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journal
railway
Electric
V. V.Sl.
#
Electric Railway

Journal

Volume XLVI

July to December, 1915

McGraw Publishing Company, Inc

239 West 39th St., New York City
 Instructions for Use of Index
This index is essentially a subject index, In the subject index, the alphabetical
not an index of titles, and articles treating a method is followed, and if there is a choice
number of different subjects are indexed un of two or three keywords the one most gen
der each subject. In addition, a geographical erally used has been selected, cross refer
reference is published wherever the article ences being supplied. Below will be found a
relates to any particular railway company, list of the more common keywords used in
or to the State matters of any particular the index. This list has been subdivided for
State. The geographical method of grouping convenience into sixteen general subjects, but
serves to locate in the index any article de the general subject headings, shown in capi
scriptive of practices, conditions, events, etc., tal letters, do not appear in the bodv of tne
when the searcher knows the electric rail index. As an example, if a reader wished to
way, city or State to which the article ap locate an article on power-driven motor
plies. Groupings are made under the name trucks he would obviously look in the list
of the city in which the main office of the under the general subject "vehicles," and of
company is located, but an exception is made the four keywords that appear under this
in the case of electrified sections of steam only "Commercial Vehicles could apply to
railroads, such entries being made direct un the article in question. The reader would
der the name of the railroad. City or State therefore refer to this keyword under "C"
affairs appear direct under the names of the in the body of the index.
city or State involved.
CLASSIFIED LIST OF KEYWORDS
ACCIDENTS AND LEGAL Franchises Third-rail contact system
Accidents (Including wrecks) Maps Transmission lines
Accident claim department Operating records and costs Turbo-generators and equipment
Legislation Statistics
Legal Traffic investigations, cities RECORDS
Public service and regulative Maintenance records and costs
commissions. HEAVY ELECTRIC TRACTION Operating records and costs
Public service corporations Passenger handling records
Heavy electric traction (gen- Record
Safety-first movement eral) forms
CARS High tension d.c. railways STRUCTURES
Car design Interurban railways (general)
Cars (descriptive) Locomotives Bridges
Cleaning of cars Low-tension d.c. railways Carhouses
Gasoline cars Single-phase railways Freight stations
Lubrication Power stations
Heating of cars MAINTENANCE OF EQUIP Repair shops
Lighting of cars MENT Terminal stations and terminals
Storage battery cars Cleaning of cars Waiting stations
Tower cars Inspection of cars TRACK
Ventilation of cars Maintenance records and costs
Work cars Paints and painting Pavement ■ -
Wrecking cars Repair shop equipment Rail joints ana bonds •
CAR EQUIPMENT Repair shop practice Rails
Axles Repair shops Special work
Bearings Tests of equipment Ties
Brakes, air Washing or cars Track construction
Controllers and wiring Welding, special methods Track maintenance
Couplers OPERATION TRAFFIC
Current-collecting devices Freig'.it and express
Doors, seats and windows Dispatching trains Parks and pleasure resorts
Fenders and wheel guards Multiple-unit trains Public, relations with
Gears and pinions Operating records and costs Publicity
Headlights Passenger handling records Routing of cars
JournalB Rules Signs on cars
Motors Schedules and time tables Traffic investigations
Trucks, car Signals
Wheels Stopping of cars VEHICLES (not on tracks)
EMPLOYEES Telephones
Trailer operation Commercial vehicles
Employees Yards Motor buses
Strikes and arbitrations Service and tower wagons
FARES POWER Trackless trolleys
Fare collection (including ap Boilers and equipment MISCELLANEOUS
paratus) Cables
Fares Energy consumption Advertising on cars
Freight rates Feeders Fire protection and insurance
Through routes and Joint rates Overhead contact system Lightning
Tickets Poles Loading limits for cars
Transfers Power distribution Municipal ownership
Power generation
FINANCIAL AND STATISTICS Power stations and equipment Organization charts
Public, relations with
Accounting Purchased power Standardization
Appraisal of railway property Storage batteries Storerooms
Financial Substations and equipment Timber preservation
In addition to the groups of articles cov which they apply. Under the headings
ered by these headings the papers and re "Financial" and "Statistics" appear the ar
ports from railway associations and tech ticles relating generally to capitalization,
nical societies are grouped under the names earnings and operating costs, as distin
of the various organizations. Proceedings of guished from the detailed and highly sub
other associations are indexed only in accord divided figures that are entered under "Oper
ance with the subject discussed. The heading ating Records and Costs." Short descriptions
"Cars" includes all extended descriptions of of machine tools appear only under the head
individual types of cars, but short accounts ing "Repair Shop Equipment" and are not
of cars displaying no important innovations indexed alphabetically, because of the wide
appear only under the name of the railway to choice in most cases of the proper keyword.
 July-December, 1915] INDEX III

INDEX TO VOLUME XL VI

PAGES BY WEEKS Accountants' Association : American Electric Rail way Association : (Cont'd)
Convention : (Continued) Company scction« :
July 3 1 to 46 President's address [Mitchell], 736 Capitol Tr. Co. to form new section, 1262
July 10 47 to 88 Proceedings, *736 Chicago, 23, 674, 1176
Program, 362 Connecticut Company forms section in
July 17 89 to 132 Educational courses, 319; Award, 594 New Haven, 11/6, 1219
(See also Central Electric Accountants' Denver, 634, 870, 913, 1086, 1176, 1262
July 24 133 to 172 Association) Literarv efforts, Stimulating, Comment,
July 31 173 to 212 Accounting : 697
Accrued accounts [Dedrick], 1169; Impor Manila, 22, 150, 405, 594, 954, 1219
Aug. 7 213 to 256 Claims
tance
accounting,
of [Forbes],
Difficulties
809 of standardiz Milwaukee, 913
Newark, 634, 913, 1085, 1219, 1262
Aug. 14 257 to 298 ing [Slick], *8I3; Comment, 792 Programs, Comment, 1243
Aug. 21 299 to 340 Conference on valuation, 991 Reduction in dues, Comment, 697
Continuous inventory, Report of A. E. R. Convention
Washington,
: 870, 954, *996
Aug. 28 341 to 384 A. A. committee, 740
Depreciation and appreciation, Practice in Attendance of Eastern delegates, Com
Sept. 4 385 to 426 allowing for [Forte], 1169 ment, 697
Sept. 11 427 to 472 Journal entry system, Ohio Electric Ry. Booklets on tours, 188
[Kasemeier], 1168 Commemorative medals, 767
Sept. 18 473 to 614 Neglected phases of accounting [ Hatfield], Committee reports, 725 ; Correction, 798
Sept. 25 615 to 656 799 Departure of special trains, 634
Rents, Accounting for [McRae], c 1260 Entertainment committee, Southern Cali
Oct. 2 657 to 696 Shop-order system, ( leveland Ry. I Tacobs], fornia, 277, 634
1214 Entertainment program, 446, 634
Oct 9 697 to 790 Valuation conference, 1031 Hotel reservations, 446
Oct. 16 791 to 850 Accounting for rents. Comment, 978 Local transportation committee, 364
Advertising on cars: Meeting places, *232
Oct. 23 851 to 894 Advertising car in Kansas City, Metropolitan Papers, comment on, 615, 698
Street Ry., *1120 Papers [Arnold], 713, *803; [Bourne],
Oct. 30 895 to 936 Advertising car to stimulate traffic, Boston 707; [Lilienthal], 710; [McGrmw],
Nov. 6 937 to 976 Elevated, *149 723; [Shoupl, 807
Recruiting appeal on London buses, *186 President's address [Allen], '701; Com
Nov. 13 977 to 1018 (See also Publicity) ment, 698
Air compressors (See Brakes) Proceedings, 725
Nov. 20 1019 to 1064.. Air washers
•240 for Kansas City turbo-generators, Program ; Progress, 188, 362 ; Comment.
Nov. 27 1065 to 1104 386; Changes, 404
Akron, Ohio: "Red•868
Special" tour, 404, 674, 768, 822.
Dec. 4 1105 to 1150 Northern Ohio Traction & Light Co.:
Franchise decision, Unfavorable, Ohio Registration figures, 822
Dec. 11 1151 to 1196 Supreme Court, 883 Speakers and their subjects, 107
Dec. 18 1197 to 1242 Franchise dispute with Stark County Transportation arrangements, 107, 150,
commissioners to go to U. S. Su 232, 319, 594
Dec. 25 1243 to 1284 preme Court, 1050 Transportation
•868 day at the exposition,
Safety-first meetings, 867
Work-train report, Daily [Blinn], c *636 Jitney data. Pamphlet issued, 1085
Alabama Power Co. (See Anniston, Ala.) '(Granting of full membership privileges to
Alabama Traction, Light & Power Co. (See New Manufacturers' Association recom
York City) mended by executive committee, Com
Albany, N. Y.: Membership
ment, 1199 pin, 446
Aberdeen. Wash. : Albany Southern R. R. :
Gray's Harbor Ry. & Lt. Co.: Annual report, 966 Mid-winter meeting to be held at Chicago, 870
Reduction in fare ordered, 1191 Motor-bus competition [ Hewes], 18; Dis Motion picture exchange in safety work. Prac
Accident claim department: cussion, 15 ticability of [Warnock], 820; Comment,
Accident fakir apprehended in New Jersey, United Traction Co.: 793
1013 Car purchase and reconstruction order, Safety code meeting, 996
Accidents, various types of cars, Brooklyn, 19 Public Service Commission, 334 American Electric Railway Claim Agents Asso
Advice to trainmen, 379 Ihscipline dispute. Arbitration hearing ciation (See Claims Association)
Bad advice to women in accident cases proposed, 1007; [Iearing, 1092 American Electric Railway Engineering Associa
Business
[Franklin],
principles
1174in claim work on Pitts Jurisdiction of unions, Dispute, 35, 120, tion:
841 ——Committee meetings:
burgh Kys.. *139 Near-side stop in Albany, 784 lltock signals, 1262
I•815
index, Value in claim work [Reynolds], Service order, 42 Buildings and structures, 108
Transfers to Schenectady Railway cars, Executive, 996
. data for claim settlements, compared Order 283; Decision, 891 Standards, 188, 232
with length of employee's service. Mo Wage and working agreement renewed, Standard style of specifications, 108
bile Light & R. R. Co. [Sherwood] 912 162 Subjects, 996
Handling employees and settling claims Strike, 460; Arbitration board organ Committee subject assignments for 1916, 1219
Pittsburgh Rys., *436; Comment, 428 ized, 777; decision rendered, 1230 Convention :
——Investigating automobile accidents. Northern Albuquerque, N, M, : Committee reports, 745
Pacific Ry. [Benton], 11 Albuquerque Traction Co.: Papers [Winslow and Teesdale], 754
Investigation of collision cases [Aston], 10 Foreclosure sale, 887 President's address [Crecelius], 745
Medical department in claims work [Carson], City Electric Co.: Proceedings, *745; Comment, 700
11 Acquires Albuquerque Traction Co., 887 Program, 363
——Personal injury c*ses. Practice in, and cost Alexandria, La.: Nominations of officers, 319
to railways [Bishop], 234 Alexandria Electric Street Ry. : Reports at San Francisco, Comment, 700
Relationship with medical department [Hand- Operation by city begun, 603 Specifications, Value of. Comment, 299
Ion], 63 Allcntown, Pa.: American Electric Railway Manufacturers' Asso
——Safetv-first movement: Lehigh Valley Transit Co.: ciation:
Organization of safety committees [ Boyn- Improvements to track, roadway and Annual meeting, 768
ton], 8 equipment, 644 Committee appointments, 319
Work of claims investigator [Young], 8 Time conservation in passenger and Full membership privileges recommended by
Automobile accidents at grade crossings, freight traffic [Spring], 1209 A. E. R. A. executive committee, 1218,
Conference to prevent, 1012; Comment, Wage increase, 1274 Comment, 1 1 99
979 Altoona, Pa.: —-—Membership and finances, 1 1 76
Motor-vehicle accidents, Need of uniform Altoona & Logan Valley Elec. Ry.: American Electric Railway Transportation & Traf
State, county and city laws to prevent Motor-vehicle accident prevention. Need fic Association:
of uniform State, county and mu Committee meetings:
[Hare], 812: Comment, 792 nicipal laws [Hare], 812; Comment, Executive, 1041
Accident data classification [Slick], *815; Com 792 Standards, 108
ment, 792 Amalgamated Association of Street & Electric Subjects, 1041
Accidents: Ry. Employees: Uniform definitions, 22, 150
Decrease in New York City, Effected by — Arbitration endorsed bv convention, 644 Committee subject assignments for 1916, 1220
near-side stop, 1190 Biennial convention, 417, 601 Convention :
Hurricane damage in Texas, * 361 American Association of Engineers: Committee reports, 756
——New •631, York685City, Cave-in in new subway, ——Purpose of organization, 594 Presidential address, 756
Niagara Falls wreck. Inquiry, 252, 422 American Electric Railway Accountants* Associa Proceedings. *756; Comment, 699
Reduction in, due to safety work, Brooklyn tion (See Accountants' Association) Program, 364
Traffic
Rapid
accidents
Transitin Co.,
Los 84Angeles, Proportion American
Addresses
Electric
bv officers
Railway atAssociation:
Spokane and Port Reports at San Francisco: Comment, 699
American Institute of Electrical Engineers:
Wreck due due
to automobile,
to reckless 846
operation in Berlin, land, 768 Convention at Deer Park, Md., *55
Anthony N. Brady medal, 23 ——Convention
Higher temperature
papers, *582:
limitsComment,
for electrical
575 ap
•391 Burepu of standards for interurhan railways
Accountants' Association: planned, 108 paratus. Paper on, 1041
Convention : Committee meetings: Preservative treatment of wood poles. Report
Committee reports, 736 Acra advisorv, 1218 [Rhodes, Hosford], "879
Papers [ Willcutt] , 705 ; [ Burington] , Executive. 1218, 1261 American International Corporation, Incorpora
Presidents recommendations, 1218 tion, 1096
720; [Clark], 721; [Hatfield], 799;' Public relations, 1218 American Public Utilities Co. (See Grand Rap
[Forbes], 809 Safety code conferences, 798 ids, Mich.)
.0 (Abbreviations: * Illustrated, c Correspondence.)

MAY .3.917 385814

IV INDEX [Vol. XLVI
American Railways. (See Philadelphia, Pa.) Bangor, Pa.: Bridges:
American Society for Testing Materials: Bangor & Portland Tr. Co.: Apportionment of costs between street rail
Explanation of failure to agree with A. E. R. Merger with Northampton Tr. ~Co. ap ways and cities [Spofford], 53
E. A. on trolley wire specifications, 62 proved, 1277 Reinforced concrete viaduct in Kansas City,
American Society of Mechanical Engineers: Bangor
^New& electric
Aroostook
railway,
Railroad:
Agreement with Maine 633 approach recommended for Cleveland
Graphical presentation of data, standards for, Subway
305 for fixtures and fittings, standardi . „ Central RR. to build, 1007 bridge, 461
Threads Bascule bridge, Double-leaf, Method of installing Traffic data for bridges in London [Spofford],
zation, 838 trolley wire [Foster], M042 53
Winter meeting, 1176 Bay State Street Ry. (See Boston, Mass.) Traffic in New York City, 167
American Water Works & Electric Co. (See Beaver Valley Traction Co. (See New Brighton, British Columbia Electric Ry. (See Vancouver,
New York City.) Pa.) Can.)
Analysis of cost records, comment, 1 Berkshire Street Ry. (See Pittsfield, Mass.) Brooklyn Institute for Safety:
Anderson, Ind. : Binghamton, N. Y. : Safety work in schools and at playgrounds,
Union Traction Co. of Indiana: Binghamton Ry.: 691
Claims•813;statistics standardization
Comment, 792 [Slick], All-steel cars for city service, '1269 Brooklyn, N. Y.:
Birmingham, Ala.: Brooklyn, Queens County & Suburban RR. :
Depreciation and appreciation, practices Birmingham, Ensley & Bessemer RR. : Revenue tax case, Favorable decision, 776
in allowing for [Forse], 1169 Reorganization plan adopted, 688 ——Brooklyn Rapid Transit Co.:
Safety magazine (Slick], *274 Birmingham-Tuscaloosa Ry. & Utilities Co. (See Annual report, 203
Spacing steel ties [Mitchell], 1266 Tuscaloosa, Ala.) Car-capacity order by health board in
Annapolis,
AnnapolisMd. Short
: Line: Blue Hill Street Ry. (See Canton, Mass.) effect again, 971
Boilers and equipment: Center-entrance car operation [Gove],
Station surroundings, improving, *187 Air intakes increase furnace capacity, *641 14, 19
Trolley wire and pantograph shoe wear Feed water. Equipment for testing [Crum Crossing special work [Williams], *678
[Crouse], '638 ley], '152 Curved heads for girder rails to reduce
Anniston,
AlabamaAla.:Power Co.: Feed-water recorder (Hoppes Mfg. Co.), *242 corrugation [Cram], *1246; Com
Fusible plugs. Deterioration, 1002 ment, 1245
One-man car operation, closed cars re Recorder for measuring boiler feed water Elevated track relocation, Committee re
built for [Kenyon], 1035 Silica-graphite
(Harrison paint
SafetyforBoiler
boilers,
Works),
Economy
*284 in port, 925
Anthony N. Brady, memorial medal, 23 First-aid equipment, 651
Appraisal of railway property: using, 195 Fresh-air cars, 1059
Bay State Street Ry., 1121 Valves, Double-cushioned non-return (Golden- Girder and high T-rail renewals [Cram],
——Conference
Detroit United on valuation,
Ry., 923 991 Anderson Valve Spec. Co.), *838 c 873
Boise, Idaho: Group insurance plan, 610
Funds for appraisal, offer to advance, Puget Idaho Traction Co.: Increased rent for operating over Wil
Sound Traction, Light & Power Co., 840 Boise Railroad to. be returned to former liamsburg bridge proposed, 1 140
Minneapolis Street Ry., 417 owners, 249 Indictment of superintendent for failure
Original cost in valuation work, Comment, Fare increase allowed, 128 to comply with commission order,
1020 of public service commission, com Boise Railroad: 1052
—■— Valuation Segregation from Idaho Traction Co., 249 Mechanical department. Organization
pany's brief, Portland Railway, Light & Transfer controversy, 335, 423, 652 progress, 826
Power Co., 922 Boston, Mass. : Metal poles, Reinforcing [McKelway],
Valuation conference, Interstate Commerce Bay State Street Ry. : "365
Commission, 676, 1031 All-service, combination car. Body equip Surface line organizations make safety
Valuation,
•713, *803;Foundation
Comment,principles
698 [Arnold], ment details, *854; Comment, 853; report, 84
Electrical
•1068 and mechanical equipment. Time lost by employees reduced by med
Arbitration. (See Strikes and Arbitrations.) ical examinations, 652
Ardmore, Okla. : Annual report, 1187 Tongue switch for special work [Wil
Ardmore Electric Ry. : Cost of shop equipment, 1173 liams], '639
Property to be sold, 1056 Employees pass resolution condemning Track-laying for elevated railway, Con
Asbestos production in 1914, United States, 403 arbitration award, 119 tract approved, 201
Atlanta, Ga. : Equipment department organization, Track layout at yard entrance [Striez-
Atlanta Northern Ry. : *671 ; Comment, 659 heff], *876
Fare reduction for children denied by Fare increase petition, 468, 891; Com Training school for employees, *344;
commission, 468 ment, 427; Hearings, 692, 1006, Comment, 343
Near-side stop ordinance passed, 1280 1052, 1121; Commission declares its Water pipes crossing over trolley wires
Atlantic City, N. J.: jurisdiction, 1279 [McKelway], *770
Atlantic City & Shore R.R. : Passenger department's new offices, *406 -Safety campaign by Brooklyn Institution for
Arrangements for testing electrical equip Power station organization, 911 Safety, 1059
ment [Faber], *24 Roadway machinery and tools. Cost, 1227 Buffalo, Lockport & Rochester Ry. (See Roches
Motor overhauling
Open-car [Faber],
reconstruction *677 •110
[Faber], Vacuum-cleaning car [Haines], *323 ter, N. Y.)
Valuation of property to support fare in Buffalo, N. Y.:
Receivership, caused by jitney compe crease application, 1121 Buffalo & Depew Ry.:
tition, 1 142 : Comment, 1105 Way organization, 229 Strike, 1095, 1186, 1232
Atlantic Shore Ry. (See Kennebunk, Me.) - — Boston Elevated Railway: Buffalo & Lake Erie Tr. Co.:
Augusta, Ga. : Advertising by display of scenes on con Foreclosure suit. Referee appointed, 1276
Augusta-Aiken Ry. & Electric Corp. : verted car, 109, '149 International Ry. :
Annual report, 647 Annual report, 1008 Accident in Niagara Gorge, 126, 252, 468
Fare increase granted, 423 Arbitration board refuses to reopen wage Insufficiency of the 5-cent fare [Con-
Aurora, Elgin & Chicago R.R. (See Wheaton, case, 120 nette], 18; Discussion, 15
111.) Card index. Value in claim work Freight interchange with New York Cen
Australia: [Reynolds], '815 tral, 783, 972
One-man car operation in various cities, ex Carhouse destroyed by fire, 966 New York jitney-bus law [Connette],
periences with, 1112 Company library. Methods of developing c 21
New South Wales: and indexing, 1118 Service and equipment improvements,
Government Rys. & Tramways: Dividend rate maintained, 249 1230
Annual report, 926 Handling traffic at baseball nark, *621 Two-car train operation during rush-
Sydney: Safety features and recommendations for Wellsvillehours,
& Buffalo
971 Railroad:
Electrification projects, 1037 elevated lines, 159 Incorporation, 1235
Austria:
Vienna: Transfer abuses. Hearing, 1278 Buffalo & Susquehanna Railroad:
Transportation of troops, Co-operation Property bought by syndicate, 1188
Overhead construction, Vienna-Pressburg with government [ Rancroft], c 1125 Burlington (Vt.) Traction Co.:
electrification | Seefehlner], c 593 Street railway conditions compared with
Automatic substations. (See Substations and Glasgow [Gordon], 443 ——Convertible cars (Jones), *71
equipment.) -Transit commission. Annual report, 965 Butte^Contact
Anaconda systems,
& Pacific
Construction
Ry. : and mainte
Automobiles : Boston & Worcester Street Ry. : nance [Cox], *59
Accidents, conference on, 1012 Wage increase for employees, 1013
Competition with steam and electric rail Brakes:
ways, Comment, 938 Air-brake apparatus, Outfit for testing [Par
Effect on street car travel [Beeler], c 590; sons], '1128
Comment, 577 -Air-brake hose coupling (National Hose
Influence on Denver traffic, *.UI9; Comment, Coupling Co.), *194 Cables :
301 Air compressor for light-weight, low-floor Combination insulator and splicing sleeve
Producer of hard times [Heeler], c 1125 cars (National Brake & Elec. Co.), *681 Feeder
(Drew grip,Electric
Quickly
& Mfg.
adjustable
Co.). *114
(Mathias
Reckless driving, Comment, 979 Brakeshoe record, Oregon Electric Ry.
Auto-train at Panama-Pacific exposition, 581 [Clough], *5SS FiberKlein
ducts& for
Sons),
feeder
*680cables at Worcester
Axles (See Wheels and axles) Electro-pneumatic brake. Details, Pennsyl
vania RR.; Philadelphia Paoli electrifica -Flexible
(Fibresupport
Conduit for
Co.),lead-covered
*1182 cables
tion, *981
Full-flanged brakeshoes. Results with, South (Transit Development Co.}, *600
B ern Pacific Co. [Hewitt], 1223 —■— One-piece splicer for feeder cables, United
Hand-brake pressures [Greenough], c *276; Railroads of San Francisco ( Fosterl,
•955
[Home], *77, c 277
Ball bearings, Effect on speed and operating cost Heavy duty on a geared brake, Northampton Preventing kinks in handling coils of wire
[Farr], *239 Tr. Co., *1047 [Koppel], *66
Baltimore & Ohio Railroad: Minimum car weights suitable for clasp Testing insulation, method, 1227
Train operation by signals alone, '434 brakes, Comment, 47 Cairo, 111. :
Baltimore, Md. : ——Pipe joints, Insulating, for air-brake equip Cairo Electric & Traction Co. :
United Rys. & Electric Co.: ment (MacAlIen Co.), *411 Brake, Semi-automatic, to stop cars.
Equipment improvements. Recommenda Semi-automatic, to stop cars. Patent to mo- Patent to motorman, 838
tion for, 1139: company's reply, torman, Cairo Electric & Traction Co., California:
1229 838 Commission jurisdiction enlarged, 285
Motor-bus
207 line established by' company,
y Slack take-up device for adjusting air brake Motor-bus freight business declining, 846
piston travel ( Johns-Manville Co.), *921 Comment, 851
(Abbreviations: "Illustrated, c Correspondence.)
 July-December, 1915] INDEX V
Calgary, Canada: Charlotte, N. C: China: ( Continued)
Calgary Municipal Ry. : Southern Public Utilities Co.: Shanghai:
Employees purchase machine gun, 600 Track construction. Reinforced concrete Trackless trolley operation resumed,
Canada: beam [Horton], *324, Comment, 299 642
Hydroelectric Power Commission of Ontario, Charts as exhibits in wage dispute arbitrations, Choctaw Ry. & Lighting Co. (See McAlester,
Plans, 863, 965 *664; Comment, 657 Okla.)
(See also various cities) Chicago : Cincinnati, Bluffton & Chicago R. R. :
Canadian Electric Railway Association: Arbitration hearings between railways and Reorganized under the name of Hunt
Annual meeting, 108 employees, 75, 146; Comment, 133, 135; ington, Bluffton & Portland R. R.,
Canton, Mass.: Summary of award, 118 289
Blue Hill Street Ry.: Board of Supervising Engineers: Cincinnati, Dayton & Toledo Tr. Co. (See Ham
Fare increase granted by Massachusetts Comments on effect of gear ratio on ilton, Ohio)
commission, *226; Comment, 215 operating economy, *68 Cincinnati, Ohio:
Capacity of single track, Analysis, Railway Sig Energy cost, Increase in, for rush-hour Columbus, Delaware & Marion Ry. :
nal Association, 580 service, 138; Correction, 190; Com Track relocation, Opinion by State at
Capital Traction Company (See Washington, ment, 173 torney-general, 776
D. C.) Chicago Surface Lines: "Experience ordinance" passed governing
Car design: Advertising campaign, *823 strike employment, Provisions, 890 ;
Avoiding inaccuracies in street car building, Advertising campaign to be investigated Comment, 895
Detailed
Comment,
weights1067
of equipment for Bay State by city, 1053 Interurban Ry. & Term. Co.
car, 1071 Club meeting, 1214 Fare decision unfavorable to company,
End-entrance cars, converting open cars Energy cost and load factor, Analysis, 1146
into [Colby], *451 138; Comment, 173; Correction, 190 Municipal line recommended, 78
High-speed cars without center sills, Chicago Fresh-air car service, 1100, 1237 Rapid transit route adopted, 1271
& Milwaukee Ry., *388 Jurisdiction dispute between city and Transit commission:
Improved equipment [Stucki], 625 Illinois utilities commission, 890, Appointed by mayor, 1094
light-weight. Status of ["Manager"], c 238 931, 971. 1146, 1236 WestOrganized,
End Rapid1138 Transit Co.:
——Method of determining body size. Empire President's salary approved by city
United Rys., *578 council, 1140 Franchise for extension, Application to
Reinforcing high-speed intcrurban cars, Regulation of electric railways by com City Council, 646
Aurora, Elgin & Chicago R. R. [Bow missions, Factors involved [Busby], New line to be built, 461
man], M221 1081 City Electric Co. (See Albuquerque, N. M.)
Safety lectures, *267 City service for village traffic, Comment, 427
Sectional interior arrangement for separat Service order, Illinois utilties commis ClaimsConvention
Association: :
ing passengers into groups, *26 sion, 775
—<—Standards as a remedy for cars at less than Skip-stop test planned, 168 Papers [Hare],
cost, Comment, 378; [ Gonzenbach], Standing vehicles in loop district, Re [Slick], 813;812;[Reynolds],
[Bennett], •SIS;
813;
c447; [Storer], c635, Comment, 615 moval urged, 1279 [Dixon], 818; [Boynton], 819;
Standards difficult to establish ["Transporta Statement regarding strike, 35 [Harrison], 820; [Warnock], 820
tion Man"], 914 Vehicular interference, 971; Publicity to President's address [Tichenor], 811
Steel car, Slight damage in collision, "405 eliminate, 1192 Program, 363
Step height ordered reduced in Portland, Consolidation
Wage dispute, of surface
34, 246,and884,elevated
923, 966linet, Proceedings, 767
Ore., 468 Elevated
Proposed,
Railroads:
1050 ——Problems of the association, Comment, 792
Ultra light weight [Lambert], c402 Cleaning of cars:
Car development [Stucki,] 625 Accounting for rents [McRae], c 1260 Vacuum cleaning car, Bay State Street Ry.
Card records in track work. Method of indexing Annual report, 1141. 1233 [Haines], *323
[Campbell], *407 Employees, Physical and mental exami Vacuum system used in San Francisco
Carhouses and yards: nation of [Fisher], *216; Comment, [Allen], *516
Storage yards B3S6
and operating stations at Clearances for future railway construction fixed
Cleveland, 213 by Illinois utilities commission, *228
Energy consumption reduced through Cleveland & Erie Ry. (Sec Girard, Pa.)
Cars: training employees, 391
First-aid system and equipment [Fisher], Cleveland, Ohio:
All-service, Combination, Bay State Street Cleveland, Akron & Canton Terminal R. R. :
Ry., Equipment, *854; Comment, 853; 430 Subway franchise, 119, 247, 416, 882,
Body framing and electrical and me "Fresh-air" cars put in operation, 971 963
chanical equipment, *1068 Safety measures for train operator, *302 Cleveland & Eastern Traction Co.:
Center-entrance, Reconstructed from open Safety record for ten years, 932 Steel car, light weight, *30
car, Atlantic City [Faber], 110 Wage dispute, 34, 246, 884, 923, 966 Cleveland & Ohio Central Electric Ry. :
Double-deck (Sec Double-deck cars) Yellow journalism disarmed with facts, Proposed route, Changes in, 286
Improvements in low-floor type, Pittsburgh, Comment, 343 Cleveland Ry. :
*4 Elgin & Belvidere Electric Ry. : Crossing installation, *1133
Metropolitan Street Ry. [Weber], *77l Substations, Automatically controlled Cement-sack-cleaning machine, 772
One-man (See One-man cars) [Allen and Taylor], *583; Com Fare franchise in Lakewood, company
Refrigerator, Detroit United Ry. [Keller], ment, 575, 576; Savings [Davis], plans to operate under, 1005
•1044 772 Free use of proposed subways, 416
Metropolitan West Side Elevated Ry. : Municipal ownership ordinance, 462,
Remodeled interurban. Compact seating ar Gears and pinions. Specifications for 686, 924, 963
rangement, Milwaukee Electric Ry. & Lt. [Johnson], cl89 Operating, interest and maintenance
Co., *834 Middle West Utilities Company: funds, Report asked by council, 1232
Semi-steel, Empire United Rys., *578 Annual report, 37 Paving dispute. Suit filed by city, 964
Single-truck, center-entrance, low-floor type Subway construction urged by Mayor, 778 Plow to tear up pavement, *73
at Glens Falls, N. Y. (Laconia Car Co.), Terminal electrification and smoke abate Rail bonds, Application by electric braz
Steel:M22(. ment : ing [Creceiius], *236
Forecast of report, 286, 964 Shop-order system for car rehabilitation
Hinghamtou Ry., * 1 269 Report of committee, *1113, 1138; Com [Jacobs], 1214
Center - entrance, Washington - Virginia ment, 1106; [Smith], c 1216; Esti Storage♦1001 bins. Steel, for coal and sand,
Ry., *282 mated costs, * 1 159; Comment, 1153;
Chicago & Milwaukee Electric Ry., *388 [Goss], 1272 Storage •356 yards and operating stations,
Cleveland & Eastern Traction Co., *30 Report ignored by city council, New
Limited, local and express and freight, Traction committee
consolidation appointed,
commission.
1185 Ordi Ties, Steel twin, on Brooklyn-Brighton
Details, Michigan Ry., *1154 Bridge, *834
London & Port Stanley Ry., '27 nance authorizing creation, 1 138, 1273 Cleveland, Southwestern & Columbus Ry. :
Pacific Electric Ry. [Small], M89 -Traffic count of vehicles, 632 Electrolysis ordinance suit withdrawn,
Trailers. All-steel, light-weight, Long Island —Subway construction proposed by Mayor, 161
R. R., M36 329 Freight service at night planned, 422
Cars at less than cost (See Car design: Stand West Side Elevated R. R.: Steel vs. wood ties in city track con
ards) Top - contact unprotected third - rail struction, Comparative cost [Nes-
Catenary construction (Sec Overhead contact Chicago & Joliet [Jones], »55 ter], *1089
system) Electric Ry. (See Toliet, 111.) Cleveland & Youngstown R. R. :
Cedar Rapids, Iowa: Chicago, Lake Shore & South Bend Ry. (See Franchise for freight terminal, 35, 119,
——Iowa Ry. & Lt Co.: Michigan City, Ind.) 161, 247, 461, 882, 963
Service in Iowa City, Arrangements for, Chicago land, & Milwaukee Electric Ry. (See High Smoke abatement report, 604
926 111.) Subway approach recommended for new
Cement-sack-clcaning machine, Savings effected, Chicago, Milwaukee & St. Paul Ry. : Traction
bridge,matters,
461; Plans
840 submitted, 1271
Cleveland Ry., 772 Electrified division, Operation to begin Dec. Coal and ash-handling apparatus, Springfield Ry.,
Central Electric Railway Accountants' Associa 8, 1137 •898
tion: Locomotive: Coal production in Pennsylvania, Bituminous, 284
Electric, Exhibition of, #1036
^"president's address ICavanaugh] and Mileage, Effect of electrification. Com Coasting, (Effect Coasting See Energy consumption)
on running time. Comment, 299
papers [ Kasemeier], 1 168 ; [ Ded- ment, 1066 Coffeyville, Kan.:
rick](1169; [Forse], 1 169; [Jacobs], Tests on electrified division, 1175, * 1 2 1 5 ——Union Traction Co.:
1213 Signal system for electified section, 605 Locomotive-express car, Details, *995
Central Electric Railway Association: Substations, Location and equipment, *794 Colorado Electric Light, Power & Railway Asso
Increasing passenger traffic by advertising, Chicago, Ottawa & Peoria Ry. (See Joliet, 111.) ciation:
Comment, 1245 Chicago, South Bend & Northern Indiana Ry. Annual meeting, 826
November meeting: _ (See South Bend. Ind.) Columbia, S. C. :
Proceedings, committee reports and Chico, Cal. : Columbia Ry., Gas & Electric Co.:
Repair chargespapers, to
1039,
foreign
*1075 equipment. Com Northern Electric Ry. :
Reorganization plans, Preliminary, 80; Columbus,Strike ended, 645
Delaware & Marion Ry. (See Cincin
mittee report, 1079 Details, 886 nati, Ohio)
Charleston, S. C: Chile, S. A.: Columbus, Ohio:
" ston Consolidated Ky. Concepcion : Columbus Ry., Power & Light Co.:
Employees differences submitt nitted
— to arbi- Catalogs wanted by Compania Electrica Accounting review [Burington], *720
tration, 1187; Decision rendered, de Concepcion [Thomas], c403 Steel tie, solid concrete track construc
1274 ( hina : tion [Ackerman], *956
Charleston,
Jitney discrimination
W. Va.: . cases dismissed, . 610 Canton : Transfer abuses, Attempt to correct,
Street railway proposed, 188 1192
(Abbreviations: * Illustrated, c Correspondence.)
VI INDEX [Vol. XLVI
Commonwealth Power, Railway & Light Co. Detroit, Mich.: Elgin, Joliet & Eastern Ry. :
(See Grand Rapids, Mich.) Board of street railway commissioners closes Expanded
Company Sections (See American Electric Rail office, 1095 •1091 metal poles replace wooden poles,
way Associations) Detroit U nited Ry. : EI Paso,
EI Paso
Tex.:Electric Ry. :
Concrete mixerSj Uniform rating, 838 Accident decrease, 168
Conestofja Traction Co. (See Lancaster, Pa.) All-steel, center-entrance trail cars [Kel Home-made wheel grinder [ Morse],
Connecticut Co. (See New Haven, Conn.) ler], M131 *25
Connecticut : Appraisal of the properties. Valuation Safety-first movement. Justification of
Annual report of public service commission, figures, 923 [Dixon], 818
1275 Extensions planned by city officials, 1053 Watt-hour meter records, *12
Constitution, Revision of, Defeated in New York Purchase by city, Proposed: Empire United Rys. (See Syracuse, N. Y.)
State, 963 Agreement approved by directors. Employees:
Contact system (See Overhead contact system; 121 - ■ -Address to employees by salesmen sug
Third-rail contact system) Agreement signed, 288 gested; Comment, 385
Contact systems: Comment, 258 Arbitration (See Strikes and arbitrations)
Technical terms, ( lassification [Mcllcnry], Contract approved by stockholders, Books for, Galesburg Ry. & Light Co. [Han-
c 275 244 naford], c448
Controllers and wiring: Contract approved by street railway ubroom features of Cleveland operating
"ontrol features for 1500-volt d.c. cars. commissioners, 199 stations, *356
Southern Pacific Co. [Sears], * 55 1 Defeated in November elections, 963 Compensation law interpreted in Ohio, 1185
ontroller segments, Resawing to smaller Negotiations, 41, 76 ourt decisions affecting labor ; Comment,
size [Miller], *236 Opposed by organized labor, 458 342
Control system, 5000-volt, Michigan United Plan accepted hy City Council, 328 Disciplining recruits, Method recommended
Control
Traction
system,
Co.,Pennsylvania
#660 R. R., Phila Referendum date fixed, 373, 881 by A. E. R. A. committee. 766
Refrigerator car. Details [Keller], M044 Empire United Ry. union dispute settled,
delphia-Paoli electrification, *981 Skip stop: 971
Field control, Experiences [Lloyd], 191 Campaign to popularize, 1100 Examination, physical and mental, for train
Jones' control, Pittsburgh Cars, *4 Experiment begun, 1 146 service [Fisher], *216; Comment, 213
Converters (See Substations) Raised safety
Proposed, zones,
1013Plan to experiment -"Experience ordinance" in Cincinnati; Com
Correspondence schools for railway training. ment, 895
Irresponsible [Mills], c 1 1 25 with, 1145 Group insurance, Brooklyn Rapid Transit
Corporation and public morality. Comment, 259 Developing industrial center, Co-operation in ; Co., 610
Corrugation of rails (See Rails) Comment, 387 Handling claim department employees, Pitts
Cost data. Liberality with, 48 Development charges. Practices in early traction burgh Rys., *436; Comment, 428
Costs (See Maintenance records and costs. Oper his*ory: Comment, 576 Instruction and welfare work, Hampton,
ating records and costs) Directors, Cumulative voting for; Comment, 257 Va., *230
Covington, Ky. : Hi rectors, Rewarding efficencv through stock Instructions for safe operation. Method
Overcrowding ordinance to be enforced, 1279 ownersbip. Comment. 1151 [Harris], *53I
South Covington & Cincinnati Street Ry. : Directors of corporations, Ethics in speculation Instruction in first-aid work. Elevated Rail
Franchise decision favorable to com by; Comment, 214 roads of Chicago [Fisher], *430
pany, 1137 Directors' responsibility, I. C. C. report on Rock ——Medical and operating requirements. Ele
Crossing clamps for telephone and telegraph Island R. R. bankruptcy, 329 vated Railroads of Chicago, *302
wires, *598 Directors who direct, Need for, Comment, 385 Medical examinations reduce lost time,
Cuba: Dispatching trains: Brooklyn Rapid Transit Co.. 652
Havana Electric Ry., Light & Power Co.: Baltimore & Ohio R. R., Operation by sig Mileage-basis wage agreement, Illinois Trac
Annual report, 463 nals only, *434 tion System, 1279
Cumberland Countv Power & Light Co. (See Signals replace telephones. Cumberland New publication, Kentucky Traction &■ Ter
Portland, Me.) ( ounty Power & Light Co., * 1 224 minal Co.. 1191
Current collecting devices: Doors, seats and windows: Opportunities in the electric railwav field, 3
Pantograph shoe wear, Annapolis Short • Extensible trapdoor for vestibule (O. M. Ed Opportunities of technical graduates enter
Pantographs,
Line [Crouse],
Iron roller
*638 and roller bearing, wards Co.), *642 ing electric railway work; ' omment, 429
Extensible
•116 trapdoor. Pennsylvania R. R.. Pension svstem established. Third Avenue
Roller
Southern
pantograph
Pacific maintenance,
Co. [Hewitt], Southern
'546 Ry., New York, 168
Seat, Adujustable, quick acting, for motor Receive bonus for accident prevention in
Pacific Ry. [Sears], * 5 5 1 men (Railway Specialties), * 1 14 Kansas City, 604
Trolley Seat for motorman, Adjustable, *242
■ *409 harp, Split self-lubricating [Feist], Double-deck cars. Danger to passengers, 954 Requirements for employment [ Winsor], 9
Reward to conductor for good service in
-Trolley stand, Self-lubricating, Sioux City Drinking-shop,
fountain
• 1 56guard in Holyoke Street Ry. collision, Southern Traction Co., 867
Service Co. [Feist], *365 Safety-first meetings, Northern Ohio Trac
——Trolley wheels and harns of high current- Drinking water dispenser [Palmer], * 28 1 tion & Light Co., 867
carrying capacity (Star Brass Works). Dubuque, la.: Shortage due to war, Glasgow Corporation
*920 ——I nion Electric Co.: Tramways [Dalrymple], 860
Trolley wheels of 10-in. diameter [Miller], Bearing-babbitt furnace [Donovan], * 1 53 Shortage of, in England due to war, 224
One-'"an
*278
Trolley wheel with grease reservoir, San •1090operation. Remodeling cars for, Sliding wage scale and profit-sharing plan
opposed by emplovees, Wilkes-Barre Ry.,
Francisco-Oakland Terminal Rvs. [Jack 288; Comment, 257
son], *449 Surprise check results on Chicago, Lake
Curtain fixture without pinch handles (Railway Shore & South Bend Ry., 930
Supply & Curtain Co.) *773 Training school, Brooklyn Rapid Transit
System, *344j Comment, 343
Earnings of electric railways compared with Wage and service agreement. Proposed,
other industries [Doolittle], 106 Elevated R. R.s. of Chicago, 923
Earth resistance. Method of measuring, 995 Wage increase:
Eastern Pennsylvania Rys. ( See Pottsville, Pa. ) Boston & Worcester Street Ry.. 1013
Easton, Pa. : Charleston Consolidated Rv. X- Lighting
Dallas, Tex. : —Northampton Tr. Co. : Co., 1274
Dallas Consolidated Street Ry. : Geared brake. Heavy duty on. "1047 Lrhieh Valley Transit Co., 1274
Promoting publicity. 373 Merger witb Bangor & Portland Tr. Co. Manchester. 1 146
Moving picture campaign, 468 approved, 1277 Massachusetts Northeastern Street Ry.,
Southern Traction Co.: East St. Louis, 111.: 252 for. San l-'rancisco Municipal
Repair shops in Monroe, * 1 76 East St. Louis & Suburban Ry. : Request
Davenport. Ia.: Eree transportation curtailed, 84 Ry., 883
Tri-City Ry. & Light Co.: One-man car service upheld hy court. Wheeling Traction Co., 1059
Motor 784 Wage proposal rejected by, Chicago Elevated
•997repair methods (Sutherland] , Edmonton, Canada: Rys.. 246
Dayton, Covington & Piqua Traction Co. (See Mur ' ' i! ownership. Features of f Reat], Wage reduction granted to British Columbia
West Milton, Ohio) 840 WageElectric
scale. Ry.,
Graded
392;according
Comment,to385length of
Decatur, Ind.: Electrical
Publicityprosperity
features,week
1094:
Fort Wayne & Springfield Ry. : service [ Sherwood 1, 912
Property to be sold by receiver, 1234 Electric railway development, History [McGraw]. —Welfare work :
Receiver asked for in bond conversion *723 Brooklyn Rapid Transit Co., 826
suit. 887 Electric Railway Journal: Interborough Rapid Transit Co..
Sale of property. Bids received. 1097 — Annual convention issue, *473 Los Angeles Ry. [Lieber|. '506 •710:
Denver. Col.: Convention report number, 615 United Railroads [ Lilienthal],
—Denver Tramway : — Equipment and I*s Maintenance Department, Women Comment,
conductors 698
:
Annual report. 464 One year of, 300
Automobiles. Effect on railwav traffic — Golden (late cover picture, 586 Berlin, *675
[BeelerK 590; Comment. 577 Indtx as a synopsis. Comment, 1244 Glasgow. M90
Dividend suspension. 887 • Reporting the San Francisco convention; Rome, *219
Near-side stop controversy, 379, 468 Comment, 85 1 Service condition.' L. 1255
Skip-stop and express service. Experi Electric railways. Future for; Comment. 429 Workmen's compensation la Providing for
ence with r Wellsi, c448 Electric shovel for railway work (Thew Auto employees. New York Rys., 912
Traffic investigation [Toll], #309; Com matic Shovel Co.), *681 Workmen's compensation law in. Pennsyl
ment, 301 Electrolysis: vania [IIofTnianl. 1210; [Mackev],
Depreciation and appreciation. Practice in allow Corrosion of snan wires and insulators 1213; [Tingley], 1207; comment, 1198
ing for [Fores], 1 169 Effect1 Foster],
on engineering
*582; Comment,
structures*575
[Canzl. 624
Depreciation (See also Accounting) Energv consumption:
Des Moines. Ia. : — Providence (R. I.) report, 778. 825 Chicago terminal electrification. Estimated
Des Moines City Rv. : Three-wire system, Springfield, Mass., 1228; requirements of various services, M159;
Franchise negotiations. History. 200. 461, Comment, 1 198 Comment, 1 153
603, 645, 840. 881, 966. 1093. 1137 Tests, Cleveland, Southwestern & Columbus Coasting recorders. Experience with:
Receiver appointed, 80 Ry., 161 British
•573Columbia Electric Rv. [Murrin].
Rehabilitation plans, Progress, 1271 Elevated Railroads of Chicago (See Chicago)
Elgin &- Belvidere Electric Ry. (See Chicago) San •268;
Francisco-Oakland
[AlbergerJ, 520Terinitial Rv.,
Inter-Urban Ry. : Elgin. 111.:
Handling troop trains, *274 -Near-side stops ordered by City Commission, Effect of gear ratio, B. O. S. E. report, *68
Remodeled car, Improvements in, * 1 56 692 -Increase in. for rush-hour service, Chicago:
Locomotive tests, 274; Correction, 455 Teaching patrons how to board cars, 168 *136; Correction, 190; Comment, 173
(Abbreviations: * Illustrated, c Correspondence.)
July-December, 1915] INDEX VII
Energy consumption: (Continued) Farm traffic, Development, Pacific Electric Ry. Georgia:
Power-consumption curves for cars of va [Shoup], 807 Annual report of public service commission,
rious sizes [ Hershberger], *394 Feeders : 603
Reduction effected by anti-friction bearings. Conduit construction, Worcester, Mass., *325, Germany
Berlin:
:
New York State Rys. [Cameron], M264 1 182
Reduction effected through training em Feed-in clamp, San Francisco [Foster], *322 Grosse Berliner Strassenbahn; women
ployees, Elevated Railroads of Chicago, Fenders and wheel guards: conductors, *675
391 Snow plow and life guard. Combined, Sioux Hanover
Wreck : due to reckless operation, *39 1
Resistance of electric cars at starting, Cor City Service Co. [Feist], *832
rection, 320 [Ewing], 279, c637; Com Fifth Avenue Coach Co. (See New York City) Converted
•235 cars as ambulance trailers,
ment, 258 [Wynne], c401; Com Financial:
ment, 615 Accounting for rents; Comment, 978 Miinster-Schlucht Pass combined rack-rail
Watt-meter records: ——Earnings of steam railroads, 627 Saxonyand: adhesion railway, 1091
El Paso, Tex., *12 Earnings of electric railways compared with
New York Westchester & Boston Ry., other industries [Doolittle], 106 Oil-electric car tests, 1091
822 Public interest in surplus; Comment, 852 General Gas & Electric Co. (See New York City)
Energy regeneration in mountain railway elec Securities of utilities owned by Metropolitan Girard, Pa.:
trification, Theoretical possibilities [Cas- Life Ins. Co., 687 Cleveland & Erie Ry. :
tiglioni], *858 Valuation conference, 991, 1031 Dispenser for drinking water [Palmer],
Engineering Association (See American Electric (Sec also Operating records and costs, Main *28 1
Railway Engineering Association) tenance records and costs) Glens Falls. N. Y.:
Engineering congress at San Francisco, 267 Fire protection and insurance: Hudson Valley Ry. :
England (See Great Britain) Co-operation with N. F. P. A.; Comment, 1 Single-track, low-step car (Laconia Car
Evansville, Ind. : Fire insurance companies, Forms of organi Co.), M226
Evansville Railways: zation and policies [Forse], 262 Gloversville, N. Y.:
Boiler feed water. Method of treating First-aid system, Elevated Railroads of Chicago Fonda, Johnstown & Gloversville R. R.:
[Crumley], *1S2 [Fisher], M30 Annual report, 966
Everett^ Wash. : Fitchburg, Mass.: Protection of highway crossings [ Hy-
Puget Sound International Ry. & Power Co.: —Fitchburg & Leominster Street Ry. : land], 20
SpeedOne-man
increasecarordinance
service, passed
1 100 by Council, Illustrated lectures in safety work [Ben GlensHudson
Falls. N.Valley
Y.: Ry.:
nett], 813
468 Freight and express: at night planned in Cleve Unions' jurisdiction dispute, 120
Export trade. Corporation to promote, 1096; ——■Freight service Government ownership (See also Municipal
t omnient, 1 066 land, 422 ownership)
Flange oiling to prevent wheel and rail wear, Government ownership, Evils of [Bourne], *707;
676 Comment, 698
Floors, Remedy for dusting concrete, 20 Government ownership of public utilities as a
Fonda, Johnstown & Gloversville R. R. (See political issue [Borah], 923
* Gloversville, N. Y.) Grand Rapids, Mich.:
Fort Smith, Ark.: —— American Public Utilities Co. :
Fort Smith Light & Traction Co.: Commonwealth
Annual report,Power,
647 Ry. & Light Co.:
Fare-Cash
collection
and : transfer Reduced fare tickets discontinued, 930
registers, Springfield Service and wage agreement with em Annual report, 419
Street Ry., 294 ployees, 1013 Grand Trunk R. R.:
Change-making fare collector (Ebert), M047 Fort Wayne, Ind. : St. Clair tunnel electrification, Operating
Fare boxes, Accounting advantages [Clark], Fort Wayne & Northern Indiana Tr. Co.: data for six years, 1084
721 Safety meetings of employees, 308 Graphics in maintenance work, *947
Fare box. Safe deposit (Ohmer Fare Regis Strike, 684. 775, 841, 924, 1004, 1187 Graphs, charts and statistics as aids to adminis
ter Co.), "599 Fort Wayne & Springfield Ry. (See Decatur, tration [Stothart], *665
—— Front-end collection at congestion points in Ind.) Graphite production in 1914, United States, 403
San Francisco [Jones], "512 Fort Worth, Tex.: Gray's Harbor Ry. & Light Co. (See Aberdeen,
Front-end collections for exposition traffic in Northern Texas Traction Co., Detailed check Wash.)
San Francisco [Cashin], *518 of jitney business, *54 Great llritain:
Metal tickets, Economy in Lincoln, Neb., Foxboro, Mass. : ■ Annual reports :
1047 Norfolk & Bristol Street Ry. : Leeds Corporation Tramways, 375
Motrr-driven fare boxes. Recommendations Fare increase granted, *354 Liverpool Corporation Tramways, 203
A. E. R. A. committee, 765 France : London County Council Tramways, 374
Prepayment system with fare boxes, at Bos ——Paris: Manchester Corporation Tramways, 375
ton baseball park, *621 Metropolitan Ry.: Birmingham ;
Register for universal service to record cash Effect of war on revenue and em Fare increase due to war, Birmingham
and tickets (Ohmer), * 1 1 3 ployees, 884 Corporation Tramways [Baker], 860;
System of collection on one-man cars in Franchises: Comment, 896
Australia, 1112 Combating wasteful obligations, comment, Depreciation allowance on Diesel engines,
Fare* : 1152 British Diesel Engine Users' Assn., 284
Abolition of six-for-a-quarter strip tickets. ——Franchise provisions. Proposed, Toledo Rys. -- -Glasgow :
Hearings begun in Trenton, 93 1 & Light Co., 684 Women conductors, Corporation Tram
——Analysis of fare system in London [ Stan- Freight and express: ways, *190
fey], 622 -Freight handling by electric railroads in Cal Huddersfield Corporation Tramways:
Comparison between private and municipal ifornia [McMillan], 482 Differentia] gears to eliminate rail cor
lines in Boston and Glasgow [Gordon], Interurban service for perishable garden rugation, *26
443 products, Lehigh Valley Transit Co. Hydraulic presses for wheels and armatures
Copper zone system established by Shore 1 Spring 1. 1209 ("Vulcan"L 323
Line Electric Ry.. "443 Motor-bus freight business declining in Lancashire & Yorkshire Ry. :
Decision on Milwaukee fare case, 52 southern California, 846; Comment, 851 Contact rail with wood guards, *155
Dec teased fare increases revenue in Van Package freight carrying system, Louisville Contact shoe details, "1124; Comment,
couver, 127 & Northern Ry. & Lighting Co. [Strat- 1105
Fare increase and reasonable return on in ton. Foreman], 1078 Lancaster:
vestment ; Comment, 341 Parcel carrying on street railways in I^an- Parcel carrying on street railways, Re
Fa--* increase petition withdrawn, Berkshire caster, Receipts from, 1123 ceipts from, 1 123
Street Ry., 422 Weighing freight at point of origin; Com -Lincoln :
Fare limit extension refused. The Connecti- ment, 1065 Surface contact system, Operating cost,
cut Co., 294 Freight rates: 288
Fare system of Newport News & Hampton Controversy between Louisville board of London :
Ry., Gas & Elec. Co., *318 trade and Insull lines settled by I. C. C, Bus competition with tramways, 219, 287
Increase: 204 Letters from, 33, 243, 414, 683, 962, 1136
Augusta-Aiken Ry. & Electric Corp., 423 Fresh-air cars: Municipal Tramway Association confer
Birmingham Municipal Lines, England, Brooklyn, 1059 ence, 860
860: Comment, 896 Chicago, 1100. 1237 Recruiting appeal on busses, M86
Idaho Traction Co., 128 Fuel-saving hoax. Perennial; Comment, 937 Traffic conditions and facilities [Stanley],
Blue Hill Street Ry., *226; Comment,
215
Missouri, 1 146; Comment, 1 152 London &•622; Comment, 616
South-Western Ry. :
New Bedford & Onset Street Ry., *628; Suburban electrification, *225
Comment, 617 Sheffield:
Norfolk & Bristol Street Ry., *354 Operating costs for omnibuses, 673
Ulster & Delaware R. R.. 163 Tramways & Light Railways' Association,
Western railroads, 1236 ( ialesburg. 111 : Congress, 224
Increase delayed by commission, Trenton ft Galesburg Ry. id Light Co.:
Mercer County Tr. Corp., 335 Practical books for employees [Hanna- H
Increase denied, Trenton & Mercer County fordj, c448
Tr, Corp., 1258 Galveston, Tex.: Hamilton, Canada :
Increase in, Should follow w^e increases; Galveston-Houston Electric Co.: Hamilton & Beamsville Electric Ry. :
Comment, 174 and hearings (See Bay Dividends passed because of jitney com Appeal against order for improvements,
Increase petition petition, 608 J3
State Street Ry.) Restoration of service after Gulf storm, 417, 462, Hamilton Mountain Park Co., Ltd.:
. Increase sought by Milwaukee Elec. Ry. & 645 Incline, electric-hoist, railway for pas
Lt Co., 1099 ——Trestle construction to re-establish service sengers, freight, trolley cars, etc.,
Insufficiency of the 5-ccnt fare [Connctte], after Gulf storm, *867
18; Discussion, 15 Gears and pinions: Hamilton, Ohio:
-Massachusetts Northeastern Street Ry., Hear Differential gears to eliminate rail corruga Cincinnati, Davton & Toledo Traction Co.:
ing, 1256 tion, *26 Receivership avoided, 37
Reduced fare tickets discontinued. Fort Effect of gear ratio on operating economy,
deduction:
Smith Lt. & Tr. Co., 930 *68 Hampton, Va. :
Noisy gears. Cause of, 370 Newport News &* Hampton Ry., Gas. & Elec
For children. Denied in Atlanta, 468 Railway motor gearing (Allen], 111 tric Co.:
Gray's Harbor Ry., 1191 Specifications for [Dalgleish], cl89; [John Employees, Instruction and welfare
Puget Sound Electric Ry.. 469, 931, son], cl89 work, *230
1191 Stub-tooth, bull-nose gear, Chicago, Lake Notes on shop practices. *50
—Trenton fare case (See Trenton, N. J.) Shore & South Bend Ry., M108 Rehabilitation of properties, *317
(Abbreviations: "Illustrated, c Correspondence.)
VIII INDEX [Vol. XLV1
Harrisburg, Pa.: Indianapolis,
Terre Haute,
Ind.: Indianapolis
(Continued) & Eastern Trac Jitney bus: (Continued)
Harrisburg Rys.: Number
■399 operating in South Bend, Ind.,
Dividend reduction, 687 tion Co. :
Haverhill, Mass.: Jitney buses, Indiana Commission with ——Operating costs for bus service, Virginia Ry.
Massachusetts Northeastern Street Ry.: out jurisdiction, 206 Operating
& Powerdata,
Co., Chicago,
1216 South Bend &
Fare increase suspended by commission, Watch standards [Boardman], *874
1145 Industrial centers. Railway co-operaiion in de Operation
Northernin Indiana
RochesterRy.,contrary
831 to law,
Fare schedule providing for 6-cent unit veloping ; Comment, 387 •1175
filed with commission, 784; Hearing, Industrial relations committee completes work,
1256 328 Puget Sound Traction Co.'s plans for jit
Wage increase agreement, 252 Injuries to persons (See Accident claim depart ney service, 83
Hawaii : ment) Receivership forced in Atlantic City, 1 142 ;
Honolulu: Inspection of cars: Comment, 1 105
Honolulu Rapid Transit & Land Co.: Scientific inspection promotes service [ Layng], Record of the movement, 39, 82, 125, 166,
Injunction against capital stock in M251 167, 206, 208, 251, 292, 333, 377, 421.
crease, Hearing, 1096 Insurance (See Fire protection and insurance) 467, 609, 650, 690, 781, 845, 888, 929,
Headlights: Insurance of Employees (See Employees) 970, 1012, 1057, 1098
Pressed-steel, for interurban cars (Trolley International
Comment, Engineering
342 Congress: Regulation by public service commission
Supply Co.), M048 sought in Indiana, 127
Heater, Light-weight all-steel (Gold Car Heating Electric traction papers and exhibits, 622; Regulation in Pennsylvania, Effort of Penn
& Lighting Co.), *773 Comment, 657 sylvania Street Railway Association to
Heat treatment, Effect on nickel and manganese International Ry. (See Buffalo, N. Y.) secure [Tingley], 1207
steel, *32 Interstate
AnnualCommerce
report, 1228Commission : Regulatory measures and references, List
Heating of cars: prepared by bureau of railway eco
Forced draft heaters, Operating cost, Em t-quipment order. Time extension for com nomics, 145
pire United Rys., 1225 plying with, 1139 —— Regulatory ordinances passed in several
Heavy electric traction (See also High-tension Increase in passenger rates granted to west cities. 207
d. c. railways; Single-phase railways; ern railroads, 1236 Report of A. E. R. A. Committee, 730
Low-tension d. c. railways, for details of Louisville-Indianapolis rate case, Appeal for Restraining order against jitneys sought by
f'articular installations) decision, 931 Terre Haute, Indianapolis & Eastern
_ ectric traction: Rock Island investigation; Comment, 852 SmallTraction
car toCo.,combat
650, 782jitney competition
-Development and present status [McHenry], Valuation conference, 676, 823
623; Comment, 616 Inter-Urban Ry. of Des Moines (See Des [Hershberger], *394
Evolution of New Haven electrification, 1197 Moines, la.) Wichita (Kan.) ordinance upheld, 1279
Future possibilities [Storer], 1212 Interurban Railway & Terminal Co. (See Cin Joliet, 111.:
Notes on mountain railway electrification cinnati, Ohio) Chicago & Joliet Electric Ry. :
[Castiglioni], *858 Interurban railways: Power contract renewal, 288
Punctuality of electric roads. Comment, 173 Efficiency by conserving time [Spring], 1209 Wage dispute arbitration, 288, 651, 1003
Technical terms. Comment, 214 Problems in Indiana [McClure], 1077 Chicago, Ottawa & Peoria Ry. :
1200-volt trolley system, Advantages over Iowa: Report forms for way department, *396
600-volt system [ Fortenbaugh], 1172 Interurban taxable valuations, 967 Journals:
Highland, 111.: Iowa Ry. & Light Co. (See Cedar Rapids, la.) Anti-friction bearings, *1264
•239; [Cameron], Economies [Farr],
Chicago & Milwaukee Electric Ry. : Ireland:
Steel cars, *388 Dublin: Brasses, Semicircular, Aurora, Elgin & Chi
High-tension d.c. railways: Gasoline-electric cars, Dublin & Blessing- cago R. R. [Bowman], M128
Chicago, Milwaukee & St. Paul Ry., Substa ton Steam Tramways, 448 Jovian Order:
tion location and equipment, *794 Italy: Program for annual convention, 271
Michigan United Traction Co. 5000-volt line, -Electric locomotive for high-speed service on
Operating features [Storer], *660; Com -Romecurves,
: 455
ment, 658 K
Ogden, Logan & Idaho Ry., M073 Women conductors on tramways, *219
Orleans-Kenner Electric Ry. begins opera
tion *229 Kalamazoo, Mich.:
Highway-crossing signs (See Signals) Michigan Ry.:
Highwood, HI. : J All-steel cars for limited, local and ex
Chicago & Milwaukee Electric R. R. : press
•1154 and freight service. Details,
Receivers' sale ordered by court, 1234
Historical (See Reminiscences) Jackson, Mich.: Status of the company, 778
Holyoke, Mass.: Michigan United Rys. : Kanawha Traction & Electric Co. (See Parkers-
——Holyoke Street Ry.: Status of the company, 778 burg, W. Va.)
Inexpensive drinking fountain guard, ——Michigan United Tr. Co.: Kansas City, Mo.:
*156 5000-volt line, motors and control Kansas City, Clay County & St. Joseph Ry. :
Strike, Arbitration hearings, 287, 328, [Storer], *660 Bonus to trainmen for accident preven
373, 416. 459, 883, 924 1005, 1052 Status of the company, 778 tion, 604
Hose coupling, Easilv-applied (National Hose Jackson Miss.: Interstate Ry. right-of-way suit, 78, 119,
Coupling Co.), *194 Jackson Light & Traction Co.: 287, 686, 1007
Hot Springs, Ark. : One-man cars. Experience with [Smith] Protest of bond in right-of-way case,
Hot Springs Street Ry. : 1119 1139
Auto-bus feeder line established, 1237 Jacksonville, Fla. : Kansas City Ry. & Light Co.:
Houston, Tex.: Jacksonville Traction Co. : Reorganization, Plans for, 249, 1009,
Houston Electric Co.: Dividend on preferred stock reduced, 1054, 1143
Mortar cushion for brick pavement re 204 Metropolitan Street Ry. :
duces Safety-first movement. Financial bene Advertising car, * 1 1 20
•1045 maintenance work [Archibald], fit [Harrison], 820 Air washer, Test of. *240
Hudson Vallev Rv. (See Glens Falls, N. V.) Jitney buses (See also Motor buses) Causes of delays advertised, 295
Huntington,
Electrification
Bluff'ton
proposed,
& Portland
289 R.R.: Jitney bus: Extension of time for complying with
Accident in Spokane. *954 franchise conditions, 967
Check on jitney operation in Fort Worth, Extension project. Privately-built, 286
Tex., *54 Flange-bearing special work, c64
Combatting with one-man carj Comment, 2 Franchise agreement signed by interur-
Commission ruling on application for certifi bans affected, 1094
I cates in New Rochelle, 929 Franchise election protest. 1052
Comparison with the small car [Cooper], c64 Prepayment car, accounting features
Dangers of the jitney [Williams], c364 [Clark], 721
-Decline of the jitney craze; Comment, 1019 Reorganization plans, 37, 330, 927
Digest of ordinances in various cities Single-end, steel side-girder cars
Idaho Traction Co. (See Boise, Idaho). [King], 314 [Weber], *771
Illinois: ——Discrimination complaints against jitneys Utility management. Municipal co-oper
Dispute between city council and State Com dismissed in Charleston, 610 ation in [Kealy], 861
mission, 890 -Earning capacity of the jitney [Everett], Merger of lighting companies, 1095
Railway clearances fixed, 228 cl51 Safety-zone test, *308
Illinois Electric Railway Association: Economics of and factors in the movement Safety zones at street crossings, 1059
Chicago meeting, 952 Economics
[Doolittle],
of the
221 jitney problem { Black], Trafficwav viaduct. Reinforced concrete, 633
Milwaukee outing, 13 Kansas Gas, Water, Electric Light & Street Ry.
Illinois Traction System (See Peoria, 111.) *510 Association :
Incandescent lamp invention, Anniversary, 902 Effect of publicity on jitney movement in Change of name to Kansas Public Service
Incline railway for passengers, freight, trolley Portland IHild], '560 Association, 905
cars, etc., at Hamilton, Can., M15 Effect on railwavs; Comment, 386, 1019; Kenncbunk. Me. :
Independence & Monmouth R.R. : [Smith], 1119 Atlantic Shore Ry.:
Electrification contemplated, 462 Indiana Public Service Commission has no Default in mortgage payment, 968
Index bureaus: jurisdiction over, 206 Kentucky Traction & Terminal Co. (See Lex
Accident claim records [Reynolds], 815 Injunction against jitneys denied in Terre ington, Ky.)
Indexing car equipment data [Cooper], cl040 ; Haute, 1059
[Litchfield], 677 ——Jitnev law provisions, Wisconsin, 378
Indexing stores supplies [Astle], *906 Jitney operation waning in Memphis, *395 L
India:Delhi: Jitnev rise and decline in Los Angeles
[Lewis], *500
Delhi Electric Tramway & Lighting Co., Jitneys as feeders to railway lines ["Engi Lakewood, Ohio :
Report for 1914, 1091 neer"], c 403 Fare franchise adopted by voters, 963
Indiana: -Titney service established by Pugct Sound Lamp grins for screw sockets (Bryant Electric
Electric railway tax values reduced, 164 Traction, Light & Power Co., 235 Co."), *836
Interurban problems [McClure], 1077 Kansas City bus association financially em Lancaster,
ConestogaPa.:Traction Co.:
-Loss in electric railway mileage, 164 barrassed, 167
Indianapolis, Ind.: Legal aspects of jitney traffic [Dunn], ^503 Watch inspection svstem [Hull], *1034
Freight rate controversy settled by I. C. Loss of California in taxes due to jitney Lantern, Electric (Federal Sign System), * 1 133
C., 208 competition [Doolittle], 222 Lawrence, Kan. :
Indianapolis & Cincinnati Traction Co.: Memphis (Tenn.) appeals from decision elim Kansas Electric Utilities Co.:
Paste filler for commutator slots, 156 inating bonds for jitneys, 128 Merger of utility properties. 1234
(Abbreviations: * Illustrated, c Correspondence.)
July-December, 1915] INDEX IX
Legal : Los Angeles, Cal.: (Continued) Maintenance
Graphicalrecords
recordsandof costs:
maintenance
(Continued,)
data, Va
Alien labor law in New York sustained by Los Angeles Ky.:
CourtSupreme
decisions
Court,
anect.ng
1139 labor; Comment, Brazed bonds (Electric Ky. Imp. Co.), rious companies, *947
455 Maintenance costs for lubrication and brake
342 Card•407records of track work [Campbell], shoes,
•555 Oregon Electric Ry. [Clough],
Electric railway legal decisions, 196, 456,
1134 Commutator slottcr combining accessi Maintenance costs of roller pantographs.
Experiences in condemning property ; Com bility and ease of operation Southern Pacific Co. [Hewitt], *546
ment, 47 [Stephens], *321 Maintenance practices, Chicago, Lake Shore
Industrial commission law in New York, Grade crossing elimination in city rec & South Bend Ry. , * 1 108, Comment ,
372 ommended, 160 1106
Mail transportation rates. Suit filed by New Jitney rise and decline [Le*Oj, '500 Standard units for, Comment, 1
Kngland roads for increase, 159 Jitney traffic, Legal aspects LDunn], Steel tie crossing maintenance costs, Four
Ordinances, D.gest of, regulating jitneys in '503 year record, Union Traction Co.
various cities, 314 Locomotive crane [Kuhrts], *877 [Prentice],and1044cost records, Way de
Personal injury cases, Practices in [Bishop], Motor-bearing trimmer [Stephens], Mil ■ Time-keeping
234 Operating statistics compared with San partment ["Way Department Engi
Workmen's compensation law in Pennsyl Francisco, 1237 neer"] c 635
vania [Hoffman]. 1210; [Mackey], 1213; Press for bearing and bushing changes, Trolley wire and pantograph shoe wear
[Tingley], 1207; Comment, 1198 Hydraulic [Stephens], "282 [Crouse], *639
W orkmen s compensation law upheld by New Route changes ordered, 1191 Maine C entral R. R. :
York Court of Appeals, 121 Standardization of twelve car types into --New electric railway, Agreement with Ban
Legislation : two [Stephens], *493 gor & Aroostook Ry. to build, 1007
"Experience Ordinance" in Cincinnati ; Com Waiting platforms, concrete, M124 Manchester, N. H.:
ment, 895 Welfare
•506 and recreation work [ Lieber], Manchester Traction, Light & Power Co. :
New York jitney-bus law [Connette], c 21 Fare increases suspended by public
Lehigh Valley Transit Co. (See Allcntown, Pa.) Pacific Electric Ry. : service commission, 1059
Lewiston, Me. : All-steel passenger cars [Smalll, *489 Wage increase for trainmen, 1146
Portland & Lewiston Interurban: Economics of railway operation in Cali Mandeville, La.:
Construction details, #618 fornia [Shoup], 1171 St. Tammany & New Orleans Ry. & Ferry
Lexington, Ky. : Electric railway service in Southern Co.:
Kentucky Traction & Terminal Co.: California, Features [Shoup], *475 Operation on newly electrified line be
Discharged employee reinstated by arbi Elevated or depressed tracks recom gun, 329
tration board, 43 mended in congested districts, 160 Manila Electric Ry. & Light Corp (See Philip
Employees' publication, 1191 Elevated track construction. Ultimatum pine Islands)
Non-union men accept company's con by utilities board, 604 ; plans com Maps of system on waiting-room window, Cum
tract, 84 pleted, 1231 berland County Power & Light Co.,
•946
Union men agree to company's partici Fare reduction case dismissed by com
pation plan, 128 mission, 1060 Maps:
Libraries, Co-operation of public libraries with Farm traffic, Development [Shoup] , Blue Hill Street Ry., »226
railway [Walker], 1040 807 Michigan United Traction Co., *661
Library as aid to employees taking ing ccorrespond Freight handling. Businesslike methods New Bedford & Onset Street Ry.. *628
ence course, Connecticut Co., 953; Corn- used by electric railroads [ McMil Norfolk & Bristol Street Ry., *354
ment, 937 lan], *482 Ogden, Logan & Idaho Ry., *1073
Library, Methods of developing and indexing Service to Pasadena curtailed, 1099 Pacific Electric Ry., *476
Boston Elevated Ry., 1118 Warning sign, Illuminated, *284 Steam locomotive terminals and proposed
Light car•239and ball bearings, Economies of [Farr], Louisville, Ky. : transfer vards, Chicago, M159, * 1 160
Freight rate controversy settled by I. C. C, Marshall
All-steel
(Tex.)
one-man
Traction
car (Cincinnati
Co.: Car Co.),
Light clusters
•112 for out-door service (Painter Co.), 208
Louisville & Interurban Ry. : •72
Lighting building front. Novel system for [Es- Beautifying towns, Co-operation in, 308 Massachusetts :
terline Co.], 453 Contactor signals for low voltage, *118l Public service commission jurisdiction over
Lighting of cars: Farm-produce freight, Propaganda to in Bay State fare case, 12/9
Improved system. New York, Westchester crease, 379 Massachusetts Northeastern Street Ry. (See
& Boston Ry., *918 Freight rate revision begun, 931 Haverhill, Mass.)
Lamp grips for screw sockets (Bryant Elec Special service to county fairs, 442 McAlester,
ChoctawOkla.
Ry. : & Lighting Co.:
tric Co.), *836 Traffic in bottled water, 320
Lightning: Louisville Ry. : Foreclosure suit planned, 1 276
Ground fittings for lightning arresters (Elec Advice to trainmen witnesses in claim Medford, Ore.:
tric Service Supplies Co.), "114 cases, 379: Instructions, 651 Southern Oregon Traction Co.;
Protection, A. E. R. E. A. committee re Group fares, New rule, 784 Proposed electrification for Rogue
port, 746 Publicity campaign, 972, 1013 River line, 79
Light-weight cars, Status of ["Manager"], c 234 Safety record for one year, 380 Medical methods in first-aid work, Elevated
Lima N. Y.: Safety talk to employees [Miller], 972 Railroads of Chicago [Fisher], *430
Lima & Honeoye Light & R. R. Co.: Traffic regulations ordered by safety Memphis, Tenn. :
Commission prevents separation of board. Details of, 1100 fitney competition waning, '395
lighting and traction properties, 38 ——Traffic regulation by semaphore system, 692 Memphis Street Ry. :
Lincoln, 111. : Louisville & Northern Rv. & Lighting Co. (See Fare case, 42
Lincoln Ry. & Heating Co.: New Albany, Ind.) Right of white passengers to seats in
Six-for-a-quartcr tickets discontinued, Louisville & Southern Indiana Traction Co. colored section denied, 84
1145 (See New Albany, Ind.) Tennessee Ry., Power of Light Co.:
Load factor ( See Power generation) Low-tension d. c. railways : Annual report, 122
Loading limits for cars: Electrification of London & South-Western Merger of West Virginia traction lines ru
Car-capacitv order in effect again in Brook Portland
Ry. suburban
& Lewistonlines,Interurban,
*225 Details of mored, 375
lyn, 971 Merrill, Wis.:
Car loading in Seattle, Investigation to de construction, *618 Merrill Ry. & Lighting Co.:
termine [McCloy], *272 Loyal Ry. (See North Ballard, Wash.) Trackless trolley line abandoned, 1139
New York health board regulation sus Lubrication : Mesaba Ry. (See Virginia, Minn.)
pended, 128 Solidified oil and petrolatum for trolley Meters:
Overcrowding a crime in Toronto, 1060 wheels, San Francisco-Oakland Terminal Elect rodynamometers, portable, a.c.-d.c.
Service order in Chicago, 775 Rys. [Jackson], M49 (Weston Electric Instrument Co.), *837
Locomotive •877crane, Los Angeles Ry. [Kuhrts], Metropolitan Street Railway (See Kansas City
Locomotives: Railways)
Chicago. Milwaukee *■ St. Paul Ry. ; Test M Metropolitan West Side Elevated Ry. (See Chi
on heavy grades, *1036, * 1 2 1 5 cago)
Electric locomotive canacitv; Comment, 1107 Miami, Fla. :
Electric locomotive. Specifications for ideal Machine shop equipment, methods and proc Miami Traction Co. :
[McHenry], 623; Comment, 616 esses [Norris], 626 Storage-battery
•920 cars (J. C. Brill Co.),
Gas-electric, Minneapolis, St. Paul, Roch Mahoning & Slienango Ry. & Light Co. (See Storage-battery line ncaring comple
ester & Dubuque Electric Traction Co., Youngstown, Ohio.) tion, 1074; operation begun, 1232
"668 Mail transportation :
Hiph-speed. Italian railways, 455 Compensation, Report of A. E. R. A. com Michigan City, Ind.:
Mileage, Effect of increased: Comment, 1066 mittee, 727 Chicago, Lake Shore & South Bend Ry. :
Operating data and costs, St. Clair Tunnel, Moon railway mail pay bill. Opposition or Maintenances practices, * 1 108 ; Com
1084 ganizing, 1093 ment, 1106
Scale weights, Chicago. Milwaukee & St. New England roads sue for increase in Operating efficiency, 930
Service
Paul requirements.
Ry., #794 Estimate!, Chicago rate, 159 Operating record, seven-year, *940
Railway mail pay bulletin, 418 Safety measures at way stations, 913
terminal electrification, *I159; Comment, Maine: Michigan Railway (See Kalamaioo, Mich.)
1153 Annual report public service commission, Michigan United Traction Co. (See Jackson,
Side-rod type, Analvsis of stresses [Eaton], 123 Mich.)
626 Maintenance records and costs : Middle West Utilities Co. (See Chicago)
London, Canada : -Annual car maintenance costs, Bay State Milford, Mass. :
I^ond^n & Port Stanlev Rv. : Street Ry., *671 Milford, Attleboro & Woonsocket Street
Electric operation begun, 121 Contact systems: Ry.:
Steel cars. *27 Request to operate one-man cars re
l.onv Island R. R. : Butte, Anaconda & Pacific Ry., *60 fused, 84
' 'rossing protection for nutnmohilists, 371 Metropolitan West Side Elevated, Chi Milwaukee, Wis. :
Reckless automobile driving. Record for cago, "56 Milwaukee Electric Ry. & Light Co.:
month. 972 New •57York, Westchester & Boston Ry., Cars. Remodeled interurban, *834
Safety measures at grade crossings. 83 Fare increase, Appeal, 52 ; Mortimer's
Trailers. All-steel, lightweight, " 1 36 Southern
•59 Pacific Ry., Portland division, statement, 84; 889, 1099
Ventilating system on trail cars (Automatic Penalties claimed for violations of
Vent. Co.), *194 West Jersey & Seashore R. R., *59 commission's service order, 1190
Los Angeles, Cal. : Effect of inspection [Layng], 1251 Publicity campaign, 972; Comment,
Accidents by automobile, Hospital records, Equipment failures and maintenance costs. 1151
846 Chicago, Lake Shore & South Bend Skip stop. Plan to test, 252, 468, 651,
Emergency truck charging, *25 Ry.. *940 1144
(Abbreviations: * Illustrated, c Correspondence*.)
X INDEX [Vol. XLVI

