable Iron Company, Beaver Dam, Wis.: Tie plates and rail braces. Represented by Lawrence Fitch, J. V. Cowling, F. S. McNamara, E. A. Hawks, W. L. Doug- las and D. P. Lamoreux. J. A. & W. Bird & Company, Chicago, 111.: Rex Flinkota roofing, signal railroad roofing, Concrex roofing, Zolium tile roofing, Paradux canvas top roofing, Tunaloid water- proofing felt, insulating papers, roof and damp proof paints, Ripolin enamel paint. Represented by F. E. Cooper, H. W. Benedict, Howard Schofield, Paul L. Griffiths, C. E. Rahr, G. J. Gross. S. F. Bowser & Company, Inc., Fort Wayne, Ind. : Oil storage systems. Bowser self-measuring pumps. Repre- sented by C. A. Dunkleberg, W. T. Simpson. Buda Company, Chicago: Railroad motor cars and velocipedes, track drills, drills, grinders, switch stands, ratchet jacks, ball-bearing jacks, adjustable switch rods, solid manganese crossing, replacers, electric crossing gates. Represented by H. K. Gilbert, vice-president; L. M. Viles, vice-president and treasurer of manufacturing; Wm. P. Hunt, Jr.. vice-president and secretary of sales; C. H. De- lano, assistant to vice-president and secretary of sales; and the following salesmen: W. B. Paulson. J. T. Harahan, Jr., Geo. B. Shaw, L. Hamill, A. R. Dyer, J. J. Gard, W. S. Weston and H. S. Evans. Card & McArdle, Waukegan, 111.: Zinc and creosote timber preservative processes according to Card patents for agitating zinc and creosote oils. Represented by Frank McArdle, J. B. Card. Philip Carey Company, Cincinnati, Ohio: Roofing, as- bestos and magnesia products, insulating materials. Rep- resented by R. B. Murdock, E. S. Main, C. L. Cockrell. Carnegie Steel Company, Pittsburgh, Pa.: Section of railroad track, constructed with steel cross ties, Duquesne joints and 100-lb. American Society rail, with various types of fastenings, including wedge fastenings illustrated in Bulletin No. 108, general assortment of Duquesne rail joints for principal sections of standard rails; Schoen steel wheels, including a wheel having been worn in service represent- ing 301,374 miles; electric railway wheel, 34 in. dia., 2^-in. rim, nickel-plated samples, showing various types of U. S. and Friestedt sheet piling. Represented by N. M. Hench, Edwin S. Mills, C. B. Friday and D. B. Coey, W. A. Bost- wick, P. W. O'Brien, H. C. Griswold, Robert Coe, H. R. Archer. H. Channon Company, Chicago: Shovels, pumps, blocks, wheelbarrows, Buckeye torches and other railway sup- plies. Represented by O. W. Youngquist, Harry Keegan and B. Berntsen. Chicago Steel Tape Company, Chicago, 111.: Steel tapes, leveling rods, lining poles, etc., for field use. Represented by L. A. Nichols and J. Levinson. Cleveland Frog & Crossing Company, Cleveland: "Hard Service" manganese frogs and crossings, improved spring rail frogs, switches, switch stands, guard rail clamps, Pren- tice anti-rail creepers, electric railway special track work. Represented by G. C. Lucas, Geo. Stanton, Geo. A. Pea- body, L. G. Parker, Geo. Arnold, Jr. James B. Clow & Sons, Chicago: Plumbing, steam, water and foundry products. Represented by W. E. Clow, Jr., Yates A. Adams, W. T. Brace, J. L. Ponic, W. R. Plum, L. J. Elliott. Cook Standard Tool Company, Kalamazoo, Mich.: Track drills, bits, tool grinders and chucks. Represented by E. Cook and E. Edelmann. The Coulter-Paxton Company, Hammond, Ind.: Track wrench, rail drill and bonding rail drill. Represented by W. G. Paxton, J. W. Paxton, C. J. Coulter. Crerar, Adams & Company, Chicago: Hercules angle steel warehouse trucks for handling freight packages, bar- rels, boxes, etc. Represented by C. A. Roberts, vice-presi- dent; F. R. Sheperd, secretary; G. D. Bassett, Russell Wal- lace, J. A. Martin, C. W. Gregory, T. W. Barratt, P. F. Ford. Detroit Graphite Company, Detroit, Mich.: Paint for bridges, buildings, structural steel, etc. Represented by T. R. Wyles, L. D. Mitchell, Edwin Booth and A. H. Kuerst. Dilworth, Porter & Company, Ltd., Pittsburgh, Pa.: Railroad spikes, tie plates. Represented by W. F. Schleiter, secretary. Joseph Dixon Crucible Company, Jersey City, N. J.: Silica, graphite paint; lubricating graphite crucibles and plumbago. Represented by E. R. Smith, H. W. Chase. Dressel Railway Lamp Works, New York and Chicago: Switch lamps, semaphone lamps, tower lamps, station lamps, engine lamps, tail marker lamps, caboose lamps, crossing gate lamps. Represented by F. W. Dressel, presi- dent; Robert Black, vice-president; E. W. Hodgkins, west- ern sales manager; F. W. Edmunds, sales agent; A. P. Grenier, W. H. Dayton. G. Drouve Company, Bridgeport, Conn.: Anti-Pluvius puttyless skylights and sash operators, "Lovell" and "Straight Push." Represented by William V. Dee, George J. Adam. R. S. Adam. A. H. Bates. Duntley Manufacturing Company, Chicago, 111.: Rock- ford gasoline section and inspection cars, Rockford track weeder and Duntley pneumatic cleaner. Represented by L. C. Thompson, H. F. Worden, J. G. Minert, E. J. Cornish, R. A. Paterson, B. L. Winchell, Jr., George M. Kenyon. Duplex Metals Company, New York: Copper-clad steel, model of coating process and material in various stages of manufacture, samples of wire. Represented by Frank R. Chambers. Jr., vice-president; James F. Kinder, secretary; James A. Waugh, George B. Muldaur, George Wolf, W. T. Kyle, Wirt Tassin. March 19, igio.] ELECTRIC RAILWAY JOURNAL. 499 Eastern Granite Roofing Company, Chicago: Granite roofing, Everite crushed stone roofing, Tisbest smooth sur- face roofing. Represented by H. Henning, P. G. Kennett, A. W. Turner, C. F. Barstow. Economy Separable Switch Point Company, Inc., Louis- ville, Ky.: Mitchell and Palmer types separable switch points, Economy separable claw bars, tie plates and rail anchors. Represented by W. M. Mitchell, W. M. Mitchell, Jr., and B. B. Betts. O. M. Edwards Company, Syracuse, N. Y.: Railroad pad- locks, self-lifting step traps, window and sash fixtures and railway devices. Represented by C. H. Rockwell, Russell Hotchkiss. Electric Storage Battery Company, Philadelphia, Pa.: Chloride accumulator batteries for drawbridge operation, and Chloride, Tudor and Exide types for car lighting, sig- nal, interlocking and automatic block signal work. ET couple types for small lighting plants and telegraph serv- ice. Represented by G. H. Atkin, manager; T. Milton, dis- trict engineer; R. I. Baird and T. A. Cressey, salesmen. Fairbanks, Morse & Company, Chicago, 111.: Motor cars, standpipes, pumping machinery, dynamos, drills, scales, gasoline engine-driven hand car, etc. Represented by A. A. Taylor, C. W. Kelly, R. E. Derby, L. H. Matthews, F. M. Condit, F. H. Clarke, C. D. Walworth, R. D. Head, F. F. French, F. E. Church, H. C. McClary, S. F. Forbes, F. Hibbs, J. G. Jones, J. A. Steele, E. M. Fisher, L. Norvell, F. B. Roy, A. F. Young, H. D. Smith, A. C. Dodge and F. H. Douglas. Ford & Johnson Company, Chicago, 111.: Perfection rail- road seats and chairs for parlor and buffet cars. Also rat- tan seating. Represented by Benjamin H. Forsyth, Walter J. Bennet, Clarence A. Van Derveer. Frank M. Foster, Columbus, Ohio: Foster interlocking switch stands, with independent facing point lock and dis- tant signal operated with one movement of one lever. Represented by Frank M. Foster, George E. Kalb. General Railway Signal Company, Rochester, N. Y.: Eight signal mechanisms, one of which is operated on a.c. includ- ing towers, with both visible and audible indication. Also relays, indicators, battery charging switch, interlocking machine and descriptive matter. Represented by W. W. Salmon, president; Geo. D. Morgan, vice-president and treasurer; M. Wuerpel, assistant general manager; H. M. Sperry, sales manager; L. Thomas, resident manager, Chi- cago; F. H. Jones, assistant resident manager, Chicago; M. R. Briney, resident manager, New York; W. K. Howe, chief engineer; F. L. Dodgson, consulting engineer; C. C. Poor, general superintendent; W. R. Young, J. B. Evans and J. L. Langdon. Goheen Manufacturing Company, Canton, Ohio: Pre- servative coatings for iron and steel. Represented by A. W. Price, G. L. Clapper. Peter Gray & Sons, Inc., Boston and Chicago: Railroad lamps and lanterns. Represented by Geo. M. Gray, J. M. Brown. Grip Nut Company, Chicago and New York: Grip nuts, special grip holding nuts and patented windows and win- dow fixtures. Represented by E. R. Hibbard, Herbert Green, B. L. McClellan, W. G. Wilcoxson, B. C. Wilt, R. A. Flum, B. J. Bernhard, J. W. Hibbard. Handlan-Buck Manufacturing Company, St. Louis, Mo.: Lamps, lanterns, long-time burners, Cairncross train indi- cators, track tools, McPartland rail clutches, metallic slow flags and metallic train flags. Represented by A. H. Hand- Ian, Jr., and R. L. Cairncross. Hart Steel Company, Elyria, Ohio: Railroad tie plates and standard spikes. Represented by W. S. Miller, W. T. Bentz, Willis McKee, G. S. Wood, A. W. DcRocher, H. W. Davis, J. M. Van Harlingen. Hayes Track Appliance Company, Geneva, N. Y.: Hayes derails and attachments. Represented by S. W. Hayes, G. E. Ellis, W. Harding Davis, Wellington B. Lee and Arthur Gemundcr. Heath & Milligan Manufacturing Company, Chicago, III.: Siding finished with way and station paint and panels deco- rated will) "Duroware," a new and unique painl which dries flat, with a soft finish, which is sanitary and waterproof, and possesses unusual wearing qualities. Also a brine proof [taint and rust inhibitive; paints and finishes for all railway purposes. Represented by A. M. Heath, B. H. Pink- erton, J. H. Vance, C. R. Arnold, J. B. Campbell. Hobart-Allfree Company, Chicago, 111.: Smyth and Free- land derailers, Newton car replacers. Represented by E. H. Allfree, W. H. England, Frank P. Smith. Indianapolis Switch & Frog Company, Springfield, Ohio: Manganese frogs, crossings, switches, etc. A special show- ing of I. Sw. & F. Co. Model R-N-R manganese frogs and tests. Represented by E. C. Price, secretary and treasurer; W. H. Thomas, chief engineer; W. L. Walker, assistant en- gineer; T. D. Hanley, engineer manganese department; G. S. Shaw, superintendent; J. A. Foulks, Eastern representa- tive. H. W. Johns-Manville Company, New York and Chicago: Asbestos and magnesia materials, electrical supplies, roof- ings, smoke jacks. Represented by J, E. Meek, manager railroad department; J. C. Younglove, assistant manager; F. M. Gilmore, C. E. Murphy, H. A. Waldron, J. H. Trent, P. C. Jacobs, G. W. Ristine, Jr., R. A. Hamaker, H. G. Newman. Joyce-Cridland Company, Dayton, Ohio: Hydraulic and all other types of jacks. Represented by F. I. Joyce, George W. Lewellyn, N. Kohl, Chas. F. Palmer and Edwin Ro- meiser. Kalamazoo Railway Supply Company, Kalamazoo, Mich.: Manufacturers of hand, push and velocipede cars, improved track drills, jacks, pressed steel wheels, crossing gates and other track appliances. Represented by John McKinnon, Chas. B. Hays, Frank B. Lay, C. A. Wallace, Donald A. Stewart, Geo. W. Mingus, W. I. Clock, H. C. Wilson. W. K. Kenly Company, Chicago, 111.: Security anchor tie plate, Gump car replacer, Latimer switch point lock, Universal carrier base, Arctic water box, Manhattan com- promise joint, Moore track drills, Kalamazoo velocipedes. Represented by A. P. Van Schaick, W. J. Fauth, Gerard Van Schaick. Kennicott Water Softener Company, Chicago Heights, 111.: Water softening machinery. Represented by Cass L. Kennicott, Edwin J. Flemming, Frank S. Dunham and T. G. Windes. Kerite Insulated Wire & Cable Company, New York City: Kerite insulated wires and cables. Represented by R. D. Brixey, president; Azel Ames, P. W. Miller and J. A. Renton. Western representatives: Watson Insulated Wire Company, Chicago, 111.; J. V. Watson, B. L. Winchell, Jr., R. A. Paterson and E. B. Price. Kerlin Automatic Post Machine Company, Delphi, IncL: Cement post machine, reinforcement for concrete post and concrete railroad tie. Represented by Wm. F. Kerlin, E. W. Bowen, E. R. Smock, Rega Porter, Wm. Donlin, Wm. M. May, N. Schrader, C. M. Thomson, R. C. O'Connor. Kueffel & Esser Company, New York and Chicago: Drawing materials, surveying instruments, drawing instru- ments, measuring tapes, etc. Represented bv Rudolph Link. Lackawanna Steel Company, New York: Rails, rail joints, structural and bridge material, reinforced concrete bars, steel sheet piling and track supplies. Represented by C. R. Robinson, G. A. Hagar, Blythe Harper and C. H. Hobbs. Lufkin Rule Company, Saginaw, Mich.: Measuring tapes of all descriptions, steel rules, etc. Represented by Theo. Huss, S. B. McGee, B. F. Gould and F. G. Brown. David Lupton's Sons Company, Philadelphia, Pa.: Lup- ton steel sash, Lupton rolled steel skylight, Pond operating- device, Pond continuous sash. Represented by Clarke P. Pond, sales manager, and George P. Heinz, Western selling agent. Manganese Steel Rail Company, New York: Rolled rails, perforated screens, conveyor buckets, shovels, forg- ings. Represented by W. S. Potter, Fred W. Snow, O. W. Cook, Payson Cook, S. T. McCall, A. A. Aigeltinger. W. N. Matthews & Brother, St. Louis: Matthews guy anchors, telephone jack boxes and plugs for dispatching systems, cable clamps, cable splicinR joints, lamp guards, and other specialties. Represented by Claude L. Matthews, W. N. Matthews, Victor L. Crawford and Walter E. Bissell. Miracle Pressed Stone Company, Minneapolis, Minn.: Collapsible steel forms for concrete culvert and sewer con- struction. Represented by O. U. Miracle, president. Morden Frog & Crossing Works, Chicago: Unity switch stand operating distant signal and facing point switch with 5 00 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. Xo. 12. positive point lock, manganese rigid frog, automatic and rigid manganese steel frogs, guard rail clamps, switch ad- justments, rail braces, slide plates, track jack, compromise joints, etc. Represented by Arthur C. Smith, H. M. Macke and D. H. Cusic. Burton W. Mudge & Company, Chicago: Adams motor car, safety mail crane. Represented by Burton W. Mudge, C. M. Mudge, Geo. E. Simmons, Otto P. Hennig, W. E. Adams. Municipal Engineering & Contracting Company, Chi- cago, 111.: Chicago improved cube concrete mixer. Repre- sented by C. E. Bathrick. National Lock Washer Company, Newark, N. J., and Chicago, 111.: Nut locks. Represented by F. B. Archibald, G. E. Bake, F. B. Buss and John B. Seymour. National Malleable Castings Company, Chicago: Malle- able track specialties. Represented by F. R. Angell, H. I. Hiatt and J. J. Byer.s. National Roofing Company, Tonawanda, N. Y.: Mineral asphalt roofing, gravel and feldspar surfaced, asphalt roof coating, asphalt paints, graphite paints, stack paint and metal protecting paints. Represented by O. H. Dean, man- ager railroad and paint departments; A. E. Arbuckle and D. A. Bonitz, railroad department. Okonite Company, The, New York: Central Electric Company, Western agent. Rubber insulated wires and cables, Candee potheads, Okonite & Manson tapes. Repre- sented by Lewis G. Marten, F. J. White, J. M. Lorenz, M. Cox, W. D. Dunsmore and D. M. Ayers. Pacific Timber Preservative Company, Spokane, Wash.: Treated cross ties, telephone and telegraph poles and fence posts. Comparison of results in actual track service. Rep- resented by Robert E. Allen. W. W. Patterson Company, Pittsburg, Pa.: Double extra heavy wood tackle blocks for manila rope, double extra heavy steel tackle blocks for wire cable. Represented by W. W. Patterson, Jr., secretary and treasurer. Pennsylvania Steel Company, Steelton, Pa., and Mary- land Steel Company, Sparrows Point, Md.: Solid Manard crossing, No. 10, Manard anvil face frog, design 160, section No. 235, No. 10 solid Manard frog, design 164, section No. 235, No. 10 Manard anvil face spring rail frog, design 278, section No. 235, sample Never-Turn split bolt, Never-Slip switch plate, intermediate main line safety switch stand, Model 56-B, low New Century switch stand, Model 51-A, low Steelton positive switch stand, Model 52-A, Manard switch point and housed stock rail, intermediate New Cen- tury switch stand, Model 50-E, with semaphore attachment, rolled Manard (improved manganese) rails. Represented by C. W. Reinoehl, superintendent frog and switch depart- ment: B. L. Weaver, assistant to superintendent, F. & S. department; H. F. Martin, general manager of sales; G. S. Vickery, Wm. H. Henderson, N. E. Salsich, Robert E. Belknap, W. H. Allen, Drew Allen, H. G. Barbee, M. W. Long, Jno. C. Jay, Jr., Chas. S. Clark. Pittsburg Steel Company, Pittsburg, Pa.: "Pittsburg Perfect" fencing for railroad right-of-way. Represented by W. R. Marsh, F. D. Findlay. E. Steytler, manager wire fence department. D. & A. Post Mold Company, Three Rivers, Mich.: "D. & A." concrete post machinery and molds, specimens of reinforced cement posts, also sections of same showing con- struction, materials used, also different methods of rein- forcement, as applied to the farm, vineyard and railway use. Represented by G. H. Dougherty, secretary and treasurer Q. & C. Company, New York and Chicago, 111.: Bon- zano joints, steel joints, insulated joints, anti-rail creepers, rail saws, rail benders, guard rail clamps, guard rail braces, rail braces, castings, bolts and nuts, cement and metal ties. Represented by C. F. Quincy, G. C. Isbester, Geo. L. Hall. T. B. Bowman. J. V. Wescott. H. E. McCormick, J. A. Bodkin. C. C. Rossire, Jr. Railroad Fence Works: Railroad fencing. Represented by E. G. Fisher. Railway & Traction Supply Company, Chicago: Her- cules bumping posts, manufactured by J. M. Scott & Sons, Racine, Wis., automatic lock nuts, manufactured by Auto- matic Lock Nut Company, Rockford, 111. Represented by J. M. Scott, E. E. Scott. Chas. Rystrom. and Cortlandt F. Ames, vice-president and general manager. Railway Specialty & Supply Company, Chicago, 111.: P. & M. rail anchors, arc damp lightning arresters; photographs showing effect of rail creeping, signal accessories. Repre- sented by Philip W. Moore, L. W. Kent, A. G. Rockwell, F. A. Preston. Rail Joint Company, New York, N. Y.: Continuous, Weber & Wolhaupter types, base supporting rail joints. Represented by V. C. Armstrong, L. F. Braine, W. E. Clark, J. A. Greer, Percy Holbrook, H. C. Holloway, J. G. Miller, F. A. Poor, E. L. VanDresar, B. Wolhaupter, F. C. Webb, E. A. Condit, Jr. Ramapo Iron Works, Hillburn, N. Y.: Automatic safety switch stands; manganese pointed switches; manganese center frogs; rolled manganese steel rail; guard rail clamps; special switch slide plates, etc. Represented by F. W. Snow, Arthur Gemunder, W. B. Lee, W. C. Kidd, F. C. Stowell, Jas. B. Strong. Scherzer Rolling Lift Bridge Company, Chicago, 111.: Models, photographs, designs, plans, drawings and literature. Represented by A. H. Scherzer, C. L. Keller, J. I. Vincent, J. T. Dickerson, W. F. Martin, H. D. Harting, R. W. Flowers. Sellers Manufacturing Company, Chicago: Tie plates, angle bars, "Sellers' Anchor Bottom Tie Plate." Repre- sented by J. M. Sellers, J. T. Markham and L. S. Gordon. Spencer Otis Company, Chicago: Economy railway tie plates. Represented by W. L. DeRemer, H. H. Hart and Carter Blatchford. St. Louis Steel Foundry, St. Louis, Mo.: Solid man- ganese streel frogs, crossings and inserts for steam and electric railways. Represented by J. H. Steedman and J. N. Maher. The Strauss Bascule & Concrete Bridge Company: Drawings and models of Strauss trunnion bascule bridges, self-balancing window. Represented by J. B. Strauss, presi- dent and chief engineer; G. Jeppsen, P. Orum, J. R. Hall. Streeter-Amet Weighing & Recording Company, Chi- cago, 111.: Automatic weight recording machine for railroad track scales for weighing carload shipments, and automatic quick-weighing dial attachment for freight warehouse and baggage scales for weighing L. C. L. freight. Represented by Fred Cruikshank, H. A. Streeter, R. C. Burkholder, George Goetz, George A. Man, C. M. Gordon, A. L. Mc- Laren, F. Nemitz. Templeton, Kenly & Company, Chicago: Simplex track and car jacks. Represented by A. E. Barron, J. H. Hummel and W. B. Templeton. Union Switch & Signal Company, Swissvale, Pa.; Chi- cago, 111.; New York, N. Y.; Montreal, Can.: Interlocking and signaling apparatus for steam and electric railways, including electro-pneumatic and electric interlockings in operation; signals; relays and other apparatus for a. c. or d. c. automatic block signaling; staff system and other controlled manual apparatus; electric crossing gates and bells; Keystone insulated rail joints; mechanical interlock- ing details, etc. Represented by H. G. Prout, J. G. Schreu- der, J. S. Hobson, S. G. Johnson, J. P. Coleman, M; D. Hanlon, L. F. Howard, T. H. Patenall, W. H. Cadwallader, J. D. Taylor, H. McCready, W. E. Foster, George Black- more, H. S. Beaker, E. T. Barnes, W. M. Vandersluis, C. C. White. U. S. Metal & Manufacturing Company, New York City: "Diamond" square-tapered steel trolley and transmission poles; Wolfe automatic rail joint lock; Columbia lock nuts. Represented by Fr C. Dunham, H. A. Hegeman and Arthur Masters. U. S. Wind Engine & Pump Company, Batavia, 111.: Water columns, tanks, tank fixtures, steel substructures (all in model); switch stands. Represented by L. E. Wolcott, A. J. Anderson and C. E. Ward. William Wharton, Jr., & Company, Inc., Philadelphia and Jenkintown, Pa.: Manganese steel switches, frogs, cross- ings and movable points; switch stands, guard rail clamps, anti-creepers, models, photographs, etc. Represented by V. Angerer, vice-president; L. R. Ashhurst, Jr., manager of Philadelphia works; R. C. McCloy, sales agent; W. B. Cooke, manager Jenkintown works; W. McLain, sales agent, and Arthur S. Partridge, sales agent. Winans Improved Patent Rail Joint Company, Portland, Ore.: A base-supported rail joint. Represented by Audu- bon Winans. Winters-Coleman Scale Company, Springfield, Ohio: Automatic weighing machinery; Osgood Sonander systems. March 19, 1910.] ELECTRIC RAILWAY JOURNAL. Represented by Randolph Coleman, H. B. Osgood and C. F. Byerly. Yale & Towne Manufacturing Company, Stamford, Conn., and Chicago: Triplex block, electric hoists, padlocks, door checks. Represented by D. A. Wright, C. H. Van Winkle, R. E. Gedney and H. R. Butler. EMPLOYEES' WELFARE WORK IN COLUMBUS, OHIO A number of novel features of employees' welfare work has been introduced and fostered by the management of the Colum- bus (Ohio) Railway & Light Company, which believes its policy in this respect to be of mutual advantage both to the employees and the company. Some of these are the paying of "dividends" on wages, opening of savings accounts by Christmas present deposits, allowances to old men for uniforms, establishment of savings clubs and an annual employees' outing. For several years past, in addition to their regular wages, the company has paid to its employees a bonus in the form of the same percentage on their wages as is paid by the company in dividends upon each of its various issues of stock. The Columbus Railway & Light Company is a holding or leasing company and has taken over the properties of the Columbus Railway Company. The latter company has outstanding issues of preferred and common stock, on each of which the leasing company guarantees dividends at the rate of 5 per cent per annum, payable quarterly. The preferred stock dividends are payable on the first days of February, May, August and No- vember. Dividends on the common stock are payable on the first days of March, June, September and December. The leas- ing company has also been paying dividends for the past four years on its own stock, which is all common stock, and pays these dividends on the first days of January, April, July and October. In this way dividends on some one of the three classes of stock are paid every month. The bonus payments to the employees are also made monthly, and are calculated upon the amount of wages each received for the past three months' work. For example, if an employee received $50 per month for the previous three months, his wages would aggregate $150. If, then, a dividend on one of the three issues of stock should be declared at the rate of 5 per cent per annum, the employee re- ceives as his bonus 5 per cent of his wages of $150, or $7.50. As dividends are paid on each class of stock at the rate of 5 per cent per annum, quarterly, each employee earning $50 per month receives as his bonus each month of the year 15 per cent of his wages during the same time, or $7.50; that is. he re- ceives $90 during the 12 months. In the year ending Dec. 31, 1909, the company paid out a total of $75,877 in dividends on wages to its 1100 employees, an average of nearly $70 to each man. For a number of years the company at Christmas time dis- tributed to its married employees a turkey, and to the single employees a silver dollar. For the past three years, however, on account of having so much trouble in securing a sufficient number of turkeys and their proper distribution, the company has substituted a plan of depositing $2 to the credit of each of the married men and $1 to the credit of each single man in one of the local savings banks. This plan has proved very satisfactory, and it has been surprising to the management to what extent these savings accounts have increased by subse- quent deposits made by the employees. The plan has started many of the men in keeping a savings account. The system of opening savings accounts was started in December, 1906, and one of the trust companies with which accounts were opened for about three-fourths of the company's employees reported Jan. I, 1909, as follows : Total number of accounts opened up to Jan. 1, 7909.. 1,581 Total deposits made by company for employees $2,809 Number of accounts remaining on books Jan. 1, 1909. 315 Total balance, Jan. r, 1909, to credit of accounts.... $i3,8r6.87 This shows that the employees have added a considerable sum to the original deposits. Through the efforts of E. K. Stewart, vice-president and general manager of the Columbus Railway & Light Company, who conceived the details of the plan, about 50 of the company's employees some time ago organized themselves into a group of ten savings clubs, each composed of five members. Each member paid in $10 as an entrance fee and signed an agreement designating one of the local banks to act as treasurer of the savings fund. With the $50 of entrance fees as a margin the bank purchased for each club 10 shares of the Columbus Rail- way Company's preferred stock, paying 5 per cent dividends, at a price of about 68. The five members of each club exe- cuted in favor of the bank a joint note of $630, payable in six months and bearing 6 per cent interest, and deposited the 10 shares of stock as collateral on the note. Each member had two shares of the club's stock transferred to his own name, and was entitled to receive the dividends on these two shares as paid. At the end of every month each member paid in to the savings fund $5, so that at the end of six months when the original note came due the club had $150 to its credit, against which was an interest charge of $18.90. The net assets of $131.10 were applied to the face of the original note and a new note made for $498.90, which extended the loan for another six months. At the end of about two years and four months the entire purchase loan was paid off and two shares of stock were owned outright by each of the members of the ten clubs. The formation of these clubs was experimental and while the result was gratifying to the management of the company and very satisfactory to the members no effort has been made to extend the plan generally among the men. The company furnishes conductors and motormen who have been in its employ* for five years one uniform suit each year, and to those having been in its employ 10 years or longer two unifofm suits each year. In some instances the men have taken good care of their uniforms and instead of drawing the second uniform, have had paid to them in cash the cost of a uniform. This has been done only where the men made a satisfactory showing that they had plenty of good uniforms on hand. Each year the company is the host at an employees' picnic, and at this time it furnishes the employees and their families free transportation over the lines of the company and an outing for themselves and their families. This generally takes place in one of the pleasure parks of the city, to which the company's lines run, but the management of the park, which is not owned by the railway, generously admits the employees and their families free to the park and the amusements therein. CONGRESS OF THE TRAMWAYS & LIGHT RAILWAYS ASSOCIATION The annual congress of the Tramways & Light Railways Association will be held at Dublin, Ireland, on May 12 and 13, 1910. Members and their friends will be officially received by VV. M. Murphy, chairman, and Wm. Anderson, managing direc- tor of the Dublin United Tramways, at 10 a. m. on May 12. The morning will be devoted to reading papers, discussions, etc. Members will be the guests of the Dublin United Tram- ways at a dinner to be given on the evening of May 12. On May 13, weather permitting, members and their friends will be conveyed to Dalkey, round Killiney, and lunch will be served at the Marine Hotel, Kingstown. After lunch they will return to Dublin and be conveyed to Howth and Hill of Howth by the Great Northern Tramway to the Claremont Hotel for tea and thence back to Dublin. Should the weather be unfavorable, it is proposed to devote the morning of May 13 to reading papers, etc., and to confine the trip to Dalkey to the afternoon. Ar- rangements will be made with the Imperial lintel, Dublin, for special terms fur members and their friends. The President of the Republic of Ecuador has submitted a bill to the National Congress providing for the construction of an electric railway 106 miles long to connect Quito and Ibarra. The cost of construction of the track is estimated at $10,000 per km, and the rolling stock will cost approximately $000,000. 5°2 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. ELECTRIC RAILWAY LEGAL DECISIONS CHARTERS, ORDINANCES AND FRANCHISES New York. — Eminent Domain — Power of Elevated Roads. The term "railroad corporation," as used in General Rail- road Act, Laws 1890, p. 1083, c. 565, sec. 4, includes elevated railroads; and such railroads have power to acquire land necessary for their maintenance and accommodation. — (Manhattan Ry. Co. v. Astor et al., 107 N. Y. Sup., 666.) New York. — Street Railroads — Operation — Right of Way. A driver of a wagon, rightfully driving on car tracks in the street, owes the street railway company the duty to leave the track, on the approach of a car, as soon as he reasonably can; but where he is prevented from leaving the track, on one side, by deep snow and on the other side by the approach of a car from the opposite direction, the right of way of the car on the same track coming in his rear is not paramount. — (Dietrich v. Brooklyn Heights R. Co., 108 N. Y. Sup. 158.) New York. — Street Railroads — Easements — Prescription- Interruption- — Acquiescence. A user of an elevated railroad with two tracks, one on each side of the street, with an open space between them, for 17 years, is interrupted where a third track is construct- ed between the original tracks, where the original user began under legislative authority to maintain two original tracks, and the third track was so built that the original tracks helped to support it, and it enabled the company to run more trains and carry more passengers than was pos- sible before the third track was constructed, whereby the burden on the servient estate was increased before the expiration of 20 years. Where an owner of property acquiesced in the use of two original tracks of an elevated road for 17 years, it did not affect his right to object where a third track was built which increased the traffic capacity of the road. — (Roose- velt et al. v. New York Elevated R. Co. et al., 111 N. Y. Sup., 440.) New York.— Carriers— Street Railways— Transfers— Route — Statutory Provisions — Construction — "Continuous" Trip— "Intersection" — Rights of Carriers— Reasonable Rules— Ejection of Passengers— Civil Liability — Ac- tions for Assault. Under Railroad Law, Laws 1892, p. 1406, c. 676, sec. 104, requiring every surface street railroad corporation entering into a contract for the use of another road to give each passenger paying a single fare a transfer entitling him with- out extra charge to one continuous trip to any point or por- tion of such other railroad, etc., to the end that the public convenience may be promoted, etc., a passenger has a right to take the nearest and most convenient route; hence, where a passenger on a street car passing along a certain street called for and received a transfer to a second line, he had a right to take a car on that line at the point where it started from the street along which the first line con- tinued, when by so doing he could reach his destination more conveniently than by continuing on the first line to a point where it crossed the second line, and it was unlawful to refuse him passage without the payment of a second fare. The word "continuous," as used in the statute, must be construed to mean direct, whenever it can be so applied. A provision of the transfer directing that it be tendered "at the intersection of the issuing line" means any point on the issuing line where a passenger can continue his direct journey by taking another car, and the fact that the point is at an intersection of tracks merely, and not an intersec- tion of lines, is immaterial. Though a street railway company has a right to make and enforce such rules as are reasonable for the conduct of its business, a rule which is contrary to law or whose enforcement would invalidate the provisions of a statute cannot be upheld. Where a street car passenger, having a transfer entitling him to ride on the car, is ejected therefrom by employees of the company for failure to pay another fare, they com- mit an unlawful assault, for which he may maintain an action. That a penalty is imposed by statute on the carrier for violation of the law requiring the giving of transfers does not deprive a passenger, presenting a transfer valid on its face, who is- summarily ejected, of a remedy by action for damages. — (Charbonneau v. Nassau Electric R. Co., 108 N. Y. Sup. 105.) New York. — Carriers — Transportation of Passengers — Con- tinuous Ride — Transfers — Fares — Regulation. Railroad Law (Laws 1890, p. 11 13, c. 565) § 101, provides that no corporation operating a street surface railroad under such act, or under Laws 1884, p. 309, c. 252, shall charge more than five cents for one continuous ride from any point on its road, or on any line or branch operated by it or under its control, to any other point thereof or any connecting branch thereof, within the limits of any incorporated village or city. Held, that such section does not provide for a change by a passenger from one line to another, but only for a continuous ride on the same car. Railroad Law (Laws 1890, p. 11 14) c. 565, § 104, pro- vides that any street surface railroad corporation which acquires the use of the roads of other companies by a contract shall carry between any two points on the rail- roads, or portions thereof, embraced in such contract, any passenger desiring to make one continuous trip between any such points for a single fare, and on demand, without extra fare, shall give to each passenger paying a fare a transfer entitling him to one continuous trip to any point or portion of any railroad embraced in such contract, etc. Held, that the section relates only to a continuous trip made by change from the line of one of such companies to that of another, both lines being operated by one com- pany under a lease or other contract, and does not apply to different lines owned by the same company. A street railway company, which voluntarily gives a passenger a transfer from one line to another, when legally entitled to the payment of another fare on the second line, is not, because of the exaction of another fare on the second line, liable to the penalty provided by Railroad Law (Laws 1890, p. 1096, c. 565) § 39, declaring that any railroad which shall ask or receive more than the lawful rate of fare, unless by inadvertence or mistake not amounting to gross negli- gence, shall forfeit $50 to the party aggrieved. — (King v. Nassau Electric R. Co., 112 N. Y. Sup., 589.) New York. — Street Railroads — Establishment — Determina- tion as to Location — Authority of Municipality — Notice to Occupants— Eminent Domain — Title Ac- quired— Easement — Compensation. Where the certificate of the rapid transit commissioners authorized a rapid transit railroad to construct and operate a double-track road on a certain route, and also authorized it to acquire private property for a terminal and station, and to occupy for said terminal and station any of the underground portions of D. street, etc., contiguous to the terminal station, and to operate therein such tracks and connections as may be convenient for the operation of the road, the authority to acquire and maintain a terminal and station was in addition to that to construct and operate a double-track road, and it could occupy the ground under D. street for its terminal as well as for its tracks. Under the Rapid Transit Act (Laws 1891, p. 14, c. 4) § 23, as amended by Laws 1902, p. 1610, c. 584, the rapid transit railroad commissioners, now the board of public service commissions, fixed the route and location of tunnel roads, and the provisions of the act relating to the location of the route are independent of the railroad law, so that section 6 thereof, requiring written notice of filing a map profile of the route designated to be given to the actual occupants of the land included within such route, has not application to proceedings to establish a tunnel road. The Railroad Law (Laws 1890, p. 1083, c. 565), art. 1, § 4, gives every railroad corporation power to acquire by condemnation such property as may be necessary for the construction and maintenance of its road, but the property so acquired shall be held and used only for corporate pur- poses during the continuance of the corporate existence. The Rapid Transit Act (Laws 1891, p. 14, c. 4) § 23, as amended by Laws 1902, p. 1610, c. 584, gives a corporation organized thereunder the right to acquire such real prop- erty, or easement, or other interest therein, as may be necessary to enable it to construct its road, stations, etc., and, in case it cannot agree with the owner, it may acquire title pursuant to the condemnation law; and section 24, March 19, 19 10.] ELECTRIC RAILWAY JOURNAL. 503 as amended by Laws 1892, p. 1089, c. 556, gives such cor- poration power to take and hold voluntary grants to aid in the construction, etc., of its road, but such real estate shall be held only for the purposes of the grant; and to purchase, lease, and hold all real estate necessary for the construction of its roads, stations, etc., necessary to ac- complish the objects of its incorporation. Plaintiff tunnel railroad company was organized under the general rail- road law by obtaining a certificate from the board of rapid transit railroad commissioners, so as to give it all the powers of the corporations organized under the rapid tran- sit act. Held that, construing the rapid transit act and the general railroad law, real property condemned under- the former act is held only during the continuance of the cor- porate existence, in the nature of a permanent easement; a fee not being expressly granted, and not being necessary to accomplish the purposes of the corporation in acquiring the land. A possible reverter of the land taken by railroad corpor- ations by eminent domain is not contemplated in the assess- ment of compensation therefor, even though only an ease- ment passes, the appropriation being regarded as perman- ent, and the damages being awarded on that basis. An unqualified fee in land cannot be taken by condem- nation by a private corporation without express authority to take such an estate. — (Hudson & M. R. Co. v. Wendel et al., 85 N. E. Rep., 1020.) New York. — Statutes— Construction — Special Acts — Sub- ject and Title — Constitutional Law — Presumption of Validity — Discretion of Legislature — Constitutional Provisions — Subjects and Titles — General and Special Franchises — Municipal Corporations — Streets — Title of Municipality — Eminent Domain — Fee in Abutting Owner — Power of City to Prevent Interference with Rights — Injunction — Decree — Terms Imposed. An act to incorporate the Enonomic Power & Construc- tion Company (Laws 1893, P- 949> c. 459), creating a cor- poration and giving it power to transmit and utilize power between any points in the State, is a private bill within Const, art. 3, § 16, providing that no private or local bill passed by the Legislature shall embrace more than one subject, which shall be expressed in the title, though the bill specifically states that the powers thereby conferred are expressly declared to be a public purpose, and their use by the corporation a public use. Every presumption is in favor of the validity of legis- lative acts which are to be upheld, unless there is a sub- stantial departure from the organic law, and their propriety and wisdom are matters with which the courts have no concern. Const, art. 8, § 1, providing that corporations shall not be created by special act, except in cases where in the judgment of the Legislature the object of the incorporation cannot be attained by general laws, vests in the absolute discretion of the Legislature the determination whether a special act of incorporation in a given case is necessary, and its decision is not reviewable by the courts. The subject of a special act to create a corporation is the creation of the corporation for the purposes and with the powers stated in the act, and all the details as to its powers and authority are objects of the corporation, and not sub- jects of the act; and hence "An act to incorporate the Economic Power & Construction Company" (Laws 1893, p. 949, c. 459), which provides in detail for the organiza- tion of the corporation, enumerates the objects for which it is formed, the amount of capital stock, location of prin- cipal office, and describes certain powers and privileges granted, etc., which relate directly to the particular corpo- ration created, and its organization, purposes, and powers, embraces only one subject, and is not violative of Const, art. 3, § 16, providing that no private or local bill shall embrace more than one subject, which shall be expressed in the title. The fact that a special act of incorporation includes both a general franchise to exist as a corporation, and also among the powers which it may possess a special fran- chise to occupy the streets and highways of the State which is not mentioned in the title docs not render the act vio- lative of Const, art. 3, 8 t6, providing that no private or local bill shall embrace more than one subject, which shall be ex- pressed in the title, since the special franchise is simply a power granted by the act. The power to use and regulate the use of city streets is vested absolutely in the Legislature, and may not be dele- gated to the municipality, and, even where it holds the fee to its streets, it holds them as the State's agent for the public use of the people of the State, and not as cor- porate property. Where additional burdens have been imposed upon streets the fee of which remains in abutting owners, the owners themselves may seek redress if they choose, but the city is not a trustee for them as regards the enforce- ment of their private rights, and has no power to interfere. Where injunctive relief is sought against a city by a company entitled to use its streets, the court in giving re- lief may in its discretion impose terms for the protection of the city. — (Economic Power & Construction Co. v. City of Buffalo et al, 111 N. Y. Sup., 443.) Texas. — Street Railroads — Franchises — Construction. A street railroad company, having a franchise which re- quires the consent of the city council with reference to the construction of "switches" generally, but expressly confers "or any portion thereof,'" without limitation upon their use, the right to construct "double tracks" on a particular street may construct double tracks on such street without the council's consent, though they are to be used as passing tracks in connection with the single track thereon. — (Deni- son & S. Ry. Co. v. City of Denison, 119 S. W. Rep., 115.) Wisconsin. — Eminent Domain — Compensation — Special Benefits — Appropriation to Additional Use. Where a franchise to place street railway tracks, poles, wires and appliances in a street, and binding the railway company to maintain the same until the expiration of the franchise, was granted prior to a taking for interurban pur- poses, the operation of the street railway was not a special benefit, within St. 1898, sec. 1848, to be offset against dam- ages for the taking for interurban purposes, since a special benefit within that section must be such as is due to the construction of a public work for the installation of which it is sought to condemn. In estimating damages in proceedings to condemn a right of way for an interurban railway, the existence of a street railway, with its roadbed, poles, wires and appliances in the street wherein it is sought to condemn, and the fact that the street is subject to that burden without compensation to the lot owner, and to other like burdens which the municipal authorities may in their discretion impose, are to be considered as conditions existing at the time of the taking by the interurban railway of the street railway tracks, poles, wires and appliances for interurban tracks, poles, wires and appliances. In proceedings to condemn a right of way for an interur- ban railway, the fact that the obligation to continue the street railway service established in the street under a fran- chise previously granted will remain for some years to come may be considered in mitigation of damages; but, on the other hand, the perpetual nature of the right acquired by the condemnation extending beyond the expiration of the railway franchise is also to be considered. — (Gosa v. Mil- waukee Light, Heat & Traction Co., 114 N. W. Rep., 815.) LIABILITY FOR NEGLIGENCE Massachusetts. — Carriers — Electric Railroad — Injury to Passenger — Stopping Places — Action — Proof of Negli- gent Operation of Car. Unless an electric railway company has by its practice waived its established rule that passengers shall alight only at the designated stopping places the slowing up of a car before crossing another track, at a place not designated as a stopping place, is not an invitation to passengers to alight, and evidence that passengers have been in the habit of taking advantage of such slowing up or stopping to alight there does not establish such waiver. Evidence in an action by a passenger on a street car who was thrown from the car by a sudden increase of speed while preparing to alight held not sufficient to show that the motorman was negligent in the manner of starting up. — (Stevens v. Boston Elevated Ry. Co., 85 N. E. Rep., 571.) Missouri. — Damages — Personal 1 11 juries. A $6,500 verdict for personal injuries to a woman 75 years old was excessive by $1,500, where, at the time of the injury, she was not very strong, and none of her bones 5°4 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. were broken, though for some months after the accident she suffered from pain in the left leg, which was in a dropsical condition, and she suffered from mental fear or further injury, and was painfully bruised and hurt, and confined to her bed about two weeks, and her face so swollen that the left eye could not be seen the day following the accident, and about five weeks afterward she was able to use crutches for a time, but afterward grew worse, and again became bedridden. — (Waddell v. Metropolitan St. Ry. Co., in S. W. Rep., 542.) Missouri. — Personal Injuries — Degree of Care — Wilful In- juries. Where a child six years old is injured by being struck by a street car while crossing the track, it is not necessary that the acts of the company's servants should have been wanton or wilful to hold it liable for injuries. In an action for injuries to plaintiff while crossing de- fendant's street car track, the only issues of negligence submitted to the jury were: First, negligence in failing to discover plaintiff approaching and going upon defendant's track in time to have checked the speed of its cars; second, in failing to keep a vigilant and reasonable lookout for chil- dren upon the track or approaching the same, and whether the motorman could have discovered plaintiff in the act of approaching its tracks; and, third, in failing to approach said crossing with said car under reasonable control. Held, that each of said acts was consistent with the others, as each might have contributed to the injury of the plaintiff, and therefore an objection that the various acts of negli- gence alleged in the petition are contradictory of each other is untenable. — (Heinzle v. Metropolitan St. Ry Co., 111 S. W. Rep., 536.) Missouri. — Street Railroads — Maintenance — Personal In- juries— Actions for — Pleading — Evidence Admissible — ■ Evidence — Materiality — Instructions — Trial — Cure of Error by Other Instruction — Appeal and Error — Re- view— Harmless Error — Operation — Sufficiency. Where, in an action against a street railroad company for injuries received by tripping over a rail, alleged to have extended several inches above the surface of the street, the petition alleged that the defendant was a corporation, or- ganized and existing under the laws of the State, and was a common carrier of passengers, and that it maintained tracks upon the streets, at the intersection of which the ac- cident was alleged to have occurred, but did not allege that the street railway was a trespasser upon such streets, or that it was occupying them without authority from the city, evidence that it had no license or authority from the city to maintain its car tracks at the place where the ac- cident occurred was inadmissible. In an action against a street railroad company for in- juries received by tripping over a rail, alleged to have ex- tended several inches above the surface of a street, an instruction that defendant was not required to keep its tracks in a reasonably safe condition, and was not re- quired to keep the space between the rails filled with "dirt, cinders, or any other materials," so that the surface between the rails would be flush with the top of the rails, but that it was only required to use ordinary care to keep the space between the rails in a reasonably safe condition, was mis- leading and erroneous, since the law requires that the track be kept flush with the street, or so nearly level as not to materially interfere with travel, and it would by a physical impossibility to fulfill this requirement without filling the spaces between the tracks with dirt, cinders, or other ma- terials. In an action against a city and a street railway com- pany for injuries caused by tripping- over a rail, alleged to have extended several inches above the surface of a street, there was evidence that the track extended about a foot above the surface of the street outside of the rails, and from three to four inches between them, and that while plaintiff was rushing across the track to avoid a run- away team, her foot slipped under one of the rails, in con- sequence of which she was thrown down and seriously in- jured. Held, that the evidence made out a prima facie case of negligence against both the city and the railway company. (Huff vs. St. Joseph Ry., Light, Heat & Power Co. et al., in S. W. Rep., 1145.) Missouri. — Street Railroads — Establishment — Right in Bridge — Operation — Duty to Public — Warning to Pe- destrian— Duty to Keep Lookout — Negligence — Duty to Pedestrians — Contributory Negligence — "Due Care" ■ — ■ Care Required — Degree of Care — Injuries — Last Chance — Injury Actions — Weight of Evidence — Demon- strative Evidence — Experiments — Burhden of Proof — Similarity of Demonstrative Evidence — Admissions — Admissions by Employee — Sufficiency. A bridge over which a street car track ran, being a con- tinuation of the street, the primary user in it, as in the street, is in the public, the easement of street railways in the streets being somewhat servient to the public user. That a street railway placed slats similar to railroad cattle guards across its track on a public bridge did not constitute a warning to pedestrians of the railroad's exclusive use of that part of the bridge so as to relieve it of the duty of keeping a lookout. A street railroad was bound to keep a lookout for pedes- trians on a bridge, which was a part of the public street, over which its track ran, even in the nightime, and though there were slats similar to cattle guards across its tracks, and iron columns and railings to show the railroad section of the bridge. The right of a street railway to use a street must be exercised with due care to prevent accident. Pedestrians, as well as a street railroad, have the right to use a street, but they must use due care to prevent in- jury in doing so. Due care is care according to time and circumstances, and the degree of care required increases as the danger increases. That the place where plaintiff was injured was darkened either by the absence of sunlight or shadows of the bridge columns, and a curve in the street prevented the head- light from illuminating plaintiff's position, did not obviate the company's duty to keep a lookout, but would rather increase that duty. Whether plaintiff was drunk on a street car track when he was injured or had negligently crossed the track so close to a car that he was knocked unconscious and run over by another car, in either event the company would be liable if it afterward negligently ran over him. In an injury action against a street car company, evidence held to show that defendant's motorman did not testify that the dummy figures in pictures introduced to illustrate plaintiff's position when injured were a true representation of his position at that time. While the admissions of a motorman made before trial as to details of an accident might discredit him as a witness if they contradicted his testimony at trial, such admissions would not prove the fact admitted or bind the company. Where a witness stated generally that a picture clearly represented the scene of the accident, but stated specifically that the position of the person in the picture was different from that of the person injured, his general answer must be construed with reference to his specific denial of its correctness in important details. Where photographs of a street car accident showed the person injured as sitting upright close to the rails at a place where the headlight could be thrown on him in time to stop, but at the time of the injury the person injured was in the shadow of a bridge column and lying down so that he could not be as easily seen, the difference between the photograph and the actual conditions rendered it inad- missible as evidence. In an action for injuries to one lying on a street car track on a bridge by being run over by a car, evidence held to show that the motorman acted with due diligence in stopping the car when he saw plaintiff's danger. — (Riggs v. Metropolitan St. Ry. Co., 115 S. W. Rep., 969.) New York. — Carriers — Injury to Passenger — Proximate Cause. Where, in an action for injuries to a passenger, the only allegation of negligence submitted was defendant's fail- ure to have the guard chains in place across the_ edge of the platforms of the cars, between which plaintiff's foot was caught and crushed, and there was no evidence as to the purpose of the chains nor how they could have pre- vented the accident had they been in place, such negligence was not shown to be the proximate cause of the injury. (Coady vs. Brooklyn Heights R. Co., 113 N. Y. Sup., 100.) March 19, 1910..I ELECTRIC RAILWAY JOURNAL. 505 News of Electric Railways Program for Meeting of the Central Electric Railway Association The following program has been announced for the regu- lar meeting of the Central Electric Railway Association, to be held at the Hotel Oliver, South Bend, Ind., on .March 24, 1910: MORNING SESSION Business session and reports of committees. Address by Geo. Whysall, president of the Central Elec- tric Railway Association. "Soliciting Business," by C. O. Warfel, general agent of the traffic department of the Indianapolis & Cincinnati Traction Company. AFTERNOON SESSION "Prevention of Accidents," by E. F. Schneider, general manager of the Cleveland Southwestern & Columbus Rail- way, Cleveland, Ohio. Discussion. "Permanent City Construction for Interurbans," by H. L. Weber, chief engineer of the Columbus, Marion & Bitcyrus Railroad, Marion, Ohio. Discussion: "Public Utilities and Their Relations to the Public in General." A meeting of the executive committee of the association has been called for 7:30 p. m. on March 23, 1910, at the Hotel Oliver, to discuss the business of the association. Strike in Trenton Settled Quickly The motormen and conductors in the employ of the Trenton (N. J.) Street Railway went on strike on March 9, 1910, but returned to work on March 12, 1910. They claimed that a number of the employees had been dis- charged because of their activity in trying to organize a union among the men and demanded a flat rate of pay of 23 cents an hour. A committee of citizens immediately in- tervened, and the company, through P. E. Hurley, general manager, agreed to meet a committee of the men to adjust differences, provided the men returned to work. As an in- crease in wages had been voluntarily granted by the Amer- ican Railways to the employees of systems which it controls in other cities, the Trenton Street Railway agreed to in- crease wages to 23 cents an hour. The men were willing to return to work under these conditions, and a committee representing the employees agreed to the following con- ditions stipulated by the company in its communication to the committee of citizens: "The Trenton Street Railway, with a view to settling the strike now pending in Trenton, and in consideration of the employees of said company now on strike returning to work, agrees with reference to what is known as 'swing runs' that that matter will be taken up by the employees and the manager of the company. "Second. That the wages of the motormen and conduc- tors shall be 23 cents per hour. "Third. That the company will treat with its employees with reference to all grievances arising between the com- pany and the men at any time. "Fourth. That all employees and those who have recently been discharged will be reinstated in their proper places." New Schedule in New York Subway The new schedule for the New York subway which it was agreed between the Interborough Rapid Transit Company and the Public Service Commission of the First District of New York should be substituted for the order of the Commission dated Feb. [8, [910, and published in the Elec- tric Railway Journal of Feb. 26, 1910, page 356. was placed in effect on March 14, 1910. It added 12X express and local trains, and provides briefly the following headway for ex- press trains: From 7 a. m. to 10 a. m., 1 min. and )X sec; from 10 a. m. to 10:30 a. m., 2 min. ; from 10:30 a. in. to 2:53 p. m., 2J/2 min.; from 2:56 p. m. to. 3:40 p. m., 2 min.; from 3:40 p. m. to 6:10 p. m., 1 min and 48 sec; from 6:10 p. m. to 6:40 p. m., 2 min.; from 6:40 p. m. to 12 o'clock midnight, 3 min. Between 10:30 a. m. and 2:56 p. m., under the 2^4- min. headway, the company proposes to run eight-car trains on the Lenox Avenue branch and five or six-car trains on the Broadway branch. In a statement which he made public regarding the new service, Frank Hedley, vice-president and general man- ager of the company, said: "The estimates prepared by the engineers prior to the subway being placed in operation stated its capacity for handling per day about 450,000 people. However, since the subway was placed in operation the people have shown their appreciation of this much-desired system of transportation until the passenger business has grown in numbers far in excess of any estimate that was prepared. The passengers now using the subway several days in each week have ex- ceeded 800.000, and on some days have exceeded 1,000,000 per day. "The Public Service Commission and the Interborough Rapid Transit Company have from time to time caused im- provements to be made to the car equipment, to the signal system and to the operation of trains. A recent joint in- spection was made by the Public Service Commission and the company, and an estimate made at several station points of the number of passengers riding in each car. This joint observation indicated that still further improvements could be made and the number of cars operated increased. The latter is possible because new cars are now being received by the company and placed in operation. "This unparalleled frequent operation of heavy electric trains can only be accomplished by careful attention to the duties of each one of the company's employees, and their troubles would be very largely relieved if the passengers during the rush-hour periods would refrain from crowding into the trains and uncomfortably loading them. The pas- sengers would receive a better character of transportation, and faster, if they would not crowd into the trains in such numbers that they become indecently loaded. "During the middle of the day the West Farms express trains will carry eight cars and the Broadway express trains will carry five and six cars. Passengers will usually find seats in the car in the rear or forward end of the express trains during the non-rush hours." Addresses at Mid-Year A. S. & I, R. A. Conference Reprinted. — The American Street & Interurban Railway Association has reprinted in pamphlet form the addresses presented at the mid-year conference, held at the headquar- ters of the association in New York on Jan. 26, 27 and 28, 1910. These addresses were published in the Electric Railway Journal of Feb. 12, 1910. As H. C. Donecker, secretary of the association, says in a short introduction, the subjects arc all of vital importance. The addresses in the order of their presentation follow: "The Association, Public Opinion and General Conditions," by J. F. Shaw; "Public Service Commissions," by P. F. Sullivan; "Tin- Fare Question," by Wm. J. Clark; "A Fair Return Upon the Investment," by C. S. Sergeant; "The Treatment of Depreciation," by Frank R. Ford. Meeting of Electrical Engineers at Charlotte, N. C. — A meeting of the American Institute of Electrical Engineers will be held' at Charlotte. NT. C, on March 31 and April [, 1910. The official headquarters "i the Institute will be at the Selwyn Hotel, and the sessions of the association will be held at the hotel. Among the papers of interest to those connected with electric railways t" l>c presented before the Institute are "(ias Fngines in City Railway and Light Serv- ice," by E. D. Latta, Jr.; "Economics of Hydroelectric Plants," by W. S. Fee. and "Method of Protecting Insula- tors from Lightning and Power Are Effects, with Results of Its [nstallatii the Lines of the Niagara & Lockport Power Company," by L. C. Nicholson. Members of the Institute who propose to attend the meeting are requested 506 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. to arrange with the Sehvyn Hotel, the Stonewall Hotel, the Burford Hotel or the Central Hotel at Charlotte for their own hotel accommodations. Those in attendance at the meeting will be afforded an opportunity on April 1 to in- spect the Southern Power Company's stations at Great Falls and Rocky Creek and the company's substations. A barbecue will be held at Great Falls. Sixth Annual Electrical Night of the New York Railroad Club. — For the past five years the New York Railroad Club has devoted one of its winter meetings to a discussion of the subject of the application of electricity to steam railroad conditions. This meeting is known as "electrical night." The sixth annual meeting of this kind occurred on March 18, at 29 West Thirty-ninth Street, New York. The topic was introduced by a report of the committee on electrifica- tion of the club which was appointed about a year ago. This committee consists of W. J. Harahan, assistant to the president, Erie Railroad, chairman; L. C. Fritch. consulting engineer, Illinois Central Railroad, Chicago; H. M. Warren, electrical engineer, Delaware, Lackawanna & Western Railroad, Scranton, Pa.; H. H. Vaughan, assistant to the vice-president, Canadian Pacific Railway, Montreal, Can.; J. H. Davis, electrical engineer, Baltimore & Ohio Railroad, Baltimore, Md. ; George W. Wildin, mechanical superinten- dent, New York, New Haven & Hartford Railroad, New Haven, Conn.; William McClellan, consulting engineer, New York; C. O. Mailloux, consulting engineer, New York, and E. B. Katte, chief engineer of electric traction, New York Central & Hudson River Railroad, New York. Supreme Court Decision in Coney Island Fare Case. — Judges Burr, Jenks, Thomas, Woodward and Rich, of the Appellate Division of the Supreme Court, have concurred in affirming, with costs, the decision of the Municipal Court dismissing the suit brought by Louis B. Enton to recover $50 penalty because he was forced to pay a 10-cent fare over the Coney Island & Brooklyn Railroad to Coney Isl- and in June, 1909. The opinion was written by Justice Burr who, in recommending the dismissal of the suit, said: "When the road had been constructed and operated for a long period of years, a presumption will arise that such construction and operation was in accordance with some lawful consent. When, as in this case, there are two acts or ordinances under which the defendant may operate with- in the city limits, one of which imposes no restrictions as to the rate of fare, and the other of which contains no such restrictions, if an action is brought to recover penalty for excessive fare charged the burden of proof rests on the plaintiff, who asserts the charge to be illegal to establish by a fair preponderance of evidence under which authority the defendant is operating. This case is barren of such evidence. The judgment appealed from should therefore be affirmed with costs." Brooklyn Employees' Entertainment. — The employees of the Brooklyn (N. Y.) Rapid Transit Company were enter- tained by the Brooklyn Rapid Transit Employees' Benefit Association on the evening of March 10, 1910, in the theater of the association at its main building on Jamaica Avenue. The program for the evening included a number of vaude- ville acts, several selections by the band composed of em- ployees of the company, and an illustrated lecture by Ed- ward Hungerford, of the company, entitled "A Day with the B. R. T.," which was delivered in two short parts. As Mr. Hungerford concluded his remarks he had thrown on the screen a likeness of Geo. W. Edwards, secretary of the association, and a group picture of about 30 of the oldest employees of the company, taken at the bottom of the steps leading to the club house. The lantern slides shown by Mr. Hungerford covered all departments of the com- pany's activities, and will be used by him later in a series of public lectures which he proposes to give before various civic bodies to show the magnitude of the problems which confront street railway managers. In this way Mr. Hun- gerford will start his audience out with the men in the morning as they report for duty, and carry them by easy, progressive stages through the offices, shops and power houses, and show them a thousand and one details. Mr. Hungerford contrasted the reciprocating engine with the new turbines of the company, and explained briefly the care and attention that are required in painting and varnishing cars and in completely overhauling the equipment from time to time so as to discover the weak link in the chain. The trying work of handling snow was illustrated by means of a number of particularly striking views taken in the city proper and on the lines of the company in outlying sections. LEGISLATION AFFECTING ELECTRIC RAILWAYS Maryland. — The Democratic floor leader of the Maryland House of Delegates has announced that the committee would in all probability report the utilities act to the House during the latter part of the week ended on March 19, 1910. Chairman Benson said that he was in favor of the passage of a public utilities act applicable to all public service cor- porations, but it is not known whether or not he will sup- port the bill which is pending before the committee, of which he is a member. After a number of conferences with Attorney-General Straus, the act which he drew was re- ported favorably, with about 40 amendments. The bill for a utilities act favored by the Republicans is also before the ways and means committee. This bill leaves the commission free to treat conditions as they arise. It provides that the members of the commission shall be elected by the people. On March 11 Mr. Main, Baltimore, introduced a public utility measure drafted by the Reform League. This bill was referred to the judiciary committee. Massachusetts. — The bill to provide a free transfer station at Massachusetts and Huntington Avenues, Boston, on the Boston Elevated Railway, has been referred to the next Legislature by the committee on street railways so the petitioners can bring the matter before the Railroad Com- mission. The Senate has accepted the adverse report of the committee on street railways upon the bill to provide for State and city ownership of street railways. The bill in- creasing the salaries of the Railroad Commissioners and railroad and railway inspectors has been referred to the next Legislature. Permission has been granted to withdraw the- bill prohibiting the granting of street railway locations at the side of a highway within one mile of the center of any town of more than 5000 inhabitants or within one-half mile of the center of any smaller community. The bills taking away the enforcement of the existing car-heating statute from the district police and providing that any municipality may direct a street railway using its streets to establish as many waiting stations as it deemed the public convenience required have been reported adversely. An adverse report has also been presented upon the bill to substitute two public service commissions for Boston and the rest of the State for the present utility commissions. The bill prohibiting further construction of elevated rail- ways in Boston was heard by the committee on metropoli- tan affairs on March 14. New York. — A bill prepared by the Public Service Com- mission of the First District has been introduced which pro- poses to amend the Rapid Transit Act of New York City, particularly in regard to the operations of subways. It per- mits moving platforms in subways and operators of rapid transit routes to secure their motive power by purchase instead of by building power houses, provided the contract for the purchase of the power is approved by the Public Service Commission. It will be recalled that the New York Edison Company several months ago addressed a communi- cation to the commission in which it offered to furnish power for operating subway extensions. The Public Servici Commission has prepared for introduction a bill which will give the commission power to compel the New York Central & Hudson River Railroad to change the grade of its tracks in Eleventh Avenue. Ohio. — Senator Duval has introduced a bill which pro- vides that street railway conductors who unlawfully give away transfers and passengers who misuse transfers shall be fined $50 and imprisoned for 30 days. The Langdon bill, which provides for a tax commission to assess public utility corporations, has been reported to the House by the tax committee with recommendation for its passage as amended by the author. The amendments provide a more definite means of distributing the assessed values of public service corporations among the townships and municipalities in which the companies operate and a closer supervision by the proposed commission of the local taxing authorities. The requirement that the names of the stockholders be listed has been omitted. The Woods public utilities bill was taken up on March 14. March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 507 Financial and Corporate New York Stock and Money Markets March 15, 1910. After several weeks of improvement in tone, accom- panied by considerable advance in price, the Wall Street stock market has shown a tendency for the last two days to sell off sharply. The immediate reason assigned is the threatening attitude assumed by Western railroad firemen. The recession has, however, done little to lessen the gen- eral sentiment of optimism. During the past fortnight there has been a distinct im- provement in the bond market. Many important bond is- sues, especially of public utility corporations, have been advertised, and the vendors declare that the investing public has responded liberally. The money market continues easy. Quotations to-day were: Call, 2^@3T4 per cent; 90 days, 37/s@4 Per cent. Other Markets In spite of the strong financial support accorded it the Philadelphia market for traction shares has continued to weaken. Rapid Transit and Philadelphia Traction have been weaker than Union Traction. The trading in Rapid Transit has been quite heavy. In the Chicago market there has been practically no trading in tractions. A few shares of Chicago Raiways, Series 1, have been sold at slightly better prices and there has been some Subway stock in the market at about 3. In Boston there has been a limited amount of dealing during the past week in the issues of Massachusetts Electric and in Boston Elevated, but prices have not been changed. Only the bonds of the United Railways Company have been in evidence in the Baltimore market. In these trans- actions have been liberal at former prices. Quotations of various traction securities as compared with last week follow: Mar. 8. Mar. 15. American Railways Company 345% 4S'A Aurora, Elgin & Chicago Railroad (common) a$7^i * 57 34 Aurora, Elgin & Chicago Railroad (preferred) a.94lA *94lA Boston Elevated Railway i3o!4 130^ Boston & Suburban Electric Companies ai6'/2 ai6At Boston & Suburban Electric Companies (preferred) 376 376 Boston & Worcester Electric Companies (common) an aio'i Boston & Worcester Electric Companies (preferred) a44 346 Brooklyn Rapid Transit Company 77>4 76 Brooklyn Rapid Transit Compsny, 1st pref. conv. 4s 84 84 Cspital Traction Company, Washington 3133!^ ai33 Chicago City Railway aigs 319; Chicago & Osk Park Elevsted Railroad (common) *2 *3lA Chicsgo & Osk Park Elevsted Railroad (preferred) *io *7lA Chicago Railways, ptcptg., ctf. 1 aioG 3106 Chicago Railways, ptcptg., ctf. .? a33 a33 Chicago Railways, ptcptg., ctf. 3 ai8 ai8 Chicago Railways, ptcptg., ctf. 4s ag'/i 39' » Cleveland Railwsys *9i'/z *oi!^ C'onsolidsted Traction of New Jersey 376 'A ay6 Consolidated Traction of New Jersey, 5 per cent bonds .... 31 05 'A aioSz-i Detroit United Railway *62 *62 General Electric Company 157 154 Georgia Railwsy & Electric Company (common) 3.107A 106A Georgia Railway & Electric Company (preferred) 388 388 Interborough-Metropolitsn Compsny (common) 23^6 22 Interborough-Metropolitan Company (preferred) 58J4 55^4 Interborough-Metropolitan Company (4^s) 82^8 81 Y% Kansas City Rsilway & Light Company (common) 830 334 Kansas City Railwsy & Light Company (preferred) a7i 375 Manhattan Railway 139 *I39 Massachusetts Electric Companies (common) ai8'/2 ai8 Massachusetts Electric Companies (preferred) a&^Yi a84 Metropolitan West Side, Chicago (common) ai6 ai6 Metropolitan West Side, Chicago (preferred) ass 255 Metropolitan Street Railway 15 *i.5 Milwaukee Electric Railway & Light (preferred) *no " 1 10 North American Company 81 54 *8iJ4 Northwestern Elevated Railroad (common) 317 ai6 Northwestern Elevated Railroad (preferred) 370 a68 Philadelphia Company, Pittsburg (common) asiJ4 asi Philadelphia Company, Pittsburg (preferred) a44'/2 a^A'Ai Philadelphia Rapid Transit Company S2i'A Philadelphia Traction Company "80 86 Public Service Corporation, 5 per cent col. notes "iooMi * too'A Public Service Corporation, ctfs aios aiosA Seattle Electric Company (common) aiis aiis Seattle Electric Company (preferred) aiOu ai02 South Side Elevated Railroad (Chicago) aS4 Third Avenue Railroad, New York 8 -Mi *8.H Toledo Railways & Light Company *nj^ Twin City Rapid Transit, Minneapolis (common) 114 *II4 Union Traction Company, Philadelphia a%oA a48)4 United Rys. Sr Electric Company, Haltimore *i r ai4 United Rys. Lnv. Co. (common) *37 *37 United Rys. Inv. Co. (preferred) *07 "67 Washington Ry. & Electric Company (common) 38 38 Washington Ry. & Electric Company (preferred) aHg'A aqo-5^ West End Street Railway, Boston (common) ags a9S West End Street Railway, Boston (preferred) a 105 aios ^4 Wcstinghousc Elcc. & Mfg. Company 7S7A C>&A Wcstinghouse Elec. & Mfg. Company (ist pref.) [45 "125 a Asked. • Last Sale Annual Report of London Street Railway Gross earnings of the London (Ont.) Street Railway in the year ended December 31, 1909, were $243,359 as com- pared with $235,032 in 1908. Operating expenses and taxes were $169,830 or 69.8 per cent of gross earnings. Mainte- nance expenditures aggregated $46,479 of the total operat- ing expense. The sum of $21,736 was expended on mainte- nance of way and structures and $24,743 on maintenance of equipment. Ihese amounts are, respectively, 8.9 per cent and 10.2 per cent of gross earnings, a total of 1 Q. 1 per cent. Earnings for thr ee years compare as follows Earnings : 1909. 1908. 1907. $238,267 $230,866 $226,510 4,166 5»°°? Gross earnings $243,359 $235,03-' $232,377 Expenses : Maintensnce : . ... $21,736 $13,574 $17,295 Equipment 24,743 28,128 24,279 Transportation : $32,883 .... $27,796 $30,125 67,866 68,845 65,865 . ... 27,689 26,894 27,703 Total operating expense . . . . $169,830 $167,566 $168,025 Net earnings ■ $73,529 $67,466 $64,352 Deductions: . . . . $28,346 $25,006 $25,000 Interest on overdrafts. • • ■ ■ 542 3,449 2,229 Total deductions . . . $28,888 $28,455 $27,229 $44,641 $39.01 1 $37,123 President Henry A. Everett says in his statement to shareholders : "The expenditure for track purposes and the general maintenance of the entire system was noticeably increased and considerable reconstruction was accomplished at a minimum cost, owing to favorable conditions affecting both material and labor. "The general adoption of the pay-enter system through- out the country has caused us to make some changes along these lines, but owing to local conditions, a pay-leave sys- tem was considered more desirable; consequently a number of cars were adapted to this plan and are being tried out at the present time. "As a result of the favorable vote on Sunday cars this matter was referred to the Legislature, which passed an act requiring a population of 50,000, but as the committee could not give a satisfactory return, the matter was laid over until this year. "The new stock authorized at the last meeting is en- tirely subscribed and 50 shares have been paid in full, al- though no calls have yet been made. Your directors have seen fit to dispose of $25,000 of bonds at a fraction over par, the proceeds being used to pay our overdraft and to provide for other requirements, so that our present con- dition is excellent. "It is with pleasure that we draw your attention to the increases in the gross earnings and surplus for the past year, which under the existing conditions were very good, and we confidently expect the coming year will also prove satisfactory. "No suits of consequence are pending against the com- pany. There were 64 shareholders of record on Dec. 3r, 1909." A statistical statement compiled by George H. Bentson, secretary and treasurer, includes the following: Year ended Dec. 31. 1909. 1908. 1907. • ■ $243,359-39 $235,032.40 $232,376.59 169,830.44 167,566.72 168,024.88 Expenses, p. ct. of earnings. 69.8 71-3 72.3 Net earnings 75,528.9s 67, 46s. 68 64,351 -7" Net income, p. ct. of capital. 8.08 7.10 6.88 6,673,700 6,442,998 6,321,994 Car earnings, per rev. pass.. 3.62c 3.64c 3.63c . . 1,01 5,164 1 ,062,306 1,039,362 7,688,873 7,505,304 7,361,356 Car earnings per passenger 3.09c 3.07c 3.07c 1,422,223 1,427.353 i,43S.<)03 Gross earnings per car-mile.. 1 7. 1 ic 1 6.47c 1 6. 1 8c Operating exp. per ear-mile.. 11.941 1 1 .74c 1 1. 70c 1 jc 4-73C 4.48c Number of miles of track. . 33-25 33-25 33-25 Gross earnings per mile of tra ."k 7,319.07 7,068.64 6,988.77 49.507 40.431 47.r69 Ardmore (Okla.) Traction Company. — C. I Byrne, re- ceiver of the Ardmore Traction Company, will sell al private sale I" the highest bidder on May 2, 1010, the property of the 5°8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. Ard more Traction Company, including 4.7 miles of railroad in operation, two new single-truck, semi-convertible cars, two double-truck cars, a convertible car, a summer car and an amusement park. Bids must be sealed and be accom- panied with a certified check for 10 per cent of the bid, payable to the receiver. The remainder is payable at the confirmation of the sale. The minimum price fixed by the court for the property is $60,000. Chippewa Valley Railway, Light & Power Company, Eau Claire, Wis. — TheRailroad Commission of Wisconsin has authorized the Chippewa Valley Railway, Light & Power Company to issue $150,000 of first mortgage 5 per cent bonds, $50,000 of preferred stock and $200,000 of common stock, to finance the construction of a 2000-kw hydroelectric power plant and other improvements. Coney Island & Brooklyn Railroad, Brooklyn, N. Y.