Minneapolis, Minn. : Motors : (Continued) Newark, N. J.: (Continued)

Minneapolis, Anoka & Cayuna Range R. R. : 1500-volt, Chicago, Milwaukee & St. Paul ■ -Public Service Corp. of N. J. :
Electrification planned, 290 electrification, *794 Workmen's compensation in Pennsyl
Reorganization completed, 1143 Low-floor type, Pittsburgh, *4 vania ; Practical questions [Hoff
Minneapolis, St. Paul, Rochester & Du ■ Motor for light-weight car ( Westinghouse man], 1210; Comment, 1198
buque Electric Traction Co.: MotorElectric
speed & characteristics,
Mfg. Co.), *412New method Skip-stop plan disapproved, 379
Gas-electric locomotives, *668 New Bedford, Mass.:
——Minneapolis Street Ry. : for determining [Buck], *595 New Bedford & Onset Street Ry. :
Air intakes increase furnace capacity, Overhauling old motors [Faber], *677 Fare increase granted, *628; Comment,
*641 Rating of railway motors, Nominal [Hill], 617
Appraisal, Bond sale to provide funds, c 275 Signal system, * 1 267
777 Rejuvenating overloaded motors, San New Brighton, Pa. :
Franchise negotiations, 161 —■— Beaver Valley Traction Co. :
Sand cushion in street pavement, Ex Francisco-Oakland Term. Rys. [Jack Publicity work at county fair
perience with [Wilson] c 1 126 son], *192 [Boyce], *945
Valuation of property ordered, 417 Remodeled Westinghouse No. 49 [Mc- New Haven, Conn.:
Motor bus for inter urban service [Mc- Repair
Pheeters],
methods,918Tri-City Ry. & Light Co., Connecticut Co. :
Twin City Keen],
Rapid*29Transit Co. : Contact wires. Horizontal vs. "fes
*997 tooned" [llarte], c 637
Box-frame motor armatures. Repair shop Repulsion-starting series motor, Pennsyl Fare limit extension refused, 293
practice in handling, *833 vania R. R., Philadelphia-Paoli electrifi Library of books on accounting, Aid
Complaints and methods of handling cation, 981; Comment, 1019 to correspondence course, 953 ;
[Warnoek], *264 Scrapping worn-out motors, classifying Comment, 937
Girder and high T-rail renewals parts. Fort Wayne & Northern Indi New Jersey:
[Wilson], c 592 ana Traction Co. [Rcdderson], 957 Annual report of public service commission,
Lectures on public relations for em Self-lubricating brushes [Calebaugh], 32 601
ployees, 106 Single-phase repulsion motor, Advantages
Skip stops during rush hours, 1058 of [ Alexanderson], c 1 174 Public utility corporation statistics, 1055
Trolley wire splicer, Improved, *919 Twin-armature 5000-volt bi-polar type, New Jersey & Pennsylvania Tr. Co. (See Tren
Missouri : Michigan United Traction Co., *660 ton, N. J.)
Annual report public service commission, 285 Ventilation, Experiences with [Kealy], 109 New Orleans, La.:
Railroad passenger rates advanced, 1146 Ventilation holes in frames [Miller], 25 — Jitneys not to be deprived of use of streets,
Mobile, Ala. : Muncie, Ind.: Court order, 1191
Mobile Light & RR. Co.: Union Traction Co. of Indiana: New Orleans Ry., & Light Co.:
Wage scale graded to length of ser- Steel tie crossing maintenance record Service suspension due to hurricane,
[Sherwood], 912 for four years [ Prentice J , 1044 686; Resumed, 777
Work-order system for small roads Municipal co-operation in utility management Orleans-Kenner Electric Ry. :
[Glover], 441 Operation
Montreal, Canada: [Kealy], 861
Municipal ownership (See also Government •229 begun of 1200-volt d.c. line,
Montreal Tramways : ownership) Newport News & Hampton Ry (See Hampton,
Annual report, 289 Municipal ownership: Va.)
Brush tests on non-interpole motors Business principles in management, Lack of New Rochelle, N. Y.:
with slotted commutators [Mac [Kendall], 841 Motor-bus line. Franchise provisions ; Com
Leod] M179 ——Comparison between private and municipal
Franchise renewal negotiations, In lines in Boston and Glasgow [Gor ment, 896
junction forbidding, 202 don], 443 New York Central R. R.:
Girder and high T-rail renewals Discussion by Manila company section, 22 ——Freight interchange with International Ry.,
[Graves], c 872 Disadvantages of [Arnold], 911 Ordered, 783; Rehearing denied, 972
Motion picture films for safety work, 1146 Influences leading to in Detroit; Comment, New York City :
Motor cars on railroad systems, Value of 258 Accident decrease due to near-side stop,
[McKccn], 866 — Opposed in Detroit by organized labor, 458 1190
Motor buses (See also Jitney buses) Status of municipal lines in Edmonton Accident record for November, 1915, com
Motor buses: [Reat], 840 pared with 1914, 1280
— ■ Auto-bus line as feeder to municipal rail Municipal Railways of San Francisco (See San Alabama Traction, Light & Power Co.:
way authorized by Council in Seattle, Francisco, Cal.) Annual report, 374
686; Details. 889; Agreement unsatisfac Municipal Tramways Association: American Light & Traction Co. :
tory; Discontinued, — Annual conference in London, 860; Com
Comparison with street car as convenient Annual report, 779
means of travel ; Comment, 793 ment, 896 -American Water Works & Electric Co.:
—Competition with electric railways, 2, Muscatine, la.: Annual report, 687
[Hewcs], 18; Discussion, 15 Muscatine & Iowa City Ry. : Belt Line Ry. Corp.:
Competition with tramways, London, Eng Service over Rock Island line. Ar Transfer exchange with Forty-second
land, 219, 287 rangements for, 926 Street, Manhattanville it- St. Nicho
Failure as long-haul express carrier; Com las Avenue Ry. ordered. 932
ment, 851 Board of estimate and apportionment:
Feeder line established: N Bureau of franchises, Report for 1914,
Puget Sound Traction, Light & Power 586
Co. [Leonard], *570, 1099 Bridge traffic, 167
Hot Springs Street Ry., 1237 Nashville, Tenn. : Cave-in in new subway, * 63 1 , 685
Fenders for rear wheels of New York Nashville Interurban Ry. : Fifth Avenue Coach Co.:
buses, 157 Crossing signal, Illuminated and audible Fenders for rear wheels of buses, 157
Franchise for proposed lines in New York, [Nachod], '1046 Proposal for extensions, 1094
Hearings, 882, 922, 1004, 1139 National Association of Railway Commission Forty-second Street, Manhattanville & St.
Freight business in southern California de ers: Nicholas Avenue Street Ry. :
clining, 846 Annual convention, 866 Transfer exchange with Belt Line Ry.
Gasoline motor car on rails in Pacific National Bureau of Standards: Corp. ordered, 932
northwest, *1080 — —Fusible
Mercurialboilerresistance
plugs, Deterioration,
standards, Primary,
1002 General Gas & Electric Co.:
Interurban type [McKeen], *29 Annual report, 419
Metropolitan Coach Co., Washington,
D. C, Fare increase denied, 127 ; Sus 910 History of local railway companies, 1053
Motor-bus
pends operations,
lines as feeders
327 to trunk rail Railway material, Specifications for, 951 Interborough Rapid Transit Co. :
Safety Code, 697, 776, 839; Comment, 791, All-steel cars, Substitution for wood, in
ways [Pratt], 235 953; Comment, 977, 996 subway, 902
——Motor-bus line in New Rochelle, Franchise National Safety Council: Annual report, 606
provisions; Comment, 896 Service to members, committee recommenda Dual system contracts awarded, 244
Operating costs in Sheffield, England, 673 tions, M257; Comment, 1243 Noon-day shop meetings, 931
Storage-battery buses in England, 224 National Naval Advisorv Board, Organization Panel heater for subway cars, *773
United Rys. & Electric Co. establishes mo of, 235 Signals, No suitable system available,
tor-bus service in Baltimore, 207 National Properties Co. (See New York City) for elevated lines, 686; Extension of
Motormen's seats (See doors, seats and win National Safety Council: time for installation, 1232
dows) Annual Congress, 905 Subway safety recommendations by
Motors: Near-side stop (.See stopping of cars) city fire department, 601
Advantage of box frame [Prather], 915 Nebraska: Track and roadbed [Pegram], 624
Armature coils, Grounding of, method to ——Annual report of public service commission, Welfare work, Results. 851
prevent, St. Joseph Ry., Light, Heat 123 ——Loading limit order suspended bv board of
Box-frame
& Powermotors,
Co. [Ernst],
Advantages
1089 over split- New Albany, Ind. : health, 128
Louisville & Northern Ry. & Light Co.: Material for dual svstem, Bids received,
frame, 410 Freight service approved by investigat 371
Box-frame motor armatures, Handling, Twin ing committee, 209 Motor-bus franchise, Favorable report by
City Rapid Transit Co., *833 Operating one-man cars, 423 board of estimate, 882; Hearings, 922,
Box frame motor practice f Wright], c 828 Package freight. Problem of handling
Brush burning at the top, Method for pre [Stratton, Foreman], 1078
venting [ Parsons] , *917 Picnic park as traffic accelerator, 593 National
1004, Properties
1051, 1 134 Co.:
Brush- holder repairing method [Potter], Safety-first meetings, Lectures to em Merger with American Rys.. Arrange
*408 ployees, 891 New York mentsMunicipal
for, 968Ry. Corp.:
Brush tests on non-interpole motors [Mac — -Louisville & Southern Indiana Traction
Leod], M179 Co.: meetings, Lectures to em New Dual
Yorksystem
Rys.: contracts awarded, 244
—Commutator slotter combining accessibility Safety-first
and ease of operation, Los Angeles Rv. ployees, 891 Annual report, 885
[Stephens], *321 Newark, N. J. : Bond issue, 38
Comparison low-floor and standard types, *4 Public Service Ry. : Depreciation reserve fund, Modifica
Design of d.c. motors from commutation Safety posters in cars, 1058 tion order denied, 250
standpoint [Hellmund], 105; Com School ticket decision by commission, Increased rent for operating over
ment, 135 1058 Williamsburg bridge proposed,
- Effect of wheel diameter on heating, *70 Terminal construction, Progress, *151, 1140
[Foote], c *9I4; [Broomhall], *452; 915 Power house closed, 912 ; Comment,
Comment, 427 Welfare committee report, 295 939
(Abbreviations: * Illustrated, c Correspondence.)
 July-December, 1915] INDEX XI
New York City: Organization chart : ( Continued)
New York Rys.: (Continued) Elevated Railroads of Chicago, "302
Transfers with ferry lines, record for Equipment department, Bay State Street
year, 972 Oakland, Cat.: Maintenance
Ry., *671; department,
Comment, 659San Francisco-
Workmen's compensation law, Pro Oakland, Antioch & Eastern Ry. :
visions to care for employees, 912 Controller segments, Resawing to smaller Oakland Terminal Rys., *527
New York, Westchester & Boston Ry. : size [Miller], *236 Orleans-Kenner Electric Ry. (See New Orleans,
Armature removal, Method of [Pot Financing plans, 37, 1142 La.)
ter], *367 Signal operating records [Miller], *536 Oregon City, Ore.:
Bush-holder repairing method [Pot Trolley wheels of 10-in diameter Willamette Valley Southern Ry. :
ter], *408 [Miller], *278 Operation begun, 1007
Energy consumption, Saving shown by Ventilation holes in motor frames Oregon Electric Ry. (See Portland, Ore.)
watt-meter records, 822 [Miller], 25 Ottawa,
Ottawa
Canada:
Electric Ry. :
Lighting system on cars, Improved. San Francisco-Oakland Term. Ry. :
*918 Arbitration of existing agreement with New publication, 468
Operation and maintenance of over employees refused. 884, 924 Overhead contact system:
head [ Zogbaum ] , 56 Car ♦527
maintenance practices [St. Pierre], Construction and maintenance [Amberg],
Overhead
Punctualitycharges,of Fair
trains,allowance
190 by pub *56; Comment, 91
Coasting recorders effect reduction in Cost of construction and maintenance, vari
lic service commission, 83 1 : Comment, nower cost, #268; [Alberger], 520 ous railways, "55
791 Earnings improve, 465 Double-ear overhead switch (Drew Elcc. &
Parcel regulations, 378 Emplovees, Relations with [Harris], Mfg. Co.), M091
Public Service Commission investigated: •531 Feed-in clamp [Foster], *322
1 Icarings. 35, 602, 1 006, 1092, 1 186, Energy cost, Saving under proposed Horizontal vs. "festooned" wires [Harte],
1228; Comment, 1197 contract, 287 c 637
Removal of chairman, 1051, 1183; Com Motors, Rejuvenating overloaded [Jack Maintenance of 1200-volt catenary [Nichols],
ment, 1151 son], M92 *543
Strauss appointed chairman, 1183, 1273 Safety committees organization chart, Maintenance practices, Chicago, Lake Shore
Richmond Light & R. R. Co.: *448 & South Bend Ry., *1 108; Comment,
Order for double tracking upheld by Time-table practice [Sliter], 521 1106
court, 1187 Traffic to pleasure resorts, Co-operation ——Moving poles, San Francisco, *874
Rowdyism on cars, Suppressing, 932 with privately-owned parks in de New type catenary hanger, Test on Illinois
Subway construction contract ordered veloping [Brown], *533 Operation
Traction
and System
maintenance
[C revision],
of overhead.
* 1 54 New
signed, 373 Trolley wheel design and lubrication.
Subway construction report. Recommenda Changes in [Tackson], *449 York, Westchester & Boston [Zogbaum],
tions to prevent accidents, 777 Way standards [Binkley], *523 56
Third Avenue Ry.: Ogden, Utah: ——Operation of 1200-volt distribution system,
Annual report, 605 Ogden, Logan & Idaho Ry. : Overhead
Southernconstruction,
Pacific Ry. [Johansen],
Vienna-Pressburg
*549
Bond issue authorised by commission, 1500-volt interstate svstem, Operation electrification [Seefehlner], c 593
842 begun, 329, 924, M073 —■— Overhead, Proposed for Chicago terminal
Dividend declared, First since 1907. Ohio: Portland
electrification,
division, * 1 Southern
1 59 ; Comment.
Pacific1153Ry.,
886 Railway taxation increased, 35 1
Dividend payment disapproved by spe Ohio Electric Ry. (See Springfield, Ohio) Construction and maintenance [ Leben-
cial committee, 123 One-man cars: baum], #57
TrackPension
materialsystem
contracts
for employees,
awarded for168vari Closed cars rebuilt for one-man operation, Straight-line hanger that fastens securely
ous dual system lines, 415 Alabama Power Co. TKenyon], 1035 Suspension
(Drew Elec.
of service
& Mfg.onCo.), New*890 Haven not
Traffic on subway and elevated lines, 652 Combatting jitney bus. Comment, 2
Traffic regulations proposed, 379 Experience with, Tackson Light & Traction Third-rail
caused and
by electric
overheadequipment,
trolley. Provisions
1259
Tunnel construction, Liability clause in Co. [Smith], "1119
government permit, 873 Favorable decision
—■— Operating experiences in Illinois court, 784
in Australia, 1112 Three-wire
on cars, system,
MichiganSpringfield
Ry., * 1 154Street Ry.,
—Union Ry. : Operating statistics from various cities. Re Trolley
1228;wire
Comment,
splicer. 1198
Improved, Twin City
Bumpers, Standardization of, 153 port of A, E. R. A. committee, 764
New York Electric Ry. Association: Remodeled cars for one-man, two-man oper Tubular
Rapidcross-catenary
Transit Co., system,
*919 Philadelphia-
Convention at Manhattan Beach, 14 ation, Washington Water Co., *1223
New York & Harlem R. R.:, Remodeling cars for one-man operation, Paoli electrification, Pennsylvania R. R.,
Grade crossing elimination order New York Union Electric Co., M090 •981
commissions, 277 Service established in Everett, Wash., 1100; Twin contact wire, Chicago, Milwaukee &
New Annual
York, New report,Haven
1275 & Hartford R. R.: New Albany, Ind., 423 WaveSt.crests
Paul, in*794
trolley wire [Hixson], *60
Ontario, Can. :
Conspiracy trial, 841, 882, 924, 1094, 1273 Municipal ownership recommended by Hy
Evolution of electrification ; Comment. 1197 droelectric Power Commission, 604
Grade crossings eliminated by order of New Power supply. Plans for increasing, Hydro-
Improvements
York commissions,costing $25,000,000
277 planned, Electric Power Commission, 863
Operating
■Automatic recordssubstations,
and costs: Estimated savings,
1052
Operating results on electrified division 772
Overhead
[Murray], construction
101 and maintenance Ball bearings. Economies of [Farr], *239 Pacific Coast Claim Agents' Association:
——Center-entrance car, Brooklyn Rapid Transit Convention in San Francisco, 8
[Amberg], *56 Co. [Gove], 14, 19 Pacific Electric Ry. (See Los Angeles, Cal.)
Service suspension. Causes. 1259 Coal consumption, Relative, on steam and Paints and painting:
Signal observance, Surprise test, 989 electric locomotives. Comment, 133 Paint renovator for car exteriors [Hewitt],
West Farms substation. Construction and —■— Coasting record and energy consumption, 367
equipment details, M200; Comment, 1197 San Francisco-Oakland Terminal Ry., Steel car design, Influence on rust protec
New York Railroad Club: •268 tion. 866
Motor cars on railroad systems, Value of !ost of construction and operation of elec Panama-California exposition:
[McKeenJ, 866 trified division. New Haven R. R. [Mur Traffic handling [Warner], *508
New York State: ray], 101 Panama-Pacific exposition:
Constitutional revision proposed, 202, 373, of peaks in service [Doolittle], *306 Aeroscope, *31
461, 881 !osts. Forced-draft heaters, Empire United Auto-train transportation, 63, 581
Fare maximum set by legislature binding on Rys.. 1225 Close, Attendance figures, 1185
public service commission, 126 Costs of jitney bus line, Virginia Ry. & Congresses at San Francisco, 7
Overhead charges, fair, 831 Cost Powerwith Co.,
plain1216 and ball bearings, New Pantographs (See Current-collecting devices)
Parcel limits on cars fixed by New York com
Public service law criticized [Wilcox], 247, Earnings
York andStatecosts
Rys.of [Cameron],
jitney and trolley
M264 car mission, 378
[Emmet], 16 Parkersburg, W. Va. :
New York State Rys. (See Syracuse, N. Y.); Massachusetts.
[Everett], c Northeastern
151 Street Ry., Kanawha Traction & Electric Co.:
(See also Rochester, N. Y.) Security issues, 38
Niagara
Lockport-Niagara
River & Eastern Falls Railway:
line opposed by New New Analysis
Bedford for & Onset
fare increase,
Street Ry.,
1256 Analysis Parks and pleasure resorts:
Picnic park as traffic accelerator, 593
New York Central, 1007 New in York,fare case,
Westchester
*628 & Boston Ry., Pleasure travel. Co-operation with privately-
Norfolk & Bristol Street Ry. (See Foxboro, owned parks in building up [Brown],
•533
Mass.) OmnibusPunctuality
operating of trains,
costs in190Sheffield, Eng
Norfolk & Western Ry.: Passenger handling records:
Operating cost reduction due to electrifica land, 673 Open and closed-platform cars. Report of
tion ; Comment. 615 Operating costs and shifts in service [Doo A. E. R. A. committee. *758
Northampton Traction Co. (See Easton, Pa.) little], c 400 Passenger traffic. Advertising as a means to in
Northern Electric Ry. (See Chico, Cal.) Operating costs for industrial trucks and crease, Comment, 1243
Northern Texas Traction Co. (See Fort Worth, electric tractor, Pennsylvania R. R-, Pavement :
Tex.) •864 Concrete pavement in track allowance.
Northwestern Pacific RR. (See San Francisco, St. Clair tunnel electrification, Grand Trunk Concrete
Economypavement
of [Campbell],
in track *998
allowance in
Cal.) R. R., 1084 MortarSiouxcushion
City, for
Experience
brick pavement,
with, * 1 1Houston
32
Norwich,
Shore Conn.Line : Electric Ry. : Saving due to electrification, Norfolk &
Western Ry., Comment, 615 PlowElectric
for tearing
Co. [Archibald],
up pavement,
*1045 Cleveland
Copper zone system established, *443 Signal operating records, Oakland, Antioch
Wage agreement, 42 & Eastern Ry. [Miller], *536 SandRys.,
cushion:
#73
NewStateZealand:Railways: Skip stop, Effect of on operating cost, Com
ment, 341 Becoming obsolete, Comment, 897
Gas electric car for suburban service, Small vs. large car. Comparative costs Experiences with [Nichols, Wilson],
1173 Transportation
[Hershberger], record,
#394Chicago, Lake Shore 1126
North Ballard. Wash.: Skilled workmanship on pavement, Comment,
Loyal Ry. : & South Bend Ry., *940 213
One-man car authorized by commission, Oregon: Track construction, Monolithic foundation
1237 Public service commission name changed, 163 and pavement in, Southern Public Utili
Norton, Mass.: Organization chart: ties Co. [Horton], *324; Comment, 299
. Norton & Taunton Street Ry. : Chart of safetv committees, San Francisco- Tracks, Paving between [Haas], M79; Com
Foreclosure sale ordered by court, 1234 Oakland Terminal Rys.. *448 ment, 175
(Abbreviations : * Illustrated, c Correspondence.)
XII INDEX [Vol. XLVI
Pekin, III.: Poles: (Continued) Publicity : (Continued)
Scheme for administration of municipal line, Steel pole. Light-weight (Pates Expanded Advertising campaign, Chicago Surface
1186 Tubular
Steel'iron
Trusspoles,
Co.),Method
* 370 of repairing in Lines, *823
Peninsula Ky. (Sec San Jose, Cal.) Advertising to increase passenger traffic,
Pennsylvania: San Francisco [Foster], *450 Announcement
Comment, 1245 of improvements to disarm
Annual report of public service commission, Portable a.c.-d.c. electro-dynamometers (Weston),
601 *837 Effectcriticism,
on jitneyComment,movement
658 in Portland
—-No appeal from commission rulings, 79 Portland & Lewiston Interurban (See Lewiston,
Pennsylvania K. R. : Me.) Fare [HildJ,
increase*560appeal to public, Milwaukee
■ Philadelphia-Paoli electrification, service be Portland, Me.:
gun, 604, *981; Comment, 978 Cumberland County Power & Light Co.: Fare Electric
increaseKy. publicity
& Lightcampaign
Co., 889begun, Bay
Trucks Industrial, electrically-operated, for Annual report, 842
freight and tractor service, *864 Map display on show window, "946
Pennsylvania Street Railway Association : Signals replace telephones for train dis Milwaukee
State Street
ElectricKy.,Ry.891& Light Co., Pub
Line crossing specifications, Overhead, 186 patching, *1224
Winter meeting: Portland, Ore.: Motion
licitypictures
pamphlet,in Comment,
safety work,
1151 value of
Proceedings, 1205; Papers [Hoffman], Oregon Electric Co.:
1210; [LayngJ, M251; [Mackey], Maintenance of 1200-volt d.c. cars Posters
(Bennett],
at county813fair exhibit, Beaver Valley
1213: Comment, 1198; [Mcgargee], [Clough], *555
*1252; [Spring], 1209; [Storer], Passenger station at Eugene, *989 RouteTraction
cards,Co. San [Boyce],
Diego*945Electric Ry.
1212; [Tingley], 1207 Signal maintenance [Cunningham], *557
Peoria, 111.: Portland & Oregon City Ry.: Schedules
1 Warner andJ. *508
time-tables, Distributing, in
Illinois Traction System: Operation begun, 1232
Annual report, 331 Portland Ry., Light & Power Co.: Skip-stop
Hampton,posters Va.,in *318
St. Louis, United Rys.,
Freight service, Scope of, 1144 Organization of safety committees
Moving picture scenario contest, 611, 931 [Boynton], 8 •1255
New type of catenary hanger [Crevis- Public itv, Effect on jitney movement Public, relations with:
ton], *154 [Hild], *560 ■ Complaints and methods of handling, Twin
Wage agreement, Mileage basis, 1280 Reduction in step height ordered by Lectures
City to Lines
help [Warnock],
farmers produce
*264 bigger and
Peru, S. A.: commission, 468
Lima Light, Power & Tramways Co.: Safety campaign features [Boynton], 819 better crops, Southern Pacific Co. [Hin-
Annual report, 248 Special
•1268work and joints, Electric welded, shaw], *559
Philadelphia, Pa.: Welfare work, Relation to public and to em
Appropriation for consulting engineers asked, Traffic analysis and schedule planning ployees, United Railroads [Lilienthal],
1273 [Cooper], *562 "710; Comment, 698
American Rys. : Valuation by public service commission, Public service and other regulative commissions:
Annual report, 163 Company's brief, 922 -Annual reports:
Jitney regulation and workmen's com Work planning system, Departmental Boston, 965; Connecticut, 1275; Georgia,
pensation law in Pennsylvania [Maize], *565 603; Maine, 123; Missouri, 285; Ne-
ITingley], 1207 Portland & Seattle Ry.: braska( 123; New Jersey, 601; Penn
Merger with National Properties Co., Babbitting motor axle bearings, Mandrel sylvania, 601
Arrangements for, 968 for [Lister], *1267 Change in name of Oregon commission, 163
Safety appliances in car shops [ Me- Post-office department, Railway mail pay (See Cincinnati transit commission appointed,
gargee], *1252 mail transportation) 1094: Organized, 1138
Annual report of city transit director, 415 Pottsville, Pa.: Commission without power to modify fran
Certificates for elevated and subway con Eastern Pennsylvania Rys. : chise rates in New York, 610
Elevated
struction
steel granted,
superstructure
327 contract award Annual report, 1233 Effect on public of increased rates, Comment'
Power consumption on cars (See Energy con 89
ed, 884 sumption) Fare maximum set by legislature binding on
Grooved girder rail for M. C. B. flanges, Power cost (See Purchased power) New York commission, 126
*369 Power distribution : Greater protection for commissioners, Com
Philadelphia Rapid Transit Co.: Oil knife switches (Westinghouse Elec. & ment, 1
Annual report, 248 RelayMfg.forCo.),
protecting
*157 single a.c. tie lines Inquiry by legislative committee into New
Hearing on application for certificate of York Public Service Commission, First
public convenience for new subway, Scctionalizing
(General Electric),
railway feeders
*599 at San Diego District (See New York City)
199, 246 Jurisdiction of commission enlarged in Cali
Increased recompense for carrying post Tank[MacNutt],
lifters for *497
small oil switches (General fornia, 285
men, 294 Jurisdiction over Chicago Surface Lines,
Rapid transit system, Ordinance passed, 36; Electric), *71 Dispute between City Council and Illi
Preliminary progress, 77 ; Construction ——Three-wire system, Springfield, Mass., 1228; nois commission, 890
begun, 602; Second report, 663; Elec Comment, 1198 New York public service commission law,
tion, 881 Power generation: Criticisms on [Wilcox], 247
Transit loan to be submitted to referendum, Detachable busbar tap (Fargo Mfg. Co.), *74 No appeal from commission's rulings in
1231; Action postponed, 1274 Higher temperature limits for electrical ap Pennsylvania, 79
Trenton, Bristol & Philadelphia Street Ry.: paratus, 1041 ——Overhead charges. Fair allowance. New York
Securities to be distributed, 1233 Load factor and energy cost, Chicago, 138; commission, 831; Comment, 791
Philippine Islands: Correction, 190; Comment, 173 Powers of city superior in Charleston, W.
Manila: Plant statistics. Memorizing, Comment, 299 Va., jitney case, 610
Manila Electric R. R. & Light Corp. Power stations and equipment:
Annual report, 647 Air washer for turbo-generators, at Kansas Railway clearances fixed by Illinois com
Bonus for coal saving by employees, City, *240 mission, *228
910 Chicago, Lake Shore & South Bend Ry., List Regulation of electric railways. Factors in
Service investigation, 200, 672 of equipment, * 1 108 volved [Busby], 1081
Traffic count, 395 -Circulating water screens, Method for clean Retrogression in rate making, Comment, 90
Physical examinations (See Employees) ing, 1049 Shortcomings of regulation in New York
Pipe joints. Insulating - (MacAllen Co.), Mil ——Diesel
Electrostatic
engine,potential
Depreciation
and allowance.
synchronism284in State [Emmet], 16
Pittsfield, Mass.: Street maintenance, Inquiry on electric
Berkshire Street Ry. : dicators (General Electric), *326 railway's share, 964
Fare increase petition withdrawn, 168, Enlarging power plant, Mahoning & Shenan- Tax assessing by public service commissions,
422 go Ry. & Light Co., 1041 445; Comment, 428
End-entrance cars converted from open Feed-water recorder (Hoppes Mfg. Co.). *242 Transit commission law in effect in Cincin
type [Colby], *451 ——Indicator nati, 373
Pittsburgh,
PittsburghPa.:Railways: •117 board for disconnecting switches, Public Service Corporation of New Jersey (See
Newark, N. J.)
Annual report, 79 Organization of Bay State Street Rv. power Public service corporations:
Business principles in claim work, * 1 39 station, 911 Co-operation among public utilities [Kings
Cars, Improvements in low-floor type, *4 Recorder for measuring boiler feed water bury], 17
Claim department. Methods of effecting Shut-down
(Harrisonof power
Safety plant,
BoilerNew
Works),
York*2K4
Rys., Cumulative voting, Comment, 257; [Lozano],
settlements, *436: Comment, 428 c 870
Transfer decision favorable to company, 1237 Comment, 939 Directors, Rewarding efficiency through stock
Pittsburgh Subwav Co.: ■ -Springfield Railway, Details of power plant ownership, Comment, 1151
Subway bearing, 1 053 ; Tentative con Switchboard
and equipment,fittings*898:
(General
Comment,
Devices
897 & ——Directors,
Economics Responsibility
of railway operation
of, Comment,
in California
385
struction plan, 1231
West Penn Rys.: Ventilating-air
Fittings Co.), cleaning
*835 for generators and Fair [Shoup],
treatment 1171by commissions [Leach], 670;
Dynamotor sets for electric welding
[Duriel, 324 transformers [BaumJ, 194 Morality,
Comment,
Corporation
1065 and public, Comment,
One-ball center bearing [Witt], *770 Prepayment cars, Changes in Prepayment Car
Strike, 371, 417 Sales Company organization, 158 259
Poles: Presidential message to Congress: -Municipal participation in earnings and man
Climbers for steel poles (Bates Expanded Recommendations on railroads, 1184 Needagement
for publicity,
[Kealy], 417861
Steel Truss Co.), *1049 Providence, R. I.:
—Concrete, A. E. R. E. A. Committee report, Electrolysis investigation. Report, 825 -Overhead charges. Fair allowance by New
748 Rhode Island Co.: York commission, 831; Comment, 791
—^—Destruction of cement sidewalk by trolley Box-frame motor practice [ Wright] , c 828 Public interest in surplus; Comment, 852
pole expansion. Method to prevent Electrolysis investigation. Report of pub Speculation by directors; Comment, 214
[Fuller], *832 lic service engineer, 825
Effect of wood preservative, *879 Indicator botrd to show nos'tion of dis Taxation of utilities. Burden on the con
Expanded metal poles replace wooden poles, connecting switches. Ml 7 Traction
sumerproblems.
[Doty], cPast 828 and present; Com
Elgin, Joliet & Eastern Ry., M090 Strike over wages. Arbitration hearings.
Flexible steel pole (Carbon Steel Post), *32 78, 121. 161, 200. 246. 328. 371. 416. ment, 576
-Guv anchor tests (Faultless Anchor Co.), 462. 603. 645, 685, 778. 903, 1095 Utility development in California, Report
680 Track bonding and rail repair recom on, 884
Jack, .Single-acting, for pole removal mendations, 778 ——Valuation conference. Call for. 286
(Ternpleton, Kenly & Co., Ltd.). * 837 Wage dispute arbitration. Charts as ex Public Service Ry. (See Newark, N. T.)_ .
—pr-.Moving poles. Appliances for. United Rail hibits, *664; Comment, 657 Public Utilities Association of West Virginia:
roads of San Francisco [Foster], *874 Publicity : Convention, 1085
Reinforcing metal Poles. Brooklyn Rapid Advertisements =eekin^ oublic'a co-operation, Puget Sound Electric Ry. (See Tacoma,
Transit System [McKelway], 365 Twin Citv Lines [Warnock], *266 Wash.)
(Abbreviations: * IHrsTated. c Correspondence.)
July-December, 1915] INDtfX XIII
Puget Sound International Ky. & Power Co. Repair shop equipment: (Continued) Richmond, Va. :
(See Everett, Wash.) Babbitting motor axle hearings, Mandrel for, Virginia Ry. & Power Co.:
Puget Sound Traction, Light & Power Co. (See Portland & Seattle Ry. (Lister], * 1267 Annual report, 1054
Seattle. Wash.) -Hearing-broaching machine, Hydranilic Franchise in Norfolk, Va., Progress on,
Purchased power: [Feist], *191 123
Energy cost. Increase in, for rush-hour Cleveland Ry. shops, '1022 Motor-bus line, Operating cost, 1216
service in Chicago, * 138 ; Comment, 173; .'ommutator slotter, Lus Angeles Ry. Skip stop recommended by patrons, 1237
Correction, 190 [Stephens], *321 Rhode Island Company (See Providence, R. I.)
New York. New Haven & Hartford K. R-, Convenient electric Idering iron [Gra- Rochester, N. Y.:
Load factor, Power factor, M200; Com -—Cost ham], of,
*66
Bay State Street Ry., 1173
Buffalo Lockport & Rochester Ry. :
Wheel flanges, Thin, cause, [Barnes],
ment, 1197 Drinking-fountain guard, Holyoke Street c 189
—Peak-load power, Cost of, 213 Ry., M56 Jitney operation contrary to law, *1175
Rates and load factor, Chicago railways, "138, Dynamotor sets for electric welding, West New York State Rys.:
Correction 190, Comment, 173 Electric
Pennheater
Rys. for[Durie],
shrink 324
fits (Maschinen- Anti-friction bearings, Effect on opera
Terms of proposed contract, San Francisco- tion [ Cameron ], * 1264
Oakland Terminal Ry., 287 Emergency
fabrik Oerlikon),
truck changing,
*960 Los Angeles Ry., Girder and high T rail renewals [Doty],
•25 c *829
Rochester Connecting R. R. :
——Furnace for babbitting bearings [ Dono Application for certificate of public
van], M53 convenience, 75
Rail joints and bonds: Furnace for heating soldering irons [Par Rockford, 111.:
sons], *24 Rockford & Interurban Ry. :
Applving rail bonds by electric brazing —-—Hammers, Electric, Adaptability for general Convenient electric soldering iron
[Crecelius], *236 use (Western Electric Co), *836 [Graham] , *66
Hon ding rails by gas weld, Method for Heater,
•280 Gas, for commutators [Parsons], Shaft straightener for axles and arma
[Brown], M087; Comment, 1065 tures [Graham], *238
Bond resistance, Determining and interpret Home-made wheel grinder [Morse], *25 Track-trench excavating machine, *74
ing [Febrey}, '1177 Hydraulic presses for wheels and arma Rock Island R. R.:
Electrically welded rail joint, Columbus Ry., tures [ Vulcan"], 323 Responsibility of directors, Interstate Com
Power & Light Co. [Ackerman], #956 Motor-bearing trimmer [Stephens], Mll merce Commission report, 329
-Rail •1130
bond testing, Method for [Febrey], Novelties,
•50 Newport News & Hampt* in Ry., Rolling stock purchases, Renewed activity in;
Comment, 977
Soldered bonds for running and contact Pinion puller, Home-made [Feist], '•641 Roslyn, N. Y.:
rails. Successfully used on Northwestern Pinion pulling machine, Adjustable (Elec- New York & North Shore Traction Co.:
Pacific R. R. [Vanatta], *539 trie Service Sup. Co.), *600 Franchise modification denied by com
— Brazed bonds on California lines (Electric Portable grinder (Stow Mfg_. Co.), * 1 270 mission, 610
Ry. Imp. Co.), 455 Press for bearing and bushing changes, Hy Route signs (See Signs on cars)
Rails: draulic [Stephens], *282 Rules:
— -Curved heads for girder rails to reduce cor Shaft straightener for axles and armatures Changes in code adopted by A. E. R.. A.
rugation, Brooklyn Rapid Transit Co. [Graham], *238 Convention, 757
[Cram], M246; Comment, 1245 Steel car straightener, * 1029 Group fares in Louisville, 784
—-Differential gears on car wheels to prevent Turntable
•596 for painting car sash [Hewitt], Hearing on operating rules, Wisconsin, 889
rail corrugation, *26 Rusting of steel, Method to prevent, 912
Gages for measuring rail wear [Bailey] , Wheel •238and track gage, Combined [Feist], Rust protection. Influence of car design, 866
*I042
Girder and high T-rail renewals [Burch], Wheel-changing jack, Portable, *680
c 276; Comment, 895; [Cram], c 873; Repair shop practice:
[Falconer], c*829; [Graves], c 872: Armature removal from box-frame motors,
[Legare], c 320: [Rounder], c 592; Armature
Methodremoval
of [Prather],
Methodc915
of. New York,
[Wilson] , c 592 St. Joseph, Mo. :
Grinding of, with carborundum track brake- Westchester
•367, 411 & Boston Ry. [Potter], St. Joseph Ry., Light, Heat & Power Co.:
shoes, *241 Grounding of armature coils, Method to
Grooved girder rail for M. C. B. flanges in -Armature winding methods, Tri-City Ry. & prevent [Ernst], 1089
PunchPhiladelphia,
for track *369spike slots ( Watson-Still- Light Co. [Sutherland], '997 St. Louis, Mo. :
Box-frame motor armatures. Method of United Rys.:
man Co.), M95 handling,
•833 Twin City Rapid Transit Co., Girder and high T-rail renewals [Haw
Rail head, Defining the, Comment, 977 kins], c 401
Rail head, Method for determining [Gen- Box-frame motor removal from singlc- Liability for claims against predecessor
nett], c 1127 Brush-holder
truck cars,repairing
410 method [Potter], company, 123
Renewals (See Track maintenance) •408 Loop construction proposed, 891, 1003
Small section rail. Flexible [Pegram], 624 Remodeling motor armatures [McPheet
Special steels. Report on [dishing], 878 Combined trouble board and rolling stock crs], #918
——Steel for rails, Test of (Titanium Alloy record, #878 Skip stop, 42, 84, 185, 294, 469, 1100,
WearMfg.limitsCo.),of *454
[Haas] , * 1 79 ; comment, Commutator slots, paste filler for, Indi 1145, * 1254, Comment, 1244
anapolis & Cincinnati Traction Co., 156 Thermometers for cars provided. 1146
175 Controller segments, Resawing to smaller St. Paul, Minn.:
——Wear value replaces girder strength, Com size [Miller], *236 St. Paul Southern Ry.:
ment, 792 Maintenance of electric cars (Layng], "1251 Lease of track to Rochester proposed,
Railway issues, Action at November elections. Methods of San Francisco-Oakland Termi 883
Comment, 939 nal Rys. [St. Pierre], *527 St. Tammany & New Orleans Ry & Ferry Co.
Railway mail pay (See Mail transportation) Motor overhauling [Faber], *677 (See Mandeville, La.)
Railway Signal Association: Motors,
•192 Rejuvenating overloaded [ Jackson], Safety Federation of America:
Annual convention, 580 First annual convention, 867
Record forms: Motor troubles. Method for reducing, Sioux Safety-first
Accidentmovement
prevention: in car sin
Business principles in claim work, Pitts City Service Co. [Feist], 998 ps. Appliances
burgh Rys., M39 ——Overhauling mechanical parts. Carelessness for [Megargee], M252
Employees, Physical examinations of, Chi in ["Vulcan"], 449 ——Activities of Safety-First I ederation for
cago Elevated RRs., *216; Comment. 213 Reinforcing high-speed interurban cars, Au 1915, 103
-Instruction and record forms. Elevated rora, Elgin & Chicago R. R. [Bowman],
•1221 Automobile traffic regulation, Proposed or
Railroads of Chicago, 305 dinance for all cities, Safety Federa
Inventory, 741 Remodeling motor armatures. Method for, tion of America, 867
Report forms for way department, Chicago, United Rys., [McPheetcrs], *918 Bonus to trainmen for accident prevention in
SijinalOttawa
record& Peoria
forms, Rv.,
Oakland,
*396 Removing trucks from car bodies electricallv Kansas City, 604
Antioch & through
•638 crane controller [Hewitt], Campaigns:
Eastern Rv. [Miller], *536 Brooklyn, 1059
Stock records [Astle], #908 Riveting with steel pressings. Comment. 47 Portland Ry., Light & Power Co. [Bovn-
Traffic blank for schedule data, San Fran- Scrap, Classifying, Fort Wayne & Northern ton], 819
Traffic
cisco-Oakland
and schedule.Terminal
Portland
Rys. 522 1 ndiana Traction Co. [ ReHderson] 957 Commission in Portland, Ore., 277
Ry., Light ■ Shop notes, Newport News & Hampton Conference in Oklahoma City, 1145
Way & department
Power Co. time [Cooper],
ana "562 Ry., *50 Co-operation in safety work, Comment, 89
•596 cost records. Shop-order system, Cleveland Ry. [Jacobs] , Crossing protection for automobi lists, Long
1214 Financial
Islandbenefits
R. R.f 371
of the movement [ Harri
Work planning, Departmental [Maizell, *564 Store department efficiency [Astle], *906
Work-train report, Northern Ohio Traction Testing electrical equipment in Atlantic son]. 820
& Light Co. [Blinn], #636 Ventilation
City [Faber],
holes in*24motor frames [Miller], First-aid system. Elevated Railroads of Chi
Records of accident claims: cago [Fisher], *430
——Card index as safeguard against repeaters 25 Justification of the movement [Dixon], 818
or fakirs [Reynolds], *815 Welding processes. Application of, 411 Lectures, Public interest, *267
Regeneration on mountain railways, Comment, Work-order system for recording costs Lectures to employees at New Albany, Ind.,
937 Work[Glover],
order 441system for car overhauling, 891
Regulation of public utilities [Busby], 1081 Magazine, Union Traction Co. of Indiana
Regulation of railways, Investigating, Comment, Puget
•568 Sound Electric Ry. [Schluss], Measures
[Slick],of '247
Elevated Railroads of Chicago,
1243
Reminiscences of early days in street railway Work planning system, Portland Ry., Light *302
business [Wright], c 870 & Power Co. [Maize], *565 Meetings of employees:
Repair shop equipment: Repair shops: Fort Wayne & Northern Indiana Trac
Accident prevention appliances [Megargce], Cleveland Ry.p Details of buildings and tion Co.. 308
M252 equipment, *1022 Northern Ohio Traction & Light Co.,
-Air-brake apparatus,
sons], •1128 Testing outfit [Par Mesaba Ry., Details of new buildings 867
[Sargl], "312 Motion pictures:
— -Arc-welding outfit, compact (Lincoln Elec Southern Traction Co., Details of, *1 76 Films available, 1146
tric Co.), M95 Report writing course, Mass. Inst, nf Tech., 1204 Value in safety work [ Bennett 1, 813 ;
•Armature bearing jig, Selma Street & Resistance of electric cars at starting [Ewing], National [Warnock],
Safety Council.
820; Service
Comment,to member?
793
Suburban Ry. [Nees], *324 279, Comment, 258 One •1257;
year safety
Comment,
record,1243
Louisville Ry., 38C
—Armature machine, Heavy duty universal Revenue from passenger traffic. Methods for in
CElectric Service Supplies Co.), *4 1 2 creasing [Jeffries], 1039
(Abbreviations: * Illustrated, c Correspondence.)
XIV INDEX [VOL. XLVI
Safety-first movement: (Continued) San Francisco, Cal.: Seattle, Wash.:
Organization chart of safety committees, San United Railroads: (Continued) Puget Sound Traction, Light & Power Co.:
Francisco-Oakland Terminal Rys., M48 One-man cars, Rebuilt, 112 (Continued)
■ Posters on cars, Public Service Ry., 1058 One-piece splicer for feeder cables [Fos Valuation progress. City seeks to expe
Reckless employees set bad example ter], *955 dite, 288
Recommendations,
[Garriott], 293 New York Safety First Pole moving appliance [Foster], *874 Work of claims investigator [Young], 8
Purchase by city discussed, 602 Seattle, Renton & Southern Ry.:
Reduction
Societyjin 1013
accidents on Insull lines in Rail grinding with carborundum track Common user trackage rights sought by
brakeshoes, *241 municipal railway, 1139
Indiana, 168 Relationship between medical and claim Condemnation proceedings discontinued
Safety-zone test in Kansas City, *308 departments [Handlon], 63 by city, 118
Teaching patrons how to board cars in Elgin, Statistics, Value to executives [Will- Street grading suit against city, Favor
111., 168 cutt], #705; Comment, 698 able decision, 1232
Traffic regulation as a means of greater Transfer as check on cash receipts, 184 Shovel, Electric, for railway work (Thew Auto
Traffic
safety.
regulations
Comment,recommended
1020 by New Trolley wire on bascule bridge. Method matic Shovel Co.), #681
of installing [Foster], *1042 Shore Line Electric Ry. (See Norwich, Conn.)
Warning
York Safety
to trespassers,
First Society,
Michigan
379 Central Tubular iron poles, Method of repairing Sidewalk destruction. Cement, by -trolley pole
[Foster], M50 expansion, Method to prevent [Fuller],
•832
R. R.. 190 Welfare work [Lilienthal], 710
-Work in Brooklyn schools and playgrounds, United Rys. Investment Co.: Signals:
691 Annual report, 1141 Alternating current. Treatise on (Union
Work of Pittsburgh Railways, Participation Earning power estimated, 607 Switch & Signal Co.), 880
by claim department, 440; Comment, 428 San Jose, Cal. : Automatic control system, Desirability of
Safety tread, Self-draining, durable (American Peninsula Railway: [Hansel], 625
Mason Safety Tread Co.), M049 Statement on fare case, 43 Automatic, Value of. Comment, 895
San Antonio, Texas: Selma Street & Suburban Ry. : Block system:
San Antonio Traction Co.: Armature bearing jig [Nees], #324 Maintenance methods, Oregon Electric
Telephone dispatching system, *92 Schedules and time-tables: Ry. [Cunningham], *557
Sand dryer: City service for village traffic, Comment, 427 New Bedford & Onset Street Ry., *1267
-Automatic discharge (Visscring & Co.), "455 Coasting, Effect on running time, Comment, ^ar-spacing
•368 signals, Scranton Ry. [Way],
Large capacity, Sioux City Service Co., * 193 299
San Diego, Cat : Conservation of time on interurban railways Contactor signals. Low-voltage for Louis
-San Diego Electric Ry. : [Spring], 1209 ville & Interurban Ry., "1 181
Handling traffic to the Panama-California Effect of gear ratio, B. O. S. E. report, *68 Crossing:
exposition [Warner], *508 Headway reduction through one-man car Home-made wigwag [Vanatta], * 192
Sectionalizing railway feeders [ Mac- operation, Puget Sound Traction, Light Illuminated and audihle, Nashville Inter
Nutt], #497 Influence
& Power of Co.
peaks
[Richardson],
in service *572
[Doolittle], urban Ry. [Nachod], *1046
Traffic decrease due to jitney, 83 •306 Illuminated sign, Los Angeles Ry., *284
San Francisco as a convention city, Comment, Massachusetts commission orders reports on
697 Losing time in terminals, Comment, 47 ■ Operatingchangesrecord,
in signals and interlocking,
Oakland, 604
Antioch & East
San Francisco, Cal.: Preparing time-tables, Method of, San Fran
(See also railway
Panama-Pacific
—■—Elevated proposed,Exposition)
7/6 cisco-Oakland Term. Rys. [Sliter], *521
Schedule construction from traffic data
ern Ry. [Miller], *536
Order for C, M. & St. P. electrified section,
- Municipal Rys. : [Doolittle], #587; Comment, 575 604
Exposition traffic^ Transit line improve ——-Schedules, Data for compiling, Portland Rail Out-door light clusters for crossings and
ments for [Cashin], *5 18 way, Light & Power Co. [Cooper], *562 roadside stations (Painter Co.), *112
Extension of municipal lines. Ordinance Service data, Manila Electric R. R. & Light Signal maintenance, Economics, 580
introduced before Board of Super Corp., 672 -Telephone dispatching
land County Power eliminated,
&■ Light Co., Cumber
M224
visors, 883 Service demand curves, San Francisco-Oak
Injunction restraining Mumc'pal Rail land Term. Rys., *522 Thermostatic time element (Protective Sig
ways on Market Street, 127 Service order in Chicago fixes headway, track nal Mfg.. Co.), "1225
Record day's receipts, 1013 capacity, rush-hour periods, etc., 775 Train operation by signals alone, Baltimore
Wage increase asked by employees, 883 ——Skip stops. Effect of, on running time. Com & Ohio R. R., *434
——Northwestern Pacific R. R. : ment, 174, 341, 852 Signs on cars:
Crossing signal, Wigwag [Vanatta], * 192 Speed limit raised in Everett, Wash., 468 Illuminated route and destination. Bay State
Signal, bonding and contact rail notes Stops, Influence on schedule speed, 758 Street Ry., *854; Comment, 853
Operating[Vanatta],
statistics, *539
compared with Los An Schenectady, N. Y. : Route•260
signs for surface cars in various cities,
Schenectady Ry.:
geles, 1237 Hearing on service complaints, 1192 Single-phase railways:
Pacific Elec. Ry. : Transfers to United Traction Co. cars Maintenance costs. Reducing, Chicago, Lake
Brazed bonds (Electric Ry. Imp. Co.), ordered by commision, 293 Shore & South Bend Ry., '1108; Com
455 Schomburg & Aurora Ry. : ment, 1106
Southern Pacific Co.: Electrification planned, 163 Operating data and costs, St. Clair Tunnel,
Brakeshoes, Full-flanged, Results with Scotland: 1084
[Hewitt], 1223 Edinburgh: Operating results, Chicago, Lake Shore ft
Contact system, Portland division. Con Edinburgh Tramways : South Bend Ry., *940
struction and maintenance [Leben- Fare increase, Conference with Operating results, New Haven R. R. [Mur
baum], *57 Council committee, 1112 ray], 101
Electrical equipment for 1500-volt d.c. Glasgow: Philadelphia-Paoli electrification. Service be
cars [Sears], *551 Employees. Shortage of, Glasgow Mu gun, 604; Comment, 616; Details of in
Lectures to help farmers produce bigger nicipal Tramways [Dalrymple], 860 stallation, 981; Comment, 978
and better crops [Hinshaw], *559 Glasgow
Waiting
Corporation
room andTramways:
shelter, *589 Single-track capacity, Analysis, Railway Signal
Maintaining 1200-volt catenary [Nich Association, 580
ols], *543 Annual report, 464 Sioux City, Iowa:
Maintenance of 1200-volt d.c. cars Scranton,
Scranton
Pa.: Ry. : Concrete pavement in track allowance. Ex
[Hewitt], *546 perience with, *1 132
Operation of 1200-volt d.c. distribution Car-spacing signals, Special application Sioux City Service Co.:
system [Johansen], *549 [Way]. '368 Bearing-broaching machine, Hydraulic
Paint renovator for car exteriors Seats (see Doors, seats and windows) : [Feist], M91
[Hewitt], 367 Seattle, Wash.: Motor troubles, Method for reducing
Rail and ferry service in Bay cities, Re Car service inspection. Department of Public [Feist], «998
markable [McPherson], *544 Investigating
Utilities, automobile
#272 accidents [Benton], Pinion puller. Home-made [Feist], *641
Removing trucks from car bodies with Sand dryer, Large( M93
electrically-operated
•638 crane [Hewitt], 11 Snow plow and life guard. Combined
Seattle Municipal Street Ry. : [Feist], #832
Turntable for painting car sash Annual report, 374 Trolley harp, Split self-lubricating
[Hewitt], *596 Application for common user privileges JFeist], *409
United Railroads: over Seattle, Renton & Southern Ry. Trolley
•365 stand. Self-lubricating [Feist],
Bond and note issue authorized, 1276 tracks, 1186
Car cleaning, Vacuum system for Auto-bus feeder line. Authorized by Wheel and track gage, Combined [Feist],
•238
[Allen], #516 Council, 686, 889; Mayor's veto,
Car, •515
Light-weight, low floor [ Yount] , Puget Sound603; agreement
Traction, Light
unsatisfactory,
& Power 1237
Co. : Wheel-changing jack, Portable, *680
SiouxSioux
Falls,Falls
S. D.:
Traction Co.:
Contempt finding in Market Street in Appraisal of property. Company offers
junction case, 643 to advance funds for, 840 Correspondence schools for railway train
Depreciation reserve fund accumulation Auto-bus auxiliary service for interurban ing Irresponsible [Mills], cll25
ordered, 418 railway, 41, 83, 235; [Leonard], *570 Skip stop (See Stopping of cars)
Depreciation ruling. Application for re Extension order appealed, 163 Smoke abatement and terminal electrification in
hearing, 123 Franchise enforcement injunction, Ap Chicago, Report of committee, •1113,
Electrolysis, Overhead, and porcelain plication to dismiss case denied, 1272 1138; Comment, 1106
strain insulators [Foster], *582 ; Gates on cars, Installation completed, Smoke abatement report in Cleveland, 604
Comment, 575 1145 Snow plow and life guard combined, Sioux City
Feed-in clamp for connecting feeder Harassment by city charged in complaint Service Co. [Fiest], »832
cables with trolley wire [Foster],
•322 filed with commission, 199, 287 Snow removal:
Jitney causes reduction in dividends, 80 Track scraper for mounting on service cars
Front-end fare collection aids service Medical department in claims work (Root Spring Scraper Co.), *411
[Jones], *512 [Carson), 11 Society of Technical Associations* Secretaries,
Girder and high Trail renewals [Le- Motor bus line established, 1099 Pamphlet of proceedings, 150
gare]t c 320 Municipal Ry. transfer plan rejected, South American trade directory, Supplement,
Investigation of conditions by holding 1140 1170
company officials, 1053 New company publication, 371, 423 South Bend, Ind. :
Injunction restraining Municipal Rail One-man cars to reduce headway [Rich -Chicago, South Bend & Northern Indiana
way on Market Street, 76, 202. 1232 ardson], *572 Ry.:
Jitney problem. Economics of [Black], Paving dispute with city, 776, 924, 1005 Jitney bus, Number in operation, *399
Movingf510pictures of car operation on 25 Unique temporary car service, 784 Jitney operating data, 831
Valuation of property, City needs ex South Covington & Cincinnati Street Ry. (See
per cent grade, 168 pert on, 1140 Covington, Ky.)
(Abbreviations: * Illustrated, c Correspondence.)
July-December, 1915] INDEX XV
Southern Pacific Co. (Sec San Francisco, Cal.) Storage- battery line in Miami, 1'la., 1074 Taxable valuations of interurban electric rail
Southern Public Utilities Co. (See Charlotte, Storage land
bins, Rys.,
Steel, •1001
for coal and sand, Cleve ways in Iowa, 967
N. C.) Taxation of utilities. Burden on the consumer
Southern Traction Co. (See Dallas, Texas) Stores department efficiency [Astle], *906 [Doty], c 828
Southwestern Gas & Electric Co. (See Texarkana, Street car and motor bus, Comparison ; Com Taxation:
Ark.) ment, 793 Public service commissions as taxing bodies,
Specifications and progress, Comment, 299 Strikes and arbitrations: 445; Comment, 428
Special work (See also Track construction) Arbitration hearings in Chicago, 146 ; Com Taxation, Report of A. E. R. A. committee, 733;
Special work: ment, 135 Correction, 798
Crossing with interchangeable iron castings Charleston Consolidated Ry. & Lighting Co., Tax values increased:
[Williams], *678 Wage and contract dispute arbitration Ohio railways, 351
Insert special work, Uneven wear in. Com decision, 1274 Virginia utility companies, 648
ment, 135 Charts as exhibits in wage dispute arbi West Virginia railway and power companies.
Tongue switch [Williams], #639 trations, '664; Comment, 657 164
Welding special work and joints, Portland Mediation board. Desirability of permanent Tax values reduced on Indiana electric rail
Ry., Light & Power Co., M268 federal; Comment, 174 roads, 164
Speculation by directors. Ethics in, Comment, British Columbia Electric Ry., 253, 285. 392, Telephones:
214 458; Comment. 257, 285 Advantages of in city dispatching; Com
Speed, No demand for extremes, Comment, 1199 Strike, Buffalo & Depew Ry., 1095, 1232 ment, 90
Splice bars (See Track construction) Chicago, Juliet & Electric Ry., 288, 651, 1003 -Dispatching
•92 system in San Antonio, Tex.,
Spokane, Wash . : Fort Wayne & Northern Indiana Traction
Spokane & Inland Empire R. R. : Co.. 684. 775, 924, 1004 Temperature rise limitations for machines; Com
Washington
Annual Water
report, Power
1096 Co.: Holyoke Street Ry., 287. 328, 373, 416, 459, ment, 1065
'883. 924, 1005, 1052 Terminal electrification in Chicago (See Chicago)
Investigation of collision cases [Aston], Rhode Island Co., 161, 200, 246, 329, 371, Terminal stations and terminals:
10 or two-man operation, Remod 416. 462. 603, 645, 685, 774, 903 Fare collection system at Boston baseball
One-man Strike ended, Columbia Ry., Gas & Elec. park. *621
eled cars for, * 1 223 Co.. 645 Newark terminal. Cornerstone laid, *151
Near-side stops and one-man cars in Spokane, United Traction Co., Albany, 460, 777, 1007, Orepon Electric Ry. at Eugene, *989
784 1092, 1230 Puhlic Service Ry., Progress, 915
Springfield, Mass.: West Penn Traction Co., 371, 417 Trucks, Elecrically operated, Economies on
Sponge impurities, 1268 Wilkes-Barre Ry., 159; Comment, 257, 288, Pennsylvania Railroad, *864
——Springfield Street Ry. : 839, 882, 924, 965, 1005, 1093, 1138, 1231, Terre Haute, Indianapolis & Eastern Traction
Agreement with employees signed, 34 1272 Co. (See also Indianapolis, Ind.)
Electrolysis report, 1138 Substations ani equipment : Terre Haute, Ind.:
Three-wire overhead contact system, Automatically controlled substations: Terre Haute, Indianapolis & Eastern Trac
1228; Comment, 1198 Details r Allen and Taylor], #583; Com tion Co.:
Poles, Agreement for removal of, 202, ment, 576 Abandonment case settled with city,
777 Features governing control [Dow], c 828 1008
Registers for cash and transfers in Estimated savings [Davis], 772 Fast limited service between Indiana
stalled, 294 Limitations [Davis], c 871 polis and Terre Haute inaugurated,
Service investigation by the Board of Need for operating data; Comment, 1106 1060
Aldermen, 1006 Chicago,
Operating
Milwaukee
features& [Taylor],
St. Paul electrifica
1075 Jitnev restraining order, Application
Service order by public service commis for, 650, 782. 1059
sion, 1059 tion, *794 Passenger revenue. Methods for in
Sprin: field, Ohio: Electrostatic potential and synchronism indi creasing [Tcffries], 1039
lio Electric Ry. : cators (General Electric). *326 Petitions public service commission to
iournal entry system [Kasemeier], 1168 Equipment for 1200-volt d. c. distribution regulate jitneys, 127
lotor heating, Wheel diameter effect on system. Southern Pacific Co. [Toban- Tests of equipment:
[Foote], c*914 sen], *549 ——Brush tests on non-interpole motors with
Power plant, Construction and equip New York, New Haven & Hartford R. R. slotted commutators, Montreal Tram
ment details, *898; Comment, 897 West Farms substation. Construction ways [MacLeod], *1179
Standing passengers, Plan for separation into and equipment details, M200; Com Car testing set, Portable TEwing], *152
groups by sectional railings, *26 ment, 1197 Wheel test, chilled iron an<T»f—T-&18
Standardization: Oil knife sw tches ( Westinghouse Elec. & Texarkana, Ark. :
——Car design standardization, Difficulties in Mfg. Co.), * 157 Southwestern Gas & Electric Co.:
establishing ["Car Builder**], 676; Com Out-door substation design: Comment, 133 Near-side stop established, 252
ment, 657; ["Transportation Man"], Philadelnhii- Paoli electrification, Pennsyl Texas hurricane damage, *361
c 914 vania R. R.. *981 Third-rail contact system :
Car types reduced from twelve to two, Los Rating of machinery [Del Mar], c *21 Construction, operation and maintenance of
Angeles Ry. [Stephens], M93 60-cycle equipment. Portland & Lewiston In- top-contact
•55 unprotected third-rail [Tones],
-Claims accounting and statistics. Difficulties terurban, *618
of standardizing [Slick], "813; Com Standardization of substations. Economics Live •539
contact rails, Transferring [Vanatta],
ment, 792 of [Kennedy], c 1126
Substation standardization, Economies of Supplies for 1916, Comment, 1244 Operating cost of surface contact systems in
Threads
[Kennedy],
for fixtures
c 1126and fittings. Standards Sweden : Overhead
Lincoln,trolley
England,
and 288third-rail, Provisions
Porjus :
for, 838 Hydroelectric power station nearing Protected
on cars, third-rail.
MichiganLancashire
Ry., MI54Si Yorkshire
Watch standards, Terre Haute, Indianapolis completion, 1041
& Eastern Traction Co. [Boardman], Switzerland: Ry.. »155, M124; Comment, 1105
•874 Leuk-Leukerbad Ry. begins operation, 150 Ties:
Station surroundings, Improvements in Annapo Massaboden : Effect of. On rail wear [Haas], M79; Com
lis, M87 Hvdro-electric station to be built, 413 ment 175
Statistics: Svracuse, N. Y. : ——Hardwood untreated cross-ties. Advantages
Loss in electric railway mileage in Indiana, Empire United Rys. : [Pegram], 624
164 Armature removal from box-frame mo —Steel:
Operating statistics for San Francisco and tors, Method of rPrather], 915 Installation without disturbing concrete
Los Angeles, 1237 Cars at less than cost [Gonzenbach] , base (Int. Steel Tie Co.), M181
New Bedford & Onset Ry., Operation, power c 447" Modified
•1002twin type (Int. Steel Tie Co.),
and maintenance analyzed, *628 Co-receivers appointed, 1009, 1142
Value to railways [Willcutt], *705; Com Deposit of bonds requested by bond On Brooklyn-Brighton bridge in Cleve
ment. 698 holders* committee, 1056 land, -834
Steam railroad development and operation since Forced-draft heaters, Operating cost, Solid-concrete construction in Columbus,
1830 [Parsons], 623 1225 #956
Steel for rails, Novel test of (Titanium Alloy Readjustment plan, 1188; Opposition to, SteelSpacing
vs. woodtooties
widein [Mitchell],
city track construction.
1266
Mfg. Co.), *454 1277
Steel car building (See Car design; Cars) Semi-steel cars. Details, "578 Comparative cost, Cleveland, Southwest-
Steels. Special, Report on [Cushing], 878 Union jurisdiction settled, 966 Tampirh:
e*i & machine.
Columbus Ry. Pneumatic
[Nester],(Ingersoll-
M089
Stopping
Near-side
of cars:
stop: New York State Rys.:
Automobile
•860 float wins pageant prize, Rand Co.), *682
Treated, Behavior of, in alkali soils, 1002
Controversy in Denver, 379, 468 Girder and high T-rail renewals Twin steel, Cost of installing, Scioto Valley
Effects reduction in accidents in New [Roundey], c 592 Tr. Co. [Wolfe], *916
York City, 1190 -—-Syracuse & South Bay Elec. R. R. : Timber preservation :
Growth of practice; Comment, 791 Syracuse
Foreclosure
& Suburbansale ordered
Ry. : by court, 1189 Decay curve for chestnut poles, treated and
In Albany, 784 Effectuntreated,
of zinc 879chloride on timber strength
In New Bedford. 167 Fare case, agreement reached, 1237
In Texarkana, 252 [Clarke]. 73
In Elgin. 692 Factors involved for electric railway service
Ordinance passed in Atlanta, 1280 [Winslow and Tcesdale], 754
Report by A. E. R. A. committee, *758 Pine ties, Treated, in alkali soils, 1002
Skip stop: Preservatives. Effect on wood poles [Rhodes,
Approved by patrons in St. Louis, adop Hosford], »879
tion delayed by commission, *1254, Tacoma, Wash.: Processes employed [Weiss and Tcesdale],
Comment, 1244 Puget Sound Electric Ry. : 625
Detroit. 1013, 1100, 1146 Car overhauling, System for recording Toledo, Ohio:
Disapproved in Newark, 379 cost [Schluss], »568
During rush hours in Minneapolis, 1058 Fare reduction on suburban line, 469, —Toledo Rys. & Light Co.:
Effect on operating cost; Comment, 341 931 Franchise negotiations, 36, 75, 120, 162,
Effect on schedule speed; Comment, 575 Requirements for employment [ Win- 201, 245, 416, 462, 643, 684, 881,
Experience in Denver [Wells], c 448 sor], 9 963, 1004, 1051, 1231
Meeting opposition to; Comment, 341 Voluntary red net on in fares to meet Track removal order restrained by court,
Milwaukee. 252. 468, 651, 1144 jitney competition, 1191 777
Recommended by patrons in Richmond, Valuation of properties proposed in City
1237 Taunton, Mass.: Council, 1139
St. Louis. 185. 244, 469, 1100. 1145 Taunton & Pawtucket Street Ry.: Toledo A Western R. R.:
Time saving; Comment, 174, 852 Foreclosure of Bristol County Street Girder and high T-rail renewals
Washington D. C, to adopt, 1013 Ry. trust mortgage ordered, 1143 [Swartz], c 400
(Abbreviations: * Illustrated, c Correspondence.)
 XVI INDEX [Vol. XLVI

Toronto, Canada: Trade directory of South America, Supplement, U

Brazilian Traction, Light & Power Co.: 1170
Annual report, 419 Traffic conditions and facilities in London [Stan
Hydro-electric plans for extensions, 777 ley], 622; Comment, 616 Ulster & Delaware R. R.:
Hydro-radial by-law to be submitted to Traffic data for bridges in London [Spofford], 53 Rate increase denied, 163
voters, 1229 Traffic handling at the San Diego exposition Union Electric Co. (See Dubuque, Iowa)
Proposed network of electric railways, 1184 [Warner], *508 Union Pacific R. R.:
Radial entrances, terminals and yards, Pro Traffic investigations: Motor cars on railroad systems, Value of
posed, Report by engineering commis -Automobiles, Effect on street car [Heeler], [McKeenJ, 866
sion, 1183 590; Comment, 577 Union Railway (See New York City)
Rapid transit report nearing completion, 1052 ——Car loading. Traffic check to determine [Mc- Union Traction Co. of Indiana (See Anderson,
Report on railway to Guelph, Ont., 965 Cloy], *272 Ind.)
Subway construction, Engineers oppose, 1140 Checking service. Methods of, Comment, 658 United Railroads of San Francisco (See San
Toronto Ry. : Collection of traffic data preliminary to traf Francisco, Cal.)
Car construction order entered, 784 fic study [Doolittle], *94; Comment, 90 United Railways « Electric Co. (See Baltimore,
Car to supplant running board type. Con Denver [Toll], *309; Comment, 301 Md.)
ference ordered with Ontario Ry. Influence of peaks in service on operating United Railways Investment Co. (See San Fran
and Municipal board, 1146 Manila.
cost P.[Doolittle],
L, 395 *306 cisco, Cal.)
Dispute with city, Commission ruling, United Railways of St. Louis (See St. Louis,
201 Methods of taking traffic data recommended Mo.)
Extension case, 605, 646, 883 by A. E. R. A. committee, 757 United Traction Company (See Albany, N. Y.)
New car for summer service, 168 Traffic data used for constructing schedules Upper Darby, Pa.:
Running board case, 469, 1013, 1060, [Doolittle], *587; Comment, 575 Philadelphia & Western Ry.:
1100 Vehicle count on ( hicago streets, 632 Annual report, 843
Running boards to be removed from Traffic regulation: Utilities Bureau:
cars, 1059 Semaphore system in Louisville, 692 Valuation conference in Philadelphia:
Toronto & York Radial Ry.: Trail cars (See Cars, Trail) Addresses and discussions, 990, 1031
Extension application approved, 371 Trailer operation:
Franchise controversy, 36 Ratio of trailers to motor cars, Chicago, Lake
Purchase of Metropolitan line by city Shore & South Bend Ry., *940
recommended, 1273 Tramways & Light Railways Association:
Sidewalk crossing decision adverse to Annual convention, 224
company, 1237 Transfers:
——Transit plans outlined, 1272 Abuses in Boston, 1278 Vacuum cleaning for cars [Allen], *516
Track construction: Combined cash-receipt and transfer, Shore Valuation conference in Philadelphia :
Beam-type track construction, Success of Line Electric Ry., *443 Addresses and discussions, 991, 1031
[Nichols], c 402 Coupons to check cash receipts, San Fran Valuation conference, Interstate Commerce Com-
omnarison between A. S. T. M. and A. E. cisco, 184 misison, 823
R. E. A. specifications for splice bars, Machine for issuine transfers (Ohmer Fare Valuation (See also Appraisal of railway prop
109 Register Co.), *453 erty)
Concrete pavement in track allowance [Camp Special transfers for regular and extra con Vancouver, Canada:
bell], #998 ductors, United R. Rs. [Jones], *5 12 British Columbia Electric Ry.:
-Concrete-slab sub-ballasted construction for Transmission lines: Coasting recorders, Experience with
track foundation. Comment, 791 Choke coils and disconnecting switches (Elec [Murrin], *573
—■—Crossing
Designs recommended
installation, Cleveland
by A. E. R.Ry.,
E, *A.1 1 com
33 tric Service Sup. Co.), *29 Fare reduction increases revenue, 127
Crossing specifications, Overhead, 186 Field control, Experiences with [Lloyd],
mittee, 752 Details of transmission system, Philadelphia- 191
Double track reconstruction with under Paoli electrification, Pennsylvania R. R., First-aid work among employees, 890
ground feed wires, Worcester Consoli 981 Technical school, Winter session
dated Street Ry., *325 Ground-wire disconnector to protect linemen opened, 883
Drainage, Discussion at A. E. R. E. A. con (Electric Service Sup. Co.), M58 Wage reduction asked, Hearings, 252,
vention, 752 Insulation problem. Comment, 49 285; Comment, 257, 392; Comment,
Franchjjc «Migutions, Combatting wasteful, Interruptions, Safeguarding against, Com 385 458
-^Comment, 1152 ment, 300 Vancouver, Wash.:
Metropolitan Street Railway, Flange-bearing —■—Length of span, pole structure and size of Washington-Oregon Corp.:
special work on [Harvey], c 64 Potential
wire [Archbofd],
indicator, *326
c 447 Foreclosure sale, 1011
Mileage of various types in use, 752 Reorganization plan, Details, 1143
Permanent construction, Skilled workman Protective crossing clamps for overhead Ventilation of cars:
ship essential to, Comment, 213 wires, *598 Long•194
Island trailers (Automatic Vent. Co.),
Plow to tear up pavement, Cleveland Rys., Single-circuit metal-arm construction (Elec
*73 tric Service Sup, Co.), *774 Virginia:
Punch for track-spike slots (Watson-Still- Sttel tower construction. Comment, 48 Public utility tax values increased, 648
man Co.) M95 Transportation & Traffic Association (See Ameri Virginia, Minn.:
Rail-wear value replaces girder strength, can Electric Railway Transportation & Mesaba Ry. :
Comment, 792 Traffic Association) Repair shops, Details of new buildings
Reinforced concrete beam track construction, Transportation of troops, Co-operation with gov [Sargl], *312
Southern Pacific Utilities Co. [H'orton], ernment [Bancroft], c 1125; [Bell], Virginia
AnnualPublic
meeting,
Service434Association:
*324; Comment, 299 c 1086; Comment, 1021
Roadway machinery and tools, Cost, Bav Trenton, N. J.: Virginia Railway & Power Co. (See Richmond,
State Street Ry., 1227 Trenton St Mercer County Traction Corp.: Va.)
San Francisco-Oakland Term. Rys., Stand Fare increase, Appeal and hearings, 335,
ards [Binkley], *523 784, 890. 931. 10H, 1058; Decision
Spacing steel ties [Mitchell], 1266 unfavorable, 1236, 1258
Steel tie, Solid concrete construction, Colum New Jersey & Pennsylvania Tr. Co.: W
bus Ry., Power & Light Co. [Acker- Fare increase denied, 1279
man], *956 Tri-City Railway & Light Co. (See Davenport, Wage arbitrations (See Strikes and Arbitrations)
Straight track with twin steel ties, Detail Iowa) Wages (See Employees)
cost,
•916 Scioto Valley Traction Co. [Wolfe], Trolley catcher, Simplified (Q P Signal Co.), Waiting platforms, Concrete, Los Angeles Ry.,
Tamping machine, Pneumatic (Ingersoll- M225 M124
Trolley poles, wheels and harps (See Current-col Waiting stations:
Ties,Rand
spikesCo.),
and #682
rails. Suggestions [Pegram], lecting devices) Passenger shelter in Worcester, Mass., *9I0
Trollev wire (See Overhead contact system) Passenger station, Dayton, Covington &
624 Trucks: Piqua Tr. Co., *915
Trench excavating machine (General Eng. Car wheel diameter. Effect on motor heating Waiting room and shelter in Glasgow, *589
Co.), *74 fBroomall], *452, c #593; Comment, Warsaw, Ind. :
Track insulation: 427; [Foote], c *914 Winona Interurban Ry. :
Fiber. Low moisture absorption (Diamond Helical spring for journal box fVulcan"], Reorganization planned, 779, 1235
State Fiber Co.), 919 409 Washington, D. C. :
/Track maintenance (See also Rail corrugation) One-ball center bearing [Witt], *770 —Capital Traction Co.:
TrackCard
maintenance:
records of track work, Los Angeles Ry. One-piece truck frames, San Francisco-Oak Awards for efficiency to motormen and
land Terminal Rys. [St. Pierre], *527 conductors, 128
4^. [Campbell], *407 - —Steel vs. iron wheels, Tests{ 918 Gears and pinions. Specifications for
Girder and high T-rail renewals [Hawkins], Two-wheel, radial for Laconia car, M226 [Dalgleish], c 189
c401; [Legare], 320; [Roundey], c 592; Wheel and track gage, Combined [Feistl, Industrial
Order onrelations
trailer operation,
committee42 1completes
[Swartz], 400; [Wilson], c 592 *238
Grinding rails with carborundum track ——Wheel flanges. Cause of thick and thin work, 328
brakeshoes, *241 [Barnes], c 189 -——Merger of local traction lines denied; 37
Rail-wear limits. Effect on track maintenance Trucks, Industrial, Costs of operation, Pennsyl Metropolitan Coach Co. suspends operations,
Report[Haas],
forms,M79;
i98 Comment, 175 vania R. R.. *864 327
Turbo-generators and equipment: Washington Ry. & Electric Co.:
Single-track maintenance curve. New York Annual report, 248
Time-keeping
State Rys.,and830cost records [ Gaussman 1 , Air cleaning for ventilating [Baum], Com Bond issue, Commission ruling to limit,
ment, 194 204
*596; ["Way Department Engineer"], Temperature limits for electrical apparatus, Christmas celebration for employees'
c 635 1041 children, Plans for, 890
Way organization, Bay State Street Ry., 229 Tu rbine units : Employees' relief association, Report,
Wheel and track gage combined [Feist], *238 Large, Development of. Comment, 851 971
Track layout for yard entrance [Striezheff], *876 Tandem compound ( Westinghouse Elec. Power purchase inquiry hearing, 417,
Trackless trolleys: & Mfg. Co.), 837 602, 923
Line abandoned, Merrill Ry. & Lighting Tuscaloosa, Ala. : Ruling on substitution of open for closed
Co., 1139 Birmingham-Tuscaloosa Ry. & Utilities Co. : cars, 295
Operation resumed in Shanghai, China, 642 Change of name to Tuscaloosa Ry. & Washington-Virginia
Skip stops to be established,
Ry. : 1013
Track scraper. Adjustable (Electric Service Sup Utilities Co., 1188
plies Co.), »961 Tuscaloosa Ry. & Utilities Co.: Center-entrance car for suburban serv
Track scraper for snow removal (Root Spring Change of name from Birmingham-Tus ice. #282
Scraper Co.), *411 caloosa Ry. & Utilities Co., 1188 Valuation of utilities, Progress,. 373
Tractor, Electric, Operating records and cost on Twin City Rapid Transit Co. (See Minneapolis, Washington-Oregon Corp. (See Vancouver,
Pennsylvania R. R., '864 Minn.) Wash.)
(Abbreviations: * Illustrated, c Correspondence.)
July-December, 1915] INDEX XVII
Washington Water Power Co. ( See Spokane, West Virginia : (Continued) Windows (See Doors, seats and windows)
Wash.) Traction merger rumored, 375 Wire, Preventing kinks in handling coils [Kop-
Watch inspection system, Conestoga Traction Co. Utility tax values increased, 164 pel], *66
[Hull], *1034 Wheaton, 111.: Wisconsin:
Water pipes crossing over trolley wires [McKel- Aurora, Elgin & Chicago R. R. : Rules and standards of public service com
way], *770 Annual report, 926 mission, 931
Watt-meters on cars. (See Energy consumption) Car •878
record! and trouble board combined, Worcester, Mass. :
Weights, Detailed, for Bay State car, 1071 Scale of wages for employees ratified, 78
Welding, special methods: Journal brass, Semicircular, Experience Shelter for passengers, Open-air, *910
Arc-welding outfit. Compact (Lincoln Electric with [Bowman], M128 Worcester Consolidated Street Ry.:
Co.), M95 Reinforcing high-speed interurban cars Agreement with employees signed, 34
Application of different processes, 411 [Bowman], M221 Fiber ducts for feeder cables (Fibre Con
Bonding rails by gas welding [Brown], M087 Wheels and Axles: duit Co.), M182
Electric welding with dynamotor. West Penn Steel vs. iron wheels. Tests, 918 Track and conduit reconstruction, *325
Gas-weld
Rys. [Durie],
rail bonding
324 [Brown], * 1087 ; Com Wheel diameter, Effect on motor heating Work-order system for small roads [Glover], 441
[Broomhall], *452, c *593; Comment, Work train reports. Northern Ohio Tr. ft Lt. Co.,
ment, 1065 427; [Foote], c *914 c 636
Oxy-acetylene welding and cutting apparatus Wheel flanges, Cause of thin [Barnes], c 189
(Modern Engineering Co.), *961 Wheel and track gage combined [Feist], *238
Welfare work (See Emnloyees) Wheeling, W. Va.: Y
Welfare work, Its relation to public and to em Wheeling Traction Co.:
ployees [Lilienthal], *710: Comment, 698 Wage increase for employees, 1059 Yard entrance, Track layout possibilities [Striez-
Wellsville & Buffalo R. R. (See Buffalo, N. Y.) Wheels: heff], #876
West End Rapid Transit Co. (See Cincinnati, Brakeshoes, Full-flanged, Results with. South Yellow journalism. Disarming with facts, Com
Ohio.^ ern Pacific Co. [Hewitt], 1223 ment, 343; Remedy for, Comment, 91
WestContact
Jersey &system,
Seashore
Construction
R. R. : and mainte Wichita, Kan.: Younpstown, Ohio:
nance TDuer], *58 Titnev ordinance upheld, 1279 Mahoning & Shenango Ry. & Light Co.:
West Milton, Ohio: Wichita RR. & Lt. Co.: Accrued accounts [Dedrick], 1169
Dayton, Covington & Piqua Traction Co.: City wins right to inspect books, 1052 Enlarging power plant, 1041
New passenger station at Covington, *915 Wirkes-Barre, Pa.: Motion pictures in safety work, Value of
West Penn Rys. (See Pittsburgh, Pa.) ——Wilkes- Barre Ry.: [Warnock], 820; Comment, 793
West Side Elevated R. R. (See Chicago) Strike. 159, 288, 839. 882. 924, 965, 1005,
West Virginia Association of Public Utilities 1052, 1093, 1138, 1185, 1231, 1272;
organized, 106 Comment, 257 Z
West Virginia: Willame"" W'ev Southern Ry. (See Oregon
City powers, superior to commission, 610 City, Ore.) 7onc system. (See Fares)

AUTHOR INDEX
Buck, A. M. New method to determine railway Doty, E. W. Taxation of utilities, c 828
A motor speeds with varying voltage, *595 Dow, Alexander. Automatic and distant control
Burch, Edward P. Girder and high T-rail re substations, c 828
Acker:nan, E. O. New ioint and track foundation newals, c 276 Duer, J. V. B. Third-rail and trolley system of
for Columbus, *956 Burington, P. V. Electric railway accounting re the
•58 West Jersey & Seashore Railroad,
Alberger, W. R. Reduction in power cost effected view, *720
by use of coasting recorders, 520 Busby, Leonard A. Regulation of public utilities, Dunn, W. E. Application of established legal
Alexanderson, E. F. W. Single-phase repulsion 1081 principles to the jitney, "503
motor, c 1174 Durie, Daniel. Electric welding with dynamotor
Allen, C. Loomis. The industry and the associa sets, 324
tion, #70I C
Allen, E. W. Automatically controlled substa
tions, *583; Comment, 575, 576 Cameron, Gaylor M. Anti-friction bearings on E
Allen, F. W, Use of vacuum system for cleaning mam rar journals, "1264
cars in San Francisco, * 5 1 6 Campbell, G. E. Card records of Los Angeles Eaton, G. M. Mechanical problem of the electric
Allen, W. L. Railway motor gearing. 111 track work, *407 locomotive, 626
Amberg, E. J. Overhead contact systems, con Campbell, H. Colin. Concrete pavement in the "Engineer." Outjitneying the jitney, c 403
struction and costs, *56 track allowance, *998 Ernst, W. A. Protecting armature coils from
Archbold, W. K. Transmission line progress, "Car BuHder." Standards in car design, c 676 cutting on band wire, 1089
c 447 Carson, George. The medical department, 11 Everett, F. Dewey. Jitney vs. trolley, c 151
Archibald, W. M. Mortar cushion in Houston Cashin, T. A. Improvements ;n transit lines to Ewinc, Starting
D. D. resistance
Portable ofcar electric
testing cars,
set, "152
279, 637
eliminates pavement maintenance. M045 handle exposition traffic, *518
Arnold, tion,
Bion v713,
T. Foundation
*803 principles of valua Castiglioni, F. Notes on mountain railway elec
trification, B858
Views on municipal ownership, 911 Clark, R. J. Prepayment cars and the account F
Astle, Wilfred G. Efficiency in the stores depart ant. 721
ment, *906 Clough, D. I. Maintenance of 1200-volt d.c. cars Faber, George F. Experimental open-car recon
Aston, T. G. Investigation and handling of colli by the Oreeon Electric Ry., *555 struction in Atlantic City, * 1 1 0
sions with pedestrians and vehicles other Colby, A. C. Converting open cars into end- Good results from old motors in Atlantic
than automobiles, 10 entrance tvpe, *451 City, *677
Connette, E. G. New York jitney law, 21 • Testing corner in Atlantic Citv shops, '24
What can we give for a nickel? 18 Falconer, D. P. Girder and high T-rail renewals,
B Cooper, Fred. Traffic analysis and schedule plan c #829.
ning at Portland, Ore., *562 Farr, Arthur V. Economies of the light car and
Bailey, A.•1042
R. Gages for measuring rail wear, Cooper, H. S. Indexing car equipment data, ball bearings, *239
c 1040 Febrey, H. H. Rail bond testinv. I— Methods
Bancroft, William A. Electric lines along shore -Jitnev and the small car, c 64 used in testing, * 1 130. II—Determining
useful in moving troops and supplies, Cox, J. B. Contact svstem of the Butte, Ana and interpreting bond resistance. * 1 177
c 1125 conda & Pac'fic Railwav, *59 Feist, C.•238
M. Combined wheel and track gage,
Barnes, Tames F. Cause of thin wheel flanges, Cram, R. C. Girder and high T rail renewals,
c 189 c 873 Home-made pinion puller, *641
Beeler, John A. Automobile and hard times, ——Curved How Sioux City reduces motor troubles, 998
•1246heads for girder rails in Brooklyn. — Hydraulic bearing-broaching machine, "191
Autosc 1125
and the electric car, 590 Crecelius, I,. P. Imoroved method of applying ■—■— Self-lubricating trolley stand, *365
—■— Snow plow and life guard combined. "832
Bell, Louis. Preparedness in transportation, c rail bonds, *236.
1086 Creviaton, W. H. New type of catenary hanger, Split self-lubricating trolley harp, *409
Bennett, H. K. Uses and benefits of illustrated Fisher, Dr. H. E. Chicago Elevated first aid
lectures, 813 Crouse, D. E. Trolley wire and pantograph shoe Examining
system, the
*430physique of Chicago elevated
Benton, H. H. The investigating and handling wear on Annapolis Short Line, *638
of automobile accidents. 11 Crumley, T. R. An inexpensive method of treat employees, *216
Binkley. George H. San Francisco-Oakland Ter ing boiler feed water, * 1 52 Fletcher, F. N. Should utilities be assessed by
minal Railways' way standards, *523 Cunningham, E. R. Signal maintenance on the public service commissions? 445
Bishop, Stephen S. Injuries to persons, c 234 1200-volt Oregon Electric Ry.t *557 Foote, F. J. Wheel diameter and motor heating,
Black, C. N. Economies of the jitney problem dishing, W. C. Report on special steels, 878 c 914
from Forbes, John F. Importance of accrued accounts,
•510 a traction company's viewpoint, 809
Blinn. Thomis W. Daily work-train report, c *636 D Foreman, W. L. Package freight on interurban
Boardman. A. J. Watch stindards, *874 cars, 1078
Bourne, Jonathan. Tr. Evils of government own Dalgleish, R. H. Specifications for gears and Forse, Jr., W. H. Depreciation and appreciation,
ership, *707 pinions, c 189 1169
Bowman,•1128 W. J. Semicircular brass experience, Davis, Cass'us M, Automatic railwav substations, Foster, Fire insurance, 262
c 871 S. L. One-piece splicer vs. wrapped
Reinforcing high-speed interurban crs, M221 Dedrick, A. E. Accrued accounts, 1169 ioint
•955 in feeder cable splicing practice,
Boyce, W. H. Utilizing the county fair in pub Del Mar, William L.- Ratine of railway substa
licity work, *945 tion machinery, c *21 Overhead electrolysis and porcelain strain
Boynton, B. F. Organization of public safety Dixon, Alves. Justification of safety-first move insulators, #582
committees, 8 ment. 818 Repairing broken tubular iron poles, *450
Relation of safety to conservation, 819 Donovan, T. C. Bearing-babbitt furnace. * 1 53. —— Speedy and inexnensive pole moving in San
Itroomall, A. L. Effect of car-wheel diameter on I tool it tie, F. W. Collection of traffic data, *94 Trollev
Francisco,
wire on*874double-leaf bascule bridge,
motor heating, *452 Fconomics of the jitney bus movement, 220 •1042
Permissible difference in wheel diameter, c 593 Electric railway earnings, 106
Brown, T. H. Building up local pleasure travel — From traffic studv to time-table, *587 Unusual feed-in clamp, *322
to ooints in the East Bay cities. *533 Operating costs and shifts in service, *306, Fuller, Carl H. Destruction of cement side
Brown, J. Rowland. Gas-weld rail bonding, * 1087 c 400 walks by trolley poles, *832
(Abbreviations: * Illustrated, c Correspondence.)
;
XVIII INDEX [Vol. XLVI
Legare, B. P. Girder and high T-rail renewals, Schluss, K. C. Car maintenance on a definite
c 320 cost basis, *568
Ganz, Albert F. Effects of electrolysis on engi Leonard, A, W. Auto-bus as an auxiliary to Sears, E. Maintenance of 1500-volt d.c. cars by
neering structures, 624 interurban railways, *570 the Southern Pacific Co., *551
Gausmann, S. Timekeeping and cost records for Lewis, E. F.. Rise and decline of the jitney, Seefehlner, Dr. Ing. E. E. Vienna-Pressburg
way department, *596 *500 electrification, c 593
Gennett, C. W. What is the rail head' c 1127 Lieber, L. O. Recreation and welfare work for Sherwood, W. J. Graded wage scale, 912
Glover, M. W. Simple work-order system, 441 Los Angeles Ry. employees, *506 Shoup, Paul. An electric railway paradise, *475
Gonzenbach, Ernest. Cars at less than cost, c 447 Lilienthai, Jesse W. Larger aspects of welfare Railway conditions in California, 1171
Gove, W. G. The center-entrance car for city work, *710 ——Relation of railways to agriculture, 807
and suburban service, 19 Lister, F. G. Mold for babbitting motor axle Slick, E.•274 E. Union Traction safety magazine,
Graham, J. N. Convenient electric soldering bearings, * 1 267
iron, *66 Litchfield, Norman. Indexing car equipment Standardization of claims statistics, *813
Axle and armature shaft straightener, *238 data, 677 Sliter, U. S. Time-table practice of the San
Graves, W. F. Girder and high T-rail renewals, Lloyd, H. M. Experiences with field control, 191 Francisco-Oakland Terminal Rys., *521
c 872 Lozano, E. R. Cumulative voting, c 870 Small, Fred F. New all-steel passenger cars for
Greenough, William C. TTand-brake pressures, Pacific Electric Ry., #489
c *276 Smith, Raymond H. Lesson of the jitney, 1119
M Smith, W. M. Chicago smoke abatement report,
H Mackey, Harry A. Workmen's compensation in 1216
Pennsylvania, 1213 Spofford, Charles M. Cost of highway bridges,
Haas, Exum M. Girder and high T-rail renew Maize, F. P. Departmental work planning system S3
als *179 at Portland, *565 Spring, E. C. Efficiency throiigh conservation of
Haines, E. J. Vacuum-cleaning car, *323 "Manager." Is the ultra-lightweight car a pass time in interurban traffic, 1209
Handlon, T. II. Medical and claim departments, ing craze? c 234 St. Pierre, George. Car maintenance on the San
63 Megartree,•1252IT. P. Safety appliances in car shops, Francisco-Oakland Terminal Rys., 527
Hannaford, Foster. Information for railway em Stanley, Sir Albert. London traffic in 1913, 622
ployees, c 448 Metcalfe, F. M. Mandatory rules, 63 Stephens, E. L. Commutator slotter, *321
Hansel, Charles. Signals and interlocking, 625 Miller, F. A. Ventilation in motor frames, 25 Hydraulic press for bearing and bushing
Hare, Samuel B. Prevention of motor-vehicle Resawing old controller segments to smaller changes, *282
accidents, 812 size, *236 Motor-bearing trimmer, *111
Harris, George H. Maintaining proper relations Signal operation on the Oakland, Antioch & Standardization of twelve car types into two
between a railway and its car men, *531 Eastern Ry., *536 at Los Angeles, *493
Harrison, J. S. Financial benefits of safety-first Trolley wheels of 10-in. diameter, *278 Storer, N. W. Cars at less than cost, c 635
movement, 820 Mills, R. C. Irresponsible railway training Operating with 5000-volt direct current, *660
Harte, Charles Rufus. Horizontal vs. "festooned" schools, c 1125 Steam railroad electrification, 1212
contact wires, c 637 Mitchell, L. \. Steel tie spacing can be too wide, Stathart, E. C. Graphs, charts and statistics as
Harvey, A. E. Flange-bearing special work, c 64 1266 aids to administration, 665
Hatfield, Henry Rand. Some neglected phases of Morse, George G. A home-made wheel grinder, Stratton, J. F. Package freight on interurban
accounting, 799 *25 ' cars, 1078
Hawkins, C. L. Girder and high T rail renewals, Murrin, W. G. Us° of coasting recorders results Striezheff, S. Yard entrance track layout possi
c 401 in economics at Vancouver, *573 bilities, #876
Hellmund, R. E. Railway motor commutation MacLeod, Keith. Brush tests on non-interpole Stucki, Arnold. Rolling stock other than motive
and flashing, 105 motors with slotted commutators, *1 179 power, 625
Hershberger, D. C. Small car vs. large car, *394 MacNutt, Hnmer, Sectionalizing railway feeders Sutherland, John. Where a single winder main
Hewes, James E. Jitney-bus competition, 18 at San Diego, *497 tains 951 motors, *997
Hewitt, R. E. Change from half to full-flanged McCIoy, •272 T. W. Car service inspection in Seattle, Swartz, A. Girder and high T-rail renewals,
_ brakeshoes, 1223 c 400
Maintenance of 1200-volt d.c. cars by the McClure, T. F. The interurban, 1077
Southern Pacific Co., *546 McGraw, James H. Development of the electric
Paint renovator for exterior of cars, 367 railway, 723
Turntable for painting car sash, *596 McHenry, E. H. Contact system nomenclature, Taylor, Edward. Automatically controlled sub
Use of current from overhead crane to re c 275 stations, *583
move trucks from under car bodies, *638 ——Electric motive power in the operation of Tcesdale, Clyde H. Preservative treatment of
Hild, F. W. Effect of publicity on the jitney railroads. 623 timber, 625
movement, *560 McKelway, G. IT. Crossing water pipes over Thomas, Harry S. Application for catalogs, c 403
Hill, G. H, Nominal rating of railway motors, trolley wires. *770 Tinglcy, C. L. S. Jitney regulation and work
c 275 —-—Reinforcing metal poles, 365 men's compensation law in Pennsylvania,
Hinshaw, H. A. How a railway helps the fanner McMillan, T. Businesslike methods in handling 1207
to produce bigger and better crops, *559 Toll, Roger
Hixson, C. J. Contact conductors and collectors freight, *482
McPhcetcrs, E. W. Remodeling motor arma •309W. Traffic investigation in Denver,
for electric railways, *60 tures, *918 "Transportation Man." Cars at less than cost,
Hoffman, Lefferts S. Some practical workmen's McPherson, J. C. Notes on Southern Pacific 914
compensation questions, 1210 *67, c 277 electric service in the Bay cities, *544
Home, L. W. Hand-brake pressures, McRae, T. B. Accounting for rents, c 1260
Hosford, R. F. Effect of preservatives on wood
poles, *879 Vanatta, F. T. Home-made wigwag crossing
Hull, R. B. Lancaster's experience with time in N signal, *192 and contact rail notes on
spection system, *1034 ■ Signal, bonding
Nees, W. E. Armature bearing jig, *324 the Northwestern Pacific, *539
Nester, J. A. Steel vs. wood ties in city track "Vulcan." Helical springs,
Bolts and*409 screws, 449
construction, *1089
Nichols, H. B. Pavement sand cushion becom Hydraulic wheel and armature presses, 323
Jackson, W. P. Change of trolley wheel design ing obsolete, c 1126
and trolley lubrication, "449 ——Track on concrete stringers, c 402
Rejuvenating overloaded motors, * 1 92 Nichols, Jesse B. Maintenance of .a 1200-volt w
Jacobs, B. H Shm orders. 1214 catenary on Southern Pacific lines, *543
Jeffries, G. K. Methods of increasing revenue, Norns, E. R. Machine shop equipment, methods Walker, Kenneth C. WTider use of public li
1039 and processes, 626 braries, c 1040
Johansen, J. Operation of a 1200-volt d.c. dis Warner, B. M. Handling traffic to the Panama-
tribution system, *549 California Exposition at San Dieco, *508
Johnson, II. A. Specifications for gears and Warnock, A. W. Ironing out the wrinkles, *264
pinions, c 189 Pialmer, •281R. W. Dispenser for drinking water, Warnock,A. F.E. T.R. A.? Moving picture exchange for
Jones, Charles H. Top-contact unprotected rails 820
for 600-volt traction system, *55 Parsons, R. H. Furnace for heating soldering Way, A.signals, P. Special application of car-spacing
Jones, Henry T. Front-end fare collection im irons, *24 *368
proves service at San Francisco, *5 12 Gas heater for comm -tators, *280 "Way Department Engineer." Who should keep
Outfit for testing air-brake apparatus, * 1 1 28 Weber, R.wavL. department time? c 635
Kansas City's new cars, *771
Preventing
•917 burning of the top of brushes, Weiss, Howard F. Preservative treatment of
Kasemeier, E. L. Journal entry tickler, 1168 Parsons, W. Barclay. Railways, 623 timber, 625
Kealy,
Municipal
Philip J. co-operation
Motor ventilation,
in utility
c 109manage Pepram, George H. Track and roadbed, 624 Wells, C. B. Express and skip-stop service in
Potter, R. R. Armature removal. *367 Denver, c 448
ment, 861 Brush-holder practice for single-phase motors, Willcutt, George
•705 B. Value of railway statistics,
Keller, C.•1131
L. Detroit center-entrance trailers, •408
Prather, H. C. Box-frame motors and the re Williams,J—The R. P. Practical views of special work.
tongue switch, '639. II—The
Detroit United builds refrigerator car, *1044 moval of armatures, 915
Kennedy, II. J. Standardization of railway sub Prentice, C. A. Four years of maintenance of a Williams,crossing, *678
stations, c 1 126 track crossing on steel substructure, 1044 Wilson, George L.Dangers
S. M. of the jitney, c 364
Girder and high T-rail re
Kenyon, A. L. One-man cars, 1035 newals, c 592
King, Clyde Lyndon. Digest of jitney ordi Pavement sand cushion becoming obsolete,
Koppel, J.nances, 314
G. Preventing kinks in handling wire Redderson^A. W. Where classifying scrap paid, Winsor, cH.1126 G. The employment bureau, 9
Kuhrts, G. T. Uses*66
from coils, Witt, S. J. One-ball center bearing, *770
of the locomotive crane in Reynolds;^ J. Card index and what it means, Wolfe, A. J, Detail cost of track work with twin
electric railway work, *877
Richardson, G. A. One-man cars as effective Wright, steel tics, *916
Augustire W. Reminiscences of early
_ means of reducing headway, "572
Khodcs, F L. Effect of preservatives on wood Wright, W. D.in the days street railway business, c 870
Box-frame motor practice, c 828
poles, *879 Wynne, F. E. Starting resistance of electric
Roundey, E P. Girder and high T rail renewals, cars, c 401
T-Ui' \ ri iie9trlc c-"- maintenance, -1251 C 592
671 treatment of public utilities,
Ubenbaum, Paul Contact system of the South- Sargl, Gothard, Mesaba Railway's new repair Young, C. F. The investigator and his work, 8
ern Pacific Co., Portland division, "57 shops and office building, '312 >ount, Jesse M. Development of light, low-floor
car for San Francisco, *515
(Abbreviations: *Tl!us:rv.til. c Correspondence.)
 /
July-December, 1915] INDEX