— The Public Service Commission of the First District of New York authorized the Coney Island & Brooklyn Railroad on March 9, 1910, to issue $151,000 of consolidated mortgage 4 per cent bonds for improvements. The bonds just au- thorized take the place of the $107,000 of bonds authorized in October, 1909, the total of bonds having been increased after further hearing before the commission. The bonds are to be sold at not less than 80. The order of the com- mission provides for the amortization of the discount and expenses in connection with the sale of the bonds out of the company's income before Jan. r, 1955. Denver & Inter-Mountain Railroad, Denver, Col. — The stockholders of the Denver & Inter-Mountain Railroad will vote on April 4, 1910, on the question of dissolving the com- pany and transferring the property to a successor company which it is said will be known as the Intermountain Rail- way. Galveston-Houston Electric Railway, Houston, Tex. — Lee, Higginson & Company, Boston, New York and Chi- cago, and Higginson & Company, London, Eng., offer for subscription at 95 and interest the unsold portion of $2,750,- 000 of first mortgage 5 per cent sinking fund gold bonds of the Galveston-Houston Electric Railway, dated Oct. 1, 1909, and due Oct. 1, 1954, but callable as a whole or in part for sinking fund only on any interest date at 105 and interest. Janesville (Wis.) Street Railway.— W. H. Lemons and William Murphy have been appointed receivers of the Janesville Street Railway by Judge Grimm in the Circuit Court, on application of the Finance Company, Philadel- phia, Pa., trustees of a mortgage made by the Janesville Street Railway in 1892 to secure $75,000 of 6 per cent bonds. Public Service Corporation, Newark, N. J. — J. P. Morgan & Company, New York, N. Y., and Drexel & Company, Philadelphia, Pa., offer for subscription at 97 and interest less than $1,000,000 of a block of $8,000,000 of general mortgage 5 per cent sinking fund 50-year gold bonds of the Public Service Corporation. The bonds are dated Oct. 1, 1909, and due Oct. 1, 1955, but are callable when drawn for the sinking fund on or after Oct. 1, 1913, at 105 and interest and redeemable at the option of the company on Oct. 1, 1919, or any interest date thereafter at 105 and interest. Putnam & Westchester Traction Company, Peekskill, N. Y. — The Public Service Commission of the Second Dis- trict of New York has authorized the Putnam & Westches- ter Traction Company to issue $11,000 of 30-year 5 per cent gold bonds to discharge outstanding obligations. Rhode Island Company, Providence, R. I.— The Rhode Island Company paid from the earnings for the year ended June 30, 1909, an initial dividend of 5 per cent on the $8,510,- 400 stock of the company. Stark Electric Railroad, Alliance, Ohio.— The stockholders of the Stark Electric Railroad have voted to increase the capital stock of the company from $1,000,000 to $1,500,000 and to declare a stock dividend of 25 per cent, payable on April 1, 1910. Toledo Railways & Light Company. — The annual report for the year ended Dec. 31, 1909, states that the gross earnings were $2,733,177. Operating expenses were $1,627,- 337. or 59.54 per cent of gross receipts. Net earnings were $1,105,840, and interest charges $778,286, leaving a surplus of $327,554, or 2.36 per cent on the capital stock. Traffic and Transportation Decision in Seattle-Tacoma Fare Case The Railroad Commission of Washington has rendered its findings in the appeal by residents along the Puget Sound Electric Railway for an order for a reduction in the fare between Seattle and Tacoma and intervening cities as fixed by the company on Oct. 17, 1909, in accordance with the announcement published in the Electric Railway Journal of Nov. 6, 1909, page 1000. The schedule adopted in Oc- tober increased the regular rates to practically 2 cents per mile. The through rate of $1 for the round trip between Seattle and Tacoma was also increased to $1.50. The com- mission has refused to order a reduction in the round trip fare between Seattle and Tacoma or in the one-way fare between the cities, but certain readjustments have been ordered between Seattle and points south of Englewood and between Tacoma and points on the branch line between Willow Junction and Puyallup. The order of the commis- sion follows: "It is now ordered that the present round trip fares, being twice the single published rate from Seattle to points south of Englewood and as far south as and including Renton Junction, and from Tacoma to points north of Tidehaven and as far north as and including Algona, be and the same are hereby declared to be unjust, unreasonable and ex- cessive, and it is ordered that the same be not hereafter charged to persons desiring round trip tickets between such points, and in lieu thereof and to take the place of such charges it is ordered that the round trip rates in force prior to Oct. 17, 1909, to such points be reinstated, published and charged in the future. "That the present round trip rates between Tacoma and points on the branch line between Willow Junction and Puyallup be and the same are hereby declared to be un- just, unreasonable and excessive and that the same be not charged in the future, and to take the place of such round trip rates between Tacoma and the points on such branch line the round trip rates and fares charged prior to Oct. 17, 1909, be reinstated, published and charged in the future. "That the present round trip rates, being twice the single published rate, from Seattle to Earlington and Renton, be and the same are hereby declared to be unjust, unreasonable and excessive, and that the same be not charged in the future, and that to take the place of such round trip rates between Seattle and such points, there be charged in the future a round trip rate between such points not to exceed 30 cents between Seattle and Earlington and 35 cents be- tween Seattle and Renton. "That the round trip rates between Seattle and points other than those above named and between Tacoma and said last- named points charged prior to Oct. 17, 1909, be reinstated, published and charged in the future, unless the defendant company agrees to issue commutation tickets good between Seattle and Tacoma and such points requiring not to ex- ceed 32 rides in one month at rates for single rides not to exceed one-half the charge for round trip tickets prior to Oct. 17, 1909, and in the event of the defendant company filing with the commission within 20 days from this date its tariff providing for such commutation books between such points, then and in that event that portion of this order providing for round trip tickets between Seattle and points on the main line south of Renton Junction and between Tacoma and points on the main line north of Algona shall not be effective. "It is further ordered that that portion of the complaint asking for a reduction of the single fare, and that portion asking for a reduction between local stations and not touching Seattle or Tacoma and that portion asking for a reduction between Seattle and Tacoma be and the same is hereby denied. "It is further ordered that in view of the fact that if the rates herein established be published in conjunction with the rates now existing and not affected by this order, that the tariff so published will be inharmonious and will result in the combined sum of two or more local rates between terminals being less than the through published rates as well as being less from points near the suburban limits mentioned, and the commission feeling that a harmonious March 19, 1910.] ELECTRIC RAILWAY JOURNAL. 509 tariff consistent with this order can be prepared, and be- lieving that under the circumstances the defendant company- should be permitted to prepare and submit such tariff to the commission, it is further ordered that the defendant com- pany have and it is hereby given 10 days from the date of the service of this order upon it to prepare and file with the commission a new complete tariff consistent with this order, and in case of its neglect or failure so to do the commission will at the expiration of such time issue a supplemental order providing for a new and complete tariff and the rates to be hereafter charged between all points on its line." Increase in Wages in Brooklyn The Brooklyn Rapid Transit Company, which in January, 1910, announced an increase in the wages of its trainmen, as noted in the Electric Railway Journal of Jan. 15, 1910, page 126, has announced the following rates of pay effective on April 1, 1910, to apply to the positions indicated: After First year. Second year. two years. Day despatcher $2.85 per day $2.85 per day $3.00 per day Despatchers, night and swing. . 2.65 per day 2.65 per day 2.75 per day Inspector (line) 2.85 per day 2.85 per day 3.00 per day Starter 2.65 per day 2.65 per day 2.75 per day Register inspector 2.65 per day 2.65 per day 2.75 per day Register taker 2.50 per day 2.50 per day 2.60 per day Transfer clerk 2.35 per day 2.35 per day 2.40 per day Instructor of motormen (line) 2.80 per day 2.80 per day 2.90 per day Foreman car cleaner 1.85 per day 2.00 per day 2.00 per day Car houseman 1.60 per day 1.75 per day 1.75 per day Car cleaner 1.60 per day 1.70 per day 1.70 per day Helper (Twenty-third Street).. .17^ hour -1714 hour .18^2 hour The company has also announced that hereafter all vacan- cies in the positions of transfer clerk, register taker, starter, register inspector, line inspector, night and swing de- spatcher, and day despatcher, will be filled, as far as pos- sible, by promotion of conductors and motormen and from the ranks. For the purpose of making promotions from the ranks of conductors and motormen according to their seniority, service record, and general qualifications, there will be maintained at each depot a list of eligibles for the positions previously mentioned which will be based upon the following: First, a record free from demerits. Second, at least one year of service as conductor or motor- man for positions of transfer clerk and register taker, and at least two years of such service for all other positions. Service as transfer clerk or register taker will be counted the same as service as conductor or motorman, to make up the requisite two years. Any eligible motorman or conductor desiring promotion or transfer to one of the postions referred to may submit his name to the assistant superintendent for consideration. There is no objection to a man applying to have his name entered on several lists of eligibles. Such names will be referred to the superintendent of surface lines, together with the recommendations of the assistant superintendent. Favorable and unfavorable recommendations will alike be submitted to the superintendent of surface lines for his consideration, and the employee will be advised of the ac- tion taken. Positions as despatchers will be filled only by promotion from starter or line inspector. Increase in Fare on Syracuse & Suburban Railroad. — On April 1, 1910, the Syracuse & Suburban Railroad, Syracuse, N. Y., will cancel the 15-cent round-trip ticket fare between Orville and Manlius, or Edwards Falls, and charge 10 cents in either direction between these places. Train Service Over Electric Railway in West Virginia. — The Fairmont & Clarksburg Traction Company, Fairmont, W. Va., has begun a service with trains of two cars over its line between Fairmont and Clarksburg. This is said to be the first service with trains which has been given over an electric railway in West Virginia. Bonus to New Men in New Jersey. — The Public Service Railway, Newark, N. J., has adopted a rule which requires a new motorman to spend seven days breaking-in. As an inducement for new men to remain with the company in- definitely each new man who serves the company more than a year is awarded a bonus of $to. New Buttons Adopted by Interurban. — The Terre Haute, Indianapolis & Eastern Traction Company, Indianapolis, Ind., has adopted a new button and has substituted it on all the clothing of its employees for the button formerly in use. The new button bears the diamond-shaped seal of the company, in which are inscribed the letters " T. H., I. & E." in gold. New York Central Electric Service Extended. — The New York Central & Hudson River Railroad began service with electric trains over its Harlem division to White Plains on March 16, 1910. As stated in the Electric Railway Jour- nal of March 19, 1910, page 466, the new service practically doubles the mileage served by the electrified lines of the company. Traffic Agreement in Oakland. — The East Shore & Sub- urban Railway has arranged with the Oakland (Cal.) Tran- sit Company for operating into Oakland over the lines of that company from Point Richmond to Seventh street and Broadway. The cars of the East Shore & Suburban Rail- way will be manned by crews of the Oakland Transit Company while in Oakland. Pay-as-You-Enter Service in Los Angeles. — On May 1, 1910, the Los Angeles (Cal.) Railway will place in operation on its Central Avenue line the first of 30 cars now being reconstructed in the shops of the company for pay-as-you- enter operation. The cars will be equipped with wire gates, and push-buttons will be installed for the convenience of passengers who desire to signal the conductor from the center of the car to stop. New York & Queens County Railway's Cars to New York.— On March 14, 1910, the New York & Queens County Railway began operating all of its through cars over the Queensboro Bridge to New York. The company has established a shuttle service between the bridge plaza in Long Island City and the Long Island Railroad's ferry from the foot of Borden Avenue, Long Island City, to Thirty- fourth Street, New York. Express Rights Asked in Massachusetts. — The Milford, Attleboro & Woonsocket Street Railway, Milford, Mass , has petitioned the Massachusetts Railroad Commission for the right to carry baggage, express matter and freight in Milford, Hopedale, Franklin, Plainville, Wrentham, Mendon and Bellingham. The Interstate Consolidated Street Rail- way has petitioned the Commission for the right to carry baggage, freight and express matter in the towns of Attle- boro and Seekonk. Interstate Railway Increases Wages. — The Interstate Rail- ways has made the maximum wage of motormen and con- ductors employed on the systems which it controls in Read- ing, Chester, Trenton, Wilmington,, Norristown and Leb- anon 23 cents an hour. The men formerly received a maxi- mum wage of 20 cents an hour. It is stated that the com- pany is considering the advisability of charging a straight 5-cent fare on all its lines hereafter. Extension in Schenectady to Increase Facilities. — The Public Service Commission of the Second District of New York has approved the extension of the Schenectady (N. Y.) Railway on Edison Avenue from Washington Avenue to South Center Street, Schenectady, to facilitate and im- prove conditions for handling traffic in Schenectady in accordance with one of the suggestions in the report on transit conditions in the city made to the commission by C. R. Barnes, electric railroad inspector of the commission. Illuminated Station Indicators in Hudson & Manhattan Tunnel. — The Hudson & Manhattan Railroad, New York. N. Y., on March 14, T910, placed in operation an experi- mental train of three cars equipped with illuminated station indicators. The first trip of the train equipped with the device was made from the Twenty-third Street station, in Manhattan, at 11:15 a- m. The passengers comprised a party of 50 invited guests of the company, to whom the new signs were demonstrated. Among those who made the trip were Mrs. R. F. Cartwright, chairman of the public safety committee of the City League; Thomas Small, inventor of the device: Major C. W. Johnson ; representatives of various women's clubs of the city and reporters from the daily papers. The company was represented by Wilbur C. Fisk, vice-president, in charge of operation; E. T. Mungcr, gen eral superintendent, and Oliver T. Boyd, general passenger agent. Ten cars in addition to those on the first experi- mental train arc being equipped with the signs. If the ex- periment proves successful, the station indicators will be installed in all the trains operated in the tunnel. ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. Personal Mention Mr. Lowe Brown has been appointed resident engineer for the construction of the subway which the Ferro-Carril Oeste de Buenos Ayres, Traction Department, proposes to build through Buenos Ayres. Mr. Brown was resident en- gineer for the Pennsylvania Railroad tunnels in New York before going to Buenos Ayres. 1 Mr. N. C. McCoy, formerly master mechanic of the Pitts- field (Mass.) Electric Street Railway, has been appointed assistant to Mr. W. P. Ripple, mechanical and electrical engineer of the New England Investment & Security Com- pany, Springfield, Mass., with the title of general inspector of rolling stock equipment for the lines controlled by the company. Mr. C. E. Hubbard has been appointed purchasing agent of the Mahoning & Shenango Railway & Light Company, New Castle, Pa. Mr. Hubbard retired as secretary, general manager and purchasing agent of the Farmington Street Railway, Hartford, Conn., following the recent absorption of the company by the New York, New Haven & Hartford Railroad in the interest of the Connecticut company. Mr. R. H. Vansant has been appointed traffic manager of the Indianapolis, Crawfordsville & Western Traction Company, Indianapolis, Ind., to succeed Mr. W. O. Wood- ard, whose appointment as traffic manager of the Chicago, Lake Shore & South Bend Railway was announced in the Electric Railway Iournal of Feb. 29, 1910. Mr. Vansant was formerly chief clerk in the operating department of the Indianapolis, Crawfordsville & Western Traction Company. He will have charge of all freight and passenger business, with headquarters at Crawfordsville. Mr. R. P. Stevens, president of the Lehigh Valley Transit Company, Allentown, Pa., recently addressed the Bethlehem branch of the American Institute of Electrical Engineers at Lehigh University. Mr. Stevens referred to the magnitude of the electric railway industry, and gave the number of cars, the capitalization and the mileage of these properties in the United States and showed the possibilities that the interurban lines now offer for through travel. The industry must look to the colleges for the men qualified technically to carry on the work already begun. Mr. Stevens also referred to the question of fares and the proper return on the invest- ment. In closing his remarks, Mr. Stevens said that it paid to be frank with the newspapers and the public. Mr. C. A. Greenidge has been appointed an engineer with the operating department of the J. G. White & Company, Inc., New York, N. Y. Mr. Greenidge was born in Bar- badoes, West Indies, and was graduated from Stevens In- stitute of Technology in 1895 as a mechanical engineer. Since then he has been connected with the Mount Morris Electric Light Company; New York Edison Company, as resident engineer in charge of steam-electric plant construc- tion for the Equitable Gas & Electric Company of Utica, N. Y.; superintendent of the electric department of the Utica Gas & Electric Company, and general manager of the electric department of the Utica Gas & Electric Com- pany. He is a member of the American Institute of Elec- trical Engineers and a member of the National Electric Light Association. Mr. Edward Hammett, Jr., has been appointed superin- tendent and purchasing agent of the Sheboygan Light, Power & Railway Company, Sheboygan, Wis., to succeed Mr. H. J. Pagel, who resigned these offices on account of ill health, but who has been retained in the service of the company. Mr. Hammett was born in Wheaton, 111., and entered railway work with the Aurora, Elgin & Chicago Railroad under Mr. Ernest Gonzenbach, who now is presi- dent and general manager of the Sheboygan Light, Power & Railway Company. Mr. Hammett was promoted rapidly while with the Aurora, Elgin & Chicago Railroad, and finally entered the selling field as district manager of the Electric Service Supplies Company at Pittsburgh, Pa., from which position he resigned to become connected with the Sheboygan Light, Power & Railway Company. Mr. A. W. Hargett has resigned as manager of the Mead- ville & Cambridge Springs Street Railway, Meadville, Pa., and proposes to take a vacation of several months before resuming work. Mr. Hargett began his railway career as shop foreman with the McKeesport & Reynoldton Passen- ger Railway in 1889, and resigned from that position to become master mechanic of the Monongahela Street Rail- way, Braddock, Pa., with which he continued until 1900, when he accepted an appointment as division superintendent of the Pittsburgh & Birmingham Traction Company. Dur- ing 1902 and 1903 Mr. Hargett was engaged in the con- struction of the Pittsburgh & Charleroi Railway, the Wil- kinsburg & Verona Street Railway and the Wilmerding, Pitcairn & Trafford City Street Railway. On Jan. 1, 1904, he assumed charge of the Allegheny Valley Street Railway, Tarentum, Pa. On July 1, 1908, Mr. Hargett was appointed manager of the Meadville & Cambridge Springs Railway. OBITUARY Morey B. Harper, formerly connected with the Cincin- nati, Lawrenceburg & Aurora Electric Street Railroad, Cincinnati, Ohio, is dead. Mr. Harper was at one time con- nected with the Tennis Construction Company and was agent of the Baltimore & Ohio Railroad at Delhi, Ohio. Eugene L. Crawford, recently appointed superintendent of the Northwest division of the Chicago (111.) Railways, died in Chicago on March 14, 1910. Mr. Crawford had served with the company and its predecessors for more than 35 years. He was born at Dowagiac, Mich., 57 years ago, and began street railway service in Chicago as a con- ductor on the North Side lines. His death was due to pneumonia. NEW PUBLICATIONS Corrosion of Iron and Steel. By Alfred Sang. New York, 1910: McGraw-Hill Book Company. Cloth, 101 pages. Price, $1.00 net. The author has tried to compile in one handy volume all information available on the corrosion of iron and steel, particularly with regard to the different theories covering rust formation. Separate chapters are devoted to the effect of stress and to the corrosion of rails. The Prevention of Accidents. By F. W. Johnson, superin- tendent Bureau for Prevention of Accidents, Philadel- phia Rapid Transit Company; third edition, entirely rewritten. New York: McGraw-Hill Book Company; 50 pages; illustrated; cloth. Price, 25 cents, with dis- count in large quantities. The first edition of this pamphlet was prepared by Mr. fohnson for use in his own work while claim agent of the Connecticut Railway & Lighting Company at Bridgeport, where he aimed to give in brief form the most valuable sug- gestions to motormen and conductors to reduce accidents. The book proved so successful that it was put on general sale and ran through two large editions, 16,000 having been sold since April, 1907. The third edition is now from the press of the same publishers. The pamphlet has been en- tirely rewritten by Mr. Johnson in the light of subsequent experience, both in the prevention of accidents and in the best way of clearly instructing motormen and conductors in the safe operation of cars. The pamphlet is not in- tended in any way to supersede the ordinary rule book. It is more of a text book in which the reasons for the stand- ard operating rules are made evident to the thoughtful' conductors and motormen, and many of the copies hereto- fore sold have been purchased by companies in large lots for distribution among their platform men. The purpose of the author is perhaps most clearly indicated by an anec- dote related in the closing pages. A railway superinten- dent who places safety in operation above every other con- sideration had before him three applicants for the position of motorman for the one vacancy existing on the road. He asked each of them the same question: "If you were oper- ating your car at a speed of 20 m.p.h., following another car, on straight rail, in broad daylight, and you suddenly found yourself within three car lengths of your leader, who was at a standstill receiving passengers, how quickly could you stop?" The first prospective motorman made a guess and said 30 ft. The second thought that he could make the stop in 20 ft. The third thought a moment and then asked how the motorman of the car ever got in such a fix. The superintendent recognized in this last speaker the kind of employee he wanted. He was anxious to engage the man who exercised enough forethought not to get into such a position. The book is illustrated with several engravings to show dangerous situations. March 19, 1910.] ELECTRIC RAILWAY JOURNAL. Construction News Construction News Notes are classified under each head- ing alphabetically by States. An asterisk (*) indicates a project not previously reported. RECENT INCORPORATIONS *East Washington Suburban Railway, Washington, D. C. — Application has been made by this company for a charter to build an electric railway in the District of Columbia on Nichols Avenue, Good Hope Road, Bowen Road and Surt- land Road to the boundary line of the District, and there connect with the Anacostia & Potomac River Railroad. Incorporators: Samuel E. Cox, William A. Harrison and A. W. Thomas, Maryland; Albert Carry, O. A. Emmons, John Kuhn and Maurice Otterback, Washington; Reese Carpenter, New York; R. H. Phillips and J. S. Sims, Vir- ginia. Griffin City & Suburban Railway, Griffin, Ga. — Applica- tion for a charter has been made in Georgia to build an electric railway in Griffin, Atlanta, Macon, Jackson, Barnes- ville, McDonough, Fayetteville, Williamson and Zebulon. The line in Griffin will be 5 miles long. Capital stock, $25,000. Incorporators: H. H. Bass, J. P. Nichols, B. R. Blakely, Frank Flynt, Joseph D. Bayd, Thomas J. Brooks, J. C. Brooks, R. F. Strickland, A. D. Akin and J. M. Preston. [E. R. J., Feb. 19, '10.] "'Eastern Illinois Railway, Chicago, 111. — Incorporated in Illinois to build a 16-mile surface railway from West Ham- mond to Riverdale through Harvey. When completed the line will connect at East Hammond with the Hammond, Whiting & East Chicago Elevated Railway, and at Riverdale with an extension of the Calumet & South Chicago Railway, which extension is yet to be built. Nominal incorporators: Warner H. Robinson, Edgar H. Pank and Samuel Blumen- thal, Chicago, and John Cox, Joliet. Ira M. Cobe is quoted as having said that the Eastern Illinois Railway may be absorbed by the Chicago City & Connecting Railway, which is financing the enterprise. The territory to be tapped by the new line is at present unoccupied. Most of the right of way has been secured and franchise negotiations are under way. *Iowa & Illinois Railway Terminal Company, Clinton, la. — Application for a charter has been made in Iowa by this company to construct and operate railways by electricity or other motive power through Iowa. Capital stock, $25,000. Officers: F. W. Ellis, president and treasurer; Henry Huenen, Jr., vice-president, and P. P. Crafts, secretary. *North Maryland Railway, Baltimore, Md. — Application will shortly be made in Maryland for a charter to build an electric railway in Baltimore, Hartford and Cecil Counties. Incorporators: Thomas H. Robinson, Michael H. Fahey, Omar D. Crothers, Richard Dallam, Samuel C. Rowland. Murray Vandiver and Clarence C. Pusey, Baltimore. FRANCHISES Brighton, Mich. — The electors of Brighton have been asked to grant a franchise to the Detroit, Lansing & Grand Rapids Railway, Detroit, to build an electric railway over the principal streets in Brighton. [E. R. J., Feb. 5, '10.] Chatham, N. J. — The Morris County Traction Company, Morristown, will soon apply to the Council for a franchise to build a line in Chatham. Surveyors are at work and nearly all the right of way has been secured. Long Branch, N. J. — The City Council has granted a 20-year franchise to the Atlantic Coast Electric Railroad, Asbury Park, to extend its street railway from Florence Avenue and Atlantic Avenue to the southerly boundary of Monmouth Beach. Mt. Airy, N. C. — Francis Jegiers has secured a franchise from the authorities of Mt. Airy to construct an electric railway on Main Street in Mt. Airy. This is part of a plan to build a 75-milc electric railway from Leadville to Mt. Airy through Rockingham and Stokes Counties. \E. R. J., Feb. 12, '10.] •Springfield, Ore— The City Council has granted a fran- chise to the Sano County Asset Company to operate an electric railway over certain streets in Springfield, Chattanooga, Tenn. — The City Council has granted a franchise to the Chattanooga Railway & Light Company to construct additional tracks and cross-overs on some of the municipal streets in Chattanooga. Brigham City, Utah. — The Board of Commissioners has granted a franchise to the Ogden & Northwestern Railroad, Ogden, to build an electric railway in Brigham City, pro- vided the company will have the railway built within one year from acceptance or forfeit a given sum. Renton, Wash. — The Council has granted the Valley Railway & Power Company, Seattle, a franchise to build an electric railway over some of the principal streets in Renton. The proposed railway will connect Kent and Renton. The Council of Kent has granted a 35-year fran- chise to Thos. Chapman for the Valley Railway & Power Company, to construct an electric railway over certain streets in Kent. [E. R. J., Feb. 19, '10.] Snohomish, Wash. — The Seattle Snohomish & Everett Railway, Seattle, has applied for a 50-year franchise to con- struct an electric railway over certain streets in Snohomish. This proposed 32-mile railway will connect Seattle, Bothell, Snohomish and Everett. Charles W. Kimball, secretary, 443 New York Block, Seattle. [E. R. J., Feb. 13, '09.] Oconomowoc, Wis. — Application has been made to the City Council by the Milwaukee Light, Heat & Traction Company, Milwaukee, for a franchise to build lines over certain streets in Oconomowoc. Portage, Wis. — The City Council has granted the Chicago & Wisconsin Valley Railway, Madison, a franchise to con- struct an electric railway in Portage. Material has been ordered and construction will commence as soon as the weather permits. This is part of a plan to build an electric railway from Janesville to Merrill via Friendship, Easton, Buggsville, Portage, Lodi, Middleton and Madison. [E. R. J., Dec. 4, '09.] TRACK AND ROADWAY Pacific Electric Railway, Los Angeles, Cal. — This com- pany expects to extend its electric railway from Glendora to San Dimas and from there a line will run direct to Clare- mont and join the railway now being constructed from Pomona to Claremont. At San Dimas the local line will join with an extension from Conna. San Jose & Santa Clara Railroad, San Jose, Cal. — This company has acquired the property of the San Jose Railway, a narrow 3-ft. gage track, covering 13 miles of streets in San Jose. It is the intention to standardize this line. Indiana Union Traction Company, Anderson, Ind. — It is stated this company is planning to double-track its line be- tween Indianapolis and Muncie. Fort Wayne & Toledo Electric Railway, Harlan, Ind. — This company has resumed work on its 42-mile railway be- tween Fort Wayne, Ind., and Bryan, Ohio. This railway, when completed, will give Fort Wayne a direct route to Toledo. R. T. Bastress, Harlan, general manager. [E. R. J., Sept. 23, '09.] Clinton (Okla.) Street Railway. — This company is plan- ning to adopt electricity as motive power instead of oper- ating gasoline motor cars. It is stated that the company will soon purchase the necessary material for the construc- tion of the line. H. Smith, Arapahoe, Okla., is interested [E. R. J., April 24, '09.] Lawton & Fort Sill Electric Railway, Lawton, Okla. — This company has been granted right of way by the Gov- ernment to build an electric railway through the military reservation in Lawton. Construction will commence at once. D. L. Sleeper, vice-president. [E. R. J., Jan. 1, '10. 1 *Tahlequah, Okla. — Press reports state that J. B. Moore and associates are promoting an interurban electric railway from Tahlcquah to Muskogee and are considering the build- ing of a dam in the Illinois River east of Tahlcquah for the purpose of establishing a power plant. Portland Railway, Light & Power Company, Portland, Ore. — This company states that it expects to reconstruct about 20 miles of city track with paving. The company will do its own work. Montreal (Que.) Street Railway. — This compatiy has ap- plied to the City Council for permission to double-track ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. certain sections where there has previously been but a single line, to widen certain streets, so as to allow double- tracking, to permit the laying of rails on thoroughfares which have hitherto been without tracks, and to inaugurate a number of changes in the present routing system. About 13 miles of track will be constructed. Slippery Rock & Grove City Railway, Slippery Rock, Pa. • — This company has completed surveys, and is securing rights of way preparatory to awarding the contract for the construction of the railway within the next month. H. B. Graves, Butler, chief engineer. Corpus Christi & Interurban Railway, Corpus Christi, Tex. — This company has completed its street railway in Corpus Christi and the line is now in operation. Power is rented from the People's Light Company. V. S. Heinly, Corpus Christi, secretary and treasurer. Galveston-Houston Interurban Electric Railway, Galves- ton, Tex. — The Stone & Webster Engineering Corporation has awarded a contract for building 2.6 miles of this projected line from the causeway on Galveston Island to the city limits. Other contracts will soon be let. Utah Light & Railway Company, Salt Lake City, Utah.— This company has completed its extension from the business district in Murray to Lovendale on the southern limits of Salt Lake City. The line will be extended on to Midvale and Sandy. Whatcom County Railway & Light Company, Belling- ham, Wash. — This company has succeeded in raising stock subscriptions to the amount of $400,000 in aid of the con- struction of the proposed 33-mile railway from Bellingham south to Skagit County. The estimated cost is $1,500,000. Construction will begin at once. [E. R. J., Feb. 12, '10.] Wenatchee Valley Railway & Pewer Company, We- natchee, Wash. — This company advises that construction will begin on its proposed railway as soon as all the fran- chises are obtained from the cities along the route. It will extend from Wenatchee to Monitor, Cashmere, Peshastin and Leavenworth, a distance of 50 miles. Capital stock, $1,500,000. Power for railway and lighting purposes will be obtained from a plant to be built on the Wenatchee River. Contracts have not yet been awarded. Officers: A. J. Linnlle, Wenatchee, president; H. A. Chapin, Wenatchee, vice-president; lohn Godfrey, Wenatchee, secretary; C. A. Battles, Wenatchee, treasurer. [E. R. J., Feb. 29, '10.] Fairmont & Pittsburg Railway, Fairmont, W. Va. — This company, recently chartered, has organized by the election of the following officers: M. W. Laws, Jersey City, N. J., president; Harry F. Smith, vice-president; S. E. Miller, secretary; J. R. Linn, treasurer, and J. Fred Seatty, general manager. It is intended to build two electric railway, one from Fairmont to Blacksville, Waynesburg and Pittsburg, the other from Fairmont to Mannington, Blacksville, Mor- gantown and along the Monongahela River back to Fair- mont. [E. R. J., March 12, '10.] Fairmont & Clarksburg Traction Company, Fairmont, W. Va. — This company is reported to be surveying for the 20-mile extension of its electric railway from Clarksburg to Mount Clair, Lost Creek, Janelew and Weston. S. B. Miller, Fairmont, chief engineer. Union Utilities Company, Morgantown, W. Va. — During the next four weeks this company expects to place contracts for building 2 miles of new track with 60 or 65 -lb. rails. It will also build a small single span girder bridge. H. R. Warfield, M'organtown, general manager. Sparta-Melrose Electric Railway & Power Company, Sparta, Wis. — This company advises that during this sum- mer it will place contracts for building its proposed 30-mile railway from Sparta to Melrose. An 800-ft. bridge will be built across the Black River, near Melrose. A. B. Karns, 401-402 American National Bank Building, St. Paul, secre- tary. [E. R. J., July 17, '09.] SHOPS AND BUILDINGS Centerville Light & Traction Company, Centerville, la. — This company has purchased a site 500 ft. x 100 ft., on which it expects to build a car house, repair shop and freight yards. Frank S. Payne, Centerville, president and general manager. Union Street Railway, New Bedford, Mass. — It is re- ported that this company has completed plans for a new car house to be erected in New Bedford on its property north of Weld Street, between Purchase Street and Clark Street. Henry H. Crapo, New Bedford, president. [E. R. J., Sept. 11, '09.] Wahpeton-Breckenridge Street Railway, Breckenridge, Minn. — This company has purchased a site in Breckenridge on which it proposes to build a car house. F. L. Sturm, Wahpeton, general manager. Portland Railway, Light & Power Company, Portland, Ore. — This company states that it intends to build during the year two new car houses with a capacity of 40 cars each. Sparta-Melrose Electric Railway & Power Company, Sparta, Wis. — This company will place contracts during the summer for apparatus for the repair shops which it expects to erect at Sparta. A. B. Karns, 401-402 American National Bank Building, St. Paul. POWER HOUSES AND SUBSTATIONS British Columbia Electric Railway, Ltd., Vancouver, B. C. — This company is installing a 4000-horse-power turbine at its new steam auxiliary plant at False Creek in Vancouver. A 250-ft. chimney will be built of reinforced concrete. [E. R. J., Jan. 22, '10.] Middle Georgia Interurban Railway, Atlanta, Ga. — This company expects to build a power plant at Smith's Mills, on the Okmulgee River, Jackson, about 4 miles below the site of the Central Georgia Power Company's plant. Fort Wayne & Wabash Valley Traction Company, Ft. Wayne, Ind. — This company is having a portable substation equipped by the Westinghouse Electric & Manufacturing Company for early delivery for use at Lafayette, Ind., while changes are being made to the permanent power station of the company in Ft. Wayne. Citizens' Railway & Light Company, Muscatine, la. — This company has recently installed a 750-kw Westinghouse turbo-generator set in its power plant at Muscatine. [E. R. J., Sept. 25, '09.] Hudson Valley Railway, Glens Falls, N. Y. — This com- pany has applied to the Public Service Commission of the Second District for approval of the construction of a high-tension transmission line from Half Moon to Troy. Interborough Rapid Transit Company, New York, N. Y. — This company closed a contract wilh the Westinghouse Electric & Manufacturing Company for four 3000-kw rotary converters and twelve 1100-kva. air blast transform- ers. The rotaries are duplicates of the two sold to this com- pany in June, 1909. Columbus Railway & Light Company, Columbus, Ohio. — This company has contracted with the Allis-Chalmers Com- pany for a 4000-kw, 4150-volt, 3-phase, 60-cycle, 1800 r.p.m., steam turbo-generator set. Portland Railway, Light & Power Company, Portland, Ore. — This company advises that it expects to build during the year a steam power station having a capacity of 6000 kw. In addition the company will build foundations and dam for a 16,000-kw hydroelectric plant; also preliminaries for a storage dam. Chambersburg, Greencastle & Waynesboro Street Rail- way, Waynesboro, Pa. — The Waynesboro Electric Light & Power Company, which is owned by the Chambersburg, Greencastle & Waynesboro Street Railway, is having speci- fications prepared for a 600-kw 3-phase generator, direct- connected to either a Corliss cross-compound non-con- densing engine operating at 100 r.p.m., or a 4-valve simple engine operating at about 150 r.p.m. R. D. Sefton, Waynes- boro, general manager. Winchester & Washington City Railway, Winchester, Va. — This company has recently purchased from the American Ship Windlass Company four 3-retort Taylor gravity under- feed stokers which are to be installed in pairs under 750- horsepower Stirling boilers at its power station at Mill- ville, W. Va. Union Utilities Company, Morgantown, W. Va.— This company expects to purchase a 500-kw, low-pressure steam turbine during the next month. H. R. Warfield, Morgan- town, general manager. March 19, 1910.] Manufactures & Supplies ROLLING STOCK Clinton (Okla.) Street Railway, a proposed electric rail- way, is asking prices on new or second-hand cars. West India Electric Company, Kingston, Jamaica, has ordered a 9-bench open car from The J. G. Brill Company. Portland Railway, Light & Power Company, Portland, Ore., is in the market for about 35 flat cars and 10 ballast cars. . Bucharest (Roumania) Tramway has placed an order with The J. G. Brill Company for two 17-ft. closed car bodies. Asheville (N. C.) Electric Railway has contracted with The J. G. Brill Company for four 10-bench open cars and two semi-convertible cars to be mounted on Brill No. 21-E trucks. Springfield (Mass.) Street Railway has remodeled six of its cars for pay-as-you-enter operation and will equip the rest of its rolling stock for pay-as-you-enter service as rap- idly as possible. Schuylkill & Dauphin Traction Company, Pottsville, Pa., reported in the Electric Railway Journal of Nov. 27, 1909, to contemplate the purchase of five cars, will order three gasoline motor cars soon. Peoria (111.) Terminal Railway has placed an order with the McGuire-Cummings Manufacturing Company, Chicago, 111., for the five interurban cars for which it was reported to be in the market in the Electric Railway Journal of Aug. 21, 1909. Sparta-Melrose Electric Railway & Power Company, Sparta, Wis., a proposed road, expects to order two loco- motives, four gasoline motor cars and some freight cars during the coming summer. The general offices of the company are located in the National Bank Building, St. Paul, Minn. Winona Interurban Railway, Warsaw, Ind., reported in the Electric Railway Journal of Feb. 19, 1910, to have or- dered a number of cars, has not placed this rolling stock order, but contemplates buying 5 interurban passenger cars, 2 closed and 6 13-bench open city cars, 1 60-ft. baggage car, 5 freight and 4 stock cars. Virginia Railway & Power Company, Richmond, Va., recorded in the Electric Railway Journal of Feb. 5, 19 10, as having ordered 20 pay-as-you-enter cars from The J. G. Brill Company, has specified that these cars be mounted on Brill No. 39-E trucks. The company also purchased 40 additional trucks of the same type. Interborough Rapid Transit Company, New York, N. Y., mentioned in the Electric Railway Journal of Feb. 19, 1910, as contemplating the purchase of 75 all-steel subway cars, expects to place the order for these cars at once. The company is also in the market for 100 cars for elevated service. Athens (Ga.) Electric Railway, noted in the Electric Railway Journal of March 12, 1910, to have ordered six cars, will have three cars of the 12-bench open Narragansett type built by the American Car Company and three 25-ft. cars of the semi-convertible type built by the John Stephen- son Company. The cars will be mounted on Brill No. 27G-1 trucks. Louisville & Eastern Railroad, Louisville, Ky., men- tioned in the Electric Railway Journal of July 31, 1909, as having ordered five interurban cars from the American Car 6 Foundry Company and as contemplating the purchase of three express cars, has received all of this rolling stock from the Jefferson ville plant of the American Car & Foun- dry Company. The interurban cars are equipped with four GE-204 motors, mounted on Baldwin trucks, are 56 ft. over all, divided into passenger, baggage and smoking compart- ments, finished in mahogany throughout, and have rattan seals with arm rests. The baggage cars are 46 ft. over all, equipped with four GE-57 motors and arc mounted <>n Bald- win trucks. Compania Electrica y de Ferrocarriles de Chihuahua, Chi- huahua, Mexico, has ordered four pay-as-you-enter motor cars and four trail cars from the American Car Company, 513 St. Louis. The motor cars will be of the semi-convertible type, single truck, and will seat 32 passengers. Other de- tails follow: Weight 11 tons Motors GE-80 Wheel base 6 ft. 6 in. Roofs Monitor Deck Length of body ... .20 ft. 8 in. Sanders 2 Brill Length over all . . . . 32 ft. 1 in. Sash fixtures ... .cherry, glass Width' inside 7 ft. gV2 in. Seats 7 transverse, re- Width over all.... 8 ft. 2 in. versible; one long. Sty. Body wood corner seats each side Underframe metal aisle Couplers .... Brill's improved Trolley catcher Ideal Curtain fixt .... Spring rollers Trolley poles, Curtain material ... Pantasote General Electric Destination signs Hunter Trolley wheels, Fare boxes, Holland Trolley Supply "A" 2-A, 4 compartments Trucks Brill 21-E Gongs 20-in. Dedenda Varnish (manufacturer), Hand brakes, American Varnish Ackley adjustable Ventilators, Headlights Incandescent White Florentine Glass Journal boxes Brill The specifications for the four trail cars are: Seating capacity 60 Fenders Brill Length over all... 28 ft. 8 in. Gears and pinions Brill Width inside 6 ft. 3 in. Hand brakes ... .Brill vertical Width over all 7 ft. Motors GE-80 Body wood Roofs.. Mon. deck, vent sash Underframe wood Seats . .6 reversible and 4 sta- Curtain fix Striped duck tionary. TRADE NOTES Galena-Signal Oil Company, New York, N. Y., has moved .from 43 Water Street to the Battery Park Building, 24 State Street. George D. Cook & Company, New York, N. Y., have removed their offices to Rooms 717-721 Empire Bldg., 71 Broadway, New York. Griffin Wheel Company, Chicago, 111., contemplates build- ing a new plant in Salt Lake City, where about 17 acres of land have been purchased. MacArthur Brothers Company, New York, N. Y., have appointed David Sloan consulting engineer and W. G. Sloan chief engineer of the company. Walter H. Cottingham, president of the Sherwin-Will- iams Company, Cleveland, Ohio, has accepted the position of executive member of the Railway Business Association. Railway Steel Spring Company, New York, N. Y., an- nounces that A. S. Henry has been elected vice-president of the company and that Scott R. Hayes has been appointed general sales manager. United States Metal & Manufacturing Company, New York, N. Y., announces the appointment of Harold A. Hegeman as salesman in the railroad department to suc- ceed John Wolfe, resigned. National Lock Washer Company, Newark, N. J., has taken J. H. Horn, formerly with the American Locomotive Company, New York, N. Y., into its sales department to handle both curtain fixtures and lock washers. Ackley Brake Company, New York, N. Y., has received an order from the Seville (Spain) Tramways for Ackley adjustable brakes. When these brakes are installed the Seville Tramways will have 10 cars equipped with the Ack- ley brake. Heywood Brothers & Wakefield Company, Wakefield, Mass., arc erecting a 10-story fireproof office building and warehouse at Thirty-fourth Street and Eleventh Avenue, New York, N. Y., which will be ready for occupancy by Jan. 1, 191 1. C. H. Whall & Company, Boston, Mass., announce that John B. Given, formerly assistant to the vice-president of the Duplex Metals Company, New York, N. Y., has become associated with Whall & Company, which make fiber in- sulators and fuses. Allis-Chalmers Company, Milwaukee, Wis., has received an order from the Public Service Railway to equip the 100 cars recently ordered from the Cincinnati Car Company ELECTRIC RAILWAY JOURNAL. 5i4 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 12. with air brake equipment which will include its Standard AA-6 compressors. Hicks Locomotive & Car Works, Chicago, 111., announce the resignation of H. F. Wardwell to become connected with the Chicago & Western Indiana Railway. F. O. Bailey was made sales manager of the company, with offices in the Fisher Building. J. C. Ward, director of Edgar Allen & Company, Ltd., in charge of the American branches, with an office at Chi- cago, 111., has returned from a visit to the company's Im- perial steel works at Sheffield. Mr. Ward arrived on the Lusitania during the week ended March 12, 1910. Holland Trolley Supply Company, Cleveland, Ohio, has shipped to the Cincinnati (Ohio) Traction Company, for high-speed service, 18 No. 3 Holland ball-bearing trolley bases. Practically all of the cars used in this company's high-speed service are equipped with these bases. Cleveland Frog & Crossing Company, Cleveland, Ohio, announces that L. G. Parker has become connected with its sales department. Mr. Parker was formerly with the en- gineering department of the Lake Shore & Michigan Southern Railroad at Cleveland and Toledo and the Chicago Terminal Transfer Railroad at Chicago. J. G. Brill Company, Philadelphia, Pa., has secured the services of Henry Pearson, president of the Wason Manu- facturing Company, as general consulting engineer. Mr. Pearson will remain a director of the Wason Manufacturing Company, but S. M. Curwen, vice-president and genera! manager of The J. G. Brill Company, will become president of the Wason Manufacturing Company. Vulcan Steam Shovel Company, Toledo, Ohio, advises that Alexander Backus has disposed of his entire holdings in the company and has retired as president of the company after 20 years of active service. The new officers are: H. P. Eells, president, and G. F. Steedman, vice-president. Carl Horix, who has been acting as general manager for some time, will continue in this capacity. Consolidated Car Heating Company, New York, N. Y., received an order to equip the 100 new cars being built for the Public Service Railway with its trolley voltage buzzer system, which has been made standard on the Public Service Railway. The battery type of buzzer installed on the 200 cars now being rebuilt by the John Stephenson Company for this company will be replaced by the Consolidated trol- ley voltage buzzer. American Locomotive Company, New York, N. Y., has elected Lewis L. Clarke, president of the American Ex- change National Bank, a director of the company to suc- ceed his father, the late Dumont Clarke. C. B. Denny, formerly treasurer of the company, has been elected secre- tary and treasurer of the company, and J. O. Hobby, assistant to Mr. Denny, has been elected assistant secretary and treasurer of the company. Western Electric Company, New York, N. Y., reports that the Santa Fe system has extended the use of the tele- phone for train dispatching over its road from Denver to Pueblo, Col. Telephones have now been installed over ap- proximately 1950 miles of the lines of this company, which is planning to extend the equipment on other sections of the road as rapidly as possible. It is estimated that the in- stallation of telephones on the Denver- Pueblo division will enable the dispatchers to handle the same amount of work as previously in about 60 per cent of the time. Dearborn Drug & Chemical Works, Chicago, 111., on May i will move their general offices and chemical laboratories from the Postal Telegraph Building, where they have been located since the organization of the company more than 20 years ago, to the new McCormick Building, on Michigan Avenue and Van Buren Street. The extensive growth of the business of the company has made necessary this re- moval to its new headquarters, where the general offices and laboratories will occupy the greater portion of the top floor, with a total floor space of more than 5000 sq. ft. American Ship Windlass Company, Providence, R. I., built the Taylor gravity underfeed stokers which have been installed in connection with the three new 600-hp Edge- moor boilers in the West Albany power station which furnishes light and power for the shops of the New York Central & Hudson River Railroad. The mechanical draft for the stokers in this power plant is furnished by two turbo-blower units, each consisting of a Bliss turbine and double width "squirrel cage" fans manufactured by the Massachusetts Fan Company, Watertown, Mass. ADVERTISING LITERATURE Frank Ridlon Company, Boston, Mass., has issued its list of second-hand electrical machinery for March, 1910. Ohmer Fare Register Company, Dayton, Ohio, has issued a folder in which is discussed the importance of the Ohmer merit system. Shanahan Trolley Specialty Company, Little Falls, N. Y., has printed an illustrated 12-page booklet descriptive of its automatic trolley retrievers, which gives directions for attaching and operating the apparatus. Arnold Company, Chicago, 111., is mailing an illustrated postal card showing the progress made by the Arnold Com- pany in the construction of the locomotive terminal plants of the Kansas City Southern Railway at Heavener, Okla., and De Queen, Ark. Fairbanks, Morse & Company, Chicago, 111., have issued Catalog No. 113, in which the company's 1910 2-cycle marine engines are described and illustrated. The catalog is on coated paper. Another catalog, No. 112B, contains descriptions of the company's 4-cycle, heavy-duty engines. Chain Belt Company, Milwaukee, Wis., has issued a 48- page catalog on its chain-belt concrete mixer. The vari- ous parts of the mixer and its appurtenances are described in detail. This is supplemented by a table giving the sizes and capacities of concrete mixers. The catalog is pro- fusely illustrated and contains several testimonials from users of the company's product. Ingersoll Engineering & Construction Company, Pitts- burgh, Pa., has issued a booklet in which are shown views of roller coasters and racer dips built by the company and in- stalled in various amusement parks in the country. Testi- monials from the owners of these resorts accompany the views. The racer dip, a new amusement device, which is constructed on the same general plan as the roller coaster, is also described. Ohio Brass Company, Mansfield, Ohio, prints in its Feb- ruary Bulletin an interesting description of its chemical laboratory. The Bulletin also contains a paper by E. J. Dunne on the "Standardization of Construction," read before the American Street & Interurban Railway Association at the Denver convention, and an article which describes a campaign against accidents made by the Cleveland, South- western & Columbus Railway. Duplex Metals Company, New York, N. Y., has issued a 22-page booklet in which its home office and works at Chester, Pa., are described and illustrated. The illustrations also include several interesting views of lower Manhattan taken from the offices of the company in the tower of the Singer Building. The company has also printed a booklet, dated February, 1910, which contains standard specifica- tions for hard-drawn, copper-clad steel wire and for copper- clad steel bond wires. J. A. & W. Bird & Company, Boston, Mass., have pub- lished a treatise on "Waterproofing of Structures." The question is discussed in its general aspects and some in- teresting facts are presented regarding waterproof felt. Special reference is made to sublevel construction, the en- velope method and the application of Tunaloid. Views are presented which show the application of Tunaloid in the improvements being made by the Pennsylvania Tunnel & Terminal Railroad at New York and Sunnyside. Western Electric Company, New York, N. Y., has issued an attractive booklet showing a complete line of lighting fixtures known as Hawthorn Mazdaliers. The anti-jar link suspension, a protective device which adds to the life of the tungsten filament by eliminating all vibration and jar, is shown in detail. The booklet is well illustrated with cuts which show the construction of the different parts of the Mazdaliers. The text gives details regarding those parts and features of installation.. "How to Figure Illumination" is the title of a bulletin issued by the company which treats the lighting of interiors and gives useful information in connection with Sunbeam Mazda lamps. Electric Railway Journal A CONSOLIDATION OF Street Railway Journal and Electric Railway Review Vol. XXXV. NEW YORK, SATURDAY, MARCH 26, 1910 No. 13 PUBLISHED WEEKLY BY THE McGraw Publishing Company 239 West Thirty-ninth Street, New York James H. McGeaw, President. Hugh M. Wilson, ist Vice-President. A. E. Clifford, 2d Vice-President. Curtis E. Whittlesey, Secretary and Treasurer. Telephone Call: 4700 Bryant. Cable Address: Stryjourn, New York. Henry W. Blake, Editor. L. E. Gould, Western Editor. " Rodney Hitt, Associate Editor. Frederic Nicholas, Associate Editor. Chicago Office 590 Old Colony Building Cleveland Office 1015 Schofield Building Philadelphia Office Real Estate Trust Building European Office. .. .Hastings House, Norfolk St., Strand, London, Eng. TERMS OF SUBSCRIPTION: For 52 weekly issues, and daily convention issues published from time to time in New York City or elsewhere: United States, Cuba and Mexico, $3.00 per year; Canada, $4.50 per year; all other countries, $6.00 per year. Foreign subscriptions may be sent to our European office. Requests for changes of address' should be made one week in advance, giving old as well as new address. Date on wrapper indicates the month at the end of which subscription expires. NOTICE TO ADVERTISERS. Changes of advertising copy should reach this office ten days in advance of date of issue. New advertisements will be accepted up to Tuesday noon of the week of issue. Copyright, 1910, by McGraw Publishing Company. Entered as second-class matter at the post office at New York, N. Y. Of this issue of the Electric Railway Journal 9000 copies are printed. NEW YORK, SATURDAY, MARCH 26, 1910. CONTENTS. Reconstruction of the Metropolitan Street Railway S'5 The Dollar Bill Club of Yonkers 51? Lectures to Shop Foremen 51 5 Railroad Club Report on Trunk Line Electrification 516 The Long Island and West Jersey Operating Statistics 516 Non-College Men in Railway Work 5 1 7 Multiple Unit Trains on the New Haven Railroad 518 Development of the New Metropolitan Street Railway 52° ■ Insignia Contest at Oklahoma City 5Z3 Association Circulars 523 Pittsburgh Ordinance Vetoed 523 Employees' Renelit Association Club Rooms in Lynchburg, Va 524 Through Routes Between Electric and Steam Lines 525 Reinforcement of Fulmer Creek Bridge with Steel and Concrete 526 Electrification of Steam Railroads Discussed by New York Railroad Club 527 Meeting of Committees on Transfers 531 Operating Statistics of the Long Island and Seashore Railroad 532 Meeting of Railway Signal Association 534 Meeting of Central Electric Accounting Conference 534 Air-Brake Construction in Brooklyn 535 Hearing on Elevated Service in New York 536 Annual Report of Wisconsin Railroad Commission 536 Permanent City Track Construction for Intcrurbana 537 Address of President of the Central Electric Railway Association.... 538 Soliciting Business 540 American Maintenance of Way and Engineering Association 541 The Philadelphia Strike 541 Committees of the Transportation and Traffic Association 541 Heating System in Car House of Toronto & York Radial Railway.... 542 Opinions on Bill Amending Public Service Commissions Law 544 Cost of Repair Shop Equipment Additions 544 New Car House in Dayton 544 News of Electric Railways 545 Financial and Corporate 547 Traffic and Transportation 549 Personal Mention 551 Construction News 552 Manufactures and Supplies 555 Reconstruction of the Metropolitan Street Railway The changes that have been made in the property of the Metropolitan Street Railway of New York during the two and a half years of receivership through which the lines have passed furnish an interesting part of the history of transpor- tation on Manhattan Island. Monopoly of the surface rail- way facilities on the Island was one of the strongest distin- guishing characteristics of the system which was abolished. Where one company previously operated all the surface lines, there are now five separate operating systems and another com- pany which has discontinued operation. By the policy of segrega- tion of various lines, the Metropolitan system has been changed radically. The causes underlying the segregation of various properties are explained in another part of this issue. Other aspects of the work of reconstruction of the present system, showing the results of the introduction of new and more eco- nomical methods, will be described in a series of articles to be published in subsequent issues. The Dollar Bill Club of Yonkers It is said that when railroads were first built in China the natives manifested such great hostility to the new method of transportation that they tore up the rails, demolished the loco- motives and did everything which they could to block the in- troduction of improvements. We are accustomed to regard such evidences of unreasonable antipathy as characteristic ex- clusively of the benighted heathen, but the same process or lack of process of reasoning has been manifested by those inhabitants of Yonkers who endeavored to stop the use of prepayment cars in that city. Undoubtedly if a large number of the residents of Yonkers prefer the old style of car, an effective way of blocking the use of the prepayment car is for many of them to present one dollar bills to the conductor and require change of him. This may be within their legal rights, but it seems strange that a type of car which possesses such undeniable advantages from the viewpoint of the passenger should be regarded with such disfavor. There are undoubtedly advantages to the company in the operation of prepayment cars but in the most important of them, its safety, the public benefits in as equal if not greater degree. Lectures to Shop Foremen It is quite the fashion nowadays for the larger electric rail ways to have a shop foremen's organization for the comparison and discussion of practices and records. Some of these bodies have profitably broadened their scope by inviting the repre- sentatives of manufacturers to address them on special topics Many of these lectures are of great value to both the maker and the user of the equipment, for each is made better acquainted with the reasons for the other party's point of view. While this practice is no longer Hovel, it cannot be said that the 5i6 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. lecturer always understands just what kind of a discourse will do the most good. The practical men who attend these meet- ings are not particularly interested in hearing the praises of a certain make of apparatus. On the contrary, they want to learn only how they can minimize, if not entirely eradicate, the defects of the equipment in their charge. Consequently, the lecturer should not hesitate to devote himself to a frank consideration of the troubles which the audience calls to his attention, whether before or during the meeting. A recent talk on wheels, which aroused considerable interest among the auditors, was based entirely on questions which had been propounded long enough before the meeting to permit a com- prehensive reply. This method is much better than reading a diffusive, general paper for an hour and then starting a more or less desultory discussion. When the lecture is to deal with some new apparatus about which the audience has little knowl- edge, it is a good plan to send as a lecturer a man who has practical knowledge of operating matters as well as of the details of manufacture. The designer is too apt to dwell on some favorite detail at wearisome length, whereas the man who has handled the apparatus under actual service conditions will be better prepared to answer the questions of both shop and transportation men. The suggestion can pertinently be made here of another direction in which the value of a shop organization can often be increased. It frequently happens that at one shop of a large system some new equipment is in use or some new methods have proved successful. The beneficial re- sults of an experiment by one foreman will be multiplied if his confreres have the opportunity of examining his practice directly for themselves. Railroad Club Report on Trunk Line Electrification For a number of years the annual "Electrical Night" has been a feature of the New York Railroad Club's program of monthly meetings. Several of these past occasions have served largely as an opportunity for engineers representing electrical manu- facturing interests to place before railroad officials a summary of the systems and apparatus they were offering, to solve this or that railroad electrification problem, sometimes with the element of commercial rivalry so much in evidence that the campaign of education defeated its own purpose by giving the impression that electrical men could not agree among them- selves on the best system to recommend to the railroads. The meeting of March 18, however, was in several ways a striking change from previous meetings in its development of the sub- ject. Instead of the contrary and confusing statements of in- terested partisans, the interpretation of the topic was taken up by a committee of the club itself, consisting of one superintendent of motive power, five representatives of the construction or electrical departments of several leading steam railroad com- panies and two independent consulting electrical engineers. This plan insured a treatment of the subject from the stand- point of the professional railroad man. In the text of the report, electrical engineers familiar with the subject will not find much that is new. It sums up the past history and present development of steam railroad electrification and discusses at length and quite fairly the characteristic fea- tures, the reasons for considering electrification, its cost, and its advantages and disadvantages. The only new feature of the report is the fact that it is practically the first carefully prepared statement of the details of the problem with full recognition of their relative importance from a committee of railroad men, who are to be complimented on the thoroughness with which they covered the field. In fact, as one of the speakers re- marked, it is indeed worthy of note that a committee so con- stituted could find six advantages and only two disadvantages in the final summing up on trunk line electrification. Throughout the report, the committee avoided a comparison of "systems," but did not do so entirely in the fifth conclusion, which was to the effect that "the electrification for passenger terminal and suburban service is now more or less settled as to method, but for freight and trunk line service, it is in the experimental stage." It was upon this conclusion that the prin- cipal part of the dissent of the evening was expressed, as the natural inference from the first part of it is that the committee believe future terminal work should continue to be done on past lines, that is, with direct current, but this can hardly be the case because, in subdivision "b" of the conclusion, the third- rail is condemned as being unsuitable for complicated switch work. The second part of the main statement, namely, that trunk line electrification is in an experimental stage, was com- bated by Mr. Murray on the strength of the performance of the New Haven system. He based his views on his practical and operative experience with a real trunk line equipped with elec- tric power and registered his opinion without hesitation that the single-phase system was the most economical for trunk line purposes, including freight and passenger traffic, terminal and suburban operation. Of course, any attempt to summarize a broad situation must be expressed in terms so general in their character as to be capable of different interpretations. It is easy to understand how the expression "trunk line" might convey different mean- ings to different persons. We agree with Mr. Murray, however, that the New Haven system should now be considered as hav- ing passed the experimental stage, especially as the decision has been reached by the company to equip both the Harlem division and the extension to New Haven along practically the present lines. In this connection it is interesting to consider the history of steam railroad electrification, as cited by the committee. Begin- ning with 1895, the report mentions nine examples of this work (counting the Pennsylvania Terminal and the Long Island Railroad as one system) and omits a tenth instance — the Denver & Interurban 11,000-volt, single-phase installation, which is a division of the Colorado & Southern Railroad. Of these 10 examples, six are alternating current, and four direct current. All of the direct-current lines were installed in 1906, or prior to that date, with the exception of the Pennsylvania, which might not be considered an exception, as it is tied both electrically and from a traffic standpoint with the Long Island. On the other hand, all of the alternating-current lines have been installed subsequent to 1906. Even as a coincidence this is interesting. Finally, the report of the committee should be accepted as possessing all of the advantages and subject to all of the limita- tions of the report of any committee. As Mr. McClellan ex- plained, it represents the maximum which all of the members could agree upon, but that individual members undoubtedly would have gone very much further. Viewed in the light of what a similar committee about two or three years ago would have stated, the opinions given in it are extremely encouraging and between its lines it is not difficult to read a forecast of the March 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 517 coming alliance between steam railroad men and electrical engi- neers to develop the heavy traction work of the future. The Long Island and West Jersey The discussion of the report of the committee of the New York Railroad Club outside of that relating to the fifth con- clusion contained many notable features. One of the most important was the announcement by George Gibbs, chief en- gineer of the Pennsylvania Tunnel & Terminal Company, that the Long Island Railroad electrification, which went into serv- ice five years ago, was operating at sufficiently low cost below steam operation to pay fixed charges and a handsome surplus besides. This network of about 120 miles of track was the first large steam railroad division to be changed from steam to electric power, and the public acknowledgment that it is now fulfilling its economic mission, fixed charges and all, is most important at this juncture. Coming from one who has had longer experience and more responsibility than any other railroad engineer in this country, both in deciding on and carry- ing out designs, and in judging of results in steam railroad electrification, this statement is a signal offset to some of the published decisions not to electrify, made during the past few years by such roads as the Boston & Maine, Boston & Albany and the Illinois Central. Mr. Gibbs' reference to the impos- sibility of working the Flatbush Terminal up to its full capa- city by steam power (entirely apart from the tunnel situation there involved) should be convincing to any railroad with a congested city terminal, if at this late date any more argument on that point is necessary. The less favorable results obtained on the West Jersey & Seashore installation emphasize the economical distinction be- tween a cross-country express service only moderately fre- quent and service of a local or suburban character. An- other factor in the West Jersey situation undoubtedly is that although a third of the road's traffic is through business be- tween Philadelphia and Atlantic City, the road is considerably longer both in time and distance than either of the other two routes between those cities. This condition suggests the inquiry : To what extent would the results have been differ- ent if the shortest instead of the longest line between Phila- delphia and Atlantic City had been electrified ? Another query is equally pertinent : Suppose it would have been feasible at the time that the West Jersey & Seashore was electrified to have installed a single phase installation of this magnitude, would not the operating expenses have shown an even greater decrease over the cost of steam operation than is now shown by the direct current equipment? Some comment was also made on the lack of instances of the application of electric power to freight transportation on trunk lines. It is true that comparatively little attention has yet been given to .this subject but Mr. Stillwell summed this situation up ably when he declared that the same methods of reasoning which have brought electric passenger service to its present high degree of development arc applicable in set- tling the question of the most economical power to apply to freight transportation. It is not reasonable to suppose that there are any very deep mysteries in this matter which can- not be comprehended by the electrical engineer, who is ac- customed to careful analysis and whose success in making de- ductions from known facts has been so well exemplified in the results shown by the existing electrifications of passenger serv- ice on steam railroads. Non-College Men in Railway Work Considerable attention has been given during the past two years, both at association meetings and by individual com- panies, to the enrollment of technical graduates among the employees of electric railway systems. Courses for post- graduate education in the work of the different departments of the railway companies have been devised, all leading up to prospective positions of responsibility in the operating de- partment, assuming, of course, that the apprentice has the abil- ity and the aptitude requisite for the work. The subject has been discussed from many points of view, but there is one phase which should receive consideration. This relates to the effect which the establishment of courses of this kind is likely to have upon the great majority of employees of the company who have not enjoyed the privilege of any other education than that taught in the school of experience. We do not refer to any question of assumed intellectual superiority of the college men on account of their scholastic training. If any of them should be imbued with a feeling of this kind when he enters the service, the chances are that it would be thoroughly dis- pelled during an apprenticeship course of two years or more on an electric road. If it is not, the man is unsuited for the busi- ness and would undoubtedly be dropped by the management, or at least he would not be promoted. The serious problems in electric railway work are pre-eminently those calling for execu- tive ability, the power of application and common-sense, and it is only when the college graduate possesses these qualities in as great a degree as the man who has not been to college, that the other qualities and the knowledge gained during his college course will be of value in railway work. The danger to be guarded against with courses of this kind is dissatisfaction among the other employees unless the man- agement indicates clearly that promotion is equally open to all. The prizes in the electric railway work, as those in other in- dustries,'are comparatively few in number, but they are enough to insure the loyalty of the men in the ranks as long as there is a feeling that advancement will be based solely on merit. If a company should pursue the plan of giving undue prefer- ence to college-bred men when appointing new foremen or divi- sion superintendents or in filling other places of responsibility, the discipline of a railway organization might become seriously affected. Such a policy as this, however, we feel confident, is entirely foreign to the program recommended by the committee on education and is equally absent from the minds (if the managements which have established courses of this kind. The years spent by a man at college should not count any more than if he had been engaged on the property for an equal length of time. On the other hand, they should be given some credit and this, as we understand it, is the underlying purpose of the apprenticeship courses. It is also perfectly proper to assume that the introduc- tion into any force of employees of a few broadly trained, ambitious young men should be an incentive to the other em- ployees to equal or surpass in performance the newcomers, and also to secure a better education by night study. The railway employee who has not. had the advantage of a college training, but has studied the theoretical principles which underly electric- railway operation by taking a night school or correspondence course, while giving faith fid service to the company in the day- time, is the type ni man who deserves encouragement. "A fair field and few favors" should be the motto of every man- ager who is confronted with this delicate problem. Si8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. MULTIPLE UNIT TRAINS ON THE NEW HAVEN , RAILROAD On Feb. 28 the New York, New Haven & Hartford Railroad put into operation the first regular multiple unit train service between Port Chester and New York. The present equipment consists of four motor cars and six trailer cars. The car bodies were supplied by the Standard Steel Car Company, and are 70 ft. long. Each has a seating capacity of 76 people. No wood is used in the construction of these cars. The floor is of cement and the metal walls are finished to imitate mahogany. The trucks were furnished by the Standard Motor Truck Com- pany and were described in the Electric Railway Journal for Dec. 12, 1908. Each motor car weighs 173,400 lb. complete, and is intended to haul two trailers, each of which weighs 99,000 lb. All cars are provided with quick-acting automatic air brakes. The cars operate on 11,000 volts alternating current overhead and 600 volts direct current third-rail. The electrical equipment of each car consists of four West- inghouse 6-pole, 150-hp single phase series motors, which are geared to spring-supported quills, as described in the previous New Haven Multiple Unit Car — Side View New Haven Multiple Unit Car — Side View of Five-Car Train in series and two in parallel when operating 600 volts direct current. On alternating current they are permanently con- nected two in series and two in parallel. The multiple unit system is used and a complete motorman's equipment is placed New Haven Multiple Unit Car — Interior View article mentioned. The quills are connected to the driving wheels in the same way as are the quills on the New Haven gearless locomotive. The motors are connected four in series, or two in both ends of every car, trailers as well as motor cars, sc that the train can be operated with trail cars in front if so desired. March 26. 1910.] ELECTRIC RAILWAY JOURNAL. 519 A step-down air-blast transformer is placed under the floor at the middle of each motor car. The air for cooling the trans- formers and motors and for operating the brakes, -whistles, pantograph and third-rail shoes is supplied by a motor-driven com- pressor, which is capable of delivering 35 cu. ft. of free air per minute. The air in- takes are located in the side of the car, as shown in the side view of the car. The overhead current collector is of the pneumatically operated pantograph type, similar in construction to those used on the New Haven locomotives. This collector has been thoroughly tried out, and seems to be well adapted to railroad work, where the height of the contact wire varies over a large range. The upward pressure ranges from 15 to 20 lb., and with the steel contact wire, which has now been in service long enough to demonstrate its value, this high pressure does not produce the excessive wear that occurred when a copper contact wire was used. When running, the forward panto- graph is usually down, and the rear one up. In this way, in case of any accident to the collector which might drag it off the car, the forward one is still intact, whereas were the forward collector to be torn off it would probably take the rear one with it. In passing from the alternating current section to the direct current third-rail sys- tem, or vice versa, the necessary change of connections is accomplished by an automatic air-operated change-over switch. These cars have been under test on the New Haven Railroad for the last few months, and the results have been very sat- isfactory. A motor car with two trailer cars, having a total weight of 371,400 lb., accelerating up to 25 m.p.h., had an average acceleration of 0.5 mile per hour per second. REPORT OF MUNICIPAL TRAMWAYS TRUST, OF ADELAIDE, SOUTH AUSTRALIA pu:,j The report of the Municipal Tramways Trust of Adelaide, South Australia, for the six months ended July 31, 1909, shows a to- tal revenue of £72,669, including £71.645 traf- fic receipts, of which £33,863 was earned by the electric railway and £37,782 by the horse system. W. G. T. Goodman, chief engineer and general manager, reports that the total expenditure was £63,193, including £23,577 in connection with the electric service and £39,- 6t6 in connection with the horse service. Mr. Goodman states: "The total working expenses of the elec- tric traction system aggregate io.8_>d. per mile. I would point out, however, that this includes all management and supervision charges, which, as the system increases, will be distributed over a greater number of car miles ; it also includes the very great and varied expenditure incurred in the inaugu- ration of the electric traction system. "The loss in connection with the working of the horse-car system amounts to £911, which is due In high cost of operating iso- lated terminal lines by horse traction." 520 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. DEVELOPMENT OF THE NEW METROPOLITAN STREET RAILWAY Art account of the methods by which the Metropolitan Street Railway of New York has been reconstructed is of especial interest for two reasons : First, the unusual division of the property into five separate operating systems ; second, the com- prehensive plan upon which the development of the lines re- tained by the receivers has been conducted. Insolvency of the New York City Railway Company, lessee of the Metropolitan Company, was announced on Sept. 24, 1907. The receiver- ship was extended to the Metropolitan Company on Oct. 1. 