PERSONAL

Kendall, Harry C, 1147, 1238

Kilfoyle, T. P., '847
Adams, James L., 423 Emerson, Ralph W., 295, 469, 611 Klattc, A. J., 1192 Radel, Andrew, 891
Adams, John H., 43 Kspy, J. C , 380 Kolb, R. E. 1.., 1101 Randall, I. N., 253
Ainey, William D., 380 Kramer, A. Ludlow, 1147 Reglin, August J., 1015
Allen, C. I.oomis, 1147 Kuhlman, Gustav C., 786 Rice, Cecil G., 295
Allen, William Frederick, 1061 Richardson, A. W., 253
Andrews, Horace K., 786 Rinker, Charles Haglin, 1061
Andrews, William C, 1281 Ripley, Willis J., 336
Arnold, Bion T., 1280 Robson, H. A., 1101
Faber, George F., 891 Rockwell, J. J., 847
Fabian, V. F., 253 Rose, Frank C, 85
Farquharson, A. L., 336 Rosen, Moritz, 253
B Farrant, Percv, 652 Larmouth, I. H., 253 Rossiter, Clinton. L., 1280
Fciker, F. M., 254 Latta, C. H, 1060 Rowley, Ralph S., 973
Bach, Truenian J., 1060 Fcnton, E. Hurt, 129 Levcrsuch, Frederick Thomas, 469 Rumney, Nathan, 1060, "1147
Bache, William H., 1193 Field, Cornelius J., 653 Linch, George \V'., 1239 Russell, Charles A., 469
Bailcv, Frank A., 1060 Finigan, Thomas, *786 Lindall, John, *786 Russell, J. B., 652
Barnum, W. M., 253 Fish, Williston, 469 Loeb, Howard A., 423 Rvder, E. C, 1238
Barton, Charles A., 253 Flahivc, Frank B., 932 Loftus, F. T., *1238
Bath. Albert, 169 Flattcy, M. F., 423 Long, C. ('., 932
Baurheim, Louis P., 1060 Fleming, John, 423 Lynch, Thomas, 169
Beck, Adam, 336 Flint, A. C, 423
Beckert, Louis F., 169 Forbes, Irving E., 1101
Be«ler, John A.. *693 Forgie, James, 1101
Belden, David A., 652 Franklin. W. S.. 847 Saunders, W. B., 1192
Berry, Ira, 932 Fraser, James Dewar, *129 Schlant, Edward, 1014
Binkley, George H., 1061 Freedman, Andrew, 1193 Shaw, G. II. T., 1147
Blackburn, J. C, 295 Fritch, L. C, 1101 M Shepler, Daniel M., 380
Blanchard, R. F., 43 Frost, Irving M-. 129 Shoup, Paul, 1014
Blossom, Francis, 253 McAllister, A. S., 253 Simonds, O. II., 1281
Bosworth. Charles W., 1060 McAncny, George, 891 Simpson, Clark O., 254
Botkin, M. R., 253 McCormick, O. E., 1101 Skeen, George S., 253
Brewster, Robert Coddington, 1281 McKelvey, Charles D., 1281 Slad, Walter C, 469
Brohman, A. W., 1280 McMahon, J. T., 1060 Smeeth, ( harles, 1192
Brown, Arthur F., 169 Gailor, Chester F., 973 MacBean, John C, 423 Smith, George William, 254
Brown, Nelson II., * 101 S Gatrell, Frank J., 1192 MacLean, H. A., 253 Smith, R. 1L, 43
Bruce, ( . F.. 1147 Giaque, E. R., 169 Malloch, Hinrv, 1101 Smith, Thomas B., 336, 611
Bruce, George W., 1193 Gillette. E. S., 209 Maltbie, Milo R., 295 Smith, William J., 1015
Brush, G. Sabin. * 1 193 Given, W. H., 295 Mandelbaum, Tacob, 1281 Spies, Frank A., 1192
Bump, M. R„ 469 Goodrich, Calvin G., 1281 Markle, Herbert, 611 Spofford, Charles M., 85
Bunn, David M., 1101 Gorman, James P., 1060 Marler, H. O., 652, 847 Stanley, Allien H., 336
Burke, George W., 1101 Goss, W. F. M., *1147 Mason, F. H., 1060 Stanton, W. S., 43
Burt, Byron T., 253, 786 Gould, E. F., 209 Mason, H. C, 933 Sleinmetz. Charles P., 973
Burton, Charles Pierce, 652 Graham, Edward M., *1238 Metcalfe, Jacob G., 423 Stevens, F. J., 611
Bushnell, H. C, 1060 Graham, John R., 380 Miller, D. S., 932 Stichter, R. B., 43
Byrnes, Timothy E., 43 Graham, William B., 1060, 1101 Miller, F. A., 253 Stockwell, Fred F., 85
Greenland, Sam W., 1238 Miller, Frank H., 336 Stone, Charles A., 1101
Grove, George, 1101 Miller, T. Lee, 693 Stone, C. L., 973, 1014
Guy, George Lome, 1192 Minary, C. K., 1192 Straus, Oscar S., 1192
Guy, William M., 129 Mitchell, A. J., 253 Studley, John II., 1193
Mitchell, John It., 653 Sullivan, Dennis, 1061
Mohr, Albert Siegel, 336
Call, Charles A., 1015 Moir, T- H., 469
Callahan, lames J., 253, 469 H Moore," E. L., 847
Canfield, Rufus R., 693 Moore. W. F.., 254
Carrigan, James, 1193 Morton, W. M., 1061
Carson, George, *785 Haines, Albert, 253 Mott, Frank H., 169
Caywood, George, 1192 Haines. Edward J., 611 Mower. S. Walter, *973
Chamberlain, F. H„ 1060 Hale, J. W., 253 Munger, E. T., 1061 Taylor, L. M., 847
Chambers, Roy, 253 Hale, Ledyard P., 169 Torrey, W. H., 847
Chapman, J. Frank, 209 Hanson, Harry H., 1192 Tripp, Guy E., 253, 336
Chesebrough, W. H., 1101 Harries, George H., 469 Trumbull, John F., 129
Cheyne, Thomas, 973 Harries, Herbert L., 1014
Clark, John Holley, 336 Harris, Frank, 973
Colby. Safford K.. 1238 Harrsen, Harro, 336
Coldwell. Orin A., 847 Heath, E. B., 1014 N
Cole. W. W.. Hegarty. D. A., 933
Collins, T. J.. 209 Hendrickson,
!>,.„„■'„„ ' itJoseph
-"'4G., 1061 Naglc, George O., "1014
Conner, William Andrew, 1239 Henry, A. S., 1014 Nemits, W. E., 1192 Van Frank, E. M., 1101
Connette. Thomas W., 1014, '1061 Henry, i harcis L., "785 Nicholl, H. A., *785 Van Home, William C, 611
Conway, G. R. G., 129, 169 Nichols, F. A., 973 Van Vqrst, F. B., 1060, 1192
Coons. L". E., 423 Henry, G. S., 129 Niver, R., 253 Vermillion, C. A., 253
Cooper. H. S., 209 Ilenson, O. O., 253 Nix. William Henrv, 891 Vincent, Samuel E., 209
Cooper, John J., 847 Higgins, Joseph J., 423 Norris, W., 1101 Votaw, Glen I-:., 932
Cornell. I. D., 169 Hild, F. W., *693
Coryell. Norman. 253 Hitchcock, William H., 295
Couzens, James. 847 Hobbs, K. R., 423
( rafts. I'. P., 652 Hogue, Bradley B., 336
Crane. C. F., 253 Houston, Reagan, 973
Crawford. Norman McD.. 973 Hovt, Edward H., 336 w
Crosby. J. \V., 253 Huber, P. E., 1147
Crosby, Oscar T., 1061 Hudson, William C. 933 O'Brien, Harry, 847 Wagner, John W., 43
Crumley, Thomas R.f 932 Hughes' Oliver H., 1280 Ogborn, W. H., 932 Waller, O. A., 423
Weitzmann, Cecil G., 1101
West, Erastus L., 973
I Wetterer, C. F. W., 209
Wheeler, Herbert M., 1061
Insull, Samuel, 253 White, Edward D., 891
Dana. Edward. '1015 Whitenton. W. M., 253
Dasent, Bury I., 1014 Widener, P. A. B., 1015
Davidson, A. J., 932 Padgett, John M., 380 Williams, Elmer L.. 1060
Davis. Edmund S.. 693 J Parker. George Whitfield, 1061 Williams, George B., 253
De Frees. R. C, 786 Parsons, Delos Emmons, *1239 Williams, Timothv S., 85
Del Mar, William A., 169 Jackson, Walter. 169 Peacock, E. R., 209 Willis, E. M., 1101
Dempsey, John I., M3 Jasper, O. W., Sr., 129 Peartree, E. J., 1101 Willoughby, C. D., 209
Derge, F. J., 470 Penman, D., 1060 Wilson, H. M., 1014
Dewey, Edward H., 693 Pcpperman, W. Leon, 1192 Witt, Carl, 1015
Disney, Francis X., 169 Pevear, J. S., 1147 Wright, Thomas Allen, "1280
Divine, S. W., 1101 Pierson, Joseph II., 85
Dods, William, 1060 Pilcher, ft. C, 253
Dougherty, Warren, 1101 Polakov, Walter N., 470, 1014
Kappcyne, J., 1238 Powell, G. B., 1280
Duncan, B. A., 253 Kattc, E. B., 1238 Prior, J. II.. 693
Dunhill. J., 209 Kellogg. Clinton D., 295 Purdv, A. H., 932
Dunning, William C.p 653 Kellogg, Oscar, 253 Purinton, A. J., 891 Veomans, George G., 1014
•Denotes Portrait
I
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY JULY 3, 1915 No. 1

A GOOD The National Fire Protection in analyzing the merits of different types of construc
EXAMPLE OF Association is a body whose in tion and materials used in track in paved streets. Gen
CO-OPERATION terests might seem to conflict erally speaking, the track cost represents approximately
with those of electric railways and other sources of in 40 per cent of the total plant cost, therefore the way
surance risks. The insurance people naturally want to engineer must exercise most careful judgment in adopt
get the largest possible premiums for insuring property ing new types of construction and new kinds of ma
involving the least possible fire hazards. The larger terials. So many years are required on most properties
the premiums and the fewer and slighter the fires the to obtain definite results that some basis of generally
more the insurance profits. While, of course, electric adopted comparison is all the more important. If this
railways do not desire to have their structures unduly were done, track worn out under dense and heavy
hazardous from the fire standpoint, yet they do not traffic would serve as an index of what might be expected
enjoy dictation from the underwriters. There is, there of track where comparatively light traffic obtains. To
fore, a constant possibility of difference of opinion as what length way-department cost records could be ex
to what constitutes a reasonable risk and what pay tended we do not care even to suggest. We do believe,
ments should be made for carrying it. The Fire Pro however, that cost records on a unit basis of the total
tection Association is under no obligation even to con tonnage passing over the track would be of incalculable
sult the railways in this matter and it is all the more value in making comparisons between the different types
gratifying, therefore, that they not only do call repre of materials and construction. It would permit engi
sentative electric railway men into conference, but they neers to analyze their maintenance methods and particu
accept the suggestions of these men. Such conferences larly to criticise their own work. Where the same type
as those held in New York and Boston within the last of track construction is under similar traffic, main
two months achieve results which could not possi tenance costs on different properties could be compared.
bly come from conflict and produce benefits far be
yond those originally contemplated. So conspicuous GREATER We hope that the New York Con-
has been the success of co-operation in this instance PROTECTION FOR stitutional Convention will adopt
that the following words appeared in a recent N. F. P. COMMISSIONERS the recommendation made by
A. committee report: "The association (A. E. R. E. A.) representatives of public utility companies who ap
has displayed a spirit of strong co-operation in harmony peared before the members last week and urged that the
with the National Fire Protection Association in all term of office of public service commissioners be extend
matters affecting mutual interest, and friendly relations ed from five to ten years and that the holders of such
exist at the present time." offices have constitutional protection. We have often
emphasized the fact that the tenure of office of com
ENGINEERS Maintenance cost records founded missioners is too short for them to become properly
NEED WAY on a standard unit should form acquainted with the questions to be solved and the
COST RECORDS the basis for analyzing the rela precedence and the economic laws governing these pub
tive values of way materials and types of construction. lic utility problems. A term of fifteen years would not
The records of most way departments indicate that in be too long, but a practical fulfillment of the ten-year
formation about materials, the types of construction and term for New York would be a step in the right direc
the track locations are carefully and accurately kept. tion. As to the other point, up to the present there has
Beyond this point most engineers have hesitated to go. been very little advocacy of constitutional protection for
They are prone to look upon analytical statistics as a commissioners. The reason for this has been the com
prodigious task, which reveal only what comes more parative newness of the idea of commission regulation.
quickly from experience. However, we wish only to Changes in constitutions come slowly in this country,
call attention to the wonderful improvements that have and it is well that it is so. Public sentiment has gradu
been made possible by the performance records and costs ally been crystallizing, however, in favor of commission
of generating stations and repair shops. It is only by form of government, but so separated from politics as
analyzing costs on a common unit basis that results to keep it free from the spoils system. We would ap
may be compared on different properties. What is still prove, therefore, any means for giving commissioners
more important, definite knowledge is available which the same security of office as the higher judges, and
shows whether the new materials or the new types of would advocate a requirement of a concurrent resolution
construction used have produced the expected results. of both legislative houses by a two-thirds vote for re
' Information of this kind would be especially valuable moval. To be sure, the character of commissioners must
 2 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

ultimately depend upon the Governor's appointive pany admitted its insolvency. It has never made ex
power, but under the above plan the individual com penses at any time during three years of operation.
missioner would be much more secure in office, and so It was not a fly-by-night undertaking equipped with
better able to act in an unbiased way with the cases second-hand cars. It was a company operating six
which come before him. For the same reason, also, a eighteen-passenger buses of good design over a route
better class of men would be attracted to such work. from Fifteenth Street and Pennsylvania Avenue (a de
partmental, business and hotel center) to Sixteenth and
JITNEY-BUS COMPETITION U Streets, traversing one of the best residence districts
We are wholly unable to agree with the expression of the city. The maximum haul for a 5-cent or six-for-
of belief in the importance of the motor-bus as a com a-quarter fare was 1% miles. The traffic has amounted
petitor to the electric railway, which appears on another to as many as 65,000 cash passengers a month. But the
page of this issue, notwithstanding our respect for the line could not be made to pay even with the most eco
opinions of its author. Undoubtedly the itinerant nomical, not to say parsimonious, management. There
jitney has made serious holes in the gross earnings of a is no mystery about the outcome of this experiment.
number of properties, but that fact certainly does not It is due simply to the fact that it cost more to carry
constitute a valid reason why the electric railway should passengers than was collected for the service. What
enter the bus business with a view to recouping its makes the Washington bus failure especially impres
losses. We have followed with the utmost care—even sive is the fact that the enterprise was well backed
with a certain amount of natural anxiety—the whole financially and had a particularly good route. If suc
of the short history of the motor-bus movement in this cess could not be achieved under these circumstances it
country, and as it stands at present the situation may would be hard to find a situation that would justify the
be summed up in one sentence: Nowhere have there hope of profit in jitney operation.
been given out any authentic records of the actual opera There is a profitable bus line in New York City. But
tion of motor-buses which show them to be nearly as this charges a 10-cent fare in a restricted and highly-
efficient, including all costs and all factors, as are elec profitable territory, and if there is another successful
tric cars. city bus company of reasonable size elsewhere in the
The author expresses fear that organized capital country, the fact of its existence has never been pub
might engage in the business and make greater inroads lished. Indeed, until someone is able to make actual,
into the trolley receipts than the unorganized jitney not paper, profits with buses at the 5-cent fare charged
competition, but there is even less danger of this, we be by city railways, or to serve rural districts at the same
lieve, than from the itinerant jitney. The regular bus is speeds and at the same fares that have been established
at a disadvantage in some respects as a traffic getter, by the interurbans, we refuse absolutely to be stam
compared with the second-hand touring car. In the peded by the spectacular features of the motor-bus.
first place, with the increased number of passengers When its advocates can point to definite results that
more stops have to be made, and the bus cannot com show it to be cheaper to operate than the electric car
pete in speed with the smaller vehicle. Again, the bus there may be some grounds for the consideration of
does not appeal so strongly to the man who does not bus operation in general by electric railways. Until
own an automobile as does the touring car. We have that time arrives, however, we can only reiterate a warn
always maintained that one of the reasons which im ing against taking up this over-exploited and apparently
pelled some people to use the jitneys was the appearance extravagant method of transporting passengers.
of affluence which it gave, and this is shown by the re
quests often made by passengers to the driver to re THE JITNEY AND THE ONE-MAN CAR
move his route sign. Finally, there is no such supply It is perhaps more than a coincidence that we printed
of second-hand motor-buses as there is of second-hand in last week's issue two letters from railway operators
touring cars, so that the investment required to estab advocating the use of light one-man cars as a means
lish a line of buses is very much greater. for dealing with the jitney problem in small cities. The
Organized capital has attempted to establish 5-cent jitney has certainly shown the general demand for fre
motor-bus lines in various cities, but we know of no quent service, and in emphasizing this fact it may prove
place where they have proved at all successful. In both to be a blessing in disguise. As a common carrier, it
Pittsburgh and Los Angeles the service has been aban has no place on the streets of the city unless it assumes
doned, and last week the news came from Washington the duties which pertain to all common carriers, but
that a receiver had been appointed for the Metropolitan that it may also direct attention to ways in which elec
Coach Company of that city. Of these installations it tric railway service may be improved, there is no ques
is hard to imagine any two cities in the country where tion.
the natural conditions in the way of climate, low grades Two plans have been suggested for changes in elec
and good paving are more favorable to the operation of tric railway practice to meet the competition brought
motor-bus lines than Los Angeles and Washington. by the jitney. One is the adoption of the short car
The sale of the Los Angeles buses was mentioned in which, in many cities, would be the one-man car. The
this paper several months ago. In reply to a creditor's second, mentioned in one of the letters last week, is
petition for a receiver in the Washington case the com the establishment of a zone system with a reduced rate
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 3

of fare for a restricted zone in the center of the city. A period of service at the controller and among passen
The British Columbia Electric Railway is the only com gers affords a trained engineer opportunity to enter
pany we now recall as having taken this latter step. into the problems of the transportation department
This line, preferring to apply the "aut scissors aut which may be extremely valuable in comparison with
nullus" policy to its fares rather than to its service, the rather academic ideas often gained otherwise. The
recently offered as alternative to its ordinary straight methods of handling runs, of filling in traffic blanks, day
5-cent fare a special non-transfer ticket, good only cards, and accident reports, of "signing up" for work,
within the city limits of Vancouver and Victoria, at the the close observation possible of the way in which sub
rate of eight tickets for 25 cents. In the recent report ordinate officials perform their tasks—these and a hun
of R. B. Stearns on the Milwaukee zone system the sug dred other details afford experience which may be ex
gestion was also made, though not yet put into practice, tremely suggestive, however loath a man may be to pass
that a reduced rate for a smaller central zone would more than a few months in routine duty. In years to
further increase riding through the stimulation of short- come, when the executive of 1925 goes under cross-ex
haul business and through the competition with the jit amination in an arbitration or court case, the mere fact
ney and walking. Such a step would undoubtedly be of having had actual experience on the platform or as a
revolutionary, but these suggestions show the way in helper in the shop may give his evidence a value which
which a number of railway operators are thinking. could never be the result of purely theoretical knowl
The one-man car, especially the light car, is not so edge. Work in the ranks of an operating company may
radical a departure from existing standards, and in one not in itself call for the practice of principles learned
of the letters mentioned actual figures were given of on the hidden side of the college wall, but it gives a
the low injuries and damages account on two lines using sense of proportion and a knowledge of men that come
one-man cars, as well as estimated annual net savings into play exceedingly well sooner or later.
possible with one-man over two-man service. Operators However a technically trained man may enter the
and public officials inclined to regard the accident haz service of the modern street railway, he is bound to be
ard of the one-man car as prohibitory will find a revela come acquainted with the engineering and executive
tion in these figures, and general publicity of similar staff in due course and, in fact, will do well to let the
statistics would do much to remove prejudice from this employment department know his full hopes and desires
type of equipment. So far as its inherent profitable when he goes into the work. Attendance at meetings
ness is concerned, the fact that a number of engineers of company sections of the national association, the
are now engaged in designing experimental one-man gradual extension of friendship and continued study are
cars of exceptionally light weight bids fair to promise likely to bring their reward in due course. Where one
for the future a considerable reduction in operating can enter a student course or as a recognized appren
expenses, even as compared with the roseate yet con tice, so much the better. Finally, if things go too slow
servative estimates already presented. ly after a reasonable trial, it may be possible to apply
for a transfer to another department with some show of
THE CALL OF THE RAIL success. Sooner or later the opportunity coveted is al
To graduates of engineering schools this year who most sure to come to the technically trained man whose
are considering electric railway work as a chosen field, qualifications are known to his superiors, and if they
we unhesitatingly say that never in the history of the are not, either the system of employment and manage
industry have opportunities been better for men with a ment is wrong or the man himself must be at fault.
real bent toward a transportation career, backed by Sooner or later the true cost of electric transportation
staying power and a determination to do every job so must be met by the communities which it supplies. This
well that it forms a stepping stone toward the next re means that as long as such service is rendered, scientific
sponsibility. The day has gone when a "favorite son" work in it will be rewarded. We need not enumerate
with a fat allowance and an easygoing disposition can the unsolved problems of the industry. There will al
expect to go into electric railway work and hold down a ways be such before it, and to those of the future the
man's position on a banking hours' schedule; but the young men of to-day will have to address themselves.
time will never come when a man willing to devote prac Public relations, scientific management, the conduct of
tically his whole time out of bed to mastering the prob lfbor affairs,—these and many other questions are com
lems of transportation in the early years of his career ing to the front more and more as the industry grows.
on the basis of aptitude for the work and of absolute Methods may change with the years, but the fundamen
fidelity to every commission cannot advance in the trac tal problem of economically transporting men and
tion world once he is fortunate enough to get a start. things will always be with us, and in no small degree
Once the 1915 graduate becomes an employee of an the success with which its variables are evaluated in the
operating company, let him realize that his future large years to come will depend upon the graduates of the
ly depends upon himself. The exact line of work which present period, upon their eagerness to master details
is first taken up is relatively unimportant. Students before they attempt to generalize, and upon their appre
sometimes hesitate to enter platform service for fear ciation of the meaning of opportunity in the humblest
that they will be swallowed up in the organization, but task which is placed upon them in the drab weeks which
it is fair to say that this anxiety is largely unnecessary. so often follow the fall of the academic curtain.
 4 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

Improvements in the Low- Floor Car

Four Years of Development Have Brought the Pittsburgh Design into Its Probable Final Form—A Description
is Published, Including Consideration of the Details of Construction of the Low-Floor Motors
and the Control Without Resistance

Since the low-floor car was brought out in Pittsburgh, from the bottom of the side sheathing to the bottom of
somewhat less than four years ago, certain changes have the window only, and it was necessary to reinforce
been made from time to time with the idea of improv heavily the parts around the center doors in order to
ing the operating efficiency. The first cars of this gen carry the strains across this portion of the car side.
eral type were trailers and were placed in service in The seating capacity is sixty. By combining longi
1911. One of these, equipped with motors, has been in tudinal and transverse seats the company has returned
regular operation since the summer of 1912, but the to a plan that was very widely used in Pittsburgh before
first cars designed especially for use as motor cars have the advent of the first center-entrance cars. Permanent
been in use about two years. The changes in the car seats extend around the ends of the car, the control
body, although important, are very naturally over and brake handles being mounted on pipe railings that
shadowed by those made in the control system that serve as seat separators. A plan is shown on page 7.
practically eliminates the use of resistance, as well as The ramp at the center of the car is 5 in. high and
by the motors which have made possible such an aston 5 ft. long. This reduces the two center-entrance
ishing reduction in weight by permitting the use of steps to heights of 14 in. and 9V2 in. Three steps re
24-in. wheels. As these features have, in all probability, spectively 12V2 in., 8V2 in. and 8V2 in. are provided at
reached the commercial form in which they will remain the front exit, the first-mentioned one being the height
for some time to come, detailed descriptions are given from the rail to the lowest step tread.
in the following paragraphs. These include also a com In common with the earlier designs the new cars have
parison between the design of the low-floor motor and a front exit door and two doors at the center. The
a standard motor of the same rating, which shows for door mechanism is made up of levers, and all doors are
the first time some of the reasons for the ability of the mechanically controlled by the trainmen without the
former to do its work in spite of its small size. use of compressed air or electricity, it being believed
The latest developments in the low-floor car design that a manually-operated door is much more easily kept
appear in the 100 cars which were ordered some time in order than one opened by power. The center doors
ago by the Pittsburgh Railways Company and are being are separately controlled by the conductor, so that either
received from the builders at the present time. In one or both of these doors may be used as an entrance.
general appearance the new cars are like their prede If a passenger sitting in the rear part of the car signals
cessors which were described in the ELECTRIC RAILWAY that he wants to get off, the conductor keeps the rear
Journal for April 11, 1914. However, they have lower center door closed until he is ready to alight. The
steps because of a greater ramp in the floor, and in entering passengers then divide into two streams, part
addition a greater proportion of the car is built from coming in one door and part in another. The front exit
steel, the latter feature, together with other refine door is supposed to be used by all of the passengers in
ments in design, making it possible to reduce the weight the front half of the car, although it has been found in
of the car body by approximately 2500 lb. practice that only about two-thirds of them do so.
In the center-entrance motor cars first used in Pitts Some remarkable results have been obtained through
burgh the top of the center door is reinforced by heavy having two streams of passengers board simultaneously
rolled channels. In the new cars, however, the whole and pass on opposite sides of the fare box. The loading
side of the car becomes a girder, the depth of which time per passenger at certain corners is less than one
is from the top of the letterboard to the bottom of the second, the average at the heavy loading points (includ
side sheathing. Previously the side girder extended ing the time of the fellow "who never has change")

LOW-FLOOR CAR—VIEW SHOWING CENTER ENTRANCE AND FRONT EXIT

 July 3, 1915] ELECTRIC RAILWAY JOURNAL 5

being only slightly more than one second. In general, frames. The iiotch Grouping of Motors
the separate control of the center doors has been found weight of 4200 lb. 1 Starling
to be an excellent feature since it permits the conductor, for the truck indi 2 Running
without saying anything to any of the passengers, to rectly enables a to
guide their movements. Also it is possible in cold tal saving of 3400
weather, when only one or two people want to board lb. to be made over
the car at a certain point, to open only a small part of the standard type 4 Running
the car to the outside atmosphere. with large wheels,
The exact weight of the new cars, fully equipped for 740 lb. of this sav 3 Traniitiun \_
double-end operation, with two fenders, two couplers, ing being in the
two controllers, etc., is 35,600 lb. If the car should be smaller axles and
arranged for single-end operation, with only one set of 1200 lb. being due
doors, one controller, etc., the weight would be 33,000 to the smaller
lb. Car-body and equipment weights are as follows: wheels. Elliptic
springs are used,
Weight of car body, conduit, wiring and air-brake piping. 18,000 lb. these resting on a 7 Transition \_
Weight of air brakes 950 lb.
Weight of motors 7,000 lb. spring plank sup
Weight of other electrical equipment 1,250 lb. ported by 15-deg.
Weight of trucks 8,400 lb.
Total weight 35,600 lb. swing links from
the transoms, and
it is reported that 8 Running
The car-body weight includes all accessories as well
as the air-brake piping and the wire and conduit for the arrangement
the motors and control. The weight of steel in the car makes the low-
framing is 6800 lb. The over-all length of the body is floor car actually
45 ft. and the width is approximately 8 ft. ride more easily low-floor car—grouping OF
From the above table it is manifest that the low total than the standard motors for control
weight of the car is brought about in great measure by types, even in
the reduction in weight of the apparatus under the car high-speed suburban service, where several of the cars
rather than in the car body itself. The small wheel, in of low-floor design are used.
itself, reduces the weight by approximately 1200 lb. The electrical equipment consists of four GE-247-A,
per car, and to its use can be traced almost all the other 35-hp motors with Jones control built by the General
weight reductions. The axles of the trucks are lighter Electric Company under the Jones-Welsh patents. The
because of reduced strains, and the truck itself, in all control differs from that used on the earlier low-floor
its members, is lighter than with the larger wheel. In cars in having a new type of unit switch, this being of
practice the lighter weights of the members are found the armature type instead of the plunger type. The
to have ample strength. Theoretically the closer the contactors are arranged in two switch-group cases, the
center of gravity is to the track, the harder the impact reduced size making it easy to find a place for the groups
from side motion, but in practice, in slow-speed city beneath the low floor of the car. The combinations and
service, the distance that the car body travels in a side connections provide for the use of interlocks on the
"slap" seems to be the controlling factor, since the low- contactors to establish holding circuits whereby the
floor car rides much better over rough track than the motors are maintained in parallel groups while the con
high-wheeled car. The details of the truck were worked trol handle is being thrown off, thus affording a closed
out under the supervision of F. R. Phillips, superinten path of low resistance for the discharge of magnetic
dent of equipment. energy. In this way burning of the contactor tips is
The prominent feature of the truck is the elimination greatly reduced since the contactors act as commutating
of end frames, the truck being held square by gussets switches, and with the exception of one or two units
that connect the transoms and the arch-bar-type side have very little actual rupturing of the current to do.

I/OW-FLOOR CAR—VIEW AT CENTER ENTRANCE, SHOWING LOW-FLOOR CAR—INTERIOR VIEW, SHOWING CENTRAL
DOUBLE-DOOR ARRANGEMENT LOCATION OF FARE BOX
 6 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

Contactor Sequeuce
Step A B C D F G
1 • • •
2o • • • •
3 • • • •
4o • • • • •
5 • • • • •
6 • • • • • • •
7 • • • • • •
8o • • • • • • •
O Running Point*
LOW-FLOOR CAR—RELATIVE SIZE OF LOW-FLOOR AND
STANDARD TRUCKS

T. takes from 8 per cent to 15 per cent less power

v Ri C than with the standard, resistance-type, series-parallel
X control when used on cars of the same weight. The
amount of saving, of course, depends largely upon the
number of stops per mile. The design of the resistance
and the smaller capacity of the motors, it may be said,
* f help to reduce the car weight.
One other feature of the car is a new type of com
LOW-FLOOR CAR—SCHEMATIC DIAGRAM FOR CONTROL AND pressor which was specially designed by the Westing-
SEQUENCE OF SWITCHES house Air Brake Company to fit the available space and
to reduce the vertical height occupied to the absolute
There is also provided a method of cutting out damaged minimum.
motors by use of the control circuits which simplifier Design of Low-Floor Motor
the car wiring.
In this control system resistance is used only on two Naturally, the development of motors small enough
transition points or when all four motors are in series for use with 24-in. wheels has raised some question as
and when the first motor is thrown in parallel across to the methods by which this most important step
the line. In the original control system only two mo toward efficient operation has been made; As a matter
tors worked on the transition points, whereas the above of fact, in the design of the low-floor motors nothing
plan shows never less than three from the series-parallel has been skimped to save weight, and the construction
position to the final position. By the use of an addi has been worked out along normal lines, the designers
tional contactor, three or more motors can be used utilizing all of the latest available knowledge about
throughout the entire range, but in practice this has railway equipment to produce the best results con
been found unnecessary for the first part of the acceler sistent with generally accepted practice.
ating period. It should be said that a few of the con This is indicated in the following table, which shows
trollers with the original connections are still in service that there is nothing in the new design that is greatly
and work very well except that the acceleration is not
as rapid as with the new scheme. t
Since there are three running notches, the transition Hour:r i
w
points are used only for very short intervals. It is > 85 H.P. Output at Amp-Input 600 Volts.
found that the motormen make frequent use of the a a Gear 58 Toetli - Diam. of WheeU 24"
first running notch with all the motors in series, when a i H Pinion 15 Teeth - Reduction 8.87
V i XI
behind slow-moving wagons, and the power, therefore, "3B
is not continually thrown on and off. This saves con W*j 2C 2600
troller fingers, brakeshoes, wheels, current, and last
but not least, nerve force of the passengers. 1 u 2400
Three extremely hilly routes in Pittsburgh have been *
22 2200
equipped with the low-floor cars, and it is found that
V
the current consumption is approximately the same as 100 20 2000 J
when the same number of small-capacity single-truck V
cars were in operation on these lines. Tests lasting for so IS 1800
El Hcien -y j
about two and one-half months show that this control 80 10 1GO0 G »
70 14 1400
GO 12 1200
50 10 1000
40 8 800
30 6 600
20 4 400
10 2 200
0 0 00 10 20 30 40 50
60 70 80 90 100 110
Ampcrca
LOW-FLOOR CAR—VIEW OF MOTOR FOR LOW-FLOOR CAR—CHARACTERISTIC CURVES OF MOTOR FOR
24-IN. WHEELS 24-IN. WHEELS
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 7

different from the electrical and mechanical features of assembled on keys which are bolted to the frame by
the older types of motors. The new type, which is tapped bolts inserted from the outside. The commu
known as the GE-247 motor, is of the same rating tating pole pieces are drop forgings. The mummified
as the old standard GE-81, and on this basis may be type of coil is used for both main and commutating
compared with it. The field windings of the two motors field coils, the insulation following standard General
cannot, of course, be compared because the GE-81 motor Electric practice in all respects. The exciting coils are
is a non-commutating-pole machine while the GE-247 held against steel pads by spring angle flanges, and the
motor has commutating poles. The armatures, how commutating coils against finished seats in the frame
ever, are wound with exactly the same number of turns in a similar manner.
per coil. In both cases the air gaps are normal, being The armature, of course, is built up of laminations
eccentric, and they should not vary from each other assembled on and keyed to the armature shaft, longi
more than 1/64 in. The new motor, also, is ventilated, tudinal ventilating ducts extending through it and
whereas the older one is not. This feature has nat through the commutator shell and armature heads. The
urally increased its relative hourly rating and has given commutator is 9y8 in. in diameter and is built up of
it as well a high continuous ampere capacity. hard-drawn copper, insulated with mica grooved out to
a depth of 3/64 in. below the surface of the commuta
Comparison Between Low-Floor Motor and Standard Motor tor. The bars are insulated from the shell by cones of
GE-247 GE-81 mica pressed to shape, the whole being pressed together
Rating 600 volts 35 hp 35 hp
Rating 500 volts 30 hp 30 hp hydraulically before the locking nut is tightened up.
Clearance under frame : The insulation of the armature coils, hot banding, etc.,
30-in. wheels 4% in.
24-in. wheels 3 5/16 in. and the brush-holder design also follows standard Gen
Speed (500 volts, 55 amp). 605 r.p.m. 810 r.p.m.
Diameter• ofofslots
armature. 10U
27 in. 11%29 in. eral Electric practice.
Numberper
Turns of coil 3 ■ 293 Ventilation is effected by a double or multiple fan
Length of commutator 2% in. 3 in. which is made integral with the pinion-end armature
Thickness of shell 7/16 in.-l % In. % in.-lVi In.
Diameter of armature shaft 2% in. 2% in. head and which draws air into the motor through hooded
Weight with gears and case 1750 lb. 2020 lb. openings provided in the commutator-end frame head.
Summed up it may be said that the 24-in. wheel, The air divides into two streams, one passing over and
with all of its inherent advantages in reduced weight, around the armature and field coils, the other taking a
has been made possible mainly by the adaptation of parallel path through the ventilating ducts in the com
commutating poles and ventilation to a small-size mutator shell and armature core. After passing through
motor, together with a reduction of 1 in. in clearance the double fan the streams unite and are exhausted
to the atmosphere through screened openings in the
frame. By this means a positive circulation of air is
maintained through the motor, cool air coming in con
tact with all parts of the motor.
In designing this motor no effort has been made
to reduce the weight below limits that are consistent
with sufficient strength and rigidity; therefore, it is
LOW-FLOOR CAR—PLAN SHOWING NEW SEATING well suited to handle loads within its range of capacity.
ARRANGEMENT This has been demonstrated by the fact that the original
under the motor frame. Aside from these features the motors of this general type have been in hard service
considerable saving in weight and size has been effected for nearly two years with a low maintenance cost. In
without departing in the least from the substantial me fact, approximately 500 of the GE-247 motors have al
chanical design of standard motors. The efficiency ready been supplied for cars with 24-in. wheels, and all
tractive effort and speed curves are shown in an ac of them at the present time are giving very satisfac
companying diagram. tory results in operation.
Details of Construction
It should be said also that part of the saving in weight Congresses at San Francisco
has been obtained by the use of the box type of frame. Eight hundred and twenty-two conventions and con
This has for long been considered necessary for large gresses, whose subjects cover the activities of the world
motors, and its adoption for a motor of this size is a along industrial, commercial, professional and scientific
perfectly logical step. The box frame of the new lines, will meet in San Francisco and the bay cities in
motor is approximately octagon in transverse section, connection with the Panama-Pacific International Ex
and has the four main exciting poles located at angles position during the 288 days of its existence. This is
of 45 deg. to the vertical. Bails are cast on the frame more than double the number at any previous world
for handling the motor, and brackets are provided for exposition, and to secure them practically all organiza
bar suspension. A large opening is provided over the tions of importance in the civilized nations of the world
commutator, this being closed by a pressed-steel cover were thoroughly canvassed by the exposition authorities.
held in place by a cam locking device. The frame heads The attendance at each of the conventions and con
have auxiliary oil wells, and drain pockets for oil thrown gresses will range from 100 to possibly 30,000 delegates
off by the oil deflectors on the armature shaft. All and visitors. There will be an average of nine exposi
covers on the axle and armature-bearing oil boxes have tion conventions per day throughout the entire period.
deep lips and are lined with thick felt held in place by But few days are blank, and on certain days during the
rivets and washers, a sheet steel dustguard inclosing summer months as many as thirty or forty meetings of
the axle between the axle caps. Provision is made for various kinds will be held.
a 4-in. diameter of axle in the axle linings and for Following are the classifications geographically and
linings 7 in. in length. The gear case is made of sheet the popular months: national conventions, 525; inter
steel, each half being pressed from a single sheet, and national congresses, 57; Pacific Coast conventions, 68;
it is supported by a horn cast on the axle cap at the California conventions, 172. August is the month dur
pinion end. ing which the largest number will be held, namely 249.
The exciting pole pieces are built up of laminations July follows with 133, and September with eighty-six.
 8 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

Pacific Claim Agents' Convention

Abstracts Are Given of Six of the Papers Presented at the Annual Meeting of the Pacific Coast Claim Agents'
Association—Result of the Election of Officers

The seventh annual meeting of the Pacific Coast tion, and in this way many timely suggestions have been
Claim Agents' Association was held in San Francisco so made and reported to the proper department.
on June 24-26. There was a full representation from The investigator should be sufficiently acquainted
member companies. The sessions were notable for the with the subject under investigation to know what he
number of very able addresses and papers presented. is seeking and recognize it when he sees it, thus cutting
One of these was published in abstract in the issue of out all suppositions and embodying in his statement
this paper for last week, and abstracts of others appear positive facts to which the witness could testify if called
this week. upon the stand later. A reasonably short, clear state
At the meeting on June 26 officers were elected as ment covering the facts will help to save much of the
follows : time of the witnesses, most of whom are disinterested
President, Thomas G. Aston, claim agent Washing and conferring a favor upon him.
ton Water Power Company, Spokane, Wash. The investigator should be on the best of terms with
First vice-president, Thomas A. Cole, claim agent all other employees, so far as is possible, and especially
Los Angeles Railway Corporation, Los Angeles, Cal. with heads of departments. His treatment of trainmen
Second vice-president, W. H. Moore, San Diego Elec should be such that they may look upon him as a friend
tric Railway Company. trying to build up a defense not only for the company
Third vice-president, J. S. Mills, assistant superin but for the man or men who have had the accidents.
tendent Key Route, Oakland, Cal. If he has established this feeling he will secure many
Secretary and treasurer, H. G. Winsor, claim agent good tips from them.
Tacoma Railway & Power Company, Tacoma, Wash. He should be able to use a camera to secure pictures
Executive committee: J. H. Handlon, claim agent of conditions at crossings, landings, steps and platforms
United Railroads, San Francisco, Cal.; A. M. Lee, as as well as street intersections, thus having evidence
sistant general claim agent Northern Pacific Railway, which is hard to refute months or years later in a suit,
Seattle, Wash.; B. F. Boynton, claim agent Portland when conditions may have changed.
Railway, Light & Power Company, Portland, Ore. ; George
Carson, claim agent Puget Sound Traction, Light & THE ORGANIZATION OF PUBLIC SAFETY
Power Company; H. K. Relf, general claim agent Spo COMMITTEES
kane, Portland & Seattle Railway, and S. A. Bishop,
general claim agent Pacific Electric Railway, Los Ange BY B. F. BOYNTON, CLAIM AGENT PORTLAND RAILWAY,
les, Cal. LIGHT & POWER COMPANY, PORTLAND, ORE.
Tacoma was chosen as the place for next year's con After years of work along safety educational lines
vention. with our trainmen in Portland in the public schools,
and in various other ways, we began to receive letters
THE INVESTIGATOR AND HIS WORK from all over this country and foreign countries inquir
BY C. F. YOUNG, ADJUSTER PUGET SOUND TRACTION, LIGHT ing about the methods and results of our work. We
& POWER COMPANY began to feel we had really accomplished some good in
eliminating accidents, as we had reduced the number
The investigator, to my mind, is next in importance of accidents on our own property about thirty a day.
to the claim agent or adjuster. Loyalty, of course, is One day I called on the Mayor and showing him the docu
one of his first requirements. He should be above the ments we had received from the various cities and
average degree of intelligence and come within the most countries, I told him I thought that a public safety
critical definition of the term gentleman. Then his committee, backed up by prominent men in our city,
personality should be pleasing, and he should approach could accomplish a great deal toward making Portland
people in a manner to inspire confidence. He should the safest city in the world. The Mayor thought the
also be a good listener, be able at once to impress upon suggestion a good one and appointed a committee con
the witness his fairness in the case in question, and sisting of nine bureaus, as follows :
fairly to influence an obstinate or prejudiced person. Bureau of public safety—John T. Moore, captain of
He should be honest in all things, clean morally, dress police.
neatly but not overdress, as his work requires him to Bureau of fire prevention—A. M. Churchill, lawyer
meet all classes. He should be particular when calling and chairman of fire prevention bureau of Civic League ;
upon people below him in rank not to talk over their E. F. Dowell, chief of fire department, and Jay Stevens,
heads. He should hold his temper always, but by so fire marshal.
doing not let the other fellow imagine he is afraid. Bureau of traffic—H. P. Coffin, chairman public
He will find cranks and critics in many places, as well safety committee of Portland Automobile Club, and
as scores of people with complaints, real or fancied, and A. S. Kirkpatrick, city traffic engineer.
to these he must be able to make answer without pro Bureau of schools—L. R. Alderman, superintendent
voking an argument. Many times, the fact of calling of schools.
attention to the difficulties of operation or the tribula Bureau of transportation—F. L. Burckhalter, general
tions of the trainmen in dealing with the public and superintendent Southern Pacific Railway.
endeavoring to please all, will be of material help in Bureau of electric transportation—B. F. Boynton,
effacing prejudice and creating a friendly attitude. A general claim agent Portland Railway, Light & Power
good way out of many such incidents is for the investi Company.
gator to explain that the claim department has nothing Bureau of industrials—M. N. Dana, Evening Journal.
whatever to do with the operating end but that he will Bureau of buildings—R. L. Withrow, Evening Tele
be pleased to call attention to the complaint or sugges gram.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 9

Bureau of publicity—H. E. Thomas, city editor The how many machines there are behind it, they all throw
Oregonion. in the reverse and come to an immediate stop.
Advisory board—G. W. Talbot, president Pacific Our fire marshal has appointed a number of deputies,
Power & Light Company ; F. C. Knapp, Peninsula Lum who all wear regulation fire inspector's uniforms.
ber Company, and A. H. Averill, Averill Machinery Every building in the city of Portland is being ex
Company. amined by him or his deputies for fire hazards, and we
These men, you will see by the positions they hold, expect to carry out just as thorough work through
are representative men in representative positions. every branch of industry, and in so doing solve through
Each man has his branch of work to cover. education the greater portion of the accident problem.
The first public step, after our organization, was to I find that by being liberal enough to take an interest
get our fire, marshal, Jay Stevens, to go in full firemen's in the other phases of safety work than that which di
uniform, with H. P. Coffin, chairman of our public rectly affects the company I represent, a feeling of
safety committee at the present time, and myself, to desire to reciprocate and help us is created among all
our various public schools throughout the city and talk classes of people in a way that could not possibly have
to the children on fire prevention. Mr. Stevens, being a been done in any other manner.
very interesting and entertaining talker, was received
at all the schools with great enthusiasm, and we have THE EMPLOYMENT BUREAU
a record at the present time of having saved two
schools and a great many lives as the result of Mr. Ste BY H. G. WINSOR, GENERAL CLAIM AGENT PUGET SOUND
ven's talks. At the time he started his school lectures ELECTRIC RAILWAY AND TACOMA RAILWAY &
many false fire alarms were being rung in every day, POWER COMPANY
which not only cost about ?25 each to answer, but intro There are many types of applicants for employment
duced an element of danger from the heavy fire appara but comparatively few can be classed as eligible. The
tus plunging through the streets at breakneck speed. He process of elimination quickly disposes of such as the
showed in his talk to the school boys that the fire en man who cannot afford time for proper instruction; or
gines, in answering one of these false alarms might the one who is always financially embarrassed; or the
collide with a street car, injuring the firemen and pos man who is a "globe trotter" and has a pocket full of
sibly the boy's own mother in the street car. This service letters; or the man who can tell his instructors
caused all the boys to think. They stopped turning in just how the work should be done. We have no use for
false alarms, and to-day a false alarm is a rarity in the the man who is dissipated or naturally uncouth in ap
city of Portland. pearance, and above all, we should shun the man who
For a number of years I have been gathering different expects to secure a position through political influence.
safety data and safety propaganda of every description On the other hand, the employment official of ex
from all over the world; in fact, I have quite a large perience and mature judgment will quickly recognize
room in our building given over entirely to a safety- probable merit in the following types:
first exhibit. To impress the members of the Commer 1. The man who presents a desire to undertake the
cial Club and Portland's citizens with what was being work without condition, depending entirely on his per
done along safety lines, I had this entire exhibit moved sonality for favorable consideration.
to the dining room of the club, and on the occasion of 2. The man who presents himself at an hour which
our first general meeting there we invited a number of he selects as being most convenient for the employment
representative employers to attend. The enthusiasm official and enters the office in a respectful manner.
and interest displayed at that meeting has ever since 3. Those having seen honorable service in the army
been growing. We held other meetings at the Com and navy. Such men usually make satisfactory train
mercial Club, which was then Portland's representative men as their experience teaches discipline and loyalty.
business organization. Every meeting has been largely The employment of men should be undertaken by one
attended. who is a good judge of human nature. If so, he can
Within the past few months our Commercial Club and find out many of the defects of an applicant at a single
Chamber of Commerce and other large clubs have com interview. "Make haste slowly" is a splendid maxim
bined into one organization, namely, the Chamber of for adoption by employment officials. Many an appli
Commerce, thus making an organization of approxi cant who has the ability and personality to "make good"
mately 5000 members. The new Portland Chamber of and a spirit of loyalty which would recommend him
Commerce in its budget just prepared, has made a very after deliberation has been disheartened and lost to the
liberal allowance for carrying on the safety work. service through an abrupt, indifferent or discourteous
Since the establishment of the public safety commit reception of his application for employment.
tee, our city has appointed a public-safety man. This Two important essentials for employment are char
gentleman, A. S. Kirkpatrick, has installed between 300 acter and physical fitness for the duties required. The
and 400 caution signs at dangerous points all over the investigation of an applicant's history is usually ob
city. They are steel disks 18 in. in diameter, mounted tained through references and is often incomplete so
on steel tubing 6 ft. high, painted red with a green that the employer's ability to judge finds its value in
center, and are set in concrete just inside the curbing this regard. Physical fitness is determined by a medical
on the right-hand side of the street at various dis examination, and such examinations should be thor
tances from danger zones, warning the drivers of teams ough and complete.
and machines of the condition ahead. "Sharp Turn," A man who has had experience in public service work
"Steep Grade," "Railroad Crossing," "School, Drive requires fully as close scrutiny as others, and it is a
Slow," "Fire Station," "Reverse Curve," "Hospital," and mistake to assume that his record is a passport to em
other warnings are painted on these little disks. ployment. Courtesy should be an absolute require
Up to May 1 our public safety committee had 153 au ment. If a man applying for employment walks into
tomobile drivers arrested (and most of them were fined) your office unannounced, if he fails to remove his hat,
for disobeying the traffic ordinance in passing street places his feet on the table or other furniture, he should
cars while the latter were discharging passengers. Be be courteously told why he cannot have a trial. When
fore the organization of the public safety committee you are engaged in a personal interview with an appli
many passengers were knocked down and injured in this cant, and he volunteers the information that at the last
manner, but now, when a street car stops, no matter place he worked he could have remained had he ap
 10 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

proved of the methods or systems used by his former much good results to both employee and employer if
employer, you may reasonably question his loyalty. such an association is properly organized and managed.
Men under twenty-five and over forty-five years should We believe that through welfare work many valuable
not, as a rule, be considered, although there are excep men have been retained in our services. To support
tions. Trainmen under twenty-five lack experience and that contention, a record of trainmen entering and
are likely to assume too great risk, while the man over leaving the services of the Tacoma Railway & Power
forty-five, unless he has had previous experience, is Company for the years 1912-1913-1914 is presented in
hardly likely to make a satisfactory record. the accompanying table.
Nearly all electric railways employ one or more ex The profit and loss account of a company is affected
perienced officials whose special duty it is to prepare materially by necessary settlement of claims brought
the motorman student by instruction and demonstra by reason of the acts of its employees. In the organi
tion for his work at the controller. To facilitate this zations which I represent the claim department is not
work a dummy car fitted with the necessary appliances only consulted and its approval required before a stu
is often provided. When the instructor is satisfied dent is assigned to regular duty, but no trainmen is
that the student is competent he is sent out on the discharged without a conference of the superintendent
different lines for instruction by experienced trainmen of transportation and the claim agent. All examination
in the actual operation of cars. From ten to fifteen papers and other records are submitted for the guid
days is usually consumed in this preparatory work. ance and the assistance of the claim department, and
When the student is employed as a conductor he is in all students are sent by the superintendent to receive
structed in practically the same manner, although along advice and instructions in safety and accident work
somewhat different lines. Oral examinations are al from the claim agent.
ways necessary to determine the advancement made by
students and to satisfy the operating department of INVESTIGATION AND HANDLING OF COLLI
their growing efficiency. SIONS WITH PEDESTRIANS AND VEHICLES
From the information at hand it has been rather OTHER THAN AUTOMOBILES
surprising that very few companies require a written BY THOMAS G. ASTON, CLAIM AGENT WASHINGTON WATER
examination. In our organization the conductor's ex POWER COMPANY, SPOKANE, WASH.
amination blank contains eight-four questions pertain
ing to operation and thirty-two pertaining to accidents All accidents should be investigated carefully. For
example, in a recent damage case on our road two per
Service Record of Tacoma Railway & Power Company sons were sitting in cars going in opposite directions.
Trainmen Entering Service
Conductors Motormen Total Experienced Re-employed Each had a left arm projecting from a window, and as
1912 189 109 29S 41 No record the cars passed the arms were interlocked, causing both
1913 155 82 237 49 8
1914 69 39 108 18 22 to be broken. The contention was that the cars scraped
Trainmen Leaving Service together while passing in a curve. One of the witnesses
r Resigned ^ t —Discharged N
Conductors Motormen Conductors Motormen Total asked at the time of the accident to have the cars backed
1912 108 59 80 24 271 up together and made a measurement which proved
1913 98 59 50 21 228
1914 53 42 32 11 138 that there was plenty of space between, and the inves
and accident prevention; the motorman's blank has 123 tigation at the time showed that there were no marks
questions on operation and thirty-seven on accidents. on either car.
So far as the effect of this system concerns our claim The car men should be instructed to make note of
department it has been of material assistance in re the exact place on the street where an accident occurs
ducing the number of accidents as well as assuring com and should call it to the attention of witnesses, who
plete and satisfactory reports. should be placed on record as to the exact point. Wit
Final instructions should be given by the employ nesses should be asked to mark the point at which an
ment official who selects and employs the applicant, and accident occurs by some immovable object. This may
when this important duty is performed he should have assist in proving that the driver was on the wrong side
before him a complete history of the man, gathered of the street, or in the act of turning the corner in vio
from the various sources at his command. Any criti lation of the traffic ordinance, or that the accident oc
cism of his work or examination should be pointed out curred between blocks instead of on a crosswalk or at
in a kindly but impressive manner. an intersection.
Employees who remain in the service for a number Measurements should always be made and photo
of years are usually those who are interested in and graphs should be taken of the scene of the accident as
have a liking for the work. These are the most de soon as possible. The car and vehicle involved should
sirable men, and every effort consistent with good pol also be photographed, bringing out all marks. This will
icy should be made to encourage them. Employees establish the amount of damage and show the parts
should have as much recreation as possible consistent which came in contact, thus helping to prove whether
with their duties and the condition under which they the vehicle had just pulled onto the track or had partly
are employed. Comfortable quarters with good light, crossed. I recall several cases where photographs were
good ventilation and toilet facilities should be pro of considerable value to us.
vided, as should also reading matter of the right char If an accident is serious it is our policy forthwith to
acter. Good reading matter is always appreciated and have an engineer's map made of the location and vicin
easily furnished. Frequent visits by the company offi ity, showing all houses from which any person could
cials to the quarters of the men will likely result bene have viewed the accident. The grade and height of rail
ficially. An employee desiring to make complaint should also be shown. After the map is made an in
should be courteously received and his request promptly vestigator should canvass every house shown thereon
considered. The report of an employee's sickness or and take statements from at least one person in each
death should mean prompt action on the part of his house to ascertain whether or not anyone in the house
immediate superior. Occasional entertainments for the claims to have seen the accident. That this is a good
benefit of the employees and brief discussions are practice was taught to us in a very serious case involv
sometimes used as a means of keeping up an interest in ing the death of a driver of a vehicle. Two persons
certain parts of the work. The organization of benefit living about half a block from the scene of the acci
associations has worked satisfactorily in some cities and dent testified to having seen the accident, and that no
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 11

-warning was given. To my mind they did not see the If at the time of the call of the company's physician
-accident or car until after everything was over, and I on the injured party the family physician has not been
believe that they would have made a statement to that called, the company's physician should ask the party
effect had they been interviewed at the time of the ac whether treatment is desired by him or if the family
cident or shortly afterwards. physician would be preferred. If the injured party de
sires continued treatment by the company physician,
such treatment should be rendered, but no effort what
THE MEDICAL DEPARTMENT ever should be made to induce the injured party to
BY GEORGE CARSON, GENERAL CLAIM AGENT PUGET SOUND continue treatment with the company physician, and
TRACTION, LIGHT & POWER COMPANY such treatment should be rendered only when entirely
The value of the medical department to the claim de agreeable to the injured party. If the family physician
partment is derived from the aid rendered, in handling or an outside physician should be called in a case, pend
the situation properly, after the accident has occurred, ing its disposition, the company physician should keep
although the medical department sometimes may be in close touch with the injured party, either by con
able to offer suggestions of a kind that might tend to sulting with the attending physician, or by examina
prevent accidents. The physician of a railroad should tions, keeping the claim department continually advised
regard himself and his department as an exceedingly of the situation from every possible angle within his ob
large and important factor in the work of the claim de servation, including information as to whether or not
partment, and should aid whenever possible in the sav the attending physician of the injured party is disposed
ing of expense of that department in a proper way. to be fair, etc.
In so far as the handling of accidents is concerned, When visiting the injured party, the company phy
prior to the time the claim is adjusted or rejected, the sician, if tactful and diplomatic, can do a great deal
medical department should act under the general direc toward paving the way later for the claim agent or
tion of the claim department in regard to calls on the adjuster to make a reasonable settlement. This many
injured person, examinations, reports, etc. This, of times is of great benefit both to the injured party and
course, in no way refers to matters of a strictly medical to the company.
nature, as, for example, medical treatment of injured When persons are injured in connection with our cars
persons, such not being within the province of the claim to an extent making it necessary for them to have hos
department. Neither should the medical department pital treatment, no particular hospital should be se
interfere in any way in that which is strictly claim de lected. The injured person should be taken to the
partment work, such as legal investigations, adjust nearest hospital where proper attention may be secured,
ments, etc. or to any hospital that he might prefer. In a case of
The physician representing a railroad as the head of no liability and the injured person has no preference,
the medical department and his assistants should be then he should be sent to the city hospital for the pur
gentlemen of the highest standing and ability in their pose of saving expense to the company. The latter,
profession. Their ability should be such as to enable however, would be a matter to be passed upon by the
them to detect the accident faker and malingerer, mak claim or operating departments, as the company phy
ing it impossible for them or unfair physicians to "pull sician is not supposed to know anything about liability.
the wool over their eyes." The company physician and When it becomes necessary from the viewpoint of
his assistants should be of pleasing personality and the company physician to employ a specialist, who as
should be capable of inspiring confidence in injured a rule is not on a regular salary, the company physician
parties when first visiting. They should be within call should first ascertain whether the claim department is
at all hours of the day and night, to respond promptly desirous of incurring the expense, as many cases might
to emergency calls and render first aid when necessary. arise in which the company would not derive any bene
As thorough an examination of the injured party as fit from a specialist's examination.
may be consistent with the conditions should be made
at the first visit, and under no circumstances should THE INVESTIGATING AND HANDLING OF
the injury be minimized. If there is any element of AUTOMOBILE ACCIDENTS
doubt as to the extent of the injury, it would be better BY H. H. BENTON, DISTRICT CLAIM AGENT NORTHERN
to resolve such doubt in favor of the injured party. PACIFIC RAILWAY, SEATTLE, WASH.
Any departure from this policy might result most dis The phrase "Stop, look and listen," when applied to
astrously to the company. Since medical reports are the vehicles at grade crossings, can hardly be considered
basis upon which settlement is made, particularly in a safe rule of law for the claim agent. The true rule
cases of liability, failure to discover a bad condition is this: the driver of the vehicle "must act with such
of the claimant, if such existed, would easily bring about care and caution for his own safety as a reasonably
failure to reach a settlement and result in a costly law prudent man would be likely to do under like condi
suit. In making an examination of an injured person tions."
it is exceedingly important that the examination be For example, if a driver's machine is comparatively
thorough, if only for the purpose of satisfying the party noiseless and does not materially interfere with his
of its thoroughness, otherwise the claimant will say to power to hear an oncoming train he may fail to stop
me that our physician had not made a thorough exam and yet not necessarily be negligent. He should look
ination and therefore could not tell how he was and listen, but if looking and listening could avail noth
suffering. ing, his failure to do the useless thing would not neces
At the time of making the examination, if the con sarily bar his right of recovery if a negligently operated
dition of the patient will permit, the company physician train collided with his automobile.
should get, so far as is possible without offending or With these rules of law affecting the possible liability
antagonizing the injured party, his complete history, of the railway company firmly fixed in his mind the
including details relating to any accidents he might claim agent, in the investigation of such a collision,
have previously incurred. Promptly after the examina should obtain all available evidence as to the negligence
tion has been made, a full and complete report should be or carefulness on the part of the railway company, either
sent to the claim department. Better reports, I think, as to the safe or dangerous character of the location and
can be made on blank sheets than on printed forms. construction of its road, and the crossing itself.
 12 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. l

The speed of the automobile and of the train should

be investigated in order clearly to demonstrate where
each one was at successive intervals preceding the
moment of the collision. This opens the way for the
application of the rule of law closely held by the courts
that if the driver could plainly see he will be held negli
gent if he did not see. Again, it is important to note
the location of the railway line near the crossing, to
determine whether the roar of an approaching train
would be likely to be muffled or lessened. The condition
of the weather at the time of the accident is always
important. Storms may impede sight, wind may
smother sound; either may tend to make some acts
negligent, or tend to excuse other acts which would
under other conditions be negligent.
The average chauffeur boldly claims that he can stop
his machine, when running at 12 m.p.h., within a dis
tance of 4 ft. This is absolutely untrue when applied
to conditions under which collisions occur. At a speed
of 12 m.p.h. his machine travels 17V2 ft. in one second, EL PASO CAR METERS—INSTALLATION OF WATT-HOUR
so that while descending into a cut at a grade crossing METERS ON INSIDE ARCHWAY
where the view of an approaching train might be ob
structed, the chauffeur, when 25 ft. from the track, sud of the business. In fact since the meters were first in
denly beholds the rushing train, he only has one and a stalled, the proportion of double-truck mileage has risen
half seconds to come to a stop. He imagines that 25 from 43.2 per cent in 1911 to about 54 per cent in 1915.
ft. is all that he needs, but he is mistaken. As stated in Mr. Morse's original paper, a bogey or
standard was set up, after test, for each of the four
classes of cars. This bogey plan still forms the basis
Following Up Watt-Hour Meter Records of the follow-up sys
at El Paso tem. In Mr. Morse's Meter
Reading WHEN LEFT ...I\.?>.9-P-JS>-.
opinion, faithful ad Meter
Both Meters and Methods Have Stood Up Well After Nearly herence to the fol Reading WHEN TAKEN -.-^LiJS-Siil-
Four Years of Service low - up system is AMOUNT USED V-V.X-
The El Paso (Tex.) Electric Railway began the use much more impor Register
of Sangamo watt-hour meters in December, 1911, equip tant than the type Reading WHEN LEFT ^_-L-&
ping at that time every one of its fifty motor cars. Since of checking device Register _
then fifteen meters have been added to new equipment, used on the car. Reading WHEM TAKES L".LS.?.l
making a total of sixty-five motor cars. TOTAL PASSEN'QERS
The energy consumption savings were first presented Follow-Up Records XO. OP TRIPS !>Q i
by George G. Morse, superintendent railway department, The records begin LINE RUN OX
before the Southwestern Electrical & Gas Association with the meter slip CAR NO. __>>?\
at its 1914 meeting (see the Electric Railway made out by the mo-
Journal for May 30, 1914, page 1,206). Mr. Morse torman. On taking DATE _
showed that an average energy consumption of 2.61 a car out, he takes NAME__t>AeS*VirS»'»Wr- NO.-7i.Jft--
kw-hr. per car-mile in 1911, without meters, had been and records his first
reduced to 2.39 kw-hr. shortly after the installation of meter reading. At
the meters. These averages, it should be stated, were the end of his work MOTORMAN'S METER SLIP; A
readings taken at the d.c. busbars, therefore including on that particular DUPLICATE STUB IS RETAINED
all low-tension distribution losses. As the result of con line he gets from IN HIS BOOK
tinued competition and the follow-up system, the energy his conductor the
consumption for the entire system is still (April, 1915) number of passengers handled. This record also shows
at 2.39 kw-hr. per car-mile, despite the addition of fif the line on which he ran, the number of trips made (the
teen double-truck cars, which, of course, are heavier mileage being figured later by the mileage clerk) and the
than the single-truck cars which formerly carried most car number. These motorman's slips are padded in a