1907. Prior to that time, strong public sentiment had been aroused against the property as a result of the investigation and subsequent disclosures before the New York Public Serv- ice Commission, First District. All conditions appeared adverse to the operating organiza- tion in the closing months of 1907. That physical rehabilitation and operating reconstruction were essential was evident. Pend- ing the financial reorganization, which was foreseen to be re- mote because of the complexity of the problems, steps were taken to effect a complete physical and operating reorganiza- tion. Acting under the general direction of the receivers, Oren Root, the general manager, and the staff of department offi- cials began the work of creating a new property. The new structure was developed notwithstanding the public hostility, newspaper adverse criticism and the orders of the Public Service Commission affecting service. The management pro- ceeded to develop, so far as could be determined with all the handicaps that had to be encountered, a basis for a success- ful and workable system. The principal effect of the changes that have been made is found in the improved condition of the property. So far as the ultimate financial effect is concerned, it is clear that the solution is still incomplete. A valuation of the property of the present Metropolitan Street Railway indicates that the revenues remaining after deduction of the operating expenses are insufficient to yield a fair return on the value of the physi- cal property. The percentage of return is much smaller if al- lowance is made in a valuation for the expense of development arising from supercession of the horse and cable systems which preceded the introduction of electricity as a motive power. Since the appointment of receivers for the Metropolitan Street Railway Company, a new system, more compact than the old and with fewer financial and transfer obligations, has been demonstrated to be a necessity. The disintegration of the street railway monopoly in the largest city of the country has been accomplished by the complete segregation of various important lines until to-day the Metropolitan lines comprise only about 55 per cent of the mileage of the old system. With the exception of lines which cross the Williamsburgh bridge and terminate at the Brooklyn end of that structure and of a line which crosses the Harlem River and terminates at Mott Haven, the property is confined now to Manhattan Island. Accompanying the segregation of lines comprising substan- tially 45 per cent of the mileage of the old system, a step which has solved part of the problems affecting the property, other changes have been made. The scope and important na- ture of these changes, affecting all the departments concerned with the maintenance and operation of the property, will be described in subsequent articles in the Electric Railway Journal. Application of scientific methods in the solution of the problems of maintenance and operation has effected both a material saving and a substantial increase in efficiency. CONDITIONS ON MANHATTAN ISLAND The fact that most of the problems which confront electric railways at the present time exist on Manhattan Island in greater degree than in other cities is due to inherent condi- tions. Among these may be mentioned the compulsory op- eration by underground conduit system, the great and increas- ing congestion due to vehicular and other traffic, the expense of employment arising from the high cost of living in New York and the competition of the most successful rapid March 26, 1910.] ELECTRIC RAILWAY JOURNAL. 521 transit railways in the world, those of the Interborough Rapid Transit Company. For some time prior to the appointment of the receivers the operation of the Metropolitan Street Railway had been beset with increasing difficulties due to the heavy financial require- ments of the system and the unparalleled and unbusinesslike de- velopment of the transfer system as a result of legal require- ments. There was also a recognition of the fact that the system was too large and complicated to be operated economi- cally at a 5-cent fare with universal transfer privileges. The Metropolitan Street Railway serves the greatest density of population of any property of this character in the world and has an advantageous short haul traffic as a result of the re- markable development of various centers of business and popu- lation on Manhattan Island. The probability of profitable op- eration was supposed generally, however, to be greater than investigations conducted in the last two years and a half showed were justified. As it was found to be wholly impossible to operate profitably the Metropolitan system as it existed at the time of their appointment, the receivers defaulted the in- terest on the outstanding $29,104,000 Metropolitan Street Rail- way bonds and the dividends on the $52,000,000 of capital stock. The somewhat spectacular work of segregation of the various properties was then commenced. The problem which lay before the management was that of conserving and up- building, so far as possible, the Metropolitan Street Railway system so as to develop a compact property which could be established on a basis that would permit a reasonable earn- ing power and return of the lines to their security holders. The policy of segregation, involving the creation of four op- erating systems in addition to that formed by the Metropolitan lines which were retained, attracted more attention than it would otherwise have received because it reversed the popular conception of coporations and the tendency of business in this country, both of which have been toward the acceptance and formation of monopolies as natural and inevitable. Before a decision could be made as to which lines should be retained and which should be segregated, it was necessary to make a detailed investigation of the complicated and intercor- porate relationships of the Metropolitan main and underlying lines and subsidiary properties. A number of lines which, in themselves, are unprofitable burdens upon the rest of the sys- tem, had to be. retained for the reason that they were direct parts of the Metropolitan Street Railway. Various horse-power lines are of this character. Where it was possible to segre- gate other lines because of the existence of leases in which provisions were made for return of the properties in case of default, 2n investigation of the value of the leases to the ex- isting and the future Metropolitan Street Railway was made. In this investigation, the subject was considered in all its as- pects, including the rental or interest charges involved, the probable saving as a result of the elimination of transfers and the part which certain lines might take in the new Metropoli- tan property which will follow the re-organization. The prob- lem of segregation had to be considered, therefore, both from the financial and the physical standpoints in order that the courses which should yield the best results might be deter- mined. SEGREGATION OF PROPERTIES As the first step in the segregation, it was decided to sep- arate the Third Avenue Railroad. The lease of this property by the Metropolitan Street Railway was manifestly unprofit- able on account of the heavy fixed charges. This company and its important constituent properties comprised the largest single interest which it was possible to segregate from the Metropoli- tan system. The investigation of the results of operation un- der the lease of the Third Avenue Railroad was undertaken shortly after the appointment of the receivers. This included a legal, engineering and accounting study of the relation of the properties. As the investigation demonstrated clearly the unprofitableness of the lease, the property of the Third Avenue Railroad Company was surrendered on Jan. 12, 1908. to a separate receiver, F. W. Whitridge, in accordance with the instructions of Judge Lacombe of the United States Circuit Court for the Southern District of New York. While this was the most important property that could be segregated, be- cause it involved valuable north and south lines and crosstown lines that commanded central points and accommodated traf- fic of great density, it was demonstrated that whatever the Third Avenue system might accomplish as an independent property, its usefulness to the Metropolitan system, in view of the heavy fixed charges and the necessity imposed under the law of continuing the exchange of transfers, was at an end. Segregation of other properties followed more slowly. A careful study was made of all existing leases and agreements with surface properties and as a result of the extended inves- tigation, four other properties were segregated during the cal- endar year 1908. The first of these was the property of the Fulton Street Railroad Company. The Metropolitan receivers ceased to operate this line on June 1, 1908. and defaulted on the interest of 4 per cent per annum which had been guaran- teed on the $500,000 of first mortgage bonds. This line had been operated under a contract. A separate receiver, Gilbert H. Montague, was appointed. He has not operated the line. The Fulton Street line was operated by the Metropolitan corn- pan)-, from the East River to the North River on streets in the southern business section of Manhattan Island. Horse cars were operated during the day for many years, although very little traffic was secured. The next distinct property to be segregated was that of the Central Park, North & East River Railroad Company for which RENTALS, ETC., ON WHICH DEFAULT HAS BEEN MADE BY RECEIVERS OF METROPOLITAN STREET RAILWAY COMPANY. Rate per Annual Metropolitan Street Railway Company: cent, interest. General and collateral trust mortgage bonds. $12,500,000 5 $625,000 Four per cent refunding mortgage bonds... 16,604,000 4 664,160 Dividend rental on capital stock 52,000,000 7 3,640,000 Metropolitan Crosstown Railway Company, first mortgage bonds 600,000 5 30,000 Third Avenue Railroad Company: First mortgage bonds 5,000,000 5 250,000 First consolidated mortgage bonds 37,560,000 4 1,502,400 Dividend rental on capital stock 15,995,800 6 959,748 Central Crosstown Railroad Company: Dividend rental on capital stock 600,000 15 90,000 Three-year notes 2,250,000 5 112,500 Fulton Street Railroad Company: First mortgage bonds 500,000 4 20,000 Central Park, North & East River Railroad Company: Dividend rental on capital stock 1,800,000 9 162,000 Twenty-eighth & Twenty-ninth Streets Crosstown Railroad Company: First mortgage bonds 1,500,000 5 75,000 Second Avenue Railroad Company: General consolidated mortgage bonds 1,280,000 5 64,000 First consolidated mortgage bonds 5,631,000 5 281,550 Dividend rental on capital stock 1,862,000 9 167,580 Debenture bonds 89,000 5 4,45° Totals $155,771,800 $8,648,388 a separate receiver, George W. Linch, was appointed on Aug. 5, 1908. The property of this company had been operated under a lease by the Metropolitan Railway. This company operates the Fifty-ninth Street line extending across Manhattan Island, which is equipped electrically, and also the so-called belt lines which are operated by horse power and reach the ferries and shipping districts located on the East River and the North River from Fifty-ninth Street to South Ferry. On Sept. 30, 1908, operation of the property of the Twenty- eighth & Twenty-ninth Streets Crosstown Railroad Company, which had been conducted under a contract, was terminated. Joseph B, Mayer was appointed receiver. This company op- erates horse cars between the West Twenty-third Street Ferry and the East Thirty-fourth Street Ferry. Its route is via substantially, Twenty-eighth and Twenty-ninth Streets across the Island and for its other trackage it is dependent on joint track arrangements with oilier companies. The com- pany has recently placed in service one storage battery car. The receivers ceased operating the property < > f the Second 522 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. Avenue Railroad Company after Nov. 12, 1908, and George W. Linch was appointed receiver. This company operates lines on Second and Third Avenues. The property had been leased by the Metropolitan Street Railway. Default was also made on the dividend rental and interest on notes of the Central Crosstown Railroad Company, but an agreement was made whereby operation is continued by the Metropolitan system, which meets the interest on the other outstanding securities. PROTECTION FOR INVESTED FUNDS A statement of the rentals on which default was made by the Metropolitan receivers is contained in an accompanying table. The total amount of stocks and bonds involved is $155,- 771,800 and the annual interest thereon is $8,648,388. Apart from the reasons outlined above for the segregation of these properties, another controlling reason was the fact that the Metropolitan Street Railway Company had invested comparatively little money in the five properties mentioned. With the exception of a relatively small amount which was borrowed from the Metropolitan Street Railway Company, the Third Avenue Railroad Company had developed its prop- erty from funds raised by issues of its own securities. As both the Fulton Street and the Twenty-eighth and Twenty- ninth Street lines were operated by horse power, and their traffic constituted relatively a small part of the total travel on the Island, little money had been expended on these properties except to meet the current expenses of operation of the cars and the requirements of ordinary maintenance. The portion of the Central Park North & East River Railroad property which had been electrified was relatively small, com- prising only the Fifty-ninth Street crosstown line, and the in- vestment of the Metropolitan Company, therefore, was con- sidered to be of less importance than the probable financial advantage that would result from segregation of the property and the discontinuance of the rental. The Second Avenue Railroad, although a property of small traffic as compared with the heavy lines of the Metropolitan and the Third Avenue systems, had not required the expenditure of much money on behalf of the Metropolitan system. This line had been electrified before the lease to the Metropolitan Street Railway became effective. FRANCHISE CONSIDERATIONS Another question for consideration was that of the fran- chises held by the companies which it was desired to segregate. No franchise that seemed to be of relatively great or of suffi- cient future importance to the Metropolitan system to justify the adoption and retention of these leases and contracts was concerned. The operation of all of the lines of the five companies was plainly unprofitable as constituent parts of the Metropolitan system and their retention would mean a finan- cial sacrifice. As separate properties the operating segregated lines have opportunities to develop an independent business. Close investigation in the light of present and probable fu- ture conditions has been made in order to disclose, if possible, the existence of any further leases or operating contracts which could be abrogated in the endeavor to make the Met- ropolitan Street Railway a complete operating successful sys- tem. Where the margin of profit or loss shown by analysis has been small and some question has arisen as to the wisest ultimate course to follow, some lines have been retained. It was supposed that these lines could be operated with curtailed service with sufficient financial advantage to justify their in- clusion in the reconstructed system. Orders of the public regulating body requiring increases in service on some of these lines have increased the doubt as to the advantage of retain- ing these lines. One of the most important of the lines of lessor companies that have been retained in the system up to the present time is that of the city line of the New York & Harlem Railroad Company, generally known as the Fourth & Madison Avenue line. The Metropolitan Street Railway Company has invested almost $4,000,000 in this line and this large amount would be lost to the Metropolitan Company if it should surrender the lease. Franchise conditions of some of the lessor companies have necessarily entered into the consideration of this aspect of the question, as, for instance, with the Broadway & Seventh Avenue Railroad Company. This company operates a line ex tending on Broadway from South Ferry to Forty-Fourth Street and thence on Seventh Avenue to Fifty-ninth Street This route affords much less traffic than some of the other lines but it furnishes a link in the Broadway & Columbus Avenue line, which is one of the most important surface routes in New York City. Another consideration that was borne in mind was the fact that such lines as might be segregated could be purchased by competitive systems or used as the basis for new competitive systems. For instance, the Third Avenue Railroad, which is now under an independent and aggressive management, might purchase control of the line of the Eighth Avenue Railroad Company, if that should be segregated. Acquisition of the Eighth Avenue line would give the Third Avenue Railroad Company a north and south route extending the entire length of Manhattan Island. Although sufficient time has now elapsed to permit fair judgment in the light of the steps taken regarding the wisdom of segregation of the five properties mentioned and the failure to separate other properties, it is plain from the fact that other measures have not followed that nothing has occurred to cause a modification of views concerning the various properties in- volved. Representatives of the committee of bondholders of the Metropolitan Street Railway in proceedings instituted be- fore Judge Lacombe by the Eighth Avenue Railroad Company, the Ninth Avenue Railroad Company, and the New York & Harlem Railroad Company respectively, to regain possession of their respective properties, have evidently approved of the action of the receivers in deciding to continue the lease of the properties of the three companies. OPERATING SEGREGATION NOT COMPLETE The foregoing information relates mainly to the financial segregation of the lines. Financial segregation, however, does not mean complete operating segregation. Although a separ- ate receiver for the Third Avenue Railroad was appointed on Jan. 12, 1908, it was not until April 11 of the same year that transfers were discontinued between the Metropolitan Street Railway and the principal lines of the Third Avenue Railroad, except at points where joint trackage arrangements compel, under the law, the grant of transfer privileges. Later, how ever, transfers were discontinued with the segregated lines at all points but those at which the statute enforces the issut of transfers, by reason of the joint use of 1000 ft. or more of track. The most important use of joint facilities by the surface lines, affecting materially the economy of operation, is in- volved in continuation of the unit system in the production and distribution of power. Financial segregation of the lines has not required any new power house construction such as would have been inevitable if complete segregation of all relations between the systems had been effected. Acquisition of property by the individual systems would have necessitated large invest- ments because of the high values of real estate on Manhattan Island ; and separate power houses and sub-stations would have made the costs of power much greater than under the unit system which has been continued. One power station owned by the Metropolitan Street Rail- way is located at Ninety-sixth Street and First Avenue and the other, owned by the Third Avenue Railroad, is at 216th Street and the Harlem River. The Metropolitan Company operates six sub-stations and the Third Avenue Company three on Manhattan Island. Two sub-stations receive alter- nating current from the Kingsbridge power station at 216th Street and the Harlem River and the others are fed from the Ninety-sixth Street station. Irrespective of the ownership of lines Manhattan Island is divided into sections to facilitate the economical distribution of power. March 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 523 Several cars are rented by the Metropolitan system to segre- gated lines, but no arrangements for joint equipment or for the interchange of equipment exist. EFFECTS OF SEGREGATION ■ r • The- most significant effect of segregation of the various lines from the Metropolitan system is evident in the increase in the average rate of fare received. An accompanying state- ment compares some of the results of operation for the fiscal year ended June 30, 1907, and the calendar year 1909. These periods were taken because they represented complete years preceding and following the principal changes made in the property. Although the improvement shown in the average fare per passenger, namely, from 3.29 cents to 3.40 cents, in- dicates a saving which is material when applied to the heavy traffic of the Metropolitan system, the lower figure fails to PITTSBURGH ORDINANCES VETOED METROPOLITAN STREET RAILWAY Year ended Year ended Dec. 3 1 , June 30, 1909. 1907. Gross earnings '$12,766,000 *$i8,789,ooo Miles electric track 121 205 Miles horse track 35 87 Total miles track, excluding car 156 292 Gross earnings per mile of track $81,833 $64,346 Revenue passengers 255,320,000 376,550,000 Transfer passengers 120,080,000 194,765,000 Total passengers 375,400,000 571,315,000 Percentage of revenue passenger taking transfers 47 5 2 Revenue passengers per mile of track 1,636,700 1,289,600 Transfer passengers per mile of track 769,700 667,000 Total revenue and transfer passengers per mile of track 2,406,400 1,956,600 Average fare per total passenger, cents t3.40 T3-29 * Excluding revenue from bridge local traffic, mail and express. t The much greater discrepancy between the average rate of fare in 1909 and that which was shown immediately prior to the receivership is explained in the text of this article. reveal the state of affairs which existed just prior to the withdrawal of transfers with the principal lines of the Third Avenue road. The average fare per passenger of 3.29 cents in the year ended June 30, 1907, declined in the six months ended Dec. 31, 1907, to 3.16 cents and in the 70 days preceding April 11, 1908, when transfers were discontinued with the main part of the Third Avenue system, the average was 3.09 cents per passenger. From this figure to 3.40 cents the gain is 0.31 cent or 10.3 per cent. From an average of 1,289,300 revenue passengers per mile of track in the 1907 fiscal year the number has increased on the Metropolitan system until in the calendar year 1909 the average was 1.636,700. This indicates an average increase of 347,100 or 26.9 per cent. During the same interval the number of transfer passengers per mile of track increased from 667,- 000 to 769,700, a total of 102,700. This is equivalent to 15.4 per cent, or more than one-half as much as the percentage of increase in revenue pasengers per mile of track. INSIGNIA CONTEST AT OKLAHOMA CITY The Oklahoma (Okla.) Railway has just adopted a new mono- gram, reproduced herewith, which was chosen from over 700 designs submitted in contest. It will be used on all stationery, advertising folders and public- ity literature issued by the com- pany. In order to encourage in- terest, the Oklahoma Railway, in announcing the trade-mark con- test, published advertisements in the daily papers offering a cash prize of $10 and the use of a chartered car over the company's lines to the person submitting the most satisfactory design. The contest was carried out by H. C. Martin, the company's passenger and freight agent. Mayor Magee, of Pittsburgh, has vetoed three ordinances passed by the City Council in relation to the street railway situation. One of the measures provided for "a seat for every passenger from whom a fare is demanded," another proposed to fine the company if the car,s were overcrowded- 50 ;per cent above seating capacity, and the third prescribed universal trans1 fers. The veto message indicated that Mayor Magee consid- ered that action should be postponed pending the completion of the report of Bion J. Arnold, who is making an investigation of the situation. Mayor Magee said, in, part : "I always regiet when matters arising in municipal legislation are in such form or are incorrect in principle that I cannot join with you in enacting them into law, and particularly when the matters have been unanimously agreed upon by you, but when bills presented to you for your consideration are so drawn as to bear upon their face defects so gross as to raise a doubt in the mind whether or not they were offered with the intention to effect a serious purpose, I cannot give them my official sanction. "With all due respect to your honorable bodies, I must ex- press the opinion that neither spasmodic and hysterical public outcry nor the nostrums of a quack publicist can effect a cure to the most grievous and complex evil from which the people of this city, as well as most other American cities suffer. The condition of affairs brought about and gradually growing more acute during many years of legislative improvidence cannot be corrected in a day by an offhand, made-to-order remedy. "Some time ago you authorized me to employ competent per- sons to study the subject and report a program of action. The investigation was begun and has been pursued unremittingly, and is now being concluded by the most eminent authority in this country. I consider it unwise and inopportune to pass ordinances of the nature mentioned for the reason that legisla- tion of this kind prepared by unskilled draughtsmen not quali- fied to investigate causes and to reach logical conclusions on this intricate subject is certain not to be upheld by the courts and may, therefore, prejudice the cause of the people after the investigations I speak of shall have been concluded and proper bills prepared by competent authority. "If these crude productions should ever be submitted to the courts for enforcement, an adverse decision might accidentally go beyond the mere form. The principles underlying them might suffer in the judicial mind, and in their consideration some expression of authority may be utterly against the very right of the city to enact ordinances upon this subject. I con- sider it my duty in this case, holding a commission from the people, to make no false steps, to guard against impulsive action, and to proceed most carefully upon the delicate ground which we are traversing. The enforcement of the rights of the publ-'c as a party to the controversy with the street railways companies is still in pioneer stages ; whatever right we have can only be enforced with the aid of the courts of law. The street railway companies have buttressed themselves about with the aid of the best legal talent, have foreseen and antici- pated every method of attack and are prepared to contest every step. There is every reason why bills of this character, if it is advisable at all to proceed along these lines, should be drawn with care from the legal point of view, and only after all the facts regarding the case are fully known, and that they should be put into force at the logical moment." ASSOCIATION CIRCULARS The Congress of Ecuador, S. A., has before it a bill provid- ing for the construction of an electric railway between Quito and Ibarra, a distance of about 106 miles. Secretary 11. C. Donecker of the American Street & Inter- urban Railway Association has issued a circular In member companies enclosing copies of the amended railroad rate bill pending before Congress and of reports from the Committee on Interstate Commerce of the Senate, relating to the hill. A list of active and associate members of the association has been published for distribution to all members of the association. Secretary John W. Corning of the Engineering Association has issued an index of the rules of the National Electrical ( ode relating to car and car house wiring. ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. EMPLOYEES' BENEFIT ASSOCIATION CLUB ROOMS IN LYNCHBURG, VA. For'the past eight years the employees of the Lynchburg (Vir- ginia) Traction & Light Company have been conducting a sick and death benefit association which has been eminently successful. and are limited to $90 per annum. In case of death of a member, $100 is paid to his heirs. The association has a physician who gives free medical attention to the members and their families. The physician is paid at the rate of 50 cents per month per member by the association. Bowling alleys are operated in the city and at the company's amusement park, the Lynchburg Traction & Light Company — Office and Club Building, with General View of Employees' Clubroom When Looking Toward the Rear As- shown by the treasurer's report at its last annual meeting, the benefits paid out since the date of organization have amounted to $9,052.47, the amount of money deposited in the proceeds of which are applied to the association. No assess- ment has ever been levied on its members. The association holds monthly and annual meetings on the Lynchburg Traction & Light Company — Floor Plans of the Office and Club Building bank was $1,434.57, and the assets exceeded the liabilities by $5,216.09. Ninety per cent of the employees of the Traction Company are members of the association. Each pays monthly dues of $1. Sick benefits are paid at the rate of $1 a day third floor of the company's magnificent private office building, which adjoins the car houses and shops. At the annual meet- ing and banquet prominent citizens are invited, and men of national reputation are frequently present as orators. March 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 525 Although many companies have been liberal in providing recreation centers for their men, it is safe to say that few have equaled the beautiful quarters provided in Lynchburg. This is due chiefly to the efforts of R. D. Apperson, president of the company, who is a strong believer in the doctrine that cheerful surroundings make cheerful men. It will be seen from the accompanying illustrations that the Lynchburg club rooms are more like those of a high-class club than a railway men's retiring room. The walls of the room are handsomely wainscoted, and the ceilings finished in the exposed-beam style of the old English country homes, while large, handsome rugs complete the homelike effect of coziness. That the men ap- preciate the beauty of their surroundings is shown by the ex- cellent condition of all the furniture after several years of use. As is shown on the plan of the Lynchburg quarters, room is provided for shower baths, kitchen, library, etc. At present the association owns several hundred popular and technical books, a piano, pool and billiard tables and facilities for various games of cards, checkers and chess. The association furnishes THROUGH ROUTES BETWEEN ELECTRIC AND STEAM LINES Many communications have been received by the Committee on Interstate and Foreign Commerce of the House of Repre- sentatives in relation to the railroad rate bill now under con- sideration. They relate mostly to provisions affecting steam railroads, but in addition to those regarding electric lines which have been published in previous issues of the Electric Railway Journal the following, addressed to Congressman Palmer, of Pennsylvania, by Thomas A. H. Hay, president of the North- ampton Traction Company, of Easton. Pa., was presented to the committee : "I am very much obliged to you for your letter, in reference to the bill prepared by the Attorney-General, known as the railroad-rate bill. We street railway men have been at a dis- advantage so long that the Government now should not give the steam roads a club to injure us. "May I suggest an additional clause to go into the bill, that Lynchburg Traction & Light Company — Library and Music Section of Employees' Clubroom the library and furniture out of its own funds, but the room and the caretaker's services are given free by the company. The association is now preparing to add gymnasium features to the club rooms at an early date. A similar'club room is provided for the employees of the Roanoke Railway & Electric Company, of which Mr. Apperson also is president. The men of the association hold their organization in high esteem, regarding it as the best arrangement that has ever been made for the solution of the labor problem. The Lynchburg Employees Benefit Association has many commendable features, and it is felt that should these become more universal with em- ployers and employees, both would derive great benefit from them through their tendency to eliminate • many of the differ- ences that exist between them. When Mr. Apperson took charge of these properties eight years ago the wage rate for motormen and conductors was \2l/i cents per hour. As Mr. Apperson believes in the policy that, the employees should share in the prosperity of the com- pany, he has voluntarily advanced the wages from time to time, until at present they arc 21 cents per hour. This rate is one of the highest in the South. Mr. Apperson now lias under con- sideration a system of pensioning the disabled employees, which he will put into immediate operation. street railways having terminals in towns and cities and doing an interstate business should be compelled to permit the use of their terminals to non-competing lines just the same as steam roads are compelled to permit the cars of their competitors the right to use their tracks. "The Easton Transit Company, which owns all the entrances into Easton and Philipsburg, will not permit the use of its tracks by the Northampton Traction Company, the Easton & Washington Traction Company and the Philadelphia .& Easton Railway Company, all of which are interurban and non-com- peting lines, to bring passengers into the center of Easton. " I he Easton Transit Company has the right to use these ter- minals by reason of taxation locally and the aegis of the inter- state commerce laws, yet that same law cannot compel it to permit other trolley companies, non-competitive, to use the ter- minals except at whatever price it sets, which price is very pro- hibitive and prescriptive." A 6000-volt single-phase line, 35 km long, has been completed connecting Padua, Italy, with Fusina. Ten motor cars and five trailers are in operation. The motor cars are each equipped with two 80-hp Winter-Eichherg motors. In the city of Padua the trolley voltage is reduced to 600. 526 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. REINFORCEMENT OF FULMER CREEK BRIDGE WITH STEEL AND CONCRETE With the development of suburban electric railways into in- terurban lines and the replacement of light single track, slow- speed cars by heavy double track high-speed cars, the tendency has been to disregard the heavy duty placed upon the track and bridge structures so long as the schedule could be maintained. Appreciating the necessity for exact data of bridge capacities. to make the bridge safe for loaded cars having 45 tons total weight. This reinforcement was not considered sufficient to make the bridge safe for the express cars weighing 45 tons and carrying 20 tons additional weight as now operated over it by both the Utica & Mohawk Valley Railway and the Ct sego & Herkimer Railway. A temporary wooden bent was placed under the center of the bridge for a time and during the fall of 1909 the struc- Fulmer Creek Bridge the Utica & Mohawk Valley Railway Company has employed an experienced bridge engineer who makes a specialty of in- specting and reporting upon the condition of old bridges. Among the bridges upon which heavier equipment has gradu- ally been imposed is the Fulmer Creek bridge at Mohawk, N. Y., on the diviiion formerly known as the Herkimer, Mo- hawk, Ilion & Frankfort Railway. The old single track bridge, furnished by the Berlin Iron Bridge Company in ,1895, was of the half through riveted truss type, length over all 70 ft. 10 in., consisting of five panels, 13 ft. center to center of trusses. 8 ft. 6 in. center to center of chords, angle 90 deg. The stringers are 12-in. 40-lb. T View of Floor System ture was reinforced with steel and concrete in a unique and satisfactory manner, according to plans and specifications pre- pared by Wilbur J. Watson, bridge engineer, of Cleveland. Ohio. In order to maintain traffic and at the same time allow room for forms, the track and bridge ties were raised about 6 in. on temporary wooden stringers supported on timber bents bedded in the channel of the stream. The bottom chords were then reinforced with i-in. round steel bars, four bars being placed in a vertical row between the channels of each panel with four additional bars placed in all except the shore panels, one additional bar being placed at each flange of the channels. End View of Bridge, Showing Forms in Place After Concreting beams and floor beams 15-in. 42-lb. I-beams; upper chord of truss, two 6-in. x }4-in. channels with one 12-in. x plate ; lower chord of truss, two 7-in. channels, % in., 5/16 in. and Y% in. thick. The diagonals are made of two 3-in. x 3 x %-in., two 3^2-in. x 2l/2-in. x 5/16-in., two 2T/2-in. x 2l/2-\n. x yi-'m. and two 3-in. x 2}/2-\n. x J^-in. The bridge rested on stone masonry abutments and was designed for 32-ton cars. The lower chords and the diagonals were reinforced in 1908 Side View of Bridge, Showing Forms in Place After Concreting The top chords were reinforced by two bars placed between the channels and four bars just below the bottom flanges of channels. The batter posts and diagonals were reinforced with four bars each and two bars were placed in each intermediate post. The bars in each of these cases were curved at the ends to extend into the recesses around the top and bottom chords and floor beams at the connections. Two bars were also placed on either side of the webs of all stringers and March 26, 1910.] ELECTRIC RAILWAY JOURNAL. 527 cross beams, just above the lower flanges: Considerable skill was required to bend the bars and place them in position. The bars were all securely fastened in place with No. 10 steel wire. The chords of trusses, floor-beams and stringers were then wrapped with No. 16 standard 3-in. mesh expanded metal securely wired in place. All other members were wrapped spirally with No. 10 steel wire spaced 6 in. between coils. Forms of dressed yellow pine lumber were then built about the floor system and bottom chords and the concreting was carried from the bottom upward, the forms being built up along the posts and diagonals just ahead of the concrete so as to give all possible room for thorough tamping. It was necessary to cut holes through the cover plates of the top chords in order to insure complete filling of all parts of the chords and connections. The tamping was done through the holes with a stick of small diameter and continued until the concrete oozed out of adjoining holes. The concrete was made of one part American Portland cement, two parts clean, sharp quartz sand and four parts crushed limestone of size to pass a J^-in. ring. As only a small quantity of concrete could be used at a time the mixing was done entirely by hand. It was found necessary to make it quite wet in order to fill all of the angles and pockets of the steel work at the connections. The freezing weather came just as the concreting was fin- ished and so the forms were left in place about two weeks. The faces were then brushed with a mixture of one part cement and one part sand and rubbed with a cement brick. The load was not placed upon the structure until a full month after the work was completed. In the mean time a full set of new bridge ties and guard timbers of long leaf yellow pine was prepared and treated with two coats of Avenarious Car- bolineum applied hot with hand brushes. Pieces of 34-in. wrought-iron gas pipe were set in the forms for the stringers to receive the ^-in. bolts used to fasten the ties in place. Two bolts with cast washers at both ends were used for each 8^in. x 10-in. x 9-ft. tie, and the ties were spaced 16 in. center to center. On account of the original character of the work, it was considered best to select a reliable bridge contractor, familiar with concrete work, and pay him on a percentage basis for superintendence and labor. He was paid 15 per cent on all wages paid to men furnished by him. Time was kept and men were paid by the company. All materials were furnished by the company. The approximate total cost was as follows : Reinforcing fteel $192.64 Lumber for forms 291.10 Concrete materials 171.52 Nails, wire, staging, etc 18.24 Engineering 1 77.90 Contractor's labor 732.43 Contractor's 15 per cent 109.86 Delivering materials 13 36 Company labor raising tracks, etc 30.00 Total $1,637.05 The bridge seats and pedestals were also rebuilt, the cost being included in" the total given above. As the lumber from forms was saved for future use, a credit for half value or $145.55 should be given, also a credit for 4000 ft. B.M. tie fram- ing at $9.20 paid to contractor, amounting to $36.80, thus making the net cost of bridge reinforcement $7,454.70. The engineer's estimate for a new steel bridge of the required capacity was $2,500. The cross-section areas of the various members after rein- forcement were : Bottom and top chords, diagonals and bat- ter posts J2-in. x 15-in.; intermediate posts tapering from 12-in. x 24-in. at top of floor beams to 12-in. x 15-in. at top chords; stringers 16-in. x 12-in. ; cross beams icj-in. x 12-in. Vertical distances are given first. The reinforcing bars were furnished by the Carnegie Steel Company, the expanded metal was purchased from the Corru- gated Bar Company, of St. Louis. Measurements taken at center of bridge showed a deflection of less than under heaviest cars operated over it immediately after placing it in service. The estimated safe load of the Structure is 66 tons. ELECTRIFICATION OF STEAM RAILROADS DISCUSSED BY NEW YORK RAILROAD CLUB The committee appointed by the New York Railroad Club to examine into the subject of the electrification of steam rail- roads presented its report to the club on the evening of Friday, March 18. Those composing the committee were : W. J. Hara- han, assistant to the president, Erie Railroad, chairman; L. C Fritch, consulting engineer, Illinois Central Railroad, Chicago; H. M. Warren, electrical engineer, Delaware, Lackawanna & Western Railroad, Scranton, Pa.; H. H. Vaughan, assistant to the vice-president, Canadian Pacific Railway, Montreal, Can. ; J. H. Davis, electrical engineer, Baltimore & Ohio Rail- road, Baltimore, Md. ; George W. Wildin, mechanical super intendent, New York, New Haven & Hartford Railroad, New Haven, Conn. ; William McClellan, consulting engineer, New York ; C. O. Mailloux, consulting engineer, New York, and E. B. Katte, chief engineer of electric traction. New York Central & Hudson River Railroad, New York. The report was presented by Mr. Harahan. It first cited in chronological order a number of the most important events in the history of the electric railway. It then took up the "characteristic features of electrification" and re- ferring to the subject of flexibility, stated among the advant- ages of electricity, that "locomotives or motor cars may be coupled in a variety of ways, and operated by means of the multiple-unit system, from one point in the train. Public streets and highways may be occupied, if necessary, and opera- tion in tunnels ceases to be objectionable. Trains' may be shorter and more frequent, or they may be of any size that business conditions dictate, consistent with mechanical consid- erations. A distribution of driving wheels throughout the whole train permits high acceleration, which in turn permits increased schedule speed without excessive increase in maxi- mum speed. "All of these features have a varying weight according to the circumstances of the particular problem at hand." Referring to weather conditions, the report declared that electric service has been found to be but slightly affected by snow or other weather conditions, and that in cold weather the steam locomotive is at a disadvantage, but not an electric- locomotive or motor car. The committee believed that the electric locomotive would have much less idle time under the same conditions than steam locomotives and can be designed for practically continuous operation over any length of run. It has also a very much larger power capacity and is much more cleanly. The principal reasons for considering electrification, in the opinion of the committee, are an increase of station and track facilities, an increase in gross earnings due to more frequent trains and legislative enactment. In referring to the in- crease in gross earnings, however, the report states that "the mere substitution of electricity for steam will not accomplish a very great increase in gross earnings, but by changes in schedule and stops, the service must be made more convenient and attractive to the desired patrons. Inattention to this feature is preventing some roads at present from realizing the full possible returns upon their electrification." Upon legislative enactment requiring the substitution of elec- tricity for steam the committee says: "The operation of a steam railroad in the heart of a large city is of necessity attended by features not always ideal. On account of the cost of land, and other conditions, the amount of space for roadway is likely to be cramped, and closely pressed by city and private property. The emission of smoke and gases from the locomotives, especially if a subway or tun nel is involved, often leads the community to demand that the railroad abolish the objectionable features. This demand, iij its essentials, may be reasonable enough, and if by calm and considerate discussion it can be shown that conditions are unnecessarily bad, the public lias a right to expect the railroads to provide a reasonable remedy. Unfortunately, however, the discussion is sometimes fanned into a condition where hos- 528 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. tility and acrimony become the chief features. As a conse- quence, the public may make demands, the difficulty, expense and result of which it has no conception, and the railroad is compelled to refuse anything like the full extent of the demands because it knows it cannot afford to do otherwise. "In this connection, the following are a few broad con- sir°blenl- The interests of the railroads and those of the public are one. The committee made an effort to secure operating data for publication for the existing electrified steam railroads, but this attempt met with little favorable response, because, almost without exception, the men who are responsible for the opera- tion of these properties did not think the conditions were suf- ficiently settled to permit them to publish data that would be just to either steam or electric operation. The report concludes as follows : "To sum up, the following may be stated as the advantages and disadvantages of electr 'fication : ADVANTAGES "i. Increasing the capacity of a given terminal by the elimin- ation of switching movements, where multiple units are use:!, and increasing the scheduled speed of trains without increasing maximum speed by the higher acceleration possible v:.th electric power ; also increasing the capacity of the line and permitting shorter block signal spacing. "2. Avoidance of smoke and steam nuisance, making unob- jectionable tunnels, subways, and underground stations, and reclaiming the aerial space above track for offices, stores, ware- houses, hotels, or other buildings; also a saving in deterioration of metallic structures because of the corrosive products of combustion in steam locomotives. "3. Uniform power over grades and greater tractive power of electric locomotives of equal weight with steam locomotives including tender, making heavier trains possible over mountain divisions. Locomotives may be used in multiple without in- creasing the cost for enginemen. "4. Economy of operation under conditions favorable to electric traction, such as frequent multiple-unit train service or cheap electric power as compared with the higher cost of loco- motive coal. "5. Electrical operation has proved itself reliable. "6. Electric power is not a source of danger to the traveling or general public. DISADVANTAGES "1. A large investment for re-equipping the railroads with the new power which can only be justified by definite financial or economic results. "2. Increased danger to employees or the railroad due to the presence of the third rail or the overhead conductor, especially in yards or terminals. FEATURES TO BE CONSIDERED FOR FUTURE ELECTRIFICATION. "The following features with reference to present conditions should be considered, having in view future electrification: "1. The signal systems should be designed with a view of meeting the restrictions involved in electrification work. "2. Bridges, yards and terminal platforms should be de- signed to conform to the clearances necessary for the installa- tion of working conductors. "3. Locomotives and cars should be designed to conform to electrification clearances. "4. The lighting system of cars should be designed for economical use on electrified roads. This applies also to the heating systems. "5. Steam, water, air and gas-pipes, in yards and at stations, should be laid out to avoid current collectors on future electric equipment and working conductors, also bonded to avoid elec- trolysis. CONCLUSIONS "1. No general information is available on the basis of which steam railroads, as a whole, would be justified in electrifying terminals or main lines, solely on the grounds of economy. "2. Careful investigation is necessary to decide if electrifica- tion of terminals and suburban districts would be warranted in order to increase earnings. "3. More attention should be given to the possibilities of elecirification in connection with heavy grades, and at other places where an increase in facilities is needed. "4. It is not likely that conclusive data on the economy of electrification will be available until electrification is extended over a complete steam locomotive stage. "5. The electrification for passenger terminal and suburban service is now more or less settled as to method, but for freight and general trunk line service it is in the experimental stage. "a. The types of locomotives for various service have not been determined, though progress is being made. "b. The method of secondary distribution (working cot ductors), needs much development. The third rail \ thoroughly reliable and efficient, but unsuitable for comphcatec switch work. In its present form it has only been used for voltage up to 1200. "c. The overhead system for high voltage working con- ductors also needs much development. Few, if any, are satisfied with present designs, and many changes are proposed. "6. The steam railroad men and electrical engineers should work together in as close harmony as is possible so as to produce results that will be as free from mistakes and experi merits as is possible in any developing art. "7. Each problem must be studied on its merits and a deci sion can only be made after careful study of the conditions per- taining to each situation. "8. The electrification of large freight terminals has not as yet been attempted, nor satisfactorily worked out, therefore it is necessary to proceed with caution in this matter and the problem must be exhaustively stud:ed and new developments made before it would be justifiable to make such an installa- tion. The electrification of any large freight terminal would involve a number of roads, and cannot be undertaken independ- ently, without the co-operation of all the railroads affected, on account of the relations existing among the various roads in the interchange of freight traffic." DISCUSSION Upon the conclusion of the reading of the report by Mr. Harahan, George Gibbs. chief engineer, Pennsylvania Railroad & Terminal Company, moved a vote of thanks to the commit- tee. This resolution was seconded and unanimously adopted. A communication was read from the president of the club, W. G. Resler, regretting his absence ; and one from C. L. Muralt, in which he stated that he did not agree with the committee's as- sertion that the three-phase motor cannot be operated on direct current. In his opinion, if a mixed system was considered de- sirable, the three-phase motor was just as applicable for the purpose as any other. Mr. Gibbs opened the discussion with the statement that now the most important factor in relation to electrifying steam rail- roads is the question of cost. Two years ago, when he dis- March 26. 19 10.] ELECTRIC RAILWAY JOURNAL. 1 529 cussed this matter before the New York Railroad Club, he had had no figures to present but he had predicted that electric oper- ation could not be considered as a commercial proposition un- less the economy which it effected was sufficient to pay the in- terest on the added investment. Electrification would not be able to do this except where the traffic was very dense. In his experience, this statement still held good. He had had the opportunity of studying the operation of two important elec- trified systems, namely, the Long Island Railroad and the West Jersey & Seashore Railroad. He was now preparing a report for the International Railway Congress meeting to be held in Switzerland this summer before which he will present some operating figures for both of the properties named to cover two and possibly three years' service. The Long Island case deals with a system of 120 miles of electrified track con- sisting principally 01 iocal service with multiple unit trains over a complicated network. The operating results, all things considered, show a very large saving over the same car mile- age or ton mileage by steam The Long Island Railroad in- stallation not only pays the interest on the extra investment but it yields a handsome surplus besides. The West Jersey & Sea- shore Railroad, however, presents a different situation. One might compare it to a trunk line of moderate length having freight and passenger service at rather frequent intervals the entire length and a heavy local serv'ce at one end of the line. This installation has also produced a saving but not enough to pay the interest on the investment. In this instance, electrical operation is combating the most economical type of steam oper- ation, .namely, long distance high-speed trains with few stops. In the case of the Long Island work, the electrification greatly ihc~ease^ the capacity of the line, especially at the Brooklyn terminal which could not possibly be operated by steam up to its present capacity. The West Jersey electrification has proved popular but it is obvious that, in cross-country service, the advantages of electricity over steam are not so apparent as in local service. One point mentioned by Mr. Harahan was the question of system. The d.c. multiple unit system used on Long Island was giving entire satisfaction and very little trouble had been experienced beyond routine maintenance. However, there were other systems which might be used under other conditions. In some previous electrical discussions, the argument had drifted into a question of relative advantages of one system over another, some taking the position that one sys- tem was the best for all cases and thereby confusing the minds of the steam railroad men. This method of arguing was very unfortunate for those who wish to promote electric traction. Happily, that state of mind was being dispelled, but for the good of the profession it could not be entirely eradicated too soon. L. B. Stillwell', consulting engineer, said that the report of the committee was well considered and a very fair statement of the art of electrification. A few years ago, it would hardly have been anticipated that in the year 1910 a committee of steam railroad men studying and reporting on this subject would have found six advantages for electricity and only two disadvantages. The fact that we have to-day no electric trunk line service operating freight as well as passengers is impres- sive but not discouraging. The same kind of reasoning and the same deductions from known facts that have lead to the successful electrification of terminals and of electric zones where traffic is congested are applicable with the same cer- tainty to the conditions governing freight and other trans- portation on trunk lines. The problem must be worked out by co-operation between the operating men and electrical en- gineers. There is no reason, however, why the man who be- gins the study of engineering problems as a specialist in elec- trification and moves on to the study of broad problems of railroad operation may not come to know and be able to analyze the problems of railway operation as well as the man who has the disadvantage of having his nose held continually to the grindstone of operation. The reports of steam railroads present no mysteries that cannot be traced, and can be under- stood quite as aptly by the outside man as by the inside man. There would be no progress in the art if some men were not able and willing at times to stick to the deductions made from a careful reasoning of facts and analyses. The determination as to whether it would pay to electrify any given trunk line can be made with a very close approximation to the results which would be realized in practice three to five years later. The available data for such computations had been greatly increased in the past two years. It is a comparatively short step now to figure from the known to the comparatively un- known. For example, the grand average cost of fuel con- sumption for a locomotive mile in the United States is 11.2 cents. It is quite a simple problem to work out a figure for electrical operation to within 5 per cent. In the case of the New York. New Haven & Hartford Railroad, he had been in- formed that actual experience had shown a cost figure within 2 per cent of the estimate made by Mr. Putnam and himself from theory two years ago. One of the most important ques- tions was that of developing standards of electric railway prac- tice as rapidly as the progress of the art will permit. In adopting special methods of solution, we are laying up vexation, expense and criticism. The German method is different but we cannot adopt it here. Nevertheless, through the engineer- ing associations, we ought to be able to approximate to the German idea of standardization more rapidly than we are now doing. Two years ago, in the paper prepared by Mr. Putnam and himself for the American Institute of Electrical Engineers, he had suggested a standardization of at least three things, as follows : Location of third rail ; location of overhead trolley ; frequency on a.c. systems. The third rail is not yet standard- ized but some day it will have to be. Some special solutions have been made but one does not fit the other. Thus, the sub- way in New York has the third rail located 26 in. from the gage line and 4 in. above the top of the rail, whereas the cor- responding dimensions on the Long Island Railroad are 2~;{> in. and 3l/2 in. The New York Central & . Hudson River Railroad made an important step in inverting the current rail and locating it approximately 2854 in. from the gage line, but even that dimension does not fit all conditions for on this road it is necessary to keep out certain kinds of rolling stock in the electric zone. On the West Shore Railroad's electrified division between Utica and Syracuse, it b about 32 in. from the gage line. Mr. Stillwell suggested that the New York Railroad club should co-operate with other railway bodies and endeavor to agree upon recommended standards for adoption by electrified steam railroads. Such standards may not be adopted in all cases owing to the influence, perhaps, of local conditions but still they will give something to which they can work forward. The position of the overhead trolley had been located by the New York, New Haven & Hartford Railroad and he hoped that other roads which would adopt the over- head construction would use the same clearance, if at all possible. The possibility of the interchange of rolling stock a3 affected by overhead conditions might some day be as im- portant as the question of gage is now. Progress had been made with regard to the question of frequency. The Prussian State Railroads, for instance, had adopted as standard for single phase work a frequency of 15 cycles and a trolley po- tential of 10,000 volts. When Mr. Putnam and he sug- gested 15 cycles there was a great diversity of opinion, but he was glad to see that engineers of both the great companies making a.c. apparatus now advise that 15 cycles and 11,000 volts should be used on all long lines. A potential of 11,000 volts at the power house of course means anything between 10,000 volts and 11,000 volts on the trolley and so does not differ materially from the German standard. The reason for recommending a low frequency was that, as a.c. motors are now made, two 15-cycle machines will do the work of three machines at 25 cycles. As it is the railroad company which spends the money, its interest should be the controlling one because it is buying draw-bar pull and is entitled to the maxi- mum for its money. One strong reason which existed for 25 cycles was that the manufacturing companies had the patterns for that frequency and therefore were disinclined to change. 530 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. As a matter of fact, however, they will have to build additional factories anyway when the steam railroad electrification field really has developed its possibilities. As to the statement in the report that the management of steam railroad companies, in general, should anticipate the construction of parallel elec- tric lines, he thought that if there is a good economic reason for building a new line, there is a better reason for electrifying the old steam line. The established railroad has everything in its favor for lower costs and by electrifying will avoid the loss of business from competition. W. S. Murray, electrical engineer of the New York, New Haven & Hartford Railroad, said that he was glad to have the opportunity of saying something about trunk line railroads. He had prepared some comments on the committee's report but before reading them, he would show some lantern slides of the very latest catenary construction installed by his com- pany. He said that the new designs were cheaper and better than the original construction which as everybody knew had to be installed under great pressure of time. Mr. Murray then took up the committee's chapter on "Power Capacity" where it is stated that an electric locomotive can draw all the current necessary to produce a maximum tractive effort but that this feature is somewhat counterbalanced by the fact that the amount of power deliverable at a given point depends upon the carrying capacity of the distribution system. The speaker said that the mechanical conditions involved in the overhead suspension of conductor and contact wires in the high voltage system allow such large carrying capacity that there is every provision against any such contingency in the limitation of power transmitted. Notwithstanding that the copper in the single phase system 0? the New Haven installation is but a small per cent of the equivalent copper for the same line effi- ciency of a d.c. third rail system, there has never been a moment when the distributing system installed has not been able to furnish strong voltage over its complete line. There has never been a complaint that schedules could not be made on account of low voltage even when it has been necessary to keep in motion simultaneously trains totaling about 10,000 tons. Under peak conditions, the actual voltage drop of the system, based on voltmeter readings at Woodlawn tower, the farthest signal tower from the power station and 18 miles distant, showed a minimum potential of 9800 volts while the genera! operating voltage of the line was 11,000 volts. The average loss throughout the day for the line was less than 5 per cent. Under the chapter headed "Collateral Advantages," the com- mittee stated that schedule conditions usually will allow switch- ing and perhaps some other portion of the traffic to be done at times of light load. Mr. Murray said that, while this is given as an advantage, the condition that it carries seemed to imply the opposite. The New Haven experience showed that on a commercial basis switching requires from 6 per cent to 10 per cent of the total power. Therefore, the power and trans- mission system as a whole should be able easily to handle, say an extra 10 per cent above the regular main line require- ments at any time. It was interesting to note, however, that generally speaking, the power house equipment will not have to be increased for the transportation of freight, as this par- ticular schedule can be handled at night as is now customary. This combination will give a much better load factor to the system. One of the greatest fields in which economy could be practiced, however, was the electrical handling of freight with longer and faster trains, thereby materially reducing the aggregate train miles. It should also be borne in mind that 100 per cent in steam engine units can be replaced by 60 per cent in electric engine units. Mr. Murray disagreed with the committee's statement under "Contingent Costs." He did not deny that there were not expenditures other than the direct cost of electrification, but perhaps the experience of the New Haven Company might cast some light on the subject. For ex- ample, the right of way of the company, except for a few pier rights which had to be purchased, was to-day just as it ex- isted before the trains were electrically operated. There were few railroads whose right-of-way limits are not entirely suffi- cient to cover the erection of structures for carrying the trans- mission system. Of course, the New Haven Company did not have to buy land for substations. It did not have to make any important changes in bridges and buildings, but on the contrary they have become more valuable. Overhead crossings have added nothing to the list of expenses. While it is true that the signal system was changed, the alterations increased the track capacity and reduced the original operating expense to such a degree that the money saved in operation practically has offset the investment charge. It is true that the telephone and telegraph have been affected by the single-phase service, but the correction of the troubles has not proved a serious expense. The company had not been subjected to claims from patrons on account of accidents due either to temporary or permanent construction. Electrification cannot be applied eco- nomically to trunk lines except where the density of traffic is great enough to bring a return for the capital outlay. He agreed with the committee that the amortization of equipment such as locomotives and cars is taken care of by their being placed in other service. Coal, wood, and water stations are too insignificant for consideration. On the whole, it seemed to Mr. Murray that one should be cautions in making an array of costs if the complementary credits were not given at the same time. •• .1; j Referring to the chapter on "Systems of Electrification," in the report, Mr. Murray said that as it considered the matter of trunk line electrification exclusively, it was well to understand just what was meant by a trunk line. He would define a trunk line as one connecting large cities which are separated by considerable distance. That portion of a trunk line which lies in the immediate vicinity and outlying districts of the terminal cities will carry a suburban traffic. The com panies which are considering electrification of their trunk lines, have been brought to this point by the public desire, mandate of law or economical reasons. For the present, electrification of steam roads about or between small cities with light traffic, cannot be considered, except where tunnels or grades are con- cerned. Hence, as the problem of electrification is limited to the heavier type of traffic between large cities and to their sub- urbs, it follows that large power generation and large train unit service is the desideratum. In the small city interurban zone, d.c, third-rail electrification may be more economical than the a.c. system, but in his opinion the former cannot be applied to any trunk line, considered either in part or whole, connecting the larger cities of this country. The reason for his belief was that the fixed charges and attendant operating expense over the mileage necessary to cover the suburban radius of large cities, taken in connection with density of traf- fic common to these lines, are less for the single phase system. So far as the inter-rural trunk line territory was concerned, it seemed to be the committee's concession that single-phase was the logical solution. Referring to the committee's state- ment that "The d.c. railway motor is, better than the single phase railway motor of to-day, but for long-distance work the distribution system for single-phase system is simpler than the d.c. system," Mr. Murray said that he thought it would come closer to the situation if the word "cheaper" were substituted for both the words "better" and "simpler." He then read an extract from a recent article by Philip Daw- son, the well-known English engineer, in which Mr. Daw- son criticizes the American practice of using the a.c-d.c. com- bination. He said that he agreed with Mr. Dawson that a single system such as used in Europe was better even though his own road was involved in the condemned arrange- ment. Mr. • Dawson had written that the apparent in- tention of the American engineers was to make a very good d.c. motor capable of operating on alternating current. In Europe, not a single main line railway is operated over both a.c. and d.c. systems. With reference to the committee's statement that the difference in the estimated cost between the d.c. and high potential single phase systems, considering both first cost and cost of operation is so slight that the decision cannot be made on the cost basis alone, Mr. Murray said that while this statement might be correct for interurban railways, five years of engineering, construction and operating experi- March 26, 1910.] ELECTRIC RAILWAY JOURNAL. 53i ence on a trunk line property, permitted him to present a firm but respectful disagreement. Mr. Murray did not think that the danger to employees from the overhead conductors was very great if due care was exercised. He thought there was no necessity for employees to be on the top of cars and the many accidents that had been due to their being there could be eliminated by enforcing a regulation to keep the men off the roof. In conclusion, Mr. Murray said that his firm belief in the single phase system as the proper agent for freight and passenger trunk line operation including such a line's terminal and suburban traffic was based upon a conscientious effort to secure the facts within a situation that actually exists. It had been shown that the high voltage conductor out of reach is safer than the low voltage contact conductor within reach. George M. Basford, assistant to the president, American Locomotive Company, said that the interest and value of the report was increased by the fact that the committee included railroad officials who have direct responsibility in connection with railway installations. The conclusion that each problem on electrification would have to be settled on its own merits was a truth which illuminated the entire situation. Electrifica- tion on the grounds of economy can be justified in but very few cases. A few years ago it seemed very economical to use it on mountain divisions, but the development of the Mallet compound locomotive had changed conditions, even in cases where water power is available. There is less heard now-a- days concerning the electrification of long distance main trunk lines. The possibilities of the steam locomotive have not yet been exhausted. Hitherto, the development of the steam ma- chine has been toward plain, rugged types with little attention to securing refinements of economy. These refinements are now being taken up and will produce the desired reductions in expense for less than electrification. He questioned any state- ment that the limit of capacity had been reached in the steam locomotive. However, there will be other cases like that of the New York Central, and great freight terminals particularly will present difficult problems for study. Mr. Gibbs discussed the question of standards brought up by Mr. Stillwell. He said that the American Railway Associa- tion had had in existence for over four years a committee on standard locations of third-rail and overhead conductors. He was a member of this committee which had made a report on standardizing these locations and he hoped that the railway members of the club would live up to the standards set. Mr. Stillwell replied that he knew of the existence of the commit- tee, but did not know that a report had been made. As a mem- ber of the Erie Railroad Commission some years ago, he had found that a third-rail with enough clearance for all classes of rolling stock could not be installed without making very expensive changes in bridges and other structures. Referring to Mr. Basford's remark about the steam locomotive, Mr. Still- well quoted a statement by E. H. McHenry, vice-president of the New York, New Haven & Hartford Railroad, to the effect that the electric locomotives on that railroad had run 19,000 miles per delay as against 6000 miles per delay by the "sturdy" steam locomotives. C. O. Mailloux, consulting engineer, said that if any fault was to be found with the algebra or other mathematics of the electrical engineers, it has been due more to the ignorance of those who tried to interpret it than those who formulated it or with mathematics themselves. He did not deny that some electrical engineers could get mixed up in their analyses, but if anything is known about the real economies of electric and steam traction, we owe it very largely to the electrical engineer. In lecturing to students on electric railway engineer- ing, he had been in the habit of prefacing his remarks by a dissertation on financial feasibility. He used in this connec- tion a simple yet far-reaching formula in discussing the ques- tion of the almighty dollar, and one which showed that the electrical engineer has gone into things thoroughly without using any very misleading algebra. The following is the for- mula quoted by Mr. Mailloux : R — E - X 100 = F C This formula simply means receipts (R) less expenditures (E) divided by cost (C) and multiplied by 100 will represent the financial ratio of feasibility (F). That equation was the one which showed clearly the important fact that it was not necessary to decrease the cost of operation in order to increase the financial returns of a road. It is the difference between the receipts and the expenditures which determines the financial condition. Each of the terms in practice can be subdivided ; for instance: R = Ri -f- R2 -f- R3, etc., in which is the re- ceipts from passengers ; i?2 the receipts from freight, etc. E can also be subvidived into £1, £3, etc., and C can be divided in Ci -f- Cw + etc. The subscript w indicated the capital which was water. William McClellan closed the discussion as a member of the committee. He said it was not his intention to defend the re- port. It represented what all the members could agree upon as one and not what the individuals thought. Some of the in- dividuals, he knew, would have gone further. If this point had been understood by some of the speakers many criticisms would have been unnecessary. Had the committee been able to decide at the beginning that there was no practical system except the single phase system, the report would have been somewhat different ; but, as this was not the caset all the com- mittee could do in justice, without straddling and still speak as one, was to present a report embodying the maximum to which all members could agree and trust to the discussion to bring out individual opinions. Following the line of Mr. Still- well's remarks, on the success of past work, Mr. McClellan said that, 'inasmuch as we have succeeded in terminal and heavy subway work and our predictions have been so nearly correct, we should be perfectly willing to stake our reputations that the same results will ensue if the same efforts are applied to the trunk lines problems. As to the question of contingent costs, he said that directors of a railroad could not help in- cluding certain items in the expenditure account, even if they were not caused directly by the electrical work. On some lines, it would be necessary to rebuild every bridge for the overhead wires and there are systems where it would not be easy to take care of the amortization of steam locomotives and, rolling stock by using them elsewhere. To sum up the matter of systems, he said that there is no uncertainty about the sys- tem except when the conditions themselves are uncertain. MEETING OF THE COMMITTEE ON TRANSFERS A meeting of the committee on transfers and transfers in- formation of the American Street & Interurban Railway Trans- portation and Traffic Association was held at the headquarters of the association, 29 West Thirty-ninth Street, New York, on March 21. Those present were: M. R. Boylan, chairman, gen- eral auditor, Public Service Railway Company, Newark, N. J. : F. T. Wood, assistant to general manager, Metropolitan Street Rail way Company, New York; R. E. Lee, general superinten- dent, Cincinnati Traction Company ; T. C. Cherry, superinten- dent, Utica & Mohawk Valley Railway Company. The discussion developed a variety of practices among those present in regard to the type of transfers used. Thus in New York direction is indicated by color and the date and a. m. and V. m. designation by being printed on the ticket. No- effort is made to mark the junction. The only punch mark is the time limit. The Cincinnati Traction Company has an a. m. and p. m. coupon, with the date printed in red letters on the face of the transfer, and shows the direction by a punch. The Public Service Railway Company uses the a. 111. and p. in. coupon, while the Utica & Mohawk Valley Railway uses different colors for morning and afternoon transfers. Transfers ate registered on the Public Service system and in Utica, but not in New York. In Cincinnati they arc registered except on P. A. Y. E. cars. The committee decided to prepare a data sheet asking for samples of the different forms of transfer tickets used by member-companies and for other data mi transfers. 532 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. OPERATING STATISTICS OF THE LONG ISLAND AND WEST JERSEY & SEASHORE RAILROAD George Gibbs, chief engineer of electric traction, Long Island Railroad, and chief engineer of electric traction Pennsylvania Tunnel & Terminal Railroad, has prepared a very interesting report on electric traction to be presented at the 1910 meeting of the International Railway Congress. The report appears in full in the January issue of the Bulletin of the congress, issued in Brussels. After giving a short account of the history of electric trac- tion in America, Mr. Gibbs describes the systems and the char- acter of equipment employed on different railroads in the Uni- ted States. He then presents the following tables on the cost and" other data of operation on the Long Island and West Jersey & Seashore Railroads. Mr. Gibbs comments on these tables are presented below : "Table I gives a concise statement of the comparative physical characteristics of the electric installations on the two roads, from which a general idea of the magnitude of the operation may be gathered. Table I. — Statistics Long Island Railroad. 1907 1908 Route miles of track 37.6 43.9 Miles of single track 90.0 98.69 Miles of high-tension pole line 41.0 '42.0 " circuit (3-phase) 70.24 80.03 " " " " (i-phase) 14. 1 9.7 " of conduit 9.09 9.09 High-tension transmission voltage... 11,000 11,000 Number of substations 6 6 " of portable substations 2 2 Capacity of substations..... 19,500 19.500 " of portable substations.... 2,000 2,000 " of power house 16,500 16,500 Number of motor cars 130 132 " of trailer cars 84 82 " of baggage and mail cars.. 5 5 West Jersey & Seashore Railroad. 1907-1908 74.6 152-5 69-59 417-54 None. 33.000 8 None. 1 7,000 None. 8,000 80 None. "Table II gives the average number of cars in trains and the average weight per car. It will be noted that the average weight per car changes slightly in the two years, due to a change in the ratio of the motor to trailer cars. Table II. — Weight of Cars and Make-Up of Trains Long Island Railroad. 1907. 1908. Average car per train 3.70 3.94 Average tons per car (1 ton equals 2000 lb.) 37.8 36.5 West Jersey & Seashore Railroad. 1907. 2.95 1908. 3-45 47-4 "Table III gives comparative figures for electrical quantities and efficiencies and is of interest in showing the distribution of the various losses in electrical energy from the power house to the cars. The figures for power consumption per ton-mile and per car-mile represent fair averages for electric installations of the character in question and in a climate which requires a considerable consumption of energy in winter for heating the cars. Electric heating adds very largely to power consumption, as will be illustrated when it is stated that, in summer months, the watt-hours per ton-mile at substations on the West Jersey & Seashore Railroad were about 63, while in midwinter months this figure rose to 100; the larger part of this difference is due to the additional energy required to light and heat the cars in winter. It is interesting to note also that the efficiency of the electric system from the power station to the point where the current leaves the substation for feeding into the third-rail is from 70 per cent to 80 per cent, depending upon the loading during the various months ; in the busy 'months the efficiency will at times run as high as 85 per cent. The losses from the substation to the cars in the direct-current feeder system can- not be accurately measured, but in the cases cited it is esti- mated to be between 5 per cent and 10 per cent. The figures given for 'current used for other purposes' illustrate the con- siderable and useful consumption of power for running shop motors, lighting stations and operating the signal system. Table III. — Energy Consumption ' West Jersey West Jersey Long Island & Seashore Long Island & Seashore Railroad. Railroad. Railroad. Railroad. 