EL PASO ELECTRIC RAILWAY COMPANY

Can METER REPORT TOR MONTH or IX
MEIWB MCI Tltfl SWLTll mum >w i>i/oii ran ■[POT ton, i L SMUT lEMT! mu HUH IEIWTS
... ... ■» * ... _ - ... — - ... - ... —* mi »«. * ... mm - ... , Mr, - ... ... —

'
1

EL PASO CAR METERS—MONTHLY COMPARATIVE RECORD OF METER PERFORMANCE ON A SPECIFIC TYPE CAR AND ROUTE
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 13
EL PASO ELECTRIC RAILWAY COMPANY man's average kilowatt-hours per car-mile by the grand
Inspector's Metes Data average of all men on the same line and type of car.
Your attention is called to the performance of the following men, made on
The reference to passengers carried is used only where
Performance two men have the same rating on a kilowatt-hours per
Line Name No. Car Notes
Actual Bogey car-mile basis.
Mexico Broderson 66 80 12.20 7.25 The interest of the men has been maintained chiefly
Reynolds 78 79 8.05 7.25 by publishing their records, but their run privileges
Scrivenor 184 71 8.05 7.25
Dieterich 80 81 9.00 7.25 are sometimes modified by the nature of their perform
Weaver 114 79 8.20 7.25
Park Heard 132 93 12.40 10.50 ance. Before the men began to use meters they had no
Wilcox 84 92 11.70 10.50 conception of the value of electric energy. Th« use of
Glaves 126 88 12.00 11.50
Remarks the meter has given them an entirely new point of view.
Although the kilowatt-hour was an unfamiliar unit to
EL PASO CAB METERS—RECORD OF DELINQUENTS SENT TO the men, they soon became accustomed to it among
INSPECTORS ON THE DAY FOLLOWING THE themselves. However, they refer to the readings as so
PERFORMANCES NOTED many "points" rather than so many "kilowatt-hours."
book in duplicate, so that the user can keep the stub Maintenance
for his own information and check. The fact that these meters have now been in service
The meter slips are first examined by the meter clerk for nearly four years makes the question of their main
for those men who have fallen below the bogey for their tenance cost a matter of special interest. Until re
class of car. These delinquents are listed as shown on cently the meters were maintained by the general meter
a sheet called "Inspector's Meter Data." Copies of this shop of the lighting department, but they are now cared
report are in the hands of all road inspectors by 11 a.m. for directly by the railway department. For the year
the next day. Therefore, the inspectors are prepared 1914, the cost of maintaining sixty-five meters was only
to ride and correct the operating faults of the delin $159.33, or $2.44 per meter. This total includes the cost
quents while all concerned still have in mind all the con of repairing six meters burned out by lightning. Out
ditions of the preceding day. For example, a heavy side of these repairs, the chief expense was the removal
sand storm, as is common in the vicinity of El Paso, and straining of oxidized mercury through cheesecloth,
will clog the rails and so increase energy consumption. the replacement of the mercury and reassembling of the
Another cause of increased energy is found in heavy meters. This purification is carried out about once in
rains which leave much sand on the track. The inspec five months. The total cost mentioned also covers the
tors, naturally, exercise their judgment under condi expense of testing. The special calibration meter used
tions of this character. for such testing was purchased from W. T. Mobray,
Records from all slips, regardless of delinquents, are Providence, R. I., at $150.
also posted on a monthly sheet which is divided hori
zontally by days and vertically by routes. Each route
is also subdivided vertically for the car number, kilo Illinois Association Trip to Milwaukee
watt-hours, trips and passengers. The total kilowatt- Outing and entertainment features comprised the en
hours per car-mile and kilowatt-hours per 1000 tire program of the Illinois Electric Railways' Associa
passengers are written at the top. This monthly record tion on June 25.
is made out in four colors, one for each type of car. About eighty members and guests under the guidance
In order to make comparisons as fair as possible, the of F. E. Fisher, president, and W. V. Griffin, secretary,
number of passengers handled is noted, as above stated. left Chicago at 9.30 a. m. on the steamer Christopher
To avoid too much clerical work, however, the compari Columbus and arrived in Milwaukee at 2.30 p. m. where
sons are made on the basis of 1000 passengers carried they were entertained by the Milwaukee Railway & Light
with any given type of car. The factor of schedule Company. They returned to Chicago over The Chicago
speed does not enter, as this is the same on any given & Milwaukee Electric Railway and the Northwestern
line for any given period of the day, no comparisons Elevated Railway line.
being made between different lines. The average sched En route to Milwaukee dinner was served in the main
ule speed of the system is 8.1 m.p.h. dining room of the steamer. After dinner, President
The recapitulation of the monthly record for each Fisher called the members to order and impromptu re
type of car is prepared in typewritten form, as shown, marks were made by several speakers. A vote of thanks
for posting at the carhouses. This report presents was tendered Mr. Griffin in appreciation of his work in
each motorman's name, number, kilowatt-hours per car- planning the trip.
mile, kilowatt-hours per 1000 passengers and his rela On arrival at Milwaukee, R. B. Stearns, vice-president
tive rating. This rating is obtained by dividing each The Milwaukee Electric Railway & Light Company, con
ducted the party through the large Cold Springs shops
Mcteb Performance—-Sunset Heights and then through the Public Service terminal and office
D Cars April, 1915
Kw-hr. per Kw-hr. per building of his company.
Name No. ear-mile 1000 passengers Rating At 5 p. m. the party under the guidance of G. S.
Shearer 154 1.76 388 95
Baker 196 1.83 670 98 Henry, superintendent, and F. E. Low, traffic agent, left
Werner 108 1.86 445 100
Bloxom 34 1.90 585 102 Milwaukee on a two-car train of the Chicago & Mil
Hayslett 36 2JM 420 108 waukee Electric Railroad, arriving at Chicago via the
Average 1.86 465
Ratings are given on car-mile performance. Northwestern Elevated Railway at 7.45 p. m.
No ratings given unless the equivalent of a full day's mileage has been made.
Superintendent Transportation Ground was recently broken and the tunnel work
Approved: begun on the projected electric mountain railway from
Superintendent Railway Department the city of Bergen, Norway, to the summit of Mount
Floien, the construction of which is estimated to cost
BL PASO CAR METERS—MONTHLY RECAPITULATION OF $160,000. Bids for its construction and equipment
DAILY METER PERFORMANCES were issued in January, 1915.
 14 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

New York Electric Railway Association Meets

The Subjects Discussed Were Center-Entrance City and Suburban Cars, Financial Conditions, Jitneys and
Interurban Highway Crossings, while Public Relations Were Considered at the Banquet

The thirty-third annual convention of the New York State Gas & Electric Association. Subsequently, the
Electric Railway Association was held at the Oriental bureau of standards at Washington had announced that
Hotel, Manhattan Beach, New York, on June 29 and 30. it was preparing a set of safety rules, and the committee
There was an attendance of between sixty and seventy had decided not to take any further action until a report
at the technical sessions. had been rendered on the proposed rules by the com
The convention was opened on Tuesday at 11.15 a. m. mittee that had been appointed by the American Elec
by President Hamilton, who delivered an annual ad tric Railway Association.
dress dealing with the present needs of the electric On motion of Mr. Peck the association decided to con
railways. tinue the committee on safety rules with instructions
Mr. Hamilton referred to the extremely trying year to review and criticise the proposed National Electric
through which the electric railway companies had passed Safety Code promulgated by the bureau of standards
during the past twelve months. He said that they had and to act, subject to the approval of the executive
suffered financially along with industry generally as a committee, with the committee of the American Elec
result of the European war, and far more so than many tric Railway Association on this subject.
industries on account of their inability to retrench to
the same extent and counteract in various ways the effect Center-Entrance Car for City and
of business depression. In addition, the companies had Suburban Service
received another set-back in the form of jitney-bus com The paper by W. G. Gove, superintendent of equip
petition, which has been and is still a serious menace to ment Transit Development Company, Brooklyn, was-
the industry. The electric railways are being compelled then presented. An abstract of this paper appears else
to sell transportation at a price based on service and where in this issue. After Mr. Gove had read this paper
under conditions of production of years ago. Although he showed on the screen a very interesting collection of
the traveling distance has increased vastly and the cost views of different types of cars used in Brooklyn from
of production has advanced with leaps and bounds, the early days.
rate of fare has remained stationary. Jitney-bus com In referring to his paper Mr. Gove explained that the
petition and the business depression have reduced the car described was designed by the company's own force
earnings of the companies to an alarming extent, while and also went through the hands of others interested,
expenses have increased to a degree which makes the Mr. Menden, chief engineer of the company, was the
5-cent fare more and more inadequate for the actual first to think of it and was largely responsible for its
needs of the companies. What the industry needs at design as well as that of the new subway cars of the
this time is not "watchful waiting" but helpful action. company. Mr. Menden had had a long experience in
It is all very well to theorize and discuss the many prob the transportation side of the industry as well as in the
lems with which the industry is confronted and to engineering side, and this was of great help to him in
sympathize with each other. But far more can be the design of the car. A sample car was built before
achieved if the companies assemble their best efforts the final plans were finished.
and actively pursue fearlessly and honestly an organized At the close of Mr. Gove's paper various questions
campaign that will bring about the result and relief were asked him, and the following information, among
desired. other points, was brought out: The ball-bearing center
An example of effective and honorable activity is plates are kept clean by blowing them out and by using
illustrated in the methods used by the association in a light lubricant. They have proved very successful.
advocating the enactment of the so-called jitney-bus Although the cars were built largely in the shops of the
bill. Thorough publicity was given to the railway side of company, Mr. Gove does not recommend this plan as a
the question, and a large number of representatives of rule, believing that better satisfaction will be obtained
various street railways appeared in a body at the public when cars are purchased from regular manufacturers.
hearing on the bill and stated why the companies favored The plan was adopted in this case owing to a combina
the legislation under consideration, in justice to all. It tion of unusually favorable circumstances. The cost of
is gratifying to state that the bill is now a law of the the car complete was about $6800 and the company is
State of New York. This fact indicates that the legisla adding this year on capital account about $100, making
tures have been awakened to the fact that the interests the total cost per car about $6900. Mr. Gove estimated
of public service corporations must be protected to some the life at thirty years. No trouble had been experi
extent, for the reason that these corporations do not enced with the concrete flooring breaking due to oscilla
exist by themselves alone but are necessary to the com tion or weaving of the car. At the point where passen
munities which they serve. gers enter there is a great deal of wear, and Mr. Gove
The report of the secretary and treasurer was then thought that the entire floor of the pit of the car would
read. It stated that two companies had recently joined have to be renewed probably each year.
the association, namely, the New York & Stamford Rail
way Company of Portchester, N. Y., and the Interna Insufficiency of 5-Cent Fare
tional Railway Company of Buffalo. On Tuesday afternoon President Hamilton first called
upon Z. K. Graham, secretary of the Utilities Publica
Report of Safety Rules Committee
tion Committee, to explain the plan of issuing the public
The president then called for the report of the com utilities reports, annotated, as arranged with a firm of
mittee on safety rules, of which John J. Dempsey is law publishers. A paper by E. G. Connette, president
chairman. This report was presented verbally by Mr. International Railway, on "What Can We Give for a
Dempsey. He said that the committee of the association Nickel?" was then read by Secretary C. C. Dietz. Mr.
had met at Albany with the committee of the Empire Connette's paper is abstracted elsewhere in this issue.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 15

In the discussion on this subject the following points appointment of a committee to report at a later meeting
were brought out: on Mr. Connette's suggestions. President Hamilton
W. H. Collins, general manager Fonda, Johnstown & announced that he would appoint this committee later.
Gloversville Railroad, said that as the 5-cent fare is Messrs. E. S. Fassett, W. H. Collins and E. F. Peck
prescribed within the confines of cities, legislation will were appointed as the nominating committee.
be needed to increase the fare. The commission can be
appealed to for relief, but the problem is how to find a Jitney-Bus Competition
remedy for the present difficulty. At the session on Wednesday morning James E.
C. G. Young, consulting engineer, New York, stated Hewes, general manager Albany Southern Railroad,
that the present conditions must be met somehow. The presented a paper entitled "Jitney-Bus Competition"
passenger wants more for the "jitney," and the company which is abstracted on another page. He emphasized
has to pay out more. One solution is to let the cities the difference between the real jitney bus that consisted
participate in the net earnings. The cities, being part of an old automobile driven by its owner and the high-
ners, would be interested in increasing these earnings. grade, large-capacity motor-bus, saying that the former
In the direction of economy rides could be shortened was not a menace to the electric railway industry but
and transfers cut out in some cases. The large amounts that the latter could be used to good advantage, es
spent for taxicab service show that the public is willing pecially on new routes, to test and to build up the traffic
to pay for service. with possible installation of an electric line later.
R. L. Rand, vice-president Richmond Light & Rail The discussion was opened by Joseph K. Choate of
road Company, described the experience of his company J. G. White & Company who had had a wholly contrary
in drafting and pressing a bill exempting it from paving experience to that outlined by Mr. Hewes. If the motor-
requirements for a period of ten years. There was no bus should become permanent it would eventually have
opposition, but the bill was side-tracked. Mr. Rand to pay for its use of the highways which had been con
said that the paving requirement is antiquated and out structed at an even higher cost than railways. In New
worn. Jersey he had established a short bus line to form a
E. F. Peck of Allen & Peck, Inc., Syracuse, recom physical connection between two separated sections of
mended the appointment of a committee to study the & trolley road. The traffic conditions were excellent but
subjects discussed in Mr. Connette's paper. the line lost 100 per cent in six months and had to be
H. W. Blake, Electric Railway Journal, said that abandoned. The repairs were excessive. Depreciation
while it will be difficult to increase fares there would of all gasoline-driven vehicles also was impossi
probably be less public opposition to doing so because bly high when compared to those on electric rail
of the precedent of higher steam railroad passenger ways. As for the buses in London, these were put on
fares, and the principal thing now was to decide upon years before the electric railways and had never com
the best plan for each locality and work toward that end. peted with them, as implied by Mr. Hewes. He had
There were three ways of raising fares and each had a investigated motor-bus operation for New York City
precedent. They were: (1) Raise the unit fare to 6 and had found that any fare less than 10 cents was im
cents as in Massachusetts. (2) Retain a 5-cent unit fare
for a restricted district and charge additional 2-cent possible.
fares for exterior zones. While railway managers may Paul Smith, Westinghouse Electric & Manufacturing
consider this system complicated the experience in Mil Company, then spoke in support of the makers of elec
waukee had shown that the problems of collection could tric railway equipment, saying that the demand for
be satisfactorily solved both as regards the company low weights had arisen and endeavors had been made
and the public. (3) Charge for transfers as in Cleve to meet it long before the advent of the jitney bus.
land. For this also there is an operating precedent. William H. Collins, Fonda, Johnstown & Gloversville
While these reforms seem revolutionary and may be dif Railroad, outlined his experiences with interurban bus
ficult to secure, each is not seriously difficult from an competition, which in one instance consisted of a bus
operating standpoint. line operating 4 miles for a 5-cent fare in direct com
James E. Hewes, general manager Albany Southern petition with the railway. A campaign of education
Railroad, described the tax-reducing campaign which his including daily statements published in the local papers
company had been conducting in the suburban territory had been efficacious in producing refusals to grant fran
served by it. Previous experience was with rising as chises to motor-bus lines because there was no real
sessments, but after two years' effort the taxes have necessity for the new service. Climatic conditions, he
come down from 9 per cent of the income to 5 per cent, said, constituted the strongest argument against the
and the assessment 25 per cent each year. The com motor-bus in central New York, as buses could not main
pany demanded meetings of the assessors one month be tain service in heavy snow. However, there might be
fore the preparation of tax budgets and presented evi conditions where the bus could be used satisfactorily
dence of assessment inequalities. for supplementary service.
E. S. Fassett, New York Switch & Crossing Com J. P. Barnes, Buffalo, Lockport & Rochester Railway,
pany, New York, thought that the publication of infor considered that publicity had been a major cause of the
mation in recent years should make tax reduction easier. jitney's success, and that the railways should talk more
If tax commissioners can be made aware of conditions, about the railways in public and less about the jitneys.
then reductions would be made by the franchise tax It was not necessary to have local holders of railway
board. securities in order to hold the public's friendship.
C. Gordon Reel, consulting engineer, Kingston, N. Y., H. W. Blake, Electric Railway Journal, disagreed
contended that the companies were often to blame for with some of Mr. Hewes' figures. He believed that the
inequalities in assessments as their reports were not figures quoted for gasoline consumption of motor-buses
properly prepared. was low, but even on the basis mentioned in the paper
After the close of the discussion a letter was read the cost of power would be less for an electric car than
from the Brooklyn Rapid Transit Company inviting for the motor-bus when figured on the seat-mile. The
members to visit the new instruction school and to ride same basis should also be used in estimating the invest
on the new subway cars. ment. He thought that the figure of 10 per cent for
A vote was also taken passing a resolution for the depreciation on the electric railway was much too high.
 16 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

but a sixty-passenger car would have nearly three times President Dempsey was then escorted to the chair,
the number of seats of a twenty-two passenger bus and responding with a few well-chosen words. After reso
more than three times the carrying capacity. Hence lutions of thanks to the retiring president and secretary-
the annual depreciation, even on the basis given in the treasurer the meeting adjourned.
paper, would be one-third higher for the bus than for
the car if the relative carrying capacities of the two The Social Features
vehicles were taken into consideration. The same ratio The social features included automobile trips for the
of comparison ought to be applied also to the figures on ladies, an auction bridge tournament on Tuesday after
operating cost of 21.8 cents per mile quoted for the noon, dancing after the banquet Tuesday evening, and
twenty-two-passenger bus. Two such buses would be a baseball game following the Tuesday afternoon session
equal in seating capacity to a single city forty-four- between the "managers" and the "peddlers." In this
passenger car and the cost of operating two such buses, baseball game the managers won with a score of 15 to
or 43.6 cents, ought to be more than ample to operate 10, if the official score is to be believed. The highest
one such car to advantage. He also believed that the batting average was made by C. F. Banghart, general
public would require, for its own protection, regulations manager Binghamton Railway, who, in addition to mak
for motor-buses similar to those required of other com ing many base hits, scored a run every time that he
mon carriers. came to the plate, which was five times during the five
In answer, Mr. Hewes admitted the importance of innings. In consequence of this achievement, he re
considering the relative size of the average bus and the ceived a statue of Charlie Chaplin, which was the prize
average railway car in making cost comparisons but offered for the largest number of runs made by any
cited the case of a successful interurban bus line at individual player.
Pittsfield, Mass., which charged 2 cents per mile and
was reported to have cleared 100 per cent in six months. The Banquet
The speed, however, was only 12 m.p.h. The banquet held on Tuesday evening was remark
W. B. Rockwell, Eastern Pennsylvania Railways, able from the fact that at the speakers' table there sat
Pottsville, Pa., spoke of the real economy of electric four members of the New York State Public Service
power notwithstanding the large investment required, Commission, namely, Judge Edward E. McCall, chair
on account of the facility of distribution. The jitney man, George V. S. Williams and Robert C. Wood of
from every moral aspect was thoroughly bad. In Read the first district commission and William Temple Em
ing the local civic society had voluntarily taken up the met of the second district commission. Of these, ad
matter of suppressing the business. It would soon be dresses were delivered by Messrs. McCall and Emmet.
considered a public disgrace to ride in a jitney bus. The banquet was attended by upwards of 200 persons
W. 0. Wood, New York & Queens County Railway, and was marked by evidences of a co-operative spirit
said that the railways ought to try to put themselves in the matter of public utility regulation. President
on the same taxation basis as the jitney and not try to James F. Hamilton presided as toastmaster and was
put the jitneys on the railway basis. very happy in his introduction of the speakers.
Commissioner Emmet discussed the regulatory situa
Protection of Highway Crossings tion in New York State, frankly admitting its short
William H. Hyland, claim agent Fonda, Johnstown & comings but expressing an expectation of fuller under
Gloversville Railroad, then read a paper on highway standing between the utilities and the commissions. He
crossings which is abstracted on another page in this said that regulation is not such a sore subject as it
issue. once was. While the regulatory program outlined by
In the discussion J. P. Barnes read some remarks Governor Hughes was viewed with some apprehension
prepared by C. R. Barnes, who in his official connection it would be unthinkable now to go back to the old order.
with the Public Service Commission of New York, Sec The apprehension was based upon the fear of the intru
ond District, made a special point of the fact that auto sion of politics into a field where expert knowledge was
mobile drivers paid more attention to crossing signs needed. There are still annoying features in regula
put up by automobile organizations than to those put tion, but sensible men do not let these bother them.
up by railway companies. He asked therefore for the The "black horse cavalry" no longer disturbs the sleep
appointment of a committee to co-operate with the auto of public utility men. Old-fashioned strike legislation
mobile clubs of the State and with the Public Service has, through regulation, become a thing of the past.
Commission in regard to crossing protection. In re While regulation is not perfect its imperfections are
sponse to this it was decided that the association would being remedied, and the public utility men of the State
gladly confer on the matter whenever the Public Service and the commissioners are good friends, and friends of
Commission would call for such a meeting. Mr. Barnes the principle of governmental regulation. The principal
also asked for co-operation in regard to existing dis source of irritation has been due to the impossibility of
crepancies in the railway rules on carrying explosives, staking out definitely the line of demarcation between
and this matter was referred to the executive committee. regulation and government ownership and operation.
Owing to the lateness of the hour the question box For example, in the matter of supervision of service of
was omitted and the association proceeded to the elec street railways the commissions have sweeping powers,
tion of officers, the following being unanimously elected : going into many matters of operating detail. Under
President—John J. Dempsey, Brooklyn, N. Y. the law they must give hearings on matters of this
First vice-president—James P. Barnes, Rochester, kind. It is a question whether this feature of the work
N. Y. should not be considered a part of the principle of gov
Second vice-president—Wilbur C. Fisk, New York, ernment operation rather than regulation. A large sec
N. Y. tion of the public expects the commissions to look after
Secretary-treasurer—W. S. Stanton, Schenectady, all operating details. Mr. Emmet raised the question
N. Y. as to whether this is a proper function for a public
Executive committee members were elected as fol service commission.
lows : J. S. Doyle, New York, N. Y. ; C. F. Hewitt, Al In regard to the friction which has occurred in mat
bany, N. Y. ; James E. Hewes, Albany, N. Y., and E. J. ters of regulation, all parties concerned are to blame.
Dickson, Buffalo, N. Y. The sensible course for public utility men to take is
 JULY 3, 1915] ELECTRIC RAILWAY JOURNAL 17

that which has been taken by the New York Electric Regulation can be overdone, and the commissions
Railway Association in the line of co-operation. Such should realize the conditions under which public utility
co-operation is necessary in the solution of the problems operations must be conducted. For example, the Euro
involved. Public utility men should accept the principle pean war has made inroads on capital, the warring
of regulation, which is still in the experimental stage. countries paying high rates of interest. This will make
While it is in this stage, inconsistencies must be over it more difficult to get capital for utilities and also for
looked. When the public comes to realize the attitude municipal and other public improvements. This is indi
of public utility men toward regulation, many of the cated by the fact that at the New York bond sale this
present problems will be solved. The public utility in week the city has to pay nearly 4% per cent for its
dustry needs business men who are also statesmen. Mr. money. While the utilities do not ask for a high rate
Emmet expressed the belief that regulation has seen of return, they do ask for stability and such a rate as
its worst day and that a period of understanding is will attract capital.
here. Referring again to the subject of publicity Mr. Kings
Mr. Emmet was followed by Nathan C. Kingsbury, bury pointed out that the railways must have a desire
vice-president American Telephone & Telegraph Com to serve, and that if there is some policy which cannot
pany, whose central thought was the need for co-opera be made public that policy should be abandoned. Public
tion among public utilities. He called attention to the utility securities are widely distributed and this fact
fact that one-fifth of the wealth of the country is in should be made known. Further, the utilities are not
vested in public utilities which form a stable business ashamed of the men who promoted, developed and now
necessary for the people. The margin of profit in this manage them. The public service corporations have
business is small and the problem of operating at a had much to do with the beneficent development of this
profit is a difficult one. Favorable conditions are neces country. They have added great wealth to the country
sary. A public utility corporation whicR is not now and have fostered a homogeneous development. They
making money but which is serving the public faith make for prosperity and peace.
fully can look forward with hope. On the contrary, one Judge McCall began his address by emphasizing the
which is making money but which is not giving good magnitude of the task of operating the properties in
service is doomed to failure. The men who started the metropolitan district. This task he said is unpre
utilities were far-sighted, even considered visionary by cedented. New York City is spending $366,000,000 on
some. After launching the utilities many of them rapid transit because of a realization of the tremendous
stepped out, leaving difficult problems for their suc growth in the demand for service. The service is not
cessors to solve. The day of these promoters has now perfect, but the public insists that it should be so. Judge
passed but they did a good work. The speculative meth McCall agreed with Commissioner Emmet in regard to
ods necessary in the early days are not needed now. All the separation of regulation and supervision of opera
that is expected is a fair return. In the early days tion, expressing his belief that the former is the func
investors thought that they were investing in private tion of the commissions. He has stood for conservatism
business when they put their money into public utili and the conservation of property rights, and has not and
ties. It is now realized that this is not the case. will not allow public clamor to trespass upon these.
In order to improve conditions the public service cor He had asked himself and his visitors many times why
porations should get together on a co-operative basis. public utilities should not give good service when they
They have many interests in common and the public have every cause to do so. He stated that much of the
does not discriminate among them. In a community hostility to public service corporations does not come
where one utility is successful others are apt to be so from the public but from interested persons. In closing
also, whereas the reverse of this is at the same time he invited the association to co-operate with the com
true. In the past public service corporations have not mission in team work in bringing about a better under
known each other. Now they are getting together. An standing of the problems of regulation.
example of this is seen in the co-operation which has Before calling upon Charles C. Peirce, vice-president
been brought about in the use of transmission pole of the Manufacturers' Association, the last speaker on
lines. Utilities could get together on the matter of the program, Toastmaster Hamilton read telegrams
valuation and in promoting an interest in public service from C. Loomis Allen and J. H. Pardee, expressing
commission decisions, many of which reach several utili regret that they could not be present and sending good
ties. The managements of the utilities must work to wishes for the meeting.
make the work of the commissions successful. Failure Mr. Peirce's plea was for appreciation of the supply
of the valuation commission work of the Interstate Com men. The manufacturer occupies no small position in
merce Commission, for example, would spell disaster to the public utility business. He has worked shoulder to
some corporations. shoulder with the pioneers in building it up. This is
Mr. Kingsbury emphasized the value of the publicity evident from the importance of the work done by such
clause of the code of principles of the American Asso men as Sprague, Edison, Westinghouse and other great
ciation. The utilities must control public opinion inventors. He also said a good word for technical
through publicity. An example of large appreciation of journalism and the work that the Electric Railway
this fact is shown by the activity of the warring govern Journal has done in furthering the electric railway
ments of Europe in publishing the facts regarding the cause. He said that the name of James H. McGraw
beginnings of the war. All that the war can do is to will stand with that of other pioneers for the work that
force the countries into a state of mind wherein they he has accomplished in developing his side of the in
will give and take. When this time comes public opinion dustry. As a further illustration of the identity of
will be all powerful. Secret methods cannot be success the manufacturer with the electric railway, he said that
ful in public utility matters. New capital is constantly while the manufacturer has worked with the railway he
needed and if a company is not making money it cannot has also suffered with it.
get capital. This fact tends to secrecy as to financial After a rising vote of thanks to the distinguished
conditions, but such secrecy is not warranted. Much speakers of the evening the banquet gathering broke up
adverse legislation might have been prevented if the about midnight and adjourned to the dancing floor of
railways had practised publicity earlier. the hotel.
 18 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1
WHAT CAN WE GIVE FOR A NICKEL? ually involved in transportation problems or, as an
With this question as the point of departure, E. G. alternative, endeavor to have the powers of the com
Connette, president International Railway, suggested mission enlarged so that it may relieve the companies
several of the problems involved in the furnishing of of these burdens in every proper case. In any event
urban transportation at the 5-cent rate. The nickel was we should endeavor to make the commissioners con
adopted as a convenient unit of exchange in carrying stitutional officers so that they may fearlessly perform
passengers, the distances in the beginning being very their duty."
short and no transfers being issued. In the progress
of time lines were extended and transfers were issued JITNEY BUS COMPETITION
so that the payment of a 5-cent piece entitled a passen On the subject of the jitney bus, James E. Hewes,
ger to ride from city line to city line, in many instances general manager Albany Southern Railroad, said sub
from 5 to 20 miles. stantially as follows:
"As the necessities arose for the extension of lines I take the radical position that the gasoline-driven
and franchises were sought by companies, the public vehicle has come to stay, and that its great potentiali
authorities have been from time to time imposing addi ties can be, to a certain extent, used for our own bene
tional conditions. One that is now very burdensome fits. I also take the radical position that, if this new
arose out of the conditions existing during horse-car form of transportation has come to stay, we must make
times because the horses, traveling between the rails, use of it or else compel the electrical companies, the car
wore out the roadway. The reason for this require builders and the truck builders to give us an electrical
ment has long since passed, but the burden of the ex vehicle that will compete on equal terms with this new
pense remains. The cost of paving the so-called 'rail form of competition.
road strip' is represented in the 5-cent fare, while the One of the best types of auto-buses with which I am
abutting property owner receives the benefit besides an acquainted is a convertible twenty-two-seat, 5-ton car
appreciation of the value of the property by reason of (loaded), having a solid tire and a pneumatic tire on
the street railway service. Patrons of the street rail each wheel. The engine is four-cylinder, 30-hp. capac
way should not be required to contribute even indi ity. The weight of the car is 10,000 lb., or 455 lb. of
rectly toward charges of this kind." car weight per seated passenger. A first-class interur-
Mr. Connette also explained how the payment of ban car, seating sixty passengers, weighs 60,000 lb., or
percentages of gross receipts and franchise taxes, the 1000 lb. per passenger.
original continuing expense due to change from horse A horsepower can be delivered to the wheel of this
cars to electrical propulsion, the cost of eliminating gasoline car, with gasoline at 15 cents per gallon, at less
grade crossings, the advance in the costs of labor and cost than can be done by the average trolley company
materials; the carrying of firemen and policemen free that makes electric current in a power house situated,
in many communities, etc., have added to the burdens say, approximately 20 miles from the trolley car, with
of the street railway until it now faces a crisis. coal at $3.25 per ton delivered to the boilers. A first-
"Public service companies are now face to face with class auto-bus can do a car-mile at a power cost of lVz
the necessity for considering seriously the question re cents. The type of auto-bus I speak of makes 10 miles
sulting from the foregoing conditions and discovering, on a gallon of gasoline, and the gasoline costs approxi
if possible, some way in which they can either increase mately 15 cents per gallon. Therefore, our competitor
their return or decrease their expenditures. The prob can operate a mile, can produce a horsepower where he
lem can be approached from two points of view: (1) wants it, can operate a ton-mile or a seat-mile at less
Should and can the unit of fare be increased? (2) cost than we can, and can carry a passenger in his auto
Can the expenses and burdens of transportation com bus with one-half the weight that we can.
panies be lightened so that they may continue to carry Let us now consider the item of investment and make
passengers for the same unit of fare and still earn a a comparison between our competitor and ourselves,
reasonable return upon the capital invested? I think taking the item of investment as one unit, and compar
it will be conceded by all that the last suggestion, if ing a trolley car with an auto-bus.
practicable, would be the most desirable. We pay $9,000 for a 30-ton interurban car, with a
"It seems to me that the traveling public and the seating capacity of sixty, equipped with four 75-hp.
company are entitled to have the rights of the parties motors, type "M" control air brakes, lighting circuits,
readjusted on a more equitable basis. If the compa two trolleys, registers, etc.
nies were permitted to receive a reasonable return A first-class auto-bus of twenty-two seating capacity
upon the capital invested and then have everything costs $4,500 complete, or just half the cost of our trol
over and above that expended for real transportation ley car of sixty seating capacity, but the seat cost of the
service for the benefit of the traveling public, eliminat jitney is $205, whereas the seat cost of the interurban
ing and removing from the companies the burdens of car is $150. The $205 per seat cost of the jitney is all
tax which they now bear, which go toward purposes the investment that our competitor has, but our $150
other than transportation, it might still be possible to seat cost is only the smallest portion of our real net seat
continue to charge not more than 5 cents and at the cost, because, after we buy our trolley car, we must
same time pay a reasonable return upon the capital build power houses, lay tracks, erect poles, pave streets,
invested. The other alternative is to raise the unit of bond our tracks, equip trolley lines, construct and equip
fare from time to time to cover the increasing ex transformer stations and substations, until we have a
penses. total investment of approximately the following :
"The time has arrived to center attention on this
question and evolve some plan by which relief can be Power house cost per car
Substation cost per car I'lS?
secured. Under the public service commission's law Trolley line cost per car 2,000
Track cost per car 20,000
as it now stands the commission has the power to regu Cost per car 9,000
late rates and can do much to relieve the situation if Total cost of trolley car before it can run $3H,20»
it is deemed wise to exercise that authority. The ef
forts of the public service companies should first be I submit these figures only as a basis for comparison
employed either to procure legislation directly reliev of first cost, and primarily to draw attention to the fact
ing our properties of other burdens and costs not act that our first cost, reduced to a seat basis, is vastly
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 19

greater than that of the first-class auto-bus. If the de field. We must organize our capital to prevent organized
preciation of the bus were at the rate of 33 per cent and capital from entering the field of competition ; we must
the depreciation of a complete trolley system were but combine our legal talent to have enacted such laws as
10 per cent per annum, including obsolescence, the bus will place our competitors on an equal basis with us;
would, nevertheless, show a total depreciation less than and we must enlist the combined talent of the electrical
ours, because 33 per cent of $4,500 is $1,485, whereas 10 engineers and the car builders to give us a vehicle that
per cent of $35,000 is $3,500. will place us on an even footing with the jitney-bus
Now, the bus has been made possible only by reason competition.
of the improved roads, built at the expense of the state I will say, in conclusion, that the total cost, including
and county. It has also been made primarily possible by fixed charges, for operating an auto-bus-mile for a bus
the great economic development of the gasoline motor having twenty-two seats, based upon an annual bus-
and the remarkable development of the automobile mileage of 30,000, is 21.8 cents per mile. There are few
chassis. And we are confronted with the fact to-day electric roads that can equal this. For over ten years
that the average automobile is a higher development of more passengers have been carried by buses in London
mechanical principles than the trolley car. The tendency than have been carried by trolley lines. The service is
of our electrical engineers is to make our equipments of just as good and as regular. When London got the bus
greater capacity and greater weight. The tendency of habit, and the buses became popular, the capitalists
the automobile manufacturers is to reduce the amount owning surface trolley lines promptly unloaded them on
of horsepower and lighten the weight of their automo the city and obtained exclusive franchises to operate
biles. We must look to the electrical engineers to help the bus lines.
us solve our problem. Our car builders must create a
revolution in the car if they wish to stay in the game. THE CENTER-ENTRANCE CAR FOR CITY AND
Otherwise the electrical engineers and the car builders SUBURBAN SERVICE
will be in the same position as we will be, namely, look An account of the center-entrance car for city and
ing for other jobs. suburban service was given by W. G. Gove, superintend
I believe, as I have stated before, that gasoline trans ent of equipment Transit Development Company,
portation has come to stay, and that we should make use Brooklyn, N. Y., but as this car has been fully described
of it at first, or experimentally, as an auxiliary or aid
in the development of our traffic. Where we seriously in these pages, the technical features of this paper will
consider extensions to our lines, we can well use the not be furnished here. Mr. Gove concluded his re
marks as follows:
gasoline vehicle, not paralleling our traffic, but begin
ning at the ends of our lines and transferring passen One hundred and one cars of the center-entrance type
have now been in service on the Brooklyn Rapid Transit
gers to the extension territory, until the traffic becomes system for over two years, and the results obtained have
sufficiently reliable and congested to warrant the instal been very satisfactory. The principal advantage of this
lation of tracks and trolley.
car is the reduction in boarding and alighting accidents,
Other uses for the auto-bus by trolley companies due to the doors being closed at all times when the car
would be in locations where there is considerable distance is in motion.
between our parallel tracks in congested districts that The following table gives a comparison of boarding
invite the jitney. In such districts it is well to con
and alighting accidents per 1000 car-miles for three dif
sider the possibilities of the auto-bus, because in such ferent types of cars, operated on the same lines during
localities the jitneys take away a permanent form of the last calendar year :
traffic.
By using the auto-bus to the extent cited, we will im Accidents per 100(1
Type of Car Car-Miles
mediately win back the nickels we have lost and will do Closed, semi-convertible and convertible 0.11
more than anything else to discourage jitney-bus com Open 0.2$
Center-entrance 0.03
petition and to prevent capital entering this field, be
cause the jitney thrives best in a field originating in a Another operating advantage of this car is its ability
congested district and paralleling our lines, and by car to carry an increased number of passengers with a de
rying passengers to points beyond our track limits. creased number of cars. This is accomplished by the
Few of our passengers would take a jitney-bus to shorter stops required, as passengers are entering and
points beyond our lines if they could ride in comfortable leaving at the same time, and by the increased seating
cars to our track limits and then be carried to points capacity. On one line it was possible to make a reduc
beyond in a comfortable, well-equipped auto-bus oper tion of seven cars per day on the schedule, or 190 trips
ating on a regular schedule. One such bus, by making and 24,142 ton-miles, with an increase in seat-miles of
frequent short trips, would replace many buses making 45,022.
a long trip. When the cars were first placed in service it was
Generally speaking, an electric traction company, if thought there might be some slight delay at terminals in
it used an auto-bus as an auxiliary, would discourage loading and unloading passengers and in collecting fares
competition on any extensive scale, and would prevent as passengers entered. This has not been the case. At
organized incorporated capital from entering the field, the Park Row terminal of the Brooklyn Bridge the pas
which is the most dangerous feature of this form of sengers are allowed to board through both entrances
competition. Most of the jitney competition is now in and exits on one side of car, after all passengers have-
the hands of "shoe-string" capitalists, but when organ alighted from the opposite side. Fares are collected as
ized capital enters the field we will have to fear the the car is crossing the bridge.
worst. If, however, we make use of the gasoline auto At Borough Hall and Atlantic Avenue, the only two
bus as an auxiliary, organized capital will be slow to heavily congested points in Brooklyn, passengers are-
enter the jitney-bus field. prevented from entering by way of the exits by two in
We have, indeed, a serious problem to consider. spectors, one located at each exit, who also assist pas
There never was a time- in our history when we were sengers to board the car. Fares are collected as passen
confonted with a problem that required us to make gers enter, but transfers are not issued until after the
greater efforts to accomplish economies, and to combine car starts. By this arrangement no delays are occa
our great capital to prevent further inroads into the sioned and schedules are easily maintained.
 20 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

The light weight per passenger-seat is also an item important. It is especially important when the knowl
not to be overlooked. This is saving money, not only in edge gained is on a practical subject, like the one in
power consumption, but in wear and tear on equipment question. However, I really believe that if the man
and roadbed. agers of railroad companies should withdraw their at
tention from all other matters and center it upon the
THE PROTECTION OF INTERURBAN RAILWAY subject of the protection of highway grade crossings,
HIGHWAY CROSSINGS they could learn nothing that they do not already know.
The need of the railroad manager is not more informa
In introducing this subject for discussion William H. tion from the claim department upon this subject, but,
Hyland, claim agent Fonda, Johnstown & Gloversville on the contrary, it is money with which to eliminate
Railroad, first outlined the relation of the growth in au these dangerous places. To obtain the money with
tomobile traffic during seventeen years, in which period which to do this most important work will depend
the number operating in New York State has increased largely, I believe, upon the attitude of the public toward
from forty-five to 150,000. At the same time the pos railroad corporations.
sible speed has increased from 25 m.p.h. to very high The railroad is the partner of the business man.
values. He stated further in substance as follows : Partnership implies working together for a common
The qualifications necessary for operating an auto end, and when the partners shall have viewed this sub
mobile in the State of New York do not include that of ject from the same angle, railroad managers will have
normal vision. Any person who can purchase an auto money with which to eliminate these dangerous cross
mobile, or any member of his or her family, even though ings, and not before. Railroad companies are doing
partly deaf and with impaired vision, is allowed to op everything in their power to safeguard crossings,
erate automobiles upon the highway. There is a strik through men and machinery and by the posting of large
ing contrast between the requirements for driving an signs, warning automobilists to look before crossing the
automobile and an interurban car. The motorman of to track. They are doing their part and should at least
day must not only be sound of body, but he must have receive due credit for their efforts and improvements.
perfect vision and hearing, tested by a competent physi
cian every two years and after any severe illness. Much
responsibility naturally rests upon the motorman, and A Remedy for Dusting Concrete Floors
for this reason the greatest care is exercised in selecting At a recent meeting of the American Concrete Insti
him. It should be quite comforting to nervous people to tute the question of eliminating the dusting of con
know that out of every 100 men who enter the train crete floors was brought up for discussion. This prob
service only twenty become motormen, and only five of lem is of particular interest to electric railways because
this number become motormen of interurban cars. The of the generally adopted practice of using concrete floors
motorman is thoroughly trained to meet every emer in shops, carhouses and power stations. In this discus
gency, and his efficiency is as carefully looked after as sion it was brought out that more than thirty different
that of anything upon the railroad. methods had been attempted to eliminate this undesira
There are differences of brain power, taste, aptitude, ble characteristic, but only two or three had been found
physical power, mental strength, moral force and vision. at all satisfactory. Silicate of soda was included among
With these inherent differences there must be different those proprietary remedies which had given fair re
results. These great differences among men are the sults. A better remedy, however, was discovered twelve
causes of many accidents at highway grade crossings. years ago when the dust on the floor of a generating
Whichever way we turn we find signs safeguarding the station damaged the bearings of some of the machines.
grade crossings. It is, however, impossible to get away A coating of linseed oil was applied to eliminate the
from the personal equation. Frequently an eye fails to cause of the trouble. In this case raw oil was used
locate and measure correctly the position and speed of an and the excess wiped off with waste, but later develop
approaching car; an ear fails to hear the warning bell ments have demonstrated that boiled oil was better
or whistle ; a hand fails to stop the horse or slow down than raw oil, since it dried more quickly. One objec
the automobile, a mind goes "wool gathering" for a mo tion to the oil was that it produced a mottled appearance
ment, and here we have, I believe, the cause of 95 per due to unequal absorption, but this undesirable feature
cent of our grade-crossing accidents. has been overcome by the inclusion of lamp black, which
With the advent of the automobile, railway com gave the floors so treated a uniform slate color.
panies caused signs to be erected facing the highway It was generally agreed that dusting of concrete
at points well back from crossings. These signs urged floors was the result of using a mixture too rich in ce
drivers of automobiles to slow down and look out for the ment, or sand of too fine grain. Both of these causes
cars. Crossing signs were illuminated so that they are readily obviated by the use of a coarser and harder
who ran, even in the dark, could read. Wherever pos sand, or even crushed granite screenings in the wearing
sible, trees and buildings which in any interfered with surface, and by a reduction in the quantity of cement.
a clear view of the tracks from the highway were pur The more recent introduction, however, of fine iron and
chased by railroad companies and removed. Of course, steel filings into the cement used in the wearing sur
all highway grade crossings are dangerous places, but faces of floors is meant to attain the same end, and
some crossings are safe as compared with other cross logically there is no reason why it should not. Another
ings. At the more dangerous crossings—that is, where precaution employed to improve the wearing quality of
people, on the highway, by looking cannot see and by concrete floors is to use only enough water to make the
listening cannot hear approaching cars—cars are surface trowel without undue effort. It should also be
stopped before crossing the highway. The whistle is allowed to cure for at least ten days, during which time
sounded and the bell is rung. In fact, everything that it should be sprinkled frequently to complete the hydra
railroad companies can do to safeguard the lives of peo tion of the cement.
ple on grade crossings is done, but all the precautions
in the world will not save the lives of those who drive The Cleveland, Southwestern & Columbus Railway,
vehicles recklessly over railroad crossings. which adopted Eastern time shortly after Cleveland
Acquiring definite information is, of course, the made the change, has returned to the use of Central
chief reward of all systematic reading and thinking, standard time. None of the other towns and cities on
and in these days, when knowledge means much, this is its line used Eastern time.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 21

COMMUNICATIONS one figure. Such an attempt is like trying to define a

parallelogram by giving its area only, without refer
ence to its shape. In either case the combination of the
The New York Jitney Law two quantities into one makes the rating fit innumerable
International Railway Company, cases. For example, a machine of high thermal capacity
Buffalo, N. Y., June 28, 1915. and low thermal dissipation may have the same nominal
To the Editors: rating as a machine of low thermal capacity and high
I notice a statement in the table on page 1224 in thermal dissipation. The two machines will be of
the Electrical Railway Journal for June 26, that the radically different design, suited to entirely different
New York law regarding jitneys provides "that no services, but will have the same rating.
jitney shall operate until the owner has procured the The thermal capacity depends upon the amount, dis
consent of the local authorities and has executed a bond position and specific heat of the materials of which the
in an amount fixed by said local authorities." machine is composed. The thermal dissipation depends
The law goes further than this. It also provides that upon the ventilation, the areas of heat-dissipating sur
they cannot operate until they have secured a certificate faces and the specific radiation of these surfaces. How
of convenience and necessity from the Public Service can these two distinct properties of a machine be put
Commission, and in order to get this it will be necessary into the rating?
for any jitney operator to show by testimony under oath An answer to this question is suggested by a con
at a regular hearing before the Public Service Commis sideration of the curve of temperature rise of a machine
sion that the service is a public necessity and con operating at any constant
venience. E. G. Connette, President. load. The form of such a
curve is shown by the ac-
_ . companying sketch, from
Rating of Railway Substation Machinery | ~J which it will be observed that
New York, N. Y., June 30, 1915. during the early stages of
To the Editors : the run, the temperature rise
Your editorials on "Continuous vs. Normal Rating of Time, t follows an almost straight
Railway Substation Machinery," with their advocacy of RATE OF TEMPERATURE line law due to the fact that
continuous instead of nominal rating, suggest the de RISE IN ELECTRICAL practically all the heat
sirability of introducing another factor into the rating MACHINERY generated is used in raising
of duty-cycle machines, or those whose cycle of load the temperature of the ma
repeats itself with more or less regularity. chine. Later the curve bends over due to the increase of
The heat generated in an electrical machine is pri heat dissipation as a machine becomes hot. The ther
marily expended in raising its temperature. The greater mal capacity of the machine is proportioned to the slope
the heat capacity of the machine, the more heat will be of the straight line part of the heating curve with re
required to raise its temperature a given number of spect to the vertical axis. Thus if the mean temperature
degrees, or, to put it another way, the greater the heat rise in t hours is T degrees with a constant load, giving
capacity, the less will be the temperature rise with a a loss of P kilowatts, the thermal capacity will be Pt/T
given expenditure of heat. As soon as the temperature kilowatt-hours per degree rise. The ratio t/T which
begins to rise, however, the heat no longer confines itself gives the slope of the curve with respect to the vertical
to raising the temperature of the machine, as part of it axis, may be determined by stopping the heat run after,
is dissipated in the air by radiation and convection. At say, fifteen minutes and taking temperature readings.
first the heat dissipation will be unimportant compared Assuming that this plan is practicable, we would be
to the heat absorption, but as the temperature rises, it equipped with a measure of the thermal capacity of the
assumes increasing importance until, at a certain tem machine which may then be used to determine its
perature, the rate of dissipation equals that of absorp capability for carrying overloads for short periods. It
tion. This is the temperature at which the machine is unnecessary to enter into the details of how this is
will run continuously with the energy losses assumed. done, but let it suffice to say that if we are provided
The greater the heat-dissipating ability of the machine, with a load diagram and the thermal characteristics of
the less the temperature rise in continuous operation or, the machine, it is an easy matter to plot a curve of tem
to put it another way, the greater the dissipation the perature rise, no matter how complicated the diagram.
greater may be the energy losses for a given tem The practicability of determining the thermal ca
perature rise. It is therefore obvious that the funda pacity as here outlined is, perhaps, open to doubt, due to
mental characteristics of a machine, from the point of the uncertainty of the temperature rise, which will
view of heating, are its thermal capacity and its thermal probably be a small quantity and due to the uneven dis
dissipation quality. tribution of heat in the machine. There is, however,
The continuous rating of a machine, being a measure sufficient promise in the plan to warrant careful investi
of its thermal dissipation, is a perfectly satisfactory gation. The standards committee of the A. I. E. E. has
measure of its capabilities under practically constant given the matter considerable thought, but received
load conditions, such as occur in lighting stations. In little or no encouragement from the railway men. I
railway substations, however, the fluctuating character wish to commend the subject to the attention of electric
of the load renders the continuous rating less complete as railway engineers in the hope that a demand will arise
a measure of capability, and necessitates an additional for the rating of railway machinery in accordance with
rating which will measure the capability of the ma its thermal characteristics. The adoption of the con
chine to absorb the heat generated by heavy loads of tinuous rating will supply one of the two necessary rat
short duration. The rating which accomplishes this is ings. Is it not time for us to talk for the other?
the thermal capacity. William L. Del Mar.
Unfortunately, the thermal capacity has not been
standardized as a rating. True, it is mentioned in an The Chicago (111.) Tunnel Company has issued an
appendix to the 1914 Standardization Rules (Section elaborate folder entitled "Lifting the Lid in the Loop"
447), but only in connection with railway motors. for the purpose of acquainting the public with the prop
The nominal rating is a rather abortive attempt to erty and the benefits derived by snippers and the city
combine the thermal dissipation and thermal capacity in at large through the tunnel.
 22 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8, 1915 American Association News OCTOBER 4 TO 8. 1915

Under the Auspices of the A. E. R. A. and N. E. L. A. a Meeting Is Held in Manila at Which Public and Private
Ownership of Utilities Is Discussed—Committee and Section Activity

COMMITTEE ON UNIFORM DEFINITIONS pany, expressed the belief that in America the people
are willing to give private owners of public utilities a
The committee to develop uniform definitions of the chance to earn a reasonable return on their investment,
American Electric Railway Transportation & Traffic provided satisfactory service is furnished and that the
Association met at the headquarters in New York on code of principles of the association, when applied, will
June 25. The following were present : H. C. Donecker, have the effect of educating the people generally and
chairman; William C. Greenough and Frederic Nicholas. preventing hostile agitation. He considered the Amer
The committee went over in detail the definitions re ican Telephone & Telegraph Company's experience with
ported by the 1913 committee on the same subject and publicity to be typical of the effects of frank publicity.
definitions contained in the 1911 report of the commit Clifford H. French, auditor for the Philippine Islands,
tee on construction of schedules and time-tables, and referred to the fact that the incentive of profit is absent
also considered suggested changes and additions. in public operation of utilities. Recent inquiries in
The definitions, which have been reported to the as China showed him that the operation of the railways
sociation but not yet adopted formally, will be consid by the government was more or less of a failure because
ered carefully by the members of the committee in com the government could not pay suitable salaries to keep
parison with definitions contained in the reports of the employees in a contented state of mind. He believed
committees on rules and construction of schedules and that no present government is organized on a basis of
time-tables and the joint committee of the Engineering efficiency as compared with great representative cor
and the Transportation & Traffic Associations on block
signals for electric railways. Several of the terms porations.
M. F. Loewenstein, president Pacific Commercial Com
which have been defined tentatively are of equal inter pany, referred to the difference between a Canadian
est to allied associations and in order that the defini Pacific train and an Inter-Colonial train as they stood
tions may be satisfactory to each department of opera side by side in the station at Montreal. As a result of
tion concerned, the committee will ask for the appoint the comparison he did not favor government ownership
ment of joint committees to act on these matters. Sev of railroads as much as he had done previously. He
eral additional terms were suggested for definition. The instanced the government ownership and operation of
committee will hold another meeting on July 13. steam railroads in Australia where on one trip he was
GOVERNMENT OWNERSHIP DISCUSSED IN obliged to ride on three different trains, as one road
had a narrow gage, one a standard gage and one a
MANILA broad gage. He considered that the public ownership
As announced in the issue of the Electric Railway and operation of street railways in Sydney was satis
Journal for June 26, page 1211, the May meeting of factory and noted that a long ride was given for a
the joint Manila Electric Railroad & Light Company penny. Comparatively unsatisfactory conditions in Mel
section of the American Electric Railway Association bourne were explained by the fact that the company's
and the National Electric Light Association was devoted franchise was about to expire and for that reason needed
to the subject of the relative advantages and disadvan improvements were not attempted.
tages of private and government-owned public utilities. H. M. Pitt, president of the Manila Merchants' Asso
A paper with this title was presented by W. R. ciation, stated that government at best is a cumbersome
McGeachin, manager of the railway department of the affair, and if it is possible to relieve it in any way of
company. its multifarious duties it is good for the government
Mr. McGeachin's paper was based upon quotations and the public to do so. He stated that the government
from a number of important articles and reports. He operated the ice plant in Manila under compulsion as
first stated that while theoretically government owner the plant was built by the military government and was
ship of all public utilities is the ideal condition, the turned over to the civil government. For years the ice
principal argument against the public ownership of cer plant maintained a price for ice that was out of all
tain utilities is that the basic political and social con reason, and it never reduced the price until the private
ditions under which these utilities have existed and do companies did so after getting into a fight among them
exist are not ideal. This is not a theoretical reason but, selves. Governmental ownership and operation of the
being based on practical results and existing conditions, ice plant in Manila is hardly a criterion of the success
furnishes an all-powerful and irrefutable argument. of such ownership of utilities.
Mr. McGeachin quoted from the National Civic The political aspect of the question was pointed out
Federation report giving the results of the .investiga by M. D. Royer, traffic manager of the Manila Railroad
tion conducted by that body during 1905 and 1906, from Company, a steam railroad. He referred to the differ
the report of W. D. Mahon and L. D. Bland to the Amal ences in conditions with regard to government owner
gamated Association of Street & Electric Railway Em ship in European countries and the United States, and
ployees of America in 1914, from an address on Euro especially with regard to the possibilities of political
pean public-utility conditions by W. J. Clark of the control under government ownership. Conditions in
General Electric Company, from the proceedings of the the United States at this time do not warrant such
conference of mayors held in Philadelphia last year and ownership.
from the code of principles of the American Electric The experience of Japan in government ownership
Railway Association. Abstracts of these various state was outlined by Y. Mikami, manager of the Mitsui
ments can be found in the file of the Electric Railway Bussan Kaisha. He said that the cumbersomeness of
Journal. governments had been proved, and therefore the less
In the discussion of Mr. McGeachin's paper L. L. the governments do the better for the people. In Japan
Vincent, superintendent of electric testing of the com it was necessary in many cases for the government to
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 23

inaugurate public utilities in order to have them, and CHICAGO ELEVATED SECTION
principally for this reason the people of Japan advo Financing electric railways, signals and interlocking
cated such ownership, but this does not prove anything. were the subjects discussed at the meeting of the
It is not surprising that in the United States, where the Chicago Elevated Railroad Section of the American
people are more practical than any other people in the Electric Railway Association held on June 22. When
world, public utilities are generally privately owned. President Johnson called the meeting to order there
George H. Fairchild of Welch, Fairchild & Company, were 110 members and guests in attendance and Sec
sugar planters, in referring to his experiences on gov retary Smith reported sixteen new applications, which
ernment-owned railroads in Europe said that the service made the total membership 169. In the business ses
given by them was inferior to that furnished by the sion before beginning the regular program, it was sug
American railroads. gested that an official pin cheaper than the one adopted
In closing the discussion C. N. Duffy, vice-president should be available for those who could not afford to
of the company, said that the people who advocate buy a gold one. This matter will be taken up with the
government ownership and operation are usually non- parent association for action.
taxpayers. Speaking as a taxpayer he felt that when E. A. Brion, comptroller of the Chicago Elevated
ever a government can or does operate public utilities Railways, spoke on "How Funds Are Provided for Elec
as efficiently and as economically as a private company tric Railway Development." He described the different
can and does, then and not until then is it time to take classes of securities employed, the manner in which
up the question for consideration. The men engaged they are marketed and the desirability of the various
in the public-utility business are performing a public classes. It was shown by concrete example how the re
service and are doing presumably what the government turn on the various classes of securities varies with
could not, or would not, undertake to do. He instanced their safety and how the demanded return on all securi
the local electric railway, light and power system. The ties is steadily advancing. Mr. Brion also spoke of the
real reason for the success of privately-owned public holding company and its purpose, as well as the various
utilities, and for the failure of government-owned public factors which affect the marketing of the securities.
utilities, lies in the fact that in the latter there is no A talk on "Signals and Interlocking" was given by
hope of individual financial reward, the personality of J. W. Stephenson, signal engineer of the company.
the man is lost sight of, and the individual's right to The history of signal development was outlined be
assume authority and discharge responsibility is hope ginning with the installation of the red ball at the cross
lessly entangled in masses of red tape. ing of the New York, New Haven & Hartford and the
Referring to the advocacy of government ownership New England Railroads at Hartford, Conn., in 1852.
and operation of telephone and telegraph lines by the Various types of interlocking machines installed on the
Postmaster-General of the United States, he called at Chicago Elevated Railroads were described, and the
tention to the fact that the Postmaster-General also members were informed of several features which were
advocated the operation of rural free delivery postal developed on the company's lines, such as the "hesita
service privately, as it had cost the government during tion" frogs and the detector route locking.
the last fiscal year $56,000,000 whereas the service could "The Life of Treated Gears and Pinions" was the
have been performed privately for $20,000,000. principal subject brought out by the Question Box and
Mr. Duffy did not favor limited franchises for pri this was discussed at length. It was decided that this
vately-owned utilities but preferred the indeterminate would be the last meeting before the summer adjourn
permit. He said that the franchise granted by the ment. It is believed the section will be kept very much
Philippine Legislature, recommended by the Board of alive during the summer by the activities of the mem
Public Utility Commissioners for the Philippine Islands, bers who desire to be elected as delegates to the national
for a hydroelectric plant on the Caliraya River was for convention at San Francisco.
a term of ninety-nine years. The government reserved
the rights under certain conditions to purchase the prop
erty within twenty years after the plant began opera The Anthony N. Brady Memorial Medals
tion provided that the actual cost should be paid, plus The American Museum of Safety is sending to elec
10 per cent, and plus such additional amounts as would tric railways accident report forms for use in the com
equal the return in cash equivalent to an average of petition for the Brady memorial medals which were
not less than 10 per cent on such actual cost for each awarded last year for the first time to the Boston Ele
year during the period of operation after adequately vated Railway, Russel A. Sears and Henry V. Neal. The
providing for maintenance and depreciation of the committee for formulating the conditions of competi
property and safeguarding the investment. tion comprise Arthur W. Brady, president Union Trac
Referring to Mr. Loewenstein's impressions of rail tion Company of Indiana, chairman; Wilbur C. Fisk,
way service in Sydney, Mr. Duffy remarked that if the president Hudson & Manhattan Railroad; C. S. Ser
speaker had been called upon to pay in taxes his share geant, vice-president Boston Elevated Railway and
of the deficit resulting from the operation of the street W. H. Tolman, secretary, director American Museum of
railway system his impressions might be different. In Safety. The committee on awards consists of Bion J.
conclusion, he said that no privately-owned public-utility Arnold, chairman Board of Supervising Engineers,
company, no investor in any such company and no em Chicago Traction; Hon. W. J. French, commissioner
ployee in any such company objects to regulation that Industrial Accident Commission, State of California;
means fair treatment and protection to the interests James H. McGraw, president McGraw Publishing Com
regulated ; that such regulation makes a privately-owned pany; Frank J. Sprague, New York; Prof. George F.
public utility stronger and better in every way and is Swain, chairman Boston Transit Commission, and Dr.
best for the public; that the advanced and progressive W. H. Tolman, secretary.
privately-owned public-utility company knows full well The conditions of the competition are substantially
that if it does not conduct its business according to the same as last year, but they have been improved in
business principles it cannot, will not and should not detail in accordance with suggestions received by the
succeed and that the privately-owned public utility that committee. They are contained in a circular published
gives the best service practicable at the least cost and by the American Museum of Safety, 14 West Twenty-
that serves the public best, serves itself best. fourth Street, New York.
 24 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Kates.)