1907 1908 1. A. c. kw-hours re- ceived at substations 20,341,826 .... 21,899.739 .... 2. Efficiency of h. t. Transmission 96.2 .... 97.7 .... 3. D. c. kw-hours de- livered from sub- stations 16,138,965 14,585,900 18.138.515 16,088,300 4. D. c. kw-hours used for electric traction 13,^66,995 13.530,659 16.201,962 14,780,145 5/ D. c. kw-hours used for other purposes. 896,075 389,672 901,934 73ii77' 6. Kw-hours lost in con- version from a. c. to d. c 4,202,861 5,882,510 3,761,224 5,997,020 7. Efficiency from power house to substa- tion bus-bars 78.52% 72.15% 81.3% 73-8% 8. Total ton-miles, pas- senger 141,541,106 184,615,535 180,129,860 192,472,541 9. Car-miles, passenger. 3.808,479 3.855.580 4,945,719 4,044,025 10. Train-miles, passen- ger 1,021,102 1,305,663 1,251,877 1,172,894 11. Watt-hours per ton- mile at substations. 95.2 73.29 90.0 76. S 12. Watt-hours per ton- mile at power house 121.2 101.58 110.6 104.0 13. Kw-hours per car- mile at power house 4.51 4.86 4.028 4.95 1 4. Kw-hours p e r car- mile at substation.. 3.54 3.51 3-276 3-66 "Table IV gives the cost of generating current at the power house and cost of the current when delivered at the cars. The former figures include all power-house operating and mainte- nance expenses, but no fixed charges, taxes or depreciation charges. The delivered cost' includes the operating and main- tenance cost for transmission lines, third-rail, track bonding and substations and allowances for losses in transmission of the current and its conversion to direct current delivered at the car contact shoes. It should be noted, however, that the above figures do not include any maintenance expenses other than for electrical apparatus, and no portion of the general expenses of the railroad. Table IV. — Current and Maintenance Costs Long Island West Jersey and Railroad. Seashore Railroad. 1907 1908 1907 1908 Cost per kw-hour at power house .... 0.804 cent. 0.697 cent. 0.680 cent. 0.592 cent. Cost per kw-hour at cars 1.705 cents. 1. 461 cents. 1.302 cents. 1.151 cents. Cost per car-mile for maintenance of elec- trical equipment on cars 0.71 cent. 0.76 cent. .... .... Net output in kw-hrs. at power house... .... 31,517,200 .... 22,887,800 Lb. of coal per kw-hour .... 3.29 ■ ■ • • 3.36 Cost of coal per ton : 2000 lb .... 2.512 dollars 2.1814 dollars. Number and capacity of units .... Three: 5500 kw Four: 2000 kw. Total kw. capacity of power house .... 16,500 kw 8000 kw. "Table V gives the monthly car-mileage and cost per car- mile; the total yearly mileage and the average car-mile cost, and average yearly cost per iooo tori-miles moved. The cost per car-mile includes the following: The cost of power, main- tenance of third-rail and track bonding, maintenance of car bodies and trucks, maintenance of way and equipment expenses, conducting transportation and traffic expenses, general ex- penses, wages of motormen and train crews ; in fact, all operat- ing expenses of the railroad. In comparing the costs per car- mile the difference in weight of cars, given in Table II, should be noted ; it should furthermore be explained that in the case of the Long Island Railroad all trains may be termed 'local,'" as the average length of the run on the so-called express serv- ice is only about 2^2 miles, whereas on the West Jersey &r Seashore Railroad about one-third of the total train-miles are made in cross-country express service with an average length of run of about 25 miles between stops, and the remaining service, termed 'local,' averages 2}4 miles between stops, or about the same as express service on the Long Island Rail- road. In other words, the Long Island installation may be considered purely local service in a densely populated district, whereas the West Jersey service approximates main-line rail- way conditions with long runs. March 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 533 Table V. — Car-Mile Costs Car-miles. Cost per Car-mile. West Jersey West Jersey & Long Island & Seashore Long Island Month. Seashore Railroad. Rail road. Railroad. Railroad. 1907 1908 1007 9 1 908 1907 1908 1907 1908 , Cts. Cts. Cts. Cts. Tan. . . 294,672 281,723 23S.828 201,128 27.50 29.29 28.16 26.97 Feb. .. 255.344 27L542 214,242 186,256 30.90 28.53 30.04 27.87 March. . 270.286 291,959 241,024 224,919 23.90 26.57 28.05 24-77 April . May . . 244,431 331.224 281 ,509 271,224 24.30 21.34 24.05 23-94 267,317 323,584 347.2M 382,195 478,793 21.50 ig-97 21.39 20.90 June . 292. 767 344,523 349,133 22.50 18.92 22.32 18.00 July .. 435. 860 451.149 392,514 628,511 632,388 15.30 16.17 15-73 13-53 Aug. . 478,04 1 485.565 400,880 14.90 13.71 15-59 13.26 Sept. . 4H,359 369,204 299,798 509.213 15.85 17-17 19.87 14-79 Oct. . . 317.141 3 12,833 306,138 441,638 23-50 19-55 22.37 17.21 Nov. . 292.349 282,322 245.748 345,640 21.40 20.42 25-93 22.29 Dec. . . . 295,097 292,397 212,144 360,325 22.60 22.68 27.48 22.45 Total ..3,854,664 4,044,025 3,526,227 4,662,230 21.30 20.46 22.45 17.80 Cost per 1000 ton-miles $4,406 $4,307 $5.94 $4.86 "Table VI gives a list of the principal defects reported, and is of interest in showing which portions of train equipment re- quire the largest amount of attention. The item for blown fuses appears excesiively large, but it should be remembered that the purpose of these fuses is to guard against excessive current in the various critical portions of the equipment, and the fuses are purposely adjusted so as to be blown under ex- ceptionally severe conditions ; they are easily and quickly re- placed by the train crews and cause little delay to service. The excessive number of fuses blown on the Long Island Railroad in 1908 was partly due to the use of stock fuses which were found somewhat too small for the increased requirements due to heavy loads and increased severity of service in that year. The considerable number of flash-overs of motors on the Long Island Railroad was also largely due to very severe local serv- ice. Breakage of contact shoes is almost entirely due to striking material left by trackmen in the path of the shoes, but occasionally shoes are broken in striking the approach blocks where the third-rail is interrupted at street crossings. It will be noted that there were a large number of defective trolley poles reported on the West Jersey & Seashore Railroad ; this is due to the use of wheel trolleys and the ordinary type of cross-span overhead trolley wire ; it illustrates, that while this type of construction was installed in the best manner, it is not suitable in practical service with trains of three or more cars operating at fairly high speed. Table VI. -Defects of Tratn Equipment 1907 S-H 2 2-2 1908 Flash-overs 23 Main fuses blown 50 Shoe fuses blown 11 69 Trolley fuses blown None. Bus fuses blown 158 Controller fuses blown None. Heater and pump fuses blown 379 Total fuses blown 2023 Hot motor axle bearings 6 Hot journal bearings 6 Grounded armatures 9 Short circuited armatures... 1 Grounded fields 1 Commutators 5 Contact shoes replaced 500 Pump motor armatures m Control 86 Brake equipment 15 Short circuits (miscl.) 5 Trolley poles Not used. None. 844 358 5i 138 359 1955 8 44 6 In above. None. 925 1 180 40 tJ-S« In O 42 60 4812 None. 182 None. 590 6028 25 34 27 9 16 672 15 139 26 981 Not used. 1934 711 169 118 383 3504 2 28 6 In above. 1 None. 564 99 15 469 "Table VII classifies the principal detentions of all kinds due to electric equipment and gives the total train-minutes of de- lay due to same. It also gives the totals reduced to figures of 'car-miles per detention' and 'car-miles per minute of deten- tion.' In compiling this table detentions due to collisions and derailments have been omitted, as having no direct bearing upon the behavior of electric equipment. GENERAL REMARKS UPON TABLES "The two roads have been in operation for a sufficiently long time to rather definitely establish the behavior of all appa- ratus in practical service ; there is no indication that in subse- quent years of operation there will develop cause for extraordi- nary maintenance in 'any particular items due to the accumu- lative effect of service. It should be noted, however, that no account is taken of possible advances in the electric art, which might make the equipment obsolete ; in other words, no 'de- preciation' account has been kept. In a rapidly advancing art replacements on account of 'change of type' are quite possible contingencies, but much difference of opinion exists upon this whole subject in America and its pros and cons cannot be en- tered into in this general report. "Of the total cost per car-mile one-third is due to cost of supplying power to the car, including maintenance of all parts of the electric system on the car, and of this figure about one- half is the cost of the power alone. In both roads, the load conditions at the power houses are not favorable, nor is the quantity of power turned out as large as it is expected to be in the near future, so th#t the item for cost of power at the car Table VII. — Delays Due to Electric Equipment 1907 1908 Long Island West Jersey & Long Island West Tersev & R. R. Seashore R. R. R. R. Seashore R. R. - OJ cS '3 ^ '5 3 ■as 6 d u c Hi No. u c H5 No. H§ Motors 197 21 404 35 270 20 134 Control equipment . 21 286 l8o 2,209 72 644 99 509 8 84 40 247 38 428 14 54 Miscellaneous me- chanical equip't . . 7 74 80 1.073 57 964 45 427 Miscellaneous elec- trical equipment . . 58 1 ,006 316 1,564 44 781 •83 693 Failures of power due to third rail . . 17 218 8 103- 36 792 3 47 Failures of power due to trolley. . . . 86 1,122 223 3,498 Failures of power due to s.-s. and Trans 5 25 13 80 31 190 36 1 284 Track troubles .... 7 263 7 I46 1 15 18 Snow and ice on 8 161 72 1,751 ' 16 244 9 69 Shoe fuses blown.. 107 1,881" Unclassified and un- 15 179 120 844 53 552 27 108 Total. . . 159 ■ 2.493 943 9,543 490 6,761 ,661 5,841 Car-miles (passen ger and baggage) 3 526,227 3,85S,58o 4,662,230 4,044,025 Car-miles per deten- tion 22,177 4,088 9,5»4 6,n8 Car-miles per min- ute of detention . . 1,414 404 689 692 should come down considerably as the magnitude of the opera- tion increases. Other items also in the total cost per car-mile, namely, general expenses of various kinds and wages of motor- men and train crews, are largely affected by density of traffic and have a downward tendency. "The list of detentions looks quite formidable, but when an- alyzed the general result is found to be good. Motors, as be- fore stated, have been brought to a high state of perfection and detentions caused by their failure on the road are rare and largely due to overloading. The temptation in electric service is constantly to overload, either quickening the schedule, in- creasing the number of stops or adding trailer cars; this is due to the fact that the apparent limit of capacity of railway motors is their ability to make schedule and it is often not re- membered by the railway superintendent that this is far be- yond the heating capacity of the motors. "Where all cars in a train are motor-cars, overloading can- not be as readily accomplished as where trailers are hauled, especially if the motors have been designed to take care of a continuous-running condition with the minimum number of stops, as is generally the case. The multiple-unit control system is a very complicated as- semblage of delicate apparatus, but works surprisingly well and when properly maintained, it will be noted, gives very little trouble. "Table VI is confined to the statement of delays and troubles on the train equipment, but in Table VII the troubles due to the other parts of the electric installation, namely, the third-rail, transmission lines, substations and power house, are included, and it is interesting to note the unavoidable delay caused by these features of an electric installation. 534 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. COST COMPARED WITH STEAM "Considering the figures for the year 1908, it is seen that the Long Island road operated its electric mileage at a cost of 17.80 cents per car-mile; the steam-train mileage cost 27.95 cents, a difference in favor of electric traction of 10.15 cents per car- mile. On the West Jersey & Seashore Railroad the electric mileage cost 20.46 cents per car-mile as against 22.30 cents for the steam mileage, or a saving for the electric service of 1.94 cents per car-mile. "The relative unfavorable showing on the West Jersey for electric saving is in part accounted for by the difference in character of the service on the two roads, as before explained, and by the fact that on the Long Island road the average length of train in steam service was about the same as in the electric and the stops frequent; it was, therefore, costly service. On the West Jersey the average cars per steam train was twice that of the electric and much of the service was long-distance express with few stops and of an exceptionally economical character. . OPERATING COSTS OF A. C.-D. C. VS. A. C. "A comparison of this kind must at present writing be based on estimates and opinion, as no operating figures for the a.c. systems are obtainable. It is the opinion of the writer that the maintenance costs of the single-phase system, as at present de- veloped, will be somewhat higher than for the a.c.-d.c, but not by an important amount ; eventually the maintenance costs should be about the same for either system. The total operating cost figure, however, will probably be in favor of the single-phase system, because of the higher average efficiency of this system and the lower operating cost of substations. The importance of the savings possible for the single-phase will depend upon the character and extent of the traction scheme, becoming greater as the length of line increases and the density of traf- fic decreases. It is impossible, however, to generalize safely and each case should be considered upon its own merits. "An estimate may be given for the particular case referred to under the 'first cost' heading, in which it wa3 figured that about 13 per cent less energy at the power house would be re- quired for the single-phase than for the a.c.-d.c. system. This together with the saving in substation operation, would show an operating saving of about 1 cent per car-mile, or, say, be- tween 4 per cent and 5 per cent, of the total operating cost." MEETING OF RAILWAY SIGNAL ASSOCIATION The March meeting of the Railway Signal Association was held on March 14 at the Congress Hotel, Chicago. Vice- President C. E. Denney, of the Lake Shore & Michigan South- ern Railway, presided. Among the subjects considered were the reports of standing committees on signal practice, details of signal masts and ladders, three-arm signals, mechanical in- terlocking, power interlocking, lightning protection, primary cells and the portable storage battery in automatic block signal service. The latter subject was presented in a paper by H. M. Beck, of the Electric Storage Battery Company. A paper on "The General Control and Transmission of A.C. Railway Sig- nals" was presented by Frank R. Rhea and E. E. Kimball, both of the General Electric Company. In the discussion of lightning arresters a paper on "Lightning Protection," by Otto Holstein, chief train dispatcher of the Central Railroad of Peru, was read. The author described a novel type of arrester which had given satisfactory service under very trying conditions. The principal parts of the ar- rester were made of cast iron and it was of what is known as the two-line type. The author's description follows : "The ground plate measures 7% in. x 65/16 in. and stands on four legs cast with the plate. The whole upper surface of this plate is furrowed and sharply ridged. The line plates are likewise furrowed. The arrester, when assembled, has these sharp ridges at right angles, making every point of inter- section ( of which there are thousands) a spark-gap with an air space of but 1/32 in. to break down, which imposes but a negligible resistance to a static discharge of any intensity. "The line plates and ground plate are separated by hard rub- ber or ebonite washers 1/32 in. thick. The plates to which the line is connected can be lifted from the ground plate for in- spection or for cleaning without interfering with the working of the wires. "The only fault that can be found with these arresters is that they are rather heavy, the weight of the two-line type be- ing about 15 lb. The records of this road show excellent performance for this type. There are records of some violent storms where office and ground leads have been fused by static electricity, but no instruments have been lost. "The original manner of connecting the arresters was to connect them in series with the line and instruments and, inasmuch as they appear to have done their work so con- nected, it might seem best to let well enough alone, but I have put choke coils in series with the line plates of the arresters and the instruments with a view of still further re- tarding the passage of the high-frequency discharge, causing the charge to bank up and break down the resistance of the arrester sooner than it would otherwise, thereby offering greater protection to the instruments. Good ground leads have also been sought and both binding posts of the ground plate have been connected with separate grounds. A flat copper rib- bon being used for the ground conductor, this form of conduc- tor appears to embody qualities not possessed by round con- ductors." MEETING OF THE CENTRAL ELECTRIC ACCOUNTING CONFERENCE , The twelfth meeting of the Central Electric Accounting Con- ference was held at the Hotel Anthony, Ft. Wayne, Ind., on March 12 : A paper on the subject, "The Auditor's Relation to the Op- erating Executive," was read by A. J. Lamb, chief clerk, To- ledo Railways & Light Company. An abstract of this paper was published in last week's issue. A discussion in regard to methods of passenger fare collec- tion followed. W. B. Wright, auditor of the Indianapolis & Cincinnati Traction Company, and E. L. Kasemier, auditor of the Ohio Electric Railway, explained in detail the methods used by their companies, and submitted forms for inspection. Before discussion of the question of affiliation with the Cen- tral Electric Railway Association, the president, W. H. Forse, Jr., announced that the conference would go into executive session, in order that there might be a free and full expres- sion of opinion on this subject. The next meeting of the conference will be held at Toledo, Ohio, on June 25. It is probable that the meetings hereafter will consist of a morning and afternoon session, in order that more time may be given to the subjects under consideration. The Public Service Commission, Second District, New York, report of passenger train delays for January, 1910, shows that during that month 59,583 trains were run in the State of New York. Of these, notwithstanding the severe weather conditions, 73 per cent were on time. The average delay of each late train was 39.9 minutes; average delay for each train run was 10.8 minutes. The principal causes of delay were waiting for trains on other divisions, 39.6 per cent; waiting for train connections with other railroads, 14.2 per cent; train work at stations, 9.6 per cent; storms, 6.1 per cent; engine failures, 5.5 per cent; and wrecks. 3.1 per cent. The Anglo-Argentina Tramway Company, of Buenos Ayres, Argentine, has 1200 motor cars and 600 trailers in service and will soon receive in addition 125 motor cars and 80 trailers. During the first 10 months of 1909 the company's cars carried 231,000,000 passengers as compared with 208.000,000 passengers during the corresponding period of 1908. March 26, 1910.I ELECTRIC RAILWAY JOURNAL. 535 AIR BRAKE INSTRUCTION IN BROOKLYN As previously announced in these columns the Brooklyn Rapid Transit System recently adopted the Westinghouse AML and ATL graduated release, quick-recharge brake for all passenger elevated and service cars. As a part of its program to educate the motormen in the most efficient handling of this im- proved equipment, the company has remodeled its instruction car as described in the Electric Railway Journal of Feb. 5, 1910, and has prepared an air-brake catechism especially suited for Brooklyn train-operating conditions. For a fitting prelimi- nary, arrangements were also made to have Walter V. Turner, mechanical engineer of the Westinghouse Traction Brake Com- pany, deliver to the elevated motormen a simple lecture on the principles and constructional features of different types of air- brakes. Mr. Turner delivered his lecture twice on Tuesday. March 8, at 11 a. m. and 9 p. m., so that all the men would have an opportunity to be present. The lecture was given in the auditorium of the employees' club building at East New York. The lecturer was introduced by W. G. Gove, superintendent of equipment, Brooklyn Rapid Transit System. Mr. Gove said that the principal reason which had governed the company in adoping the new brake was the necessity for obtaining one which would give maximum braking power at any and all times, irrespective of the frequency of application, together with ex- treme flexibility, thereby insuring the maintenance of schedules, with the constantly decreasing headway necessary in the Brook- lyn elevated service. The change first was contemplated about two years ago; many careful tests were made in December. 1908, and the contract was awarded shortly thereafter. In- stallation of the new equipments could not begin until the autumn of 1909, but now some 600 passenger cars are equipped and the balance will be ready on Decoration Day. A week after this the work on the service cars will be started for completion by June 10. Mr. Gove in referring to the brake itself added that it covered a design which, with a single application and grad- uated release, will give the quickest and smoothest stop possible, and because of having a low air pressure in the brake cylinders when the train comes to a stop, permits of a rapid acceleration of the train without the brake-dragging characteristic of the older designs. In conclusion he said that one great advantage of the new brake was the ability to obtain in an emergency application within but 3 lb. of the train line pressure; another advantage was the ability to obtain efficient braking power at all times, within limits set only by the ultimate capacity of the pump. MR. TURNER'S REMARKS ON AIR BRAKES Mr. Turner prefaced his explanation of the lantern slides by an apology for the brief time he would necessarily have to allot in discussing each detail of a modern braking system. He said that the improvement of the air brake was largely due to the designer's contact with the men who operated it. Of brakes it could always be said that the best is not good enough. When a motorman looks under a car he sees that the space occupied by the braking apparatus is insignificant in comparison with the electrical equipment. Nevertheless, not only must the brake do in seconds what the motors do in minutes, but it must also be operative every time or something is going to happen. If you cannot start, it is merely an incon- venience; if you cannot stop, it is a tragedy. In short, the brake system must be operative under all conditions as long as there is air in the reservoirs. This want is met only by the quick-action brake. Mr. Turner pointed out that the brake formerly was con- sidered as a safety device for emergencies. A great deal of money was spent for accelerating machinery but it took a long while to realize that a minute saved in braking is the same kind of a minute that is saved in accelerating. When emergency stops only are considered the shortest kind of a stop is desirable even if the passengers are thrown from their seats; but when one must make the f;ir more numerous serv- ice stops without sliding the wheels and without subjecting cars and passengers to shock, it is necessary to have a brake which has a wide division between the emergency and service applications. , There are other points involved in making a stop. Every motorman knows that when he is crowded for time he can save it by keeping the power on to the last instant to attain the maximum inter-station speed and then by putting the brakes on full. There are three considerations involved in making a stop : the first is the time element, which is the most profitable to the railway; the second is the accuracy of the stop; the third is the smoothness of the stop, the considera- tion which is the most important to the public. Of course, the best way to make a smooth stop is to shut off the power and drift to a standstill, but this method would not save running time or insure accuracy. There must be some means for controlling the train to accomplish a smooth, ac- curate stop within a given distance for known conditions of speed, track and grades. The power applied in braking should be in proportion to the power used in running. In general, to secure a proper stop, the brakes should be applied so the train would stop a car length short of the spot desired, then by gradually reducing the air pressure in the brake cylinder as the speed decreases, the train will smoothly come to rest, in the shortest practicable time and at the place required. Mr. Turner wished to impress his hearers with these points as strongly as possible. It was useless for a railway company to go to the expense of purchasing the best apparatus if the motormen did not get the improved results possible from the new design. The motormen should understand that they were paid for using their brains and individuality to save money and not simply for moving cars back and forth. If the other fel- low did not take this view of his duties so much the better for the man who did. He hoped that what he could tell the hearers would only whet their minds for a keener study of the subject of air brakes. Taking up the descriptions of the numerous lantern slides. Mr. Turner began with sections of the straight air brake. The latter he defined as the acme of simplicity but also of danger. It was all right from the standpoints of flexibility and power but if the hose bursts there would be 110 braking power, nor was it possible for an application to be made any- where else than at the motorman's valve. Hence, arose the necessity for an automatic brake including the triple valve. The auxiliary reservoir and the triple valve represented the only important items added to the straight air brake to enable each car to carry its own brake pressure. The original auto- matic brake, however, made it possible for the motorman to lose his air by too many applications back and forth. Mr. Turner gave particular attention to the equalizing piston. This device was necessary on long trains, due to the differences in the release of air throughout the train pipe, thereby causing surges. The equalizing piston gives the same reduction on one car as on 20 cars, but a greater length of time is required for the reduction of the brake pipe pressure. The quick recharge feature of the new air brake not only avoids any shortage of air supply but it also gives the flexibility of the straight air brake. Nevertheless, the degree of flexi- bility depends upon the motorman. The brake is not auto- matic in its manual operation nor can it be kept operative without maintenance. With the old brake, the motorman could make only one full service application and he was helpless if any emergency arose between that application and the stop. Now he can stop within a shorter distance than he calculated and brake again. Mr. Turner stated that the emergency application after full service was developed at the request of the Brooklyn Rapid Transit System. Lack of space forbids any reference to the details of the apparatus shown on Mr. Turner's slides. It may be stated, however, that the audience had no difficulty in following the course of the air in the various kinds of applications, because the air passages were shown projected on one plane instead of appearing in part on a large number of sections as is usually the case. 536 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. PRELIMINARY INSTRUCTION BOOK Pending the completion of an elaborate text book on the new brakes, including the use of colored charts, the company has prepared a preliminary catechism covering the most im- portant points in 98 questions and answers. There are chap- ters on the different types of air brakes, the main reservoir, the triple valve and train operation. It is mentioned in this book that no part of the air brake or electrical equipment is to be adjusted or tampered with by employees of the transportation department. HEARING ON ELEVATED SERVICE IN NEW YORK The hearing before William R. Willcox, chairman of the Public Service Commission of the First District of New York, and Commissioner John E. Eustis, regarding service on the elevated lines of the Interborough Rapid Transit Company was continued on March 17, 1910. Frank Hedley, vice-president and general manager of the company, said that since the hearing on March 11, 1910, he had inspected the charts prepared by D. L. Turner, chief of the bureau of transit inspection of the commission, and that they indicated that more cars were needed at certain times dur- ing the non-rush hours. Whereas 94 trains were operated past Thirty-fourth Street southbound over the Third Avenue line between 7 a. m. and 9 a. m., Mr. Hedley suggested that 104 trains be scheduled to cover this period and proposed a schedule of 115 trains northbound past Forty-second Street be- tween 4.30 p. m. and 7 p. m. as compared with 103 trains at present. Between 7 p. m. and 10 p. m. Mr. Hedley suggested that 74 trains be operated past Forty-second Street northbound, an increase over the present schedule of six or seven trains. On the Second Avenue line, between 7 a. m. and 9 a. m. Mr. Hedley proposed to run 59 trains south as against 24 at pres- ent, and between 4.30 p. m. and 10.30 p. m. he proposed to run 96 trains northbound or about 580 cars as compared with 526 cars at present. During the other hours of the day the in- vestigation showed that the service more than fulfilled the re- quirements. On the Sixth Avenue line between 7 a. m. and 9 a. m. south- bound at Fiftieth Street, Mr. Hedley proposed a schedule of 50 7-car trains, as compared with 44 trains at present. Be- tween 9 a. m. and 4.30 p. m. the schedule exceeded the de- mands. Between 4.30 p. m. and 7 p. m. northbound past Fif- tieth Street he proposed that 62 trains be run instead of 59 as at present. On the Ninth Avenue line passing Fiftieth Street southbound between 7 a. m. and 9.30 a. m. Mr. Hedley proposed to operate 37 local trains and the same number northbound between 4.30 p. m. and 7 p. m. and 40 express trains southbound, as com- pared with 37 at present between 7 a. m. and 9.30 p. m., and 34 express trains southbound between 4.30 p. m. and 7 p. m., as compared with 33 at present. As both the local and the ex- press trains of the Ninth Avenue line use the local tracks north of 116th Street, it was impossible to add any more trains than the number suggested by Mr. Hedley, as his proposal called for a headway of only 55 seconds. Mr. Hedley reiterated that he was decidedly opposed to the suggested plan of adding a car to each train, this car to over- hang the station platform. Mr. Eustis announced that the commission would draw an order in accordance with the suggestions made by Mr. Hedley, but Mr. Hedley said that he did not feel that the necessity ex- isted for a formal order. The hearing was then adjourned until March 28. The operation of trains in accordance with the schedule sug- gested by Mr. Hedley was begun on March 21, 1910. The electrification of the Vienna Metropolitan Railway, Vienna, Austria, is to be taken in hand by Messrs. Siemens- Schuckert, with the financial assistance of the Austrian Lander- bank. ANNUAL REPORT OF THE WISCONSIN RAILROAD COMMISSION The first section of the annual report of the Railroad Com- mission of Wisconsin for the year ended June 30, 1909, has been issued. During the year 67 formal and 496 informal com- plaints relative to public utilities have been filed, as against 83 formal and 246 informal complaints in the preceding year. The total number of utility cases in which the commisison was in- volved numbered 623. On June 30, 1909, the files of the commission showed 27 electric urban and interurban railways in the State. The report states that since the passage of the public utili- ties law a portion of the facilities of the statistical department has been devoted to obtaining data concerning conditions funda- mentally affecting rates and services in connection with those plants which have come before the commission. To the statis- tical department has been assigned the preparation of the uni- form classification of accounts for utilities as prov'ded for in the public utilities law. During the year this classification has been completed and ordered by the commission to take effect on July 1, 1909. Generally speaking, the larger utilities, with the exception of many municipally owned plants, have prepared excellent reports. Municipal plants, as a rule, have been ex- ceedingly delinquent in filing their statements and have shown an almost general lack of accounting system. Much the same conditions were found to exist in the smaller plants. The report discusses in' some detail the methods and prin- ciples followed in the preparation of the uniform classification of accounts and comments upon the results obtained as follows : "It is believed that this scheme is logical, correct in principle, comprehensive in its scope, sufficiently elastic to cover all conditions of size and methods of operation and that it is based upon pratical considerations. The experience of the utilities with this system during the period in which it has been followed has already proved the value of the requirements and demonstrated the technical correctness of the classifica- tions. Recognition of this fact is still further shown by the en- dorsement of the classifications at utility association conven- tions and by large number of instances where the principles and forms have since been adopted by utilities outside of Wis- consin." The statistical department has acted in an advisory capacity 111 all matters concerning, the proper keeping of the utility books and' accounts and it frequently has been found necessary for employees of the department to audit the books of the utilities and to secure various financial and statistical data from the original books of entry. In commenting on the "indeterminate permit," the commis- sion says : "Much to the surprise of those who conceived the plan, less than 10 per cent of the pubk'c service corporations availed themselves of the privilege." The distinctive feature of the development of the work of the engineering department is found in the increased emphasis given to investigations relating to the quality of service ren- dered to the public. The commission feels that the public has more to gain in the way of improved service than through reduction in rates. Com- plaints of service are discussed in the report. The report contains d:gests of three special reports prepared by the engineering staff in relation to investigations, viz: (1) upon the service rendered by the Milwaukee street railway sys- tem ; (2) upon the damage caused to telephone service by the sleet storm of Jan. 27-29, 1909; (3) on the inspection of the Wells Street viaduct, Milwaukee. The result of the investigation of storm loss showed that the total reported damage caused by this storm would range ap- proximately from $60,000 to $75,000, and that, furthermore, the damage was confined to a limited area in the southern part of the State. During the year 38 public utility properties were valued upon order of the commission. The total amount of property valued, including railroads, was $310,440,868. March 26, 1910.] ELECTRIC RAILWAY JOURNAL. 537 PERMANENT CITY TRACK CONSTRUCTION FOR INTERURBANS* BY H. L. WEBER, CHIEF ENGINEER, COLUMBUS, MARION & BUCYRUS RAILROAD Interurban cars generally enter cities over the tracks of the local traction companies, but if they are to enter over their own tracks and the streets are paved, it is well to construct the permanent way before commencing operations. It is always better to build the track when the street is being paved. In Northern latitudes, where the ground freezes more than 6 in. in depth, the track is apt to lose its alignment and grade if the whole street is not improved at the same time. There are two plans that have proved very satisfactory for permanent way construction in city streets, namely: a sheet concrete foundation for both track and street pavement, and, second, a crushed-stone foundation, grouted, for the track foun- dation and a concrete foundation for the street pavement. With the former, traffic has to be suspended for one week at least on all new work to allow the cement to set or else the cars must run over a temporary track. The latter plan cannot always be followed without a great deal of expense to the railway com- pany and inconvenience to' the public. If there is a double track the service can be handled on one track while the other is being reconstructed. With a sufficiently large number of cross-overs, still a third plan is to shunt the traffic around the new work. If new track has to be built in a city street before the service is installed, I would recommend a sheet concrete foundation for the track and roadway foundations, built at one operation. The track should first be laid, blocked up to grade and lined. The concrete, made very soft, can be then well puddled under 'the rails and under and around the ties with tamping bars. This part of the work must be done very faithfully by com- petent men who fully understand the object sought, for upon their proper manipulation of the concrete at this stage depends the success of the work, whether steel or wood ties or anchors are used. The purpose, of course, is to have the concrete one homogeneous mass when finished, and this end can be accom- plished only by having the concrete of such consistency that every particle of sand shall be coated with cement and every particle of the aggregate with mortar, all so mixed that the mixture will readily flow with slight agitation with the tamping bars in the desired direction to find the voids. When the con- crete has set there, it should be close up to the base of the rails, under and around the ties, forming a bearing for both. In all concrete work, the art of proper mixing and depositing comprises the secret of good work. These two things must be done correctly and at the proper time to make the work a suc- cess. This is especially the case with street construction, for no class of work receives greater shocks and is more liable to failure from fatigue. The subbase can be reinforced when necessary by using a rail section No. 90 S. Carnegie Steel Company. This has a ball 2% in. wide, a base of S3A m- wide and height of S3A m-> nil very desirable dimensions, the ball especially. This rail costs no more per yard than the 6-in., 73- lb. rail, although it weighs 20 per cent more, and with the extra steel which it possesses no rail brace is necessary. If paving bricks, wooden block or asphalt are to be used for paving it will not be necessary to have a greater depth of rail than 5)4 in- or 6 in. If the steam railroads find such a rail of sufficient strength, why should street railways use a deeper rail, unless the street paving requires it? I believe much money has been unnecessarily spent in providing too deep a rail and foundation, and in too deep a rail with too shallow a founda- tion, and that too little attention has been given to the proper draining of the subgrade foundation. It is far better to have a fairly heavy rail with a good foundation under the ties, than a rail of greater weight on a poor foundation. All agree that in ballasted track the rail first receives the shock, transmits it to the tics, and the tie to the foundation, but " Abstract of paper presented at meeting of Central Electric Railway Association, South Bend, Ind., March 24. is this true with concrete foundation, where the rails rest di- rectly upon the concrete as well as on the tie? If the work of concreting has been properly done, the rails will have a bearing throughout their length, therefore a lighter rail could be used successfully than on ballasted track. On the other hand, if a rail should be adopted that will sustain the load without de- flection, when supported in ties, say, 4-ft. centers, it will be strong enough, with a concrete foundation, for a great increase in the traffic loading. With a base 7 ft. to 8 ft. wide and sheet concrete 11 in. to 12 in. thick below the base of the rail and 6 in. under the tie, there are few subgrades, when properly pre- pared, which will not sustain any load which either a steam or electric road has. If greater strength is necessary the concrete can be reinforced. A machine mixture of concrete 1 in 10 is preferable to a hand mixture of 1 in 8. All wet subgrades should be subdrained and all trenches thoroughly rolled or tamped before the track is laid so that the concrete laid may meet the maximum resist- ance. Sheet concrete when placed and made in the way speci- fied, except that the mixture should be richer, can carry from 25 per cent to 35 per cent of rubble, boulders or old brick bats. In most localities in Ohio and Indiana concrete costs about $5 per cubic yard, so if from 25 per cent to 35 per cent of this rubble, boulders or brick bats are added the cost of the concrete is reduced to that extent. Concrete of this kind was used in Fort Wayne, Ind., on East Washington Street and cost only $3.07 per cubic yard in place. A track constructed as shown in Fig. 1 with 90-lb. rails 6-in. x 8-in. x 7 ft. white oak ties, 35 in. centers, with suspended joints 21 in. centers, sheet concrete 7^ ft. wide and 6 in. deep under the tie, standard angle splice bars, brazed rail bonds on the ball of rails, brick paving and 1^4-in. sand cushions, will cost complete per linear foot of track about as follows : Track work material $1.41 Track foundation and one-half excavation.. 57 Pavement foundation and one-half excavation 53 Rrick paving complete 79 Total cost per foot of track $3-3° Fig. 2 shows a section of reconstructed track with a grouted, crushed-stone foundation. It illustrates work actually per- formed on Taylor Street, Fort Wayne, Ind., in 1908, and I am informed by Frank M. Randall, city civil engineer, that the work is holding up well. The track was a single line, laid with 73-lb., 6-in. rail. During reconstruction it was necessary to excavate the. street from 1 ft. to 3 ft., remove the old ties and rails and install the new material. During this work 50-ton interurban cars used the track under a i^-hour schedule. There were also extra limited and express cars and a small city car service under a 15-minute headway. The city car service was at times delayed a few minutes, but the interurban cars had simply to operate under a slow order. A sufficient number of the old ties were removed so the excavation could be ex- peditiously done, and enough new ties were added to hold the rails to gage and make it safe under slow running. The tracks were then let down to the subgrade. A trunk sewer had previously been constructed through a portion of the street. This portion was subdrained with a 3-in. drain tile as the section shows. All trenches were examined and if soft places were found or de- veloped after a rain, they were filled with suitable material and rammed with the ordinary 45-Ib. paver's rammer, manipulated by two laborers. The outside of the rail from the web from the outside of the ball to the base of rail was filled in advance of the paving with a stiff concrete, made of sand and cement, in the proportions of one part cement and four of sand. This plan is much cheaper and more durable than to use wood. Eight inches of crushed stone were put under the track in two 4-in. lifK When the stone was in place all the old ties were removed and the new ones were put in position. New rails were then substituted for the old. The track was then thoroughly tamped to grade four times. The men commenced at one end and continued through the entire length of the line, and a close watch kept on all por- tions for apparently soft places. When the tamping was com- 538 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. pleted the crushed-stone foundation was thoroughly grouted tor a distance of 15 in. on each side of each rail, with a Port- land cement grout of one part cement and four parts good sharp sand. Over the sewer trench 6-in. x 8-in. x 8-ft. ties were used, for the rest of the track 6-in. x 8-in. x 7-ft. ties. At the Fig. 1 — Section of Track on Concrete Base suspended joints the ties were placed 20 in. centers. Thirty ties were used to each 60-ft. rail, making the spacing practically 24 in. It will be noticed that one-third more ties, but less con- crete, are required by this method of construction. The space between the ties, from the base of the rail to the bottom of the ties, was filled with a very soft concrete, consisting of one part Portland cement, 2^ parts sand, 2l/2 parts gravel, the gravel containing the sand and 5 parts crushed stone. The con- crete was thoroughly puddled so as to fill under the base of the Track work and materia! : 0.700 0.012 Per linear foot of track. Labor laying track and one-half excavation $0,413 Ties 0-274 6-in., 74-lb. steel rails Rail and cross bonds (compressed) §e!,t3 0.004 SP'k" 0.004 splice bars 0.055 Total cost of track work per linear foot $1,462 Track foundation, 8-i'h. crushed stone, grouted: Labor $0,129 Stone delivered 0.231 Draintile 0.011 Cement and sand for grouting 0.035 Total cost of foundation per linear foot 0.406 Paving : Concrete foundation .... Labor, including one-half of the excavation $0,336 Stone delivered 0.114 Cement o. 114 Sand For use of tools 0.028 0.013 0.180 0.028 0.021 0.005 Total cost of paving, linear foot 0.605 Brick pavement: Labor $0,114 Metropolitan paving block 0.505 Metropolitan special shops Cement Sand Track drains Mixing boxes, etc 0.004 Total cost per linear foot 0.857 Grand total cost per linear foot $3,328 Cost of concrete per cubic yard, $4.34. Cost per square yard of brick paving, including foundation complete, $1,946. Length of track constructed, 2332 lin. ft. Brick pavement, 1794 sq. yds. rails and around the ties, thus giving a bearing surface equal to twice that of the ties. The space between the rails and for HE /e'xi xJi oak tef SAND m TXTT 6-X8X7 ^ OAK TIC ' CONCRETE : CRUSHED STONE "Wjjfr CRUSHED STONE CROC/TEC ^3~DR/)/ff TILE Fig. 2 — Section of Track on Crushed Stone a distance of 1 ft. outside the rails was paved with Metropolitan paving brick, with a special shaped block on the inside of the rail, to form the flange way shown in Fig. 1. An itemized cost of the work follows : A comparison of the work done on Columbia Avenue with sheet concrete and no traffic while the track was being built with the work done on Taylor Street with crushed-stone grouted and traffic maintained, shows that the work on the latter street cost 6.4 per cent, or 21 cents, per linear foot more. The cases are very few where a temporary track could be built and main- tained for 21 cents per linear foot. ADDRESS OF PRESIDENT OF THE CENTRAL ELECTRIC RAILWAY ASSOCIATION * BY GEORGE WHYSALL, GENERAL MANAGER, COLUMBUS, MARION & BUCYRUS RAILWAY It is with some hesitation that I ask for your attention for a short time, because of an opinion formed some years ago that the president of an association similar to this should con- fine himself strictly during sessions to presiding over the delib- erations of its members. I cannot, however, permit the opportunity to pass of calling to your attention some matters which it is hoped will create discussion, leading to better service to our patrons, and con- sequently improved conditions from an operating viewpoint. Upon inquiry I find there is still a feeling on the part of some of the companies indicating a lack of confidence in each other. This prevents that co-operation which is so necessary in undertakings of this character. Let us continue our differ- ences of opinion, but in such a way as not to interfere with the duty we owe to the patrons of our various lines. Our Traffic Association has been the means, undoubtedly, of doing more to create new conditions for interline travel than has any other work of this association, and it now behooves the operating departments to make some radical changes, if we are to take advantage of the wonderful progress already made. For instance, there is much difficulty on practically all roads in securing necessary information covering the time of trains and connections at junction points, and some method should be introduced which will cultivate courtesy on the part of those having to deal directly with our patrons. Much legislation unfavorable to public utilities is due to the fact that many of our employees perform their duties grudg- ingly, and in many instances lead our patrons to believe that the accommodation is that of the patron rather than the company represented. Naturally, the management is censured and, possi- bly, such censure is just. Possibly a charitable view is that this situation is due to the rapid increase in the interurban business, and that when we have been operating as long as the steam roads, our employees also will become imbued with the idea that it is to their advantage, as well as that of their employers, to do all in their power in the way of making patronage of the roads a pleasure rather than a necessity. I do not wish to criticise unnecessarily, as the "beam is not gone from my own eye." There are some exceptions, even in the matter of dirty and poorly ventilated cars and waiting- rooms, but how often do we hear our particular patrons, espe- cially the ladies, complain of dirty car seats and filthy floors ; and why is it that when a car becomes dingy on the outside, the inside and the windows do not receive the same care and atten- tion given a car just out of the shops? Recently I made a trip over one of the large interurban roads in a car which from its appearance inside led me to believe it had been out of the shop 60 or 90 days, and to my surprise I learned later that this car had been out for 18 months and received no more care and attention than the other cars of its class on the same property. If this condition can be maintained on one property, it would appear that other properties can do likewise unless it is the general opinion that clean cars entail an unnecessary expense, and that we have as much business as we care to handle. It has been suggested that this association publish an official interurban map to show impartially all the companies members of this association in heavy red lines, and that non-member * Abstract of address read before the meeting at South Bend, Ind., oil March 24, 1910. March 26, 1910.] ELECTRIC RAILWAY JOURNAL. 539 companies have their lines shown in light red lines. These maps could be made with the space for the company name blank, if desirable, and purchasers might have any desired name inserted. This would not only enable the companies to purchase maps at a minimum price, but give outside interests an opportunity to purchase reliable maps for advertising purposes. Many of the maps now in the hands of the public are not only out of date, but inaccurate. I think that properly handled, the official map would be of great assistance to all interested in interurban railways, and at the same time prove a source of revenue to the association. Your attention is also directed to the large amount of pro- miscuous advertising matter scattered broadcast containing time cards long since annulled. Much annoyance to the public is thereby caused, due no doubt to lack of attention on the part of advertising solicitors who frequently secure a time card as a basis for an advertising scheme, and then spend three or four months securing advertising matter, by which time the card originally secured is out of date. The result is that the innocent and unsophisticated patron places the responsibility upon the interurban road, condemns the service, and not content at that, goes out of his way to tell his friends and neighbors his troubles. While it is no doubt true that anyone can publish a time card gratuitously, there should be some method devised to prevent this imposition on the unsuspecting public. The claim index bureau started 18 months ago is receiving reports with a degree of regularity from some of the roads, while other roads have not a single report to their credit. It is to be hoped in the case of the latter roads that nothing worth reporting has occurred, but we should all bear in mind that every report filed adds to the value of the index and that if but one fakir is located in five years, the labor of running the bureau will have yielded a profit. In a communication received recently from the secretary he states that "many matters referred to committees are allowed to die even when they are of real importance." This appears to be due largely to the failure of our members to furnish infor- mation when requested to do so, and I therefore ask in the name of each committee of the association that you give them every assistance in your power in the way of data and informa- tion. My attention has been called recently to the fact that 65 per cent of the companies members of this association are also members of the American Street & Interurban Railway Asso- ciation, thereby indicating that the interest in association work is more than local, and that a large number of our companies feel the need of information obtainable only through the Ameri- can Association because it covers the entire country. I there- fore recommend some action, through a committee or other- wise, which will bring the members of this association in closer touch with the national organization. Few of us are in a position to realize the vast amount of work involved in securing and compiling the data sent out by the secretaries of the various associations, to say nothing of the difficulties encountered due to lack of attention or interest on the part of those from whom information is asked. Our secretary is always on duty and prompt in sending out informa- tion. Our part, therefore, is to assist him to the utmost, and do away, if possible, with the use of the rubber stamps, second and third requests. I recently asked a gentleman well versed in electric railway matters, but not an operating official, for his views on some of the problems confronting the interurban industry, and from his reply 1 quote in part the following: "To intelligently decide the expenditures which are justified in order to develop any particular branch of the service, it is necessary to know accurately what each branch of the service costs, and what it produces in revenue. The handling of United States mail is the case in point. How many managers are prepared to say exactly what it costs them to handle mail, and what would they consider a fair and reasonable remunera- tion for the service given?" The proposition advanced is doubly interesting in view of our standing committee appointed to co-operate with a similar committee of the American Association for the purpose of se- curing a more equitable rate for this class of service. The above criticism applies with equal force to freight, express and package business. As the work of this association is largely educational, I sug- gest that all papers and subjects presented be thoroughly dis- cussed, if not referred to committees for investigation. How- ever, in order to get the full benefit it is necessary to use all the time at our command, and even then, doubtless, many important points will have to be passed by unless some steps are taken in the way of two-day sessions, and many of the supply men feel that they are at a disadvantage in having to talk business dur- ing the meeting, instead of being able to hear the papers and their discussion. It might be well, therefore, to consider the advisability of having two-day sessions once or twice each year. SUBJECTS FOR DISCUSSION Those having had to do with association work are well aware of the difficulties encountered in secui ng papers for our meetings, and as their preparation requires much time, I be- lieve it is not an infringement on the subject committee's rights to suggest a few subjects, to the end that some of the members may volunteer the preparation of papers for some future meet- ing. For instance : "The Reduction of Unnecessary Accommodation or Contract Stops." "The Advantages of Interurban Belt Lines Connecting In- dustrial Plants." "The Future Effects on High-Speed Service of Private Rights-of-Way Adjoining Highways Near Large Cities." "Possibility of a Standard Practice for the Collection of Tickets and Fares on Interurban Cars." "The Necessity for a Reserve Depreciation Fund." "Methods of Handling Passenger Traffic During Rush Hours; Additional Trains or Trailers." "Unaccounted-for Current; How to Determine It and What Is Reasonable." "The Advantages of Large Motor Wheeli with Low Gear Ratio Over Small Wheels with High Gear Ratio." "Automatic Versus Straight Air Brake Equipment for Single Car Operation." "Methods of Preventing the Use of Interurban Cars by Local Passengers in Municipalities." The above subjects would, I think, form live topics for dis- cussion. In conclusion, I would call your attention to the unusual activity during the past winter of the many legislative bodies pertaining to transportation companies, and urge you strongly to keep in close touch, in season as well as out of season, with all who may have to do in any way with proposed legisla- tion. The necessity of such action on our part was recently brought to my attention at a hearing before a legislative committee when a bill of vital interest to all utilities in the State of Ohio was under consideration. At that time it developed that the author of the bill was unfamiliar with all of its provisions, and upon the proof being submitted he became much provoked and more antagonistic than ever to the people who were there to speak against the unjust measures contained in the bill. I believe it is due our patrons, as well as our stockholders, to keep thor- oughly advised and fight every measure which tends to increase the burden, which is already greater than it should be. A municipality in Latin America, according to the report of an American consular officer, is considering the electrification of its three tramway lines. The city has an electric light plant already. Communications, in Spanish, should be addressed to an official whose name is given in the report. The address of this official can be obtained upon application to the Bureau of Manufactures, Washington, D. C, No. 4544. 540 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. SOLICITING BUSINESS* BY C. 0. WARFEL, GENERAL AGENT TRAFFIC DEPARTMENT, INDIANAP- OLIS & CINCINNATI TRACTION COMPANY. Methods of soliciting business for an interurban railway vary in different localities. Methods that are the most success- ful in one section of the country are utterly useless in another. Their success or failure depends upon the ability of the road to meet requirements, the class of people to be dealt with and the kinds of business to be solicited. Soliciting business for an interurban road was unknown until a few years ago. The interurban roads then existing were kept too busy extending their lines and caring for what local business naturally came to them to give much attention to more. But with the completion of the roads and the decrease in the rush of enthusiastic patronage, came the necessity for seeking more business. The interurban companies began to realize that before they could expect success they must inform the public of the service they could offer. In competition with long established steam roads with ex- perienced solicitors, it is necessary that the interurban lines make the public fully acquainted with any advantage they can offer. Although there are three classes of traffic — passenger, non-delivery express and freight — all desired and solicited by an electric railway, the freight and express business is increas- ing most rapidly and making the interurban more the competitor of the steam road. The passenger business presents less oppor- tunity for work because the solicitor is limited almost entirely to chartered cars, theatrical troupes (not always desirable on acount of excessive baggage and scenery), excursions and oc- casional long-haul parties. Freight rates as a rule are the same on both steam and elec- tric roads, therefore the solicitor for the latter must rely upon his own personality and tactfulness and the advantages offered by his road, such as frequency of service, quick time, difference in drayage, changes at various junctions, and like points. These are the arguments upon which he must secure business. A capable solicitor is always wide-awake to the best interests of his road. He watches the newspapers for any items which might place him in touch with a shipper. He visits manufac- turing establishments of all kinds, wholesale houses, retail merchants, and in fact anyone who might become a shipper. For every shipment there are two persons to be influenced. Remember that it is not always the man who pays the freight that controls the routing. First, there is the consignor to be canvassed. If he cannot be influenced or persuaded the solici- tor is not discouraged, but goes to the consignee. Perhaps, through some means of argument, he may be persuaded to order his goods shipped via the line represented. The solicitor ex- erts a very good influence for his road by keeping in close touch with shippers and consignees, finding out what they need in the way of service and getting it for them. He is often able to go to shippers and point out markets, or to give them infor- mation of sources of supply. But the best argument in the hands of the traffic man is the frequency of service and short time which he can offer. To the shipper whose goods have been delayed for a considerable time by the freight congestion on some steam line, this is an important asset. The solicitor should be thoroughly familiar with the facili- ties, time tables, rates, etc., not only of his own line, but with those of connecting lines, but should not give any information unless he is quite sure it is correct. He should have a general knowledge of prices and costs of different commodities, so as to be able to talk intelligently with shippers. The method of approaching a business man largely deter- mines your success with him. Remember your previous con- versations with him, if any, and if they have not produced results approach him in a different manner. Go straight to the point and state your business in as few words as possible; such methods appeal to the business man; *Abstract of paper read before the Central Electric Railway Association, South Bend. Ind., March 24, 1910. One of the most difficult things in the work of the solicitor is a diplomatic refusal to requests for concessions that cannot be granted. The reply must be firm and leave no doubt as to the impossibility of granting the request, yet it must be couched in such words as to arouse no ill feeling. If there is some pos- sibility of granting the request, the solicitor must not arouse false hopes, but rather leave the impression that it cannot be granted. Then if it is granted, it is appreciated more fully, and if it is not granted, he has broken no promises. He should keep in close touch with the head of his department and of the transportation department, know just what his authority is, and how much he can offer in the way of special rates, cars, etc. The solicitor may become discouraged if he cannot at once see the result of his work, but he must consider the fact that many results of his work will show themselves in the future and that much of his time is taken up calling on men who are too busy to see him. It takes many visits and much argument to convince a man that your road is the one he should patronize. Perseverance, tactfulness, good general knowledge of the work and all around good fellowship, are characteristics of a successful solicitor. The fact that great difficulties still confront the interurban lines and that their deficiencies are realized by the public, makes the solicitor work all the harder. The average electric railway is still unable to compete with the steam roads on car-load business. The reason for this is obvious. Furthermore, there is need for better facilities for handling bulky and heavy arti- cles, such as vehicles, vehicle bodies, showcases, agricultural implements, machinery, lumber, general building material, etc. This class of business is at present considered undesirable, be- cause there are not sufficient facilities to handle it. . Another of the difficulties with which the solicitor contends is the need of a more uniform exception sheet. Such articles as inflammable oils, pipe over a certain length, fertilizers, etc., are accepted by some lines and refused by others. When a shipper once learns that his product is refused by one company he naturally infers that all others will do likewise and the steam road profits by his mistake. The adoption of a uniform excep- tion sheet would further the interests of all the roads, for there is a tendency on the part of the public to consider two or more electric railways, not as separate and individual companies, but merely as "the interurban." In large cities entered by more than one interurban line, a joint shippers' guide issued by all the lines concerned, giving rates, schedules and exceptions, stated in a clear and concise form, would be of benefit to the shipper and consequently bring more business to the interurban roads. Claims for goods lost or damaged in transit are the night- mare of the traffic solicitor. The interurban company* is justi- fied in protecting itself against illegitimate claims, but most claimants become impatient when payment is deferred unneces- sarily and withhold their traffic from the company at fault, hoping thus to force a settlement; and the company often loses more in traffic than the amount of the claim. The effect of this non-payment of claims is shown not only in the direct loss of traffic, but in the attitude of the shippers toward the com- pany. To illustrate : Some time ago we received a claim from a shipper which was considered excessive. When we called upon him, acknowledging our responsibility in the matter and agreeing' to pay the claim at once, he reduced it to less than half the original amount, stating in explanation that his ex- perience with interurban roads had taught him not to expect payment within four or five months and so he was merely mak- ing his claim large enough to pay him for his annoyance and delay in settlement. Claims should be weighed cautiously by adjusters, and not settled hastily without investigation, but certainly not delayed more than is necessary after prompt investigation. These matters are out of the control of the solicitor, but he must deal first hand with the irate shipper, .the threatened loss of business and the angry feeling toward the road. Regardless of these deficiencies, the interurban roads are March 26, 1910.] making great progress and many improvements in their service. Through the solicitor and advertising the public is gradually becoming aware of this fact. With the correction of the faults already noted — the inability to handle carload and bulky freight, the lack of a uniform exception sheet, and the delay in settling claims — the amount of business secured by the interurban roads through their solicitors will be limited only by their facilities for handling it. MAINTENANCE OF WAY CONVENTION The eleventh annual convention of the American Railway Eng;neering and Maintenance of Way Association was held March 15, 16 and 17 at the Congress Hotel, Chicago. The proceedings terminated with a dinner at the same hotel on Thursday evening, March 17. According to the secretary's re- port, the receipts for the preceding year were $19,758.08, the expenses $21,203.40, and the cash on hand $16,403.01. The membership on March 12, 1910, was 869. Abstracts of the papers of electric railway interest read at the meetings were published in the Electric Railway Journal of March 19, J. B. Austin, Jr., engineer maintenance of way, Long Island Railroad, said in regard to the work of the committee on electrification, published in abstract last week : "In explanation of the form in which the report is presented I will say that this is a new committee on a new subject, and in gathering information we find it takes rather more time, possibly, than in a case of a subject that has been under dis- cussion for some years. We have had four meetings of the general committee and about 10 or 11 meetings of the various subcommittees, but we feel that our foundation work has not progressed far enough yet to enable us to draw any definite conclusions, or present any recommendations to the associa- tion for adoption. I move the adoption of the report of the committee." The motion was carried. The election of officers resulted as follows : President, L. C. Fritch, chief engineer, Chicago Great Western Railway ; sec- ond vice-president, Charles S. Churchill, chief engineer, Norfolk & Western Railway; secretary, E. H. Fritch (re-elected): treasurer, C. F. Loweth, engineer and superintendent of bridges and buildings, Chicago, Milwaukee & St. Paul Rail- way; directors (for three years) — Robert Trimble, chief engi- neer maintenance of way, Northwest System, Pennsylvania L'nes West, and F. S. Stevens, superintendent, Philadelphia & Reading Railway. ELECTRIC TRACTION ON CANALS The royal commission on canals and inland navigation of the United Kingdom which has just issued its final report, was appointed in August, 1906, and was presided over by the Right Hon. Lord Shuttleworth. Referring to the use of electricity for haulage purposes on canals the report points out that recent experiments have been made in France and elsewhere by electric tractors running on rails laid on the towpath. A system of this kind has been established on the Canals dAire, de la Defile, and the diversion of the Scarpe for a distance of 36 miles. By a decree of July, 1907, a concession was given to the Northern Electric Com- pany to establish electric traction on a crowded part of the St. Quentin Canal for a distance of 55 miles. This concession is for 40 years, and reserves to the State full control and the right to purchase. It is also proposed to use electric haulage on the new Canal Du Nord, now in course of construction. On the Tetlow Canal electric haulage is obligatory, other forms of traction not being permitted. The report adds that discussions at the recent International and Inland Navigation Congresses of European and American Engineers show that the tendency is to accept electric haul- age as the best and most economical form of traction on canals on which the traffic is, or may become, sufficient to repay the cost of installation. 541 THE PHILADELPHIA STRIKE Several unsuccessful attempts have been made to settle the Philadelphia strike since the conference in the office of George H. Earle, Jr., one of the representatives of the city on the board of directors of the Philadelphia Rapid Transit Company, on March 14, 1910, as mentioned last week. One of these was brought about by Senator B. Penrose, and on March 20, 1910, the company offered to re-employ its former men upon sub- stantially the following conditions : Runs be given as many men as possible at once, those not assigned to runs to be placed on the payroll at $1.50 a day until employment can be provided ; a wage of 23 cents an hour effective on June r, 1910, with an increase of Yz cent an hour each year until the rate becomes 25 cents an hour; the cases of the 173 men who were discharged to be submitted to arbitration ; the company to retain the right to discuss grievances with individuals or representatives of any organization of the men ; union buttons may be worn, but are not to be more than in. in diameter and not to be conspicu- ously displayed. These terms were rejected by the men, who insisted that the company increase wages to 25 cents an hour immediately and treat with only one grievance committee, this committee to be selected by a majority vote of the men at each barn. Subse- quently the representatives of the men submitted a proposal which included a provision that the agreement of June, 1909, be revived as part of the settlement. Meanwhile there is dissension among the officers of the State Federation of Labor over the advisability of declaring a State- wide sympathetic strike. The president of the State organiza- tion w^as at first enthusiastic about this proposal, but the peter- ing out of the sympathetic strike in Philadelphia and the re- fusal of avowed union organizations in Philadelphia to break with their employers has served as an omen to the more con- servative leaders of the State organization. On March 22 the executive board of the unions, which include among their mem- bers the textile workers of the northeastern section of the city, adopted a resolution recommending the return to work on March 23 of all the mill and factory operators on strike. De- flections have also been the order among the employees of other trades who struck in sympathy with the conductors and motor- men. COMMITTEES OF THE TRANSPORTATION & TRAFFIC ASSOCIATION R. I. Todd, president of the American Street & Interurban Railway Transportation & Traffic Association has announced the following committees of that association for the current year : COMMITTEE ON INTERURBAN RULES C. D. Emmons, chairman, general manager, Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne, Ind. H. A. Nicholl, general manager, Indiana Union Traction Company, Anderson, Ind. J. W. Brown, superintendent of transportation, West Penn Railways Company, Connellsville, Pa. F. D. Carpenter, second vice-president and general manager, Western Ohio Railway Company, Lima, Ohio. C. A. Coolidge, superintendent, Oregon Electric Railway Company, Portland, Ore. W. R. W. Griffin, general superintendent, New York State Railways, Rochester, N. Y. COMMITTEE ON CITY RULES R. E. Danforth, chairman, general manager, Public Service Railway Company, Newark, N. J. Harry Bullcn, general superintendent, Detroit United Rail- way, Detroit, Mich. F. I. Fuller, vice-president, Portland Railway, Light & Power Company, Portland, Ore. D. A. Hegarty, treasurer and general manager, Little Rock Railway & Electric Company, Little Rock, Ark. ELECTRIC RAILWAY JOURNAL. 542 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. H. H. Hunt, district manager, Stone & Webster Management Association, Boston, Mass. L. H. Palmer, superintendent of transportation, Metropolitan Street Railway Company, New York, N. Y. COMMITTEE ON TRAINING OF TRANSPORTATION EMPLOYEES G. O. Nagle, chairman, general manager, Wheeling Traction Company, Wheeling, W. Va. C. E. Learned, superintendent of inspection, Boston Elevated Railway Company, Boston, Mass. W. H. Douglass, general superintendent, Northern Ohio Traction & Light Company, Akron, Ohio. J. E. Duffy, superintendent, Syracuse Rapid Transit Com- pany, Syracuse, N. Y. L. C. Bradley, general manager, Eastern Pennsylvania Rail- ways Company, Pottsville, Pa. C. N. Wilcoxon, general manager, Chicago, Lake Shore & South Bend Railway Company, South Bend, Ind. COMMITTEE ON PASSENGER TRAFFIC F. W. Coen, chairman, vice-president, Lake Shore Electric Railway Company, Cleveland, Ohio. Franklin Woodman, general manager, New Hampshire Elec- tric Railways, Haverhill, Mass. W. 'S. Whitney, general passenger agent, The Ohio Electric Railway Company, Cincinnati, Ohio. C. E. Flagg, publicity agent, Spokane & Inland Empire Rail- road Company, Spokane, Wash. W. H. Collins, general superintendent, Fonda, Johnstown & Gloversville Railroad (Electric Division), Gloversville, N. Y. A. E. Potter, general manager, The Rhode Island Company, Providence, R. I. COMMITTEE OF EXPRESS AND FREIGHT TRAFFIC P. P. Crafts, chairman, general manager, Iowa & Illinois Railway Company, Clinton, la. C. V. Wood, vice-president and general manager, The Elec- tric Express Company, Springfield, Mass. E\ H. Hyman, manager, Electric Package Agency, Cleveland, Ohio. Frank Walsh, manager, Electric Express Company, Schenec- tady, N. Y. W. F. Towne, general agent, freight department, Pacific Electric Railway Company, Los Angeles, Cal. Chas. Floyd, general passenger and freight agent, Grand Rapids, Holland & Chicago Railway, Grand Rapids, Mich. COMMITTEE OF TRANSFERS AND TRANSFER INFORMATION M. R. Boylan, chairman, general auditor, Public Service Railway Company, Newark, N. J. Alexander Rennick, second vice-president and assistant gen- eral manager, Philadelphia Rapid Transit Company, Philadel- phia, Pa. F. T. Wood, assistant to general manager, Metropolitan Street Railway Company, New York, N. Y. Harry Bullen, general superintendent, Detroit United Rail- way, Detroit, Mich. R. E. Lee, general superintendent, The Cincinnati Traction Company, Cincinnati, Ohio. T. C. Cherry, superintendent, Utica & Mohawk Valley Rail- way Company, Utica, N. Y. COMMITTEE OF TOPICS OR SUBJECTS J. H. Pardee, chairman, operating manager, J. G. White & Company, New York, N. Y. G. W. Parker, general express agent, Detroit United Railway, Detroit, Mich. H. W. Fuller, general manager, Washington Railway & Elec- tric Company, Washington, D. C. COMMITTEE ON CONSTRUCTION OF SCHEDULES AND TIME TABLES. N. W. Bolen, chairman, superintendent of transportation, Public Service Railway Company, Newark, N. J. HEATING SYSTEM IN CAR HOUSE OF TORONTO & YORK RADIAL RAILWAY The Toronto & York Radial Railway Company's car house and adjoining buildings at North Toronto, Canada, are heated by a unique fan system designed by the Chicago office of the Harrison Engineering Company, of New York City. Included in this system are a fan and distributing ducts similar to those of a steam hot-blast apparatus, but the heat is transferred di- rectly from the fuel instead of through the medium of steam. This pian has the advantage that there is no steam boiler, coils or other accessories to be drained to prevent freezing should it be necessary to shut down the plant in winter. The fuel used in Toronto is oil, but any kind can be employed. The system has been very satisfactory during the entire winter and seems especially adapted to this kind of service. The Harrison Aertube heater, the unique feature of this system, consists of a bank of 4-in. cast-iron tubes, 4 ft. long, between headers placed above the furnace in which any fuel may be burned. In action it resembles a hot-air furnace in that the heat is transferred from the coal directly to the air passing through the tubes, but unlike the ordinary furnace, the heating surfaces are particularly well adapted to large systems re- quiring a fan. The buildings to which the system has been applied consist of a machine shop, a blacksmith shop, paint room, and car house with its pits. Adjoining the blacksmith shop is the room containing the fan and heater with underground tanks 4 ft. in diameter and 20 ft. long for storing the oil which is used as fuel. There are two six-section Aertube heaters oper- ated in series with a total of 384 tubes. The motor-driven fan takes air from out of doors, but the air can be recirculated from the barn if desired. The air for heating is forced through the tubes of the heater, and thence through the galvan- ized-iron distributing ducts by the fan, which is 7 ft. x 4 ft., three-quarter housed. To distribute the heated air throughout the building the main duct branches soon after leaving the heater. One pipe conveys air to the car house, and the other nearly encircles the machine shop at the ceiling. In the machine shop the air is discharged at 16 different points by means of short galvanized-iron pipes, eight of which discharge directly downward, while the rest discharge at an angle of about 45 deg. A branch pipe conveys warm air to the private office. From the heater a 48 in. x 48-in. galvanized-iron duct leads to the car house. From it are taken three branches, two of which run beneath the floor. To maintain a sufficiently high temperature in the pits so that ice and snow may be melted from the car trucks, branches provided with dampers for regu- lating the discharge extend at intervals from the underground duct to the pits. This arrangement of air distribution will allow an ef- fect identical with that secured by ordinary steam hot-blast apparatus. From the main duct in the car house a branch ex- tends at the ceiling the entire length, discharging its air into the paint room located in a corner of the car house. The dis- tribution in the paint room is effected by vertical pipes extend- ing within about 3 ft. of the floor and discharging 'the warm air at an angle of about 45 deg. Each drop is provided with a wire screen and a cleanout. With a temperature below zero the system has maintained 65 deg. in the car house and machine shop, 70 deg. in the office, and 80 deg. in the paint room. The municipal authorities of Schaerbeck, near Brussels, Bel- gium, have just granted a concession for the establishment of a trackless trolley in that town. The result of the ballot for a strike on the New York, New Haven & Hartford Railroad was announced at 2:15 o'clock March 22, 1910, as follows: Total number of votes cast 3844. In favor of a strike, 3758; against a strike, 86. There were 99 per cent of the trainmen who voted in favor of the strike and 97 per cent of the conductors. Late the same afternoon the brotherhood officers were invited to meet President Mellen, of the railroad. 