Furnace for Heating Soldering Irons valve is inserted in each pipe just below the table.
Fastened to the flat iron top on each side of the burner
BY R. H. PARSONS, ELECTRICAL FOREMAN is a bar, shaped to form a rest for the soldering-iron
The gas furnace illustrated in the accompanying handles.
drawing was designed for use in heating soldering In designing this furnace, economy, neatness, con
irons and solder pots in shops where a number of men, venience and safety were the considerations. The use
say from six to ten, are winding, repairing and bend of one central furnace does away with numerous indi
ing armatures. It is a home-made furnace set up in vidual fires, thus economizing fuel and insuring more
the following manner: nearly continuous use of the one fire. The inclosing of
The stand consists of a piece of 6-in. pipe, 30 in. long, the pipes in the stem conduces to neatness, and the
with a table welded on the top and a base welded on furnace is adapted to be centrally located for easy ac
the bottom. The table is 30 in. long, 24 in. wide and cess by the users. The elimination of many small fires
is conducive to safety and as this outfit is entirely of
(1 ..-Burner iron it is inherently fire proof.
A
test/ \ I.I 1 Testing Corner in Atlantic City Shops
Plan wH-h for '•I 1 -1 II
Cover Irons \ BY GEORGE F. FABER, GENERAL SUPERINTENDENT ATLANTIC
Removed 1 l-KI
ill CITY & SHORE RAILROAD
Burner [_ For the purpose of making the standard as well as
special tests of electrical equipment, the arrangement
of apparatus shown in the accompanying illustration
24"- has been adopted. At the left is shown an 1100-volt
j*6-*\*—/! *r*6 transformer used for break-down tests and beneath it a
Removable Removable 7 f \*~ transformer and wattmeter board on which is an a.c.
Bars
watt-hour meter and alongside it a switch in the low-
.OA voltage a.c. circuit leading to the transformer, by open
ing which the a.c. line to the main switchboard is killed.

60s Pipe ' ■ Air Pipe

FURNACE FOR HEATING SOLDERING IRONS

V2 in. thick. The base is somewhat smaller and is im

bedded in the concrete floor a few inches below the
surface.
On the table is a cast-iron box, housing the burners,
and consisting simply of two sides with a heavy, re
movable top, the whole box being in two parts held
together by dowel pins. The top may thus be lifted
off to expose the burners. The division of the box into
two sections also gives a convenient means for replac
ing the small bars which are provided over the burner
to support the irons. As these are in the flame they TESTING CORNER IN ATLANTIC CITY & SHORE
warp and have to be changed occasionally. The pro RAILROAD SHOPS
vision of the removable top also makes the furnace
available for heating solder pots, boiling water, heat The principal instruments and switches are grouped
ing irons for light blacksmith work, etc. on a small home-made switchboard consisting of two
The burners are U-shaped loops of half-inch pipe marble panels, which happened to be on hand, mounted
perforated with Vs-in. holes. They are laid together in on an angle-iron frame.
the overlapping position shown in the diagram. Two At the top of the board is a d.c. circuit breaker, to
%-in. pipes, one each for air and gas, are brought up the right of which is a snap switch and pair of terminals
from below the floor through the stem to a large open for the d.c. voltmeter. In the center at the right is a
ing near the top whence they lead to the burners. A d.c. ammeter arranged with shunts for reading either
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 25

100 or 1000 amperes. The range is controlled by two A Home -Made Wheel Grinder
single-pole switches which short-circuit the respective
shunts. The low-amperage switch is to the left of the BY GEORGE G. MORSE, SUPERINTENDENT OF RAILWAYS,
ammeter and the high-amperage switch below it. To EL PASO (TEX.) ELECTRIC RAILWAY COMPANY
the left of the d.c. ammeter is a 60-amp. a.c. ammeter The accompanying photograph shows a device made
with a short-circuiting switch immediately beside it. in our shops for grinding wheels. This consists of a
Below the a.c. ammeter is the main a.c. circuit switch 1-hp. motor, with an emery wheel attached, fitted to the
with fuses, and at the bottom of the board is a double- tool holder of our 36-in. wheel lathe. This attachment
pole double-throw switch, connected in one direction for is secured to the tool holder by four bolts so that it can
the field test and in the other for the armature test. be removed quickly when necessary. We are, of course,
Connections to the equipment under test are made from able to grind but one wheel at a time with this device.
behind the board.
Immediately below the board is a water rheostat,
consisting of an iron terminal plate suspended in an oil
barrel concreted in for permanency. The barrel is pro
vided with a drain pipe at the bottom so that the stand
ing water may be changed as often as desired. The
position of the terminal plate is controlled by a rope
running over a drum on the back of the board. The
drum is rotated by means of a small hand wheel on the
front of the board. A weight is used to counterbalance
the plate.
On the stand in front of the switchboard is a trans
former for testing field coils for short circuits, con
sisting of a laminated iron core with a primary
winding, the coil under test forming the secondary. The
illustration shows the field coil of a Westinghouse No.
68 motor ready for short-circuit test, while the arma
ture of the same motor is on the stand at the right
ready for current and insulation tests. In addition to
the test set described we have a K-36 controller mounted
with circuit breaker and resistances for complete test
of motors before they are installed on the trucks.
The testing equipment described above is used for
making the following routine and special tests: 1100-
volt a.c. insulation tests on armatures and other appara
tus; a.c. field tests for "shorts"; a.c. armature tests for EL PASO RAILWAY HOME-MADE WHEEL GRINDER
"shorts"; d.c. circuit-breaker tests;' ohmic resistance
tests of any apparatus, and in general any other a.c. The average time required to grind a pair of wheels
or d.c. tests requiring large or small current. While I is from two to three hours, depending on how badly they
am aware that test sets are installed in most of the are skidded. We have been using this device since Jan
larger electric railway shops throughout the country, I uary, 1914, grinding from one to four pairs of wheels
believe that the arrangement of this one will be of in per month. We have lately used it for truing up steel
terest as it is quite complete. wheels where there was a slight difference in diameter
and in case the flanges did not require turning. The en
tire cost of this installation was $50, including the cost
Ventilation Holes in Motor Frames of a second-hand motor.
BY F. A. MILLER, SUPERINTENDENT POWER AND EQUIPMENT
OAKLAND, ANTIOCH & EASTERN RAILWAY Emergency Truck Changing at Los Angeles
R. H. Parsons' article in the issue of the Electric The accompanying cut shows a vehicle used by the
Railway Journal for June 19, on "A Simple Ventilat shop forces of the Los Angeles Railway. This is
ing Scheme for Increasing Motor Output" recalls to used to carry a completely-equipped motor truck which
the mind of the writer similar work which was carried is always ready for emergency replacements at the call
out when he was with the Puget Sound Electric Railway
in 1911.
The company had in service a number of GE-66 motors
geared 47 :37. The operating conditions of these motors
were so severe that with an outside temperature of 34
deg. C. the internal temperature of the motors ran as
high as 105 deg. between the field poles. These high
temperatures caused the melting of the solder in the
rear-end clips of the two-piece armature coils, necessi
tating rewinding.
We therefore removed the standard handhole covers
and replaced them with pieces of sheet iron in which
9/16-in. holes had been perforated at about the same dis
tance between the edges of the holes. With the perfo
rated covers substituted for the top handhole covers
alone, the maximum temperature dropped to 77 deg.;
and with the top, back and bottom handhole covers per
forated, the temperature fell to 60 deg. and even to 55 DOLLY WITH COMPLETELY EQUIPPED MOTOR TRUCK FOR
deg. C. EMERGENCY REPLACEMENTS
 26 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

of the chief dispatcher. The dolly is supplied with a Differential Gears to Eliminate Rail
skidby means of which the replacing truck is readily
lowered and the defective truck raised to the platform Corrugation
for return to the shops. For a number of months the Huddersfield Corpo
ration Tramways, Huddersfield, England, has had in
operation eleven cars fitted with differential driving
Making the Standee Comfortable
gears. These cars have been operated on track which
A patent, No. 1,142,867, has been issued by the was formerly subject to corrugation, to the exclusion
United States Patent Office under date of June 15, of other cars, to determine primarily the effect of elim
1915, which proposes the separation of surface-car in inating wheel slippage. Incidentally information was
teriors into small sections or units each providing desired upon the subject of energy consumption and
standing space for a limited number of passengers. life of tires with wheel slippage eliminated. It was the
By segregating each unit every individual within such theory of R. H. Wilkinson, general manager and engi
a space has a place from which he cannot be crowded neer of the tramways, that corrugations are caused
and at the same time the railings surrounding the unit by skidding and slipping of the wheels due to unequal
provide him with a firm and natural support during his diameter. If this theory is correct the elimination of
ride. slipping should have beneficial effects in the three di-
The accompanying Figs. 1 and 2 show plans of a
center-entrance motor car having an aisle which is off
the center line of the car and thus provides room for
the series of units along one side of the car. The units

— 3^

FIGS. 1 AND 2—PLANS OF TYPICAL CENTER-ENTRANCE

CARS SHOWING LOCATION OF RAILWAYS BETWEEN BIFFERENTIAL GEARS—SECTION SHOWING DETAILS OF
COMPARTMENTS CONSTRUCTION

are separated from each other by horizontal pipe rail rections indicated. Experience thus far has shown
ings which are set about waist high and which may very satisfactory results as regards corrugation and
take either the form of an attachment to a vertical tire wear, although there have been no appreciable
stanchion at the seat line or else continuous railing energy savings. The cars are running on rails which
running horizontally from the car side to the center line. were corrugated by cars of the ordinary fixed wheel
Wooden partitions are suggested for use in some cases. and axle type. For the purpose of the experiment the
The plan shown in Fig. 2 differs from that shown corrugations were carefully ground out.
in Fig. 1 only in having the single seats arranged in The construction of the differential gear can be seen
tandem. The latter feature, by locating the foot space from the illustrations. Referring to the line cut it will
for seated passengers be be noted that a differential driving axle gear is substi
tween the cross-seats, tuted for the ordinary gear one side driving the near
makes available for wheel through a bevel gear mounted on the extension
standing passengers a of its hub, while the other side drives the far wheel
corresponding space in through the axle, which carries a similar bevel gear
the aisle, and in addition mounted on a collar forming an integral part of the
insures those who occupy axle. By this drive each wheel takes a speed determined
the cross-seats from by its circumference. The axle is carried in ordinary
close contact with those bearings. The wheels differ from the standard wheels
• who stand. In Fig. 1 in that they are straight rather than dished, in order to
the plan provides for bring the tread and point of support more directly under
two seated passengers the center cf ths length of the wheel boss and bearings,
and four standing pas
sengers in each unit.
The inventors believe
that this arrangement
FIG. 3—CROSS-SECTION OF CAR will prove superior to
SHOWING ARRANGEMENT the use of both hand
OF RAILINGS straps and stanchions
because the horizontal
partitions between the units will provide definite sup
port for standing passengers at the proper position.
It is also believed that the race for vacant seats which
is a conspicuous and unpleasant feature of modern
rush-hour travel will be eliminated, because passengers
who have once gained a standing place within a given
compartment acquire a natural right to vacancies within
their compartment. DIFFERENTIAL GEARS—COMPLETE GEAR ON CAR AXLE
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 27
the better to support the axle equally over the full Ail-Steel Cars for London & Port Stanley
length of the boss bearings, giving parallel wear of
bush and axle by approaching center running. Railway
It will be noted that the wheel near the differential Five cars for the London & Port Stanley Railway
gear is mounted loose on the axle, the hub being bushed have recently been completed by the Jewett Car Com
with a bronze bearing, while an extension of the hub pany, the design providing for service in accordance
carries the bevel gear. The appearance of the gear as with the highest interurban standards. The railway,
attached to the wheel is shown clearly in one of the half which is a 1500-volt electrification of an old steam
tones. The main spur axle gear is also loose on the road between the cities of London and Port Stanley in
axle and is similarly bushed. It consists of a cast-steel the province of Ontario, Canada, really constitutes a
rim with machine cut teeth mounted on a cast-steel first step in the extensive general plans of the Ontario
center which carries four bevel pinions meshing with Municipal Railways, and the service includes locomo
tive-hauled freight trains and multiple-unit passenger
car trains of both limited and local classes.
The recently completed cars are to be used in motor
service at the head ends of the two-car trains. They
are 61 ft. 1% in. long over buffers and are exceptionally
wide, being 9 ft. 6 in. over posts. This makes possible
seats that are 40 in. long, with an aisle 26 in. wide.
The car body is divided into baggage, smoking and
general passenger compartments, respectively 9 ft., 12
ft. and 25 ft. in approximate length. In the main com
partment there are two saloons with metal tile walls and
a tile floor set in cement. The seats in the main and
smoking compartments are on 34-in. centers, and the
total seating capacity is fifty-six.
The bottom framing of the car is made up of struc
DIFFERENTIAL GEARS—SPUR GEAR WITH BEVEL PINIONS, tural sills with pressed-steel cross-bridging, plate bol
AND BEVEL GEAR ON WHEEL HUB sters with pressed-steel fillers being used. Side posts
are alternately of double channels and tees of light sec
tion, with angle-iron corner posts. The posts at the
the aforesaid bevel gear. The second bevel driving gear bulkheads and partitions are also of channels, with a
is bolted to a collar which is forged on the axle. All channel header across between side plates. All of these
of these parts are securely bolted together with driving- posts have light wood fillers. The entire outside of the
fit bolts. car and the bulkheads are composed of steel plates, the
A thrust collar, made in halves bolted together, fits side girder plates and letter boards being of Vs-in.
snugly into a groove in the axle on the outer side of steel and the pier-post panels, etc., being 3/32 in. thick.
the wheel, to take the thrust of the bevel gears. This The carlines are of pressed steel, and the roof is
construction permits the easy removal of the gears so sheathed with steel plates laid across the full width
that they may be lined up in case of wear. of the car.
The experiments which are being made with these dif The cars are fitted with extra heavy steel pilots and
ferential gear drives should be of great value in settling Tomlinson M. C. B. drawbars. The interior finish is
questions as to the causes of corrugation, the effects of mahogany, inlaid with inside and outside Gothic sash
wheel slippage on curves, etc., and the effect on tire and cathedral glass, and storm sash are fitted to all
wear of inequalities in wheel diameter. body windows. The ceiling is of agasote, while the

PORT STANLEY CARS—VIEW AT VESTIBULE END, SHOWING DOOR ARRANGEMENT

 28 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

PORT STANLEY CARS—VIEW SHOWING SIDE FRAMING AND PORT STANLEY CARS—INTERIOR VIEW, SHOWING STYLE OF
METHOD OF ATTACHING CARLINES TO DECK SILL FINISH IN PASSENGER COMPARTMENT

floor, which is of wood, is covered with linoleum. The omitted, while a large switch cabinet with a slate back
car is lighted by semi-indirect system with pendant extends from floor to ceiling, this containing all elec
fixtures, light wiring being in concealed conduit. The trical switches. The roof is a compromise arch design
heater wiring is also concealed. having an ogee curve on each side, making a very good
There is a vestibule only on the rear end, and this lines especially in the hood.
has triple steps covered with Edward's steel trapdoors. The electrical equipment for each car consists of four
Both saloons are very completely equipped with flush General Electric ventilated motors of 125-hp. hourly
hoppers, wash stands with liquid soap holders, towel rating, connected permanently in series groups of two.
racks, etc., all toilet-room fixtures being nickelplated. The insulation, however, is designed for 1500 volts.
The interior of the car presents an exceptionally taste The control is double end and energy for this is derived
ful appearance, the mahogany being finished in a rather from a 1500-600-volt dynamotor which will have a suf
light tone, and great care has been exercised in select ficient capacity also to light the motor car and its trailer
ing soft harmonizing colors both for ceiling and for as well. Pantographs will be used for current collec
stained glass. tion. Each car will carry a combined straight and au
Nothing in the way of incidental equipment, such as tomatic air-brake outfit of the variable release type
buzzers, air sanders, fire extinguishers, etc., has been supplied by 1500-volt air compressors.

PORT STANLEY CARS—CAR BODY PRIOR TO INSTALLATION OF ROOF SHEATHING

 July 3, 1915] ELECTRIC RAILWAY JOURNAL 29

Choke Coils and Disconnecting Switches iron pipe clamps for mounting switches or coils on either
parallel or transverse piping, disconnecting switch locks
The choke coil, disconnecting switch and fittings illus for use particularly on underhung types as assurance
trated herewith are typical of the new and more com against any tendency for the blade to be blown open,
plete line of such apparatus recently brought out by disconnecting switch stops which prevent the blade from
the Electric Service Supplies Company, Philadelphia, opening beyond a given angle, switch blade operating
Pa. The fittings which accompany this line are all of attachments which provide an extra large hole in the
new designs and especially noteworthy. switch blade to facilitate the quick opening of the switch
Both choke coils and disconnecting switches are made in an emergency, and disconnecting switch hooks in
for standard and underhung mounting, as well as for lengths from 4 ft. to 12 ft. for operating the switches
from a distance.
immmmm A Novel Form of Motor Bus for Interurban
Service
There will soon be placed in service between St. Paul
and Minneapolis a novel transportation unit that is
2& A called a "highway coach" by its builders, the McKeen
Motor Car Company, Omaha, Neb. This is stated to be
CHOKE COIL—STANDARD MOUNTING not an omnibus, not a street car and not a jitney bus,
but the most comfortable, luxurious, exclusive and up-
to-date means of transportation in urban or interurban
passenger service. It will compete for the Twin City
Rapid Transit Company's intercity traffic at twice the
fare charged heretofore, the rate between cities being
20 cents and the local rides costing 10 cents.
The highway coach is equipped with individual chairs

UNDERHUNG DISCONNECTING SWITCH

voltages up to 35,000 and all standard ampere capacities.

They are made with a base of channel iron, either 3-in.
or 4-in., depending on the size of the coil or switch.
Iron pins are riveted into this channel, and insulators
cemented to these pins support iron caps, which in turn
support the terminal blocks, terminals and coil or switch
proper. All channel bases are drilled with 9/16-in.
holes in each end and, therefore, may be mounted on
any flat supporting member by bolts or lags. These coils
and switches are very rugged in construction and pos
sess great electrical and mechanical strength. The
switches are designed for disconnecting and controlling
HIGHWAY COACH FOR MINNEAPOLIS

of a new, steel-spiral-spring, pneumatic shock-absorb

ing cushioned type. This embodies all the cushioning
effects of a 2-ft. spiral spring, and it has four air cush
ions operating in conjunction with it and differentiated
on each other, the combination acting both as a cushion
and shock absorber. The car is guaranteed by its
builders to afford the most easy-riding method of trans
portation known to man.
Plate-glass, air-tight, round windows afford an al
7 most uninterrupted panoramic view in all directions,
the window when open being hinged to the ceiling and
giving a full opening of 24y2 in- in diameter. Exhaust
suction ventilators on the roof maintain constant cir
culation and removal of the air. The car is electrically
lighted, and between each two windows is an electric
push button for convenience of passengers in signaling
SWITCH LOCK AND PIPE CLAMP the driver, who controls the two door-operating mech
anisms.
high-voltage lines, branch feeders, emergency feeders, Entrance to the car is gained through a two-leaf out
etc., as well as for lightning arrester disconnecting ward folding door beside the driver's position, the pre
switches that are installed to disconnect arresters from payment fare collection being under his supervision.
the line for the purpose of inspection or repair. The Exit is through double-leaf outward folding door in the
manufacturers claim that these devices are so designed side near the rear. Instead of a high step from the
that when they are used in conjunction with Garton- mud, the passengers take this car at the curb, the coach
Daniels lightning arresters, a maximum of protection entrance being only 15 in. from the ground and the
may be expected. initial step about 7 in. high.
The line of fittings referred to consists of malleable Adequate heating facilities for the car are obtained
 30 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

from the waste products of the gasoline engine, there

being twice the necessary heat units available for main
taining the proper temperature of the interior of this
ear in the coldest of winter days, and with this large
supply of waste heat there is no additional expense in
providing the passengers with plenty of moderately
heated fresh air.
The chassis is a 8%-ton gasoline truck, having a
wheelbase of 216 in. The length of the frame behind
driver's seat is 22 ft. The coach may be equipped either
with rubber tired wheels for road service or with flanged
wheels for use on urban rail lines.

Light-Weight Car for Cleveland & Eastern

Traction Company
A car that has just been completed by the G. C. Kuhl-
man Car Company for the Cleveland & Eastern Traction
Company, possesses to an exceptional degree the feature
of light weight that has recently become prominent in
interurban car design. The railway company's lines
extend east from Cleveland to Middlefield, with a branch
to Chardon, a town of 1400 population. The land in
this region is somewhat hilly, but lends itself to general
farming, the principal industry which supports a popu
lation of 15,500, and the new car will be operated be
tween the interurban terminal at the Public Square of
Cleveland and Chardon, a run of 32 miles. It will make CLEVELAND & EASTERN CAR—INTERIOR VIEW LOOKING
an average number of stops of four per mile, the maxi TOWARD FRONT PLATFORM
mum grade encountered being 11 per cent.
In the design of the car the utmost attention was portion of the platform by means of structural steel
given to the elimination of all unnecessary weight, and, connections.
in view of the fact that no sacrifice of strength or omis Each side of the car, from the side sill of the under-
sion of equipment for obtaining the most efficient and frame to the top plate, is constructed to form a girder.
safe operation was made, the result is extremely inter
esting, as is shown in the accompanying table, in which Cleve. &
East Fostoria Union Trac. Chicago
for comparative purposes is included a table of dimen Over-all length.54 ft. 6 in. 5fi ft. 9 Mi in. 61 ft. 0 in. 48 ft. 0 in.
sions and weights published in a recent issue of ELEC Over-all width.. 8 ft. 6 in. 8 ft. 6 Vj in. 8 ft. 0 8 ft. 8 3 16 in.
Weight of body 23,186 lb. 29,550 1b. 45,20 0 lb. 35,600 lb.
TRIC Railway Journal. Weight of trucks
and equipment 36,214 lb. 38,450 lb. 40,400 lb. 34,900 lb.
Total weight. .. 59,400 lb. 68,000 1b. 85,600 lb. 70,500 lb.
Steel Construction
The underframe is composed of angle side sills with of which the principal member is a continuous plate of
eleven light I-beam crossings between the bolsters; the 3/32-in. steel riveted to the side sill angle, steel belt rail
end sills are made in the form of a trussed frame, with and the posts. The posts are of tee-section, and are
angles at the top and channels at the bottom. Diagonals alternately single and double, on account of the twin-
at each end are arranged to serve as center knees, and window arrangement. The top chord of the girder con
are brought well back of the bolster. They are strongly sists of an angle riveted to all post heads. Additional
reinforced with angle gussets at the trussed end sills. stiffness is imparted to the girder by means of a contin
A powerful construction for the attachment of the draw uous sash rail at the bottom of the top sash which is
bars and anchors consists of angles and plates riveted to dadoed over each side post.
I-beams extending from the bolster to the end sill. The The roof framing consists of an angle on each side,
bolsters are made up of pressed steel diaphragms with with the horizontal web turned in, and steel carlines
10-in. top and bottom members. At the rear platform riveted to the vertical web. Wooden nailing strips are
the outside knees are omitted to provide an opening for bolted to the carlines, and canvas nailing strips are
the steps, and the angle forming the roof framing and bolted to the angle roof sills. After the roof was placed
the angle at the top chord of the side frame extend on the carbody, the side angles were riveted to the angle
through to the corner post and aid to support the outer top chord of the side girder.

CLEVELAND & EASTERN CAR—SIDE VIEW SHOWING WINDOW AND DOOR ARRANGEMENT
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 31

The front and rear vestiblues are framed alike; the pointments and with a flooring consisting of a single
sheathing around the front end is of the same thickness slab of marble.
as the side plates, while at the rear end it is composed Seating Arrangement
of No. 14 sheet steel. The letterboards are made of All of the seats are placed transversely, with the ex
sheet steel, and continue in line with the side letter ception of the one opposite the toilet room. The type
panels. used is a non-reversible, light-weight seat, made without
Interior Details seat rails and having the pedestal and seat back support
There is a double flooring, the bottom layer of yel of pressed steel in one piece. The wall plate is pressed
low pine and the top of maple, except at the aisle, where in one piece to form the back support at the wall end.
interlocking tiling extends the full length of the carbody The seats are upholstered in twill-woven rattan, and
proper. The tops of the trap doors over the steps and are of Brill manufacture. The total seating capacity is
the floor between the steps and the rear platform are sixty-three, seventeen seats being located in the smok
also covered with interlociking tiling, cemented to maple ing compartment which has a transverse seat along the
flooring. front bulkhead with a folding seat opposite the space at
The headlinings are composed of sheet steel and in the door to the motorman's compartment. Continuous
stalled in a continuous piece from the curtain box parcel racks are provided in both compartments, and a
molding on one side to the same point on the opposite package and mail cage is located at the rear of the
side, and are the length of two windows, except at the motorman's platform.
Twelve Brill "Exhaust" ventilators, six on each side
of the roof, are installed and these have regulating reg
isters attached to the headlining. The equipment in
cludes hot-water heating system, air brakes, automatic
air couplers, fender, sand boxes, trolley retriever, anti-
climber bumpers, registers, signal lamps, air whistle,
etc., and the car is mounted on Brill 27-MCB-2X trucks,
which have a wheel base of 6 ft. 9 in., 34-in. wheels, and
are suitable for a speed of 50 m.p.h. They are equipped
with four 65-hp. motors per car. The bolster centers
are 31 ft. 9y8 in-> and the trucks are arranged to radiate
on a curve of 37 ft. 6 in.

The Aeroscope at the Panama-Pacific

Exposition
One of the most astonishing of the amusement de
vices installed at the Panama-Pacific Exposition at San
Francisco is one which raises its passengers to an ele
vation of 330 ft. above sea level and provides a sea
horizon of 200 miles. This is called the Strauss Aero
scope and it is reported to be the largest passenger-
carrying machine ever built. However, on a smaller
scale it would be peculiarly adaptable to ordinary amuse
ment parks.
CLEVELAND & EASTERN CAR—INCLOSURE FOR PACKAGES The device is fundamentally a Strauss trunnion bas
AND MAIL ON FRONT PLATFORM cule bridge mounted on a revolvable tower. The tower
in turn is mounted on a series of eight trucks which
center, where they are cut to suit the partition. The travel on a circular railway track 60 ft. in diameter,
only longitudinal moldings are those for the curtain four of the trucks being provided with 15-hp motors
boxes and advertising signs, and for covering the joints and trains of gears to drive them in either direction.
of the headlining; the latter are painted the same color At the apex of the tower, 48 ft. above ground, are
as the headlining. mounted two 15-in. shafts, or trunnions, and upon them
The lower side sashes have brass sash stiles, and are the huge arm of the structure is mounted. This pro
capable of being raised their full height. The upper jects 200 ft. in front of the trunnions and SSVz ft.
sashes, as has been already stated, are made in a con behind them, the rear end carrying a 380-ton counter
tinuous section and are glazed with pressed prism Gothic weight that is made of reinforced concrete. The rear
glass. An interesting feature of the windows is a novel end of the arm is provided with two circular racks which
type of window guard, which is made of strongly framed are engaged by pinions driven by two 11-hp motors, and
diamond mesh wire screens. The window guards are these raise or lower the arm as desired. The arm is
attached to the bottom of the lower sashes and slide into provided also with two air propellers mounted near the
pockets in the side walls when the sashes are lowered. end. These propellers are driven by a 3-hp motor and
When a sash with its screen guard is raised, the lower they assist in raising the arm and in steadying its
part of the screen guard covers the pocket opening, and motion.
thus prevents rubbish from being forced into the pocket. As an amusement device pure and simple, the Aero
The inside lining below the windows consists of sheet scope is unique. The tower and its car are brilliantly
steel. illuminated at night and as the lines of the structure
The partitions between the motorman's compartment are graceful throughout it is particularly inspiring
and smoking compartment, and between the smoking after dark. It moves majestically, each trip consuming
compartment and main compartment are of African ma ten minutes, and the view afforded from the car is
hogany. They are glazed in the upper part and have unparalleled. The total capacity per day approximates
single sliding doors. On the left side of the car, next to 6000 passengers, and during the first four weeks of
the rear platform, is a toilet room with standard ap the exposition the Aeroscope carried 65,000 patrons.
 32 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

The importance of the bascule bridge principle, as New Type of Steel Pole
applied in the aeroscope, has even been recognized by A novelty in poles recently brought out by the Carbo
the United States government which, it is reported, has Steel Post Company, Chicago, makes use of the revolu
arranged with the constructors for the application of tionary but logical principle that pole legs should be
anchored under ground (thus putting the legs in
straight tension or compression when a transverse force
is applied) instead of being set in
concrete to form a cantilever with
the bending stresses localized at
the ground line. HI
The makers believe that rigidity
in a direction parellel to the wires
on a pole line is undesirable, be
cause if a wire should break the
load is concentrated on the two
poles at the break. If flexibility is
provided the poles bend until the
unbalanced force exerted by the
wires is transmitted back from the
break to a large number of the
other poles, thus preventing actual
failure of any pole. In conse
quence both the transmission line
poles and the trolley poles designed
by the company are of a modified
A-frame type with the long dimen
sion transverse with the line.
The poles are buried about 4 ft.
or more in the ground, and each
leg is provided with anchor plates
to hold the feet of the pole firmly
in place through the weight of
earth resting on them. At the
AEROSCOPE IN REVOLVABLE POSITION ground line is a sway plate that ex
tends between the legs, giving a ANCHORED POLE
the principle to military searchlight towers to be erected certain amount of longitudinal re
at the various coast-line fortifications. sistance to pull. Rusting at or below the ground line
Absolute safety for the passenger is guaranteed by is prevented by a special finish which is stated to be
the provision of both power and handbrakes under the proof against moisture and alkaline soils.
control of an operator who travels with the car, provi The material used in the construction of the poles is
sion having been made in the design for a wind velocity a high-carbon steel of uniform texture with an elastic
of 60 m.p.h. limit over 50,000 lb., thus providing the desired light
ness. It is stated that this metal will not pit even if
left unpainted, and on this account the life is long in
Self-Lubricating Brushes comparison to the ten or twelve years' use to be ex
The "No-Spark" carbon brush manufactured by the pected from wooden poles. The first cost, pole for pole,
Calebaugh Self-Lubricating Carbon Company has been is reported to be about the same for wooden poles and
making a remarkably successful record on several elec for the new design, but owing to the superior strength
tric railways, the principal feature being an ability to of the latter only about half as many poles per mile
run without chipping, splitting, or breaking. This has are required. The total cost of a light transmission line
been demonstrated on the lines of the Lehigh Valley with the new poles is estimated to be about three-fourths
Traction Company where a number of test sets of the of the cost involved when wooden poles are used.
brushes have been installed.
Harry Branson, superintendent of equipment of this Effects of Heat Treatment on Nickel and
system, states that a test set of brushes recently re
moved from a car on the Bethlehem Division had made Manganese Steel
a mileage of 24,957 and had given excellent results, In a paper presented before the American Society of
having been installed in Westinghouse 101-B motors. Mechanical Engineers at Buffalo recently, Robert R.
Other brushes of the same type are in service on West Abbott stated that for a heat-treated IV2 per cent plain
inghouse 303 and 38-B motors, used elsewhere on the manganese steel, the manganese in excess of that con
system, but these have not yet been removed because tained in a nickel-manganese steel of a corresponding
their condition is good. The commutators are all in carbon content (about 0.34 per cent) exerts a strength
excellent shape. ening effect equivalent to that of about three times the
The makers claim that the "No-Spark" brush makes same amount of nickel. While the effect of manganese
a frictionless contact because of its self-lubricating on a steel which has not been heat-treated is to increase
qualities and that it reduces the commutator wear 90 the toughness slightly, its effect upon a heat-treated
per cent, giving a dark-brown gloss on the commuta steel is decidedly the reverse. In the case of nickel the
tor surface in a very short time after application. It effect upon an untreated steel is practically zero, while
will, in consequence, carry some 50 per cent more load in a heat-treated steel nickel increases the toughness
than that normally allowed per brush and is moisture- decidedly. An untreated steel containing about \Vo per
proof as well as fracture-proof. Naturally, the spark cent of manganese is fully as tough and is stronger
ing is reduced to the absolute minimum. than a nickel steel of about 3% per cent nickel.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 33
LONDON LETTER The Manchester Ratepayers' Association has addressed a
letter to the treasury urging it to refuse sanction at present
Women Fast Taking the Places in Tramway Service of Men to the carrying out of the Manchester electricity scheme
Needed at the Front for new works at Barton. It is pointed out that the great
amount of skilled labor required for the construction and
(From Our Regular Correspondent) manning of the new works would cause a serious drain
Fifty additional women have started training as car con upon the already weakened labor market and tend to draw
ductors in the service of the Glasgow Corporation Tram men away from work immediately necessary for the prose
ways Department, bringing the total number of their sex on cution of the war, and that there is not likely to be any
active duty or in training to 250. The places of so many overwhelming pressure upon the Manchester electricity de
men have to be filled that it is expected the number of partment for some time.
women appointed will soon reach 500. The list of women Owing to the fact that 2000 tramwaymen in Manchester
applicants now contains about 1400 names. have enlisted, the Manchester Corporation is considering
The traffic receipts on the Glasgow Tramways during the the advisability of engaging women conductors to fill some
last financial year amounted to £1,070,353, being £8,083 of the places.
less than in the preceding year. The count of the actual The Salford Corporation tramway workers have accepted
number of passengers carried during the year has not yet the terms offered by the borough tramway committee of a
been completed, but up till May 29, which leaves only two war bonus similar to that recently awarded by arbitration
days short in the year, the figures were 334,584,216, as com at Newcastle-on-Tyne. The terms are a bonus of 2s. 6d.
pared with 334,676,627 in the corresponding period of the a week for married men and householders, Is. 6d. a week
preceding year. Taking into account the exception of these for single men, and Is. a week for youths under the age
two days' statistics and the circumstances of the war during of eighteen years. The question of the employment of
the past ten months, the total number of passengers car women conductors was discussed at a recent meeting of the
ried during the year which began on June 1, 1914, compares men, and a resolution was proposed asking the management
very favorably with the preceding year's total of to withdraw the women and offering the support of the
336,654,624.. Salford branch of the men's union and of the Trades and
The Coventry City Council has decided to employ a dozen Labor Council in finding suitable male labor for the cars.
women conductors. The women are to be between thirty If these efforts are not successful, however, the resolution
and forty years of age, to work forty-eight hours a week, provides that the men shall work with the women on certain
receive 6%d. an hour wages and wear uniforms. conditions. The women conductors, of whom sixteen have
The trolley scheme of the Hove Town Council has been been trained, are to work on cars running from Weaste
abandoned until after the war. The project has been a to the Cliff and from Irlams-o'-th'-Height to the Market
source of controversy from its inception in 1911. After a
bitter Parliamentary campaign in 1912 the plan received Place, Broughton.
legislative sanction in such a form that both Hove and The strike on the London County Council Tramways has
Brighton were left to pursue their own course, and com now definitely collapsed though it seemed that it would be
plications ensued, from which the only escape seemed to renewed when the tramways manager's decision to rein
be a costly arbitration. Brighton, in fact, was about to state only men over military age became known. The
apply for the appointment of an arbitrator when the war Council has taken a very firm position as regards this, all
prevented further proceedings. men of military age being refused, unless they can show
The Corporation of Birmingham has decided to increase special reasons for exemption from the rule. Mr. Fell has
all the tramcar fares in the aggregate 10 per cent. Assum stated that every effort will be made to deal sympathetically
ing that the volume of traffic remains constant, this will with the cases of the men of military age who have good
result in a gain in the takings of £60,000 per annum. The reasons for not enlisting. During the week ended May
present rates were fixed in February, 1912, and the pro 12—that before the strike began—the total traffic receipts
posed alterations will in the main be a reversion to those were £50,891, as compared with £42,779 for the correspond
in operation prior to that date. At present the average ing week in 1914, but for the following three weeks the
penny fare carries a passenger 2 miles 600 yards. When figures were only £22,460, as against £44,961; £12,610, as
the new scale comes into operation the distance for the against £44,961; and £23,586, as compared with £47,346.
same money will be reduced to 1 mile 1200 yards. Outside No official notification has yet been received from the men's
this radius there will be an increase of a halfpenny on the joint strike committee or their unions that the strike is
present rates. As regards workmen's fares, they will go up at an end. While before the dispute great difficulty was
%d. on each return ticket. Though passengers in the penny experienced in maintaining full service, it is estimated that
zone will find all the distances curtailed, an increase in the at least 90 per cent of the normal number of cars are now
number of overlapping stages will help slightly to improve in operation.
matters. Reporting upon recent proceedings before the House of
At a meeting of the tramways committee of the New Commons committee regarding new tramway schemes, the
castle Corporation the general manager reported that since London County Council mentions the important fact that,
the last meeting of the committee forty-eight women con in connection with the proposal for extending the Farring-
ductors had been trained; that twenty-four were in full ton Road tramways, the chairman of the select committee
charge of cars on the Osborne Road route, and that the declared that the committee would very much like to see a
rest were in training on the Jesmond route. The general scheme to carry the tramways through to South London.
manager expressed his appreciation of the help given by So keen, however, was the opposition to many of the
the public to the women conductors, as well as of the serv schemes that Parliamentary sanction has been granted only
ices of the inspectors and motormen. Application for fur in the case of the less important ones—those involving
ther women conductors are desired. The committee has little change and small expense.
decided to abolish halfpenny workmen's fares, the minimum Adverse comments were made at a recent meeting of the
in future to be Id. Birmingham watch committee on the action of tramway
The Edinburgh & District Tramway is employing on its conductors who refused to work with a number of women
cars twenty women conductors, who received preliminary and sent the authorities an ultimatum that if the women
training at the depot. The manager has expressed himself were not withdrawn there would be a strike. The com
as highly satisfied with the manner in which they are per mittee has been reluctantly compelled to accede to the
forming their duties. The employment of women con demand, because the cars are carrying so many munition
ductors in Edinburgh, however, is opposed by the tramway- workers that it cannot run the risk of having them stopped.
men. The management has agreed that their employment The Portsmouth Town Council has decided to engage
shall not exceed the period of the war; that efforts will be women conductors to take the place of men who have joined
made by the company to obtain male labor, and that old the forces. Of 330 motormen and conductors in the corpora
employees discharged from military service will be replaced tion service 137 have enlisted and thirty entered other
in their positions. An amicable settlement has therefore government service. The women conductors will be paid 5d.
been arrived at, and it is likely that Edinburgh will have an hour, and will be supplied with a uniform.
many women on the tramways in the very near future. A. C. S.
 34 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

News of Electric Railways

THE CHICAGO ARBITRATION responsibilities of both motormen and conductors. Prior to

1912 eighteen different transfers were used by the surface
Proceedings Begun on June 28 With the Presentation of lines, whereas only four have been in use since 1912. Re
Case of the Men garding swing and split runs, Attorney Miller in his exami
nation of Mr. Quinlan, emphasized the importance of fur
Arbitration of the differences between the Chicago surface nishing a service to meet the riding habits of the public and
and elevated railway companies and their employees was be by bringing out that the speed varied with the conditions on
gun on June 28, with Mayor Thompson as umpire, State's the street he refuted the argument regarding the alleged in
Attorney Maclay Hoyne, arbitrator for the employees, and crease in speed. Although Mr. Quinlan claimed the speed
James M. Sheean, representing the railway companies. Eight had increased he did not know it to be a fact. Mr. Quinlan
questions are to be arbitrated and each side has the right to also acknowledged that long service with the company tend
present evidence through counsel. The following are the ed to increase the feeling of responsibility and interest and
questions: that high wages added to this increase. Concerning the ro
1. Percentage of straight runs and consecutive hours in tating and standing list of extra men, he claimed that the
which swing runs shall be completed. company preferred the former and the men preferred the lat
2. Maximum time covered by straight runs on Sundays. ter or standing list. This completed Mr. Quinlan's testimony.
3. Allowances for fall-backs for meals and reliefs, if any, On Tuesday morning, June 29, John Ernst, a cabinet
on the streets for meals. maker, was examined. Inquiry showed that he was getting
4. Hours of service, including weekdays, Sundays and 33 cents an hour for steady work, but he believed that he
holidays for employees other than trainmen provided for in was not being paid enough. On cross-examination it was
this agreement. brought out that he based his idea of the wage he should re
5. Number of years to receive maximum wage scale and ceived upon that received by workers in other shops. M. C.
wages for all trainmen, including trainmen on cinder, sprin Boyle, a conductor, was examined next. He had been in the
kler, supply and other cars. service for twenty-seven years and was receiving the maxi
6. Hours of service and wages paid car repairers, motor mum wage of 32 cents an hour. This was insufficient. When
repairers, inspectors, dopers, car placers, car cleaners, jani he entered the service he had $1,000 in the bank. Of this
tors, terminal men, or other men around carhouses. only about $600 was left. He had used about $125 to make
7. Allowance for turning-in time. up his deficiency in living expenses. He was also examined
8. Seniority and efficiency with men outside of train regarding the transfer system, trip sheets and car loadings.
service. James M. Sheean, the arbiter selected by the Chicago sur
9. Night car hours and wages. face and elevated railways, served as attorney for the West
10. With reference to employees outside of the train ern Railroads in the arbitration of wages and working con
service the company recognizes seniority of service, but in ditions for the locomotive engineers and firemen. Mr.
connection therewith efficiency shall be taken into considera Sheean was born in November, 1866, at Galena. 111., was
tion. graduated at Beloit College in 1887 and studied law under
William Quinlan, president of the local union, was the his father. He was admitted to the bar in 1889, in which
first witness. He gave evidence regarding the methods of year he was taken into partnership with his father and
employing men in the early days and at the present time, uncle. He moved to Chicago in 1901 and for three years was
and also outlined the existing working conditions and what with the firm of Pan, Calhoun & Glennon. In 1904 the law
he believed should be done to improve them. He claimed firm of Calhoun, Lyford & Sheean was organized, and as a
that the large and heavier cars, refinements in their equip member of this firm Mr. Sheean is serving as arbiter for the
ment and increased vehicular congestion made the work of railway companies. For a number of years he has served as
the motorman increasingly more difficult. Regarding the a trial attorney for steam railroads.
idle time of extra men between swings, Mr. Quinlan claimed Maclay Hoyne, the arbitrator selected by the employees,
that the men could not engage in other business without ob is State's attorney of Cook County. He was born in Chi
taining a permit from the company. He said that the pres cago in October, 1872, and was graduated from Williams
ent allowance of five minutes for turning-in time should be College in 1895 and Northwestern Law School in 1897. In
increased to ten minutes. According to Mr. Quinlan it at July, 1913, Mr. Hoyne was appointed assistant corporation
one time required only one month to reach the maximum counsel of Chicago and two years later was made first as
wage scale, whereas it now required six years. This was sistant corporation counsel. He resigned from this office in
brought about by the union conceding increased time to June, 1907, to engage in private practice and four years
reach the maximum whenever a new wage agreement was later again was appointed first assistant corporation counsel.
negotiated. In this capacity he served as counsel for the Subway & Har
Mr. Quinlan claimed that the graded scale had discouraged bor Commission and was in immediate charge of the litiga
the men and offered an opportunity for abuse, but stated tion between Chicago and the Peoples Gas, Light & Coke
specifically that the present management of the companies Company regarding gas rates. Mr. Hoyne is also credited
had not taken advantage of this. No more accidents were with drafting the Chicago 70-cent gas ordinance, upon which
charged against the new men than the old when working issue former Mayor Harrison was elected to his last term of
conditions were taken into consideration. The fact that the office. Mr. Hoyne was elected State's attorney of Cook
hours of the new men were longer and their runs undesira County in November, 1912, on the Democratic ticket.
ble as compared with those of the old men accounted largely
for the increased number of accidents recorded against them. SPRINGFIELD-WORCESTER LABOR AGREEMENT
It was Mr. Quinlan's opinion that a man is as proficient a
conductor or a motorman at the end of one year as he ever A new working agreement has been signed by officials of
will be. Questioned regarding wages and working condi the New England Investment & Security Company and by
tions of the employees outside of the train service, Mr. Quin representatives of the employees' unions on the Springfield
lan said they were paid less than ordinary building laborers (Mass.) Street Railway and the Worcester (Mass.) Consol
while they performed duties requiring much more skill. He idated Street Railway to continue in effect from May 31,
also contended that the duties of motormen on sprinklers, 1915, to May 31, 1916, taking the place of a three-year agree
cinder, supply and other utility cars were identical with ment which expired on the former date. According to ad
those of the motormen on passenger cars, and he said that vance reports no increase will be granted the employees of
the men on these runs should be included in the regular train the Springfield company, but there will be an increase on the
service. Worcester lines to a maximum scale of 31 cents an hour, the
George W. Miller, attorney for the railway companies, in minimum being 25 cents. The day rate at Springfield will
cross-examination of Mr. Quinlan, brought out that present range from $2.30 to $2.85. The agreement practically equal
working conditions were much better than those of the past. izes the wages on the system under the "nine-hour-in-elev-
He also showed how improvements in car equipment and de en" law. The full agreement will be made public after rati
sign had aided in reducing accidents and in decreasing the fication by the local unions.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 35
CHICAGO LINES ISSUE STATEMENT CLEVELAND'S FREIGHT TERMINAL
Questions Involved in the Recent Strike Explained by the The special committee of the City Council, to which was
referred the proposed franchise of the Cleveland & Youngs-
Companies town Railroad for a freight terminal in Cleveland, was to
On June 18 the Chicago (111.) Surface Lines carried in meet on July 2 to hear arguments on the disputed points
the daily newspapers an advertisement explaining the issues between the company and the city. Electrification of the
in the controversy that resulted in the suspension of railway freight yards and the streets to be vacated in the Broad
service in that city for two days. Its termination was re way-Orange Street district are the principal points in
ferred to as a victory for arbitration. The statement was contention.
concerned with correlated subjects of arbitration, labor and Attorney S. V. McMahon informed the committee on
capital and dealt with all three features. The company said June 24 that the Broadway Improvement Association had
in part: employed an engineer to make plans for subways under the
"The question settled in this crisis was not one of wages, proposed terminals at East Twenty-third Street and Pitts
hours or other conditions of employment, and was not, we burgh Avenue. The company's engineers declared that such
repeat, a question as to whether Chicago should have a plans would be impractical and Mayor Baker expressed the
strike lasting two days or two months; but the much more opinion that neither grade crossings nor subways would
fundamental question as to whether men in a twentieth answer the purpose. He suggested that the city reserve
century democracy should settle their differences in accord the right to require the construction of overhead bridges.
ance with twentieth century ideals and standards, or by Director of Public Service Sidlo is preparing a report on
recourse to the methods of primitive man and feudal gov the proposition. He will probably recommend electrifica
ernment. The issue was rather as to whether civic progress tion of the terminals.
could be set back, even temporarily, by any group of men,
either capitalists or working men, in the second largest city THE NEW YORK PUBLIC SERVICE INVESTIGATION
of the most progressive democracy in the world. The The Thompson committee appointed by the last New York
result was a victory for the principle that civilized men Legislature to inquire into the workings of the New York
either should settle their differences face to face and man to Public Service Commissions will resume its hearing in New
man or should leave those differences to an impartial body York City on July 15. The new chairman of the commit
of their fellow men.
"There was a time when large employers were inclined tee is Merton S. Lewis, first deputy attorney general. He
to reject arbitration and when public service corporations succeeds Col. William Hayward, now a member of the Pub
lic Service Commission for the First District. It will be
were operated by men who looked upon them as purely recalled that Governor Whitman failed to agree with the
private corporations, but that time has passed. There is
something to be said, if not in justification, at least in the report of the majority of the committee with respect to
explanation, of the old type of railway builder and corpo commission for the First District and that he appointed
Mr.
ration operator. Trained in the individualistic school of had expired,Hayward to succeed Mr. Maltbie, whose term of office
his time, he believed that he was entitled to the fruits of gating committee and vindicated the commissioners. The investi
his labor, and he resented interference with what he con will now concern itself with the public
sidered his private business. His time has passed and a in service commission law and with the rapid transit contract
new type of man has taken his place. But the fight which nextGreater New York and will report its findings to the
Legislature.
oftentimes is made upon his successors is based upon the
belief that the old type still exists.
"The worst that can be said of the type that has passed ARBITRATION LIKELY AT ALBANY
is that these men held the point of view of their time. On the afternoon of June 29 Harry C. Weatherwax, vice-
Their time has passed never to return; the public has a president of the Delaware & Hudson Company, controlling
new point of view and the management of great properties the United Traction Company, Albany, N. Y., and Charles
to-day is vested in men whose point of view has changed F. Hewitt, general manager of the United Traction Com
with the times. All that the men in charge of public pany, agreed to take up again on July 1 the consideration
corporations ask to-day is that the public realize the change of the questions at issue between the traction company and
that has come in the ownership and management of such its employees. The principal question involved is in re
properties; that the men in charge of them are endeavor gard to jurisdiction over all the lines of the United Traction
ing—and are succeeding up to the limit of their capacity Company by the Amalgamated Association, which objects
as men—to put into their business a spirit and practice in to the operation into Albany of cars of the Hudson Valley
accordance with the newer ideals and standards of to-day. Railway manned by members of the Brotherhood of Loco
They expect no special consideration from the public; they motive Engineers.
want only fairness, and expect to give it. The United Traction Company has issued a statement
"There have been signs in recent controversies between reviewing this question. The contract between the Hudson
labor and capital that labor itself, after having long ago Valley Railway and the United Traction Company, both
won capital to the principle of arbitration, was beginning controlled by the same interests, for the operation of
to question, and possibly would reject altogether, this great through cars from points on the Hudson Valley Railway
principle, because it had not at all times resulted favorably, into Troy, via Waterford, was entered into on June 7, 1901.
or perhaps even fairly, to the workers. Under the terms of this agreement the Hudson Valley Rail
"As we have stated heretofore, we believe that the prin way furnished at its own expense the men to run its cars
ciple of arbitration frequently has been misused and mis over the tracks of the United Traction Company. The
understood; but we do not believe that these errors should Amalgamated Association contends that its contract covers
be charged to the principle itself; nor do we believe that, this run and that the cars operated into Troy by the Hud
on account of such errors, the enormous victory of labor son Valley Railway should be manned by members of the
in first establishing the principle of arbitration as a means Troy division of the Amalgamated Association.
of settling disputes should be lost or forgotten. For the first ten years of the contract between the com
"If it be admitted that the older and outworn methods panies the men operating the cars of the Hudson Valley
of capital constituted a tyranny, it must be admitted also Railway into Troy over the lines of the United Traction
that a resort to force on the part of labor in these enlight Company belonged to the Amalgamated Association. Sub
ened times would constitute no less a tyranny, not only sequently they seceded and joined the Brotherhood of Loco
over the interests of the employer, but over the public motive Engineers and the Order of Railway Conductors.
interest as well. It is obvious that there can be no gain in In its statement the United Traction Company says that as
the substitution of one tyranny for another, and that the far as it is concerned it feels that these organizations
efforts of labor men and employers alike should be directed should settle the matter between themselves and should
toward the elimination of all tyranny and the substitution not involve the company or the public. While both the
of sound principle, safeguarded by honest men, as we United Traction Company and the Hudson Valley Railway
believe the great principle of arbitration has been safe feel that they cannot undertake to settle the differences
guarded in the agreement under which the present differ between the two organizations, they are willing, if it is
ences are to be adjusted." desirable, to be a party to arbitration proceedings.
 36 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1
INFORMAL TOLEDO CONFERENCE Mayor Church issued a statement in which he said:
Henry L. Doherty, chairman of the board of the Toledo "The franchise has elapsed, and no one can renew it but
Railways & Light Company, Toledo, Ohio, met with a few the people. The sale of the Metropolitan to the Toronto
members of the franchise committee of the Toledo City Railway means nothing, as the Metropolitan had nothing to
Council on the afternoon of June 29 and discussed informal sell after midnight last Friday except the rails and over
ly a number of points in the new draft for a franchise made head fixtures. The district south of Farnham Avenue to
by that committee. President Frank Coates and Attorneys the Canadian Pacific Railway crossing is the most important
Tracy and Rathbun Fuller of the company also were present. in Toronto and is the funnel for Sir Adam Beck's radial rail
Mr. Doherty and Attorneys Thomas H. Tracy and Rath- ways. The 1891 agreement of the Toronto Railway does not
bun Fuller told the franchise committee that they must re give it the right to operate this service, as the Beck act is to
fuse to accept the clause in the tentative franchise which be read into the section requiring the vote of the people.
provides that the company recognize the initiated municipal The subway at the head of Yonge Street will not be finished
ownership ordinance as legal. Mr. Tracy suggested that a for some time. Before the Toronto Railway can operate, it
clause be inserted saying that the franchise under consid will have to secure an order from the Dominion Railway
eration shall not affect or be affected by the municipal own Board."
ership ordinance. Mr. Doherty objected to the clause in the The Mayor proposes that the city lay a permanent pave
proposed franchise which would require the company, in ment on the street and a double line of tracks and find a way
case the city purchased the property, to accept at least half to link up with the St. Clair Avenue line of the Toronto Civic
the bonds issued against the property for the purchase. Railway operated by the city.
The bonds would be a lien against the property only and not The Toronto Railway's answer to the action of the city of
against the tax duplicate. Mr. Doherty said the company ficials in tearing up the tracks was heard by the Ontario
preferred a cash settlement. The committee was informed Railway Board on June 29. H. S. Osier, counsel for the
that the company would insist on a rate of fare that would company, appealed to the board for an order compelling the
yield 6 per cent on the investment; a guarantee that it city to relay the tracks and affirming the right of the com
would be reimbursed for any loss during the year's try-out pany to give a service over that section. Mr. Osier declared
of the 3-cent fare; assurance that the property will be pur that the work of tearing up the tracks had been continued in
chased at its appraised value if a franchise is granted any contempt of the board after the company had appealed to
other company, and that it should not be required to begin the board. He held that under its agreement with the city
again if the try-out period is interrupted. the Toronto Railway had the right to operate upon all
At the conference on June 30 agreements were reached streets with the exception of the portion of Yonge Street
on a number of points, but several others were still in dis where the York Radial Railway had a franchise. When the
pute at the close. One of these pertains to the return on the radial company no longer had that right it fell to the To
investment during the try-out period, and another is the ronto Railway. A remark by the chairman of the railway
proportion of bonds the company shall take in case the city board that the line was better than nothing and that the
purchases the property. Mr. Doherty wanted a stipulation city had apparently treated with indifference the efforts of
that the company accept one-third of the bonds at a fair the company to accommodate the public brought a vigorous
market value. Chairman Dotson insisted that they should objection from Mr. Fairty for the city. In reserving judg
be taken at par and accrued interest. ment Mr. Mclntyre of the Railway Board expressed the
Mr. Doherty expressed surprise when informed of the opinion that some interim arrangements should be made for
Mayor's assertion some time ago that he would veto any the convenience of the public.
franchise agreement reached by the committee and the com
pany representatives, but Chairman Dotson expressed the
belief that Council will approve the franchise under consid Amalgamated to Meet in Rochester. — The fourteenth
eration. It was agreed between the parties that the fran convention of the Amalgamated Association of Street &
chise should be submitted to a vote of the people at the pri Electric Railway Employees of America will be held in
mary election on Sept. 14, instead of the regular November Rochester, N. Y., in September. The Boston News Bureau
election. Mr. Doherty asked the committee to have the ten says that a concerted effort may be made by New England
tative draft of the franchise printed, leaving blanks for the car men at the meeting to have the arbitration clause
portions upon which an agreement has not been reached, and stricken from their constitution as a result of the Bay
that another conference be held the afternoon of July 2. He State Street Railway arbitration award.
desired to reach an agreement on the entire franchise, if New Stone & Webster Offices in Texas.—A suite of
possible, before he returned to New York on July 3. offices in the Scanlan Building at Houston, Tex., has been
engaged for the district office of the Stone & Webster Man
agement Association. L. C. Bradley, assistant district
CONTROVERSY IN TORONTO manager of the association, will occupy the new quarters
with his office force on July 10. Mr. Bradley formerly had
Toronto Railway and City in Contest for Short Line Desired supervision over the Dallas properties controlled by Stone &
by the City for Its Civic Railway Webster, which work has now been assumed by Charles F.
At noon on June 29 the Board of Control of Toronto, On Wallace.
tario, issued instructions to Works Commissioner Harris to Commissions as Constitutional Bodies.—Representatives
tear up the remainder of the tracks of the Toronto & York of many public utility corporations which are under the
Radial Railway's Metropolitan division on Yonge Street jurisdiction of the Public Service Commissions of New York
south of Farnham Avenue, and this has been done. Shortly State joined on June 23 in urging a Constitutional Conven
after the order was issued by the controllers the Toronto tion committee to make the commissions constitutional
Railway opened the legal battle over the franchise question bodies. At present they have only legislative authority for
at Osgoode Hall. The company through its solicitors issued their existence. It was urged that the change would add
a writ against the city "for an injunction to prevent the de dignity to the commissions, tend to take them out of poli
fendants, the Corporation of the city of Toronto, from re tics and add force and weight to their rulings.
moving the tracks on 1320 ft. of Yonge Street south of The Philadelphia Transit Ordinance.—By unanimous vote
Farnham Avenue, and for a mandatory order to replace so the Common Council of Philadelphia, Pa., has passed the
much of the said tracks as have already been taken up." ordinance authorizing the $6,000,000 transit loan. The
This injunction is pending. finance committee's plan is to have the loan ordinance
At the Board of Control meeting Controller Spence op transmitted to the Mayor as soon as it is concurred in by
posed the action of the board on the ground that it might Select Council. Immediately upon being advised that the
prejudice the city's interests before the Ontario Railway ordinance has been approved by Mayor Blankenburg, the
Board, when the members consider the railway application finance committee will report the appropriation ordinance,
for an order to operate. Mayor Church claimed that the al which will be passed by both chambers. The committee
leged sale of tracks by the Metropolitan to the Toronto Rail proposes to allot $3,000,000 for preliminary work on the
way was not carried out according to the requirements of Broad Street subway and $3,000,000 to the Frankford Ele
the railway act. vated line.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 87
sas City Railways must accept the franchise voted by the
Financial and Corporate city. The action was in response to a request of Judge
Hook of the federal court, who said he would prepare a plan
ANNUAL REPORT for the acceptance or rejection of the interested parties, and
would recommend final cancellation of the franchise if this
Middle West Utilities Company plan was not adopted. The Council has also extended to
The comparative statement of income, profit and loss of Nov. 20 the opportunity for the interurbans to accept the
the Middle West Utilities Company, Chicago, 111., for the conditions of the franchise bearing on a union station.
fiscal years ended April 30, 1914 and 1915, follows:
WASHINGTON MERGER STORY DENIED
Total income 1915.
11 528,855 1914.
SI,466,760 In a letter to the Electric Railway Journal George E.
Expenditures 168,855 165,068 Hamilton, president of the Capital Traction Company, Wash
Balance $1,360,000 $1,301,702 ington, D. C, asks that a denial be published of the item
Interest 378,684 227,516 which appeared in the issue of this paper for June 26, page
Net income $981,316 $1,074,186 1223, to the effect that negotiations were being conducted
Preferred stock dividend 598,048 566,925 for the merger of that company with the Washington Rail
Balance $383,268 $507,261 way & Electric Company. Mr. Hamilton says:
Written off 80,000 75,000 "Permit me to state that the Capital Traction Company,
Balance $303,268 $432,261 its officers and directors, have no knowledge whatever of
Due from subsidiary companies 78,504 147,416 any such negotiations and that the article referred to is en
Total surplus $381,772 $579,677 tirely without foundation in fact."
The report shows total income of $1,528,855, comparing
with $1,466,760 in the previous year, an increase of $62,095. OAKLAND, ANTIOCH & EASTERN FINANCING
Interest charges were increased $151,168 and preferred The Oakland, Antioch & Eastern Railway, Oakland, Cal.,
stock dividends were increased $31,123, but in spite of this has asked the Railroad Commission of California to ap
the company surplus for the year, after all deductions, stood prove its new plan of financing. This plan embraces two
at $303,268. agreements, one with the bondholders and the other with
The report states that owing to the unsettled conditions the stockholders of the company. The agreement between
the increase in gross business of the subsidiary operating the Oakland, Antioch & Eastern Railway and the bond
companies was not equal to what might have been expected holders of the Oakland & Antioch Railway and the San
under normal conditions. The combined earnings of the sub Ramon Valley Railway was originally executed on Nov. 19,
sidiary companies for the last two fiscal years follow: 1914, and was amended on Jan. 1, 1915. The agreement pro
1915. 1914. vides that the bondholders shall deposit with the Union
Gross earnings $7,634,745 $7,345,350 Trust Company, San Francisco, those coupons which will
Operating expenses 4,877,016 5,036,696 mature in the years 1915, 1916 and 1917. As security for
Net $2,757,729 $2,308,654 these it is provided that the Oakland, Antioch & Eastern
Fixed charges (paid outside holders) . . $1,307,629 $908,032 Railway shall deposit with the trustee prior to Jan. 1,
Dividends (paid outside holders) 310,428 474,816 1918, first mortgage bonds in an amount which, at 80 per
Total $1,618,057 $1,382,848 cent of their face value, will equal the par value of the
coupons deposited and unpaid on Jan. 1, 1918. A further
Earnings accruing to Middle West Utili provision is made that the Oakland, Antioch & Eastern
ties Company $1,139,672 $925,806
Railway shall cancel the unsold portion of the note issue
Of the foregoing earnings $437,123 come into the com authorized by the Railroad Commission on Feb. 3, 1914.
pany's treasury as interest on bonds and debentures, $269,- The stockholders' agreement, dated Nov. 19, 1914, provides
774 as interest and brokerage on money advanced and $354,- that each subscriber thereto shall pay to the trustee, as
270 as dividends on stocks, leaving a balance of $78,504. a loan to the railway company, the sum of $3 on each share
This is the company's proportion of the surplus carried in of stock held by him. These payments are to be made
the aggregate surplus accounts of the subsidiary companies according to the following schedule: Jan. 1, 1915, $1 per
on their own books. share; July 1, 1915, $1 per share; Jan. 1, 1916, 50 cents per
share, and July 1, 1916, 50 cents per share. As security for
THE KANSAS CITY REORGANIZATION those advances the railway agrees to deposit with the trus
At the meeting of the committee of the upper house of tee its promissory notes in equal amount. These notes are
the City Council of Kansas City, Mo., to which the ordi to be secured by first mortgage bonds in the ratio of two
nance extending the time limit for the acceptance of the to one.
street railway franchise was referred, Frank Hagerman, at
torney for the receivers of the Metropolitan Street Railway, RECEIVERSHIP AVOIDED
outlined the history of the negotiations under the terms of By the payment of a portion of two judgments at once
the franchise. He suggested that the only hope for agree and agreeing to pay the remainder on Dec. 24, 1915, the
ment lay in the proposal of Judge Hook of the Federal Cincinnati, Dayton & Toledo Traction Company prevented
Court to present a plan of reorganization for the adoption the appointment of a receiver to collect its rental, in the
of the stockholders and bondholders. Mr. Hagerman had Federal District Court at Cincinnati on June 24. Edna
no idea what would happen if the franchise was returned. Wilson et al, executors and trustees of George B. Wilson,
The participation of the city in the management of the deceased, and Julius C. Levi and Samuel Leopold, executors
street railways under the new franchise was indicated at of Marks Leopold, Philadelphia, each secured judgment in
the session by the questions and remarks of Aldermen. the Federal Court on Dec. 24, 1914, for $5,479.17, repre
Under the court's sanction the receivers have employed senting the principle and interest on five debenture bonds
P. J. Kealy, suggested by the street railway interests, and of the Dayton Traction Company, a subsidiary of the defend
Robert P. Woods, suggested by the city, to perform prac ant company.
tically the duties which will be performed by the board of Both plaintiffs had asked for a receiver for the rents, and
control provided for in the new franchise. In response to a temporary restraining order had been issued to prevent
questions by Aldermen, it was pointed out that these gen either the Ohio Electric Railway, which operates the prop
tlemen are actually performing such duties, especially in erty under lease, or the Cincinnati, Dayton & Toledo Trac
reference to schedules and service. Judge Evans urged tion Company from disposing of the property or money
that since Judge Hood had so plainly indicated his convic belonging to the defendant, except on order of the court,
tion that service to the public was the first consideration and the hearing was set for June 24. Attorneys, however,
of any settlement, the Council should accede to his request informed the court that a settlement had been arranged
for an extension of four months in the time limit for ac and asked for a continuance. This was granted. The
ceptance of the franchise. company is to pay $3,125 on each claim at once and the
The City Council of Kansas City has granted an extension remainder on Dec. 24, when it receives an installment of
to Nov. 7, four mouths, to the time within which the Kan rental from the Ohio Electric Railway.
 38 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1
Birmingham Railway, Light & Power Company, Birming of New York has refused to allow the Lima & Honeoye
ham, Ala.—The July dividends will not be paid on the com Electric Light & Railroad Company and the Lima-Honeoye
mon and preferred stocks of the Birmingham Railway, Light Light & Railroad Company to separate their electric light
& Power Company. This decision was reached on account from their railway business, on the ground that this would
of the general business depression. An initial dividend of result in a default under the lease between companies ap
3 per cent was paid on the preferred stock in January, proved by the commission in 1910, to the disadvantage of
1902, and 3 per cent has been paid since then to and in the public, as the operation of the railroad would be ulti
cluding December, 1914. In 1903, 3 per cent was paid on mately abandoned because it is unprofitable.
the common stock; in 1904 and 1905, 4 per cent; in 1906, New Orleans Railway & Light Company, New Orleans,
5 per cent; in 1907 and 1908; none; in 1909, 2 per cent; in La.—E. H. Rollins & Sons, Boston, Mass., are offering at
1910, 5 per cent; in 1911, 7 per cent; in 1912, 8 per cent, 100 and interest a block of 6 per cent debentures of the
and in 1913 and 1914, 6 per cent. New Orleans Railway & Light Company of 1913 due on
Chicago (111.) Elevated Railways.—The investigation June 1, 1916.
conducted by the Illinois Public Utilities Commission on the New York (N. Y.) Railways.—An additional $500,000 of
complaint of J. B. Hogarth against the Chicago Elevated first consolidated mortgage 5 per cent fifty-year bonds of
Railways collateral trust has resulted in the dismissal of the Broadway & Seventh Avenue Railroad due in 1943 has
the case. The commission found that the collateral trust, been listed on the New York Stock Exchange. This makes
against which the complaint was filed, was not a public the total of this issue listed to date $8,150,000. The bonds
utility, and that therefore the commission had no jurisdic are issued from escrow to refund the same amount of sec
tion in the case. The answer of the company to the alleged ond mortgage 5's due in 1914.
violation of the utilities act by the trust was referred to in Northern Ohio Traction & Light Company, Akron, Ohio.
the Electric Railway Journal of March 20, page 599. —Hayden, Miller & Company, Cleveland, Ohio, are offering
Cleveland, Painesville & Eastern Railroad, Willoughby, at par and interest the unsold portion of $500,000 of 6 per
Ohio.—The Public Utilities Commission of Ohio has author cent secured gold bonds of the Northern Ohio Traction &
ized the Cleveland, Painesville & Eastern Railroad to issue Light Company of 1915.
$20,000 of its 5 per cent bonds, to be disposed of at not less
than 80, the proceeds to be used to reimburse the income Omaha & Council Bluffs Street Railway, Omaha, Neb.—
for improvements paid out of the earnings in 1914. The A quarterly dividend of 1 per cent on the $10,000,000 of
Cleveland, Painesville & Ashtabula Railroad has been au common stock of the Omaha & Council Bluffs Street Rail
thorized to issue $10,000 of bonds on the same basis and way has been declared payable on July 1 to holders of
for a similar purpose. The latter company is owned by the record of June 30, contrasting with 1*4 per cent paid quar
terly from Jan. 1, 1912, to April 1, 1915.
former.
Empire United Railways, Syracuse, N. Y.—The Public Public Service Corporation of New Jersey, Newark, N. J.
Service Commission for the Second District has authorized —There has been listed on the Philadelphia Stock Ex
the issue of $42,400 of car trust certificates by the Empire change $261,000 of additional general mortgage 5 per cent
United Railways to pay in part for twelve new pay-as- sinking fund gold bonds of the Public Service Corporation
you-enter cars to cost $52,980, the company paying $10,580 of New Jersey due on Oct. 1, 1959. This makes the total
in cash. The certificates are placed with the Guaranty Trust amount listed to date $33,998,000.
Company, New York, N. Y., bear interest at 6 per cent, Puget Sound Traction, Light & Power Company, Seattle,
and mature in three yearly installments from 1916 to 1919. Wash.—The Puget Sound Traction, Light & Power Com
Kanawha Traction & Electric Company, Parkersburg, pany has declared a quarterly dividend of three-fourths of
W. Va.—The Fidelity Trust Company, Baltimore, Md., as 1 per cent on its preferred stock, payable on July 15 to
trustee is offering at 98% and interest, to yield about 6 stock of record of July 2. This is a reduction of three-
per cent, the unsold portion of the authorized issue of fourths of 1 per cent from the regular quarterly dividend
$1,100,000 of two-year 5 per cent mortgage gold notes of of 1% per cent, the dividend paid on April 15 having been
the Kanawha Traction & Electric Company referred to in at the latter rate.
the Electric Railway Journal of June 19, page 1180.
The notes are dated June 15, 1915, and are due on June 15, DIVIDENDS DECLARED
1917. The interest is payable on June 15 and Dec. 15 in Aurora, Elgin & Chicago Railroad, Wheaton, 111., quar
Baltimore. The notes are in the denomination of $1,000 terly, 1% per cent, preferred.
and $500. The Kanawha Traction & Electric Company was Chicago City & Connecting Railways, Chicago, 111., quar
incorporated in April, 1915, and on June 7, 1915, absorbed terly, 1% per cent, preferred participating certificates.
by consolidation the Parkersburg, Marietta & Interurban Chicago (111.) City Railway, quarterly, 2 per cent.
Railway, which was incorporated in 1902, and purchased Columbus, Newark & Zanesville Electric Railway, Cin
the properties of the Parkersburg Gas, Electric Light & cinnati, Ohio, quarterly, 1% per cent, preferred.
Street Railway Company, the Parkersburg Interurban Rail Elmira Water, Light & Railroad Company, Elmira, N. Y.,
way and the Marietta Electric Company and leased the quarterly, 1% per cent, first preferred; quarterly, IVi per
property of the Muskingum Traction Company. There are cent, second preferred; quarterly, 1 per cent, common.
outstanding $150,000 of first mortgage 5's of 1938 of the Interstate Railways, Philadelphia, Pa., 30 cents, pre
Parkersburg Gas, Electric Light & Street Railway, $550,- ferred.
000 of consolidated 5's of 1942 of the Parkersburg, Ma Little Rock Railway & Electric Company, Little Rock,
rietta & Interurban Railway, $150,000 of first mortgage 6 Ark., 3 per cent, preferred; 5 per cent, common.
per cent bonds of the Marietta Electric Company due in London (Ont.) Street Railway, 3 per cent.
1942 and $1,100,000 of two-year 5 per cent notes of the Manchester Traction, Light & Power Company, Man
Kanawha Traction & Electric Company due on June 15, chester, N. H., quarterly, 2 per cent.
1917. The Kanawha Traction & Electric Company has Nashville Railway & Light Company, Nashville, Tenn.,
authorized $1,500,000 of common stock and $1,500,000 of 6 quarterly, IV* per cent, preferred.
per cent preferred stock, cumulative after July 1, 1916. New England Investment & Security Company, Spring
Of the common stock $1,100,000 has been issued and of the field, Mass., 2 per cent, preferred.
6 per cent cumulative preferred stock $1,078,500 has been Omaha & Council Bluffs Street Railway, Omaha, Neb.,
issued. quarterly, 1% per cent, preferred; quarterly, 1 per cent,
Lake Erie, Bowling Green & Napoleon Railway, Bowling common.
Green, Ohio.—On June 25 Judge Killits of the Federal Dis Philadelphia Company, Pittsburgh, Pa., quarterly, 1%
trict Court at Toledo granted a decree for the sale of the per cent, common.
Lake Erie, Bowling Green & Napoleon Railway. The action Porto Rico Railways, Ponce, Porto Rico, quarterly, 1%
was taken in the case of the Union Trust Company against per cent, preferred.
the railroad. Scioto Valley Traction Company, Columbus, Ohio, quar
Lima & Honeoye Light & Railroad Company, Lima, N. Y. terly, 1% per cent, first preferred; quarterly, 1*4 per cent,
■—The Public Service Commission of the Second District preferred.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 39