544 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. OPINIONS ON BILL AMENDING PUBLIC SERVICE COM MISSIONS LAW At a hearing before the railroad committee of the Assembly of the New York Legislature at Albany, on March 16, argu- ments were made in relation to the Parker bill, which is de- signed to amend the public service commissions law. Joseph H. Choate, representing F. W. Whitridge, receiver of the Third Avenue Railroad, of New York, made the principal argument against the bill- Mr. Choate said, in part : "Beaten in the courts, the commissions now come to the Legislature and ask for power which is not within the tenor and meaning of the present act. Instead of considering a bill such as this, which is perplexing legislators and giving the members of the committee hopeless headaches, they might in- troduce a bill of four lines which would read as follows : " 'Be it enacted, that any powers in respect to traction com- panies not already conferred upon the Public Service Commis- sion are hereby conferred.' "The commission has issued orders compelling impossibilities. No greater power over franchises should be given to it. "Universal transfers were the final blow to the Metropolitan Street Railway Company. It is not practicable to authorize a person to travel all over creation for 5 cents. The commis- sion wants to return to the old transfer system, with unlimited power to order universal transfers without regard to the finan- cial consequences. "The commission wants also the power to compel the com- panies to add to their tracks without providing any financial assistance. It is too great a power to give to an irresponsible commission. It was not the intent of the Legislature to take the management out of the hands of the companies or confer powers which are mischievous, insidious and damaging, and this proposed additional power should not be given." REPLY OF W. E. WILLCOX William R. Willcox, chairman of the Public Service Commis- sion, First District, issued a reply to the criticisms of Mr. Choate, saying in part : "I do not care to enter into any lengthy reply to the state- ments of attorneys hired by those managers of corporations who wish to escape regulations. Such attorneys are paid for their work, and are supposed to make some effort toward earn- ing the;r fees. It is proper to say, however, that the commis- sion has not reached out for any more power, but has asked the Legislature to make definite and certain some provisions of the law, which are now doubtful of interpretation. This applies particularly to joint rates and fares. "There is at present much doubt in the minds of lawyers whether the law is broad enough to enable the commission to deal with the transfer question. If the Legislature wishes the commission to deal with transfers, it should make it definite and certain. The constituents of New York members of the Legislature have demanded that we deal with the transfer question. Our position is, if the Legislature wants us to deal with the transfer queestion, then let it put it in the law. "So far as being 'vindictive and grasping' is concerned, Mr. Choate does not specify any particular case. Perhaps he means vindictive because the commission began an action against his client, Mr. Whitridge, for failure to put wheelguards on his cars in conformity with an order of the commission. Prac- tically all other roads of the city have lived up to the terms of this order, and after Mr. Whitridge's failure to do so and a serious accident had happened, which might have been averted, the commission brought action against him for failure to live up to its order. If this is vindictive, then Mr. Choate must make the most of it." STATEMENT OF MR. WHITRIDGE After publication of the interview with Mr. Willcox a state- ment by Mr. Whitridge was made public, in which he said : "The Third Avenue Railroad Company is not seeking to escape regulation or to evade the law. The whole trouble with Mr. Willcox is that he has evidently confounded the commis- sion's desires and orders with the statutes. He thinks that he is the law, and he is expounding it to the people. The Public Service Commission sits in its snug offices and issues orders and thinks it is solving the transit problem. "Why, the Public Service Commission couldn't solve any problem. It hasn't the brains to do so. It proclaims, with a loud beating of tom-toms, that the railroad companies are try- ing to put it out of business, when, as a matter of fact, it is rapidly committing suicide through its own acts. "With any sane order of the commission I shall be only too happy to comply, but I don't propose to spend other people's money in order to gratify the ambitions of certain officials." COST OF REPAIR SHOP EQUIPMENT ADDITIONS In connection with a petition filed some months ago for a stock and bond issue the Union Street Railway Company, New Bedford, Mass., sent to the railroad commission an extended Cost of Machinery Additions, Weld Street Repair Shops. Emery wheels $28.23 Little Giant drill No. 2 125.00 Hendley universal milling machine -No. 3., \ 950.00 Reed lathe, 9 x 18 in '. 495-00 Reed lathe, 27 x 13 in 1,029.00 Motor driven air compressor, capacity 75 cu. ft. min 950.00 Shafting and fittings 131.46 Three Whitney cranes, 5-ton capacity each 2,550.00 Pneumatic gear hoist, No. 413, capacity 5 tons 322.50 L. G.- driil No. 5 110.00 Hose, etc 52.40 Two grinders 32.00 Two Dake hoists, 5 tons each 480.00 One class G hoist, 76-in. lift 42.00 Three plain trolleys, etc 127.46 Two No. 12 3-ton pneumatic hoists 379-30 Franklin portable crane 100.00 Ranch wrecking rig 120.50 One 15 hp 500-volt motor 125.00 Davis boring tool, No. 12 97-oS Band saw file and saw 23.13 Two Weston portable voltmeters 123.51 Whitewash sprayer 20.00 Band saw, Fay and Egan, No. 50, and blades 184.70 Continental surfacer No. 2 150.00 Universal rip and cross-cut saw No. 76 227.60 Belting 86.33 New Century field tester 80.00 Four jacks 60.00 Machado and Roller "A" ohm-meter 51.00 New Britain saw setting machine 15.00 Columbia pinion puller 100.00 Cincinnati shaper and back No. 24 536-25 Vise, dogs and jacks 176.00 Two i-ton triple falls 75-6o Shafting 14.32 G. E. compressor, 8x8 in., geared to 35 hp motor 1,316.00 One 5 hp 500-volt suction fan motor 750.00 Blocks and swedges 66.69 Total $12,302.46 tabulation of its construction expenditures between 1903 and 1908. Included among these were the details given in the table relating to shop equipment added during the period covered. NEW CAR HOUSE IN DAYTON The People's Railway Company, of Dayton, Ohio, is planning to erect a new car house alongside the main line of the Big Four Railroad, just outside the southerly limits of the city of Dayton. The building will consist of five bays, each 23 ft. in width from center to center of columns and 240 ft. long, divided into 15 panels of 16 ft. each. Four of the bays will contain two tracks each, and the remaining bay one track. There will be pits under all tracks except those to be used for washing purposes. The entire building will ultimately be used as an operating barn, but for the present will be equipped as a repair shop, being subdivided into carpenter, machine and paint shops and store room, leaving about 1152 ft. of track available for the storage of cars outside of these portions. The construction is of reinforced concrete for the founda- tions, columns, pits and roof. The temporary partitions are to be built of hollow tile and the exterior curtain walls of sand lime brick. The main floor of the car storage space will be broken by columns only, the bays being formed for the purpose of fire protection by means of metal and concrete screens or curtains extending from the roof down to within about 8-ft. of the floor. The building will be protected by automatic sprinklers and heated with steam or hot water. March 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 545 News of Electric Railways Program for Meeting of the Iowa Street & Interurban Railway Association The following program has been announced for the meeting of the Iowa Street & Interurban Railway Associ- ation, to be held at the West Hotel, Sioux City, la., on April 21, 22 and 23, 1910: APRIL 21 — MORNING SESSION Address of welcome by the Mayor of Sioux City. Response by C. T. Cass, general manager of the Water- loo, Cedar Falls & Northern Railway. "Medical Side of the Claim Department," by Dr. A. J. McLaughlin, surgeon of the Sioux City Traction Company. APRIL 21 — AFTERNOON SESSION "Track and Overhead Construction" — (a) "City Rail- ways," by J. G. Huntoon, general superintendent of the Tri-City Railway, Davenport, la.; (b) "Interurban Rail- ways," by F. J. Hanlon, vice-president and general man- ager of the Mason City & Clear Lake Railway, Mason City, la. APRIL 22 — MORNING SESSION "Why Fares Should Not Be Lowered" — (a) "City Fares," by L. D. Mathes, manager of the Dubuque Electric Com- pany; (b) "Interurban Fares," by Wm. G. Dows, president and general manager of the Cedar Rapids & Iowa City Railway & Light Company. "Treatise on the P-A-Y-E- Car," by a representative of the Pay-As-You-Enter Car Corporation. APRIL 22 — AFTERNOON SESSION "Handy Legal Points for Everyday Use," by J. L. Kennedy, Sioux City. "Depreciation," by H. V. Ferguson, vice-president and secretary of the Cedar Rapids & Marion City Railway. April 23 Discussion of problems encountered in the operation of their properties by those in attendance at the convention. The Sioux City Traction Company and the Sioux City Gas & Electric Company will act as hosts. As usual, manu- facturers who desire to exhibit their appliances and ap- paratus will be furnished by the association with space in the Sioux City Auditorium free. Cleveland Traction Situation At a meeting of the directors of the Cleveland Railway on March 19, 1910, plans for improving the system were discussed, but no announcement was made regarding the outcome of the meeting. The policy in regard to the fare to Collinwood and Euclid Beach was formulated at this meeting, but no public an- nouncement will be made until Mr. Dahl, the street rail- way commissioner, has been notified. Horace E. Andrews, president of the company, said that the request that all pay-as-you-enter cars be equipped with fare registers could not be granted, as the directors believed that the results would not justify the expenditure of $90,000, which it had been estimated would be required to comply with the request. A dividend of ij^ per cent has been declared by the directors of the Cleveland Railway, as authorized by the Tayler grant. The present stockholders will have the privilege of subscribing to the 10 per cent increase in the stock of the company until April 10, 1910. On March 18, 1910, the stock sold at par for the first time on the Cleve- land Stock Exchange and on the following day small blocks of it changed hands at 100%. This sustains the opinion of Judge Tayler regarding the settlement. Newton D. Baker, city solicitor, has rendered an opinion to the City Council that the authority of that body in the case of stock issues made by the company extends only to the approval of the expenditure of money secured by the sale. On the evening of March 14 Councilman Laferty intro- duced an amendment to the Tayler ordinance which pro- vides for a fare of 3 cents for Collinwood. Mayor Baehr had hoped that legislation of this kind would not be at- tempted until the matter had been discussed with the offi- cers of the company. Six other street railway ordinances relating to re-routing and other unimportant matters were also introduced at this meeting. Street Railway Commissioner Dahl spent the greater part of the week ended March 19, 1910, in Chicago and Mil- waukee studying the pay-as-you-enter systems and the meth- ods of fare collection. He believes that registers are well adapted to the requirements in Cleveland and said that he could see no objection to the use of T-rail in the resi- dence and outlying sections of the city. The Humphrey Company, which operates the resort at Euclid Beach, has threatened to run automobiles to trans- port passengers to its amusement grounds, if the city and company keep the fare at 10 cents. Tentative Ordinance for Extension of Chicago & Oak Park . Elevated Railroad The local transportation committee of the Chicago City Council has approved a tentative ordinance granting a fran- chise for the extension of the Chicago & Oak Park Elevated Railroad from a point near Western Avenue to a terminal between Montrose and Lawrence Avenues. There are sev- eral conditions in this franchise which are objectionable to the company. Tentatively the franchise is offered for 30 years. The franchise has not yet been considered by the City Council. Some of its provisions follow: Grant through routes and universal transfers as soon as the other elevated roads come to an agreement on the subject. Deposit with the city cash or approved bonds to the extent of $100,000, which shall be forfeited, together with the franchise and structure already completed in case the branch line is not completed and the Austin tracks are not elevated in the time specified. Complete the branch line in three and one-half years and elevate the tracks at once. Sell its road to the municipality at the option of the city any time within 15 years at an appraised value to be not less than the actual cost price of the right of way, structure and equipment, less the -amount of depreciation fixed by the board of appraisers. Open its books to the city controller and furnish him with such financial statement as he may require. Purchase the right of way within 18 months from the acceptance of the ordinance. Accept the ordinance within 16 days of its passage. Erect stations on the new branch at or near the follow- ing streets: Grand Avenue, Chicago Avenue, Division Street, North Avenue, Armitage -and Milwaukee Avenues, with entrances from both streets. Fullerton Avenue, or be- tween Fullerton and Humboldt Boulevard, Diversey Boule- vard, Belmont Avenue. Addison Street, Irving Park Bou- levard and Montrose Avenue. Transit Affairs in New York The Public Service Commission has asked the Board of Estimate and Apportionment for an appropriation of $2,000 to pay the expenses of maintenance of the Brooklyn loop subway for the next six months. This subway extends up Centre Street from Chambers Street and connects with both the Williamsburg and Manhattan bridges. It has cost $10,- 000,000 and is practically complete except for the Cham- bers Street terminal, which has been delayed because it is located in the basement of the Municipal Building, on which work is delayed. The commission states that it will be necessary to have the subway looked after until a contract can be made for. its equipment, which is expected to be done within six months. This contract may be made for equipment and operation in connection with either the Fourth Avenue subway, Brooklyn, or the Broadway-Lex- 546 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. ington Avenue subway, the plans for which are now almost completed. A hearing was held on March 13, 1910, before the Public Service Commission on the application of the Manhattan Bridge Three-Cent Line for a certificate of convenience and necessity to operate a surface railroad from the shop- ping district of Brooklyn to the North River in Manhattan. John C. Brackenridge, vice-president and chief engineer of the company, was cross-examined by Prof. C. A. Collin on behalf of the Brooklyn Rapid Transit Company regarding the amount of new track the Three-Cent Line would have to lay and the average rate of speed at which it intended to operate. The new company contemplates using cars about 28 ft. long, each equipped with two 50-hp motors. With such cars, Mr. Brackenridge testified, it would be possible, if other conditions permitted, to attain a speed, even on an up-grade, of 30 m.p.h. He fixed the probable average rate of speed at which the cars of the Three-Cent Line would run as 10 m.p.h. Riverbank Subway to be Built in Boston The Boston Elevated Railway has accepted the act pro- 'viding for the construction of the Riverbank subway to connect the Park Street district with the Charlesgate sec- tion of the outer Back Bay. The new line will be more than two miles long and the route from Park Street will be under Boston Common, Beacon Street, Joy Street, Wal- nut Street and Chestnut Street to the south bank of the Charles River, whence it will be carried to the vicinity of the intersection of Beacon Street and Commonwealth Ave- nue. The proposed subway will supplement the new Cam- bridge subway and relieve congestion in the Boylston Street district of the Back Bay. The estimated cost of construction is $4,000,000, and it is expected that the road will be in operation in three years. A tunnel under Beacon Hill will be required, which may be brought into Park Street in connection with the Boston terminus of the Cambridge subway under construction. The Riverbank subway will enable the Boston Elevated Railway to compete more suc- cessfully with the suburban lines of the Boston & Albany Railroad by reducing the running time between Newton and other outlying places and Boston. A minimum num- ber of stations will probably be asked by the company to continue the express service betwen the downtown district and suburban centers. Meeting of the Arkansas Association of Public Utility Operators. — The next meeting of the Arkansas Association of Public Utility Operators will be held at Pine Bluff, Ark., on April 27, 28 and 29, with headquarters at the Jefferson Hotel. Meeting of the Colorado Electric Light, Power & Rail- way Association. — The executive committee of the Colo- rado Electric Light, Power & Railway Association has decided to hold the next convention of the association at the Hotel Colorado. Glenwood Springs, Colo., on Sept. 21, 22 and 23, 1910. Date Set for Opening Pennsylvania Railroad Tunnels in New York. — The Pennsylvania Railroad has announced that the company's tunnel under the East River between Long Island City and its terminal station at Thirty-third Street and Seventh Avenue, New York, will be opened to the public on May 15. 1910. On March 28, 1910, the officers of the company will conduct a party of invited guests through the station and the tunnel. Huntington Lines To Build Cars. — The requirements of the Huntington lines in Southern California have increased to such proportions that it has been decided by the Pacific Electric Company, Los Angeles, Cal., to erect a plant in that city which will be equipped for turning out car bodies complete. At present 30 cars of the Los Angeles Railway are in the shops being reconstructed for pay-as-you-enter operation. Opinion Regarding Franchises. — Attorney-General Den- man, of Ohio, has rendered an opinion that a franchise granted a street railway becomes inoperative after a peti- tion for a referendum vote signed by 15 per cent of the electors has been filed with the clerk of the municipality. The petition acts as a veto and a majority vote is necessary to legalize the grant. Electors who have signed the peti- tion cannot withdraw their names after it has been prop- erly filed with the clerk. The opinion was rendered in re- sponse to a request from the city solicitor of Ashtabula, Ohio. Franchise Questions in San Francisco. — The Supervisors of San Francisco on March 14, 1910, directed the Attorney- General of the State to bring suit to forfeit the franchise of the Sutter Street Railroad, which operates a horse car daily on the outer track on Market Street from Sutter Street to the Ferry Building. Progress on the Geary Street, Park & Ocean Railway is interrupted temporarily pend- ing the outcome of the suit brought by Horace G. Piatt for an injunction to restrain the city from disposing of the bonds to provide funds for equipping the road as a munic- ipal undertaking. Subsidiary Companies Organized in Minneapolis. — On account of the recent decision by the Supreme Court of Minnesota in which it was held that the suburban lines of the Twin City Rapid Transit Company are railroads and amenable to the Minnesota law fixing a tax of 4 per cent on gross earnings, it has been decided so to rearrange the incorporation that the suburban railways, the steamer lines operated on Lake Minnetonka and White Bear Lake, and the hotels, restaurants and amusement enterprises of the company might be handled separately for taxation and ac- counting purposes, and the Minneapolis, St. Paul & Subur- ban Railway, capitalized at $1,000,000; the Minnetonka & White Bear Navigation Company and the Rapid Transit Realty Company have been incorporated in the interest of the Twin City Rapid Transit Company. Decision by Ohio Railroad Commission Reversed. — On March 15, 1910, the Supreme Court of Ohio decided that railroads can reduce passenger rates in competition with electric railways between different places on their own lines. A. A. Price, an. attorney of Athens, Ohio, filed charges with the Railroad Commission that the Hocking Valley Railroad discriminated against Athens by cutting the rates between places reached by the lines of the Scioto Valley Traction Company and not between others. The Railroad Commission held that the railroad rates were made lower than the rates by electric railway not to meet, but to destroy, competition, and ordered the railroad to charge the same rates as the electric railway between the points served by the lines of both companies, and not to extend the reduction beyond these towns unless by general tariff affecting all the points on the system. Officers of the New England Street Railway Club. — The nominating committee appointed by W. D. Wright, presi- dent of the New England Street Railway Club, recom- mended that the following officers be voted for at the annual meeting of the club on March 24, 1910: Charles H. Hile, Boston, Mass., president; Franklin Woodman. Hav- erhill, Mass., Calvert Townley, New Haven, Conn., J. Brodie Smith, Manchester, N. H., G. S. Haley, Rutland, Vt., C. F. Berry, Portland, Me., and D. F. Sherman, Providence, R. I., vice-presidents; John J. Lane, Boston, Mass. sec- retary; E. P. Shaw, Jr., South Framingham, Mass., treas- urer; W. D. Wright, Providence, R. I., Carl A. Sylvester, Newtonville, Mass., W. G. Cory, New Haven, Conn., Thomas Lees, Lowell, Mass., A. S. Michener, Boston, Mass., A. F. Walker, Boston, Mass., and C. V. Wood, Springfield, Mass., executive committee; Charles H. Hile. Boston, Mass., Elton S. Wilde, New Bedford, Mass., Fred F. Stock- well, Cambridgeport, Mass., finance committee. LEGISLATION AFFECTING ELECTRIC RAILWAYS Maryland. — President Gorman, of the Maryland Senate, is having a public utilities bill prepared for introduction. Four utility measures are now pending, but it is believed to be the plan of the Democratic leaders to put the Gor- man measure through over the other bills. Mr. Benson, the floor leader of the House, is also fostering this meas- ure. The new bill will provide for the appointment of three commissioners, each to be paid $3,000 a year, and a secretary and a general counsel. At least one of the com- missioners must be a voter of Baltimore, and the Governor will have power to name them all from the city if he so desires. The commission is authorized to report its find- March 26, 19 10.] ELECTRIC RAILWAY JOURNAL. ings and recommendations to the Legislature to put them into effect by an enactment. The commission could, how- ever, order the laying of additional railroad switches or the operation of more cars. Attorney-General Straus, who drew the original public utilities bill, is decidedly op- posed to the Gorman measure. He is even quoted as say- ing that he would urge the Governor to veto the measure if it should be passed. Massachusetts. — W. A. Bancroft, president of the Boston Elevated Railway, appeared in opposition to the immediate construction of the tunnels from Park Street, Boston, to South Boston and Dorchester at the hearing before the committee on metropolitan affairs on March 16. He con- tended that the company was already committed to ex- tensions in the form of rapid transit routes which will cost $3L550,ooo. When the Boston Elevated Railway began operation 12 years ago the system comprised 304 miles of track' and an investment of about $31,000,000. The in- vestment now is about $85,000,000, and the system com- prises 484 miles of track. This increase of nearly 200 per cent in investment has been accompanied by an increase in income from $8,750,000 to $14,500,000. The company is not opposed to any extension which will be supported by the revenue. New York. — The commission created by the Legislature in 1909 to inquire into the subject of employers' liability and the causes of industrial accidents has made its report to the Legislature. It recommends a fundamental change in the method of compensating injured workmen, and presents two bills to carry out its recommendations which were introduced in the Senate by Senator Wainwright and in the Assembly by Assemblyman Phillips. The first bill applies only to certain specified employments. It recommends the principle of compensation for all accidents regardless of negligence by providing for compensation for all workmen injured in such employments by either the negligence of the- employers, his agents, or by the "necessary risk or danger of the employment or one inherent in the danger thereof." Among the employments specified are the fol- lowing: The erection or demolition of bridges or buildings; the construction of tunnels or subways; all work carried on under compressed air; construction, or repair of wires, or apparatus charged with electric currents; the operation of locomotives, motors or cars, or the construction or re- pair of steam railroad tracks and roadbeds. The schedule of compensation provided is, in case of death, four years' wages, not to exceed $3,000; and in case of total or partial disability, 50 per cent of the last earnings of the injured person payable weekly, but not more than $10 per week, during the continuance of the disability, not to exceed a period of eight years. The second bill recommended cov- ers all accidents to employees not coming within the pur- view of the first bill. It introduces the principle of com- pensation for all accidents, but makes this principle voluntary and subject to agreement between the employer and the employee. This bill, in addition to its elective scheme of compensation, amends the employers' liability act so as to considerably increase the liability of the em- ployer by abrogating or at least greatly modifying the assumption of risk rule. It affects the defense of contribu- tory negligence by placing upon the employer the burden of proving contributory negligence on the part of the em- ployee, whereas, the law now requires the employee to prove his freedom from contributory negligence. Ohio. — The Langdon tax commission bill, amended as suggested by Attorney-General Denman, has been passed by the House of Representatives. The bill would replace all tax boards with a State commission of three members, to which all corporations would pay their taxes direct. The bill fixes rates as follows: Steam railroads and pipe lines, first $1,000,000 gross receipts, 2 per cent; excess, 3 per cent; interurban railways, first $1,000,000 gross receipts, 1 per cent; excess, V/2 per cent; all other public utilities, first $300,000, 1 per cent; excess, V/2 per cent. Public utili- ties now pay a tax of 1 per cent on their gross earnings. The Willis law, which requires the payment of a tax of one-tenth of 1 per cent on the capital stock of private cor- porations, will probably not be changed. The Woods pub lie utilities bill will probably be so amended that the present Railroad Commission will constitute the public utilities commission. 547 Financial and Corporate New York Stock and Money Market March 22, 1910. Yesterday and to-day the stock market showed some recovery from the depression earlier in the week. The vol- ume of trading, however, continues to be light and price recoveries are fractional. The successful sale of the new issue of New York City bonds- — the subscription being four times the offering — has increased the hopeful sentiment. Interborough-Metropolitan has been active. More than 67,000 shares of the two issues were traded in to-day, although the advance was merely nominal. In spite of the sharp advance last week in the discount rate of the Bank of England, the local money market is but little advanced. Rates to-day were: Call, 2)4 to 3 per cent; 90 days, 4 to 4% per cent. Other Markets With the failure of the prospect of successful arbitration in the Philadelphia Rapid Transit strike, the stock of that company and Union Traction stock were lower to-day. The pressure to sell is very insistent. In the Boston market, the issues of Massachusetts Elec- tric and Boston Elevated have been fairly active. The latter especially has been more in evidence during the past week than for many months. Prices remain practically unchanged. There has been little trading in traction stocks in the Chicago market. A few sales of Metropolitan Elevated and an occasional offering of Chicago Railways Series 2 com- prise the entire trading. Prices are unchanged. In Baltimore, the "bonds of the United Railways have been -the only traction securities in evidence. These con- tinue to be traded in quite liberally at former prices. Quotations of various traction securities as compared with last week follow: Mar. 1 5. Mar. 22. American Railways Company 45/4 345/^ Aurora, Elgin & Chicago Railroad (common) *S7H *57?4 Aurora, Elgin & Chicago Railroad (preferred *94lA *94$4 Boston Elevated Railway i3o!-2 129 Boston & Suburban Electric Companies ai6^ ai6 Boston & Suburban Electric Companies (preferred) 376 876 Boston & Worcester Electric Companies (common) aio54 aio^4 Boston & Worcester Electric Companies (preferred) 346 346 Brooklyn Rapid Transit Company 76 77V2 Brooklyn Rapid Transit Company, 1st pref. conv. 4s 84 8454 Capital Traction Company, Washington 3'33 *!33 Chicago City Railway aio.s *IQ5 Chicago & Oak Park Elevated Railroad (common) *3*54 Chicago & Oak Park Elevated Railroad (preferred) *7l/z *7lA Chicago Railways, ptcptg., ctf. 1 aio6 aio6 Chicago Railways, ptcptg., ctf. 2 a33 a33 Chicago Railways, ptcptg., ctf. 3 ai8 aio, Chicago Railways, ptcptg., ctf. 4s ag'/i 'gVi Cleveland Railways *9iH *gi'A Consolidated Traction of New Jersey 376 a7654 Consolidsted Traction of New Jersey, 5 per cent bonds ... .aios ',4 aios1^ Detroit United Railway *62 *62 General Electric Company 154 '54' 2 Georgia Railway & Electric Company (common) 10654 107 Georgia Railway & Electric Company (preferred) a88 a88 Interborough-Metropolitan Company (common) 22 23V2 Interborough-Metropolitsn Company (preferred) 55-54 595-i Interborough-Metropolitan Company (454s) 81^ 82 Kansas City Railway & Light Company (common) a34 33054 Kansas City Railway & Light Company (preferred) a7S '75 Msnhattan Rsilwsy *i39 i37M> Massachusetts Electric Companies (common) ai8 ai8 Massachusetts Electric Companies (preferred) 384 384 Metropolitan West Side, Chicago (common) ai6 ait>j4 Metropolitan West Side, Chicago (preferred) ass a53 Metropolitan Street Railway *>S "15 Milwaukee Electric Railway & Light (preferred) *iio "no North American Company *8i '4 *8i 54 Northwestern Elevatel Railroad (common) aid 317 Northwestern Elevated Railroad (preferred) a68 60 Philadelphia Company, Pittsburg (common) asi a5i54 Philadelphia Company, Pittsburg (preferred) 344 54 a44 Philadelphia Rapid Transit Company 321 54 222 Philadelphia Traction Company 86 87 Public Service Corporation, 5 per cent col. notes *ioo5-4 *ioo54 Public Service Corporation, ctfs 3105 54 aios54 Seattle I'Tectric Company (common) an; aiI5 Seattle Electric Company (preferred) ato2 *I02 South Side Elevated Railroad (Chicago) a?3-^4 353 Third Avenue Railroad, Now York *8-Xt 754 Toledo Railways & Light Company * 1 1 W * I ' Vj Twin City Rapid Transit, Minneapolis (common) *II4 11 5/4 Union Traction Company, Philadelphia at8-)4 349 United Rys. St Electric Company. Baltimore .114 at354 United Rys. Inv. Co. (common) *37 "37 United Rys. Inv. Co. (preferred) *©7 "67 Washington Rv. X- Electric Company (common) 38 *4o Washington Ry. & Klcctric Company (preferred) aoo-Vii "0"'4 West End Street Railway, Boston (common) ags a04'/J West End Street Railwav, Boston (preferred) aios '•' a tort Westinphouse Elec. & Mfg. Company 6854 a7o Westinghou^e Elec. & Mfg. Company ( 1 st pref.) *I25 *i»5 aAiked, "Last Sale. 548 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. Annual Report of Massachusetts Electric Companies The income of the Massachusetts Electric Companies during the year ended Sept. 30, 1909, amounted to $1,094,799, divided between $967,630 from dividends on stocks owned and $127,169 interest on notes and bank balances. Ex- penses were $19,395, leaving a net income of $1,075,404. Against this amount there was charged .$157,500 interest on coupon notes, leaving a net divisible income of $917,904. From this sum $513,935, or a total of 2J/2 per cent dividends on the preferred stock, was deducted, leaving a surplus of $403,969. A profit of $115,997 was realized on the sale of stocks, making, with the surplus of $2,378,792 existing on Sept. 30, 1908, a total surplus as of Sept. 30, 1909, of $2,- 898,758. Gordon Abbott, president of the company, says in his statement to shareholders: "In the last annual report which your board of trustees presented to you it was stated that it seemed probable that the decreases in gross earnings which marked the con- cluding months of the year ending Sept. 30, 1908, would continue during the first six months of that which has just closed. This expectation happily proved to be unfounded; the gross earnings of the companies in which you are inter- ested were slightly greater for the first half of this fiscal year than those of the same period of the previous year. During the last six months there was a marked improve- ment in the gross, so that the year as a whole showed an increase in gross earnings for all the companies of $258,843, per cent. "Operating conditions during the year have been suffi- ciently favorable, owing to the low price of supplies, to produce an increase of $125,000 in net earnings despite in- creasingly liberal expenditures on maintenance over those of the previous year. Of this increase' $42,569 was ab- sorbed by dividends on the preferred shares of the operating companies, but the remaining increase in net was large enough to justify the Old Colony Street Railway in in- creasing its dividend from 4 per cent to 5 per cent. The dividend rate of the Boston & Northern was maintained at 5 per cent. "The sale of preferred shares produced the sum of $1,205,- 820, and this amount, together with the proceeds of $1,654,- 000 bonds of the operating companies sold during the year, enabled them to pay off all their floating debt, excepting that owed to the Massachusetts Electric Companies, and in addition left the operating companies with a surplus of cash to pay for cars and new electrical machinery ordered during the past fiscal year, but not yet delivered. "During the past year the operating companies expended $793.4t)6, as follows: Track construction, $211,515; track reconstruction, $399,407; cars and electrical equipment, $2,368; wires and bonding, $99,932; power stations, $33,503; land and buildings, $32,119; sundry equipment, $14,562; total, $793,406. "With this expenditure half a mile of new track was built, i8j4 miles of old track reconstructed, 21 miles cf new line construction done, and an 800-kw generator added to the Lowell station. Besides this, 40 semi-convertible cars and a 1200-kw generator for the Lawrence station were ordered, but not delivered before the end of the fiscal year. As a result of this expenditure and of the expenditures on main- tenance, the trustees are able again to report that the physical condition of the properties has improved. "On July 1, 1909, a dividend of il/2 per cent was paid on the preferred shares of the Massachusetts Electric Com- panies, and the trustees have felt justified by the results of the year in increasing the distribution on Jan. 1, 1910, to iV\ per cent. Although the earnings for the past year would appear to justify the declaration of a dividend at a higher rate than this, your trustees are of the opinion that the time has not yet come when it would be wise to resume the 4 per cent rate, in view of the fact that the past year is the first since 1903 in which the full 4 per cent was earned. They think that the interests of the shareholders will be best served by maintaining a strong financial condi- tion until the earning power of the property has been demonstrated over a longer period." A consolidated statement of profit and loss of the oper- ating subsidiary street railway and electric light companies for the year ending Sept. 30, 1909, is as follows: Earnings $8,052,355-61 Expenses 5,148,396.87 Net earnings $2,903,958.74 Interest, rentals and taxes 1,778,128.97 Net divisible income $1,125,829.77 Dividends on common stock $957,895.00 Dividends on preferred stock 42,569.10 1,000,464.10 Surplus for the year $125,365.67 Surplus Sept. 30, 1908., 210,887.38 Total. $336,253.05 Deductions: Injuries and damages prior to insurance $8,271.45 Premium on bonds redeemed 2,188.00 Adjustment of accounts 5,561.18 Reconstruction 74,387.83 ^construction of leased properties 25,444.38 Depreciation of Hyde Park Electric Light Company property 4,002.60 Total deductions 119,855.44 Surplus Sept. 30, 1909 $216,397.61 Binghamton (N. Y.) Railway.— The holders of the $I37>- 000 of first mortgage 6 per cent bonds of the Binghamton Street Railway due on April 1, 1910, are offered the privi- lege of exchanging their bonds, bond for bond, interest to be adjusted, for first consolidated mortgage 5 per cent tax exempt gold bonds of the Binghamton Railway due in 1931, which cover the entire system of the company. Brooklyn (N. Y.) Rapid Transit Company. — There have been listed on the New York Stock Exchange $1,230,000 more of first mortgage convertible 4 per cent bonds of the Brooklyn Rapid Transit Company. There have been issued to date $48,296,000 of the refunding bonds of the company, of which $34,787,000 have been listed on the exchange and $13,509,000 are held in the treasury of the company. Camden & Trenton Railway, Camden, N. J. — The prop- erty of the Camden & Trenton Railway, was sold under foreclosure on March 18, 1910, for $675,000 to Henry W. Thomson, Jr., representing the bondholders' committee. Catskill (N. Y.) Traction Company. — The Catskill Trac- tion Company, which has succeeded to the property and franchises of the Catskill Electric Railway, sold at fore- closure on Jan. 12, 1910, has asked the Public Service Com- mission of the Second District of New York for consent to mortgage its property and franchise to secure a bond issue to the amount of $200,000 and for permission to issue $6o,coo in bonds in part payment of the purchase price of the property of the Catskill Electric Railway; also for per- mission to issue $12,000 capital stock to the incorporators, which has been paid for in cash and $48,000 par value capital stock to W. C. Wood in payment of the balance of the purchase price of the property of the Catskill Electric Railway. Chicago (111.) Railways. — It is said that before April 1, 1910, an announcement will be made of the details of a plan by which the Chicago Railways will operate the lines of the Chicago Consolidated Traction Company under lease for 99 years. Chicago (111.) City Railway. — The report of the Chicago City Railway for the year ended Jan. 31, 1910, as presented at the annual meeting of the stockholders of the company on March 16, 1910, shows earnings briefly as follows: Gross receipts, $9,094,047; expenses, taxes, renewals, etc., $8,230,- 734; net earnings, $863,313; city's proportion of net earnings, $474,822; amount left for company, $388,491; interest on capital, $1,864,901; income from operation, $2,253,392; other income, $555,714; total, $2,809,106; interest on bonds, $i,iro,- 666; net, $1,698,440; regular dividends, $1,080,000; balance after paying dividends, $618,440. The stockholders have elected E. R. Bliss, B. E. Sunny and Honore Palmer direc- tors to succeed A. J. Earling, Robert M. Fair and S. M. Felton. The officers have been re-elected. Cleveland (Ohio) Railway. — The holders of the present $14,675,600 of outstanding stock of the Cleveland Railway are offered the right until April 10, 1910, to subscribe for and take 10 per cent of new stock at par. Payment is to be made on the basis of 25 per cent on or before May 1, 19*10; March 26, 1910.] ELECTRIC RAILWAY JOURNAL. 549 25 per cent on or before July 1, 1910; 25 per cent on or before Sept. 1, 1910, and 25 per cent on Nov. 1, 1910, or optionally in full at any time before Nov. 1, 1910. East Liverpool Traction & Light Company, East Liver- pool, Ohio. — Van Horn Ely, president of the East Liverpool Traction & Light Company, is said to have arranged to take over the Valley Electric Company, New Brighton, Pa., in the interest of the East Liverpool Traction & Light Com- pany. Interstate Railways, Philadelphia, Pa. — It was stated that about $7,000,000 of the $10,776,000 of 4 per cent bonds of the Interstate Railways had been deposited with the Real Estate Trust Company up to March 14, 1910, in ac- cordance with the terms of a readjustment committee. Little Rock Railway & Electric Company, Little Rock, Ark. — An extra dividend of 1 per cent on the $1,500,000 of common stock of the Little Rock Railway & Electric Company was paid on March 1, 1910. Louisville (Ky.) Railway. — The Louisville Railway re- ports earnings as fellows for the year ended Dec. 31, 1909: Gross earnings, $2,969,132, of which $2,685,288 was derived from the revenue of the city lines, $17,634 from mail and advertising, $162,668 from the revenue of the interurban lines, $24,711 from the freight and express revenue of the interurban lines, and $78,829 from other sources; operating expenses and charges, $2,391,790, of which $1,568,473 was incurred in operating the city lines, $96,932 in operating the interurban lines, $216,000 for State, county and city taxes, $385,384 for interest on debt paid and accrued, and $125,000 for the dividend on the preferred stock; net earnings, $577,- 341, of which $545,650 was used to pay the dividend on the common stock, $25,000 was set aside for accident reserve, and $6,691 was carried to surplus account. Metropolitan Street Railway, New York, N. Y. — Judge Lacombe, in the United States Circuit Court, has reserved decision on a motion of the Twenty-third Street Railway to have the receivers of the Metropolitan Street Railway set aside the surplus earnings of the Twenty-third Street Rail- way in a special account as a fund to meet the interest on the notes held by the Mercantile Trust Company of $2,200,- coo and interest on $400,000 underlying bonds. Milford & Uxbridge Street Railway, Milford, Mass. — The Milford & Uxbridge Street Railway has petitioned the Massachusetts Railroad Commission for authority to issue $88,000 of preferred stock at a par value of $100 per share. Nashville Railway & Light Company, Nashville, Tenn. — The Nashville Railway & Light Company reports earnings as follows for the year ended Dec. 31, 1909: Gross earnings for 1909, $1,724,379, as compared with $1,597,029 for 1908; operating expenses and taxes for 1909, $1,013,882, as com- pared with $954,296 for 1908; earnings from operation for 1909, $710,497, as compared with $642,733 for 1908; interest for 1909, $394,353, as compared with $393,099 for 1908; net earnings for 1909, $316,144, as compared with $249,634 for 1908; reserve, including depreciation, for 1909, $51,513, as compared with $47,742 for 1908; net income for 1909, $264,- 631, as compared with $201,892 for 1908; reserve, miscel- laneous, for 1908 transferred to profit and loss, $45,000; surplus for 1909, $264,631, as compared with $246,892 for 1908; 5 per cent dividend on preferred stock for 1909, $125,- 000, as compared with $123,445 f°r 1908; surplus for 1909 after dividend, $139,631, as compared with $123,447. New Orleans Railway & Light Company, New Orleans, La. — Bert ran, Griscom & Jenks announce that they have not received sufficient assents to warrant them in proceed- ing further with their proposal to buy from the stockholders of the New Orleans Railway & Light Company $4,000,000 of the common stock and $2,000,000 of the preferred stock of the company, as noted in the Electric Railway Journal of Feb. 12, 1910, page 295. St. Louis, Monte-Sano & Southern Railway, St. Louis, Mo. — Peter Kerth has been appointed receiver of the St. Louis, Monte-Sano & Southern Railway, which has com- pleted 8 miles of line out of St. Louis. Waterloo, Cedar Falls & Northern Railway, Waterloo, la. — The Waterloo, Cedar Falls & Northern Railway has called for payment at 103 and interest on April 1, 1910, the $755, °nO of 5 per cent first mortgage gold bonds of the Waterloo-Cedar Falls Rapid Transit Company. Traffic and Transportation Coney Island & Brooklyn Railroad Ordered to Equip Its Cars with Fenders and Wheel Guards After allowing nearly a year for experimenting with the types of fenders and wheel guards to be used by the Coney Island & Brooklyn Railroad, the Public Service Commission of the First District of New York has ordered the company on or before Oct. 15, 1910, to equip all its closed passenger cars with wheel guards of a type or types to be approved by the commission; to equip all open passenger cars on or before July 1, 1910, with wheel guards or platform trip fenders of a type to be approved by the commission, and to file with the commission by April 5, 1910, drawings and specifications showing the types of wheel guards and fend- ers to be used. There is an order in force which directs the company to use projecting fenders and wheel guards, but the order just adopted provides that as soon as the wheel guards are installed the company shall have the right to fold up the fenders on cars operated over Brooklyn Bridge, Williamsburg Bridge, Washington Street, High Street, Fulton Street between Washington Street and De- Kalb Avenue, and Roebling Street between Broadway and Williamsburg Bridge Plaza. The order was adopted on an opinion submitted by Commissioner Maltbie. The companies operating in Brooklyn and Queens asked for an opportunity to test various types of wheel guards to determine which were best suited to local conditions. On April 28, 1903, the Coney Island & Brooklyn Railroad and other street railroads were ordered to equip their cars with fenders, but the order for wheel guards was withheld pend- ing experiments to be made by the company. The Coney Island & Brooklyn Railroad operates 450 cars over about 50 miles of single track, of which 32 are paved with granite blocks and four with cobblestones, while for about 14 miles there is no pavement at all. Pursuant to the agreement to allow experiments, the commission took no action until the fall of 1909, when it held hearings, and on Dec. 24, 1909, an order was adopted directing all the companies of the Brooklyn Rapid Transit System and the Coney Island & Brooklyn Railroad to equip their cars with wheel guards of a type or types to be ap- proved by the commission. The Coney Island & Brooklyn Railroad was then granted an independent rehearing, the avowed purpose of the company being to make a record, with a view of testing the legality of the order under a writ of certiorari. Mr. Maltbie recites the various objections offered by the company, which he dismisses with the exception of the objection made to the expense of altering the open cars. Of the 450 cars operated 259 are open cars, so constructed that there is not sufficient space between the ends of the car and the trucks properly to adjust wheel guards. The cars could be altered to permit of the installation of wheel guards, but it would cost from $150 to $250 for each car. The former figure is the estimate of the commission's ex- pert, the latter that of the company's engineer. Since the hearings it has been suggested that the company be allowed to use a projecting platform-trip fender on the open cars, carried several inches above the rails. The commissioner does not approve altogether of the platform drop fender for the reason that its action depends upon the quickness of the motorman. He says: "In view of the expense which would be incurred to transform immediately the open cars — approximately $40,000 — ft seems reasonable to allow the company to determine for itself, as respects these open cars, whether it will install wheel guards and the ordinary fender or substitute for both a platform trip fender. The commission believes that the safety of the public is the fundamental consideration, and prefers that the company should place wheel guards and fenders upon all of its cars; but if the company exercises the privilege allowed it in the order and decides to put on the platform drop fender, and if such a fender shall prove to be inefficient, the commission will feel free to act im- mediately and order the substitution of more efficient de- vices for those in use." Mr. Maltbie, in conclusion, points out that the surface cars of the Brooklyn Rapid Transit System, which operate 55o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 13. under conditions similar to those existing on the lines of the Coney Island & Brooklyn Railroad, are equipped with wheel guards and fenders in accordance with the order of the commission. About 2500 cars of the Brooklyn Rapid Transit System are affected, as against 450 operated by the Coney Island & Brooklyn Railroad. Decision Regarding Service in Newton, Mass. The Railroad Commission of Massachusetts has rendered the following decision in the case of the petition of the residents of Newton, Mass., regarding service on the Middle- sex & Boston Street Railway: "The petitioners complain of the infrequency of car service on the Auburndale line, so-called, after 7:30 p. m. At the hearing it appeared that the service was half-hourly during the winter season. The complaint raises two ques- tions— the insufficiency of the service between Lake Street and Centre Street and the service beyond Centre Street in the direction of Auburndale. At the hearing the company agreed to restore the 15-minute service between Lake Street and Centre Street, and this service is now in operation. After the hearing, at the request of the commission, the company filed reports showing the amount of traffic after 7:10 p. m. for 10 days between Centre Street and Auburn- dale in both directions. A study of these returns, taken in connection with the service already restored, does not show a sufficient demand of the traveling public for the restora- tion of the 15-minute service from Centre Street to Auburn- dale. "A demand is disclosed, however, for additional service to and from the Brae-Burn Country Club upon occasions when winter sports or other events are taking place. While this demand must of necessity depend in some part upon weather conditions, we recommend that such additional service as will meet it be installed." Lower Car Steps in Portland, Ore. — The Portland Rail- way, Light & Power Company, Portland, Ore., has agreed to reduce the height of the steps on 40 cars recently equipped for service from 18 in. to i$y2 in. Complaint Against Service on International Railway. — The Public Service Commission of the Second District of New York has received a complaint from residents of Lan- caster and Depew against the International Railway, alleging insufficient passenger car service at certain hours of the day and unsanitary condition of passenger cars. Seattle-Tacoma Fare Case to Be Appealed. — The Puget Sound Electric Railway proposes to appeal to the courts from the finding of the Railroad Commission of Washing- ton, fixing the rates of fare between Seattle and Tacoma and other places along the line of the company. The order of the commission was published in the Electric Railway Journal of March 19, 1910, page 508. Service of the Washington, Baltimore & Annapolis Elec- tric Railway Extended. — The cars of the Washington. Baltimore & Annapolis Electric Railway are now operated in Washington to the Treasury Building, and transfers are issued between the cars of this company and the cars of the local companies at five places in Washington. Sixty- four limited cars are operated daily between Baltimore and Washington. Decrease in Fares Asked at Westborough, Mass. — The Selectmen of Westborough have petitioned the Massachu- setts Railroad Commission to reduce the fare on the Worcester Consolidated Street Railway between West- borough and Worcester from 20 to 15 cents. The Select- men also urge that the company be required to continue to operate its power plant and car house in Westborough. There was a hearing at Boston on March 21. Express Passenger Service Between South Framingham and Boston. — The Middlesex & Boston Street Railway, by arrangement with the Boston Elevated Railway, has begun operating an express passenger car service on week days be- tween South Framingham and the Park Street subway, Boston. Three round trips are made daily. The running time is 1 hour and 20 minutes between South Framingham and Park Street. Stops are made at Natick, Wellesley and the Newtons. Ohio Electric Railway Benefit Association. — At a meet- ing of the grand council of the Ohio Electric Railway Benefit Association, held at Newark, Ohio, on March 17, 1910, the following officers were elected: E. J. Kessler, Lima, president; W. H. Robinson, Newark, vice-president; George Heckethorne, Springfield, secretary-treasurer. Special cars from Lima and Springfield carried the dele- gates to the meeting. A banquet was served in the eve- ning and representatives from chapters in Cincinnati, Day- ton, Springfield, Hamilton, Lima, Columbus, Zanesville and Newark were present. Abandonment of Unprofitable Line Upheld in Wisconsin. — The Wisconsin Railroad Commission has dismissed the complaint cf H. W. Brown for the restoration of a discon- tinued street car service by the Janesville Street Railway. The complaint was based upon the failure by the company to run its cars over a section of its track in Janesville that formerly was used for service. The company contended that it could not maintain the abandoned service; that the entire service in Janesville was unprofitable; that the busi- ness of the company was not sufficient to pay running ex- penses; that the company had not paid dividends or interest on its bonds. In dismissing the petition the commission says that the ordinary rule that a railroad must operate all of its branches as an entirety and that abandonment of any part of a system because it fails to pay a profit is against public policy will not hold in this case, because the entire system is not profitable, and no public good could come from the requirement asked by the petitioners. Binghamton Fare Complaint Closed. — The Public Service Commission of the Second District of New York has closed on its records the complaint against the Bingham- ton (N. Y.) Railway regarding passenger fare in which it was alleged that a clause in the contract between the com- pany and the village of Union which stated that "the fare for passengers may be, but shall not exceed, 10 cents for each person for a single ride between Union and Lester- shire, or 15 cents for the round trip made the said day between said villages" was not being complied with, be- cause the company compelled passengers who had pur- chased round-trip tickets for 15 cents to leave the cars at the westerly boundary of Lestershire or pay an extra fare from this boundary to regular stopping places within the village, although passengers who purchased one-way tickets at 10 cents were carried the entire distance between these villages. ■ Under date of March 14, 1910, G. T. Rogers, president of the company, wrote the commission that the officers of the company believed that it would stimulate harmony and good feeling upon the part of its Union, En- dicott and Lestershire patrons to issue and accept round- trip Lestershire-Union tickets from and to any place within the village limits of Lestershire, and had decided to do so. Petition for Owl Service in Harrisburg. — A number of steam railroad employees who live in Harrisburg have asked the State Railroad Commission to require the Central Penn- sylvania Tractyjn Company to operate an all-night car service on the more important city lines. The company denies that there is any necessity for the service asked in the complaint. To the charge that about 225 passengers arrive at the Union Station, Harrisburg, between 12:24 a. m. and 5 a. m. the company says that the number of passengers who arrive between the hours mentioned that do not con- tinue to some other destination by steam railroad is not in excess of 75. It also says that the number of railroad train crews leaving Enola, five miles from Harrisburg, and five miles from the nearest point of connection with its line, is very small and has no bearing upon the subject matter of the complaint; that there is no public need for the all-night service; that the expense of such service maintained by cars operated even at infrequent intervals during the hours men- tioned would greatly exceed the receipts, and that to compel the company to operate such service would burden it un- justly. The company is prepared to present comparative data upon the general subject matter of the complaint to the commission if the objection which it has entered in general terms should be considered insufficient. Report on Transit Conditions in Trenton. — Samuel Whinery, who was retained recently by Charles E. Bird, City Counsel of Trenton, N. J., to investigate street railway March 26, 19 10.] ELECTRIC RAILWAY JOURNAL. 55i conditions in Trenton and make recommendations to the Council for changes in the operation of the lines, has sub- mitted his report, and it has been transmitted to the Council. He took Scranton, Pa.; Syracuse, N. Y.; Utica, N. Y., and Grand Rapids, Mich., which are approximately as large as Trenton, for purposes of comparison, and prepared a table showing the bonds and stock issued in these cities per mile of road and per 1000 inhabitants and the gross earnings and net earnings per mile of road and per 1000 inhabitants and the passengers carried per mile of road and per 1000 inhabi- tants. Mr. Whinery recommends that more cars be oper- ated during the rush hours; that the cars be kept cleaner and that the traffic ordinance relating to the obstruction of car tracks by vehicles be rigidly enforced. These recom- mendations should be carried into effect at once. For the future he recommends an increase in the capacity of the power plant of the Trenton Street Railway by the installa- tion of a 1500-hp engine and generator and 600 hp in'boilers, the substitution of larger cars for those now in service and the reconstruction and repair of the company's tracks on portions of the system specified in the report. Mr. Whinery says that a sum practically equivalent to the capitalization of the company would be required to replace the present property. Terre Haute, Indianapolis & Eastern Traction Com- pany.— A new timetable has been issued by the Terre Haute, Indianapolis & Eastern Traction Company which includes an excellent map of the territory served by the company and an alphabetical list of the stations. The other information contained in this publication includes the timetables on 10 divisions, a general statement regard- ing baggage, chartered cars, mileage and coupon books, interline tickets and the following statement regarding lost tickets and disputes: "If you lose your ticket you are out of pocket the value thereof. The railroad company is under no obligation to give you another in its place, nor to allow you to ride free. Give notice of your loss to the conductor. Pay your fare to him or purchase another ticket from first ticket station. Take conductor's or ticket agent's receipt for the amount paid. When you reach your desti- nation write to the general passenger agent of the road of which you bought your ticket, enclose receipt and ex- plain the circumstances. If your ticket is found and re- turned unused the company will refund your money. Agents and conductors are governed by the rules of this company. In case of dispute with them, it is always best to pay the fare requested and refer the matter to the general passen- ger agent, who will promptly investigate and adjust any differences." The new folder shows the connections with steam railroads at 11 of the more important intersecting points. It is made up of a single sheet folded 'to- 3' 6 in. by 6l/n in. Vice-President H. E. Niesz presided at the meeting of the Electric Club of Chicago on March 16, 1910, in the absence of F. P. Vose, president, who was detained by ill- ness. The object of this meeting was to discuss means of enabling the members to get better acquainted with one another. In any organization of considerable size there is a large proportion of the members who are unacquainted or only slightly acquainted, and Frank L. Perry, chairman of the reception committee of the Electric Club, presented a plan designed to further the spirit of good-fellowship among electrical men. which is one of the important oh jects of the club, by a scheme of identification cards. Thest cards are the size of an ordinary business card A supply of blank cards is provided at the door and also a marking pencil. Each member of the club. on entering the place "I meeting, prints in capital letters about three-quarters of an inch high his last name in one line on one of these cards and also, in a word. or two, in a line beneath, the distiii guishing name of his company or occupation Clip sticl pins are provided, and by this means every man present will have a sufficient identification in a form that may be read at a distance of 20 ft. or more. Before the meeting adjourned the plan advocated by Mr. Perry was adopted unanimously. Among those who addressed the club were A. A. Gray. ]. R Cravath. I F Postal and George R Bliss, Jr. Personal Mention Mr. C. G. Guild has resigned as superintendent of the light and power department of the Ft. Wayne & Wabash Valley Traction Company. Ft. Wayne, Ind., to enter the manufacturing field. Mr. J. W. Hewitt has been appointed trainmaster of the Oregon Water Power division of the Portland Railway, Light & Power Company, Portland, Ore., to succeed Mr. S. T. Jones, resigned. Mr. W. S. Dimmock has retired as manager of the Puget Sound Electric Railway, Pacific Traction Company and the Tacoma Railway & Power Company, Tacoma, Wash., to return to the home office of Stone & Webster, Boston. Mr. M. J. Kehoe, superintendent of bower of the Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne, Ind., has been appointed superintendent of the light and power department to succeed Mr. C. G. Guild, resigned. The position of superintendent of power has been abolished. Mr. Samuel B. McLenegan has resigned as general man- ager of the Central California Traction Company, Stock- ton, Cal. Mr. McLenegan has served continuously for 17 years in electric railway work in California, and pro- poses for the present at least to devote his attention to his olive orchard interest in the Santa Clara Valley, near San Jose. Mr. L. H. Bean, local manager of the Whatcom County Railway & Light Company, Bellingham, Wash., has been appointed manager of the Puget Sound Electric Railway, Pacific Traction Company and the Tacoma Railway & Power Company, Tacoma. Wash., to succeed Mr. W. S. Dimmock, who has returned to the home office of Stone & Webster, in Boston. Mr. John J. Cotton has been appointed advance agent of the Middlesex & Boston Street Railway, Framingham. Mass., a newly created position, in which he will have charge of all arrangements for the operation of special cars over the lines of the company and the routeing of excur- sions, etc. Mr. Cotton was formerly a conductor on the Waltham division of the company. Mr. George F. Staal has been appointed first assistant engineer of way of the Milwaukee Electric Railway & Light Company, Milwaukee, Wis., to succeed Mr. H. B. Kamschulte, whose resignation was announced in the Electric Railway Journal of March 12, 1910. From 1890 to 1896 Mr. Staal was engaged in private and government engineering work in the Argentine Republic, S. A., and from 1896 to 1900 was engaged in private and government engineering work in the South African Republic. Since April, 1902, he has been connected with the civil engineer- ing department of the Milwaukee Electric Railway & Light Company. Mr. A. D. Miller, recently manager and superintendent of the Reno (Nev.) Traction Company, has been appointed manager of the Central California Traction Company, Stockton, Cal., to succeed Mr. S. B. McLenegan, whose resignation is announced elsewhere in this column. Mr. Miller was graduated from Stanford University, California, in 1905, with the degree of electrical engineer. His first commercial work was with the engineering department of the Truckee River General Electric Company, Reno, Nev. Subsequently he was appointed assistant engineer of the comp.any, which controlled the Truckee River General Flectric Company, the Reno Power., Light "r Repair.-, to Controllers, Resistance! Heater.:, Register! and Misc. Elec. Parts are taken care of at this Point. Flo* Shop: Where Repairs and Renewals of Plows are made. Wheel Guards: Repairs and Renewals of Wheel Guards are made in Part of the Wheel Shop. Lex Ave. & 50th St. & UOth St. titb Ave. Paint Shop Car Shop All Cars after hav- Wood Working: ng Carpenter Worl Repairs are made performed upon at this Point on them are sent to all Cars going this Point for Paint through for an Ing & Varnishing. Overhauling. Horse Cars are Overhauled at Horse Car this Shop Wood Working The Repairs to Horse Mill- All Mill Cars outside of the Work for the Sys- Ivorhaullng are taken tem is taken care care of at the various of at this Point. Divisions. All Repairs tu Vehicles are also made at the above Shop. In Charge 0 f Clerks at Central Office, Shops and Car Ho Time Keeping Records Cost Records Ktnpluyees Records Mileage Records Run rn Rec >rds Public Serv. Com. Records Car Records Wheel Records Armature Records Mileage Inspection Notice; Ordering Material & Supplies Genera* Oflu e Records 50th St. Repa rs Shop All Motors and Trueks together with Wiring and Air Brake Work is taken care of in this Depart- ment. New Equipments are Assembled by this same Force. This Department has the Main- tenance of the Electrical Equip- ment of the Transfer Tables. In Charge uf the Maintenance of the Rolling Stock at the Car Houses Northern District Southern District Oar Houses 14Cth St. It Lenos Aye. VJth £ 100th St. £ Les. Av 8Gth St. & Madison Ave. 10th Ave. & 54th St. 8th Ave. & 50th St. 32nd St. it 4th Ave. Car Houses 9th Ave. & 54th St. 7th Ave. 41 50th St. 0th Ave. 4 50th St. 42nd St. 23rd St. 14th St Metropolitan Rolling Stock and Shops — Diagram of Organization Electric Ry. Journal demonstrated. If the system was capable under more favorable operating conditions of making a better showing than when it was obliged to default on its fixed charges, the interests of stockholders, bondholders and creditors lay in the development of that fact. This plan having been decided upon, and having received the sanction of the court which was directing the affairs of the company, an active but conservative campaign of improvement was inaugurated. The first step was to obtain technical information of the practice and the performance of apparatus in other cities. The adoption, or adaptation, of these methods when suitable to the conditions in New York was then taken up and an effort was made to give each problem such treatment that the decisions reached would apply, not only to present needs, but to future requirements. Naturally one of the most important departments to which this plan of systematic selection was applied was that of rolling stock and shops, and it is the intention in this article Railway Company, but, as will be shown in this article, economy and general efficiency were also secured. ORGANIZATION At the time of the appointment of the receivers on Sept. 24, 1907, the department now known as the rolling stock and shops department was divided into three separate departments. One was in charge of the general master mechanic, who had charge of the woodworking and painting repairs to all cars and vehicles, as well as the operation of the plow shop and the general ma- chine shop. The second department was under the jurisdiction of the master mechanic in charge of shops. This department took care of the armature, field, controller and miscellaneous electric repairs, together with such machine shop work as was incident to this work. The third department was in charge of the superintendent of equipment, who supervised the regular maintenance of the cars at the car houses, including such truck April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 563 and electrical repairs as might be made at such points. A reorganization was gradually effected and a superintendent of rolling stock and shops was placed at the head of the de- partment, the reorganization of which, as it now exists, is shown in the accompanying chart. The change in the organization of the rolling stock and shops department as outlined above would in itself have tended eventually to improve the condition of the maintenance of the equipment of the system, as, with all the departments con- centrated under one head, very much better results can be at- tained than where there are two or three subdivisions. The greatest factor, however, of improvement in the maintenance of the rolling stock was due to the rehabilitation of the car bodies, trucks and electrical equipment. This took place prin- cipally during 1008, and followed lines which will be described later in this article. IMPROVEMENT IN EMPLOYEES Early in the work of rehabilitation a number of the car houses were rebuilt, and the improved facilities thereby provided, not only added greatly to the character of the maintenance carried on at the car houses and shops, but the bettered sur- roundings enabled the management to obtain a superior class of workmen in both car houses and shop departments than would otherwise have been the case. This was particularly de- sirable, as during the period of prosperity terminating in the fall of 1907, it had been exceedingly difficult to obtain proper workmen. Consequently a large foreign element had gradually worked into the car houses and shops, principally the former. Many of these men were not able to speak the English language, and it was hard to obtain the proper character of work from them. During 1908-1909 especial effort was made to eliminate these men. This has now been accomplished, with the result that the company is obtaining more intelligent and better results in car maintenance. INSPECTION OF EQUIPMENT Improved methods have also been put into force in connection with this class of work. The principal one perhaps was the allowance of 100 miles more or less. Equipments of the more modern types are inspected upon an 800-mile basis, also with the same allowance. Two additional clerks were placed in this office for this work, and it was found possible after the mileage in- spection had been in force for several weeks to make a reduction TABLE II. — STORAGE CAPACITY OF CAR HOUSES, MEASURED IN SINGLE TRUCK CARS, 32 FT. 6 IN. OVER ALL Lin. ft. Ground Second Location of car houses. of tracks, floor. floor. Total. (b) 14th St. and Ave. B 2642 77 ... ... *259 1507 .. 46 123 23d St. and nth Ave 3092 92 ... 91 (a) 24th St. and nth Ave 1618 44 ... 44 3id St. and 4th Ave 555 1 165 ... *g6S 31 ... 196 42d St. and 12th Ave 2781 92 ... 92 50th St. and 8th Ave 2680 78 ... 78 ;oth St. and 7th Ave 4649 123 ... 123 50th St. and 6th Ave 3460 104 (c) ... *l82 3694 •• no 2045 . . 61 (d) *38io . . 109 (e) 384 54th St. and 9th Ave 471 1 133 ... 4989 • • 140 273 (b) 54th St. and 10th Ave 3634 97 ... *52S 13 ... no (a) 85th St. and Madison Ave 2574 76 ... *368 8 ... 84 99th St. and Lexington Ave 2770 82 ... 2881 .. 82 164 *I76 100th St. and Lexington Ave 2686 82 ... 2740 . . 79 161 146th St. and Lenox Ave 8376 251 ... 8133 •• 245 495 Note.— (a) Signifies a storage yard. (b) Signifies space rented. (c) Signifies 32 cars stored on repair tracks are included, (d) Third floor, (e) Fourth floor. (*) Signifies tracks not slotted. of 22 men in the various car houses. These men were all en- gaged on the inspection of cars, and the saving effected amounted to about $12,000 per year. The inspection is carried on by what is termed the inspection force, under an inspector who acts as an assistant car house foreman, and is held personally responsible for the work under T ^BLE I.— RUN-INS DURING 1908 AND 1909— METROPOLITAN STREET RAILWAY, INCLUDING CARS RENTED TO S9TH STREET LINE (C. P. N. & E. R. R. CO.). , Chargeable to Car Houses- , ■ Not Chargeable to Car Houses v Week ending 7 a. m. 1908 July 6, 1908, to Dec. 28 Jan. 4, 1909, to June 2! July 5, 1909, to Dec. 27 1909 • 327 7,168 5,884 3,197 4,800 6,578 1 ,267 2,195 31,416 193 266 44 933 283 150 1,279 3,148 34,564 ! 98 2,757 4,409 980 1,625 1,635 404 699 12,607 104 1,588 250 623 143 9 1 509 3,227 15,834 • 425 9,925 10,293 4,177 6,425 8,213 1,671 2,894 44,023 297 1,854 294 •,556 426 159 1 1,788 6,375 50,398 .' 108 1,838 2,707 532 747 1,393 351 445 8,121 122 1,140 139 659 175 37 54 498 2,824 10,945 ■ 95 1,014 1,771 383 732 1,159 158 463 5,775 78 627 = 05 503 251 133 191 1,888 7,663 • 203 2,852 4,478 915 1,479 2,552 509 908 13,896 200 1.767 244 1,162 426 37 187 689 4,712 18,608 • 52 7 1 56 79 77 69 70 69 69 33 S 10 25 0 77 61 26 63 establishment of the mileage system of inspection of equip- ment. Formerly cars were inspected once a week, irrespec- tive of the amount of service that each had performed during that period. Rut the transfer of the individual car mileage records from the office of the supervisor of division office organization to the office of the superintendent of rolling stock and shops made it possible on Feb. 15, 1909, to inaugurate a system of inspection upon a mileage basis. The number of miles made between inspections varies some- what, according to the type of electrical equipment. Motors of the older types arc inspected upon a basis of 700 miles, with an his supervision. Each member of the inspection force is as- signed to the inspection of certain parts of the car bodies, trucks or electrical equipments. The practical result of these sys- tematic examinations is that a large number of defects are dis- covered and troubles are corrected before they become serious. Very valuable assistance in this work has been afforded by a test car which was placed in service during the early part of 1909. The benefits derived from this plan are strikingly illustrated in Table I, which is a record of the number of run-ins during 1908 and 1909. As will be seen, the percentage reduction in 564 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. 1909 over 1908 of run-ins chargeable to car houses varies be- tween 52 per cent and 79 per cent. The division of work adopted in repairs is that at the car houses regular renewals are made of such equipment as brake shoes, the wearing parts of brake riggings, carbon brushes, etc. Armatures and wheels are also replaced at the car houses. Any small amount of carpenter work or painting made neces- sary by accidents is also taken care of there. In car houses where the work of this character is sufficient in amount to keep one or more carpenters or painters busy, such men remain at the car house. Otherwise it is thought better to send workmen of this kind from the main repair shop to do the work, rather than to send the car to the repair shop. Minor plow repairs and lubrication are also attended to at the car houses. DAILY INSPECTION In addition to the regular mileage inspection, cars are in- spected at night when run off the road. The plows, plow leads and body terminals, plow fuses, springs, bolts attaching plow to plow yoke, and plow sleeve nuts are carefully examined, as well as the wearing plates. Brakes are examined to see that they are properly adjusted, and a general examination is given to all parts of the motor that might be liable to become loose during the day's run. CAR CLEANING Car cleaning is followed up as nearly as practicable along the following lines : Cars coming in are stationed close to a given point in the car houses, where they are first thoroughly sprinkled and swept. As it is desirable to have this done before the other workers start on the cars, the sweepers report somewhat earlier than the rest of the car-cleaning force. The interior of the car is then wiped with cheese cloth and the dust removed from the ventilators, hand-strap rail and window ledges. In polishing the glass, two men usually work together, one on the interior and one on the exterior of the car. This is done to facilitate the work, as the small marks on the glass can be detected more readily and cleaned. If the dust on the outside of the car body is not too heavy to be dry wiped without in- juring the varnish, this is done by men who are detailed for the purpose. Special attention is given to keeping the incandescent lamps and shades bright and clean. The washing of cars is done either during or after a rain- storm, long, soft-haired brushes and plenty of clear water be- ing used for the purpose. The interior and exterior of the vestibules are washed at inspection periods, soap being used in connection with warm water. The cleaning of ventilators is taken care of at regular periods, when they are thoroughly washed, dryed and polished. All dry wiping, scrubbing of vestibules and car washing is done at the car houses during the day time when possible. LIST OF CAR HOUSES Table II gives a list of the car houses of the company. METHOD OF CHECKING RUN-INS Run-in5 are checked up by the general car house foreman, who obtains from the foreman of each car house a statement of the reason for each trouble occurring to cars under his authority. These run-ins are then tabulated weekly by car houses and causes and a report is prepared showing a com- parison with the record for the previous week and for the cor- responding week of the previous year. REPAIR SHOP MAINTENANCE Regular maintenance work at the repair shops has also been placed on a systematic basis by the adoption of a schedule re- quiring that a certain number of each of the various types of cars shall be sent to the shop at the ends of definite periods varying between 12 and 18 months. At this time the car body is given a thorough overhauling, and is painted and varnished or touched up and varnished as may be necessary. At the same time the trucks and electrical equipment, as well as the air brakes if the car is so equipped, are also overhauled. This work, at present, is concentrated at two shops. The woodwork- ing, truck and electrical equipment work is carried on at Fiftieth Street and Sixth Avenue. The cars are then shifted to Ninety-ninth Street and Lexington Avenue, where the paint- ing and varnishing work is done on the second floor of these shops. CONCENTRATION OF MAINTENANCE WORK In regular maintenance one of the principal objects sought has been the concentration of the work, and where in the past it was customary for gear wheels to be changed at the car house or in the motor and truck repair shop, this work is now done in the wheel shop. This change has permitted the manage- ment to use a solid gear, instead of the split gear formerly em- ployed. The solid gear has practically eliminated all trouble with loose gears, and gives much more satisfactory service. Another part of the maintenance work which has been con- centrated is that of changing bearings and pinions. It was for- merly customary to do this at the car houses, with the result that good bearing and pinion fits were not always obtained. This work is now taken care of at the One Hundred and Forty- sixth Street armature room, and passes through the hands of one man, so that uniform results in bearing fits are assured. During the past winter, the repairs to electric heaters have been concentrated at the controller room at Fiftieth Street and Sixth Avenue, and results comparable in degree to those in the previous cases described have been obtained. As far as possible, the blacksmith work has been concentrated at Fiftieth Street and Sixth Avenue. In the past it was cus- tomary to have a blacksmith and helper located at practically every car house on the system. With the rearrangement of the blacksmith shop at Fiftieth Street and Sixth Avenue, better facilities were installed. CONDITION OF ELECTRICAL EQUIPMENT In judging the condition of electrical equipment from the maintenance standpoint, one of the best criterions is the condi- tion of the work going through the armature room, and in particular the number of armatures received at this point for all classes of repairs. The average number of armatures received per week for the year ending Dec. 31, 1909, was 65.03, or an average of 9.24 per day. This shows an exceedingly good con- dition of the electrical equipment, especially when, as in this case, these figures cover armatures sent in for mechanical as well as electrical repairs. In fact the number quoted above also includes a large number of armatures sent in for the turning and slotting of the com- mutators, which is a wear and tear item and not what might be termed a breakdown repair. Expressed in another ratio, the average number of armatures sent to the armature room per day is less than one-quarter of one per cent of the total num- ber of motors of the system. EXTRAORDINARY MAINTENANCE During the past two years the company has also carried out a large amount of extraordinary maintenance on its cars to adapt them to the standards now selected. A large part of this work was done during 1908, although some of it was started in the latter part of the year 1907. An account will now be given of this work. OPEN-CAR REHABILITATION The first cars that were rehabilitated systematically were the open cars. Two hundred of the double-truck cars were for- warded to the works of the John Stephenson Company, at Eliza- beth, N. J., where the car bodies were overhauled and painted. The rest, consisting of 82 double-truck open cars, were re- habilitated in the company's own shop at Ninety-sixth Street and First Avenue. The trucks and electrical equipments of all of these open cars were overhauled at the shop at Ninety-sixth Street and First Avenue. In addition, 272 single-truck open cars were rehabilitated entirely by the department of rolling stock and shops. The bodies were repaired and painted and the trucks and electrical equipment thoroughly overhauled. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 565 Work upon the open cars was not completed until some time during July, 1908. CLOSED-CAR REHABILITATION The work of rehabilitation of the closed-car equipment was started during the latter part of May, 1908, and to obtain additional facilities so that this work could be taken care of by the company's own employees, a shop was started at the Kingsbridge car house, and, after some time, all of the carpen- ter and painting work for the rehabilitation of the double-truck closed cars was concentrated at this point. The single-truck closed cars were rehabilitated at Fiftieth Street and Sixth Avenue. After a few of the closed cars had been so renewed and painted yellow, the management decided to change the color from the then standard yellow to the present standard green, which is known as "Coach Painters' Green, Medium." The first car that was painted green was turned out of the shop on July cable boxes on the interior of the car. Wherever the cables came below the floor of the car they were placed in conduit, forming what is termed the "semi-conduit" system. The cable boxes were lined with %-in. asbestos lumber. The installation of this work was inspected and approved by the electrical branch of the local Board of Fire Underwriters. The single-truck closed cars were equipped with the cables taken from the double-truck closed cars, but, previous to their installation, the cables were tested by the Bishop Gutta Percha Company, and any defective wire was removed. These wires were then made up into a cable by the Bishop company. Where the wires were exposed below the flooring on these cars, con- duit was used for their protection. SNOW-SWEEPER IMPROVEMENT Previous to the winter of 1908 the 70 snow sweepers of the system were stripped of the GE-1000 motors used for driving the car and GE-57 motors were substituted. In addition the Metropolitan Rolling Stock and Shops — Elevation, Section and Plan of 1907 Pay-as-You-Enter Car brake rigging upon the sweepers was rebuilt and vastly im- proved. The value of this change in motors was made apparent during the snow storms which were experienced during the winter of 1908-1909, as well as during the past winter. NEW EQUIPMENT 'J he following new equipment has been purchased and placed in service since the appointment of the receivers : 15, 1908, and as soon as possible thereafter all of the other cars were painted in the same manner. The cost of this work, covering car body, truck and electrical equipment rehabilitation, averaged as follows : Single-truck open cars $298.00 per car Double-truck open cars 504.01 per car Single-truck closed cars 304.68 per car Double-truck closed cars 551.00 per car From July I to Dec. 7, 1908, 502 single-truck closed cars and 622 double-truck closed cars, or a total of 1124 closed cars, were rehabilitated. The following statement shows the rate at which these cars were turned out according to months: Month. Single truck closed J"iy 24 August 73 September 75 October 149 November 119 90 December 62 2 Totals 502 622 1,124 In rehabilitating the electrical equipment the cables were re- newed in all of the double truck closed cars and placed in Passengers Cars. Pay-as-you-enter cars, 1907 type 155 Standard closed cars 89 Prepayment cars, 1908 type 126 Total 370 Under purchase: Standard cars 6 Prepayment cars, 1908 type, semi-^-teel 2 Grand total passenger cars. 378 St' 1 V i Snow sweepers Power slot scrapers Derrick or construction car 1 louble truck closed, 66 143 181 Total. 90 216 256 289 209 64 Total 33 Grand total of all cars purchased or now being constructed in THE 1907 TYPE OF PAY-AS-YOU-ENTER CARS The Metropolitan Street Railway Company was one of the first in the country to adopt pay-as-you-enter cars, and in 1908 155 of this type of car wi re placed in service on the Madi- son and Fourth Avenue line. They were approximately 48 ft. over bumpers and had ;i body 32 ft. in length, whereas the previous standard car of the company had a 28- ft. body and was 566 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. 37 ft. 2 in. over bumpers. These cars were equipped with four motors each. The 1907 pay-as-you-enter cars met with instant success with the public, and clearly demonstrated the expediency of operat- ing cars of this general nature under the conditions prevailing on Manhattan Island, as well as the wisdom of the manage- ment in adopting them. But, as frequently occurs in cases where so radical a departure is made from previous standards, the company found that for its conditions certain changes in design were desirable. Before adopting any standard, however, an the estimate made of the cost of operation per annum per pound weight of car, attracted a great of attention at the time, as the study was probably the most exhaustive given to that subject before or since. Briefly, it showed that in New York the cost of transporting each additional pound in weight of a car cost 7 cents per year, of which 5 cents was for the addi- tional power and 2 cents represented track maintenance. From these data the company ordered 126 of the modified type of car which its examination had indicated was the most desirable for New York conditions. This car became known as the 1908 Metropolitan Rolling Stock and Shops — Side View of 1908 Prepayment Car extended study was made of types of cars used in different cities, as well as tests of all the different types used in New York, to determine the minimum average length of car stop, quickest practical rate of acceleration and average current con- sumption. It will not be necessary to review here the extent and scope of the study conducted in the endeavor to reach the solution of this question, as an account of the investigation was published on page 500 of the Electric Railway Journal for Dec. 5, 1908. As there stated, the conclusions reached were in favor of the light type of car described in that article. The ex- tent of the investigation and the conclusions derived, including Metropolitan Rolling Stock and Shops — Elevation, Section and Plan of 1908 Prepayment Car prepayment car. The following is a brief tabulation of its advantages over the 1907 pay-as-you-enter car: Initial cost, 30 per cent less. Seating capacity, 30 per cent greater. Weight, equipped, 10.000 lb. less, or about 20 per cent less. Operated by two motors instead of four. Susceptible of more rapid operation. Requires less energy for its operation. Costs less to maintain. Materially saves the wear and tear on the track structure. CAR MOTORS The improvements in car designs introduced in 1908 by the company were by no means confined to the design of the car body itself. The rolling stock was taken up as a whole, and one of the most important parts of the equipment was, of course, the motor. To reduce armature trouble due to water in the motor casings, an improved mummified wire-wound coil was developed with special reference to its moisture-resisting qualities and was adopted as standard. The subject of motor April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 567 design itself was then taken up with the manufacturers of elec- trical equipment and following along lines suggested by the company, each of the two largest manufacturers of motors de- veloped a type of commutating-pole motor with a frame in one piece, making the casing practically water tight and eliminating the possibility of the lower half of the frame dropping on the pavement. These motors also have a high rate of acceleration. They have been adopted by the company as standard for its future car equipment, and are known to the trade under the names of GE-210 and Westinghouse No. 310. the pony wheels on the rear truck follow the driving wheels. By this means the overhang on the cars has been materially reduced and it has been possible to increase the truck centers from 21 ft., as in the case of the 1907 pay-as-you-enter car, to 24 ft. in the case of the 1908 prepayment car. REBUILT CARS The 1908 type of car proved so satisfactory that the company decided to change over a number of its old cars to prepayment cars. The first so altered were 13 cars, known as "combination" Metropolitan Rolling Stock and Shops — Front and Rear Platform of Converted Car Metropolitan Rolling Stock and Shops — Side View of Converted Car These motors were installed On the 1908 prepayment cars mentioned above and also upon 80 of the standard closed cars, to which reference lias been made. TRUCKS Aii interesting feature in connection wiih the trucks upon which the 1908 prepayment cars are mounted lies in ihe fact that the position of the pony wheels has been reversed — that is, the car is mounted on the trucks in such a manner that the pony wheels on the front truck precede the driving wheels and cars, owing to the fact that when they were originally pur- chased one end of the car was open and the other end closed. During 19"/ these ears had been rebuilt so as to make them en- tirely closed, one end having a drop platform, while the other end had a platform level with the interior floor. It was these ears which ihe management decided to convert fust into the "prepayment" type of car, and in December, [908, work was started upon them in the shops. In addition to these 13 cars there was one ear which had been partially rebuilt into a regu- lar pay-as-you-enter car. The design was changed and the 568 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. car was completed according to the 1907 model. Later six standard double-truck closed cars were converted to the "pre- payment" type. These cais were placed in service during the spring of 1909 on the Madison Avenue line. Later they were transferred to the 116th Street Crosstown line. These cars demonstrated the practicability of converting the old cars to the prepayment type and early in the summer of 1909 the management decided to change over a lot of 250 of standard double-truck closed cars in the same way. The work Metropolitan Rolling Stock and Shops — Double-Piece Door as Used in Converted Car and 1908 Prepayment Car of 37 ft. The cars with trucks and motors, but with hand brakes, weighed 27,040 lb. DETAILS OF CONVERSION Some particulars of the mechanical changes made in these cars to adapt them to prepayment operation may be interesting. The platforms were increased in length from 4 ft. 6 in. over bumpers to 6 ft. 6l/2 in. over bumpers, making the total length of the cars over bumpers 41 ft. 1 in. To extend the platforms, the platform center and side knees were spliced and reinforced with ^-in. steel plates, the hood was extended to accommodate the increased length of platform, and double folding doors were installed on the platform. To increase the seating capacity, which before the change was 36 persons, a seat for three per- sons was placed on one side of each platform and a folding corner seat for one passenger on the other side. As the cars are double ended and as these seats were lowered only on the front platform, the seating capacity was increased to 40 per- sons. The addition to the length of the platform required ad- ditional strength in the side trusses. In consequence, the side truss rod was lengthened and the truss was deepened 10 in. At the same time a truss was built under the end sills so as to take in the platform center knees. The original cars, of course, were equipped with double sliding end doors with an opening, when open, 34 in. in width. This, of course, was too narrow for a car operated on the prepay- ment plan, and on the first lot of cars two-piece bulkhead doors were used in which one part slid over the other to provide an opening 47 in. in width. Toward the end of the work of con- verting these 250 cars, a new arrangement was developed whereby it was possible to use a single door on each side of the center line of the bulkhead instead of the two-piece door. This 6— 7— over-Sills Metropolitan Rolling Stock and Shops — Section and Plan Showing Arrangement of Bulkheads and Single-Piece Door in Latest Converted Cars of converting these cars was started in July, 1909, and they were completed by the end of December. The cars so altered were some originally built by The J. G. Brill Company and were of the type of car which had been Standard on the Metropolitan Street Railway, with only minor changes, from 1898 to 1906. The cars measured 6 ft. 7 in. in width over the sills, had a 28-ft. body and an over-all length arrangement was installed upon the last car that was converted of the lot of 250 cars, and is working in a very satisfactory manner. The design, which has been patented by H. H. Adams, superintendent of rolling stock of the Metropolitan Street Railway Company, is illustrated in the accompanying engrav- ing. It will be seen that additional space for the door runway is secured by placing the single-piece doors on a slight angle, so April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 569 as to pass by the inside of the corner posts. This change has been found to reduce the cost of conversion so far as the end bulkhead work is concerned and insures a simpler operation of the doors. COST OF CONVERSION The cost of conversion, including the equipment of the cars by air brakes, was $276.28 per car for labor and $613.08 per car for material. The addition in weight to the car, including the weight of the air-brake equipment, was about 2000 lb. Against this there were four additional seats. COMPARISON OF THE WEIGHTS OF THE THREE TYPES All three cars are illustrated in the accompanying engravings. The following statement in regard to the weights may be inter- esting. These weights include motors, trucks and brakes. 1907 pay-as-you-enter car, scale weight, 47,800 lb. The elec- trical equipment consists of four GE-80 motors. The trucks are Brill 27-GE. 1908 prepayment car, scale weight, 38,000 lb. The electrical equipment of this car consists of two Westinghouse 310 inter- pole motors. The trucks are Brill 39-E. The converted prepayment car (converted in 1909), scale weight, 30,530 lb. The electrical equipment under this car con- sists of two GE-57 motors. The trucks are Brill maximum traction No. 22. LINES OPERATED BY DIFFERENT TYPES OF CARS The following is a brief summary of the routes on which the different types of cars run. The Broadway & Amsterdam own shops, with the exception that the rattan covering for the seats was installed under contract in the shops. The mill work was taken care of at Fiftieth Street and Sixth Avenue ; 160 of the cars were completed at Fiftieth Street and Sixth Avenue and 90 at 146th Street and Lenox Avenue. The painting and Metropolitan Rolling Stock and Shops- head Door Avenue and the Brpadway-Columbus-Lenox Avenue lines are operated by the 250 prepayment ears, which have been eon- verted from standard box cars. The Fourth & Madison Avenue line is served by 125 [908 prepayment cars and approximately 50 of the 1907 type oi pay-as-you-enter cars. On the Eighth Avenue line approxi- mately 100 of the 1907 type of pay as-you-enter ears are oper- ated. The i ;6th Street Crosstown line has 20 of the converted prepayment cars. All of the work in connection with the conversion of the 250 standard ears was done by the company's employees in its -Single Piece Bulk- varnishing work were done at the shops at Lexington Avenue and Ninety-ninth Street. A vast amount of work passed through the carpenter shop mill in conjunction with this job. One item alone consisted of 4000 doors and parti- tions. The amount of work that could be gotten through the carpenter shop mill was the limiting fea- ture to the rapidity with which the work could be completed. PREMIUM WAGE SYSTEM To move forward the conversion of the 250 cars to "prepay- ment type the department of rolling stock and shops inaugu- rated a premium wage system as an incentive to the workmen to increase their daily output. This system was based upon the day work-hours required by the average workmen to perform the various jobs. The saving that was made between the time set on this basis and the actual time taken by the workmen on premium work was divided between the workmen and the company upon a 50 per cent basis. The notice announcing the establishment of this premium system read as follows : New York, Sept. 20, 1909. The System As Wc Propose to Introduce It: It is proposed to introduce the premium system in connection with the alteration of 250 standard cars to prepayment cars, and this statement is drawn to wive the workmen a fair understanding of what is proposed. The premium system is based upon the following conditions: (1) The Ikims for the system will be the estimated time in hours re- quired for an average workman to complete any particular job on what is known as regular work. (2) Tin- amount of the premium is determined by the saving in hours or fractions thereof that the workman makes from the time set for each job, and the amount of the premium will be half the time saved on each job at the rate of the particular workman. EXAMPLE: A certain job is i.ited at 40 hours and is completed in say 30 hours; the workman will receive the 30 hours pins half 'if the 10 hours saved, or a total of 35 hours for the job. In other words, he receives 35 hours of pay at his rate for working 30 hours. Metropolitan Rolling Stock and Shops — Elevation, Section and Plan of Converted Car 57° (3) Under the premium system, workmen will not make less than their regular rate of pay, and this system is introduced in order to enable the workman to increase his pay by putting extra effort on his work. (4) The time allowed for any job will be fixed by the superintendent ot rolling stock and shops, together with the foreman of a department, and will be as near as can be estimated the time which the average workman would take to complete the work. Should it be found that the Hours set for a premium job are too low, it will be reconsidered before a similar job is again put in work. (5) The time allowed will include all time necessary to procure tools, set up scaffolding, etc., but, of course, in the case of any extraordinary delay, the time so lost will be added to the time allowed. In the case of extraordinary delay, the foreman will decide the allowance in time to be made. (6) All work will be checked and passed by the foreman or shop inspector before being accepted, and the workman will only be paid the premium after the work has been found satisfactory. In the case of dispute the matter will be referred to the superintendent of rolling stock and shops, whose decision will be final as to the quality of workmanship. (7) In the case of overtime, the premium will be calculated on the wages due for the actual time worked without taking into account the extra allowance of time for overtime on the day work basis. (8) In the case of a job requiring more than' one workman in a crew, the time set for the complete iob will be figured on the basis of the number of men to the crew. The total time taken by the crew will be calculated for premium, which will be paid each workman in the crew in proportion to the hours he has worked on the job. General Remarks: The largest premiums will, we expect, be earned by those workmen who arrange their work systematically and who keep their tools in good order and make every move count. In starting this premium system, it is the desire of the company to place this proposition before the workmen in the clearest possible manner, and any explanations or questions that may be asked by the workmen will be Hilly explained. In introducing this system, the company does so in the hope that the workmen may make better wages by giving an increased effort to the company, and the company gains by having the work out of the shop sooner. The standard of the workmanship must be the same as that at present in practice upon the day work system. Typical copies of job orders follow. As will be seen they give the title and number of the jobs and a description of all of the work entailed by them. Work on 250 Standard Cars Altered to Prepayment Cars. Job No. 1 60 1. Putting in New End Bulkhead. (This job does not include tearing out old bulkhead.) The first operation is to square the end of the car. Next, shaping header, mortising header and gaining end sill. Installing the door and center posts, putting in sash rails, strainer rails and strainers, top sash rails and blocking. Installing head panel and corner post plates or irons. Putting in top and bottom panels and toe board. Installing end fenders, fender plates and concave corner irons. Finish fender irons to vestibule post line. Scrimp panels on inside. Install all bulkhead mold- ings and clean bulkhead for painting. 1 end of car 4o hours Work on 250 Standard Cars Altered to Prepayment Cars. Job No. 1602. Putting in Vestibules, tit castings to corner posts. Install all vestibule door headers, square up posts and headers and screw posts to crownpiece and bonnet. Put in center dividing post to header and sub-platform knee. Fit vestibule at corner posts and top at bonnet and bottom at dashrail; attach canvas at top under bonnet, put wooden rim on dashrail; put corner irons at junc- tion of corner posts and dashrail. Screw vestibule to posts and dash- rail. Put in filling blocks and facia inside of vestibule. Sliding door track, blocking and door track at top. Fit facia panels on outside of vestibule. Face body corner posts on outside with 3^j-in. whitewood from sash rails to letter boards. Put in all glass in vestibule and all moldings. Put on vestibule post cappings. Clean up all joints and all around in and outside for painting. 1 end of car 55 houri Work on 250 Standard Cars Altered to Prepayment Cars. Job No. 1603. Platform Flooring. Level all platform beams and lay flooring. Screw flooring to platform beams and subknees. Cut floor at junction of door tracks and round edges at step entrances on both sides. 1 car — 2 platforms per car 15 hours SAVING BY THE PREMIUM SYSTEM Four thousand seven hundred and ten jobs were performed upon the premium basis, with the following results : Estimated time required to perform the work upon a day rate basis, 85,909!^ hours, at a cost of $23,035.75 Actual time required by the workmen upon premium basis, 50.020V2 hours, at a cost of 18,401.24 Saving in time required upon the premium basis, 35,889 hours, 42 per cent; saving in the cost, 20 per cent $4,634.51 The company has been as well satisfied with the moral effect of the establishment of the premium system as with its finan- cial results. Its experience has been that where men are work- ing upon a day-rate basis, it is necessary to watch them to see that they are giving an honest day's work, and also to watch the character of their work. On the premium basis it is not neces- sary to watch the workman, but, of course, attention has to be given to the character of his work. [Vol. XXXV. No. 14. DIRECTION All of the work described in this article has been carried out under the general direction of Oren Root, manager for the receivers and under immediate supervision of H. H. Adams, superintendent of rolling stock and shops. During the earlier months of the receivership period, and before the reorganiza- tion of the rolling stock and shops department was accomp- lished, the electrical engineer, J. R. C. Armstrong, rendered service in a consulting capacity in connection with various im- provements to which reference has been made above. OTHER ARTICLES In an early issue of the paper particulars will be given of improvements in minor equipment made in the departments of rolling stock and shops of the Metropolitan Street Railway Company. RICHMOND BRAKE SHOE PRACTICE The Virginia Railway & Power Company, Richmond, Va., has given considerable attention to the brake-shoe question within the last year or two, having eliminated the original seven or eight styles of shoes for replacement by one type, and it has also made its single-truck brake rigging interchangeable. The standard shoe, which is used on both single and double- truck cars, is the American Brake Shoe & Foundry Company's design M-1091, which is not exactly the same as the American Street & Interurban Railway Association standard, owing to the fact that the Richmond company started the standardization be- fore the association's designs were promulgated. The company had on hand at the time hundreds of heads which it could not afford to throw away, and hence the shoe adopted is unique to Richmond. The shoe itself is of gray iron, but no attempt is made to get the lowest possible scrap value, owing to the fact that in Richmond there are grades as high as 12 per cent and 13 per cent. It has been found, however, that the shoes can be worn down to the back, if desirable. The brake shoes are ex- amined carefully every night. PAINTING PRACTICE IN CHARLESTON The Charleston Consolidated Railway, Gas & Electric Com- pany, Charleston. S. C, has recently decided to give up the use of the present straw body color in favor of the Sherwin-Wil- liams traction green. This decision was reached on account of the difficulty which has been experienced in matching up the straw color. The management is a strong believer in the long schedule, allowing four weeks to be taken for painting a car from the wood up. When this work is done in connec- tion with the general overhauling of a car, about six weeks elapse before the completion of the job, as the company does not employ a comparatively large shop force to hurry matters along. Trucks and car-bodies usually require considerable touching up every nine to 12 months owing to the salty atmos- phere of Charleston. Although the painting is done in the company's shops, the work itself is performed under contract with a boss painter. The latter hires his own help, but uses the material furnished or specified by the railway company. Every step of the work is checked by the master mechanic. Contracts are made for retouching, complete repainting and the handling of specified parts, as roof, floors, doors, trucks. The average cost for painting a vestibuled doube-truck car with 30 ft. body and 37 ft. over-all is $62. This work includes burning off and removing all interior varnish and applying three coats of varnish to the exterior. A single-truck car with 20-ft. body and 28 ft. 7 in. over-all costs $46 under the same conditions, and a shorter single-truck car, 24 ft. over all, costs $40. One coat of varnish outside and inside costs $15 for a double-truck car and $10 for a single-truck car. ELECTRIC RAILWAY JOURNAL. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 57i REDUCED WEIGHT SEMI -CONVERTIBLE CAR An Interesting New Design of Car Built for the Boston & Northern and the Old Colony Street Railways ONE of the significant tendencies in the field of rolling stock design at present is the interest of operating companies in the reduction of car weights. In the campaign to accomplish a decrease in the cost of operation, car design has been one of the latest points of attack. The advantages of re- duced weight need no demonstration, so long as the decrease is accompanied by no sacrifice of strength in working parts. Lessened cost of power, lower maintenance expense, more by E. W. Hoist, superintendent of equipment for the two roads, which are operated under the financial administration of the Massachusetts Electric Companies. In general the plan of de- sign was to duplicate the seating capacity and more important dimensions of the 1907 cars so as to produce the same type of transportation unit, and at the same time, to cut down practi- cally every ounce in weight which could be spared without sac- rifice of necessary strength. Upon the completion of the de- Boston & Northern Light Car — Fig. 1, Exterior rapid acceleration and braking for the same expenditure and absorption of energy, decreased cost of replacing fittings in certain instances, and less wear of track and joints result from the operation of lighter cars. In appreciation of these points the Boston & Northern and sign and award of the contract, a systematic inspection of the progress of the work in the shop was set in motion, including the careful weighing of every item under the control of the railway companies. These accumulated weights form one of the most complete analyses of car body and fitting equipment Aru Light Resistance Lightning Arrester Boston & Northern Light Car — Fig. 2, Wiring Diagram the Old Colony Street Railway Companies have made a thor ough study of car design in relation to weight during the past 18 months, and are now placing in service 44 new semi convertibles of the so-called "1000" type which are 6,6lO lb. lighter per car than the "1907" type of semi-convertible car used by the two systems. These cars were designed in detail ever made in American street railway practice, and arc printed herewith. Following the assembly "i the new type of car, official weigher's records were taken of the complete rolling stock unit. Finally, to demonstrate the actual saving in power of the new car over the old type tests were made of the energy con- sumption of each type in successive commercial runs over rep- April 2, 1910.] resentative urban and interurban routes, with meter checking before tests and the exchange of motormen to get average re- sults. The result of these tests indicated that if the 44 1909 type of cars should be substituted for the 1907 cars on the urban service subjected to electrical measurement, there would easily be a saving of $0,732 per car per day, or $11,756 per year ; and similarly, if the substitution were made in the interurban service, the saving in power consumption per car per day would be $0,873, or $14,020 per year for the total 44 cars placed in serv- ice. This has been accomplished with no increase in the cost of the new cars over the 1907 type. Fig. 1 shows a photographic view of the 1909 semi-con- vertible car exterior, and Fig. 4 shows the interior. The car body is 28 ft. long and the total length of the car over the bumpers is 39 ft. 6 in. The width of the car over the weather- boards is 8 ft., and the seating capacity is 40 passengers. Twelve cross and four longitudinal seats are provided. The height from the rail to the trolley board is 11 ft. 8 in. Four GE-80 motors are provided per car with K28-J controllers, and the trucks are of the Standard O-50 type, with 34-in. solid steel wheels of Schoen make, 2^2-in. thread and 4%-in. axles. The wheel base is 4 ft. 10 in. The total weight of the car complete Boston & Northern Light Car — Fig. 4, Interior View and ready for service, but without passengers, is 42,090 lb., com- pared with a total weight of 48,700 lb. in the case of the 1907 car. The 1909 car was built by the Laconia Car Company works, Laconia, N. H., according to the designs of the pur- chaser. Fig. 3 shows the car in plan and section. In addition to the improvement in weight which the 1909 cars afford, the steps are 2 in. nearer the ground and the space in- side the car is nearly 100 cu. ft. greater than in the 1907 type. The vestibules are also 1 in. wider and V/2 in. longer in the 1909 car, and the seats are 1% in. longer, with in. increase in the length of cushion, the aisle width being the same as in the 1907 car, 24 in. Instead of being carried up in an arched construction, as in the earlier car, the posts in the new car are straight, and approximately 92 cu. ft. of additional head room are thus gained. The windows are built in two unequally high sections, the lower portion being carried downward into a pocket extending slightly below the floor level, while the comparatively light upper sash is carried up past the weather hoard into the roof. This reduction in the weight of glass carried up into the roof enabled the company to secure a much lighter roof construction, although the car has the same dimensions from floor to roof and the same outside dimensions over the weather board as the 1907 car. Table 1 shows the comparison in de- tailed dimensions between the T907 and the 1909 cars. Comparison with the 1907 car shows that while nearly all the important dimensions are substantially unchanged in the new car, the comfort of the passenger is materially increased by the later design. The gain in head room affords improved ventila 573 tion, and the increase in seat and cushion length though slight comes at a place where it will be highly appreciated. Two per- sons per seat can be more comfortably accommodated than in the earlier car. In each car 10 windows are provided on a side, but the windows in the new car are il/2 in. wider than in the older type. In the new car the underframing is of the com- posite type. The car body has been brought down to a height of 39 in. from the rail to the top of the floor, in spite of the use of 34-in. wheels, and the underframing is designed to per- mit a free swing of the wheels for a curve with a center radius of 30 ft. Nothing but the floor is located immediately above the wheels, and the step heights above the rail are as follows, compared with the 1907 car : 1909 car, inches. 1907 car, inches. Height of step, above rail 16 18 Height of step to platform 13 14 Height, platform to floor 10 10 In the new car the steel sill formerly placed on the inside of the post has been located on the outside, making use of the sill as the bottom member of the side of the car and installing an TABLE I.— COMPARISON OF SEMI-CONVERTIBLE CARS (28 FT.) BUILT IN 1907 AND 1909. Car No. 1703, 1907 Type. Car No. 1728, 1909 Type. Type of car Semi-Convertible Semi-Convertible Builder Brill Company Kuhlman Shop Laconia Car Co. Length of car body 28 ft 28 ft. Length over bumpers 39 ft. 9 in 39 ft. 6 in. Length over dashers 38 ft. 5 in 38 ft. 7 in. Seating capacity 40 40 Seating arrangement. . 12 cross. 4 longitudinal 12 cross, 4 longitudinal Height from rail to trolley board 12 ft 11 ft. 9 in. Truck centers 16 ft 16 ft. 6 in. Width of vestibule 6 ft. 7 in 6 ft. 7 in. Length of vestibule 4 ft. 7 in 4 ft. 8^i in. Length of step 3 ft. 4V2 in 3 ft. 5 in. Width of car over weatherboard 8 ft.... 8 ft. Width of car over window stool... 8 ft. 2 in....' 8 ft. 4 in. Width' of car over side 8 ft. 2 in 8 ft. 2 in. Width of car body at bottom sill. 7 ft. io34 in 8 ft. 2 in. Height from floor to monitor.... 8 ft. 3'/, in 8 ft. 3 V2 in. Width of monitor 45 ' 2 in 52 in. Height of monitor i4'/2 in 14/4 in. Height of rail to step 18 in 16 in. Height of step to platform 14 in 13 in. Height of platform to car floor 10 in 10 in. Width of aisle 24 in 24 in. Total length of seat 2 ft. 7% in 2 ft. 834 in. Width of cushion 17 in 17 in. Length of cushion 2 ft. 73s in 2 ft. 9 in. Number windows per side 10 10 Distance of seats on center 2 ft. 8 in 2 ft. 8 in. Length of longitudinal seats 5 ft. 6 in 5 ft. 6 in. Location of register cord Center Center Type of seats Brill Winner cane Hey wood, cane Kind of fenders Pfingst, 5 'A in Pfingst, s'/2 in. Kind of snow scrapers Root spring Root spring Kind of draw-bar O. C. & B. N. standard O. C. & B. N. standard Kind of shackles O. C. & B. N. standard O. C. & B. N. standard Kind of sand-boxes Brill standard Kilbourn Type of trucks Brill 27-E-i Standard "0.50" Wheel base 6 ft. 4 in 4 ft. 10 in. Cast or steel wheels Steel tire Solid steel Make of wheels National Schoen Diameter of wheels 34 in 34 in. Tread of wheels 2V2 in z'A in. Size of axle 434 in 4ii in. Kind of journals. .. .M. C. B. 3-34 in. x 7 in M. C. B. 334 in. x 7 in. Kind of brakes National air and hand G E air and hand Type of compressor National A-4 C. P. 27, G. E. Kind of automatic governor National G. E. Kind of hand brakes .. Double purchase, 13-in. Brill ratchet handle Peacock geared Type of motors four, GE-80 four, GE-80 Gear ratio 22-64 and 17-69 22-64 and 17"^? Kind of gear Solid Split Type of resistance C. G R. G. Type of controllers K-28-T K 28-J Circuit breaker M. S. 8 and M. U. 3A M. S. 8 and M. U. 3A Type and number of heaters.. 18 two- heat, 20-in. circular consolidated .. 1 8 truss plank consolidated Heater current-amperes 6-12-18 6-12-18 Kind of trolley base U. S. 11 U. S. 13 Distance between trolley stands 13 ft 13 ft. Single or double trolley Double Double Kind of trolley catcher Victor Wilson, No. 2C Kind of wiring Conduit Conduit Type of lightning arrester M. D M. D. Kind of contactors S. B. 402 C-i S. B. 402 C-i Kind of fuse box M. A. 13 A M. A. 13 A Number of lights inside car 14 14 Total lights per car 22 22 Kind of arc light Mosher Mosher Kind of incandescent headlight Dayton Neal Kind of register Two International Two International Location of whistle Under platform Under platform Color painted Standard yellow Standard yellow Weight of car, complete 48,700 approx 42,000 approx. angle iron in place of Hie sill. From the bottom of the seat to the window rail the side of the car is filled in with wood plated on the outside with steel. The lower window sash drops into a pocket between the end of the seat and the outside panel, the trn^s plank being cut between the posts up to the bottom of ELECTRIC RAILWAY JOURNAL. 574 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. w o 2! 8 3- n 3 GO n> o 5" 3 (A tr o 5' op 3- ft O o 3 T3 O 3 w (1 3 *■+ 3* O <1> 3 o o 3 < n ■-t fu 3 Q. r+ 3* 3 o ft) K -^-g «->■ the seat. Agasote panels are used to fill in between the posts from the bottom of the seat to the window sill. The lower window sash is provided with a hinged cover, and the latter can- not be opened when the window is closed, thus avoiding the trouble often experienced from passengers who expectorate, or throw cigar butts and other debris into the window pocket. The car is equipped with 18 Consolidated truss plank heaters, the number being the same as in the 1907 cars, but the space taken up is somewhat less on account of the use of a steel sill on the inside of the posts. The heaters are placed in between each post and fitted with a special cap which extends around the post, making substantially one continuous heater from end to end of the car. The seats were redesigned to fit in between the posts on the truss planks instead of being attached in the usual manner to the side of the car. Each seat weighs complete only 70 lb. The bolsters are built of pressed steel, and the frame is tied at the ends with plate reinforced by wood, and the two center angle irons are fitted at the end of the bumper at each end with a heavy oak block acting as a shock absorber. The bumper sill is therefore somewhat smaller in cross-section than is common, the arrangement being to distribute the blow as much as possible in the car framing instead of trying to absorb it in the platform and vestibule. The trucks are equipped with roller center and side bearings. The journals are of the M. C. B. type. The distance between truck centers is 16 ft. 6 in. The maximum weight of the wheels is 550 lb. each and a %-in. flange is used. All the trucks were designed to take the M. C. B. M 512 shoe, and each truck is equipped with a non-chattering brake hanger patented by Mr. Hoist. The new cars are equipped with General Electric air brakes, CP-27 compressor, K-28-J controllers, with lightning arresters, kicking coil and arc headlight resistance mounted on the roof, and a contactor switch is provided beneath the floor of the car to break the main circuit away from the controller. One fuse is mounted on the roof. In addition to the contactor box, tripping switches and breakers, a fuse box is located under- neath the car. Fig. 2 shows the general arrangement of the wir- ing circuits. The car is wired in conduit beneath the floor, and each circuit is provided with a separate enclosed fuse. Fuses controlling auxiliary circuits are mounted in groups in appro- priate cases. The interior finish of these cars is in natural cherry, the floors being Georgia pine. The steps are composite, the fronts being of galvanized steel and the rear of ash. Toe guards are of compressed steel, and the sides of resistance grid boxes are of pressed steel. A feature of the interior equipment is the loca- tion of the air brake governor beneath one of the longitudinal seats. The governor is mounted upon a sliding wooden base and is easily detachable for inspection or repairs. The air reservoirs are installed in the form of two tanks located be- neath the longitudinal seats. The sand boxes, of Kilbourn make, are located close to the end heater coils, in order to secure the maximum drying action, and a deflector is pro- vided at the mouth of the chamber containing the sand box to enable a free circulation of air to take place. The register cords are carried in holders located in the center of the aisle, to avoid interfering with the comfort of passengers by con- ductors who are usually required to lean over the seats in ringing up fares and transfers. Motormen's seats are pro- vided in these equipments. The posts are narrow enough at the vestibule doors to enable the conductor to see every person in the vestibule. The arm guards at the windows were specially designed for these cars in the general plan of construction. Wired-glass monitor sashes are used and Agasote was employed freely in the monitor and roof lining. The cars are equipped with Mosher arc headlights, and each car is provided with 14 inside incandescent lamps. At the ends the company's standard illuminated sign is installed, two 16-cp lamps being placed in a pocket underneath the hood and protected by a galvanized-iron reflector painted white. The signs are arranged with sheet steel slides, carrying six readings. The exteriors of the cars are painted yellow. Table II shows the car weight in detail, the chief subdivision April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 575 TABLE II.— DETAILED WEIGHTS OF 1909 SEMI-CONVERTIBLE CAR. lb. oz. Heater switch 17 Heaters 90 18 Heater shields 256 8 Heater shields (malleable) 34 Heater shields 5 2 Sand box without hopper 42 Sand box lever and casting 26 7 Sand box rod 11 9 Sand box hoppers 14 4 Sand box bearing 1 Sand box spouts 22 4 Scraper staff and wheel 47 Scrapers 392 14 Scraper chain 14 12 Scraper collar 1 10 Scraper timber 23 8 Fenders — Pfingst 108 Fenders — Castings 56 4 Peacock brakes (2) 100 Truck brake rods (2) 52 Brake lever link 4 9 Brake rod carrier (2) 5 13 Brake cable rollers 13 4 Brake pins 6 Sway bar 41 Wire cable 15 Headlights, incandescent (2) 32 Registers (2) 49 Trolley catchers (2) 27 Draw bars (2) 1 34 ELECTRICAL EQUIPMENT. lb. Conduit 358 Fittings and straps 23 345 junction boxes 9 362 junction boxes (2) 54 365 junction boxes (2) 57 Made up cables (2) 134 Made-up resistance cables 59 Light wire | Air wire I Trolley wire I- 230 Heater wire Arc wire J Motor lead boxes (2) 36 Motor lead box brackets 9 Bell mouths 25 MS switches (2) 29 MU 3 A switches (2) 14 MS 2 switches 4 MS 40 switches 6 MS 43 switches 3 8 Spare fuse box 5 8 Consol. fuse box (2) 7 2 Roof fuse, complete 11 Slate base and fuse (lights) 6 8 Contactor box 189 8 Contactor angle 40 8 Contactor angle 16 12 Contactor hanger 30 13 Resistance box (3) 216 Resistance hanger 35 2 Lightning arrester 20 0 Kicking coil core 6 12 M A 13 fuse box 16 8 Controller (2) 510 Bracket 1 9 Fiber block 1 12 Miscellaneous bolts 9 11 Arc headlights 11 Arc resistance 30 Arc plugs 14 Lamps 2 Sockets 7 Spare lamps and sockets 1 Trolley stand 121 8 Pole ] Harp \ 32 Wheel J 94-lb. trolley and light wire weigher] with car body, and also included here (2,382-7 — 94) Trucks (2) 6,305 Motors (4) 2.960 AIR BRAKE EQUIPMENT. lb. oz. Air compressor 62; Brake cylinder 170 8 Cylinder hanger 39 8 Cylinder con. rod 19 9 Cylinder levers 48 10 Compressor bracket 13 '5 Comp. clamp 13 Com. angle 44 5 Comp. brace 2 8 Comp. hanger 55 o Motorman's valve back 1 15 Motorman's valve 38 M. C. governor 29 Reservoirs (2) 94 8 Mufflers (2) 10 Intake strainers 6 8 Whistle* (2) 7 8 Safety valve 2 5 Drain cocks (2) 1 8 -Total- lb. oz. 403 12 479 12 164 4 238 32 49 27 134 Total lb. oz. 230 230 2.382 2,288 I2/)I0 I 1 ,840 -Total- AIR BRAKE EQUIPMENT (CONTINUED). lb. OZ. Shut-off cock, air (2) 2 8 Whistle valves (2) 1 14 Air pipe 94 Pipe fittings 20 2 Pressure gages (2) 3 8 CAR BODY DETAILS. No. per Weight car. lb. oz. Window guards 12 Show case catch 4 Cupboard catch 4 Sash springs 52 Deck sash opener 4 Brass butts, 2 in 8 Sash lock top 40 Finish above vest, windows, white- wood and ash 48 Side window stools, ash 2 Window stool irons 20 Wood battens on vestibule 8 Letter board returns 8 Stool returns 8 Window corners 8 Letter boards 2 Half-round, on letter board 1 Window arches \ Side battens and plugs J Glass Window screens, comp. with bracket. 20 Vest. M. I. window bands 4 End sash without glass 4 Monitor without glass 20 Swing, without glass 4 Side vest, sash, without glass 4 Center vest, sash, without glass 2 Top casement sash, without glass.... 20 Bottom casement sash, without glass. 20 Swing sash fasteners 8 Sash lift and leather 6 Sash lifts 40 Sash lifts 4 Sash lifts 2 Vest, sash adjust plate 4 Window guard brackets 8 Strap hinges 12 Pocket cover bracket pivots 40 Window bands 32 Anti-rattler brackets 8 Pocket covers 12 Pocket covers 8 No. per Weight car. lb. oz. Post anchor iron 8 . . 8 Post anchor iron 4 8 Top queen post 4 4 Bottom queen post 4 3 Queen post 4 3 Center tee rod queen post 1 6 No. per Weight car. lb. oz. Shims on bolsters under angles 8 .. 8 Bolster top plate 2 80 Bolster bottom plate 2 110 Bolster fillers 4 60 8 Bolster angle to side plate 4 14 Side bearing castings 8 42 Side bearing plates 4 5 12 Side bearing shims 8 .. 4 No. per Weight car. lb. oz. End door curtain brackets 8 .. '/i End window curtain brackets 8 .. '/• Curtain brackets 40 . . Curtains, side 20 5 13 Curtains, door 4 4 3 Curtains, end 4 1 7 No. per Weight car. lb. oz. Safety treads 4 13 5 Step tread clamp plate, R 4 .. 8 Step tread clamp plate, L 4 .. 6J/j Motorman's steps 6 1 13 Step tread, oak 4 3 3 Step risers 4 4 7 Step hangers, body 4 7 14 Step hanger vest, end sill 4 6 No. per Weight car. lb. oz. Seats, reversible Seats, stationary Corner seat angle clip 8 . . 2'/? Heel boards with perforated panels, long 4 7 4 Heel boards with perforated panels, short 4 » 8 Corner seat frames, ash -Total- Total lb. 6 4 8 6 3 12 1 6 2 1 1 10 12 6 4 10 7 - 21 42 84 12 15 12 50 100 10 8 438 4 5 1 1 113 12 2 5 9 4 4 1 16 4 1 20 3 8 14 3 7 13 12 5 1 0 4 2 1 41 4 3 2 6a 8 3 1 8 1 6 3 12 3 12 2 i 2 7 a 8 13 9 12 3 12 3 V* 97 3 8 1 2 13 8 1. 159 8 Total 52 Total lb. 4 160 220 242 56 33 23 740 Total 139 Total lb. o 53 2 1 1 ■7 1 31 24 ■53 I Total lb. 834 222 576 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. CAR BODY DETAILS (CONTINUED) No. per Weight car. lb. oz. Gong shells, 12-in 2 6 12 Gong bracket and Tapper 2 3 Gong pin 2 .. 6yi Total IS 13 No. per car. Draw head spring 2 Draw head castings 8 Draw head angles 4 Draw bar rest 2 Draw bar angle 4 No. per car. Whitewood roofing Roof tin 1 Trolley plank 2 Trolley plank 13 Roof racks 4 Duck 2 Weight lb. oz. 13 17 83 19 - Weight lb. oz. Total lb. c 26 136 332 38 6 538 Total 55 4 IS 4 95 4 14 lb. 210 1 1 1 0 6 25 9 >S 8 7lA 364 6y2 No. per Weight Total car. lb. oz. lb. oz. 2 71 142 Angle iron bolster to cross timber.. 4 23 8 94 Steel side sheets 6 17 18 10 107 6 5 1 10 Long side battens 23 46 6 11 8 1 Platform and bumpers support iron 4 1 4 8 1 8 4 3 4 13 8 3 24 Bumper block brace 2 8 16 3 '8 7 Iron on side A-'m. floor timber.... S 4 2 585 N per car. Weight End frame with head board, white- wood panels, window arches, bat- tens, whitewood, birch Headlining battens Monitor frames, hard pine and cherry All wood rafters Iron rafters End carlines and monitors, cherry... Side eaves rail End eaves rail Ash filling boards Whitewood filling boards Steel battens on roof Steel corners on window stool Steel corners on letter boards Steel corner bottom corner posts Side battens, steel Side battens, steel Iron side end corner Side sign furring ash B-C hanger, furring ash Lamp rosette Wire furring ash Head line furring pine Whitewood molding, rcof Lead corners Cherry on posts and under windows. . Maple matting Agasote vest, panels with cherry.... Headlining and wire molding Panel over heater, cherry Panel over heater, molding Light wire covering Agasote upper body window Agasote upper deck window Agasote lower deck window End body, cherry finish Sheet iron clips hold panels under windows End panel in bulkhead, cherry Center plate furring No. per car. Register cord sheave 6 Pole sockets 4 Hand pole acorns 4 Register bracket 2 Pole strap pole 4 Pole straps 24 R. & B. cords leather (4 cords) Cord hooks 2 Cord eyelets 16 Signal bells complete 2 Grab handles 8 Pole brackets 12 B/C brackets 10 Grab brackets 16 No. per car. Sign brackets 4 Sign end casting 4 Sign reflector 2 Front reflector 2 End sign bracket 4 lb. Total 2lA 5 6'A 70 85 1 1 17 4 64 59 3 7 5 19 47 48 4 3 ■38 76 50 2 6A 13 20 2 8 50 3 41 10 125 6 12 1 2 76 96 80 9 4 1 4 5 2 3 4 6 '8 1,471 15 Weight lb. oz. Total 6 2/2 "i'A lb. 3 4 6 13^ 6 1 2 14 10 8 12 7 8 10 10 57 8 Weight lb. Total oz. lb. oz. 6 4V2 1 2 9 3 2 1 1 1 6 4'A 9 2 CAR BODY DETAILS (CONTINUED) No. per Weight End Oil hole cover. Nameplates . . . Trap lifts .... Trap lifts King pin Trolley hooks. No. per car. Vestibule door frame, ash 12 Vestibule posts front 8 Vestibule girts and stool, ash 18 Vestibule plate, ash 2 Bonnets — whitewood and ash 2 Vestibule finish ash and cherry Vestibule angle irons 2 Vestibule angle castings 4 No. per car. 7A-m. hard pine floor J4-in. hard pine floor Vs-\n. hard pine floor, vestibule Vestibule floor furring 8 Miscellaneous, screws, bolts, etc No. per car. Wallace door hangers 2 End door bolt 12 End door bolt washer 8 End door strips 16 Vest, door latch 4 End door face strips 4 End door threshold 4 End door threshold 2 Vest, door butts, bronze 12 Door handles, outside 4 Door handles, inside 4 Door fastener, outside 2 Door fastener, inside 2 End door catch 2 End door casing 2 Vest, door latch plate 8 " " handles 4 " " keeper 4 " striker 4 " lock pieces 4 End doors, 2 prs., no glass 4 Vest, doors, 4 prs., no glass 4 Weight 1. oz. 9 6 0 4 2 11 7 30 Weight lb. oz. Weight lb. 3° 36 36 7 S No. per car. End sills, oak 2 Bottom braces, oak 2 Center sills, oak 2 Cross sills, oak 2 Cap timbers, oak 16 End sills, furring oak 4 Queen post timber "I Floor timber, A in. oak > 4 Moor timber, iJ4 in. oak J Sills with sash numbers, hard pine.. 20 4 Truss plank, cherry 20 5 Bumpers 2 5 Spring casting, furring oak 4 3 Wood platform, oak 2 60 Side and corner post, ash 22 15 End belts, ash 2 35 Body plates, hard pine 2 76 Truss rods 2 73 Trap tee irons 8 11 Platform supports 4 113 End sill plates 2 12 Long side plates with reinforcing bars riveted on top edge and angle riveted to bottom edge Truss rod anchors 4 15 Weight lb. oz. Total car. lb. oz. lb. oz. 4 7 1 12 4 1 14 7 8 2 7 6 14 12 39 2 No. per Weight Total car. lb. oz. lb. oz. 3 18 32 i?i Total lb. 114 82 48 14 61 46 23 3 39i 14 Total lb. oz. 496 156 65 26 743 177 Total oz. lb. cz. 60 2 8 lA 4 4 4 3 12 5 1 8 6 22 1454 1 1 1 3 4 12 2 4 8 5 10 3 6 4 8 3 6 6 3 7 t 12 2 8 4 'A 2 4 81 4 I4S 352 7 Total lb. 177 95 22 72 116 23 80 1 1 1 13 120 343 70 152 146 89 453 25 1250 60 3,436 TABLE III.— SUMMARY OF CAR WEIGHTS, 1909 TYPE. Lb. Car body bare as weighed 11,170 Heaters 403 Sand boxes 117 Headlights (incandescent) 32 Seats, reversible 834 Seats, stationary 222 Scrapers 479 Fenders 164 Hand brakes 238 Draw bars 134 Registers, trolley catchers 76 Electrical equipment, excluding motors...- 2,382 Air brake equipment 1,335 Four GE-80 motors 11,840 Two Standard trucks 12,610 Total 42,040 April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 577 being on the body and fittings, where the major saving oc- curred. A summary of these weights is given in Table III. Great care was taken to determine the actual weights of the completed cars, trucks, etc. There was naturally some slight differences between different cars, but the following are some of the actual weights : Car body No. 1406, 1909 type, with both trucks, weighed 25,790 lb. With one end jacked up, the weight of a single truck in this equipment was 6305 lb. The weight of car No. 1721, of the 1907 type, was 48,700 lb. The weight of car No. 645, a 30-ft. straight side box car made by the Stephen- son works in 1903, was 44,600 lb. The weight of car No. 1394, of the 1909 type, was 42,090 lb. The weight of one truck with motors was 12,250 lb. These figures show a clear gain of ZYz tons in each of the new cars compared with the 1907 type. The engraving on page 574 shows a half section of the three types of cars described. No. 1 is a 34-ft. semi-convertible car of the 1906 type with large platform, pneumatic operating doors and folding steps. Section No. 2 is of the 1907 28-ft. semi- convertible cars, and No. 3 is the 1909 28-ft. standard car. The sections show the difference in the design of the cars, espe- cially in the headroom in the lower deck. The dimensions from floor to roof of the car were kept the same and the total width of car of the 1907 and 1909 types over the side, just below the window sill, is the same. The results of this saving are shown in the following sum- maries of tests made with recording wattmeters in actual service, counts having been taken of the passengers in addition to the precaution of changing around the motormen as outlined above. For conservative estimates, the cost of power was as- sumed to be 0.6 cent per kw-hour. Tests in urban service were made on the Stoughton-Campello line. The round trip required \l/2 hours, and the distance run was 15.72 miles. The cars used were (1) 1907 semi-convertible "1717," with Brill 27-E-1 trucks, 6 ft. 4 in. wheelbase, and (2) the 1909 semi-convertible "1728," with standard O-50 trucks, 4 ft. 10 in. wheelbase. Three trips were run on Feb. 15, one being rejected on account of delay, and three trips on Feb. 16, 1910. One car ran 30 minutes later than the other. The equipment on both cars was practically the same. Meters were checked before tests, and exchanged on the second day. The motormen were also exchanged on the second day in order to get average results. The rail was good on both days, although snow was on ground. The first day was cold, the second day warm, causing the motormen to run care- fully on account of water on track. The following is a summary of tests with the cars equipped with a 17-69 gear ratio: Difference. Stops Average Watt- watt- per watt-hours hours per hours per Trips. car-mile. per trip. car-mile. car-mile. 1728 car 5 5.3 41,200 2,621 581 '7"7 car 5 4.7 5°, 344 3.202 Assuming a car to run 210 miles per day, and a cost of 6 cents per kw-hour, the difference quoted above would mean a sav- ing of $0,732 per day per car. The 44 1909 cars would then show a saving of $11,756 per year of 365 days over the same number of 1907 type of cars. The following is a summary of the tests made in the inter- urban runs from Brockton to New Bedford with a 22-64 gear ratio : Difference, watt-hours per car-mile. 539 Type. 1007 ',7'o >909 1,733 Stops per car-mile. 2.68 2.20 Watt-hours per car-mile. 3.320 2,781 The Brussels Tramways Company is making extensive im- provements in anticipation of handling the large crowds which arc expected to attend the exposition to be held in that city dur- ing the coming summer. A 4000-kw turbo-generator is being installed in the power station and 100 tiew motor cars and 100 open trail cars have been purchased. INSPECTION AND REPAIR OF ELECTRICAL EQUIPMENT The following paragraphs will describe some electrical prac- tices of a railway company whose methods of inspection, repair and manufacture are so thorough that its total equipment fail- ures in the severe winter months cause an average loss of only 0.75 mile for every iooo car-miles operated. This company's standard four-motor equipments are the GE-80 and GE-67 types geared 17:67, while the greater number of its two-motor equipments consist of GE-67 and GE-1000 types, also geared 17:67. The most common controller on double-truck cars is the K-16, but the single-truck cars carry K-10 controllers modi- fied to the K-11 type by using No. 4 wire. Cars are inspected every 24 hours at the division depots, but a more thorough inspection is made once a month. One unusual feature of this work is the attention given to the trolley-base connections, which are soldered on special ter- minals and further secured with set-screws bolted down solid. Passenger cars are thoroughly overhauled every 55,000 miles to 60,000 miles. Since a car is not permitted to stay out of service for more than a day, it is necessary to use spare trucks, motors, controllers and other parts. This substi- tution of equipment makes it possible to repair individual parts of cars more thoroughly than would be possible on the car it- self. Upon receiving a car for the general overhaul, the braking and electrical connections are immediately unfast- ened, the car body raised on a trestle and the trucks shunted to the truck shop. The brake cylinders and the electrical apparatus, including resistances and trolley stands, are then taken off and replaced at once with new or overhauled material. The cable ducts on the car body are opened, cleaned and repainted, renewals being made where necessary. ELECTRICAL EQUIPMENT OVERHAULING In overhauling the electrical equipment, the motors are first stripped of their armatures, field coils and brush-holders, which are sent to the proper department. The oil cups are cleaned and the motor frame is scraped inside and out. After the interior of the motor casing has been painted with black insulating compound, oiled canvas liners are placed around the permanent pole pieces and the frames are ready for assembling. The cleaned or repaired field coils are next put in place and the magnet plates bolted home with finished steel bolts and hexagon nuts having spring-lock washers. After the motor frames have been bolted together, a gage is inserted between the pole pieces to test for proper spacing. If the distances are found correct, the armature is inserted and another gage used to determine the distance from the pole pieces. When the brush-holder yokes, brush-holder bearings and lubricating equipment have been installed the motor is subjected to a running test for three hours at 40 amp. During the course of this test, the motor is coated with a quick-drying mineral black paint. Finally, the overhauled gearing is lubricated, encased and put on the trucks with the motors ready for service. The motors and gearing are always overhauled in sets of two or four. The armatures taken out of the motors are first inspected for bearings and, where necessary, renewals are made with cast-steel sleeves lined with babbitt. Next the entire armature is carefully cleaned, the commutator turned and polished, and the string band inspected or renewed. The commutator is then subjected to the millivolt test from bar to bar. Finally, the armature is given a 1000-volt ground test and, after shel- lacking, is available for service. The field coils removed from the motors are placed in a section of a motor frame and undergo a millivolt reading without a magnet. Then a second reading is taken, after a magnet attached to an air-cylinder has been lowered on the coil as shown in one of the illustrations. If the meter reads up to standard and shows no variation when the coil is under pressure, the outside tape is repaired and the coil is dipped in air-drying compound, [n this connection il may be added that in the case of outside-hung motors a great reduction in motor-lead trouble has been attained by boring the motor 5/8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. frames on the axle side and bringing the leads out as near the king bolts as possible. MANUFACTURE OF ARMATURE COILS The following description of the manufacture of a GE-67 armature coil will give a fair idea of the company's practice in coil work generally. The GE-67 coils are made three at a time, as the coil-former has a triple groove. Before they are taken off the former they are kept to shape by binding them with soft lead straps. Fish-paper strips are then inserted by hand between the coils, after which the coil is tied up and the lead straps re- moved for re-use. The coil is next dipped in Standard varnish and left to air-dry. After drying, the insulation is removed from the ends for a length of 2J/2 in. The ends are then tinned and covered with we b-sleeving. After this the strings are taken off and the sides of the coils are surrounded by fish paper, which is hot-glued on by a small air press. Only the sides are treated in this manner, as they form the part which goes into the slots. The coils are then Commutator Repair and Air Mag- net for Field Testing The same shaft which carries the GE-67 former shown in the illustration has two treadles, as it is arranged to receive either a Westinghouse No. 3 or No. 12 coil former at the opposite end. The Westinghouse formers permit the winding of single coils only. The different car depots are supplied with armature tags, on which the foremen indicate why a given armature has been removed and replaced. This tag accompanies the defective armature to the shops, where the stub is torn off and returned to the carhouse as a receipt. The other side of the tag is used for the shop foreman's report on the repaired armature and its destination. A history of every armature is kept in the master mechanic's office in a loose-leaf record, which shows when the armature was purchased, repaired electrically or mechanically, turned, painted, rewound or furnished with new bearings. At the end of every month the different classes of repairs are totalized. FIELD COIL MANUFACTURE Field coils, after winding, are heated for the removal of moisture and then dipped in Standard yellow varnish until the absence of bubbles shows that all air has been expelled. Next the coil is baked over night and then supplied with flex- ible leads made up of 245 strands of untinned No. 30 rubber- covered wire. One lead is 24 in. and the other 6 in. long. When the leads are soldered on, insulation is begun. The leads, however, are not tied down parallel to the coil until some mica has been inserted between them and the coil. The insulation consists of two double-overlaps (four thicknesses) of glace belting and one layer of insulating tape. The field is RUNNING POINTS- RESISTANCE POINTSl 2 3 AA1 ^ARMATURE NO. 1 MOTOR AA2 NO. 2 MOTOR AAa NO. 3 MOTOR AAV NO. 4 MOTOR Electric By. Jour. Coil Formers for GE and Westinghouse Armatures on One Shaft Connections for S.P. K-6 Controller and Rheostat for Four GE-1000 or GE-67 Motors taped by machine with linen taping, which is applied so that half the next turn always overlaps the preceding one. The coil is then dipped in air-drying Voltalac and treated with soapstone to make it enter easily into the armature slot. The completed coils are stored in closets, according to type, and are marked with the date of manufacture so that the oldest will be taken out first. then re-dipped and baked all night. After the second baking, the corners of the coil are reinforced with No. 8 oil duck. The entire coil is then taped with black Competition rubber tape and air dried in Voltalac to complete the operation. CONTROLLER WORK Particular attention has been given to controller troubles, and, as a result, several changes have been made in construe- April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 579 tion. That portion of the controller case opposite the space between the main and reversing cylinders is covered with No. 16 fiber screwed down on wooden blocks and the cylinders are separated by a fiber barrier. In the K-6 controller, insulating Electric Ry. Jour. Connections for S.P. K-10 Controller TO HOOD SWITCH GROUND Electric fty. Jour. Connections for S.P. K-12 Controller and Four Motors barriers have been placed between fingers 15 and E, in addition to those between 19 and R-6 and ly and 15, which were in- stalled by the manufacturer. The controller board is also in- sulated with mica from ringer 19 to ground. Instead of carry ing the ground wire from the ground terminal on the main board to F2, a wire is sweated to F2 and connected to ground on the main cylinder block. In all controllers the motor cut- outs are plainly marked "1" and "2' to avoid errors. Nearly all parts of the K-6 and K-10 controllers are inter- changeable. Old segments and fingers are cut down for use again wherever possible. Every division is supplied with a Two Types of Reverse Fingers in Controllers bar bender to make segments from bars supplied by the shop storeroom. Phosphor bronze fingers are used on the reverse cylinder at one-third the cost of the usual drop forgings. All heavy filing or sand-papering is avoided in cleaning fingers, segments and cover plates, as such parts are simply dipped in lye and acid, then chamfered with a rough file and buffed. One feature of the controllers is that they are not grounded, but are insulated on a wooden block, yet very little trouble has arisen from blow-outs and there have been no instances of shocks to the motorman. When the controllers go through the daily inspection they are blown out with compressed air, which results in keeping them so clean that there are no leaks or bad short circuits. In overhauling controllers the case is stripped down to the back, pointed with black insulating paint New and Overhauled Controllers on both sides and lined inside with asbestos, after which the interior is rebuilt. The Richmond Railway & Power Company, Richmond, Va., finding thai its passengers have the usual tendency to place their feet on the corner rattan seats, protects the later by at- taching along the edge a wooden strip 1 1 • in. high and in. thick. 58o ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. SHOPS OF THE CINCINNATI TRACTION COMPANY Motor-Driven Tools, Armature Shop Methods and System of Card Records THE shops of the Cincinnati Traction Company have an equipment of excellent tools, practically all of which are driven by individual electric motors. This article includes descriptions of the motor-driven tools, the armature shop methods and the system of card records used in shop Cincinnati Shops — Armature Coil-Winding Machine accounting and supervision. It also mentions several interest- ing maintenance practices that are being followed on the Cincin- nati property. ELECTRICAL REPAIR SHOP The Cincinnati Traction Company normally runs 700 cars which are equipped with 1700 motors. Heavy grades on many car routes make very severe demands on these motors, a large proportion of which are on single-truck cars. Many of the motors have been in service for a long time and a consider- able number of them are of the GE-1000 and 800 types. The severe service conditions which the Cincinnati equipments have to meet are reflected in the armature repair room. At the present time new coils are made in this department at an av- erage rate sufficient to wind about 75 armatures per month. No armatures are repaired in the car houses, but all such work is centralized in the main electrical repair shop where a com- plete installation of coil manufacturing apparatus has been made. Practically all the tools in this shop, some of which are illustrated herewith, have been designed and built in the nearby machine shop of this company. The armature shop machinery is enclosed in a substantial building, one-story high, with large windows on all four sides. This building is subdivided into an armature coil-winding room and a general electrical repair room with one corner set off for testing purposes. The larger tools in both rooms are served by a chain-block hoist supported on an I-beam trolley runway. WINDING ARMATURE COILS All the armature coils required for the maintenance of the 1700 car motors are made in the winding room at this shop. Power-driven forms are used in winding all but GE-58 coils. Winding and taping machines are arranged on opposite sides of a central table on which the unfinished coils are stacked. Steam-heated forming presses are mounted on a bench at one side and the curtain department is at the opposite end of the room. Three forms are provided for winding GE-58 coils. These vary in size by the thickness of the wire used so that a set made up of one layer wound on each form will nest accurately. The middle of the three sections is wrapped with fish paper so that its wires are separated from the other two. When the three sections have been assembled a covering of fish paper is glued on and the set is pressed into shape. One of the illustrations shows a home-made, air-operated press used in shaping coils. In this press, as well as in the older type toggle-joint presses also used, the forming blocks are hollowed out and provided with steam connections. After the application of the fish-paper jacket the coil is inserted in the press, pressure is applied, the coils and glue are heated by steam fed into the forming blocks, and then the coil is al- lowed to cool under pressure. During this process the at- tendant, who also applies the fish paper, busies himself with getting another coil ready for the press. The air-operated coil press has two cylinders, at right angles to each other, and their pistons operate two forming pieces. Brass forms are used and sets are available for coils of sev- eral different shapes. The piston on the horizontal cylinder is fitted with a spring somewhat heavier than that on the up- right piston, and therefore when equal air pressure is admitted to both cylinders, the upper forming piece comes into place a little ahead of the lower one. A small engineer's valve is used to control the air to the cylinders of the press. After the straight part of the coils has been covered with paper the coils are passed along to the taping table which is in charge of two young women. Here the straight portions are wound with fish cloth. The final covering is made by winding white cotton web tape all the way around the coil and doubling it on those sections which are to lie within the Cincinnati Shops — Two-Cylinder Armature Coil Press slots. Before taping, the coils are dipped and allowed to dry, and after taping they are given a second dipping. The coil-taping machines and power-operated winding forms are driven from a shaft extending under a large table in the center of the room. This shaft is in turn driven by a 5-hp Westinghouse motor which stands on the floor under the table. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 58i Field coils that have been burned out in service are util- ized and the wire re-insulated if not too badly damaged. By means of home-made devices, as shown in the illustration on page 583, the wire is cleaned and retaped as it is wound onto a power-driven form. About $4.50 is saved on each coil by this process. The winding lathe used in this work is similar to that used in winding armature coils. It was designed and built in these shops. It is driven by a belt from a driving shaft in the winding room. All the power required for wind- ing coils is furnished by a single 5-hp motor, and the current used is metered so that a proper charge may be made in de- termining the cost of coils. A stock of sheet insulation cut into the shapes required in winding work is kept in a rack in the electrical shop. This IMPREGNATING PLANT The impregnating plant is shown on page 583. This equip- ment was built by the J. P. Devine Company and insulating compounds manufactured by the Standard Varnish Company are used. About 12 coils are treated each day and the plant is operated daily, because all of the coils in the 1700 motors are being put through this process. Vacuum is obtained with a motor-driven pump and the supply tank is operated by an independent motor. The raised platform about the two tanks and the substantial stairway thereto facilitate the work. The compound in the supply tanks is kept hot all the time by means of steam fed from the shop steam supply system. Dur- ing the daytime when coils are being treated the steam is re- heated in a gas-fired superheater built inside the armature Cincinnati Shops — General View of One-Half of Machine Shop insulation is punched out of large sheets by means of sets of dies used in a punch press, which is a part of the machine- shop equipment. COIL TERMINAL ANCHORAGE About 14 months ago a new terminal anchorage was de- signed and put into use on all field coils manufactured in this shop. Since then not one of these terminals has been de- stroyed. Provision for attaching a lead wire to either outside or inside terminals is afforded by a tapped and threaded boss against the top of which the lead-wire terminal lug is held se- curely by a cap screw with a lock washer. The terminal for the outside wire is about 3)4-'n- l°ng an£l L-shapcd so that it will fit over the side of the coil. A hole is drilled in the angle of the L for insertion of the wire. The inside terminal also is formed to fit the contour of the coil and is provided with a strip of copper which reaches across the width of the coil and is bent around the end of the inside wire before sol- dering. The main part of each terminal is common brass. shop close to the impregnating plant. By means of this super- heater the temperature of steam at 50 lb. pressure is raised to about 600 deg. The pressure tank is emptied each afternoon and a set of coils put in to dry during the night. The ordinary shop steam supply is used to keep the pressure tank hot over night. In the morning a vacuum of about 27 in. is put on the pressure tank for 2]A hours. Meanwhile the compound is being heated by the superheated steam. Then the compound is allowed to flow into the tank and cover the coils. The supply valve is closed and the coils are kept under an 80-lb. pressure for 2^/2 hours. The results obtained by this process of coil treatment have been especially satisfactory. Before a coil is put through the insulation process it is wound with strip muslin and special threaded plugs are in- serted in the coil terminals to exclude the compound. After the coils are removed from the liquid the muslin is quickly torn off. This leaves the outer surface of the coils in a 5«2 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. smooth condition. The old muslin, which carries with it a great deal of compound, is saved and when a sufficient quan- tity has accumulated the compound is melted off by placing the refuse muslin in a kettle under which there is a hot fire. MISCELLANEOUS SHOP EQUIPMENT The armature shop equipment includes two lathes, each of which is independently driven by an electric motor. One of Cincinnati Shops — Small Turret Lathe with Independent Motor Drive these lathes is used for turning commutators and the other for banding. The lathes stand at right angles to each other and close to a platform on which armatures are stored. A jib crane with a. chain-block hoist serves the two lathes and the storage platform. By this arrangement of tools the course of an armature through the shop is made direct. The winding horses are located on the south side of the building. From here the armatures are taken into the baking oven at the southeast corner and thence to the storage platform nearby. The platform has on it at all times armatures in two condi- tions : at the south end are those which are ready for the turning lathe, and at the north end those which are ready for ship- ment to a car house. The single jib crane located near the Cincinnati Shops — Motor-Driven Wheel Lathe Served by Air Crane two lathes and the platform is thus available for doing prac- tically all the heavy lifting required in moving the armatures about the shop. Each armature shaft, just before the armature is approved for service, is fitted with new bearings. No special attempt has been made to standardize armature shafts and so bearings are fitted for each. The platform on which the finished arma- tures are stored is close to the door leading to the machine shop and the man from the machine shop who finishes the bearings can easily step across and caliper the shafts. TESTING BOARD A testing board has been fitted up in one corner of the elec- trical shop. Controllers are repaired and resistances as- Cincinnati Shops — 24-in. Lathe and D.C. Variable-Speed Motor sembled here. The testing board includes two panels with illuminated dial voltmeter and ammeter mounted on a swing- ing bracket. In testing circuit breakers they are mounted ver- tically. A series of seven knife switches connecting with re- sistance grids makes possible an adjustment of the load from 55 to 335 amp. Alternating current for testing purposes is available in any part of the armature shop. Current is received into the shop at 110 volts and a system of wiring in conduit makes this voltage available at a number of sockets conveniently dis- tributed. The 2500-volt testing transformer is mounted on a truck and is provided with a long connection cord. No mat- Cincinnati Shops — Horizontal Boring Machine with Independent Motor Drive ter where the truck may be wheeled about the shop floor the cord will still reach one of the current supply sockets. CURTAINS Two power-operated sewing machines have been installed at one side of the coil-winding room. These machines are op- erated by two girls, who repair and make all the curtains for the open cars. About 200 sets of summer car curtains are re- April 2, 19 10.] ELECTRIC RAILWAY JOURNAL. 