Western Ohio Railway, Lima, Ohio, quarterly, 1% per

cent, first preferred. Traffic and Transportation
Winnipeg (Man.) Electric Railway, quarterly, 2V& per
cent. THE JITNEY BUS
ELECTRIC RAILWAY MONTHLY EARNINGS Washington Bus Line in Receiver's Hands — Regulatory
REPUBLIC RAILWAY & LIGHT COMPANY, NEW YORK, N. Y. Ordinances in Philadelphia, Rochester, Flint,
Operating Operating Operating Fixed Net Taunton and Newport
Period Revenues Expenses Income Charges Income
lm„ Apr., '15 $237,747 '$149,664 $88,083 $56,808 t$31,269 H. S. Wilson has been appointed receiver of the Metro
1 14 252,461 '152,176 100,285 56,050 J44.291 politan Coach Company, Washington, D. C, by Judge
4 15 962,584 '606,509 356,075 227,441 J128.894
4 14 991,579 '61S.246 373,333 222,733 $150,877 Gould of the District Court. It is announced that the com
INTERBOROUGH RAPID TRANSIT COMPANY, pany will continue to operate its herdic line in Sixteenth
NEW YORK, N. Y. Street N. W., between Pennsylvania Avenue and U Street
lm., Mav, '15 $2,904,773 '$1,280,115 $1,624,658 $911,861 *$786,463
1 14 2,948,937 '1,292,504 1,656,433 911,861 t810,296 under the direct supervision and management of Mr. Wil
11" " '15 30,744,300 '12,836,463 16,907,837 10,003,551 $7,470,966 son. Officials of the company consented to the appointment
11 14 30,800,728 '13,764,780 17,035,948 10,211,703 J7,391, 442 of the receivers to take over its business following the filing
CITIES SERVICE COMPANY, NEW YORK, N. Y. of a suit in the District Supreme Court against the com
lm., May, '15 $287,365 $14,358 $273,007 $40,833 $232,174
1 14 281,104 8,870 272,234 29,167 243,067 pany in which it was alleged that James O'Donnell had
12 15 3,952,800 143,095 3,809,705 478,333 3,331,372 been unable to collect on a judgment against the company in
12 " " '14 3,245,045 93,824 3,151,221 268,896 2,882,325
TWIN CITY RAPID TRANSIT COMPANY, March, 1915, for the sum of approximately $500.
MINNEAPOLIS, MINN, The Metropolitan Coach Company has had an application
lm., May, "15 $789,118 $499,383 $289,735 $137,153 t$154,937 pending before the Board of Public Utility Commissioners
1 14 806,123 472,114 334,009 133,979 J200.522 of the District of Columbia to authorize an issue of $150,000
5 15 3,821,110 2,544,657 1,276,453 668,218 J620.944
E" " "14 3,722,869 2,388,582 1,334,287 651,183 J687,454 in bonds. The commission would allow only $118,000 to
EL PASO (TEX.) ELECTRC COMPANY' cover necessary expenditures. In a letter to the Public
lm., Apr., '15 $76,698 '$43,293 $33,405 $4,201 $29,204 Utilities Commission. S. Dana Lincoln, president of the
1 14 81,419 '47,940 33,479 4,522 28,957 company, said in part:
12 15 1,016,196 '555,052 461,144 50,350 410,794
12 " " '14 937,340 '513,504 423,836 51,268 t379,567 "Referring to your letter of April 14 and with reference
PADUCAH TRACTION & LIGHT COMPANY, PADUCAH, KY. to the previously declared attitude of the commission with
lm., Apr., '15 $22,193 '$14,866 $7,327 $7,750 1*423 respect to our application for permission to issue $150,000
1"
12" "" '14 297,982
'15 23,941 '190,135
'16,677 107,847
7,264 91,767
7,666 t402
16,080 of bonds, we must repeat that the position taken by the
12 14 308,257 '198,023 110,234 91,302 18,932 commission is such as to make it impossible for us to
PENSACOLA (FLA.) ELECTRIC COMPANY finance our needs and therefore impossible to continue the
lm. Apr., '15 $20,472 '$11,433
•14,470 $9,039 $7,200 $1,839 operation of the Metropolitan Coach Company. As we
1" '14
■ir. 22,323 •159,168 ,853 7,170 683 have heretofore pointed out, the proposed issue of bonds
12 " •11 253,354 94,186 86,982 7,204
12 " 285,373 '180,072 105,301 84,079 20,822 would not, except as to the amount specified for new ve
SAVANNAH (GA.) ELECTRIC COMPANY hicles and garage, have increased the indebtedness of the
lm., Apr., '15 $65,689 '$40,959 $24,730 $23,225 $1,505 company. It would, however, have enabled us to put an
1 14 70,841 '47,761 23,080 22,875 205 existing debt (which was incurred in establishing and equip
12 15 829,427 '538,954 290,474 276,816 13,658
12 14 843,082 '559,719 283,363 273,522 9,841 ping the motor vehicle service) in such form that it could
PUGET SOUND TRACTION, LIGHT & POWER COMPANY, have been carried at the same time to the company's im
SEATTLE. WASH, provement plans that were being executed.. We have also
lm., Apr., '15 $605,180 '$394,582 $210,598 $181,325 $29,273 expressed the opinion that in applying to the case of this
1 14 702,770 '427,455 275,315 175,267 100,048
12 15 8,072,022 '4,905,546 3,166,476 2.141,107 1,025,369 company rules formulated with reference to the utilities
12 14 8,726,264 '5,028,377 3,697,887 2,088,304 1.609,583 of a wholly different character the commission takes the
NORTHERN TEXAS ELECTRIC COMPANY, position that makes a further attempt to continue operation
FORT WORTH, TEX.
lm., Apr., '15 $123,465 '$79,250 $44,215 $27,215 $17,000 unprofitable and impossible."
1 14 171,411 '97,861 73,550 29,354 44,196 The report of the company to the Public Utilities Commis
12 15 1.910,801 '1,077,722 833,079 321,636 511,443 sion of Washington for 1913, the latest available, contains
12" " '14 2,159,227 '1,207,272 951,955 292,732 659,223
JACKSONVILLE (FLA.) TRACTION COMPANY the following operating figures: gross receipts, $24,734; op
lm., Apr., '15 $52,076 '$36,425 $15,651 $16,255 t$604 erating expenses, $23,654, or 95.63 per cent of gross receipts;
1" " '14 62,836 '40.239 22,597 12,734 9,863 interest and taxes, $4,381 ; loss for the year, $3,301. At the
12 15 677,608 '459,907 217,701 160,143 57,558 beginning of 1913 the deficit was $119,121, making the def
12 14 711,162 '452,308 258,854 151,148 107,706
HOUGHTON COUNTY TRACTION COMPANY, icit at the close of 1913 $122,422. The cost of equipment is
HOUGHTON, MICH, given as $22,997, and current assets $1,181. Funded debt at
lm., Apr., '15 $21,850 '$11,812 $10,038 $5,580 $4,458 the close of 1913 was $95,600, and current liabilities $26,001.
1" " '14 24,344 '15,357 8,987 5.660 3,327 In 1913 the line carried 577,539 passengers paying regular
12 15 267,497 '173,886 93,611 66,805 26,806
12 14 290,491 176,943 113,548 67,491 46,057 fare, and it carried 243,068 passengers on transfers from
GALVESTON-HOUSTON ELECTRIC COMPANY, the Washington Railway & Electric Company's H Street line.
GALVESTON, TEX. A measure to regulate the operation of the jitney has
lm., Apr., '15 $152,211 '$98,241 $53,970 $36,058 $17,912 been passed by the Common Council of Rochester, N. Y.,
1 14 196,149 '109,759 S6.390 35,669 50,721
12 15 2,283,457 '1,256,641 1,026,816 434,963 591,853 and is now before the Mayor for signature. Vehicles carry
12 14 2,434,215 '1,375,662 1,058,553 432,240 626,313 ing five passengers are to pay a license fee of $50. Ve
DALLAS (TEX.) ELECTRIC COMPANY hicles carrying more than five passengers and not more
lm., Apr., '15 $131,945 '$85,308 $46,637 $33,394 $13,243 than ten are to pay a tax fee of $60. Vehicles carrying
1 14 179,086 '106,896 72,190 27,334 44,856
12 15 2,062,880 '1,182,824 880,055 396,994 483,061 more than ten passengers are to pay a license fee of $75.
12 14 2,270,136 '1,339,920 930,216 312,062 618,154 The bond required is $3,000 for each car carrying not more
COLUMBUS (GA.) ELECTRIC COMPANY than ten passengers and $5,000 for each car carrying more
lm., Apr., '15 $56,409 '$25,431 $30,978 $28,791 $2,187 than ten passengers. If an owner operates more than 100
1 14 55,234 '22,660 32,574 24,827 7,747
12 15 691,648 '309,939 382,009 340,043 41,966 jitneys he may give a blanket bond for $25,000. A number
12" " '14 636,108 '281,014 355,094 292,288 170,071 of owners operating more than 500 jitneys may unite in one
CAPE BRETON ELECTRIC COMPANY, SYDNEY, CANADA blanket bond of $50,000. The fare by jitney is to be not
lm., Apr.. '15 $25,164 '$15,337 $9,827 $6,449 $3,378
1 14 26,505 '16,695 9,810 6,427 3,383 more than 5 cents within the city. Jitneys are to be in
12 15 342.908 '207.650 135,258 76,146 57,112 spected once a month under the direction of the Commis
12 14 375,098 '210,677 164,421 74.560 89,861 sioner of Public Safety, who is also authorized to designate
BATON ROUGE (LA.) ELECTRIC COMPANY hours and routes of service. The ordinance will not revoke
lm.. Apr., '15 $14,517 '$8,998 $5,519 $2,146 $3,373
1 14 13,589 '9,256 4,333 2,109 2,224 any of the licenses granted previous to its adoption.
12 15 181,151 '112,335 68,816 25.070 43,746 The Council of Flint, Mich., has passed an ordinance
12 14 169,899 '110,502 59,397 25,258 34,139
•Includes taxes. tDeflcit. tlncludes non-operating income. regulating the jitney, effective on July 15. The measure
provides for a license fee ranging from $25 for five-passen
 40 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

ger buses upwards and for a bond of $5,000 to $10,000 for were 112 jitney accidents, causing injury to twenty-nine
buses of five to seven-passenger capacity and of $20,000 pedestrians and two deaths.
for those over ten-passenger capacity. The regular seating
capacity of the buses must not be exceeded. JITNEYS IN THE TEXAS COURTS
The ordinance committee of the City Council of Rich Judge Edward R. Meek of the United States Court for
mond, Va., has recommended to the Council for passage the Northern District of Texas, at Dallas, Tex., on June
an amended ordinance designed to regulate the jitney in 19, dismissed the bill in the cause of the Forth Worth
that city. The proposed ordinance requires an indemnity Auto Association vs. the City of Fort Worth. The judge
bond, fixes certain routes and limits the carrying capacity held that he had no jurisdiction in the matter as there was
of the vehicles. The committee after voting down several no federal question involved. From this decision it follows
amendments adopted a motion fixing the bond of the first that, in the opinion of Judge Meek, the original jitney ordi
car at $2,000, and $500 for each additional car. The license nance was not a contract and the passage of the amended
fees for cars are fixed according to the route and the ordinance, which made the first ordinance inoperative, did
number of passengers carried. The minimum license for a not result in confiscation of property and did not violate the
four-passenger car is $30 and the maximum license for a fourteenth amendment of the federal constitution.
nine-passenger car is $75. Before the hearing Judge Meek said that he had grave
A jitney regulatory ordinance has been passed in Taun doubts as to his jurisdiction in the matter, but in order that
ton, Mass. The measure provides that no vehicles shall be partiality might not be shown he decided to listen to the
operated for hire in Taunton until a license in the sum argument of the counsel. City Attorney Altman argued
of $100 has been obtained and that a bond in the sum of that the first ordinance was not a contract but a franchise
$5,000 shall be taken out for the first vehicle and one of and that the city had the right absolutely to terminate any
$1,000 for each additional vehicle. The drivers of vehicles license granted under the ordinance and should be per
licensed under the measure are not to carry in their vehicles mitted to make additional terms under which the jitneys
any passengers in excess of the designed seating capacity. should operate. He denied that any discrimination had
The police commissioners of Kansas City have rejected been shown or that the men would be unable to make the
the proposal of the Kansas City Jitney Association that bond as claimed. At the conclusion of the arguments,
one of their members be made a special officer to help Judge Meek requested that the ordinance, which was to
regulate traffic at the downtown jitney station, Twelfth have gone into effect on June 17, be suspended until he
Street and Grand Avenue. The starter of the association had time to determine whether a federal question were
said he had been assisting in traffic regulations, and involved. This suspension was granted by Mayor Tyra.
that if he had a commission he could work more effec On June 19, Mays & Mays, attorneys for the jitney union,
tively. The police board was averse to granting any special received a brief letter from Judge Meek in which he stated:
interest in transportation any authority over traffic, and "After careful consideration I have reached the conclu
the conclusion was that the police would continue to be the sion that the United States District Court is without juris
official regulators of traffic. diction to entertain the application for the injunction."
The City Commissioners of Austin, Tex., have passed When informed of the decision, Police Commissioner
an ordinance regulating the jitneys, the principal features Hurdleston said:
of which are provision for a license fee of $50 for five-pas "The ordinance is now in effect and the police will pro
senger cars, $75 for six-passenger cars and $100 for seven- ceed to enforce it without further instructions."
passenger cars; a bond of $2,500 for the injury of one per The jitney attorneys announced that an appeal would be
son in accidents and a bond of $5,000 for the maximum made to the Supreme Court of the United States.
damages which can be demanded by several persons who No decision has as yet been handed down by the Fifth
may be injured in a single accident. School children must Court of Civil Appeals on the hearing of the application
be carried for riot more than 3 cents when going to or from for an injunction sought by the jitney union to restrain
school. The ordinance prohibits the jitneys from operating the enforcement of the jitney ordinance by the city of
on Congress Avenue between Fifth and Ninth Streets. Dallas, Tex. The case was taken under advisement on
A jitney ordinance will go into effect at Newport, R. I., on June 12. The Court of Appeals remains in session until
July 5, 1915. The ordinance requires the operator to procure July 3, and it is expected that a decision will be rendered
a special annual license from the Board of Aldermen. Six on June 26. In any case the ordinance, by agreement, will
months' residence preceding the date of application is re not go into effect until July 15.
quired. The license is fixed at $2 per seat at the manufac Judge Marvin Brown of the Sixty-Seventh District Court
turer's rating, with a maximum fee of $50 per bus. The at Fort Worth, Tex., declined to release I. W. Sullivan, the
specification of stands is well covered in the ordinance. jitney driver, on his application for habeas corpus which
No license is to be issued until there is filed with the board was heard June 14. Sullivan was found guilty in the
an amount computed at the rate of $250 per seat, with ap County Court of violating the first jitney ordinance and
proved surety, conditioned in substance to pay all damages the decision was affirmed by the Court of Criminal Appeals.
sustained in the conduct of the business. Violation of the When the mandate of the Appellate Court was received by
ordinance is punishable by a fine not exceeding $50. the County Court, attorneys for the defendant applied for a
On June 30 City Councils of Philadelphia, Pa., passed an writ of habeas corpus on the grounds that the second ordi
ordinance establishing a 5-cent fare zone which the jitneys nance had repealed the first and that the defendant should
must traverse, extending on the north to Olney Avenue and not be punished for violation of an ordinance which no long- •
on the south to League Island, with Thirty-third and er existed. After hearing the case Judge Brown decided
Diamond Streets as an alternative northern terminus. On against the contention of the defendant. The case was
baseball days the jitneys may operate to Shibe Park. A promptly appealed to the Court of Criminal Appeals.
license fee of $50 must be paid for each machine and each A temporary injunction restraining the enforcement of
driver must be bonded in the sum of $2,500. The provision the Fort Worth jitney ordinance has been granted by Judge
of the ordinance requiring cars to traverse the entire zone Marvin H. Brown of the Sixty-seventh District Court on an
system caused a storm of protests from the jitney operators, application filed by the Auto Transit Company, a private
and it is said that they will petition the mayor to veto the corporation chartered for fifty years. Members of the jit
ordinance. On the same day that the regulatory ordinance ney union who have offered resistance to the ordinance in
was passed by Councils the June Grand Jury made its final the courts without effect, joined as intervenors with the
presentment to Judge Patterson in the Court of Quarter Auto Transit Company after the injunction suit was filed.
Sessions. The jury recommended fixed regulation of jitneys The petition holds that both the original ordinance and the
and held it to be to the city's interest to protect the earnings amended one are unreasonable, discriminatory, and void
of the Philadelphia Rapid Transit Company, inasmuch as and in violation of the Constitution of the United States
the municipality is interested financially in that corporation. and of the State of Texas. It is argued that the Northern
Dr. Ziegler of the Department of Public Health and Charities Texas Traction Company is operating street cars for hire
of the city has recommended that the drivers be forced to and is not required to pay any license fee or occupation
pass a rigid examination before being permitted to run tax, nor is it required to execute any sort of bond. A bond
automobiles. He reports that from April 1 to June 12 there of $500 was required by the court of the plaintiff.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 41

SEATTLE COMPANY TO RUN JITNEYS dealing with one class of such vehicles, as determined by
According to A. L. Kempster, general manager of the the nature of their business and the prices they charge, is
Puget Sound Traction, Light & Power Company, Seattle, not discriminative because of its lack of provision for the
Wash., the company will engage in the jitney business in regulation of other distinct classes of vehicles kept for hire.
that city. In discussing the plans of the company, Mr. The case was entitled No. 2906 ex parte M. T. Dickey, and it
is said to be the first decision by the highest court of any
Kempster said: State on the legality of jitney regulation in cities.
"Experience is showing us that the public demands faster
service. The time for romance and platonic consideration THE TENNESSEE JITNEY DECISION
of conditions is past. We will fight fire with fire. If the
public demands that we give fast service in small units, Abstract of Decision Rendered by Circuit Court Judge Hold
with correspondingly few stops, we shall do so. Not only
does the jitney cost us less to operate but it gives us a ing the State Law Unconstitutional
certain amount of freedom from franchise and public In a decision holding the Tennessee jitney law to be un
service regulation. How soon the new plan will go into constitutional rendered by Judge A. B. Pittman of the
effect is problematical, but we are ready to protect our Third Division of the Circuit Court at Memphis and re
property by giving the public exactly what it wants. As a ferred to briefly in the Electric Railway Journal of June
matter of fact, the saving in our rail upkeep and in the 26, page 1225, the court said in part:
care of overhead wire and in carhouse costs will pay the "It is not open to debate or doubt that the Legislature
cost of upkeep and repairs, and go a long way toward the may define and declare what constitutes a common carrier;
primary cost of such machines as we may be compelled that it may define and declare privileges; that it may
to purchase. classify different privileges for purposes of taxation, and
"The problem of whether the public wants motor service also for other purposes; that municipalities may regulate
is answered by decreased receipts. The company feels the use of its streets and impose such reasonable terms
that it can go further toward giving reliable service to the and conditions upon the users as it may deem wise. The
public through the jitney bus as a medium than can any only restriction under the constitution is that the classifi
individual. It goes without saying that we are responsi cations must be natural and reasonable and not arbitrary
ble. That is a big feature. There cannot be speed without and discriminatory.
an occasional smash-up. If we are willing to let our claim "The act under examination in this case declares the
department settle with real cash for any accident directly jitney bus to be a common carrier, and provides among
attributable to our service, we are doing the riding public a other things that such common carrier shall give a bond
service. Under the present bonding system, a month, two conditioned that such carrier will pay any damage that
months, three months may elapse before a claim is settled. may be adjudged finally against such carrier as compensa
With us, the presentation of proofs that we are blame tion for loss of life or injury to person or property in
worthy is sufficient basis on which to establish negotiations flicted by such carrier or caused by his negligence.
for a cash settlement. "Passing the question of the right to classify the jitney
"Great, big motor-propelled cars will never be run by so as to compel it to protect its passengers, what possible
the Puget Sound Traction, Light & Power Company as justification is there for classifying it so as to compel it to
mediums of transportation. The minute this is done the afford protection to the street-using public in general,
automobile is put into the class of the street car, with as when no such burden is placed upon owners of private
many stops and consequent loss of time. Neither will the automobiles ? Whatever might be said of the Legislature's
heavy freight business pass to the automobiles. The pack power to regulate the jitney as a carrier of passengers
age-carrying business was dropped by us many months and to require bond for the protection of such passengers
ago, and nothing is left now but the heavy freight and the the law leaves no room for doubt that the Legislature may
straight passenger-carrying business. Conditions at pres not impose upon the jitney a burden as to street using pure
ent are unusual, 'unordinary,' or remarkable, according to and simple not imposed on others using the streets in iden
the viewpoint, but the fact remains that if the public de tically the same manner.
mands the automobile, we shall furnish it and it will be a "I hold the act in question (being chapter 60 of the acts
service no citizen need be ashamed to patronize." of 1915) unconstitutional, and void, in that it is class legis
At present the electric railway pays Seattle 2 per cent of lation of the most glaring character, is arbitrary and
its gross earnings, but this will not be required of the sub discriminatory, and violative of the constitution of Ten
sidiary jitney company. The present revenue of $70,000 nessee. The relator herein will be discharged and the costs
a year to the city from this source will be reduced mate of this proceeding taxed against the city of Memphis."
rially, and other obligations, including that of building and
maintaining street paving, will be removed in a large meas DETROIT PURCHASE ULTIMATUM
ure. It is stated that the company's receipts have fallen The Board of Street Railway Commissioners of Detroit,
off about $2,000 a month on account of the jitney, which Mich., has sent an ultimatum to the Detroit United Railway
pays only a vehicle license to the city. The new jitney serv to the effect that unless the company accepts the terms of a
ice of the company will cover only short runs, as it is unnec purchase contract by July 6 all negotiations for the purchase
essary to enter long-haul traffic, which is unprofitable to the of the lines of the company within the one-fare zone will be
street cars and to the jitneys. It is even intimated that called off. For several weeks attorneys representing the city
the suburban service of the company will be curtailed on and the company have been holding conferences with a view
account of its unprofitable character. to drafting an agreement to provide for submitting the pur
JITNEY ORDINANCE VALID chase proposition to the electors, the understanding being
that the price of the property was to be fixed by the Circuit
An important decision has just been handed down by the Court of Wayne County. The Street Railway Commission
Supreme Court of Appeals of West Virginia upholding the has issued a statement to the effect that the company has
rights of cities of that State to regulate the jitney. The sought to get language into the agreement which would tie
city of Huntington had passed an ordinance on the jitney the hands of the court and be prejudicial to the interests of
bus with the usual restrictive provisions, requiring among the city, and in its ultimatum it gives notice that the com
other things from owners of jitneys the filing of a $5,000 pany must accept the contract as the city wants it or the
bond and a statement from the applicant as to the terminals commission will "proceed immediately to acquire a railway
and routes over which the cars were to operate and the by other ways and means." The ultimatum came as a sur
kours of their operation. The case was brought to the Su prise, inasmuch as frequent statements have been forthcom
preme Court on a writ of habeas corpus charging illegality ing from the commission indicating that the differences be
of the ordinance for a violation of which the relator was held tween the attorneys were largely with respect to details.
in restraint of his liberty. The company has not indicated what course it will pursue in
In its opinion denying this writ the court showed at length dealing with the latest phase of the purchase negotiations,
that every city in West Virginia had the power to limit and but it is highly improbable that the company will accept any
regulate the use of vehicles kept for hire and that it might agreement which it does not believe protects its interests
classify them for purposes of regulation, and an ordinance properly.
 42 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1

Wages Restored.—The Gulfport & Mississippi Coast said: "The history of free transportation in Los Angeles is
Traction Company, Gulfport, Miss., which reduced the written in the ordinances of the city. It began with the
wages of its employees last October, has restored them to Mayor and members of the fire department, and it has been
the former scale. increased gradually until the amount of free transportation
One-Man Cars in San Antonio.—The City Commission furnished by the Los Angeles Railway to the city of Los
ers of San Antonio, Tex., have granted permission to the Angeles amounts to more than $200,000 annually."
San Antonio Traction Company to use one employee on Operating Trailers in Washington.—As a result of ob
the cars of several of its local lines. servations made of the operation of trains of two small
Toilet Facilities Ordered.—The Public Utilities Commis open cars of the Capital Traction Company, Washington,
sion of Kansas has ordered the Joplin & Pittsburg Railway D. C, and of records kept by the commission and the com
to provide toilet facilities on all of its cars. The order is pany of accidents occurring on these cars, the Public Utili
based upon an act of the Legislature of 1915. ties Commission of the District of Columbia is of the opin
Accident in Brooklyn.—Slippery rails, due to a storm, ion that the operation of the small single truck open cars
caused a rear-end collision on the night of June 27 between in trains of two cars each with a single conductor in charge
a Vanderbilt Avenue surface car and a Culver line train, at of the train is not a menace to public safety. It has there
Neptune Avenue near Van Siclen station, Coney Island, in fore ordered that Section 13 of Order No. 21 of the com
which fourteen persons were injured. mission be amended to read as follows: "No trailer car
shall be operated for the purpose of carrying passengers
Fare Increase Suspensions.—The Public Service Commis unless there be a separate conductor or employee acting
sion of Massachusetts has suspended until Aug. 1 the pro as such for each car of the train; provided, that trains of
posed increase in passenger fares and fare limits on the small single-truck open cars not exceeding two cars each
Norfolk & Bristol Street Railway, and proposed increase may be operated with a single conductor in charge of the
in fares on the New Bedford & Onset Street Railway. train."
Traffic Interchange in Illinois.—An interchange of freight The Albany Service Case.—A conference was held at
has been arranged between the Illinois Traction System, Albany, N. Y., on June 23 between officers of the United
Peoria, and the Kankakee & Urbana Traction Company, Traction Company of that city and the members of the
Urbana, 111., intrastate tariffs being effective on June 12 Public Service Commission of the Second District of New
and interstate rates effective on July 10. All shipments York with respect to the order of the commission calling
are routed via Urbana, 111. for the purchase of forty cars, each with a minimum seat
Traction Lines to Feature the Liberty Bell.—The Fort ing capacity of forty passengers. Chairman Van Sant-
Wayne & Northern Indiana Traction Company and other voord said that the commission felt that conditions were
interurban lines entering Fort Wayne, Ind., will run excur correctly set forth in the data the commission already had,
sions into that city on July 6, when the Liberty Bell, en and that the order of the commission must be complied with
route to the Panama-Pacific Exposition in San Francisco, or the company, in accordance with the decision of the
will be exhibited in Fort Wayne. Appelate Division of the Supreme Court, must show that
High Speed Camden-Newark Service.—Fast through it cannot comply with it. It was finally agreed that the
service to New York every hour has been inaugurated by company should submit to the commission not later than
the Public Service Railway from Camden, opposite Phila July 6 an alternative plan for improving the equipment.
delphia, by way of Trenton and New Brunswick, to Newark, This plan may involve either the purchase of new cars
where connection is made with the Hudson & Manhattan or the rebuilding of the old ones, provided this can be done
Railroad. The running time is five hours, and the fare is in a satisfactory manner.
$1.45 for one way, and $2.60 for the round trip. The Shore Line Wage Agreement. — As stated in the
Seattle Service Case.—Federal Judge Neterer at Seattle, Electric Railway Journal of June 26, page 1226, the Shore
Wash., has signed an order allowing the Puget Sound Trac Line Electric Railway, Norwich, Conn., has agreed with its
tion, Light & Power Company to perfect an appeal to the trainmen to an advance of wages from a minimum of 22
United States Supreme Court on the order of the State cents and a maximum of 28% cents an hour to a minimum
Public Service Commission requiring the company to fur of 23 cents and a maximum of 29 cents an hour. While it is
nish a seat for every passenger, as well as to run its Alki a fact that the company has increased its wage rates prac
Point, Fauntleroy Park, and Ballard Beach lines beyond tically one-half cent in each grade, it has at the same time
the downtown termini provided by the company's charter. eliminated the overtime payment of 10 cents an hour and the
The Memphis Fare Case.—The case involving the efforts lunch checks. The original purpose of the lunch checks was
of the city of Memphis, Tenn., to compel the Memphis to protect the men who were detained from their homes or
Street Railway to issue transfers on tickets sold at the regular eating places, and as a consequence were put to an
rate of eleven for 50 cents, has been argued before the expense. Under the former agreement the men twice a year
State Supreme Court sitting at Jackson. A writ of man elected whether they would take box lunches or 25 cents. For
damus issued by the lower court was taken to the Appel the past year the company has not been asked for a lunch
late Court by the railway and went in favor of the com box, and the management felt that it would be fairer to all
pany. The city is aggressor in the present review of the the men if the money represented by the lunch boxes was
case in the highest court of the State. distributed among all the men rather than to a favored few.
The change in the rate of pay, as frankly stated to the men,
The St. Louis Skip-Stop Hearing.—Additional testimony will not add materially to the cost of operation of the com
was taken before the Public Service Commission of Mis pany, as the increase is very largely offset by the saving
souri in St. Louis on Jan. 26 in regard to the petition of which results from the changes previously mentioned.
the United Railways for permission to eliminate 770 stops The Value of Action.—A preachment to railway men
in the city. Application has been made to the commission that carries a valuable lesson was contained, no doubt un
by the company for a rehearing in regard to the order of consciously but none the less effectively, in an item pub
the commission requiring the company to construct certain lished recently in Louisville. Around it could be woven a
extensions and install loops. The requirements of the com second "Message to Garcia." It illustrates strikingly the
mission with respect to extensions and loops was referred value of independent action. On account of the lesson
to in the decision of the commission abstracted in the which it contains the Louisville (Ky.) Railway is calling
Electric Railway Journal of May 15, page 961. the attention of its trainmen to the item, which follows:
The Free Transportation Menace.—A tentative clause ". . . On Main Street, between Fifth and Sixth Streets (a
in a franchise for the construction of an extension in Los busy section of the street, traversed by cars of five impor
Angeles, Cal., has resulted in a statement from the Los tant lines, three of which loop there), a wheel came off a
Angeles Railway Corporation with respect to free trans wagon and blocked the line. In a very few minutes several
portation. The clause in question sought to extend the cars were tied up by the blockade. One man called the
courtesy of free transportation on all lines of the company wreck car and then they all stood around trying to talk
to all nurses of the health department. The company ob that
a man
wheelcame
backalong
on thewho
wagon.
could see
Thenthings.
something
He askad
happened
the
jected to this. S. M. Haskins of counsel for the company
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 43
driver to take out the wagon tongue, which they used as a
pry pole, chocked the wheels with a brick, and raised the Personal Mention
axle slightly and put the rim of the wheel under it; got a
new bight, raised it again, and put the hub under it, then Mr. R. H. Smith, formerly engineer of the Ogden, Logan
with another effort the wheel was on and the blockade re & Idaho Railway, Ogden, Utah, has been appointed man
lieved in just two minutes after the 'live wire' got there. ager of the Goldsboro (N. C.) Electric Railway.
The wreck car found a clear track."
Mr. John H. Adams, formerly chief engineer of the
Question of Authority in Canada.—The First Appellate Augusta-Aiken Railway & Electric Corporation, Augusta,
Court at Toronto, Ont., has granted the petition of the Ham Ga., has been appointed general manager of the Blue Ridge
ilton, Grimsby & Beamsville Electric Railway, Hamilton, Light & Power Company, Staunton, Va.
Ont., for an appeal against the decision of the Ontario Rail
way Board made some time ago to compel the company Mr. Timothy E. Byrnes, formerly vice-president of the
to place certain conveniences in the cars and stations, also New York, New Haven & Hartford Railroad, has estab
on the question as to whether the Dominion of Canada, once lished himself in Boston in his former business as legal
having declared a railway for the general advantage of adviser concerning railroad rates and transportation.
Canada, can subsequently withdraw that declaration. The Mr. John W. Wagner president of the German-American
company claimed that it was outside the jurisdiction of the Bank, Kansas City, Mo., and not Mr. John W. Brown, as
Ontario Board to require the company to install the conve previously reported, has been reappointed as a member of
niences, and that under a section of the railway act of 1888 the board of the Kansas City Railways to represent the
the railway was placed under the Dominion Railway Board, city.
which alone could exercise authority over it. Counsel for Mr. R. B. Stichter, vice-president of the Southern Trac
the company pointed out that the dominion by the railway tion Company, Dallas, Tex., has been granted a six months'
act of 1888 declared all railways crossed by the Grand leave of absence. Mr. Stichter will leave at once for Colo
Trunk and the Canadian Pacific Railways to be works for rado and expects to spend the greater part of his vacation
the general advantage of Canada. By an enactment of 1903, in the mountain resorts of that State.
which counsel for the compny challenges as ultra vires, the
dominion purported to limit this declaration to the crossings Mr. R. F. Blanchard has resigned as chief engineer of
only. For twenty year's his clients had considered them the power station of the Holyoke (Mass.) Street Railway to
selves under the Dominican Railway Board, and still did so. become associated with Mr. William Butler, formerly con
The question will be argued later on appeal. struction engineer of the Economy Fuel Company, Mat-
Lexington Arbitration Award.—The board of arbitration teawan, N. Y., in the firm of Blanchard & Butler, Boston,
which has been handling the case of Motorman Robert E. Mass., dealers in engineers' supplies. The employees of
Walker, discharged last summer by the Kentucky Traction the Holyoke Street Railway presented Mr. Blanchard with
& Terminal Company, Lexington, Ky., has reported, rein a traveling bag and toilet set as a token of esteem. He has
stating the motorman and awarding him $200 of back pay. been connected with the company for more than five years.
The proposition was referred to the board as a means of Mr. John J. Dempsey, who was elected president of the
compromising the strike which followed Walker's discharge. New York Electric Railway Association at the meeting at
The union men in the company's employ contended that Manhattan Beach on June 29 and 30, is superintendent of
Walker was dismissed through discrimination against the transportation of the New
union. The company urged that the dismissal was purely York Consolidated Railroad
for carelessness, which resulted in the wreck of an inter- (Brooklyn Rapid Transit
urban car. C. C. Bagby, a Danville attorney, was named System). Mr. Dempsey
umpire, the union chose its president, Robert Goss, and the started his railroad career
company its own superintendent, George McLeod. The de as a boy with the Lehigh
cision was a majority finding, holding that the company Valley Railroad. In 1894
acted in part from "unconscious prejudice" and that the he severed his connection
case did not merit such severe treatment. Supplemental as telegraph operator with
charges that the company discriminated against union em that company to take a po
ployees were dismissed by the board of arbitration as not sition as telegraph operator
sustained by the evidence. The minority report, by Mr. with the Brooklyn (N. Y.)
McLeod, pointed out that Walker had been dismissed in Union Elevated Railroad. He
good faith, "the opinion of the umpire to the contrary not remained with this company
withstanding," and that he would be reinstated in equally until June, 1897, when he
good faith. resigned to return to the
Peninsula Railway Fare Case.—F. E. Chapin, general Lehigh Valley Railroad as
manager of the Peninsula Railway, San Jose, Cal., has telegraph operator, from
issued a statement in regard to the recent fare decision of J. J. DEMPSEY from which position he was
the Railroad Commission of California, referred to in the promoted to yardmaster. In
Electric Railway Journal of May 8 on page 911. Mr. 1900 he left the Lehigh Valley Road and re-entered the
employ of the Brooklyn Rapid Transit Company as assistant
Chapin said in part: "The published reports in relation to dispatcher, from which position he was successively ad
the decision of the State Railroad Commission as to the vanced to dispatcher, trainmaster, chief dispatcher, assist
complaint of Palo Alto and Mayfield complaining of dis ant superintendent and finally superintendent of transporta
crimination in favor of San Jose, have been in error and tion.
have led to much confusion in the minds of our patrons.
Briefly, the decision of the commission is, first, that night Mr. W. S. Stanton, the newly-elected secretary-treasurer
excursion rates, which have been so lightly availed of by of the New York Electric Railway Association, is excep
the traveling public, can be withdrawn by the Peninsular tionally well qualified for the responsibilities of his office,
Railway; second, that the Sunday excursion rate from May- as during the past few years he has been secretary to two
field and Palo Alto to Congress Springs cannot be raised of the presidents of the association, Messrs. Peck and Ham
without discrimination in favor of San Jose, as it is now; ilton. Mr. Stanton was born in 1882, and his railway expe
third, that after allowing for the influence of 5-cent street rience began eleven years ago when he entered the service
railway fares which ordinarily should not influence inter- of the Schenectady Railway. He has remained with that
urban fares, but which sometimes cannot be avoided, dis system without interruption since that time, being engaged
crimination in favor of San Jose against Palo Alto and in various positions in the clerical department of the com
sometimes in favor of Los Gatos as against Palo Alto, is pany. For the past eight years he has held the title of sec
found, and exists to an extent that demands the revision retary to the general manager, Schenectady Railway, and
of existing rates. The present tariffs, which have developed he will retain that position in addition to his secretaryship
just as the road has grown are being revised accordingly, of the New York associations, as his central location and fa
but it should be apparent to all that the decision does not miliarity with association affairs will enable him readily to
in itself direct reduction in rates." combine the duties of both.
 44 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1
•Pocatello, Idaho.—Plans are being considered to build
Construction News an electric railway from Arbon, Oneida County, to Poca
tello. George Williams, Mayor of Pocatello, is interested.
Construction News Notes are classified under each head Peoria, 111.—The immediate construction of the interurban
ing alphabetically by States. line between Chillicothe and Peoria, which has been in the
An asterisk (*) indicates a project not previously re course of negotiation for some time, was assured at a
ported. meeting of the stockholders held in Chillicothe on June 15,
FRANCHISES at which the engineers who have been making the pre
New Britain, Conn.—The Connecticut Company has liminary survey were present. From the end of the tracks
asked the Council for a franchise to extend its lines from of the Peoria Railway at Riverview Park to the Santa Fe
Main Street to Myrtle Street, Grove Street, Broad Street, station in North Chillicothe will require the construction of
Washington Street, Farmington Avenue, and Common 15.26 miles of track, which, together with the necessary
wealth Avenue to a point 100 ft. beyond Farmington Ave poles, wires, power house and stations, will cost approxi
nue, New Britain. mately $500,000. E. F. Hunter, Peoria, is interested. [Dec.
'Lakeland, Fla.—Application is being made to the Coun 25, '14.]
cil for a franchise to construct a line in Lakeland in con St. Joseph Valley Traction Company, Elkhart, Ind.—
nection with a railway to extend to and through surround In connection with the paving of East Jackson Street this
ing towns, providing a similar franchise is obtained company plans to replace its present tracks, turnouts and
through and along the principal business and residence switches with new material. The track will be relaid with
thoroughfares. A committee of the Chamber of Commerce new open-hearth steel rails not less than 60 ft. long and
is working out the details and has been assured of the weighing not less than 90 lb. to the yard. The ties will
necessary capital as soon as the franchises and rights-of- be 6 in. x 8 in. and 7 ft. long.
way have been secured. Among those interested are G. C. Terre Haute, Indianapolis & Eastern Traction Company,
Rogan, M. F. Hetherington, Dr. S. F. Smith, W. F. Sneed, Terre Haute, Ind.—Citizens of Newcastle have filed a peti
and A. J. Holworthy. tion with this company asking that the company extend its
Newport, Ky.—Bids will be received until Aug. 2 by the city lines in Newcastle.
City Commissioner of Newport for an electric railway Southwestern Interurban Railway, Coffeyville, Kan.—
franchise. August Helmbold, Mayor. Plans are being considered by this company to extend its
Springfield, Mass.—The Springfield Street Railway has line from Winfield to the Albright Gardens near Oxford,
asked the Council for a franchise to construct a line along extending north through Mulvane to Wichita, where it will
Page Boulevard to East Street in Chicopee. connect with other interurban lines. It is proposed to con
Woburn, Mass.—The Bay State Street Railway has asked struct a line from Wellington to Mulvane to connect with
the Council for a franchise to alter and relocate its tracks the main line.
on Washington Street, Woburn. Bangor (Me.) Railway & Electric Company.—Work has
Farrell, Pa.—The Farrell & Mercer Railway has re been begun by this company double-tracking its lines on
ceived a franchise from the Council to construct an elec Harlow Street, Central Street and State Street, Bangor.
tric line in Mercer. This is part of a plan to build an Bay State Street Railway, Boston, Mass.—Work will
electric railway from Farrell to Mercer and New Castle. soon be begun by this company extending its double tracks
Lynchburg, Va.—The Lynchburg Traction & Light Com from the corner of Hampshire Street and High Street to
pany has received from the Council a franchise to extend Railroad Square, Lawrence.
its line from the Fair Grounds to Fort Hill. Work will be Springfield (Mass.) Street Railway.—Extensive repairs
begun at once on the extension. have been begun by this company in Springfield. The
company will retie the entire stretch of track on Walnut
TRACK AND ROADWAY Street from King Street to Hancock Street. The track will
Fresno (Cal.) Interurban Railway.—Construction of the also be repaired at Memorial Triangle and in the Winches
overhead work has been begun by this company on its ter Park section of State Street from Catharine Street to
line on Belmont Avenue from Fresno Avenue to Valeria the New England crossing. The present rails will be re
Avenue, extending on Valeria Avenue to Merced Avenue placed on Main Street on the west side of the north-end
and thence to J Street. green. The company is also at work on Elm Street be
Pacific Electric Railway, Los Angeles, Cal.—Plans for tween Park Street and Westfield Street, West Springfield,
the construction of four viaducts to span Macy Street, where 60-lb. rails will be replaced by 80-lb. rails and the
First Street, Fourth Street and Seventh Street to elimi same procedure will be followed at Tubb's Hill on West-
nate the dangerous grade crossings are being prepared by field Street. The 7-in. rails on the Sumner Avenue line
the Board of Public Utilities for presentation to the Coun between the carhouse and the crossing will be removed and
cil. The plans tentatively worked out by the Board of replaced by heavier rails.
Public Utilities provide that the cost shall be borne one- Worcester (Mass.) Consolidated Street Railway.—Work
half by the steam roads and one-half by the city, the has been begun by this company laying new rails on West
county and the Pacific Electric Railway. The total cost of Boylston Street, Worcester, between Chadwick Square and
the four viaducts will be $3,500,000. the fair grounds.
San Diego, Cal.—Lewis R. Kirby reports that, owing to Gulfport & Mississippi Coast Traction Company, Gulf-
the failure of the El Centro trustees to concede a satisfactory port, Miss.—Among the improvements being made by this
route and conditions of operation for the proposed electric company is the rebuilding of all bridges on its line from
railway between El Centro and Imperial, and because of Biloxi and Pass Christian and the replacement of all defect
general business conditions, the plan of constructing the rail ive poles.
way has been abandoned, at least temporarily. [May 2, '14.] Metropolitan Street Railway, Kansas City, Mo.—Plans
Municipal Railways, San Francisco, Cal.—The Mission are about completed for the single-deck viaduct and bridge
Promotion Association has asked the Board of Supervisors to replace the Central Avenue double-deck structure over
to extend some of its lines in San Francisco. The line the Kaw River. At present the elevated structure of the
which the association urges most strongly is the extension Metropolitan Street Railway connects with the second deck
of the Potrero Avenue branch from Tenth Street and of the Central Avenue bridge. The roadway on the lower
Potrero Avenue along Division Street and thence to the deck extends on the ground level several hundred feet and
Southern Pacific station at Third Street and Townsend connects with a viaduct that reaches the higher street level
Street. From this point the extension would continue to at the bluffs of Riverview. The new viaduct will be a single
the Pacific Mail docks and to the waterfront. deck and will be about the present level of the upper deck.
Mount Carmel Railway, Hamden, Conn.—Willis M. Cook There will be viaduct approaches connecting with the road
advises that the project to build an electric line from the way viaduct and approaches to the lower level roadway of
terminal of the Connecticut Company's line to the top of the east side of the Kaw River. The total cost of the
Mount Carmel has been abandoned. [Oct. 4, '13.] bridge and viaduct will be $450,000.
 July 3, 1915] ELECTRIC RAILWAY JOURNAL 45
United Railways, St. Louis, Mo.—This company has re Nashville, Springfield & Northern Railroad, Nashville,
ceived permission from the Board of Public Service to lay Tenn.—Surveys will soon be begun by this company on its
double tracks across the new Jefferson Avenue Viaduct, St. proposed line between Nashville, Springfield, Clarksville,
Louis. Tenn., and Franklin, Ky. [June 19, '15.]
Lincoln (Neb.) Traction Company.—This company has Virginia Railway & Power Company, Norfolk, Va.—This
received permission from the Council to tear up its N company reports that it has made about $25,000 worth of
Street line and relay the track on K Street, Lincoln. The improvements at Ocean View in the way of new amuse
company will begin work on the K Street line at once, ment devices and remodeling the hotel. An entirely new
and will maintain service on N Street until the new line is bulkhead has also been constructed.
ready to carry traffic. •Wheeling, W. Va.—Plans are being contemplated to
Brooklyn (N. Y.) Rapid Transit Company.—Bids are de construct an electric railway from Wheeling, W. Va., to
sired by the Public Service Commission for the First District Baltimore, Md., via Fairmont and Grafton. Preliminary
of New York for furnishing approximately 37,800 tons of surveys will be made at once. The Pennsylvania Electric
open-hearth track rails and about 2400 tons of open-hearth & Lighting Company, Valley Falls, is interested.
guard rails for equipping the new lines of the dual system.
SHOPS AND BUILDINGS
Brooklyn (N. Y.) Rapid Transit Company.—The Public
Service Commission for the First District of New York Arkansas Valley Interurban Railway, Wichita, Kan.—
will open bids on July 20 for the construction of Section This company has purchased a site 66 ft. x 66 ft. at 111
No. 1 of Route No. 49, a part of the Culver line. This a Second Avenue East, Hutchinson, where its new terminal
three-track elevated railroad, which will connect the Fourth station will be erected. It is planned to construct a wye
Avenue subway through Thirty-eighth Street and Graves- into the station off Second Avenue. The cost of the prop
end Avenue with Coney Island. Section No. 1 extends erty was $6,850.
from a point in Thirty-seventh Street 246 ft. southeast of Lewiston, Augusta & Waterville Street Railway, Lewis-
Tenth Avenue under private property and intersecting ton, Me.—This company has completed its freight station
streets to Gravesend Avenue and over Gravesend Avenue at Lincoln Street, Lewiston.
to a point about 525 ft. south of Bay Parkway (Twenty- New York Municipal Railway Corporation, Brooklyn,
second Avenue). N. Y.—Contracts for the construction of eight elevated
International Railway, Buffalo, N. Y.—This company is railroad stations in connection with the third-tracking of
rebuilding its Niagara Street line from Forest Avenue to the Broadway elevated railroad in Brooklyn, submitted by
Hertel Avenue with a concrete roadbed and heavier rails. the New York Municipal Railway Corporation, have been
The East Utica Street line is also being rebuilt on Ken approved by the Public Service Commission for the First
sington Avenue from the Erie tracks to Bailey Avenue. District of New York. The proposed stations are at Hewes
Interborough Rapid Transit Company, New York, N. Y. Street, Lorimer Street, Flushing Avenue, Myrtle Avenue
—This company has received permission from the War and Broadway, Kosciusko Street, Gates Avenue, Halsey
Department to construct a bridge over the Bronx River at Street and Chauncey Street.
Westchester Avenue. The bridge will carry the tracks of Salt Lake & Ogden Railway, Salt Lake City, Utah.—
the Pelham Bay Park branch of the Lexington Avenue sub Pending the construction of a new terminal station, the
way, which at this point runs on an elevated structure. A depot offices of this company, with the exception of the
permanent bridge will be built with a clearance of 61 ft. freight department, have been removed to the temporary
above mean high water. terminal at Third South Street and First West Street, Salt
Poughkeepsie City & Wappingers Falls Electric Railway, Lake City, which will be used jointly with the Salt Lake &
Poughkeepsie, N. Y.—This company plans to spend about Utah Railroad. Passenger train service was inaugurated
$150,000 for improvements, including the reconstruction of on June 19.
track and extension of double track. POWER HOUSES AND SUBSTATIONS
New York State Railways, Rochester, N. Y.—This com Metropolitan Street Railway, Kansas City, Mo.—This
pany has been asked to double track its line on North company has ordered one 3000-kw., 575-volt d. c, six-phase,
Street, Rochester. twenty-five-cycle, 250-r.p.m. compound-wound commutating
Western Ohio Railroad, Lima, Ohio.—Plans are being pole rotary converter; three 1000-kva., single-phase, twenty-
considered by this company to extend its line from St. five-cycle, 6600-volt high-tension to rotary voltage low-
Mary's south to Covington, via Minster and Fort Laramie. tension air-blast transformers; one blower outfit for the
Toledo, Bowling Green & Southern Traction Company, above transformers and three-panel switchboard for the
Toledo, Ohio.—Plans are being considered by this company control of same. The contract for this apparatus has been
to extend its line from Findlay to Kenton. placed with the Westinghouse Electric & Manufacturing
Toronto, Ont.—The Ontario Hydro-Electric Power Com Company.
mission has completed surveys for the construction of the Ephrata & Lebanon Traction Company, Mauch Chunk,
proposed railway from Toronto to Montreal and Ottawa. Pa.—This company reports that it has completed and placed
Plans have also been prepared for the construction of a in operation its two substations at Iona and Clay in con
radial railway to extend 60 miles north and west of Lon nection with its change from storage battery to overhead
don, Ontario. operation.
Lehigh Valley Transit Company, Allentown, Pa.—It is re Ogden, Logan & Idaho Railway, Ogden, Utah.—Two sub
ported that this company will begin work in the fall on a stations will be built by this company, one at the Utah
new route through Center Valley on its Philadelphia divi Hot Springs and the other at Deweyville, to care for the
sion. It is proposed to remove the tracks to private right- distribution of power for the entire system between Ogden
of-way for about 2 miles. and Preston. Each station will cost about $35,000, includ
Easton & Washington Traction Company, Easton, Pa.— ing equipment.
This company plans to construct a line between Washing Kanawha Traction & Electric Company, Parkersburg,
ton and Hackettstown, N. J., extending along Lake Hopat- W. Va.—Preliminary work has been begun by this com
cong, 19 miles. pany for the construction of a power plant at Parkersburg,
McConnellsburg & Fort Loudon Railway, McConnells- 140 ft. x 90 ft. The structure will be of brick and concrete.
burg, Pa.—Bennett & Randall, contractors, plan to begin The condensers will be placed in a pit and the turbines will
work at once on this company's line from McConnellsburg be installed on the floor immediately above. The cost is
to Fort Loudon, 10 miles. [May 8, '15.] estimated at $500,000. Sanderson & Porter, engineers.
Scranton & Binghamton Traction Company, Scranton, Wheeling (W. Va.) Traction Company.—This company
Pa.—During the year this company plans to spend about will discontinue the operation of its power plant at Ben-
$1,000,000 in building a 20-mile extension of its line, and wood, but will hold the plant in readiness for emergency
3000 tons of rail will soon be delivered for use in the con service. The new main power plant located at Forty-second
struction of the line. Street, Wheeling, has been completed.
 46 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 1
the Pearson Engineering Corporation for one of its South
Manufactures and Supplies American customers; the Erie Railroad, New York & Long
Island Traction Company, Pittsburgh Railways, and United
ROLLING STOCK Traction Company, Albany, N. Y. The Dayton company is
now arranging to install recorders for trial for the Minne
New York & Queens County Railway, New York, N. Y., apolis & St. Paul Suburban Railroad and the Jamestown,
expects to order immediately six double-truck end-entrance Westfield & Northwestern Railroad, Jamestown, N. Y.
cars.
Carolina, Greeneville & Northern Railway, Greeneville, ADVERTISING LITERATURE
Tenn., a new line, is preparing specifications for rolling Dayton Fare Recorder Company, Dayton, Ohio, has issued
stock. F. A. H. Kelley, Greeneville, is chief engineer. a folder describing its various types of fare boxes. Inclosed
Isthmian Canal Commission, Major F. C. Boggs, general with the folder is a photographic reproduction of a record
purchasing officer, will receive sealed proposals until Aug. card produced on this company's fare box recorder.
16 for twelve electric towing locomotives for canal locks. Railway & Industrial Engineering Company, Pittsburgh,
Hutchinson (Kan.) Interurban Railway has purchased a Pa., has issued a catalog showing the application of Burke
Westinghouse 323-A motor equipment for one new steel horn gap apparatus in connection with a few of its sta
semi-convertible passenger car mounted on Dupont single- tionary designs of outdoor substations. Views and diagrams
trucks. in the catalog show these installations as applied to the
Corpus Christi Railway & Light Company, Corpus Christi, Wheeling Electric Company, Virginia-Western Power Com
Tex., has ordered, through A. W. Burke, Wilmington, Del., pany, Ohio Electric Railway, Steubenville & East Liverpool
eight steel single-track one-man cars from the Southern Railway & Light Company, Wilmington & Philadelphia
Car Company. Traction Company, Georgia Railway & Power Company,
Ogden, Logan & Idaho Railway, Ogden, Utah, reported in Central Illinois Public Utilities Company.
the Electric Railway Journal of June 26 as having or National Tube Company, Pittsburgh, Pa., has just issued
dered six trailers, has awarded this contract to the American a de luxe catalog of the material manufactured at the
Car & Foundry Company. The cars are all-steel and 65 ft. Kewanee works of the company. It is entitled "Catalog J"
in length. and contains 450 pages, printed in two, and in some places
Eastern Pennsylvania Railways, Pottsville, Pa., is having three, colors. An idea of the completeness of the book may
built by The J. G. Brill Company one all-steel car to be be derived from the fact that the index embraces approxi
equipped with GE-90 four-motor equipments. The car is mately 1800 entries. This material includes "National"
designed for experimental operation in both city and inter pipe for steam, gas, water, and air; cast-iron, malleable-
urban service. iron, and brass fittings; "Kewanee" unions and "Kewanee"
specialties; brass and iron body valves, cocks, etc.
TRADE NOTES General Electric Company, Schenectady, N. Y., has is
Frank R. Farnham has joined the staff of Walter B. sued Bulletin No. 47,050, describing this company's line of
Snow, publicity engineer and advertising agent, Boston, small plant switchboards made up of standard units in
Mass. Mr. Farnham was at one time with the McGraw various combinations. The line provides for a great
Publishing Company. variety of conditions in small plants where panels of sim
Westinghouse Electric & Manufacturing Company, East ple and inexpensive design are required. They are designed
Pittsburgh, Pa., has received an order for one 6-kw. combi for 125-volt and 250-volt, d. c, two-wire service, for gen
nation trolley and storage battery gathering locomotive eral power and lighting purposes. These units are de
equipped with two No. 904 motors and Nonclad Exide bat scribed and illustrated in detail, various combinations are
teries. illustrated, dimensions are given, and panels designated by
catalog numbers. The publication contains wiring dia
Curtain Supply Company, Chicago, 111., has received or grams and a list of accessories.
ders for Ring No. 48 fixtures and Rex rollers for the ten
cars recently ordered by the Wilkes-Barre & Hazleton Rail United States Steel Corporation, New York, N. Y., has is
way, Hazleton, Pa., the ten cars ordered by the Lehigh Trac sued in pamphlet form an extended description of its exhibit
tion Company, Hazleton, Pa., and also from the Long Island and those of its subsidiary companies at the Panama-Pacific
Railroad and Miami (Fla.) Traction Company. Exposition at San Francisco. The pamphlet contains a
number of illustrations showing the most interesting ap
Standard Underground Cable Company, Pittsburgh, Pa., paratus shown. Among the exhibits which will attract par
has been awarded a gold medal by the international jury ticular interest of electric railway men are rail sections,
of award, Panama-Pacific International Exposition, for its special work and electrically-welded joints of the Lorain
exhibit of a complete line of electric wires, cables and cable Steel Company, rolled steel and forged steel wheels, heat-
accessories. This is the seventh award of this degree which treated axles and steel ties of the Carnegie Steel Company,
has been received by this company in as many different trolley poles and other tubing and pipes of the National
expositions. Tube Company, and rail bonds, insulated wire and fencing
Western Electric Company, New York, N. Y., has been of the American Steel & Wire Company. Some interesting
awarded the following medals by the international jury of statistics of the history, output and organization of the
award of the Panama-Pacific International Exposition: The United States Steel Corporation are also given in the
Grand Prix for the exhibit as a whole; gold medals, one pamphlet.
for telephone switchboards and equipment, another for
telephone train dispatching and control apparatus, and a NEW PUBLICATION
third for insulated wires and cables. Shall the Government Own and Operate the Railroads, Tele
Esterline Company, Indianapolis, Ind., manufacturer of graph and Telephone Systems? The Negative Side,
"Golden Glow" headlights, reports a change in the terri published by the National Civic Federation, 1 Madison
tory of its Southeastern representation. The Walker-Smith Avenue, New York. Paper, 119 pages; price, 50 cents.
Company of Baltimore will now handle the sale of "Golden In this pamphlet are contained the papers presented on
Glow" headlights in Delaware, Maryland, Virginia and Dis the negative side of municipal and government ownership
trict of Columbia only. New representatives will be ap of public utilities at the meeting of the National Civic
pointed for the States of North Carolina, South Carolina, Federation in New York, Dec. 4, 1914. The authors are
Alabama, Georgia and Florida. Prof. Jeremiah W. Jenks, Ex-Senator Jonathan Bourne, Jr.,
Dayton Fare Recorder Company, Dayton, Ohio, received F. G. R. Gordon, and James W. Sullivan. A report of this
orders from the Louisville & Interurban Railroad, Louis meeting and abstracts of the papers were published in the
ville, Ky., and the Cleveland & Eastern Traction Company, Electric Railway Journal at the time, but the complete
Cleveland, Ohio, for large installments of its new inter papers should be helpful to all who are interested in this
urban fare recorders, following sixty-day trials of the re very live subject. The extended experience of all the
corders in service. This manufacturing company has also authors enables them to speak with authority and to
recently secured contracts for recorder equipments from marshal facts which are convincing.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY JULY 10, 1915 No. 2