583 Cincinnati Shops — Home-Made Electric Crane in Shop Cincinnati Shops — Motor Installation Driving Two Yard Grinding Tools 5«4 ELECTRIC RAILWAY JOURNAL. | Vol. XXXY. No. 14. quired each year. A cheap canvas is used because it is thought more economical to replace them frequently than to repair more expensive curtains. All the curtains on every car that is put through the shop are inspected and overhauled by these two young women. The better class of curtains used on closed ACCOUNT No JOB STARTED Cincinnati Shops — Cost Accounting Record Card cars are rebound and the cloth is turned end for end, thus putting the faded part next to the roller and out of sight. When this curtain shop was equipped with the power-driven sewing machines several attempts were made to build a satis- factory power clutch for driving the sewing machines off from the main shaft underneath the table. None of these was high- ly successful. Now the machines are under excellent control, obtained through the medium of a power transmission device manufactured by the sewing machine builder. MACHINE SHOP The machine shop of the Cincinnati Traction Company is of particular interest because of its excellent equipment of tools, nearly all of which are independently driven by 500-volt electric motors. In purchasing these tools special care was taken to choose those which would be suitable for removal at a later date to the new shop buildings which the company is planning to erect. The present machine shop building is shared jointly by the Cincinnati Traction Company and the Cincinnati Car Company. A high fence separates the work of the two companies. The car-building com- pany's business has grown to such proportions that it is necessary for it to have more room and hence the traction company, which has ample land close by the present shops, will erect new build- ings and the Cin- nati Car Company will occupy part of the space now used by the traction company. Cincinnati Traction Company. i . Barn Armature Record. Car |SS5" Date, _ 190 Armature, Type, - Date in, Date out,- CAUSE FOR SENDING TO SHOP: PeriDQ Receiving Armatuie. INSTALLATIONS Several of the ac- companying illus- trations show vari- Cincinnati Shops— Report Accompany- ous methods of ing Defective Armature motor installation for driving the tools in the machine shop. The electrical equipment has been installed in a very thorough manner. The 500-volt supply is brought to a main switchboard erected close to the shop fore- man's office and from this board feed lines radiate to various groups of tools. Each line is protected by a circuit breaker on the board. All of the wiring inside the building is enclosed in tightly fitted iron conduit with porcelain condulets at all outlets. In laying out the conduit great care was taken to provide against accidental injury to the conducting wires. The thoroughness of this work was warranted because of the desire for protec- tion against fire and assurance of continued current supply to each machine tool. The feed lines from the control board pass through conduit carried on the roof rafters or under the concrete floor and terminate in small panel boards at the tools. One of these boards is illustrated in the view showing the group of tool grinders. At the board the feed lines emerge from the porce- lain outlet and connect directly with a General Electric type C two-pole circuit breaker. From the opposite terminals of the circuit breakers the lines are again carried in conduit to a starting box and thence in conduit to the motor. In this way no wires are exposed, except the very short lengths necessary for attaching to the terminals of the different pieces of ap- paratus. The terminal board at each tool is of fireproof con- struction and is mounted in a substantial angle-iron frame bolted to the concrete floor or to the machine which is to be driven. The motors are of the variable-speed commutating type and of both Westinghouse and General Electric manufacture. Special care was taken in the choice of motors for operating the various kinds of tools. Those motors which drive lathes have reversing controllers with a speed control handle direct- ly on the lathe carriage. Thus it is possible for the machin- ist to start, stop or regulate the speed of his lathe through wide limits without leaving the position where he can best ob- serve the working of the cutting tool. Some of the older tools in the shop are driven by GE-800 railway motors, "which, at a cost of about $30 each, were rewound with shunt fields and now are said to give excellent service for driving constant speed tools. HORIZONTAL BORING MACHINE A great variety of railway shop work can be done with facility on the new Lucas horizontal boring machine shown on page 582. This machine is driven by a 5-hp semi-enclosed motor mounted on a cast-iron pedestal which supports it about 5 ft. above the floor and stands about 2 ft. away from the bed of the boring machine. The elevated position of the mo- tor permits the use of a belt for transmitting power to the gear box of the machine. The table of the boring machine may be fed in either direction horizontally and the boring shaft has hand and automatic feeds for horizontal or vertical movement. With these combinations and a number of large cutting tools a considerable variety of work can be performed. The illus- tration shows the machine in the act of facing a casting. REBORING MOTOR SHELLS The horizontal boring machine just described is used for re- boring motor shells. In this work a heavy jig and dummy shaft are used to support the shell on the machine table. Special clamps are provided for holding the jig to the table so that the holes bored will conform to uniform standards. When a shell is to be bored the bolt holes in the bearing housings are first re- bored and increased in diameter from 1 in. to 1% in. Then the jig is set on the table of the horizontal boring mill and an arbor is put through the axle bearings. The shell and jig are held to the table by bolts passed through the holes in the bear- ing housings. By means of a boring bar with adjustable cutting tools the armature boxes are first rebored. Next an arbor is put through the armature bearings and the cutting tool adjusted to refinish or rebore the axle bearing housing. By the use of this combination of jig and bars uniformity in bear- ing housings is assured. Four sizes of axles are used. New axles are finished 4^ in. in diameter and after they have been worn are taken out and turned down to 4% in., then, after a second wearing, they are turned to a diameter of 4 in. for use in another type of motor. In this way, with these three standard sizes, the purchase of one new axle and the machine work on two worn axles make April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 585 it possible to put three new axles in service on the road. In working over old axles they are carefully annealed in a black- smith shop so that the metal may be under no undue stresses when it is returned to service. LATHE EQUIPMENT A 24-in. Lodge & Shipley lathe, direct driven by a 10-hp CINCINNATI TRACTION CO. Report of Armature Room Cincinnati Shops — Monthly Comparative Statement of Armature Shop Work motor, is used for turning axles and for all kinds of general work. Two lathes of similar manufacture with swings of 20 in. and 16 in., driven by 7^-hp and 5-hp motors respectively, are used for smaller work. The 24-in. lathe showing the driving motor in the foreground is illustrated on page 582. The Dreses turret lathe shown in one of the illustrations is driven by a 2-hp motor installed directly at one end of the ma- chine. Power from the motor is transmitted through a single reduction gearing to a shaft close to the floor. This shaft extends under one end of the bed of the lathe and carries a set of cone pulleys which connect with the other set of cone pulleys by the usual leather belt. The switch, starting box and circuit-breaker for the motor are installed on a standard control panel within reach of the lathe operator from his posi- tion near the tool post. WHEEL LATHE The 42-in. Putnam wheel lathe illustrated is driven by a 25-hp variable-speed motor with a reversing speed controller. In turning steel wheels they are first roughed with a round- nosed tool and then finished with a shaping tool ground to the full contour of the tread and flange. A special air hoist for handling wheels and axles is mounted close to the driving end of the lathe. This hoist is made up of an air cylinder and a heavy piston extending upward. The top of the piston carries Closed. Summer Received from For Complete Repairs Dead. -I» Slight Repair! Repairs to Trucks . Repairs, caused by Accident, ai follows Nature of Repatri. Carllnes Platfoemi . Dash Panels Window! Truck Painted Complete Motor Repair! Touched up Carpenter Shop Completed Complete Transferred to Cincinnati Shops — Shop Car Repair Records an J-beam jib reinforced with a heavy tension rod. A trolley carriage made of two small wheels yoked together travels on the lower lips of the I-beam and supports a balanced arm, which is used to lift the wheels. This lathe and crane arc installed near the shop track on which wheels are received, and one man can easily lift a pair of wheels off the shop track with the crane and swing them onto the lathe centers. The lifting movement of the jib crane is controlled by an engineer's valve mounted on one side of the vertical cylinder. MISCELLANEOUS TOOLS The pair of grinding machines shown in one of the illustra- tions on page 583 is driven by a 4-hp motor, with a pulley on THE CINCINNATI TRACTION COMPANY APPLICATION FOR EMPLOYMENT Name in full Address Trade Nationality Age TJ. S. Citieeru- Mam Height LAST EMPLOYED Address — Children. EMPLOYED Sec Remarks and Change of Rate on Sack of ( Cincinnati Shops — Record to be Filled Out by Applicant for Employment each end of the armature shaft. One of these machines is a Bullard surface grinder and the other is a Sellers universal twist-drill grinder. This installation stands close to the enclosed tool room adjoining the shop foreman's office. In addition to the tools here described the equipment of this shop includes the following tools driven by motors of the capacities stated : King 4-in. vertical boring mill, 10 hp. Pond 21-in. chucking lathe, 7] 2 hp. 4-ft. radial drill, 5 hp. Lodge & Shipley 36-in. lathe, 12 hp. Emery tool grinder, 4 hp. Two sensitive drills, 2 hp. Small punch and shear, 3 hp. Other tools not independently driven are as follows: Niles wheel borer. Niles 200-ton wheel press. Horizontal planer, 36 in. x 36 in. x T2 ft. 24-in. back-geared shaper. No. 3 Cincinnati milling machine. Jones & Lampson 2-in. turret lathe. Two punch presses. Axle straightening press with Watson-Stillnian hydraulic punch, having 8-in. ram. Just outside the machine shop is a motor-operated crane THE CINCINNATI TRACTION COMPANY RECORD OF EMPLOYEE LEAVING SERVICE Name in full Employed as at — Has this day Resigned - Resigned by Request Been Discharged While under my supervision 1 considered hir Cincinnati Shops — Record of Employee Leaving Service which has done good service in unloading material from freight cars and placing it on the shop tracks. An illustration on page 583 shows this crane in the act of lifting a heavy cast-iron pillar, which is to form the center support of a more powerful crane that will replace the one shown in the illustration. On this crane, as well as tin all the lifting apparatus used in the 586 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. shops and car houses which is operated by air, control is had by the use of engineers' brake valves. These valves are easier to maintain than the more usual type employed in this service and are freer from leakage. SHOP CARD RECORDS When a car is turned into the shop for repairs or general overhauling, a heavy brown manila tag, 8}i in. x 5 in. in size, pro- vided with a protected eyelet, is tied on. The shop inspector notes on this repair tag or card just what work is to be done. After the car has been repaired and has been approved by the inspector the tag is vised and returned to the master mechanic's office. When the repair tag is received at the office the infor- mation presented thereon is transferred to the duplicate card car record and filed vertically according to the car number. One of these cards is reproduced on page 585. Thus in a single file the master mechanic has at his disposal the complete shop record of each car that has been repaired. A simple method of presenting the shop expense for various operating accounts of jobs, is had by the use of a card record made up of 8 in. x 5 in. cards ruled as shown in the reproduc- tion on page 584. These cards are filed vertically and one card is used for each job or standing maintenance order. It will be noted that the record affords a ready means of presenting the labor and material and total costs for any one class of work or any single job, separated according to the months of the year. The cards are kept in drawers and are indexed and sub- divided into three groups: (1) purchasing agent's orders; (2) job orders and (3) maintenance accounts. The records of the electrical shop of the mechanical depart- ment present a complete history of each field and armature according to number. Each day the barn foreman sends to the foreman of the armature room detailed reports showing the cause for removing and sending to the shop each armature that needs repairing. The blank used in making such reports is reproduced on page 584. The use of this blank has a good effect in encouraging care and watchfulness on the part of the men handling the equipment in the barns. It will be noted that the barn foreman first is required to set down his opinion of the cause for requiring that the armature be sent to the shop. Later, when the armature and the foreman's report accompany- ing it are received in the armature shop, the person receiving the armature writes on the bottom of the blank his opinion of the cause of the trouble to the equipment. These reports, con- taining the opinions of the two men handling the armature are made in triplicate. One is kept by the barn man, one is sent to the armature room with the armature, and the third is sent to the master mechanic. An independent record of each armature is kept in a loose- leaf book by the foreman of the armature room. The pages in this book are ruled to present the following information: Number of the armature, style, dates received, nature of re- pairs and dates delivered. The pages are 6 in. x 9 in. in size. Each month a complete summary of the work of the armature shop is made up and inserted in the system of card records kept in the master mechanic's office. One of these reports is shown on page 585. It shows the number of armatures received and delivered to each of the car houses, the number of fields delivered, armature coils made, armature coils on hand, field coils made and field coils on hand. Totals for the armatures of various types of motors and air compressors are presented and similar totals for all classes of armatures for each barn and shop are shown. The report also presents detailed comparisons of the work done on armatures of the same type during the last month and the last year; it shows the number of armatures sent in for complete repairs and part repairs ; commutator repairs, and the number in the armature shop awaiting repairs. A similar report is used for recording the repair work on fields and the number of trolley wheels returned and delivered. With these reports and detailed com- parisons presented the master mechanic is able to keep a close line on the performance of the various classes of equipment, as well as note the amount of work done upon each car by the shop forces. A rather complete record of the service of each shop employee is kept by the master mechanic, on a form illustrated on page 585. When application for employment is made the man is required to answer the questions shown on the blank and to give references. All references are investigated before a man is employed. Space is provided on the back of the application card for noting the date on which the man is employed and his hourly rate; also the date on which his work or his rate of pay may be changed. When an employee leaves the service a summary of his record is presented on a card which shows the date and cause of leaving, and gives the foreman's opinion of the man. After having been properly filled out at the shop, these cards are forwarded to the office of the assistant general manager. SCHEME FOR PREVENTING BREAKAGE OF COAL- HANDLING GEAR At the power plant of the St. Clair Tunnel Company, at Port Huron, Mich., a simple scheme has been adopted for preventing the breaking of important parts of the coal-conveying appa- ratus. Coal for this plant is received in steam cars and dropped into a crusher located beneath the track parallel with the boiler and bunker house. From the crusher a horizontal conveyor carries the coal to an elevator which in turn discharges into a belt conveyor above the coal bunkers in the roof of the boiler house. This train of coal conveying elevators and belts is driven by an electric motor through a sprocket wheel and chain. When the plant was first started the driving chain and sprocket frequently were broken by the excessive load put on when a miner's pick or some other piece of foreign metal got into the crusher. It was necessary at first to keep extra sprocket wheels on hand so that repairs could be made quickly if the crusher became clogged with foreign substances and broke the driving apparatus. The sprocket wheel originally was keyed onto its shaft and thus any undue strain on the shaft showed its full effect in tending to break the teeth on the sprocket wheel or the links of the chain. To provide against such damage, the use of the sprocket wheel key was discontinued and the wheel so fastened to the shaft that an abnormal load would shear the fastening rather than break the teeth of the sprocket. In mounting the sprocket wheel in the improved way the hub was bored out so that it had a slack fit on the shaft. Then a collar was set on the shaft on either side of the hub to hold the sprocket in its proper location. Next a hole was drilled clear through the two collars and the hub of the sprocket and a pin inserted. By the cut-and-try method a pin Y% in. in diameter was found to give sufficient shearing stress to carry the full load of the coal-handling machinery, and to give way and let the sprocket turn on the shaft whenever an undue load was thrown on the crushing or conveying machinery. This simple little scheme of mounting the sprocket wheel has done away with a troublesome detail of operation. Now when the pin shears and the motor revolves without driving the coal- handling apparatus the foreign substance causing the shut- down is removed from the crusher, a new pin is inserted quickly and the machinery soon placed in operating condition. STEEL CAR PANELS OVER WOOD Owing to the climatic conditions in Richmond, Va., the wooden panels on the cars are frequently cracked. Instead of replacing them with new wood panels the Virginia Railway & Power Company covers the old panels with steel of No. 18 gage. These steel sheets are screwed on under the old side moldings and when painted they cannot be distinguished from wood. In fact, there are many cars which have wood panels on one side and steel-covered panels on the other. When steel panels are applied, they are continued past the belt rail without a break and this prevents the rotting which occurs when water from the belt rail gets inside the car between the joints of the wooden half-panels. The plates are shaped in the company's shops and are applied whenever it is found that a considerable number of the wooden panels are split. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 587 INTERESTING SHOP PRACTICES AT INDIANAPOLIS Ingenious Methods of Caring for Wheels, Brakes and Motors on a Large Road THE repair work for the city cars of the Indianapolis Trac- tion & Terminal Company and for the interurban cars operated on one division of the Terre Haute, Indian- apolis & Eastern Traction Company is done at the West Wash- ington shops of the former company. Many interesting and thorough practices are followed here under the guidance of L. M. Clark, master mechanic. The detail system of record cards and monthly summaries of repair work are worthy of special attention because they are designed to give the management of the road very accurate and comprehensive statements of the condition of the various types of equipment. The buildings in which the repair work is done are not new, with the exception of the paint shop described elsewhere in this issue. The re- construction of part of the shop group is contemplated. The present article describes the wheel practice, an air-brake test- ing department and motor testing, and presents a number of the blank forms used, together with a description of some of the more interesting shop kinks. WHEEL PRACTICE The Indianapolis companies were among the first electric roads to use steel wheels and steel-tired wheels, but now the ft vj' Rnd. Il'eRad. ' A ;i"Ead. hi'Rad. Xe Had. \i Had. \ J Wi 2H- n- thick with a contour as shown in the accompanying- engraving. The tread of this wheel is 3 in. wide and the flange 1% in- thick from gage line to the back of the wheel. The flange is % in. deep. It is the practice to wear and turn the rims down to a thickness of in. The wheels in service are inspected with a limit gage made from case-hardened steel % in. thick. It is so shaped that its position is fixed by the back of the wheel and the flat of the tread. It will fit over a flange that lias a thickness no greater than % in. on a line % in. above the projected line of the tread. When a wheel has reached this limit of wear it is taken out of service and about 5/16 in. of metal is turned off the tread in order to reshape the flange. The wheel inspectors pay especial attention to ordering wheels in for re-turning at the point in their life when the flange can be reshaped with the least practicable loss of metal on the tread. WHEEL REC0KDS Detailed records of the performance of each wheel arc care- fully kept in the office of the master mechanic. When a pair of wheels is sent into the shop for any work a tag of the form illustrated is attached to the axle. On the face of this tag are A testing room for air brake parts has been fitted up with devices for making thorough inspections of the more important parts of the braking equipment. The shop forces have built here a complete testing rack arranged so that a series of service tests may be given triple, brake, feed and safety valves and various types of motor-eompreisor gover- nors. The governors are set at known loads by feeding the test current through large banks of incandescent lamps used for resistance. The most interesting feature of this air-brake test room is an installation of reservoirs equipped for accurately testing the pumping capacity of motor-driven air compressors. The prin- cipal parts of this testing set are two tanks, the capacities ol which have been carefully calibrated by measuring with water. These tanks are mounted on the side wall of the room and con- nected by a short run of pipe with a valve inserted. Provision is made for closely observing the temperature of the air within the tanks, and in computing tests account is taken of the rela- tion between temperature and pressure. These corrections are readily made by the use of a temperature table and they adjust the results for the correct pumping pressure exclusive of that caused by the heat of compression. The upper of the two tanks is connected with the pump by a flexible metallic tube which is air tight. When the test set was first installed rubber hose was used, but it was found that the heat, during continued service, weakened this to a point where accidents might be expected. The object of the pump test is to obtain an accurate record of the amount of free air pumped by the motor compressor while working against a back pressure of 100 11). When being tested, the compressor is run for the full number of revolutions which it should make in a minute1 and not for a unit of lime of one minute. This precaution is taken because of a possible 588 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. variation in voltage which might change the speed even though the pump was in good condition. The reason for using two tanks is to be able to maintain a constant back pressure of 100 lb. on the pump, meanwhile timing its revolutions and measur- ing the air exhausted into the lower tank. In performing a test the pump is set to work and its exhaust led through the metallic tube to the upper tank, the pressure in which is allowed to reach 100 lb. The lower tank has a capacity of 5 cu. ft. and is connected with the upper tank through a valve. When the pressure in the upper tank has reached 100 lb. any defect in the pump be located easily, while if the test were made on the car a poor pump might be excused on account of leaky pipes, incorrect gage or some other outside condition. AIR-BRAKE RECORDS A monthly report of the repairs made to air brake equipment is prepared. The blank used to make-this report is reproduced. It presents a list of the types of compressors, governors and brake valves used and the defects and repairs more commonly experienced. In addition, the work on valves, cylinders, slack Indianapolis Traction & Terminal Company STEEL CAR WHEEL RECORD CARD Axle No G Tire No. Repairs Tire No By Date o x a; 55 N § 5 i oq fJ%ar>f/>~ Indianapolis Shops — Air Compressor Record Cards back pressure. From a handy table the inspector is able to know what this pump should do, and if it does not meet the re- quirements the necessary repairs are made. No leeway is al- lowed and if a pump does not operate up to its full rated capacity under this test it is repaired before being put into service, otherwise it certainly would not operate at its rated out- put when installed under the car. This method of testing a pump in a special room has the ad- vantage that the test conditions can be maintained constant and Indianapolis Shops — Monthly Summary of Airbrake Repairs A set of card records for the use of the master mechanic's office is kept. These records, as reproduced, show the type and number of each air compressor and give the data regarding its service, the time of installation, time of removal and the repairs and tests made. Information for making this record is obtained from an air-compressor repair card tied to the compressor when it is taken out of service. The obverse and reverse of these tags, which are handled in a way similar to the wheel record tags, are shown. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 589 MOTOR TESTING Every car motor that is repaired in the Indianapolis shops is given a running test on the shop floor before it is put under a car. An illustration of the motor-testing board and a wiring diagram of that board are reproduced. A table of constants for the current and voltage readings fo. each type of motor has been prepared, so that when a motor is being given a test and the current and voltage values are noted it then is possible to determine fully whether or not the motor is running freely. Tf the bearings should not have been fitted properly the extra demand for current will indicate the fact. By the careful use of testing methods many causes for motor heating are learned in the shop where they can be easily corrected, and unnecessary pull-ins be prevented. The testing board stands at one corner of the truck repair shop. An independent feed line direct from the power house furnishes current to this board. By means of this special con- nection the voltage regulation obtained at the testing board is equal to that of the power station busbars and is not affected by the shifting of cars in the shop yards, as it would be if the testing board were fed from the trolley wire. The board is equipped with a 100-amp ammeter and a 600-volt voltmeter and is protected by a 100-amp circuit-breaker. The lower part of the board carries eight single-pole, double- tliro w, 100-amp knife switches and a double-pole double thro w switch, b y means of which the vari- ous resistance grid connections are made to obtain a wide range of re- sistance values for comparative pur- poses. With these connections a range of resist- ance from 8.42 to 26.48 ohms in steps of 0.25 ohm and from 2.12 to 7.38 ohms in steps o f 0.052 o h m may be obtained with facility. An R-28 control- ler serves for op- erating the floor tests given the mo- tors. Testing cur- rent is distributed from the board to four different Indianapolis Shops— Test Board in parts of thp shops Motor Repair Shop over cab]es car. ried in iron conduit. These cables terminte just below the test board and each is equipped with a feed connection plug. There is only one live socket to which these plugs can be connected; thus it is impossible for more than one of the distributing lines to be alive at one time. This precaution is taken to provide against accidents on the shop floor. A I) J U ST tNC R ES I ST A N CES Resistance grids are repaired al a bench not far from the testing board. A lead from the board furnishes testing current at the repair bench and all resistance is checked before it is placed under a car. The method of checking requires that the proper resistance at each of tin- controller steps shall be ob tained. The table used in adjusting resistance connections is for each resistance step are based on the use of a constant test- ing current of 10 amp, and thus the readings are in volts rather than in ohms. A current of 10 amp is not sufficient to heat the grids and therefore no correction for hot resistance is neces- sary. The use of constant current makes the calculation in voltage a simple matter because, with the testing current of 10 amp, the voltage reading at any step along the series of re- sistance connections equals 10 times the ohms resistance in the circuit, and it is only necessary to read the voltage and move the decimal point one place to the left to obtain the ohms resistance of the circuit. In checking repaired resistance grids, measurements are first taken at the taps noted in the accompanying table. Then if the resistance at the various steps is not found to be correctly divided, adjustments are made by changing the taps until the S Indianapolis Traction & Terminal Co. Air Compressor Repair Card. Make Type pump No Motor No. fOc) REPAIRS BY_ DATE- Test, (Cub. Ft. of Free Air Per Minute @ I00tb)_ By Date 3"^ t & c Co 5 1 so sj Removed CAR No. BY DATE- PUT IN CAR No. BY DATE- given on page 59 r. As shown, the 1 ies quoted in Ibis table Indianapolis Shops — Obverse and Reverse of Air Compressor Repair Card voltage reading for the various steps closely approximates that shown in the table. Alternating current for testing armatures is obtained from a -mall rotary converter installed in the armature shop. The a.c. output of the generator is fed to a step-up transformer from which current is taken to give voltage tests of the following values : Late type armatures when new 2.400 volts Late type armatures when old 1,800 volts Old tyne armatures new or rewound 1,800 volts Old type armatures repaired 1.200 volts When an armature is sent into the shop for repairs a tag similar to that earlier described for checking the work clone on wheels is attached. The printing on the two sides of one of these armature repair tags is reproduced. After the armature has been put through the shop the tag is turned in at the master mechanic's office and the information presented thereon is transferred to an armature record card illustrated on page 50 r. These cards arc filed in an index and each presents the complete history of one armature, showing the time the armature has been in service, the reasons for renewal, the re- pairs made and the mileage and number of days in service. Once a month a report of motor repairs is prepared by the shop office force. This report is similar in general form to that used in connection with the air brakes and indicates the repair work required on each of the various types of motors used. Space is provided for comparing with the record for the pre- vious month, the number of repairs of different kinds happening (luring the current month, 59° ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. SHOP KINKS Babbitted bearings are finished on a lathe fitted with a special quick-clamping device for holding the bearing shell in line. An illustration of the carriage of this lathe with a bearing in place is shown. The bearings are finished with tools set in a Davis boring bar having a micrometer adjustment. The hinged To increase the speed in handling wheels in and out of a Niles- lathe the tail stock of that lathe has been fitted with a 6-in. diameter 36-in. stroke air cylinder which serves to move the heavy tail stock quickly and without effort on the part of the lathe operator. The thermit process of welding has been used in these shops Indianapolis Traction & Terminal Co. ARMATURE REPAIR CARD o TYPE SHOP NO. REPAIRS BY DATE o •5 '3 ■o 2 a ■Sou 2 8. J o o £ s 8 si Fv.nr.^ MISCELLANEOUS. HeadLghi No. Side Bunngi 11^)1^.! Screen Uw B-.1i. T.ollry MOTOR NO. En.. Trolley Sender FU& Heater BMrjHtUcn Toilet Lad. Wale. Coolej 1 jghlnina, .\lmlrt ""control. Coee.oU. No. Cor, fell ' «d S...'. |i ',<.,,() Fife Ejiuipmhrf Clee'o Lam pa Limil Swm h rail 1 -erope TrL-phon, No, Ohik H.-.«-t W-I..I.W St-e Bfooee SwittS, tWd Switch IfO* INDIANAPOLIS TRACTION AND TERMINAL COMPANY Armature Record Typo Facto rv No - Shop No. PUT IN REMOVED SERVICE REPAIRS Car No. Motor No Dale I N6 Mays Nature By 1 Indianapolis Shops — Individual Armature Record manila stock. The arrangement of the listed car parts is such as to make it possible to find quickly the proper line on which the notation is to be made. The blank form carries a line for THE ABOVE OtriCT« REPAIRED l»0 uJwM in lln Lt tan Iw wM"J ur.li il,. LrvJ^ Indianapolis Traction andTerminalCompanvO DEFECT CARD cL±n.jv° ^a^s SZ* ft P?s~. rry- Boo/-_ Bodi/_ PV/ndon^s - Steps _ Bun Board OrohBand/es Tender. Sea As _ WAee/TV9_ sbc/esV?___ OearJT? CenterBear/no'— £fac Baar/pg Brain? J?KX?/ry ZooseBo/ts_ r/ekfs BrusABb/der Z-eads^ t3eaj-//7fs Carrmai. C/rcu/tBreafa TuseBox BAeostats Cabfcs_ Compressor— er_ Sander. Beater Z/aAtnt/7f>Arre3ter_ . B/o-naiBe//s_ Beg/ster Zynts^ Banc iandBraJ-e_ Ca/2 octt smrvicj: __ 7hax fnjpet/orf M//mark oppos/fe de/erfr fade reported Jjae/ectj ca/)/wt J>e readf/y /ocated, ?/ye, //? addd/on to cAecA marfi'.pnd/cu/arj #M/> w//aJSfit m /ocat/ha tro/2&/r ffepairmen trd/mart tAe/rC/octsWetpw/e de/,rt repaired Q 2^1. t TJZJ?_JZsi_L, . BritshjYo/derj- . r/e/dCoi/s 7ro//ey fr/tee/s^^ " Jfarps - J?//?s ' Jb/e-S— Jbitrsxz? Brasses— Brake ^/haes . Cast-iron ?Kfiee/s— £t<*e/M'/>ee/s_ Ax/es Bepa/rmen *v/// notet/be amount o/ot/ .^ater/ai used as 'nd/cateda/>ore, and w//t n?ar£ t6e/r C/cc£J/P oppos/te J^PAj&$2\C4jai2 ffepa/rmer trd/ note tAa exact nature- of a// repa/rs roade, and trdt mark tAs/r CfocZJW q&poj/te Irvdianapolis Shops — Motorman's Re- port of Probable Defects Indianapolis Shops — Shop Inspector's Defect Card, Obverse and Reverse 592 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. recording the date when the defects are repaired. Special notice is called to the insertion of the word "probable" in the title of this report. There is always a possibility that one of these cards may be used as evidence in law suits and so it is not thought wise to place too much responsibility on the motor- man's opinion regarding a defect. Therefore they are called "probable defects." The shop defect card used by inspectors for the city cars is also illustrated. This card is 4^2 in. x 8 in. in size and carries a list of the principal car parts on the front side. Space is provided on the reverse side for noting the material used for repair work and indicating the repairman's number after each subject. Monthly reports on motor repairs and on Westinghouse unit switch control repairs, similar in general form to those used for reporting the repairs to air-compressors, are also used. The report for motor repairs lists the different types of motors used. The following column headings are employed on the upper part of the blank : Armatures — open circuit, short cir- cuit, grounded, down on pole pieces, worn bearings, defective shaft. Field coils — short circuit, grounded, damaged by arma- ture. Commutators — grounded, rough, worn out. Miscellane- ous— defective brush holders, defective leads, worn axle bear- ings, broken frames. Total. The lower half of the blank contains the following: Armatures rewound, armatures re- paired, field coils rewound, field coils repaired, field coils im- pregnated, commutators new, commutators repaired, commuta- tors grooved and turned, armature coils new, armature shaft new. , The monthly report for the unit switch control repairs is of uniform size with the other monthly reports. The left-hand vertical column contains a list of the switches, and the details for the types of repairs, the headings of the vertical columns, follow : disabled, dirty interlocks, defective interlocks, defec- tive main contact, defective shunts, grounded, defective arcing box, loose connections, leaking piston, packing, leaking valves, overhauled, repaired tested. The divisions of storage battery repairs noted on the same blank are : disabled, grounded, short circuited, open circuited, electrolyte low, electrolyte weak, elec- trolyte dirty, defective jars, loose connections, overhauled, re- paired, charged tested. In addition space is allowed for enter- ing records of defective contact, loose connections, grounded, broken, repaired tested, for each of the parts of the miscel- laneous equipment, like grid, resistance, control cable, motor cables, etc. At the bottom of the blank are lines for tabulating the total number of control failures in service, car miles and car miles per control failure, for the current and previous months. Another blank form used at these shops is the daily report of car- inspection which shows the car number and defects re- ported and indicates the repairs made and the shop numbers of the men doing the work, also the oiling done each day. A daily report of car repairs showing the car number, the time in and out of the shop, the defect repairs made, by whom, the date in the shop, is used, as is a monthly summary of car re- pairs which shows for each day the number of cars on which repair work falling under any 1 1 different subdivisions of the equipment has been done. A monthly report of the material disbursed shows for each day the number of gears and pinions of each type issued, the number of cast-iron and steel wheels, axles and pounds of babbitt issued. A form of report used for presenting the number of pull- offs during one month and the reasons for taking the cars out of service is also used. These forms are 11 in. x Syi in. in size and are so ruled that the monthly summary can be com- pared with the same monthly summaries for two years previous, subdivided according to each of the four car houses and sum- marized for the entire city system. These comparative reports of pull-offs when completed each month are posted on the bulletin boards in the various car houses so that the men may study the work of the different sections of the city and be en- couraged to improve the record for the following month. EXAMINATION OF TRAINMEN OF THE FT. WAYNE & WABASH VALLEY TRACTION COMPANY Frank I. Hardy, superintendent of transportation, Fort Wayne & Wabash Valley Traction Company, has just held an examination for all the city and interurban trainmen of that company. Both the plan of conducting examinations and the knowledge of the men were put to test. As this was the first written examination which had been held by the Fort Wayne & Wabash Valley organization, it was not definitely known whether the plan would be successful. Special care was taken with the examination so that the officers would be able later to decide whether or not a periodical questioning of the men as carried out at this time is advisable. The examination just concluded has led to the opinion that similar, but shorter, writ- ten tests should be held about once a year, especially for the newer men. Probably future tests for the older men will not be so comprehensive, but it is thought that they will be of un- doubted value in keeping the trainmen alive to the responsi- bilities of operation. About six weeks before the examination was held the men were told of it in a general way and warned that they would be called upon to answer all manner of inquiries regarding the duties which they were employed to perform. This announce- ment was followed by a great many debates between the men. When it was not possible for a group of carmen to settle a de- batable point to the satisfaction of all, the superintendent was called upon for a ruling. Thus for the six weeks prior to the holding of the examination practically every man in the train service of the Fort Wayne & Wabash Valley Traction Com- pany was on the alert to clear his mind of every doubt regard- ing the correct interpretation of the operating rules. The good results of this study were clearly shown in the high average marking to which the examination papers were entitled. The questions were kept secret until the men were called into the superintendent's office for examination. There were 367 questions for motormen and 272 for conductors. The answers were written on printed question blank forms. As the men sat in the superintendent's office while writing their answers, there was no opportunity for discussion with each other. If two in- terpretations could be put on a question, the men were free to ask the superintendent what was desired. Otherwise each man was instructed to give his own answer to all questions as he understood them. Seventy-three of the questions were for both motormen and conductors. They had to do with standard time, time tables, signal rules, train signals, air-whistle signals, bell-cord signals, hand and lamp signals, fixed signals, rules governing the use of signals, train rules, rules for movement of trains by tele- phone orders and train orders. The questions for conductors only related principally to the proper method of making out reports and the answers to these questions were graded by a representative of the auditing department. The questions for motormen only were largely with regard to mechanical sub- jects, such as motor and car equipment, air brakes, reservoirs, triple valve, brake valve, etc. After the examination papers had been graded Mr. Hardy called the men into the office one by one and discussed with them all of the points on which the answers showed that they were not clear. It was interesting to learn that those men who had the best operating record stood among the highest in the examination. This showed that reasoning power more than knack was the most desirable qualification for a trainman. One of the catch questions which the motormen were re- quested to answer was as follows : "If, when rapidly approach- ing a steam railroad crossing, it was found that the brakes would not work, that the trolley had left the wire and there was danger ahead, what would you do?" Without studying the question some of the men answered, "Jump." This, of course, was a catch question to see whether the men fully understood the method of reversing with the different classes of unit switch and platform control. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 593 MAINTENANCE AND OPERATING FEATURES OF THE ELECTRIFIED ST. CLAIR TUNNEL The First Extended Account of the Performance of This Line Since Operation Commenced THE St. Clair tunnel of the Grand Trunk Railway Sys- tem has been electrically equipped since May 18, 1908, and the severest requirements of the service are said to have been met very successfully by the single-phase system. The equipment was furnished by the Westinghouse Electric & Manufacturing Company and installed under the supervision of Bion J. Arnold, consulting engineer. The tunnel is a single track bore, lined with a cast-iron shell, and has an inside diameter of about 19 ft. The length of the tunnel from portal to portal is 6032 ft. The open tunnel approach on the Port Huron side is with a battery would have been large in either case because of the nature of the load with frequent high peaks and short inter- vals during which charging could be done. The guaranteed effi- ciencies of the two systems without batteries indicated a con- siderable saving in the cost of power by the use of the a.c. system. The distribution losses and the use of current for rheostatic control lowered the relative efficiency of the d.c. system. Preliminary guaranteed figures for the power con- sumption for one locomotive trip hauling a 1000-ton train through the tunnel were 141 kw-hours for the single-phase St. Clair Tunnel — Side View of Double Unit Electric Locomotive slightly over 2500 ft. in length, while that on the Sarnia side is nearly 3300 ft. in length. The total distance between the Ameri- can and Canadian summits is 12,000 ft., or about 2}4 miles. The grade on the tunnel approaches and the shore sections of the tunnel is 2 per cent, while that in the flat middle section of the tunnel, about 1700 ft. in length, is of 0.1 per cent downward toward the east to provide for drainage. The specifications for the electrification of the tunnel serv- ice stipulated, in addition to various guarantees regarding effi- ciencies at different parts of the system and of the system as a whole, that (he installation when completed should be capable of hauling a [000-ton train through the tunnel from terminal to terminal in 15 minutes, that in doing so the maximum speed should not exceed 25 m.p.h. and that the minimum speed when ascending a 2 per cent grade should not be less than 10 m.p.h. The single-phase system was chosen for this work mi (he score of economy in operation. Preliminary figures showed the first costs for the two systems to be about equal if no battery were installed. The estimates includin ; batteries were slightly favorable to the d.c. system. However, the increased first cost system. In practice, considerably better figures of performance than those guaranteed have been obtained. An illustrated article describing the electrical equipment of the St. Clair tunnel was presented in this paper in the issue of Nov. 14, 1908. The electrical equipment includes six three- motor locomotive units fed with 3300-volt, 25-cycle current generated in a steam turbine station and distributed by a cat- enary supported copper wire. This article will describe the more interesting features of maintenance and operation which have developed during the past two years of electrified service. OPERATING STATISTICS The St. Clair Tunnel Company has furnished some com- parative figures fur steam and electrical operation which are of interest, indicating as they do in a general way the relation between important items of operating costs. These data refer in two years' operation — one before and one after electrifica- tion. Although the amount of traffic handled (hiring these two years was not identical, the service performed was sufficiently similar for purposes of approximate comparison of figures. The cost of coal with electrical operation was ,50 per cent 594 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. of the cost of coal under steam operation. A part of this sav- ing is due to the greater economy of the electrical system so far as coal consumption is concerned, while another large part of the saving is due to the fact that it was necessary to burn anthracite coal in the steam locomotives that formerly operated through the tunnel, while ordinary run-of-mine or even slack coal is used for power plant operation. The total service charges, including all items that are charged by the railway company against locomotive service, but not in- cluding fixed charges, indicate that this charge under the elec- trical operation is about 60 per cent of the charge under steam operation. If, however, the fixed charges, including both interest and depreciation on equipment, are added in each case, it is found that the total charge for locomotive service under electrical operation is approximately 84^2 per cent of the charge under steam operation. If a comparison be made of fuel costs under steam operation with the cost of electrical energy delivered at trolley under electrical operation, it is found that, disregarding fixed charges, two locomotives, each of which consists of two half-units. The half-units are duplicates in every respect and are equipped with the multiple-unit system of control. Each half-unit is mounted on three axles driven through gears by three single-phase mo- tors with a normal rating of 250 hp. Inasmuch as the motors have a very liberal overload rating it is possible to develop 2000 hp with two half-units. The locomotives are powerful enough easily to start a 1000-ton train on a 2 per cent grade. In a test made on a half-unit using a dynamometer car it was found that a single half-unit would develop a 43,000-lb. draw- bar pull before slipping the wheels. The locomotives have a maximum speed of 35 m.p.h., but they are never called upon to operate faster than 25 m.p.h. to handle the full number of trains. The general dimensions of a locomotive half-unit are as follows : Length over all 23 ft. 6 in. Height from top of rail to top of pantograph bow when lowered 14 ft. II in. St. Clair Tunnel — Interior View of Locomotive the cost of power delivered to the locomotives under electrical Width of cab over all 9 ft. 8 in. operation is 69 per cent of the cost of the fuel under steam Total weight of half-unit 67^ tons operation. If, however, the fixed charge (and depreciation) Length of rigid wheel base 16 ft. due to the initial investment for the electrical generating plant Diameter of driving wheel 5 ft. 2 in. and distributing system be added to the charge for electricity Normal speed with 100-ton train ascending 2 per delivered at the locomotive, this charge then practically equals cent grade 10 m.p.h. fuel cost under steam operation. This indicates that the Normal speed on level track 25 m.p.h. saving is effected in other items than that of cost of power The electric locomotives have required very little change in delivered to the two locomotives in the form of electrical design or unusual maintenance work. A two-track section of a energy in one case and of fuel in the other. One of the large roundhouse in the Sarnia yards has been equipped as an inspec- items in this saving is in the maintenance and repairs to tion shed for the electric units. The locomotives may be taken locomotives, which for the years under comparison indicates in or out of this shed at either end. the electrical cost to be about 55 per cent of the steam cost. An annunciator system has been installed here in connection Other items chargeable to steam operation, such as the coaling with the 3300-volt trolley wire to provide against accidents, of locomotives, water supply, etc., do not appear at all in the Ordinarily the section of trolley wire inside of the inspection charges for electric locomotives. shed is disconnected from the trolley line outside. When cur- rent is desired to move or to test a car a hook switch installed locomotive maintenance about io ft. above the floor at one end of the building is thrown Three locomotives are available for use in the tunnel and to connect the interior and exterior trolley wires. _ Within the switching service. At present the entire traffic is handled by box of this switch a ground connection is provided so that April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 595 ST. CLAIR TUNNEL COMPANY. LOCOMOTIVE REPORT CARD. Locc Number SHOP WORK REQUIRED. WORK OONE ON ROAD. Inspected and repaired (date)- when the knife of the switch is pulled open, to cut the shed trolley off from the line, the trolley wire within the car house automatically is grounded. An annunciator bell rings at 15-sec- ond intervals to warn the men while the 3300-volt trolley is alive. LOCOMOTIVE INSPECTION A regular program of inspection is followed and each half- unit is held in the inspection shed for 12 hours every three days. In addition to this short in- spection each half- unit is held in for more thorough care for 24 hours once every 24 days. Thus the units are in ser- vice 80 per cent of the time, which is consi d e r a b ly more than is pos- sible with steam locomotives. The roundhouse force includes a fore- man, two day and one night in- spectors, one wip- er and one over- head lineman whose services are available either here or in trolley work. In making one of the regular 24 - day half - unit i n s p e c tions the various parts of the unit are inspected and checked off according to the program laid down on the inspection card reproduced here- with. The inspection, which is made every three days, includes the following : Back of switch groups ; intake strainers; fan and main motor nettings; jumper pins (these are spread to insure good contact) ; foot buttons which include bell and two Sanders; poppet valves (main and emergency reser- voirs); reducing valves; overload trip relay; hand air pump; hand brake (this is well lubricated and kept in good operating condition) ; pantograph tension and operating mechanism. The inspectors keep a log of all the work done and make daily re- ports to the superintendent. The change from steam to electric service was made without any undue delay. In the article earlier referred to mention was made of how steam and electric service was alternated until all the employees became accustomed to their duties, and then the steam locomotives were relieved from tunnel duty. At the beginning of electric operation when the alternate steam and electric service was operated, the electric locomotives were taken into the shop after each 18-hour run and thoroughly inspected. After the first few weeks of service, when it was quite certain that all parts of the equipment were operating smoothly, the regular inspection period of once every three days was adopted. TIRES AND GEARS It has been found necessary to turn the locomotive tires once every 12 months. This is on account of flange wear rather than hollowing of the tread. The flange wear is attributed to the low center of gravity of the unit. Once every 30 days each locomotive is turned around so that the flange wear may be evenly distributed. The motor or journal bearings have given no trouble. The armature of each of the three motors drives its axle through a pinion with 16 teeth and a gear with 85 teeth. The life of these pinions is from 50,000 miles to 60,000 St. Clair Tunnel — Locomotive Report Card miles and some have run 64,000 miles. None of the gears has yet been renewed after two years' service. Whenever a pinion has run more than 30,000 miles and the wheels are removed for any purpose, a new pinion is put on so that the wheels may not have to be removed unnecessarily. LOCOMOTIVE PANTOGRAPHS The standard Westinghouse galvanized sheet-steel panto- graph shoe is used, one on each half-unit. The average life of these shoes is about 3000 miles. The shoe is adjusted to have a pressure against the wire of 73/2 lb. in the winter and 5 lb. in the summer. These low contact pressures are made possible by the limited speed of 25 miles an hour at which the trains operate. Shoes with copper wearing surfaces were tried with the idea that they would not wear the wire, but as no apparent advantage was realized and as their life was much shorter than that of the galvanized steel shoes, the trial was abandoned. The steel shoes apparently do not wear the wire so much as the copper shoes. This is attributed to the reduction in friction when dissimilar metals are used. A spring balance is used when adjusting the pantograph tension. Such adjustments are needed very infrequently, but if any undue flashing is noted during operation the tension is inspected and usually it is found that the pantograph spring has become weak or that the joints in the pantograph are stiff. LOCOMOTIVE CREWS When the electric locomotives were first put into service classes of instruction were held every afternoon for two months. The men who had been operating the steam locomo- tives attended these classes when off duty. Later when the school work was concluded the steam locomotive engineers were put in charge of the new electric locomotives and instruc- tors rode with them. The men who formerly operated the steam locomotives and now run the electric locomotives are enthusi- a s t i c over the change, even though their rate of pay is slightly reduced by their being required to work longer hours. The loco- motive crews are made up of two men, an engineer and an assistant. The assistant spends his time in looking over the electrical appa- ratus in the cabs of the two half- units while they are in operation, and when not thus engaged he rides in the rear half- unit. Formerly two brakemen were required for each train passing through the tun- St. Clair Tunnel— Locomotive Inspec- nel. The smooth- tion Card ness with which the trains are handled has made it safe to operate with but one brakeman. TRAIN OPERATION A round trip through the tunnel, including the terminal switching when a train is handled in either direction, requires a run of about 10 miles. The freight trains are made up so as not to exceed 1000 tons each and all cars are inspected before passage through the tunnel. This is necessary for the preven- ST. CLAIR TUNNEL COMPANY. LOCOMOTIVE INSPECTION CARD. Time in - -m. Time out — _.. — -Jn« Day Inspection Inspected by- t^-~ ■ SWITCH GROUP 596 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. tion of accidents and because the tunnel is the dividing sec- tion between two main divisions of the Grand Trunk Railway system, one in Canada and one in the United States. While the freight trains stand in the yards for inspection the air- brake piping system is charged from a yard air service pipe line which extends through the tunnel and is fed by an elec- trically operated air pump at Sarnia. The charging, which is done before the electric locomotive couples onto the train, re- quires no additional layover because the train must stand in the yard to be inspected, and use is made of the yard air sup- ply system so that the air-compressor equipment on the loco- motive may be relieved of the unnecessary duty of charging a long freight train just prior to starting through the tunnel. Under normal conditions passenger trains are hauled through the tunnel with two-unit locomotives, but one-half unit would be ample so far as pulling capacity is concerned. How- ever, 1000-ton freight trains are handled most frequently and as these require full locomotives, the locomotive pairs already coupled for freight service are used also to handle the pas- senger trains. Otherwise, if the half-units were separated, one- half would be idle 011 one side of the river while the other was pulling a passenger train through the tunnel. At the end of the run the halves would be available for hauling only passenger trains or freight trains below the maximum rating. Thus to simplify operation the two half-units are always op- erated as one locomotive. The average mileage for each lo- comotive is in the neighborhood of 2700 miles per month. The maximum monthly mileage was 3540 miles. Looking at it in another way each locomotive made an average of 10 round trips of the electric zone per day. An indicating ammeter in each locomotive cab serves to as- sist in keeping the demand on the power station within a safe maximum. The locomotive engineers are required not to let the motors of one-half unit exceed a maximum of 3500 amp. There are 17 running positions on the controllers. The first, second and third notches are only for switching, coupling up a train and other purposes where slow speeds are desired. The fourth to the twentieth notches, inclusive, are running notches and the controller can be left on any of these, according to the speed that is desired. The engineers become very adept at gaging the amount of power required when starting trains of various loads. When using the ammeter it becomes pos- sible to accelerate the train and to notch up ttie controller as the current tends to drop. If a train will not start on 3000 amp or less per half-unit the crew is instructed to look for trouble in the air-brake system. INSTRUCTIONS FOR ENGINEERS Some extracts from the instruction book for the government of engineers in the operation of locomotives follow : "When the locomotives are in the terminal or lying idle at the end of the run the condition of the apparatus should be as follows : "t. Trolley locked down. "2. Compressor switch and blower switch left in off position. "3. Battery switches open. "4. Heater switches left open. "5. Controller lever in the off position and reverse lever and plug removed. "On leaving the locomotive the engineer, should in all cases set the hand brake so that the locomotive cannot run away when unattended. TO PREPARE TO OPERATE "1. Inspect all motor, axle and main journal bearings to as- certain if sufficient oil is in the cellars. "2. See that the safety chain is unhooked from trolley. "3. Insert plug and reverse lever in controller. "4. Close battery switches up on even days and down on odd days of the month. "5. Press (trolley lock) button on the controller which will cause the trolley to rise if there is air pressure in the main reservoir; if not then turn the three-way valve on top of the emergency control reservoir 90 deg. to the right and if there is air pressure in this reservoir the trolley will rise when the unlock button on the controller is pressed. If there is no air in the emergency reservoir, the hand pump can be used as de- scribed later. "6. Press the reset button on the controller, which will cause the line switch or circuit-breaker to close. "7. Close air compressor switch. If there is no air pressure in the main or emergency reservoir, close the air compressor switch and pull in the line switch by hand, holding it in until sufficient air pressure is obtained to hold it in. "8. Start motor-generator set by closing switches. "9. Test bell, Sanders and lights. "10. Test out control as described in pages (of instruction book) following. "11. Start blower motor. The blower must be kept in con- stant operation while the locomotive is running. The gages on the top line, reading from the left, are: Turbine No. ^ condenser, turbine No. 2 steam, auxiliary steam, turbine No. 1 steam, turbine No. 1 condenser. Those on the bottom line, reading from the left are: Recording vacuum No. 2, recording steam No. 2, auxiliary ex- haust, recording steam at boilers, recording vacuum No. 1. The round gages on each side of the nameplate are: Power house compressed air system, the power house heating system. The vertical gages are for the two draft fans. The single gage at the bottom of the board is a recording thermometer to indicate the superheat of the steam. St. Clair Tunnel — View of Gage Board at Power Station "12. See that the sand boxes are filled; and if the sand is not perfectly dry, close the switches for the sand heaters. "13. Be sure that the main reservoir pressure is normal. MULTIPLE OPERATION "When two or more locomotives are to be operated in mul- tiple, all locomotives should be operated from one controller of one locomotive, perferably the forward controller of the lead- ing locomotive. "1. Make the three jumper connections between locomotives by means of three cables provided for that purpose, taking care to see that the jumpers are placed in the proper sockets. The outside jumpers should be crossed between locomotives. "2. Test control and make sure that its operation is correct in all locomotives. "3. Remove reverse levers and control plugs from all con- trollers except the one from which the train is to be operated. "4. Close all battery switches and battery charging switches in all of the locomotives. "5. Be sure that all trolleys are up and that all circuit -break- ers are in. TROLLEY "In case of any mechanical difficulty with the trolley, lower it by pressing the button on the master controller marked 'Trolley Down.' If air pressure is not available, pull down the trolley by means of the pole with hook on the end, which is supplied with each locomotive. If the locking mechanism April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 597 is out of order, hold the trolley down by air or with the pole until some person can climb to the roof and snap the safety chain which fastens the trolley down and at the same time grounds it. In case the locking mechanism is all right, the air cock on the trolley side of the magnet valve leading to the unlocking cylinder should be closed to prevent the trolley be- extreme emergencies where it is evident that sand will not put out the fire." SPEED INDICATOR AND RECORDER One of the pairs of locomotive units is equipped with a speed indicator and recorder of Hausshalter's design. This apparatus was manufactured by Seidel & Naumann of Dres- St. Clair Tunnel — Chart Records for Jan. 21, 1910, from Reccrding Wattmeter. Vacuum Gage and Steam-Pressure Gage ing raised before the safety chain has been snapped on thorough inspection should then be made. "Never go on top of a locomotive under any circumstances when the trolley is in contact with the overhead wire. Imme- diately after going on top of the locomotive while the trolley is down, the safety chain should be snapped on so that there den. and purchased through the Engineers Agency, 63 Chancery Lane, London, England. A short section of one of the records from this tachometer is reproduced. By means of the speed- measuring apparatus the traveling speed of the locomotive is, at all times, graphically recorded on a roll of paper. The rate of speed is also indicated on a dial within the view of St. Clair Tunnel — View of Overhead Bridge and Single Catenary Construction can be no possible chance of the trolley being raised while any person is working 011 the roof of the locomotive. EIRE "In case of fire in the locomotive lower the trolley immedi- ately and use sand for extinguishing it. Never use water unless absolutely necessary, as it is liable to increase the fire by caus- ing short-circuits if the trolley is up, and will in any case scri ously damage the apparatus. Fire extinguishers are provided in the cab of the locomotive and should be used only in case of St. Clair Tunnel — Interior of Tunnel, Showing Overhead Construction and System of Lighting the locomotive engineer. The chief use of this device is to provide a means for preventing the over-speeding of the loco- motives. Operating rules require that at no time shall the speed exceed 25 m.p.h. and as every movement of the train is permanently recorded within the box as well as indicated by a pointer the use of the device is very effective. The principal mechanism of this speed measuring apparatus is enclosed in a substantial iron box, the moving parts being driven from one of the main axles of the locomotive while 598 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. the train is in motion, and by a clockwork for 20 minutes af- ter the train has come to a stop. The clockwork spring is automatically wound during running by an eccentric and pit- man feeder. The device which moves the paper on which the record is made automatically punches the three-minute inter- vals and in addition to this the record shows the rate of speed in the form of a curve. One roll of paper will last for about Within the tunnel bore the messenger cables are insulated from the conductor wires. The messengers are carried on porcelain spools and the trolley wires are supported from the messengers by special wood-break hangers 3 in. square and 15 in. long. The effective insulating length of these hangers is about 5 in. If a porcelain insulator breaks down and allows the messenger cable to ground on the tunnel shell, then the 30 rUles p hour St. Clair Tunnel — Section of Record from Speed-Recording Device 375 hours of operation. During service the speed indicating and recording device requires no attention except when the train stops for longer than 20 minutes. Then the apparatus must be wound up by hand. In the instruction book of the St. Clair Tunnel Company suggestions are included for main- taining the speed-measuring apparatus in good condition. The suggestions conclude with the statement, "It is necessary in the engineer's own interest that the time of stoppage particu- larly should be registered exactly." TROLLEY MAINTENANCE The trolley circuits for the entire electrified zone normally are all in one electrical section. Switches are provided at each tunnel incline for cutting off the yards from the tunnel section, if such sectionalization should ever be needed. Since opera- wood-break hangers are put under electrical stress and the weakest one begins to smoke. As stated in the preceding para- graph three such breakages have occurred. In each instance the smoking wood insulator was noted in time so that repairs were made before service was interrupted. A tunnel patrol- man is always on duty inspecting the tracks and whenever this man notes any unusual condition of the trolley wire he makes a mark on the tunnel lining for relocation and advises the motive power department by calling up from the nearest tunnel telephone. The pantograph shoes are lubricated with a mixture of cheap grease and graphite. This lubricant distributes itself over the trolley wires and so coats them with grease that ice has never yet formed to a thickness sufficient to interfere with regular operation. THE ST. CLAIR TUNNEL COMPANY Record of Operation 0 f Power House for Date 19 LOCOMOTIVE PI MP PANE POWER AND LIGHT PAN OINE DRIVEN EXCITERS MOTOR DRIVEN EXCITERS HUU BE Plut TEMPERATU RES. PA PI Huron Harnla Tunnel Panel Clrcnlat Bnperhoater Boi ur Feed - — 1 TUKBU — <;l Ml. \ hijr« k.-i-.Tt, Nil-M ^hift, fwm _ P.M.' pay Engbn St. Clair Tunnel — Record Card of Operation of Power House tion was started there have been practically no electrical troubles or mechanical defects in the trolley circuits. At one time a high brake wheel on an especially large car grounded the trolley wire in the tunnel and opened the breaker, but the trolley wire itself was not damaged enough to interfere with the continued operation of the same train after the brake staff had been bent out of the way. Aside from three of the porcelain spool insulators that were cracked when in- stalled, the trolley wire insulation and suspension have given no trouble. Connections between the power station switches and the con- ductors and the track return in the tunnel are made through lead-covered cables for the feed line and bare copper return cables. The cables pass from the power station in under- ground ducts for a distance of about 150 ft. to a shaft leading down to the tunnel bore. An extra lead-covered cable, with end bells ready for quick connection at both ends, is available in case the feeder cable gets damaged. LIGHTNING ARRESTERS Westinghouse gravity type lightning arresters with metal April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 599 arcing points are used for protection of the trolley and mes- senger in the electrical zone outside of the tunnel. The metal arcing points of these arresters, which are mounted on the steel catenary bridges, afforded a convenient perch for birds and until precautionary measures were taken the breakers not infrequently were opened by short-circuits caused by the birds alighting on the arcing points. The bodies of the birds would carbonize and afford a path to ground for the current and so the fuse stick would not fall and disconnect the arrester. The passage of current to ground would thus open the circuit breaker at the power house, but sometimes the arc would be so severe before the breaker opened that the metal support of the lightning arrester would weaken and let the heavy insu- lator fall. The possibility of the recurrence of such lightning arrester troubles has been effectively provided against by add- ing a perch for the birds directly above the metal arcing points. An ordinary two-wire porcelain cleat is supported from one end only by a small metal bracket. Thus the bird uses the cleat rather than the arcing points as a perch and pro- tection from a short-circuit is afforded. TELEPHONES In installing the power telephone circuit cable was used throughout and no part of the line is carried on poles. The object in this special construction was to avoid any mechanical interference with the service. The telephone service on such installations has its greatest value in times of trouble and so the circuits were installed to avoid any probability of me- chanical interference. So far the telephone has given unin- terrupted service. The telephone circuit used by the motive power department has instruments connected with it at the following points : One on the power station switchboard, one in the power station office, two in the tunnel, one at the top of the tunnel cut on the power house side, one in each of the two tunnel pumping stations and one each at the dispatcher's office in Sarnia and the roundhouse in Sarnia. All of these in- struments are bridged on the line and a ringing code is used for calling the different stations. POWER PLANT The generating station which supplies 3300-volt alternating current for the electric zone is located in Port Huron on the St. Clair River front, about 150 ft. distant from the line of the tunnel. The boiler house equipment includes four 400-hp B. & W. sectional water-tube boilers, each having three drums 42 in. in diameter by 23 ft. 4 in. long. The tubes are arranged 21 wide in order to secure quick steaming, and the three drums provide a large hot-water storage capacity to assist in main- taining steam pressure under excessive demands. Each bat- tery of boilers is fed by six Jones underfeed stokers controlled by a Cole automatic regulator. On account of the great varia- tions in the load on this plant an American Blower Company steel-plate fan 11 ft. deep by 3 ft. 5 in. wide, driven by an en- closed vertical engine, is used to accelerate quickly the fires of each group of boilers. The speed of the fan engines, through the control of a Kitts regulating valve, is varied according to the steam pressure at the turbines. This forced draft appar- atus, like all other parts of the plant, is in duplicate to provide for continuity of service. AUTOMATIC BOILER PLANT MACHINERY It may be of interest to describe the operation of the train of automatic apparatus which serves under severe overload to keep the steam pressure high enough to prevent a slowing down of the turbine unit. While no trains are in the tunnel the load on the station is about 400 kw ; but when a freight train passes into the tunnel and starts to climb the incline a peak load amounting to about 2000 kw is thrown onto the turbine suddenly and unannounced. This electrical overload makes a heavy demand for steam in the turbine- and it is necessary for the boilers to be forced immediately or their reserve capacity will be exhausted and the pressure fall below a good operating point. The interaction of the various parts of the steam supply when excessive load comes into the turbine is as follows : At- tached to the supply line is a pressure line extending to the Kitts valve which is located in the boiler room. The diaphragm in this valve is under two pressures. On one side is the 200-lb. pressure of the live steam main and on the other side is the 125-lb. pressure of the auxiliary main. A balance lever serves to keep the valve in equilibrium. When the heavy demand comes on the steam line to the turbine and the pressure in that line falls, the Kitts valve is thrown out of balance and the movement of it in turn opens the throttle of the engine which drives the forced draft fan. Normally a difference in pressure of 4 lb. will operate this valve. As the load on the turbine con- tinues to draw heavily on the boilers the steam pressure lowers and the Kitts valve feeds more steam into the fan en- gine until the fan is driven at full speed. The increase in air fed to the boilers forces more rapid combustion. With the coming on of the load the fuel is fed more rap- idly. The Cole stoker-control valves are driven through a sys- tem of belts operating off from the flywheel of the fan en- gine. As the fan speeds up the wheel which drives the Cole regulating valve is accelerated and the Jones stokers operate faster. Thus the auxiliary apparatus furnishes more air and more fuel to the firebox very quickly after the load comes on the steam turbine. When the control valve for the fan engine was first installed the high-pressure tap was made from the main steam header in the boiler house. The valve then lacked sensitiveness and so to improve the service the live steam tap was made at a point in the steam line close to the turbine throttle. Thus the valve is affected by the additional drop in pressure caused by the increased load and the resistance of the header and turbine connections. In addition to making the valve more sensitive this change in location of the pressure tap has reduced the tem- perature in the Kitts valve. Formerly the value diaphragms lasted only two or three weeks, but since the longer pressure line has been used the life of the diaphragms has been in- creased to three or four months. SUPERHEATER A separately fired Foster superheater is installed between the two batteries of boilers. This superheater has the capacity for heating 36,000 lb. of steam per hour at 200 lb. per sq. in. to a final temperature of 587 deg. Fahr., which corresponds to a superheat of 200 deg. The grates are hand-fired and the tem- perature of the steam is controlled automatically by means of the thermo-couple in the steam outlet of the superheater. This thermo-couple is connected to a relay with a large solenoid which opens and closes the valves to a hydraulic piston. These valves move dampers in the air ducts and thus regulate the draft. In practical operation the regulating devices have been found to control the temperature very closely, notwithstanding the great variation in load to which the power plant is subjected. The superheater is of especial value because on periods of nor- mal and low load the piping and turbine are kept highly heated by it, and thus initial condensation is greatly reduced at the time of the sudden demands. GENERATORS The two Westinghouse-Parsons turbo-generators which comprise the main units of this plant are designed to operate at a normal voltage of 3300 volts with a frequency of 25 cycles per second. They are three-phase machines and by the specifications are required to furnish their full rated load of 1250 kw from a single phase. Each of the turbine units is capable of handling the entire load and so one machine always is held in reserve. Either turbine regularly handles peaks of from 2000 kw to 2300 kw, single phase, which last for four or five minutes at intervals of about 15 minutes. This phase also carries the lighting load. The other phases carry the li ad of the pumping and auxiliary apparatus, amounting to 230 kw. 6oo ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. With normal traffic through the tunnel the daily output of the plant is about 10,000 kw-hours. The maximum output for one day was 12,000 kw-hours and the highest peak load, 2750 kw. This plant has been in continuous service without any interrup- tion in the delivery of current since starting in April, 1908. Af- ter nearly two years of operation the turbines were opened and it was hardly possible to detect any erosion, even on the low-pressure vanes ; the tool marks were still plainly visible in the main bearings. The turbine glands have a water seal and because of the necessity for maintaining the water supply continuously an emergency connection has been made with the city water serv- ice. The city water line connects with the discharge line from the house pump. The house service is under 75 lb. pressure and the city pressure varies from 35 lb. to 60 lb. A check valve in the city water connection provides against the use of city water except when the house supply pressure falls below that of the city pressure. Because of this emergency connection, the house pump can safely be stopped without endangering the water glands at the main turbine bearings. The main generators are cooled by means of air drawn through the coils by vanes mounted on the rotor. The supply of air for this cooling service as originally installed was all taken from out of doors. An independent supply duct serves each turbine. The ducts are short and so air is taken into the turbine generator at practically the outdoor temperature. For- merly difficulty was experienced in severe weather because of frost accumulating on the air intake screens and cutting down the circulation. To provide against this condition an opening was cut through the side of each duct. Now in cold weather the turbine cooling air is taken from the basement. The cir- culation of this air through the turbine generator also serves to warm the building. When the plant was first started each turbo-generator set was used on alternate days. Now the load is shifted from one machine to the other twice a week. Tt is stated that the daily change was made at the beginning of operation so that the men would become familiar with the program of starting and stop- ping the units. After the service was well under way, how- ever, it was not thought desirable to shift the load so frequently because of the stresses set up in a turbine when it is warming or cooling. REGULATION OF VOLTAGE A Tirrill voltage regulator set is a very essential part of the regulating equipment of this plant. This set is connected with the locomotive phase of the generator only and maintains it practically constant at 3300 volts, even though the load swings from 250 kw to 2500 kw. When a heavy train goes through the tunnel and a maximum load comes on the railway phase, the other two phases get considerably out of balance and so, to keep the voltage on the lighting supply constant, all the lighting transformers are connected with the locomotive phase. The smaller pump motors, machine shop and other motors are all of the three-phase induction type operating directly across the 3300-volt line, and so they are not unduly affected by the loco- motive phase being out of balance with the two unloaded phases. On account of the widely variable nature of the load it is necessary to keep an especially careful watch over the turbine governors and emergency valves. A systematic method of testing these safety devices is followed. Whenever a turbine unit is shut down, and the load is changed from one to the other twice a week, the emergency valve tripping device is given a service test. The engineer moves the governor rod so that the speed of the turbine is increased, meanwhile watching the frequency indicator and noting at what frequency the emer- gency valve closes. The valve is set to open at 10 per cent above normal speed and it is thus put to an actual test twice each week. All the circuit breakers on the station switchboard are now equipped with contact points which complete a circuit and ring an annunciator bell whenever a breaker opens. This system of announcing the opening of a breaker has made it possible for the turbine engineer also to act as switchboard attendant. If the engineer needs assistance at any time he has a push-button available on the board so that he can ring gongs located in the boiler house and in the basement where the auxiliaries are lo- cated, and call either the boiler tender or the oiler. There also is a speaking tube from the engine room to the boiler room. At night the fireman reports to the engineer every 15 minutes. If he fails to report regularly the engineer blows a whistle or sends the oiler to see whether the fireman needs assistance. A telephone instrument, connected with the electrical depart- ment line, is mounted on the power station switchboard so that the turbine engineer can quickly answer emergency calls com- ing from the tunnel or the yards. DRIP TANK A barometric jet condenser with a 30-in. inlet manufactured by the H. L. Worthington Company serves each steam tur- bine. A 36-in. exhaust pipe connects the exhaust outlet for the turbine with a reducing fitting attached to the condenser head. There are two bends in the connection and on low loads when the plant was first operated it was found that water accumu- lated in the bottom bend. This accumulation of water, unless withdrawn, would cause water-hammer as well as offer a re- sistance to the passage of steam from the turbine to the con- denser head. To provide against this undesirable feature a drip tank has been installed in the basement. This tank has a capacity of about 20 gal. A pipe leads directly to the tank from the bottom of the U-shaped condenser connection. Any water forming in the condenser connection during low load drains into the storage tank in the basement. A water gage is provided on the tank and the hot water is drawn off from the tank once an hour. Valves are placed in the drip connection so that the vacuum will not be lost while the tank is being emptied. Reference to the vacuum chart will show, however, that when the water has been drawn from the tank and it is again connected with the turbine exhaust connection, there is about 3T/2 in. drop in the vacuum. This accounts for the loops and straight lines in the vacuum chart, which appear at hourly intervals. The power station is illuminated by eight Nernst lamps in the turbine room and two in the boiler room, in addition to nearly 200 incandescent lamps located suitably for special il- lumination. Lighting current is taken from the main a.c. gen- erator. Normally the exciter unit, which is controlled by a Tirrill regulator, is below voltage and so its current would not be suitable for lighting. Four oil lamps are kept burning every night for emergency use but as yet have never been needed. The lighting circuit switch is of the double-throw type and so connected that in emergency it can be thrown over and light- ing current taken from a steam-driven exciter which, though not normally used, can be started quickly. OPERATION OF POWER PLANT The power station staff includes the following: First en- gineer, turbine engineer, oiler, fireman (and water tender), machinist, ash handler, janitor, and laborer. The night staff includes turbine engineer, oiler and water tender. The turbine engineer acts as switchboard operator. Only one of the two turbine units is ever required to carry the entire load and as the switchboard is within a few feet of the steam end of the turbine and requires practically no attention, one man can easily attend to both the turbine and the switchboard. OPERATING STAFF The operation and motive power features of the St. Clair tunnel are in charge of W. D. Hall, superintendent of power plant and electrical equipment and superintendent of tunnel, who reports to W. D. Robb, superintendent of motive power. Grand Trunk Railway System. Reporting to Mr. Hall are four subdivisions of the force : A first engineer in charge of the power house, four pumping plant attendants, roundhouse foreman and the line crew of two men who take care of the electric lighting and trolley maintenance. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 601 FIREPROOF CAR STRUCTURES FOR RICHMOND, VIRGINIA The Virginia Railway & Power Company, Richmond, Va., was in the hands of a receiver up to July 1, 1909. During the receivership period, which lasted 5 years, no large amounts were disbursed for new work and practically all money spent was purely for the maintenance of the property. It has now been decided, however, to replace the old-time wooden car houses with structures of brick, concrete and steel. These are being planned and built to conform as closely as practicable to the KEY TO BUILDINGS. No. 1, Sand house. No. 2, New oil room. No. 3, Storeroom. No. 4a and 4b, Car houses. Nos. 5 and 6, Men's toilets and lockers. No. 7, Blacksmith shop. No. 8, New paint shop. No. 9, Boiler room. No. 10, Paint shop to be proposed new machine shop. No. 11, Machine shop to be proposed new carpsnter shop. Nos. 12 and 13, Proposed car houses. No. 14, Transfer table. Richmond Car Structures — Plan of New Main Shops and Car Houses fireproof standards of the local underwriters. In each case, the insurance association has figured out a base rate for what it considers a good risk and has afterward increased the pre- mium in accordance with the number and character of the fire hazards. The combined capacity of the new buildings will and freight terminal and car house at Twenty-ninth and P Streets in Richmond and also one at Manchester, Va. Other plans are in mind for extensive renewals and rehabilitation of track, but these are dependent on the Richmond Council grant- ing the company a new blanket franchise. The latter would in- clude provisions for rerouting of certain lines which were built by the original competing companies and which are still un- profitably operated owing to the necessity of complying with the old franchise conditions. The combined car house and shops will be in the west end of Richmond, 1% miles from the center of the city, on property which is now used in part for the same purposes. Both the old and new conditions are indicated on the plan previously men- tioned. The building marked "Casino" is to be replaced event- ually by a passenger terminal, as the property in this vicinity is directly in line with the prevailing westward movement of the Richmond population and this point is already the terminus of three other city lines. Aside from the general rearrangement of Richmond Car Structures — Section of Manchester Car House Through Waiting Room and Men's Quarters the shops, the storage facilities will be enlarged by the con- struction of the two car houses which will have a total capacity of 165 single-truck or 110 double-truck cars. The old car house has already been improved by the installation of a grano- lithic floor and concrete pits. The new paint and machine shops will receive rolling stock from the car house by means of a transfer table, which will be 32 ft. 3 in. overall to accommodate the longest cars used by the company. The greater part of the table is being built up of second-hand girder rails, I-beams, wheels, etc., which were lying around the shops. The 90-lb. girder rails of the transfer table will be cut and fitted into the 10-in. I-beam framing as shown so that only the head of the rail will project above the I-beam. The table will be operated by an old GE-62 motor. Richmond Car Structures — Elevation of Car House and Passenger Terminal at Manchester, Va be ample to house the 300 and odd cars now in service. The company has decided to make the double-truck semi-convertible car its standard, so that the new car house capacity will be ample to cover the estimated growth in traffic for ro years. The main installation will involve the erection of a $600,000 car storage and repair plant made up chiefly of two car houses and general repair shops arranged as shown in the accompany- ing plan. The company will also build a combined passenger Locking levers manipulated from the operator's cab will be provided to lock the table at any given track. The transfer pit will be of concrete and will have a slope on each side for the convenience of the men in passing from one shop to another THE MANCHESTER CAR HOUSE The Manchester building is to serve for the storage and light repairs of the interurban ears of the Richmond-Petersburg line. The first floor will be divided into two car bays and a group of 602 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. utilities structures, including a shop-heating plant, dispatcher's ing-rooms will be provided for the white and colored passen- and ticket office, baggage-room, passengers' waiting-rooms and gers with separate exits to the platform and separate ticket platform. It will be observed that the passengers are to board windows. Above this portion of the building is a second story or leave the cars on the inside of the building. Separate wait- which is reached by a stairway in the dispatcher's office. The Richmond Car Structures — Transfer Table Between New Shop and Present Car House 1 Motormen' Room Reading Rm. Toilet ■[ * 36'//' - - - + - W# A Rest 1 .Room I V 2l'5u •-> — r-a&o*- — Pfon of Second Floor nydront Skylight - Hydrant- 1 1 .-Pifs'deep j.- Skylight i I Richmond Car Structures — Plan of Car House and Passenger Terminal at Manchester, Va. Richmond Car Structures — Section of Manchester Car House April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 603 upper floor is to be devoted exclusively to the Y. M. C. A. recreation room of the conductors and motormen. It will be observed that the arrangement is such that the men can proceed directly to their quarters after depositing their trip reports at the window in the vestibule. The greatest length of the structure will be 310 ft. along the northern line of the utilities division. This length will gradually diminish to about 217 ft. along the southern wall, as shown. This diagonal entrance was adopted for convenience in moving long cars in and out of the building. The width of the structure will be no ft., of which about 25 ft. will be taken up by the utilities section and the balance by seven tracks divided into bays of three and four tracks. The brick wall between these bays has no openings whatever. The four-track section will be used exclusively for storage and will have no entrance doors, but in the three-track section, where overhauling pits are to be provided, rolling doors will be provided to close the entrances. The last of the three tracks, which is marked No. 7 on the plan, will be used for passenger and baggage loading only, while the other two will be supplied with an open pit, 128 ft. long. The floors of both bays will be built to a grade of 1 per cent. The walls and most of the partitions of the Manchester build- ing will be of brick. The piers will be of brick with the ex- ception of a line of 16-in. and 20-in. concrete columns with plain rod reinforcement forming the dividing line between the car house proper and the utilities section. Partitions of terra cotta are to be used to some extent in the utilities rooms, as indicated on the drawing. The roof will be of 3-in. concrete slabs reinforced with wire mesh to be carried on reinforced- concrete roof girders. This roof has been designed to carry a live load of 30 lb. per square foot in addition to the dead load. About one-fifteenth of the roof area has been reserved for sky- lights of wired glass. These skylights will be furnished on one side with four movable ventilating sash operated by chains from below. The front of the car house will be carried on double I-beams supported on double channel columns filled with concrete. These columns will have footings of reinforced con- crete. The partition wall between the utilities section and the car house proper is carried 5 ft. above the roof. A granolithic floor will be used in all of the rooms of the shop except in the office, where a yellow-pine floor is to be laid. The floor of the upper story will be of reinforced concrete with granolithic finish. The stairway to the upper floor is to he of reinforced concrete with wire mesh and will be supported by an 8-in. brick wall. The windows and doors will have row-lock arches. The window sills and copings and the chimney cap will be of stone and the door sills of granite. It will be seen from these particulars that every endeavor has been made to secure as fire- ; to open on one side 2 Y.R Plate 7 Wire Glass i '■1 a j Richmond Car Structures Detail of Skylight proof a structure as practicable for an operating car house. Fire-fighting means will be provided by a city main connection to fire lines and hydrants distributed as shown on the plan. Fire extinguishers will also be installed in the offices. GENERAL The new structures are being built under the direction of C. B. Buchanan, general superintendent of railways, and Calvin Whiteley, Jr., chief engineer of railways. During a recent meeting of the South African Electric Power Commission, A. Beaton, acting chief engineer of the Central South African Railways, approved of the general principle of electrifying the lines in the low country, and also the Springs- Randfontein line. COST OF CONVERTING AND STANDARDIZING CHICAGO RAILWAYS CARS The detail methods followed by the Chicago Railways Com- pany in reconstructing 328 double-end vestibuled closed cars into pay-as-you-enter equipments were described and illus- trated in the Electric Railway Journal for Nov. 27, 1909, page 1092. Figures for the cost of converting one car are now available. In studying these figures it should be remembered Chicago Railways Company — Reconstructed Pay-As-You- Enter Car that the cars converted, which were of the St. Louis double- truck box type with four motors, had undergone a period of six years' severe service in Chicago. These cars have been thoroughly rebuilt and converted for pay-as-you-enter service under license from the Pay-As-You-Enter Car Corporation. WOOD MILL Quantity. Description. Material. 672 ft. iJ4-in. cherry, at $0.12 $80.64 24 ft. iJ/2-in. yellow pine, at $0.04 .96 1 52 ft. 3 ^ -in. ash, at $0.07^ 11.40 40 ft. lyi-in. ash, at $0.06 '/2 2.60 56 ft. il4-in. ash, at $0.05 2.80 35 ft. ^-in. poplar, at $0.06 J4 2.28 72 ft. i-in. birch, at $0.06^2 4.68 LABOR 60 hrs. wood machinist, at $0.29 90 hrs. wood machinist, at $0.28 15 hrs. wood machinist, at $0.39 65 hrs. wood machinist's helper, at $0.21... 18 hrs. wood machinist's helper, at $0.25.. CARPENTER SHOP 196 lbs. malleable castings, at $0.03 $5.88 60 lbs. brass castings, at $0.18 10.80 120 lbs. 16x36x120 steel, at $2.20 2.64 2 register rods, complete with springs, pedals and levers 5.00 1 register back 1.50 2 Duner door tracks, at $6.25 12.50 2 Duner door track pins, at $1.00 2.00 2 brass door handles, No. 2, at $0.20 .40 6 brass door handles, No. 3, at $0.25 1.50 2 brass door handles, No. 1, at $0.15 .30 2 catches, brass, at $0.25 .50 2 catches, with plates complete, at $0.35. .70 12 rubber rollers, with brass bushings and holders, at $0.15 1.80 ij door rollers for st drs., at $0.35 4.20 12 special hinges, 2'A in- x 5 in., at $0,017 .21 3 pair brass butts, 2% in.X4 in., at $0,728 2.19 12 brass door roller strips, at $0.25 3.00 4 air sander traps, at $1.85 7.40 288 ft. -in. black pipe, at $5.10 M-<'9 40 ft. 1 -in. black pipe, at $4.45 >-~8 2 ft. tees, at $0.10 .20 120 lb. mild steel, at $1.90 2.28 2 hand brakes, at $12.50 25.00 2 bascule fenders, at $16.50 33. 00 228 ft. rattan (sq. ft.), at $0.21 47. HS Labor. Totals. $17.40 25.20 5-85 13-65 4-50 $105.36 66.60 8 Its. glass, 20 in. x 36 in., at 6 Its. glass, 14 in. x 34 in., at 6 Its. glass, 20 in. x 28 in., at 12 Its. glass, 42 in. x 24 in., at 12 Its. glass, 10 in. x 42 in., at 12 brass storm sash catches, at Molts and screws >0.262. . . . 10.16 !o.i8 >o.38 !o.i5 S0.15 .96 .08 ..56 .80 7 19 hrs. carpenter, at $0.30. SQ hrs. carpenter, at $0.26 1 o hrs. plumber, at $0.28 75 hrs. blacksmith and helper, at $0.56. 15 hrs. machinist, at $0.31 25 hrs. machinist, at $0.23 $215.70 1 (.on 2.80 4.6S 5-75 65 604 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. ELECTRICAL DEPARTMENT Quantity. Description. Material. 1 set cables, at $60.00 60.00 2 Pullman fuse boxes, at $8.10 16.20 2 headlights, at $5.50 11.00 Labor. Totals. -'platform heaters, at $3.00. — trolley catchers, at $6.00. 2 Pullman trclley bas 6.00 12.00 at $19.00 38.00 475 ft. No. 18 wire, at $0.636 3.02 400 ft. No. 14 wire, at $0.935 3.74 5.12 .24 23 light sockets, at $0.22)4. 2 wall sockets, at $0.12. 18 16-cp frosted side lamps, at $0.209 3-77 2 16-cp clear market lamps, at $0.19 .38 3 32-cp frosted center lamps, at $0.3686.. 1.11 2 32-cp clear platform lamps, at $0.3420.. .69 1 heater switch, at $5.00 5.00 2 32-cp headlight lamps, 1 switch, at $0.404 2 3-way switches, at $0,445 40 hrs. electrician, at $0.28. $0-35- LABOR .70 .41 TRUCK DEPARTMENT 48 34 -in. x 2j/2-in. machine bolts, at $1.85. 16 Ji-in. x 654-in. machine bolts, at $2.76. 8 ^-in. x 4!4-in. machine bolts, at $2.30. 16 y^-m. x 3 ! i -in. machine bolts, at $2.08. 8 ¥%-\n. x 2-in. machine bolts, at $1.83... 8 ^i-in. x 2^-in. machine bolts, at $1.48. 4 5^-in. x I'j-in. machine bolts, at $1.17. 16 Yi-m. x 3-in. machine bolts, at $1.46... 24 }4 -in. x 3-in. C. H. bolts, at $2.37 48 J^-in. x 2n. spring washers, at $0.625 84 %-in. spring washers, at $0.525 4 brake beam supports,^ in. x 2 in. x 16 in., at $0.16 4 brake beam supports, fs in. x 2 in. x 12 in., at $0.14 4 brake beam guards, at $0.95 4 brake levers, at $0.50 4 axles, at $1 1.70 8 wheels, at $8.12 4 2j4-in. x 6-in. x 7/16-in. coil springs, at $0.09 2 il/2-'m. turn buckles, at $1.50 8 iH-in. x 5-in. x 6-in. coii springs, at $0,315 8 journal box wear plates, Jjl-in. x 4 in. x 1 2 in., at $0.25 16 journal box clamps, at $0.15 2 brake lever guards, at $0.73 8 bolster hangers, at $0.46 8 brake shoe keys, at $0.16 4 St. L. side frames, at $19.15 4 end bars, at $5.: 6 4 center cross bars, at $3.44 2 center bearings, at $0.48 4 side clamps, at $0.56 4 elliptical springs, at $6.00 2 channel irons, at $1.69 4 btm. bolster pins, 1 1/2 in. x 12 in., at $0.27 4 top bolster pins, i'/2 in. x 2 in. x 15 in., at $0.27 8 brake beams, at $2.14 8 brake shoe heads, at $0.48 8 brake shoes, at $0.36 16 brake hangers, at $0.15 8 brake hanger castings, at $0.15 4 brake beam center castings, at $0.51 .... 8 release springs, at $0.29 2 cast clips for brake beam supports, at $0.06 4 forged clips for brake beam supports, at $0.50 38 hrs. truckmen, at $0.23 PAINT DEPARTMENT Material $27.00 Labor Air door operating device Grand total CREDITS BODY AND ELECTRICAL. 4 car body doors, at $4.00 $16.00 4 vestibule folding doors, at $6,00 24.00 1 United States trolley base, at $3.80.... 3.80 1 Standard Volley base, at $i3.oo 18.00 90 lbs. scrap copper cables, at $0.12 10.80 175 lbs. '4-mild steel, at $1.90 3.32 2 ULTL fenders, at $4.00 8.00 15 16-cp lamps, at $0.15 3.25 3 3-light clusters, at $9.60 1.80 3 enameled shades, at $0.72 3.16 14 lbs. scrap brass, at $0.10 1.40 $1 1.20 $0.89 •45 .19 ■34 •15 . 12 .05 .24 •57 ■7i .08 $1.60 ■32 .16 2.24 .01 .09 .01 • 09 .16 .13 .02 .01 .18 . 1 2 .50 •45 .40 .24 •32 .24 1.20 2.60 1.60 .40 42.00 4.80 60.80 4.16 20.64 16.40 ' '.80 •36 3.00 2.52 .80 1.20 1.60 .80 ■24 1.22 1.76 1 .92 .16 1.12 71.40 5.20 13-12 7-52 11.28 2.48 .96 2.24 24.00 3.00 "•38 .88 .20 .88 .20 11.84 5.28 3-84 2.88 2.40 1.20 2.04 .80 1-52 8.74 $27.00 43-00 $168.27 56.04 314-48 70.00 55-00 $1,335-50 $91-53 TRUCKS Quantity. Description. Material. Labor. Totals. 8,200 lbs. scrap iron, st $9.00 $3»-93 •••• •••• 4,000 lbs. scrap wheels, at $16.80 30.00 .... .... 48 lbs. scrap brass, at $0.10 4.80 .... 67-75 i59»8 Net cost $1,176. »» The work of conversion also included rewiring of the cars in conduit, installing new light fixtures and cables, adding large electric heaters on the platforms, installing new headlights, hand brakes, air door-operating devices, air gongs and life guards, thoroughly rebuilding the trucks, and painting and varnishing the entire car.. One of the reasons for so thorough- ly overhauling these cars was to standardize largely all the minor details which require frequent attention and repair. It was believed that an interchangeability of parts would greatly reduce future maintenance charges. An illustration of one of the reconstructed cars is presented. The accompanying detail cost figures apply to the conversion of one typical St. Louis double-truck box-type motor car into a standard pay-as-you-enter equipment. •••♦••■ POLE AND TIE PRESERVATION IN THE SOUTH Although most of the electric railways in the Southern States are conveniently situated with regard to lumber ship- ments, they have given considerable attention to the problem of securing the maximum life from their ties and poles by the use of preservatives. It may, therefore, be of interest to de- scribe the conditions and practices in several Southern cities, which were visited recently by a representative of the Electric Railway Journal. A summary of tie preservation practice throughout the United States appears elsewhere in this number. NORFOLK, VA. The Norfolk & Portsmouth Traction Company is now creo- soting 1000 to 1200 poles a year and at this time has about 12,000 treated poles in use. The costs of the treated pine poles of different lengths are as follows : 30 ft. to 35 ft. poles, 20 cents per ft. ; 40 ft. to 50 ft. poles, 22 cents per ft. ; 55 ft. to 60 ft. poles, 24 cents per ft. In connection with this price, it should be remembered, that Norfolk, Va., has some of the largest creosoting plants in the United States. Although this company itself began with 50 treated poles only about seven years ago, creosoted poles have been in use in Norfolk for over 32 years and they are still in good condition. Through- out the latter period, the same poles were used successively by the fire alarm, gas and telephone companies. The Norfolk & Portsmouth Traction Company also had left over from the Jamestown Exposition work about 30,000 untreated 8-ft. ties, which have since been creosoted. The prevailing price of creo- soted pine or gum ties 8 ft. long is 85 cents in Norfolk. This company has also used the superficial method of preser- vation on a 1500-ft. trestle at Tanner's Creek, the preservative being Avenarius Carbolineum which was imported direct from Germany. DURHAM, N. C. The Durham Traction Company is using white oak and chestnut ties. So far it has not treated any as it is found that these woods give a long life when they are well buried. All poles, however, are treated with C. A. wood preserver on the butts and up to 18 in. above ground. The same pre- servative is applied to fences, posts and other ground work. The principal pole wood is cypress, but juniper is used oc- casionally. WILMINGTON, N. C. The Tidewater Power Company uses both cresote and dead oil of coal tar, but the former is consedered better. The com- pany has had long experience with creosote. For example, on July 16, 1907, it removed a light tie of short-leaf pine which had been creosoted and laid in 1888. This tie was found in perfect condition when taken out, not showing the least signs of rot. The company has followed the practice of buying April 2, 1910. J ELECTRIC RAILWAY JOURNAL. 605 for 25 cents apiece sap long-leaf ties which have been rejected by the steam railroads, and then treating them with creosote at a cost of 20 to 25 cents each additional. Some of these ties were laid down three years ago and were taken up in Janu- ary of this year. They were found in perfect shape, whereas similar untreated ties in the damp soil of Wilmington would have been useless by that time. The creosoting process of the Wilmington company differs from the ordinary method with vacuum and high temperature in which the wood is subjected to as much as 350 deg. F. It is believed that such a high tem- perature tends to make the wood brittle and affects the life injuriously. The process used is one in which the tempera- ture does not exceed 240 deg. F. A closed tank is employed with means for taking care of the saps as they evaporate. When the ties are put in the retort, the latter is closed to prevent the escape of explosive vapors. By means of steam pipes, the retort is then heated to about 240 deg. F. in six hours. After this, the hot oil is pumped out and the cold oil is pumped in. The hot oil heats the ties and drives out the moisture and saps, whereas the cold oil following contracts the pores and draws in the preservative. The Wilmington retort is used for any pieces up to 16 ft. in length, including ties, cross- arms and paving blocks. The poles are of juniper or so- called white cedar. They are treated at their lower ends and for a short distance above the ground with creosote applied with a brush and are then coated with tar. CHARLESTON, S. C. The Charleston Consolidated Railway, Gas & Electric Com- pany has determined to use black cypress principally for ties. During this year, for example, it will buy 4000 black cypress and 1000 yellow-pine ties. The cypress ties are 7 in. x 9 in. by 8 ft. long and cost 41 cents, against 35 cents in 1905. This wood is obtained from Southern swamps and has a great par- tiality for moisture. It is said to last indefinitely under the ground and rots only if exposed to the air. Black cypress ties have been in service in Charleston for 13 years under 7-in. and 9-in. rails in paved streets and are good to-day. Cypress ties are good for about 10 years in open track, whereas untreated pine ties last only 4 years under the same conditions. Poles are treated with creosote at the butts for a distance of 1 ft. above the surface. The treatment is made in three applications with a brush, one coat being applied each day. The cost is about 40 cents and the estimated increase in the life of a black cypress pole is 3 to 4 years. The prices of black cypress poles in Charleston are as follows: Thirty- ft. poles with 8^-in. top, $2.50; 35-ft. poles, $3 ; 40-ft. poles, $4. An untreated pole, if cut in winter when the sap is down, will last 10 to 12 years, but if cut when the sap is up, will last only 4 years. White cypress is not good for more than 4 to 5 years in any event. Black cypress is very much superior to juniper where heavy loading is required and is also better than pine, because it is a swamp wood which thrives on moisture even after it has been cut, whereas juniper dry rots. SAVANNAH, CA. The Savannah Electric Company uses untreated Georgia black cypress ties, of which it intends to lay about 6000 during the present year. These ties are 6 in. x 8 in. x 8 ft. long and cost slightly less than 38 cents each. The company expects that in the sandy soil of Savannah this wood will be good for 15 years in paved and 10 years in open track. This estimate is based on the experience with a former steam dummy line, which is now an interurban extension, where similar ties have been in use for 30 years. In fact, this wood is considered ideal for a moist soil. Experiments were made at one time with long-leaf pine ties, but they had to be taken out in less than 5 years. The poles are also of untreated cypress and cost about $4.50 each for 30-ft. lengths. Recently this company has been treating its poles to the extent of a coating of carbolineum over that por tion placed in the ground and a coating of dead oil of coal tar has been used over the balance of the pole, both treatments be- fog applied with a brush. The company lias no( been treating poles this way long enough to have gained any reliable data as to the results accomplished but feels that the expense undoubt- edly is entirely warranted by the increased life it will get from the poles. AUGUSTA, GA. The Augusta-Aiken Railway & Electric Company has for its standard untreated ties either black cypress or hard pine, 7 in. x 9 in. by 8 ft. long. In paved streets, however, the company uses a short-leaf, sap pine creosoted tie, 6 in. x 8 in. x 7 ft. long. These sap pines are bought for 20 cents apiece raw and when treated cost 60 cents. In 1908, the city of Augusta paved a street which had been macadamized about 7 years before when the railway company had put in creosoted ties under a 7- in. T-rail. When the ties were examined before the repaving of the street, it was found that they were to all appearances in exactly the same condition as when installed. The poles used are of untreated black cypress. A 35-ft. pole with 10-in. top cost $3.50 or 10 cents per ft., other lengths up to 65 ft. with 7-in. top have been purchased at about the same rate. ATLANTA, GA. The Georgia Railway & Electric Company probably has the most elaborate railway creosoting plant in the Southern States. This company began creosoting ties in 1895, and an idea of the extent of this work may be obtained when it is stated that 43.000 ties were creosoted in 1909, 26,000 in 1908 and a total of 163,000 in the last 7 years. At this time, about 50 per cent of the entire trackage is supplied with creosoted ties and no other kind is being used either for renewals or extensions. In 1910, 40,000 ties will be treated for new construction and 12,000 ties for maintenance. Creosoted ties which were installed on Peach- tree Street in 1895 were taken out in 1908 on account of the necessity of installing heavier ties for the increased traffic. It was found possible to use fully 50 per cent of them elsewhere. Few of the others were decayed, but quite a number were use- less because of the rail wear. It is quite possible that some of the ties which were found decayed really had dry-rot before they were ever placed in the creosoting tank. The original in- vestment for the creosoting plant was about $5,000, but a total of $7,000 to $8,000 will have been expended when the present work of increasing the daily capacity of the plant from 160 to 240 ties is completed. The treated long-leaf sap pine and oak ties, 6 in. x 8 in. x 8 ft. in size, cost about 80 cents and 90 cents each respectively. A sap pine tie requires 4 gal. and an oak tie 3 gal. of creosote. It is figured that the creosote treatment lengthens the life of the ties to a total of 15 years in paved track and 12 years in open track as against 7 and 5 years with untreated ties. The Atlanta company does not preserve poles. The principal pole wood is chestnut, but some juniper is used. Further par- ticulars of the pole and tie standards of this company will be given in a later article on track standards. The danger of using untreated ties will be understood from the fact that about 50 per cent of the hewn oak ties which were installed on the Atlanta Northern Railway in 1904 and 1905 are now gone, showing that this wood when not treated is serviceable only for 5 or 6 years in interurban railway work. MOBILE, ALA. The Mobile Light & Railroad Company, which operates 59 miles of track, has now creosoted all but 17 miles of track and this trackage will be creosoted as fast as the maintenance goes on. The company has been creosoting on a large scale only for the last 5 years, but the first creosoted ties were placed in service about 10 years ago and are still in service in the sandy soil of Mobile without showing the least deterioration. Lin treated pine ties are good only for 6 years in paved and 4 years in unpaved tracks. Short-leaf sap pine and loblolly tics 7 in. \ 8 in. \- S ft. long, are purchased for 30 cents each, and are treated at an additional cost of 47 cents each. The treatment requires about 12 lb, of creosote per cubic fool. In Mobile, which is a great lumber center, untreated heart yellow pine ties now cost 45 cents, whereas the) could lie bought in 6o6 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. 1905 for fully 10 cents less. Treated creosoted poles are pur- chased for 20 cents per foot for lengths up to 55 ft. They have been in use for about 7 years and are still in good condition. ASHEVILLE, N. C. The Asheville Electric Company installed about a year and a half ago a C. A. wood-preserver plant. The company uses white oak, chestnut and red oak ties, which come from within 10 to 15 miles from Asheville, and cost about 35 cents each for the 6-in. x 8-in. x 7-ft. sizes. The cost of treating a tie, includ- ing the labor, is 18 to 25 cents. Untreated ties of the same woods have been found to give 7 to 10 years' service in this territory. While it is too soon to make any estimates on the life of the ties subjected to the superficial treatment mentioned, it has been found that treated ties which were put in last year show none of the signs of wear evident in similar untreated ties alongside. The plant installed for this method of preserva- tion is very simple, consisting principally of an 8-ft. x o-ft. iron tank 17 in. deep. The grate and ash pit are made up of old rails with another row of rails at right angles to the grate to act as a baffler for the first so that the heat will be transmitted equally to both ends of the tank. An iron stack completes the outfit. Ties are kept in the tank for about 20 minutes, dur- ing which period about one-third gallon is absorbed per tie. The cross-arms receive double treatment. A six-pin arm costs 7 cents per dipping, or a total of 14 cents. The poles are given two butt treatments with a brush. LYNCHBURG, VA. The Lynchburg Traction & Light Company uses chestnut and oak ties, which cost 45 to 50 cents each. These woods have been found to give a life of 8 to 9 years, and the company, therefore, has not considered that it would pay to use a pre- servative for them. DATA ON TIE CONSUMPTION AND PRESERVATIVE TREATMENT In order to present to the readers of this paper some general data on cross tie consumption by the electric railways in the United States a letter of inquiry containing 24 questions was sent out to 95 representative city and interurban companies. Replies to this inquiry were returned by 51 companies. The questions were framed to elicit information regarding the ex- tent to which steel ties and preservative treatments for wooden ties are being used, the cost of ties and the cost of treatment. The 51 roads which answered expected to use a total of 1,307,- 000 ties in 1910. Based on their mileage, the total demand of all the electric railways of the country for ties may be estimated for the year at 7,100,000. Practically all of the wooden ties pur- chased by electric railways are of small size, 6 in. x 8 in. x 8 ft. or smaller. Oak, chestnut, yellow pine and cedar are the pre- dominating varieties, oak and chestnut being preferred by com- panies near the hard wood forests. In the South, yellow pine and cypress are almost universally used. The prices paid for these ties vary from 30 cents to 87 cents delivered ; the average price is between 50 and 60 cents. Prices of ties have advanced in nearly all parts of the country during the past five years, although a few companies report no change or even a reduc- tion in cost. An average advance of 25 per cent in five years is a conservative estimate. One company in Massachusetts which bought chestnut ties in 1905 for 45 cents each is now paying 60 cents. The price of cypress ties in Florida has in- creased from 65 cents in 1905 to 87 cents in 1910. The life of untreated wooden ties is variously estimated at from 5 to 12 years in open track and from 8 to 28 years in paved track. The kind of ballast used in open track affects the life of ties, the longest life being obtained where broken stone is used. Sixteen of the 51 companies reporting are using some form of preservative treatment on all or part of the ties laid. A majority of the ties treated are pine, but some companies are also treating white, red and black oak, fir and beech. Many different methods are represented in the replies. The vacuum- pressure straight creosote method is being used by nine of the 16 companies while the open tank creosote method is used by three companies and the open tank method using some one of the many trade preparations of antiseptic dead oils is employed by four companies. One company is using both the vacuum- pressure creosote treatment and the zinc chloride treatment. The quantity of preservative injected into the ties varies with the process used and the kind of wood being treated. For yel- low pine ties from 10 lb. to 12 lb. of preservative per cubic foot of timber is injected by the vacuum-pressure process. This is equivalent to about 25 lb. or 2.y2 gal. per tie. One company uses only 6 lb. per cubic foot for Norway pine and tamarack ties. With the open tank processes much smaller quantities of preservative are injected. From J4 8a'- t0 V* gal- is absorbed per tie. The penetration of course is not so deep, but the higher grade of antiseptic oils commonly used with this process affords satisfactory protection against decay, which always be- gins on the surface. The cost of treated ties delivered is given at from 67 cents to $1.20, the latter being the cost of a creosoted white oak tie. At the plant of the Indianapolis, Columbus & Southern Trac- tion Company, where the open tank process with low pressure added is used, the cost per tie for 25 lb. of creosote and the necessary labor is given as 32 cents. One company which uses the open tank dipping process states the cost to be from 15 cents upward, depending on the preservative used. The lowest estimate given of the life of treated ties in open track is 15 years, and one company says 24 years is conserva- tive. A life of from 18 to 20 years can reasonably be expected in almost any kind of ballast and climatic conditions, provided the tie is not disintegrated mechanically by rail cutting or con- stant respiking. A number of companies are now using tie plates on all wooden ties to prevent rail cutting on tangents as well as to relieve the strain on the spikes on curves. In paved track the life of treated ties is estimated at from 25 to 35 years. They will undoubtedly outlast the rails which are laid on them. The use of steel ties in paved track is making progress although only nine companies reported that they were using them. The cost per tie is more than double that of wooden ties preserved by the most expensive processes but the spacing used is also more than double that used with wooden ties. Four feet is the common spacing but one company re- ports spacings of 5 ft. to 7 ft. The life of steel ties is esti- mated by all companies replying to be at least 30 years when embedded in concrete. THE PHILADELPHIA STRIKE The return to work on March 23 of all the mill and factory operatives in Philadelphia who were on strike in sympathy with the employees of the Philadelphia Rapid Transit Com- pany and the deflections from the ranks of the strikers in the building and other trades virtually forced the committee of io- in charge of the sympathetic strike to recommend on March 27 that the general strike end at once, and this recommenda- tion was adopted. The sympathetic strikers, however, pledged themselves to support the car men financially. The company reports conditions to be virtually normal on all its lines. OFFICIAL TICKET PAPER The Central Electric Traffic Association has officially adopted a safety-ticket paper on which tickets of the members of that association will be printed in the future. This is said to be the first use of a paper of this kind by any single electric line or association of electric railways. The paper is manufactured in 10 different shades to cover the five standard forms of single- trip tickets and five standard forms of round-trip tickets, and carries as a water mark the badge of the association with the words "electric" and "safety" above and below it. The paper is furnished by A. A. Pugh Printing Company, Cincinnati, Ohio, which has agreed to supply it only to members of the Central Electric Traffic Association. April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 607 NEW PAINT SHOP OF THE INDIANAPOLIS TRACTION & TERMINAL COMPANY A paint shop of interesting fireproof construction, occupying the site of one destroyed by fire, has just been completed by the Indianapolis Traction & Terminal Company. The new building has a saw-tooth roof which is supported by brick side walls and a single row of steel-concrete center columns. ly fireproof materials and designed for the following uses: One room will be used for paint mixing. A window connects this room with the paint shop and this window is provided with double automatic fire shutters. A room for the storage of paint is equipped with four Bowser long-distance pumps for drawing the oil supply from large storage tanks located underground outside the building. A door in the rear wall of this room will facilitate the handling of paint stock from the track outside into Hb Ferro-inclave Iioof 4 ''/Pa Fire Wall above Roof Y^S}'. On End Truss Only Electric Ily. Journal AH Ferro inclave Roof Indianapolis Paint Shop — Section Through Saw-Tooth Rocf The building is 104 ft. 6 in. wide, and encloses six tracks each the building. This room has no direct connection with the main 140 ft. long. All the tracks lead to the shop transfer table paint shop. A third additional room is being fitted up as art which shortly is to be rebuilt so that large interurban cars office for the master painter, may be handled with greater facility. The new shop building general design is 20 ft. longer than the one which it replaces and is built The design for the new paint shop was executed in the offices- Section B-B — 20 West Elevation Elevation of Rail me tric nu. Journal Indianapolis Paint Shop— Structural Details according to a type of design which it is thought will be adopt- ed when other buildings are reconstructed. The present new building, in event of the erection of other new structures, prob- ably will be used for truck repair purposes and a larger build- ing be erected at a later date for the painting department. Adjacent to the west side of the new paint shop structure and opening on to it, is a row of smaller rooms built of thorough- of the chief engineer of the Indianapolis Traction & Terminal Company. The building is noteworthy for the excellence of the lighting and the freedom from roof supports. Accompanying illustrations show the principal features of the type of saw- tooth roof structures. Engravings made from photographs taken shortly before the occupation of the building illustrate the appearance of the roof from above and below. 6o8 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. The roof structure is made up of seven saw-tooth sections similar in design. Each of these sections extends across the width of the building (approximately 100 ft. between side walls) and includes a vertical skylight with a clear opening sl/2 Indianapolis Paint Shop — Interior Just Before Completion gal vanized-iron sash enclosing wire glass. The detail con- struction of the sash, which are reinforced with angles, is illustrated. The lower sides of the sash rest on a brick cop- ing supported on the lower angles of the large cross trusses. This brickwork forms a tight wall across the gutter at the bottom of each saw tooth. A similar brick wall 8 in. thick extends across the tops of the trusses and fills in the space on either side of the upper ends of the rafters. At the end walls of the building this brickwork is carried to a coping at a height 3 ft. above the tops of the trusses. The sash in all of the vertical sides of the saw-tooth roof, except two, are per- manently fixed in place. The sash in the north and middle trusses are hinged, and the windows may be operated by gearing extending to the floor level. Ventilation is provided by four large ventilator heads in each of the seven sections of the roof. These ventilator heads have brass-wire gauze inserted to protect freshly painted cars from dust. HEATING Provision has been made for heating the building with live steam obtained from the power station located on the same property with the shops. Radiation is had from eight wall coils mounted on the three sides of the building, 12 over- head coils and five radiators located in the spaces between the entrance doors. The total radiation approximates 5000 sq. ft. high by 100 ft. wide. The roof structure is supported by ft. and the equipment is designed to heat the building to 70 cross members, which are angle-iron trusses 6 ft. in depth. The deg. Fahr. in zero weather, when the air is completely changed sloping members are 9-in. I-beams. The main trusses are twice an hour. spaced on 20-ft. centers and each is a continuous structure The live steam received from the power plant passes through across the width of the building, sup- ported at the center by a i_»-in. steel column resting on a concrete base 4 ft. deep. As a protection against lire these center columns are enclosed in a square casing of concrete 20 in. on a side. This type of construction leaves the entire floor area free of columns, with the exception of the single row extending down the middle of the building between the two center tracks. The side walls are of brick, 18 in. thick, carried to a height of 3 ft. above the roof trusses. ROOF STRUCTURE Reference to the cross-section of one of the truss members of the roof will show the method followed in connecting the g-in. sloping rafters at the bottom of one truss and at the top of the next. The sloping rafters are spaced on 4-ft. 3^4-in. centers across the width of the building. The upper end of each rests on top of the main truss and the lower end is attached to the bottom of the next truss. These rafters are covered with a fireproof concrete roof, using Ferroin- clave to support the concrete. A large fillet of concrete is formed at the lower side of each saw tooth. The roof is i¥% in. thick and is waterproofed with tar covered with gravel. The slope of the room at right angles to the saw teeth is 6 ft. in 20 ft. and crosswise of the building there is a pitch of 4 in. in 50 ft. to provide drainage away from the center. Each of the vertical sections of the roof is fitted with Indianapolis Paint Shop— Saw-Tooth Roof with Ventilators a reducing valve which lowers the pressure to 20 lb. The radiation coils are fitted with steam and air traps manufactured by C. A. Dunham & Company. These traps are set to release the drips when the radiator piping reaches a temperature of 160 deg. Fahr. The loss of heat in the return pipe from the April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 609 paint shop to the power house is about 20 deg. and thus the drip is returned to the feed-water heater in the plant at 140 deg. ILLUMINATION The general illumination for this paint shop will be obtained from Cooper Hewitt mercury vapor lamps supported 15 ft. above the floor. Local illumination will be had from single lamp drops with cords reaching to within 4 ft. of the floor. This generous length of cord will permit lowering the lamps to the bottoms of the cars without the use of extension plugs. All the wires are enclosed in iron conduit supported from the lower side of the roof purlins and having porcelain-protected outlets. Mercury vapor lamps have been used in the carpenter and older paint shop buildings at Indianapolis for about eight months and no trouble has been experienced because of the peculiarity of colors brought about the violet rays of this light. It is the practice to match all colors in daylight and apply the paint under the mercury vapor lamp, which gives a strong, well distributed illumination. ELECTRIFICATION OF THE MONT CENIS RAILWAY According to a recent issue of Elektrische Kraftbetriebe und Bahnen the Italian State Railways have begun to electrify the Mont Cenis Railway between Modana and Turin. It is ex- pected that by the spring of 191 1 it will be possible to operate electric locomotives into Turin and thereby promote the travel to the international exposition then to be opened in that city. Like the Simplon tunnel line, this road will be operated at 15 cycles, three-phase, with 3500-volt overhead conductors. Power will be purchased from a hydroelectric plant in Turin and transmitted at 50,000 volts, 50 cycles, to a converter station at Bardonnecchia. This converter station, which is to be equipped by the Milan branch of the Brown-Boveri Company, will be the first European trunk line equipment embracing such large units as 2000 kva for changing current from 50 cycles to 15 cycles. The principal apparatus will consist of the following: One 2200-kva, 50-cycle, 48,500/7000-volt oil-insulated, water- cooled, three-phase transformer ; one frequency changer made up of one 40-ton fly-wheel, one semi-rigid coupling, one 2000 kva, 500 r.p.m. 3500-volt, 16 2/3 cycle three-phase generator, one rigid coupling, one 2500-hp, 7000-volt, 50-cycle induction motor, one semi-elastic coupling and one three-phase commuta- tor motor for regulating the speed of the asynchronous motor between 400 r.p.m. and 500 r.p.m. The use of the very heavy fly-wheel cuts down the speed of the machines by 20 per cent and stores large masses of kinetic energy to care for line load fluctuations. When the speed drops from 500 r.p.m. to 400 r.p.m., the fly-wheel can give about 1000 hp for one minute. The three-phase commutator motor permits the asynchronous motor, with which it is connected in cascade, to approximate unit load factor. As the line is to be fed from both ends, the station will also contain a 3000-kva, 3500/3850 volt, 16 2/3 cycle auto-trans- former with two induction regulators which will be used to raise the potential at the Modane end by 5 per cent, namely, from 3500 volts to 3850 volts. In addition to the apparatus mentioned, the station will also be supplied with a 450 hp hydroelectric turbo-exciter set, small transformers, etc. The line equipment will be installed directly by the Italian State Railways. It is understood that experiments are to be made also with 50 cycle, three-phase locomotives. The fourth annual convention of the Missouri Electric, Gas Street Railway & Water Works Association will be held at Jefferson City, Mo., April 74, 75 and 76. The program includes the following papers: "The Luminous Arc Rectifier System," by Louis Fredman ; "Securing Profitable Day Load," by J. E. Harsh; "Condensers for Small Central Stations," by Chas. S. Lewis ; "Electrically Driven Water-Works Plants," by H. W. Clark; "The Primary Law Relating to Public Utilities," by Geo. McCollum ; "Data on Electric Plants," by Prof. 11. B Shaw; "Power Plants in Public Service," by Edwin S. Harrison, ECONOMY IN ELECTRIC CAR PAINTING BY CARL F. WOODS, ARTHUR D. L7TTLE LARORATORY OF ENGINEERING CHEMISTRY The increasing demands imposed upon electric railways and the necessity of constantly improving the service afforded the public, without in many cases any proportionate increase in revenue, render it essential that the manager of such properties obtain the maximum efficiency from every dollar expended in maintenance. Among the problems of this nature which con- stantly arise there are few more troublesome than that of maintaining the appearance of the rolling stock to that degree of excellence which the traveling public demands, without ex- pending an amount of money out of proportion to the relative importance of this item of maintenance. The fact that the cost of painting the same type of car varies on different roads from $30 to $60 and that certain companies are forced to re- paint every two or three years while others are able to operate cars from 70 to 72 years before complete refinishing becomes necessary emphasizes the need of careful consideration of this, important item of maintenance. There are several factors which render the subject of car painting of particular and increasing importance to the man- ager who is attempting to reduce maintenance charges. With the advent of elevated lines and subways and the increasing use of cars of the semi-convertible type, the intrinsic earning power of each car and the direct financial loss for every day that the car is out of service are greatly increased. Other contributing causes are the inferior quality of woodwork which is to-day used by car builders owing to the necessity of cheap and rapid construction and the prevalence of adulterated and inferior paints and varnishes. The use of the latter is not due entirely to the desire of the paint manufacturer to deceive, but is very frequently the direct result of false economy by the purchasing department. In paint materials, as elsewhere, the most expensive is not of necessity the best, but it is equally true that the best is not the cheapest in first cost. The at- tempt to economize in painting by purchasing the cheapest materials usually results in actual extravagance, for first cost is a small item in the actual expense of painting. The pur- chaser who buys varnish to-day for $7.50 a gallon, when the price of the oil and gum going into it is greatly in excess of this figure, can only blame himself if he obtains a mixture of rosin and benzine. Such conditions are unfortunately very prevalent and many companies whose invoices show astonish- ingly low prices are actually spending far greater sums in the long run than the company which pays a price in proportion to the grade of material it desires and obtains from it satis- factory service. It will be admitted by practically all railroad managers that it is essential to run cars which present as good an appearance as possible, but the exact meaning of this to the individual manager differs widely. To one it implies a car of many col- ors with ornate trimming and lettering; to another, a finish equal to that of automobiles or carriages, while to a third it represents a car of a pleasing color, clean and well kept but without ornamentation and unnecessary work. There is, how- ever, a general tendency to do away with expensive finishing and decorating, as it becomes increasingly necessary to reduce expense, for however handsome a car may appear when fresh from the paint shop, a few weeks of service greatly impair its appearance. The problem of reducing expense in car painting may prop- erly be divided into two classes; first, the method of applying paints and varnish, and, second, the actual materials used. Both are of importance and both present in many cases con- siderable opportunity for economy, but the method of appli- cation offers an opportunity for greater direct financial sav- ings as the labor and time cost is as a rule much more than the cost of the paint materials themselves. There are two methods of car painting, essentially different in the principles upon which they are based, which have long been used by painters. These methods may be properly known 6io ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. as the "lead and oil" process and the "surfacer" process. While there are many other systems in use, differing in one or more details, they all properly belong to one class or the other. There is, however, a third method which has recently come into considerable prominence and is sufficiently different from either to deserve separate classification. It may be distinguished as the "color and varnish" system. LEAD AND OIL PROCESb The "lead and oil" process is the oldest of car painting methods and is the direct outgrowth of carria^ e painting. The principle of the system in brief is the priming and filling of the wood with a white lead and linseed oil paint, live building up of a hard, smooth surface with "rough stuff," the applicai on of the body color on this foundation and the final covering with varnish. The "rough stuff" coats, which are essentially a min- eral silicate ground in varnish, dry very rapidly and can be brought to a very hard, smooth surface by rubbing with blocks of pumice. The color coats are ground in japan, and dry rap- idly, presenting a "flat" color. The number of coats of each material applied varies considerably with the individual painter, but the principle of the process is the same in all cases. SURFACER PROCESS The "surfacer" process on the other hand was devised to reduce the length of time which was consumed by the slow drying paints of the "lead and oil" process. The fundamental idea of this system is the rapid building up of a surface by specially prepared paints, upon which are placed the flat color and varnish. The special paints or, more properly, varnishes known as surfacers, are composed of a mixture of white lead, ochre or some other mineral silicate ground in specially made varnishes which dry very rapidly and thoroughly. There are several well-known systems of this kind in general use in car painting, all of which are essentially the same. The surfacers are usually divided into three classes. The first serves as a priming coat, the second as a loading material, and the third the same purpose as the rough stuff coats of the older process. These can be brought to a very high degree of finish with pumice and are really very little different from rough stuff. It will be seen that the essential difference between the surfacer process and the lead and oil process is in the preparation of a surface, both systems using flat color and varnish for the final ornamentation and protection. COLOR AND VARNISH PROCESS The color and varnish process, which as previously stated is of rather recent origin, to a certain extent falls under the heading of a surfacer process, but differs sufficiently to war- rant separate consideration. The fundamental idea of this process is that the less number of coats of paint on a given surface, such as a car body, and the more similar these coats are, the less liability will there be for cracking, and, conse- quently, the more durable will be the finish. With this in view, the system is so devised that the first application serves as a priming coat and the second, of which several coats are applied, depending upon the condition of the work, builds up a surface which can be brought to a reasonably smooth finish with pumice or with sandpaper, preferably the former, on which is applied the body color ground in varnish instead of japan, and followed by a final coat of finishing varnish. It is the intention with this system to use as nearly as possible the same varnish for all of the coats, so that each will have practically the same coefficient of expansion and will so far as possible blend and form an elastic and homogeneous film. As a further economy in time and material, the prim- ing and surfacing coats are generally colored the same as the body color, so that less of the color and varnish is necessary, and, as will be seen, the use of the varnish color does away with the flat color of the other two processes. SANDING PROCESS A fourth process which is used to a large extent is some- times distinguished as the sanding process, but it is really a modification of the lead and oil process, the underlying prin- ciple being the same. This method consists in priming with white lead and oil followed by a plaster coat of white lead putty which affords a thick surface of lead that can be brought to a reasonably smooth finish with sandpaper. On the surface so prepared, the flat color and the varnish are applied as in the other processes. This method saves considerable time by omitting the rough stuff coats, but, aside from this and the method of obtaining the surface, which is by sandpaper instead of pumice, the process is really the same as the lead and oil. MERITS AND DEMERITS OF EACH SYSTEM It is impossible to pick out one method as being universally better than the others and the choice must depend upon the local conditions to a large extent. There are, however, cer- tain inherent faults and virtues of each system which are not generally understood, but a knowledge of them is of material value in forming a correct idea of their relative value. It should be stated at first that, where time and money are no considera- tion, the lead and oil process unquestionably produces the best appearance, but the finish obtained is very much better than necessary or even desirable for street car work. This process is designed to prepare a surface of great brilliancy and smoothness and is admirably adapted to carriage and automobile painting. Its use, however, even for this purpose is rapidly diminishing on account of the expense necessarily involved. The process requires time, for white lead is slow in drying and unless allowed to set thoroughly before the next coat is applied will cause trouble later on. Any attempt to hasten this system by diminishing the time allowed for drying always results in inferior work. For the proper application of a system of this kind, from four to five weeks is necessary in finishing a car body, and the greater part of this time is consumed in allowing the various coats to dry. It is obvious, therefore, that with the demand for speed and the limited shop facilities of most railroads this process is not feasible for street car work. The surfacer process can be properly applied in from two to three weeks, depending upon the facilities, the number of coats which the work at hand requires and other conditions of similar nature. While there is a considerable saving in time by this process, the actual cost of finishing a car by this method is little different from one finished by the lead and oil process, for although less coats are required the surfacers are ex- pensive. If proper materials are used and applied by careful workmen, and there is sufficient time for drying, this method produces very satisfactory resuts both in appearance and dur- ability. The color and varnish process was devised primarily to shorten the time and to lessen the expense of car painting. It has been applied in eight days with apparently successful results, although the short length of time which it has been used does not warrant a final conclusion regarding its relative value. This method is beset by many dangers. The attempt to quicken the drying of the surfacers and other coats often results in destroying the life, and the alteration of the body of the surfacer in order to lessen the amount of work neces- sary in rubbing frequently results in producing a material which is not permanent. The body colors ground in varnish as contrasted with the flat or japan colors of the two other processes are an excellent thing if made in a suitable manner, but if carelessly prepared are subject to very severe cracking which obviously destroys the appearance of the remainder of the work, no matter how well done. The theory of this process is, however, more rational than either of the others, for less material is applied. The various paint films are more nearly alike in physical qualities and the cost of application is materially reduced. Although the finish produced is less smooth and less brilliant than that obtained by the more ex- pensive methods, the difference is not noticeable after the car has been in service a short time. Too much attention has been devoted in the past to appearance and too little to dur- ability, and when it is realized that the use of this shorter April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 611 method enables a saving of $20 to $30 per car, without im- pairing the life of the finish, it is very doubtful whether the superior appearance produced by the other processes justifies the added expense. The durability of car finishes depends to a large extent upon the foundation coats, and special attention should be devoted to this point. White lead paints are excellent but on account of their slow drying properties are not satisfac- tory. Properly made varnishes, which dry quickly but thor- oughly saturate the wood and preserve their elasticity and toughness, are the ideal materials. The same holds true with the following coats: Rough stuff gives excellent results if properly made and applied, but carefully prepared surfacing coats afford an equally satisfactory surface and require far less labor in rubbing, which is one of the most expensive parts of car finishing. There is also no reasonable objection to col- oring the undercoats, and in this way reducing the amount of body color required. Japan colors present a handsome ap- pearance after varnishing, but they involve much unnecessary work which can be avoided by the use of varnish colors. The latter serve their purpose equally well and at the same time reduce the labor of applying separate varnish coats. The employment of the shorter systems is of very recent origin, and there are doubtless many defects which long con- tinued service will reveal, but the common-sense principles in- volved and the very marked financial savings possible of at- tainment justify careful and thorough investigation of their merits. THE PURCHASE OF PAINTING MATERIAL While the actual amount of money expended in the pur- chase of material for car painting is not great on most rail- ways, the direct financial loss produced by using inferior ma- terials is very large proportionately. It is a safe statement that few supplies are purchased of which the purchaser has less knowledge than paints and varnishes and as a result the amount of money wasted is excessive. The purchasing agent as a rule has no specific knowledge of the various materials and imbued as he is with a desire to economize is constantly tempted to try the cheapest. On large railroads, experience has proved beyond a doubt that purchase under careful speci- fications supplemented by thorough inspection saves many times the cost of such work. The condition of the Pennsyl- vania Railroad system, which is an eminent example of this sort of procedure, is a guarantee of the results possible of at- tainment. The electric railway, however, which is not sufficiently large to maintain a competent testing department, can save a great deal of money by intelligent selection of materials. VARNISH The two items of purchase which cause the greatest trouble are varnishes and body colors. Railway varnishes can be purchased from $1 to $6 a gallon, but the average price for properly made varnish is around $3. Any company paying materially less than this amount is not obtaining a strictly high-grade product, at the present price of raw material. The more expensive varnishes are generally worth the price for certain purposes, but it is doubtful whether the demands of street car service necessitate their use. There is, however, no one varnish which is suitable for all parts of a car. Ex- terior varnishes are required to withstand exposure to weather and must be elastic and durable. They are generally com- posed of about 25 gal. of linseed oil to 100 lb. of gum, and dry slowly but maintain their elasticity for a long time. Seat varnishes on the other hand must dry quickly and present a very hard, glossy surface. To obtain these characteristics the proportion of gum is largely increased, the composition usually being from 6 to 12 gal. of oil to 100 lb. of gum. In addition a harder gum is desirable, in order to obtain a dense surface. For finishing interior woodwork, a varnish part way between these two should be used, as a certain amount of hardness is requisite, but at the same time such a varnish should possess sufficient elasticity to withstand the wrenching and twisting of the car body. Many of the complaints regarding poor results are due to the employment of the wrong varnish. A number of roads continue the use of rubbing varnish on exteriors on account of the handsome finish which can be produced, al- though experience has repeatedly shown its unfitness for this purpose. This varnish is a "short oil" varnish containing hard gum, dries quickly, and is capable of being highly pol- ished with steel wool or powdered pumice, but from its na- ture is non-elastic, and readily cracks when subjected to the expansion and contraction of the car body. Other companies employ finishing varnish for interior woodwork, on account of its durability, but are constantly annoyed by complaints from passengers regarding soiled clothing, for such varnish does rot become hard for a long time, and the heat of the body is sufficient to produce a decided "tackiness." A large proportion of varnish troubles arises from using in- ferior or adulterated material. Good varnish should contain nothing but linseed oil, gum, turpentine and the necessary driers, and attempts to reduce the price by substituting rosin for gum or benzine for turpentine invariably result in short life and consequent increase in the actual cost of painting. SELECTION OF BODY COLOR In selecting a body color, the first essential is to choose a color which is composed of durable pigments and is suited to the local conditions. No colors are absolutely permanent, but certain ones are very much more so than others. As a gen- eral rule, the darker colors are less liable to fade than the lighter and more brilliant ones, mainly because the former are made from natural pigments such as ochre, sienna, lamp black, etc.. while the latter are either artificially made, or are pro- duced by the aid of a dye. All chemically produced pigments and dyes are not fugitive — in fact many of the most permanent colors are of this type — but all are subject to imperfections of manufacture which impair their usefulness. For this reason many steam railroads and concerns like the Pullman Company have adopted brown or olive green as the most satisfactory colors available, and there is an increasing tendency among street railroads to adopt the same practice. When local con- ditions require the use of brilliant colors, as for instance in hot climates where dark colored cars produce an unpleasant effect, those colors should be selected which are least subject to imperfections of manufacture, and which can be most readily matched when repair work becomes necessary. The use of very light colored pigments is particularly undesirable both on account of their inherent tendency to fade and to the dirty appearance produced as the varnish ages. All varnish however light originally grows dark as it dries, and conse- quently the color seen through this yellow film appears to be much more dingy and faded than it really is. Such a result is produced with all colors, but it is particularly noticeable with the lighter tints. ORNAMENTATION The demands of economy necessitate the reduction of ex- pense in the striping and lettering so characteristic of the elec- tric car of a few years ago, and unquestionably a material saving can be properly effected along this line. The only strict- ly necessary ornamentation is the number in plain figures in a conspicuous place, and in a few instances the name or monogram of the company. Elaborate striping and scroll- work with gold leaf is a needless expense, and in many cases detracts rather than adds to the beauty of the car. The use of transfers for applying small signs to the windows or wood- work offers a further opportunity for reduction of labor. A careful study will reveal many other chances for reducing ex- pense, such as dipping the fenders in a quick drying asphalt paint, and spraying the trucks with a similar paint. The progressive manager who purchases materials of good quality, adopts such methods of application as are based upon sound principles, and is not afraid to try new ideas simply because they are new, will find few items of maintenance in which greater proportionate savings can be effected than in that of car painting. 6l2 ELECTRIC RAILWAY JOURNAL. [Vol. XXXV. No. 14. same street in 1905, and 590 joints were welded with thermit. About 20 joints have broken each year since then. Repairs have been made with thermit, if the direction of the break was vertical and close to the old weld; otherwise Continuous or Clark joints have been used. The average cost for repairs of these joints, including repaving, is $8. The breaks occurred in very nearly the same places each year and if they had not been repaired promptly there would now be sections of the track which would require early renewal. As the repairs were promptly made the track is in uniformly good condition. An- other line laid with the same kind of rail, but with only two holes at each end, located back of the usual point of breakage, Main Street Car House. ^oe wo 600G ACCOUNT NOS. DATE QUJUH Account S3. Account #5 Account if 6 Account 'S3 Acrtt.1409. Acct. f41l| Acct.f431 Jeny. 2 4620 10 7 .20 2 .20 Feb. 10 6 .50 13 .40 p V.RT. 20 2 .10 9 .30 23 5321 100 7 2. 00 iter. 25 2 50 00 Mar. 30 8 30 b 00 - Sheet A — Typical Job Distribution Sheet, Showing all Charges Distributed by Accounts and Forming an Index of Sheet B SOME THOUGHTS ON TRACK MAINTENANCE AND COST DATA BY M. J. FRENCH, ENGINEER MAINTENANCE OF WAY, UTICA & MOHAWK VALLEY RAILWAY The ideal system of maintenance is that under which the tracks are kept in good condition at all times. The old saying, "a stitch in time saves nine," is, in its broader meaning, true in its application to track maintenance. It is certainly not good practice to neglect a piece of track until cars pound at each joint. The rails become cambered and the paving is disintegrated until complete reconstruction is necessary. The increased expense of car maintenance, due to operation on poor track in many cases, would pay for proper maintenance of the track. As soon as a joint pounds under a car it should be repaired to prevent a mashing of the receiving rail. If atten- tion is not given promptly to such joints, the pavement becomes loosened, the bonds broken and the joint plates destroyed. The enmity of residents is developed by low joints as surely as by worn pinions or flat wheels. The cambering of girder rails as a result of low joints has made it necessary to scrap rails before they were otherwise worn out. In the year 1902, in Utica, N. Y., the ends were sawed from 9-in. girder rails that were cambered at the joints because the rails were otherwise in good condition for use. The rails were then relaid with patented base-plate joints on yel- low-pine ties spaced 2 ft. centers, embedded in concrete. In 1006, although the rails were not worn out in the heads, it be- came necessary to remove them on account of the flat spots that appeared at the receiving ends of rails as a result of the camber. We placed on the same ties new 9-in. girder rails and welded the joints with thermit. As these rails had pre- has 182 thermit welded joints. Since the first year, when five breaks occurred at defective welds, there has been only one break in two years. Labor for maintenance of 27.8 miles of track in the streets of the city of Utica, consisting of joint, rail and pavement repairs, resurfacing, repairing switches and derailers and all minor work in connection with maintenance, costs about $560 per mile per year. Track maintenance on private right-of-way costs about $175 per mile of track for labor. This is the cost of work performed by the regular section gangs, such as track walking, ditching, surfacing, lining, shimming, fence and cross- ing repairs, etc. The estimated cost of materials per mile per year is $468. But this information as a lump sum is of very little value. It would be of great assistance to know the cost for each item of work that makes up the general maintenance schedule. The problem of compiling accurate cost data on track and roadway maintenance is one that should be given serious and thorough attention. Many roads are adopting standards of construction that differ only slightly from each other in details, such as concrete and steel tie construction with either Main Street Car Houae. 600 S ACCOST ftfO. Jan. 2 1910. Feb. 10 1910. .Surfacing ffc Tracjs_ Feb. 15 1910, Placing Sr.- itch to ?2 track Repa i r 1 ng Joint Plates it 3 Track ISi 2 3T 701 Sheet B — Typical Detail Job Distribution Sheet, with Description of Account Work and Monthly Totals viously been drilled with six holes, i% in. diameter, they were not well suited for thermit welding. We have had a few breaks on this new rail, but repairs were made promptly and the track now rides as smoothly as when first laid. The point which the writer wishes to make is that the original 9-in. girder rails might still have been in use had the joints been properly maintained after originally installed. The rails welded with thermit were part of an order for rails which it was the original intention to lay with regulation 12-bolt joint plates. The rest of the rails were used on this 9-in. girder rails, high T-rails or heavy sections of the standard steam-road rails. Another group is returning to wooden ties. Some are using inferior ties treated with preservatives, others are employing the best ties that can be obtained, imbedded in concrete as a preservative. The question of the proper joint to use is a vital one with all roads. With a standard system of keeping track accounts, and with concerted effort, track engineers should be able to determine within five years the type of joint that will give best results. It should not require over 10 years to solve our tie, rail and pavement problems in a satis- i April 2, 1910.] ELECTRIC RAILWAY JOURNAL. 613 factory and conclusive manner, if 20 or 30 of the larger sys- tems will work in concert under some definite plan of keeping costs. To bring the subject to the attention of the readers of the Electric Railway Journal the writer will describe -the system that has been in use by the Utica & Mohawk Valley Railway Company since Jan. i, 1910, in connection with a job-order system. Beginning at the Utica terminus of one of the main lines of the system a job number is given to each piece of special work, each piece of track between specials or certain limits, each office building, station, car house, amusement park, bridge or any other structure on that line. Each line is taken up in turn as it radiates from Utica. On private right-of-way the numbered car stop signs form the dividing points of the sec- tions, and each section is given a job number. The plan is that each job number will apply continually to that particular section or object as long as the system is maintained. Each job number may be chargeable with work under any of the numbered construction or maintenance accounts as established by the Public Service Commission of New York State. For example, the Main Street car house is designated as Job No. 6008. The track repair labor in this car house would then be charged to Account No. 8 — Job 6008; the track bonding in this car house would be charged to Account No. 23 — C — Job 6008 ; the ties used in the car house would be charged to Account No. 3 — Job 6008. It will thus be seen that the job number fixes for all time the location of the charge for either material or labor and it is possible to determine at the end of any week, month or year just what that part of the system has cost for any particular kind of maintenance or for its entire mainte- nance. To keep this record, a well-defined system of time- keeping and storehouse and office book-keeping must be main- tained. A brief description of this system follows : The foreman of each gang gives the time-keeper a daily report of the nature and amount of work performed. The time-keeper makes a daily report of hours, rates and cost dis- tributed according to account numbers and job numbers. A copy of this report goes to the auditor's office, where the charge is made on the card bearing the job number and in the column headed by the proper account number, the date appearing in the first column at the left. All materials must pass through the storehouse and the stock-keeper is responsible for the re- porting of account and job number for all materials sent out. His detail report goes to the auditing department and each charge is properly entered on the job card under the particular account to which it belongs. The auditor's clerk does not make out a job card until he has an item to charge against that job number. In this way the number of job cards to be handled is kept at a minimum. Monthly and yearly statements are drawn off from these cards. The total cost to date of any piece of construction or main- tenance can be readily determined from the job card. Thus it is possible to tell the cost of track maintenance on one type of construction compared with the cost on another kind of con- struction, as each type of construction on any street may be given a job number. Some items of labor, such as track walk- ing, cleaning and sanding tracks and removal of snow and ice are given separate job order numbers that refer also to the ac- counts. For instance, removal of snow and ice in the entire city of Utica is charged to one job number, and the same service in another town or track section is charged to* another job number. There is no need to keep such work in greater detail. The work of reporting by foreman and timekeeper would also be too burdensome and would not give information of any particular value so far as small zones are concerned. The time-keeper, foremen, material clerk and auditor's clerk who have to use or fill out these job cards have books giving all job order numbers arranged consecutively under alphabeti- cally indexed headings of each particular street, line or section. Under the system of accounts adopted by the Public Service Commission of New York State "additions and betterments," or construction work, is embraced under a separate group of account numbers which identify work of that character at once, so that charges may be made under the job number, as already outlined. As an example, an extension to Main Street car house would be charged to Account No. 431 — Job 6008; new special work for an additional track would be charged to Account No. 411 — Job 6008 and new ties for this track would be charged to Account No. 409 — Job 6008. The job and account forms shown on page 612 illustrate the method of entering the main- tenance charges described above. If the cost of some particu- lar section not definitely described by job orders already in use is desired, the auditor's clerk, will assign a job number to the work after he has been given a proper description of it. Another essential in the standardization of track accounts is a standard book of rules for the maintenance of way depart- ments, so that each section and company may base costs upon the same practice, so far as possible. The rule book should contain in front the general rules applicable to all em- ployees, with the same wording used by the American Street & Interurban Railway Transportation & Traffic Association in its codes of interurban rules and city rules, so far as they may affect maintenance of way employees in the discharge of duty. Standard practice can be illustrated by drawings show- ing track construction of the various types in streets and on right-of-way. ■ — COMMUTATOR SLOTTING AND ITS RELATION TO BRUSHES AND MICA BY C. W. SQUIERj ENGINEER IN MECHANICAL DEPARTMENT, BROOK- LYN RAPID TRANSIT SYSTEM For several years the subject of slotted commutators has 'been an active one at the meetings of the different elec- tric railway associations. While it is the general opinion that the slotting of commutators, together with the use of a higher grade brush, has reduced to a large extent the trouble due to flashing and flat spots on commutators, there are still some railways which find that the results obtained do not warrant the trouble and expense necessary to keep the commutators properly slotted. This question has been asked several times : "Why should it be necessary to slot our commutators now when fpr a good many years the very same motors have been running all right without slotting?" Unless we keep an accurate record of our motor troubles for comparison, we are quite liable to forget the troubles we have had, and to consider only those which we are having at present. Nevertheless, the present conditions of railway service are more severe and the operating voltage is usually much higher than those in vogue a few years ago. Motors which were de- signed for 500 volts and operated at this potential in the past, now are running at 550 volts and 600 volts. This increased voltage and greater severity of service cause more sparking at the brushes, thereby burning away the copper bars and dis- integrating the mica between them. If the various motor troubles be analyzed it will be found that about 50 per cent of them can be traced directly to the flashing from the brush- holders or commutators to the shell or from brush-holder to brush-holder. These flash-overs are responsible for the car- bonization of the motor parts, flat or rough commutators and the grounding of brush-holders and commutators. Since the flashing in most cases is caused by sparking at the brushes the problem which we are endeavoring to solve by slotting commu- tators is to reduce this sparking as much as possible. The slotting of the commutators permits the use of a softer grade of brush, which has better conducting qualities