LOSING On many large railroad systems it time that otherwise would have been wasted in unneces
TIME IN is often most difficult for a com sary wrangling. The firm grasp took the sting out of
TERMINALS pany to avoid losing time in ter the nettle.
minal approaches, on account of the magnitude of
traffic, with its great diversity of origin concentrated MINIMUM CAR The report on clasp brakes made
upon a limited trackage. In interurban electric railway WEIGHTS FOR by a Master Car Builders' com
practice, street traffic often reduces schedule speed un CLASP BRAKES mittee some weeks ago at Atlantic
duly in the last stages of a journey, but this also can City constituted a very satisfactory indorsement of the
not be helped in a good many instances. What can be device on the basis of experience obtained to date.
helped, however, is unnecessary delay in entering ter There was, however, one feature of the report that
minals in smaller places where ample room in the streets serves also as an excellent argument for the use of the
is available, or where the trackage conditions are favor semicircular brass, at least by electric railways, in
able to good service. Sometimes the construction of preference to the clasp brake as a means for eliminat
a short section of double track in a terminal city of ing the hot boxes due to journals that shift out from
moderate size is of great value in enabling in-bound beneath their brasses under emergency applications.
and out-bound interurban cars to make fast time with This was the establishment by the committee of a min
out waiting to pass slow-moving locals, whether the imum car weight for clasp brakes, it being recom
latter are on or off schedule. Again, by avoiding stops mended only that cars weighing more than 96,000 lb.
considerably in advance of the destination to read reg should be provided with them, and as there are very
isters, adjust running boards or other details which few electric railway cars whose weights even approach
may better be handled at the end of the route, time may this figure the average interurban car, on the M.C.B.
be clipped off the total run, with the resulting improve basis, would seem to be exempt from the necessity for
ment in the schedule. clasp brakes. Undoubtedly, the establishment of this
minimum weight was on the grounds of expense, the
JUDGING HUMAN In a paper at the Pacific Claim limit of 12,000 lb. per wheel being set bv the prohib
NATURE IN LEGAL Agents' Association, reported in itive pressures per shoe involved with standard rig
DEPARTMENT «.!.+• n v v j
the last issue, C. F. Young, ad ging for the higher wheel loads rather than by any
juster Puget Sound Traction, Light & Power Company, doubt in the value of the clasp brake for lighter cars.
emphasized the necessity on the part of the claim inves Of course, it has been demonstrated that the shifting
tigator of ability to combine tact with firmness. The of journals depends upon the percentage of braking
same principle applies very appropriately to another field pressure and not upon the actual weight on the wheel,
of the legal department, that of the attorney engaged-in and if clasp brakes are going to be considered too ex
hastening the vacating by owners of property legally pensive for ordinary cars the only apparent alternative
condemned for a new right-of-way. The necessity for is the use of the semicircular brass if the journals are
handling different types of people in totally different to be kept in place.
manners was shown recently by a certain lawyer's per
sonal experience in such work in an important Eastern RIVETING An objection to steel pressings as
city. With some owners a polite explanation of the situ WITH STEEL opposed to castings has recently
ation which legalized the condemnation of property was PRESSINGS been raised on the ground of the
sufficient to carry conviction of the railway company's necessity for riveting on lugs, fixtures and the like
authority to take possession and honesty of intention instead of having them cast integral with the original
to settle fairly, but with the more ignorant landowners piece. Apparently the major part of the complaint is
it was found that a tone of politeness was often mis based on experience with riveted joints that have worked
taken for suavity as a veil for unscrupulous motives. loose, and it cannot be denied that this has been far
Continued politeness only served to excite their sus from uncommon in electric railway work in the past.
picions, and cause them to classify the attorney and It is also true, however, that much of the riveting work
his company among the members of the Jack Sheppard that is done in electric railway repair shops is by no
Club. Experience taught that an answer of unmistaka means up to the best standards, and it is hardly proper
ble sternness to such resentful utterances had the effect to condemn the process in general because of failures
of immediately quieting both the objections and sus that could undoubtedly have been avoided by proper
picions of the property owners. Severity and firmness care in fabrication. Riveting, when properly done, is
in this case encouraged respect and thus saved much infinitely superior to any other method of making up
 48 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

a joint, and so far as reliability in attaching lugs is semination of such data the industry benefits, and the
concerned it gives results quite as good as those ob giver is in no wise impoverished.
tained by pouring the projections solid on a steel cast
ing and better than those obtained when cast iron is CONSTRUCTING STEEL TOWER LINES
used. As compared with welding the riveted joint is A group of papers presented at the recent A. I. E. E.
distinctly preferable because it can be separated and convention dealt with the very important matter of the
remade at the expense only of cutting off the rivet heads construction of tower lines. One may at the present
and redriving them as desired, yet when once in place time say that the steel tower on about 500-ft. or 600-ft.
the strength of the construction is definitely known spacing has become the standard construction for high-
and does not depend, as does the weld, upon a compli voltage transmission lines. At first towers were very
cated metallurgical process and a granular structure of crude in design and generally erred either on the side of
the affected metal that is absolutely hidden from sight. insufficient strength or of being made abnormally heavy
All that is required is that the riveted pieces shall be in the attempt at improvement. As things stand to-day
firmly clamped together and that the rivet holes shall there are available steel towers which have been really
be rough-reamed before the rivet is driven. A high designed for the purposes for which they are to be
grade of rivet steel and the use of pressure riveters used, and the old difficulties have for the most part dis
are largely incidental. Years of experience with loco appeared. Yet it is perfectly certain from the per
motive boilers have shown this beyond a doubt, because formance of tower lines that there is a good deal to
there the riveted attachments never give the slightest be learned yet about economical design and construc
trouble notwithstanding the continuous vibration and tion. The convention papers to which we have refer
extraordinary strains set up by the wide temperature ence deal in the main with one important and rather
changes. neglected consideration, that is, the foundations of the
towers. Whether the tower itself is designed to be a
LIBERALITY It is a pleasure to commend the rigid structure or to have a considerable degree of
WITH American Institute of Electrical flexibility, as in some of the A-frame structures, the
COST DATA Engineers and the railroads which working strains come ultimately upon the foundation.
co-operated for their respective enterprise and liberality It is not difficult to design beforehand a tower suffi
which made possible the publication of data of costs of ciently strong to stand the maximum stresses imposed
construction and operation of different types of contact upon it without buckling. This does not, however, in
systems. This was a unique feature of the Deer Park sure it against tipping over or against being forced
convention, one which was the cause of surprise as well into a position where the added load may cause actual
as congratulation. Even assuming the necessary will failure. The tower is meant to do its work when stand
ingness on the part of the possessors of the valuable ing erect and in its normal position, and if pulled out
data, the reduction of the information to form for com of it through lack of foundations it may absolutely tip
parison was no light task. One writer of a paper based over or be twisted out of shape. The foundation work
his conclusions on entries filling 250 foolscap pages, the consists essentially in bolting the base of the tower to
figures being drawn direct from the railroad company's anchors of one sort or another sufficiently embedded in
job records and requiring an analysis of these. Another the ground to resist the turning moment of the base.
element in the success of the program laid out by the In the papers before us two forms of foundation are
railway committee of the institute was its definiteness. chiefly considered: Steel anchors, usually of tripod
The study was confined to one part of the field, contact form, so embedded that they will not pull out, and con
systems. In this restricted region attention was fo crete masses of the general form of an inverted mush
cused upon the particular things likely to interest and room with embedded bolts or angle irons to which the
prove of value to railway men. The result speaks for steel structure is secured. As between these two types
itself. The lesson in it all seems to be that the old pol the choice seems to be chiefly based on the local condi
icy of hoarding cost data by railroads is on the wane. tions. Either can be made adequately strong to hold
Electric railways are committed to the policy of pub up the tower under all practical conditions. It has been
licity and, like charity, this should begin at home. They actually shown that in some cases one form is cheaper
must serve each other as well as the public, and one and in other cases the other, each in its own situation
effective way to do this is through the interchange of being adequately strong. On the lines of the Pennsyl
information which will lead to more economical construc vania Water & Power Company it was found that the
tion and maintenance. The pocket notebook of many a mushroom concrete foundation could be installed more
master mechanic and engineer contains information rapidly and at lower cost than the steel used on the
whose value would be enhanced by circulation, for such first tower line of the company. On lines elsewhere the
circulation would stimulate others to like liberality. An reverse situation has occurred.
example of the kind of information which is of great The moral of the discussion seems to be that with
value to operating men was printed in the issue of the any given tower the best form of foundation must be
Electric Railway Journal for June 26, page 1214. determined for the situation in which the tower is to
By giving these figures the Los Angeles Railway Cor be used, irrespective of experience elsewhere. The
poration shows a real willingness to serve. By the dis nature of the ground, the cost of labor, the cost of
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 49

concrete, and transportation all play their part, and questioned whether some of the destructive strokes were
the indications are that it is wise before settling so not due to gradually lessening strength of the insu
important a question actually to try out the towers to lators, caused by continued use and mechanical and
be used under the stresses for which they are designed electrical strains. Mr. Bang's investigation of the insu
and with several types of foundation. The cost of lators by periodical resistance tests shows a somewhat
such experimentation is small compared with the dif disquieting state of affairs. Normally they were in
ference in final expenditure which can thus be deter first-class condition, but about one disk in seven or
mined. There seems to be no advantage in pushing eight, after several years' service, showed a very great
such tests to the limit of breaking down the tower. It falling off of the resistance, practically rendering the
may be theoretically interesting to know whether with injured disk useless. This was traced to two different
a given foundation the foundation itself will break or causes, first superficial cracks, usually on the head of
lift or the tower crumple under extraordinary stresses. the disk, apparently developed from mechanical strains
The practical demand is merely whether the foundation internal or external, and, second, failure of insulation,
is fully adequate to endure the stresses incurred when again usually at the head of the disk, not through
the tower is loaded to the designed point, with due cracking, but through a slight porosity of the porcelain,
regard to a proper factor of safety. the effects of which seem to be cumulative with long
exposure to moisture.
LINE INSULATION The moral appears to be that in the present state
Mr. Bang's institute paper on the operation of the of affairs it is wise to make megohm tests of insulators
transmission lines from the great plant on the Susque from time to time to see whether any of them have be
hanna into Baltimore, originally presented in Baltimore come unreliable. Whether a similar condition holds
and brought up for discussion at the convention last for the pin-type insulators, more frequently used than
week, brings to the front the ever-present insulation the suspension insulators for the comparatively mod
problem. The three circuits of aluminum cable which erate voltages of railway transmission, remains to be
form this transmission system have apparently condi seen. The situation as regards strains is quite different
tions not unfavorable to continuity of service. . They in the two forms, and at the commoner voltages also
are carried on steel towers provided with grounded comes in the difference between glass and porcelain with
cables for protection against lightning, are worked at a respect to this particular kind of deterioration. Most
voltage which cannot be considered exceptionally high, lines use porcelain insulators, but in a great many cases
and are supported on suspension insulators having a glass is an effective substitute, and the relative relia
large factor of safety, much larger than is found on bility of the two materials as respects the progressive
similar circuits using pin-type insulators. Nevertheless decrease in insulation- deserves attention.
the partial or complete interruptions of service have The most suggestive portion of Mr. Bang's paper
averaged more than a score per year, and of this num deals with preventive measures to avert the damage
ber the vast majority have been due to lightning, al following the lightning stroke. The real mischief is
though the lines are protected not only by the ground done by the arc which follows a breakdown of the insu
wires but by electrolytic arresters which, on the whole, lation, and two devices tried seem to have proved effec
are perhaps the most satisfactory form of arresters yet tive in putting this arc out of business before the insu
produced. Lightning is, of course, a contingency to be lation was permanently destroyed. Both are described
treated as always dangerous, especially when a direct as in use here, and they have seemed to give promise
stroke falls upon the line. Generally the arresters at of filling a very important function in line protection.
the ends of the line are sufficient to keep the discharge One is a relay device for shunting the arc with a fuse
from doing damage in the station, although now and as soon as it is established, thereby killing it, and then
then there are failures. clearing the line by the destruction of the fuse. The
The damage on the line, however, is a different matter other drops the excitation of the machines until the
for it is strictly local. Hence the presence of arresters arc gives out and then re-establishes the field. The
somewhere else on the circuit makes very little differ former can be made to act very quickly so that there is
ence so far as damage to insulators is concerned. The little risk of either damage to lines or of losing syn
situation seems to have been, on the circuits which Mr. chronous load. The latter operates more slowly but
Bang studied, that a powerful lightning discharge fre appears from Mr. Bang's results to be somewhat more
quently flashed up alongside the string of insulators to certain in its operation. A combination of the two as
the tower and broke down insulation, sometimes shat worked out on the lines under discussion seems to have
tering the insulator disks in a startling fashion. The been very useful in lessening the trouble from lightning
following arc did the rest. With all the insulators in since these protective devices were installed. At all
first-class shape the power of the series to resist the events it is clear that the insulators on a high-voltage
lightning flash ought to have been considerable enough line do require more watching than mere attention to
to avert damage, but it frequently failed to do so. A physical breaks, and that protective apparatus properly
direct lightning stroke falling upon the line has so installed is of material value in preventing interrup
enormous a potential that a flash-over is not at all unex tions of service even though the lightning may start
pected. In the case of this line, however, it may be trouble.
 50 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

Shop Notes from Hampton, Va.

An Account Is Given of the Practices in Economical Management and Good Housekeeping at the Hampton
Shops—Some Novel Features Are Described

In a recent visit to the Hampton shops of the New will be carried from metal brackets so that the space
port News & Hampton Railway, Gas & Electric Com between and on the pails will not be cluttered up so
pany, the following practices in economical management easily. The two illustrations on the next page show one
and good housekeeping were observed: of the old wooden shelves and the other the new metal
bracket.
Painter's Storage Rack of Adjustable Type
The painter's storage rack shown in an accompanying Reclaiming Two-Point Resistors
half-tone is not an absolute novelty, but its principle The company has already reclaimed some fifteen sets
deserves to be more widely known than it is. So far of Westinghouse two-point resistors which had been
as the horizontal placing of panels is concerned, the rendered useless by the corrosion of the two-screw brass.
rack does not differ from that seen in most paint shops.
However, with the aid of ordinary door latches, the ver
tical partitions may be moved to accommodate any width
of panel. The latches are mounted vertically at the top
and bottom of each partition and their tongues are
merely drawn out of pockets in the top and bottom of
the rack to permit the shifting of the partitions to any
desired stops to the right or left.
Vertical Armature Racks
Where room is scarce vertical armature racks deserve
wider use. In the accompanying illustration may be
seen one for motor armatures and another for com
pressor armatures. The armatures are quickly handled
by means of a jib crane which is attached to a corner
post, a crane being used because the shop is too small
to require an overhead track. Formerly the armatures
were stored on a table under canvas. This led to trouble
because careless workmen would throw heavy tools on
the canvas, thereby damaging commutator bars which
previously had been passed as perfect.
Fire Pail Suspension HAMPTON SHOPS—VERTICAL ARMATURE RACKS WITH JIB-
CRANE
It is customary in many shops to carry the egg-bot
tomed fire pails through holes made for them in a solid lugs or contacts. After brightening the contact sur
wooden shelf. This shelf offers the shopmen a tempting faces of the grids the old lugs were replaced by copper
place for so many odds and ends that eventually the washers of the type used on the latest Westinghouse
pails themselves are lost to sight. Following a sugges
tion from the safety committee, all fire pails hereafter resistors.
Electric Arc Welder
Out of five old resistors, the abandoned rheostat of a
substation voltage regulator and a circuit breaker the

HAMPTON SHOPS—PAINTERS' RACKS WITH MOVABLE HAMPTON SHOPS—HOME-MADE WELDING OUTFIT IN USE
PARTITIONS ON A MOTOR SHELL
 JULY 10, 1915] ELECTRIC RAILWAY JOURNAL 51

HAMPTON SHOPS—THE SAFE AND CLEAN WAY OF SUS- HAMPTON SHOPS—THE UNSAFE AND NEGLIGENT WAY OF
PENDING FIRE PAILS SUSPENDING FIRE PAILS

shopmen constructed the electric arc welder illustrated. schedule could be maintained even if the maximum speed
This equipment is mounted on a truck for convenience was cut to 28 m.p.h. The standard ratio is now 17:67.
in working outside as well as inside the shops. The The saving in energy consumption has not been calcu
welding material is mild steel in the form of 5-16-in. lated, but there has been a very perceptible decrease in
diameter rods, and the flux is a cheap borax compound. the number of baked armatures and fields. The com
The welding rods are held in a plug of metal bored for pany has also changed from bolted gears to the Cincin
the purpose. The welder's metal hood has the usual nati Tool Steel Gear & Pinion Company's solid gear.
combination of ruby and green lenses. The novel fea Maintenance Records
ture of the hood is that its weight is comfortably car
ried by building it around a cap made up of an ancient, Until the property was taken over in January, 1912,
rimless derby. The cap has a leather band to which by Allen & Peck, Inc., with J. N. Shannahan as general
brackets from the hood are attached.
One of the first jobs to which this welder was applied
was the building up of No. 27-G truck side-frame brack
ets. It has also been used for patching gear cases and
filling keyways and it will shortly be tried for building
up trackwork.
Change of Gear Ratio
The gear ratio of many equipments was 24:58, which
corresponded to a maximum speed of 35 m.p.h. A
careful study of running conditions showed that the

HAMPTON SHOPS—A DERBY ANCIENT OF DAYS ADAPTED TO HAMPTON SHOPS—PEG BOARD POSTED IN SHOP TO SHOW
CARRY THE VISOR WITH EASE MAINTENANCE COSTS
 52 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

manager, no records of equipment life were kept, nor to the United States Supreme Court as being a violation
were the cars inspected and overhauled on a mileage of Sec. 10 of Art. I of the Constitution of the United
basis. At present they are inspected every six days, States and of the fourteenth amendment thereto.
which is approximately on a 1000-mile basis. Begin In its decision the federal Supreme Court upholds the
ning March 15 all cars were put on an actual 1000-mile Wisconsin Supreme Court in its decision that the city
inspection basis. Mileage records are now kept show had no authority to make such a contract and that the
ing actual service obtained from brakeshoes, wheels, authority to establish fares remained with the State.
trolley wheels, harps, lubricant costs, etc. As a basis for this conclusion it quoted Sec. 1862 of the
A keen desire to keep down the lubrication costs has revised statutes of Wisconsin of 1860 which reads in
been created by showing the men just how the cost of part as follows: "Any municipal corporation or county
each item varies from month to month and how this may grant to any such [street railway] corporation
affects the total cost. To secure this publicity a wooden * * * the right to construct, maintain and operate street
frame was constructed to hold a record sheet which is railways, the use, upon certain terms as the proper au
ruled vertically for months and horizontally for cents thorities shall determine, of any street, parkway or
per 1000 car-miles. This sheet is subdivided to show bridges * * *. Every such road shall be * * * subject to
the costs of motor oil, compressor oil, gear grease, and such reasonable regular rules * * * as the proper munic
also of these three items combined. As shopmen are ipal authorities may by ordinance from time to time
not accustomed to reading graphs the points which prescribe."
would serve to draw each curve are represented by plugs The opinion then says : "The fixing of rates which may
of wood. When a year's record has been made in this be charged by public service corporations of the char
way the curves will be drawn and the plugs used again acter here involved is a legislative function of the State,
to show the monthly records for the current year. and while the right to make contracts which shall pre
The cost of car lubrication has already been cut down vent the State during a given period from exercising
from 42 cents in 1912-1913 to 24 cents per 1000 car- this important power has been recognized and approved
miles, exclusive of packing, but it is expected that dur by judicial decisions, it has been uniformly held in this
ing the present year the cost will be brought down to court that the renunciation of a sovereign right of this
the Galena contract figure of 20 cents per 1000 car- character must be evidenced by terms so clear and un
miles. It will be difficult to drop below that figure so equivocal as to permit of no doubt as to their proper
long as 25 per cent of the mileage is performed with construction." The principle involved is well stated,
such motors as the Nos. 49 and 12a. These older motors according to the court, in Home Telephone Company vs.
must be lubricated every day and their felt-pad lubri Los Angeles, 211 U. S. 265, 273.
cation through Perfection packing, while satisfactory Continuing, the court says that the Supreme Court of
for service, is uneconomical because of stand-by leakage. Wisconsin held that Sec. 1862 quoted above gave no
In fact, with these motors the oil consumption is almost distinct authority to the city to contract away the leg
as great when the cars are standing as when the cars islative authority of the State to fix tolls and fares by
are moving. lowering them if found to be excessive; that while the
term "grant" was used, the grant was to be upon terms
Milwaukee Fare Case Decided such as the municipal authorities might determine, and
that this language was more appropriate to the exercise
of power by the municipality than to the making of a
Supreme Court of the United States Says That the City contract between parties. The Supreme Court of the
Under Existing Statutes Had No Power to Make United States adds: "The language of the section cer
a Contract Covering Rates tainly lends itself to this construction, and there is
A short note was published on page 1226 of the issue nothing in specific terms conferring the right to contract
of this paper for June 26 in regard to the decision of by agreement between parties, much less to make such
the Supreme Court of the United States in the Mil contract during its existence exclusive of any further
waukee fare case. The principal question involved in right of the State to act upon the subject in the exer
the decision was whether the city of Milwaukee had cise of its legislative authority. It authorizes the grant
power to make a contract with the railway company of the use of the streets upon such terms as the proper
covering a term of years for a specified rate of fare. authorities shall determine, not upon such terms as the
The opinion, which was handed down on June 14, up parties in interest shall agree to."
holds the Wisconsin Supreme Court in denying this The Supreme Court says that the plaintiff relied upon
right. Detroit vs. Detroit Citizens' Street Railway Company,
The opinion first recites the history of this case, which 184 U. S. 368; Cleveland vs. Cleveland Street Railway
was briefly as follows: On Jan. 2, 1900, there was Company, 194 U. S. 517, and Minneapolis vs. Minneap
granted by the city to The Milwaukee Electric Railway olis Street Railway Company, 215 U. S. 417, but it finds
& Light Company the right to operate over certain a material difference in circumstances concerned in this
streets. By the same ordinance all franchises expiring case and in the cases in question.
prior to Dec. 31, 1934, were extended to that date and The opinion continues : "It is true that this court has
all franchises which would otherwise expire subse repeatedly held that the discharge of the duty imposed
quently to that date were made to terminate at that upon it by the Constitution to make effectual the pro
time. The ordinance permitted the company to charge vision that no State shall pass any law impairing the
a 5-cent fare when paid in cash but required it to sell obligation of a contract, requires this court to determine
twenty-five tickets for $1 or six tickets for 25 cents good for itself whether there is a contract, and the extent of
at certain hours up to Jan. 1, 1905, and thereafter good its binding obligation, and parties are not concluded in
at any time. Subsequently, at the request of the city, these respects by the determination and decisions of the
the Railroad Commission held hearings to determine courts of the States. While this is so, it has been fre
whether the rates were too high and finally ordered the quently held that where a statute of a State is alleged to
company to sell thirteen tickets for 50 cents. The com create or authorize a contract inviolable by subsequent
pany claimed that this order took its property without legislation of the State, in determining its meaning much
due process of law. The case was first tried in the State consideration is given to the decisions of the highest
courts and the order was sustained by the Supreme court of the State. Among other cases which have as
Court of Wisconsin. It was then taken by the company serted this principle are: Freeport Water Company vs.
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 53

Freeport, 180 U. S. 587, and Vicksburg vs. Vicksburg lation to traffic, it is evidently necessary to consider
Water Company, 206 U. S. 496, 509." the character of the vehicles and their speed as well
The court then discusses the Wisconsin decisions on as their number. For this purpose the London Board
this point quoted by both sides, particularly Linden Land of Trade sets up as a unit a motor cab or carriage, and
Company vs. The Milwaukee Electric Railway & Light assigns the following numbers to other classes of ve
Company, 107 Wisconsin 493, and Manitowoc vs. Manito hicles, using the unit as one.
woc & N. T. Company, 145 Wisconsin 13, and agrees with Trade Vehicles Passenger Vehicles
the Wisconsin Supreme Court in holding the latter to One-horse (fast) 3 Electric trams 10
be controlling and that Sec. 1862 denies authority to One-horse (slow) 7 Omnibuses (horse) 5
Two-horse (fast) 4 Omnibuses (motor) 3
municipal corporations to make contracts preventing the Two-horse (slow) 10 Cabs (horse) 2
Motor (fast) 2 Cabs (motor) 1
State from its further exercise of its power to fix the Motor (slow) S Carriages (horse) 2
rates which may be charged by public service corpora Barrows 6 Carriages ( motor ) 1
Cycles %
tions.
As stated in the issue of this paper for June 26 The The board lays down the following definitions : "Traf
Milwaukee Electric Railway & Light Company now pro fic volume" is the average aggregate number of traffic
poses to take the matter up with the lower courts, and units attributable to vehicles which pass a given point
possibly also with the Railroad Commission, on the per minute during the twelve hours from 8 a. m. to
question of the reasonableness of the original order, and 8 p. m. "Average traffic density" is the aggregate num
hopes to win its case. ber of traffic units attributable to vehicles which pass
the point during the twelve hours, per minute, per 10
Cost of Highway Bridges* ft. of available carriageway. "Greatest traffic den
sity" is the average density per minute, per 10 ft. of
Apportionment Between Street Railways and Cities—Four available carriageway, during the busiest hour, ex
Conclusions Upon Which the Determination of the pressed in traffic units. With the above units and
Proper Settlement Should Be Based definitions in mind, the following comparison of traffic
BY CHARLES M. SPOFFORD OF FAY, SPOFFORD & THORNDYKE, on London bridges is clear:
BOSTON, MASS.
The fact that trolley cars are so much heavier than
other road vehicles puts street railway companies under
different obligations than other users of highway 5 bo x IX 3U o so
e at Ou S3
o i.
bridges and makes it seem fair to assess upon them the ism £m mm
extra expense required to provide for traffic of this Traffic volume 91.4 60.5 105.9 89.2 84.7
Average traffic density ... . 20.3 22.0 14.4
character. The assessment of street railways to pay Hour of greatest density .. 6 to 7 6 to 6 6 to 7 1124.1
to"l2 1124.2
to 12
for the cost of new bridges in Massachusetts has been Density of
or that
tht " hour 23.8 22.5 15.3 27.4 27.9
Average vehicles 4.2 3.9 5.0 4.0 6.0
established by legislative enactment and has varied
from a minimum of 10 per cent to a maximum of 25 In connection with the width of bridges it should be
per cent, the cost being determined by hearings before remembered that the capacity of a bridge in vehicles
a commission appointed by the court. per hour is considerably greater than that of the or
If the structure is to be of a monumental type, it dinary city street due to the freedom from interruption
would seem that the scale of the towers, carving and by traffic on intersecting streets and by vehicles stop
other ornamental features may be a function of the ping at the curb to discharge and receive freight or
width of the bridge, and if increased width is necessary passengers. It is evident that the width of bridges on
to provide for street car traffic, additional expense for curves may have to be increased greatly to provide
this purpose may legitimately be incurred. proper clearance for street cars.
Whether any material increase in width is necessary The increase in strength necessary to provide for
to provide for street car traffic depends upon the total street cars is most marked in the floor systems. It is
density of the traffic. If the car service is infrequent, less noticeable in trusses and girders, and least of all
there would seem to be no reason for increasing the in foundations. The allowance for impact and future
width of the bridge to provide for street cars other than increase of street car loads must be carefully consid
by the slight amount necessary to provide safe clear ered in determining the additional strength of the
ance for crowded cars. Ordinary traffic can readily run structure, but so far as the foundations are concerned,
on the portion of the bridge occupied by the track with it is doubtful if any allowance for impact need be made.
little or no delay, and space for extra lines of traffic The best plan to pursue in determining the difference
need not be provided. An example illustrating such a in cost of bridges with and without street cars seems
case is the Meridian Street Bridge of Boston, where it to the writer to be that of comparing the necessary
was agreed that the proper distance center to center of sizes of main members in the two designs. Allowance
trusses would be increased only 2 ft. 6 in. by the pres for the weight of the details of the second structure
ence of street cars, although it carries two lines of may be made by considering the details of each indi
track. vidual member to vary in weight in proportion to the
Another example illustrating the same case is the variation in the cross-section of the main member. If
Chelsea North Bridge of Boston. Provision for four the structure has been completed, the weight of details
lines of traffic was evidently necessary on this bridge, may be established by the gross shipping weights re
but it was agreed by both sides before presentation to duced by the computed weight of the main sections.
the Apportionment Commission, that a roadway 40 ft. In the case of a reinforced concrete barrel arch
wide between curbs, with trusses 44 ft. center to cen bridge, it would seem as if the additional cost would
ter, was required whether street cars were operated or ordinarily be dependent entirely upon the increased
not, this space providing for four traffic lines. In con width. The cost of engineering, insurance, etc., may be
sequence, no charge was made to the railroad for addi assumed to vary directly with the cost of construction.
tional width. The fact that the cost of maintenance and operation
To measure the capacity of a bridge or street in re of a highway bridge would ordinarily be borne by the
•Abstract of paper presented before Western Society of Engi- municipality should be considered in apportioning the
Chicago, on May 10, 1915. cost to the street railway. This would be particularly
 54 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

pertinent in the case of swing bridges, where it would earnings per mile ranged from 2.5 cents to 3.7 cents.
seem as if a fair arrangement would be for the railway The earnings per hour ranged from 26 cents to 51 cents.
to furnish the current necessary to open and close the The schedule speed averaged about 12 m.p.h., this ex
bridge, and for the municipality to maintain the draw ceeding the Fort Worth cars by about 50 per cent, but
tenders and other attendants. In general, it would ap one car made only 7.8 m.p.h. and another 9 m.p.h. The
pear that the street railway might reasonably be maximum schedule speed was 14.8 m.p.h.
charged, as its portion of the capitalized cost of main It may be added that in the case of the line in ques
tenance, a share proportionate to its contribution to the tion the maximum run of the jitney is only 3.7 miles
cost of construction. long. Even this distance is in excess of the usual jitney
All of the above discussion should be considered with ride in other cities, and this is reflected in the condition
due regard to the fact that the railway is ordinarily that the recorded earnings per hour are also somewhat
subject to heavy taxes, and in consequence should be less than usual.
entitled to operate without charge across the bridge The set of graphs shown in the accompanying cut re
with vehicles of weight equal to that of the heaviest lates to this line also. In these a comparison is made
motor trucks. The only equity in charging the railway of jitney versus street railway traffic, also on an hourly
more than the ordinary transportation company is be basis. The trips per hour made by the street cars are
cause of the heavy loads which it operates. not shown. They amount to four trips each way, dur
The conclusions which the writer has drawn from his ing normal hours and from eight to twelve each way
experience in apportionment cases of this character are during rush hours. The seating capacity of a car on
as follows: this line is forty, or ten times that of the average
1. Additional width to provide for street cars is or jitney.
dinarily necessary only in the case of bridges with nar One unusual feature of jitney operation at Fort
row roadways, providing for no more than two lines of Worth is that it was inaugurated by a company which
traffic. began operation on Jan. 11 with thirty cars. This com
2. The extra expense involved in strengthening heavy pany has endeavored to keep to certain routes, but modi-
city bridges of permanent type to provide for 50-ton
trolley cars would not ordinarily be greater than 10 180
per cent of the total cost, and may be as low as 6 per 100 1IKI
cent. This percentage will be greater for light country 140 140
highway bridges without paved floors, but if such = 120 a 120 g
bridges are designed for heavy motor-truck traffic, as JlOO
gs 100 S
they should be, the additional expense will not be ex
cessive. KS 80 "I
00 N
3. To apportion the cost equitably and with credit to 40 40
the engineering profession, the engineers on the two ■JO 20
sides should try to agree upon the additional cost of II
provision for street cars before the case is presented 20
to an apportionment commission. 10
4. It is doubtful if the railway should ordinarily be 00
charged for additional convenience due to the recon SO
structed bridge. This, however, is a matter the settle 100
ment of which hardly comes into the province of the l2u ;
engineer.

Jitney Statistics at Fort Worth

Even on the Best-Traveled Route, Over Which Jitneys Trlpi per Hour made b>j "Jitocya ' Way]
Were Operated Seventeen Hours a Day, Very —[--sjcatjnKUapiiclt^ of "Ji|tne|a"|
Unfavorable Conditions Are Shown 10 12 12
On March 25 the Northern Texas Traction Company A.M. P.M. Electric liy.Jvurnal
made a detailed check of the jitney business on a day JITNEY STATISTICS—GRAPHICAL REPRESENTATIONS OF
of heavy travel. From the figures so obtained tables COMPARATIVE STREET CAR AND JITNEY TRAFFIC
and a series of corresponding graphs were reproduced.
An assembly of data covering the jitney operation on fications have been made from time to time because of
all Fort Worth lines, hour by hour from 6 a. m. to 12 inroads from free-lance jitneys. A check of all the
midnight, showed that the average passengers per trip cars operated by this company as made on a given date
on the nine divisions ranged from 1.9 to 2.54. The total showed that the maximum gross earnings of any one
number of trips made was 7498, the number of pas car were $9.50. This must have included the wages
sengers carried, 16,661, the average passengers per of two men as the car was operated sixteen hours and
trip 2.22 and the gross income of 217 cars $833.70. forty-five minutes. The earnings per mile of this car
The travel in opposite directions during any given were only 4 cents. The best figure for any car, 4.2
hour showed marked differences, empty trips being cents, was made by one which ran for twelve hours and
numerous. One line, however, was somewhat excep thirty minutes, therefore omitting the leanest traffic
tional in having a fairly even traffic both ways during hours. The average gross for all cars was but 3.37
business hours. The noon-hour traffic was about half cents, barely enough to cover depreciation, fuel and
that of the peaks on most of the lines. maintenance, let alone wages.
Among the individual cars on a typical line, which
although the longest in the city is also the best-traveled, The Texas Power & Light Company on July 1 began
the highest gross earnings shown were $8.30. But in to serve power to all Texas Traction Company lines.
order to take in this amount the car was operated for In the past the railway operated its own power plants,
seventeen hours, and this necessarily implies the em but recently a company was organized to take over the
ployment of two drivers sooner or later. The gross light and power plants.
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 55

Electric Railway Session at A. I. E. E.

Convention

At ~ae Deer Park Convention One Session Was Devoted to Heavy Electric Traction Contact Systems—
Abstracts of the Papers Presented and the Resulting Discussion Are Given

The Thursday morning session of the thirty-second For rails weighing less than 80 lb. per yard, there
annual convention of the American Institute of Electrical is nothing to be gained by the use of high-conductivity
Engineers, which was held at Deer Park, Md., from rail, which is more expensive and is more difficult to
June 29 to July 2, was devoted to a discussion of the handle than the hard rail, being softer and therefore
construction and operation of overhead and third-rail more easily kinked during installation. There is no
contact systems with particular reference to costs. In appreciable difference in the rate of wear between
these papers the practice of some of the most important low-carbon and ordinary steel in the class of service
electrified roads was described and the writers very covered in the paper. With light rail it is better to
frankly told of the difficulties which had been met and get increased conductance by using a larger cross-
overcome. The salient features of these papers and section rather than a softer steel. With heavier rail,
of the resulting discussion are covered in the follow if by the use of higher conductivity the expense of a
ing abstracts. paralleling feeder system can be avoided, the high-
conductivity rail should be used. On the other hand
there is a certain amount of intangible gain to be
TOP-CONTACT UNPROTECTED RAILS FOR secured by having a paralleling feeder system, espe
600-VOLT TRACTION SYSTEM cially with the narrow working margin that is assumed
Charles H. Jones, assistant electrical engineer Met when the difference in conductivity would decide the
ropolitan West Side Elevated Railroad of Chicago, question of whether or not a paralleling feeder system
discussed the various factors which enter into the con would be required.
struction, operation and maintenance of top-contact Insulation of a contact rail for a 600-volt system is
unprotected rail upon which the gravity type of col more mechanical than electrical. Wherever there is
lecting device was used. He took up the subject under any vibration, porcelain and reconstructed granite, or
the following subdivisions : weight of rail, quality of rail, insulators having castings bolted together have not
insulating and supporting, bonding and jointing, anchor been satisfactory. Mr. Jones stated that a type of
ing, special work required, method of connecting at insulator consisting of a circular socket base with
crossings and cost of installation and maintenance. flange for bolting to the tie, a cylinder of impregnated

CONTACT SYSTEMS—THIRD-RAIL INSULATOR, ANCHOR INSULATOR AND ATTACHMENT, AND EXPANSION JOINT,
RECOMMENDED BY MR. JONES

Referring to the tendency to use heavier contact wood set in the socket, and a circular top casting with a
rail, he stated that the advantage to be gained by the slot on the top to accommodate the base of the rail,
use of heavy rail lies in the fact that a large conduct a petticoat to shed moisture and a pair of clamps to
ance can be secured for about the same amount of labor keep the rail from jumping out of the slot without
charge as that required to install lighter rails which binding it had proved very satisfactory. The base
can serve as contact members only. If a paralleling casting is the same for all weights of rail. The life
feeder system is required a medium weight of rail, say of an insulator is from ten to twelve years under ordi
from 80 lb. to 100 lb., will give more satisfactory re nary conditions, although impregnated-wood insulators
sults. With heavy rails, the advisability of using a have been known to last from fifteen to twenty years.
special section should be considered for the purpose of The third-rail is cut up into sections of from 1000 ft.
throwing more metal into the contact surface and to 1200 ft. for anchoring purposes and these are an
thereby increasing the life. For weights of rail up to chored at the center. On surface track not provided
and including 80 lb., the standard A. S. C. E. section with a wooden guard rail the conductor rail may be
is satisfactory. As far as the wear is concerned, Mr. anchored by attaching several strain insulators in mul
Jones gave data to show that contact rail will last tiple to an iron plate which extends over, and is bolted
twenty years or more. to several ties, the other end of the insulators being
 56 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

fastened to the base of the contact rail. If wooden use. Steel trolley wire rusts considerably and the rust
guard rail is used, an anchor block consisting of a is washed off by rain and drips upon coaches and loco
piece of 6-in. x 8-in. oak 2 ft. long, impregnated with motives, making them unsightly and necessitating fre
preservative, can be attached to the guard rail, and quent painting. If there is not sufficient traffic to keep
the contact rail in turn can be bolted to the block. the under side of the wire bright the rust causes in
Porcelain insulators may be placed between this block creased sparking and burning of pantograph shoes. On
and the guard rail. The best method of providing an the subject of insulators he stated that the temperature
expansion gap in the conductor rail is to end a run of strains in porcelain insulators should be given careful
rail with an incline leaving a 3-ft. space between consideration, especially in the dead-end type. Failures
stretches. A continuous expansion joint is shown on the have been caused by steam train operation in the elec
preceding page. trified zone, breakdowns being most frequent where
Mr. Jones gave the cost of third-rail construction, clearances between the locomotive stack and the insu
using 80-lb. T-rail in 60-ft. lengths, as $3,662 per mile lator are restricted or where steam engines stop under
for labor and material, of which the labor is some or near insulators. Where clearances are restricted
what less than 10 per cent. An additional 10 per cent insulators should be located off the center line of the
is allowed for engineering and supervision, making a track or two insulators in parallel should be used. In
total of $4,028 per mile. For a 50-lb. rail, in 30-ft. tunnels two insulators in series are advisable.
lengths, the cost is $3,284 per mile. At an average cost On the New Haven electrification between Woodlawn
of $80 per mile per year the contact rail can be kept in and Stamford the bridges were designed so that all over
first-class condition and the insulation changed every turning moments were taken at the base, requiring large
twelve years. This, however, does not include complete foundations. In later construction the bridges were
renewal of rails, plates and bonds, such as will occur designed so that the corner connection between the post
when the rail is completely worn out. and truss takes the moment acting across the track.
The foundations need then only resist the overturning
moment and the shear along the track and can thus be
OVERHEAD CONTACT SYSTEMS, CONSTRUC made much lighter. Cross-span construction is adapted
TION AND COSTS for use over a large number of tracks equipped with
Under the above title E. J. Amberg, engineer Mc- single catenary, both on main line and in yards.
Henry & Murray, New Haven, Conn., and F. Zogbaum, Mr. Amberg described a flexible wood section break
engineer of maintenance New York, Westchester & for use in catenary construction, as shown in an accom
Boston Railway, summarized the experiences of the panying illustration. It is designed to eliminate the
New York, New Haven & Hartford Railroad and the hard spot produced by the rigid break. The break
New York, Westchester & Boston Railway in so far as proper is connected in the line between two movable
they related to the construction and maintenance of sheet-iron approaches. To prevent a train being stalled
the overhead system. on the break, flexible wings of heavy steel wire, placed
On the New Haven system three types of catenary as shown, insure continuity of pantograph contact.
construction are used ; double, compound and single. The These breaks are not necessary in yard construction on
first-named was originally considered necessary to pro account of the slow movement of trains. On the New
vide rigidity, but as first installed it was found not Haven line, air sectionalization is used wherever pos
adapted to high-speed service. It was made flexible by sible but there are a number of places where wood sec
the addition of a steel contact wire supported by clips tion breaks must be used.
from the copper conductor. The double catenary pro- Mr. Amberg gave also some curves and tables of
M tMM<
***** at Iron
9 0 _ o o
OOP
JL-.. • rv—

CONTACT SYSTEMS—FLEXIBLE SECTION BREAK NEW HAVEN SYSTEM

vided insurance against messenger-wire breakage but it costs somewhat similar to those given by W. S. Murray
involved several disadvantages. As two live messenger in his Philadelphia paper abstracted in the issue of
wires were carried over the bridges power had to be this paper for Jan. 30, 1913, page 229.
cut off to permit work to be done on the trusses. Light
ning trouble was experienced with the insulated mes Mr. Zogbaum gave the results of operating experience
senger wire even with electrolytic lightning arresters. on the New York, Westchester & Boston Railway. He
The compound catenary provides a grounded messenger stated that it has not been found advisable to stagger
wire over each track, removing live parts from the the contact wire to secure uniform wear on pantograph
trusses, eliminating lightning trouble and at the same shoes, but called attention to the necessity for allowing
time keeping the trolley wires nearly over the center for swaying movement of locomotives and cars in locat
of a track without the use of pull-off poles except on ing the contact wire, especially on curves. Trains run
curves. On curves above 2 deg. the temperature has an ning at high speed on curves sharper than 1 deg. swing
influence on the alignment of the contact wire, requir the pantographs toward the outside of the curve. More
ing the use of pull-off spans between bridges. Single than 30 per cent of the 54% miles of contact wire on
catenary is used for both main line and yards. In the this system is over curved track, requiring slight adjust
latter the copper conductor can be omitted. ment from time to time.
Mr. Amberg predicted that steel contact wire will In addition to the contact wire this system includes
be used less in future although its first cost favors its 181 miles of transmission line of which 109 miles are
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 57

for traction power only, and the balance includes signal 13,200-volt high-tension line being carried on the same
feeders and control lines. In the catenary system are poles on parts of the system. Standard pole spacing
six sectionalizing bridges and seventy-seven high-ten j»—- rer—■■(•-frj, «-6- J ,ji200 Wtl
sion oil circuit breakers used for sectionalizing the high-
tension power. In maintaining this system a force 8.-414— —~lE—I
consisting of an engineer of maintenance, a general ^ ^4 j. fJ
electrical foreman, one day foreman, one night foreman,
five linemen and one assistant lineman is required. The
force is able also to do the necessary construction work.
It uses a work train consisting of a gasoline-electric
locomotive and a work car, the locomotive containing an
overhead platform. On the work car is a searchlight for
use in making inspections and repairs.
Very satisfactory operating efficiency has been se
cured, there having been in 1913 27,927 car-miles oper
ated per pantograph failure; in 1914 55,503 car-miles,
and in the three months ending March, 1915, 64,799
car-miles. The causes of pantograph breaks were : wire
off center, low joints on running rails on curves, over
head frog on deflector out of adjustment, and loose
sleeves on contact wire. In 1913 practically 880,000 CENTER POLEM.I.INSULATOR PIN
train-miles were made with 210 delays of a total dura
tion of 2170 min. from power trouble, and seventeen
delays with a total duration of 129 min. from panto
graph and contact-wire trouble. In 1914, with practi OBUQUE WASHER C I i 1 *
cally the same mileage, power trouble produced but INSULATOR PIN support, xrm i
ninety-seven delays of 2256 min. duration, while panto 1 I**
graph and contact-wire trouble produced fifteen delays
of 117 min. duration. In the first three months of the UJOOVOLT INSULATOR PIN
l«-2Vti :J LVa" TILLER BLOCK C.I.
current year, with proportional mileage, there was no COMBINATION
I WASHER! MSPACER
l.
pdwer trouble, and but one delay of 2 min. duration
from the other source. Details of the causes of the 1' 7^2 Ma> for *
various delays were given, and train-minutes delays by
months were charted. The road has an excellent insu —rj
lator-failure record, troubles from this source being
practically negligible. f i
The wear on the under side of the grooved-steel con i 4
tact wire has produced a Vs-in. flat surface, and this has 1 1
S 5
been uniform over the line, no difference being noted ac a£
between high wire and low wire, tangent track and by
curves. From present indications the steel wire will CONTACT SYSTEMS—STANDARD BRACKET CONSTRUCTION
have a total life of from six to seven years. Panto PORTLAND DIVISION, SOUTHERN PACIFIC COMPANY
graph mileage varies from 1000 to 1300 miles in the
winter up to considerably more than 2000 miles in the
summer. The higher mortality in winter is due to the
necessary increase in tension on account of the contrac
tion in the contact wire. The total maintenance cost
per car-mile for July, 1914, is given as 1.56 cents and
for December, 1914, as 1.42 cents, including supervision
of transmission and contact system, miscellaneous elec
tric line expenses, work train, etc. Details of the actual
expenditures for selected months are included in the
paper. It also contains a digest of the operating rules
and regulations of the organization.

CONTACT SYSTEM OF THE SOUTHERN PACIFIC

COMPANY, PORTLAND DIVISION
Paul Lebenbaum, electrical engineer Portland, Eu
gene & Eastern Railway, described the overhead con
struction of the electrified lines of the Southern Pacific
Company between Portland and Whiteson, this being
the first electrification in Oregon of the Southern
Pacific System. The electrification involved 104 miles
of single track with approximately 16 miles of second
track and siding. With the exception of 3 miles of
600-volt trolley in Portland, the operating voltage is
1550. Electric operation was begun on this system in
January, 1914. CONTACT SYSTEMS—SINGLE-TRACK CURVE CATENARY CON
In general, side-bracket catenary construction of the STRUCTION, WITH 13,200-VOLT TRANSMISSION LINE,
type shown in an accompanying illustration is used, the ON PORTLAND DIVISION, SOUTHERN PACIFIC COMPANY
 58 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

record was lower than it should have been because a

defective quality of tubing was originally furnished.
The wear on the trolley to date has been inappreciable.
THIRD RAIL AND TROLLEY SYSTEM OF THE
WEST JERSEY & SEASHORE RAILROAD
J. V. B. Duer, assistant engineer Pennsylvania
Railroad, Altoona, Pa., gave construction and operating
data regarding this property in addition to those already
CONTACT SYSTEMS—STANDARD PULL-OFF CONSTRUCTION available. The system has a total of 131.7 miles of
PORTLAND DIVISION, SOUTHERN PACIFIC COMPANY third-rail track and nearly 20 miles of trolley track,
about a mile of the latter overlapping the third-rail.
on tangents is 150 ft., but the average rate of distri Substations are 10 miles apart and no third-rail feeders
bution of poles is fifty-four to the mile, there being are used. The substation bus voltage is 700. Trains
25 per cent of the main line mileage in curved track. of from two to seven cars are operated between Camden
The standard pole length for catenary construction is and Atlantic City.
35 ft. and for transmission and catenary 40 ft. These The third-rail insulators are of reconstructed granite
poles cost at the hole as follows: 35 ft., $6.90; 40 ft., or porcelain and are held in position by a metal cen
$7.50; 45 ft., $8.25; 50 ft., $8.85, and 55 ft, $9.60, tering cup which is secured to the ties by means of
the lengths greater than standard being used for tele lag screws. The rail rests upon the insulator and is
phone and telegraph line crossings, etc. All poles not clamped thereto. The insulators are placed on
were given two brush treatments with carbolineum
avenarius from a point 18 in. above the ground to
within 3 ft. of the butt. The preservative was applied
by means of burlap fastened to the ends of long mop
handles, and it was kept hot by steam coils placed at
the bottom of the shallow tank over which the poles
were rolled. Approximately 1 gal. of preservative, in
cluding losses, was used per pole.
The catenary hanger used was of the loop type. As CONTACT SYSTEMS—PRESENT THIRD-RAIL CONSTRUCTION
roller pantographs were used, great flexibility of the WEST JERSEY & SEASHORE RAILROAD
contact system was necessary, especially on curves. On
the latter a pull-off construction like that shown in an ties 9 ft. 4 in. long, spaced approximately 8 ft. apart.
accompanying illustration was used. This type of insulator, shown in an accompanying illus
Basing the annual cost of maintenance on the experi tration, has been adopted on account of a change in the
ence from Oct. 1, 1914, to March 31, 1915, when the method of supporting the top protection board.
contact system was almost new, the values are: For Originally the third-rail was equipped with protec
material, $804; for labor, $7,320, a total of $8,124, or tion only at stations, 75 ft. on either side of road
$78.11 per mile per year. The maintenance crew con crossings, and in terminal yards. This protection con
sisted of one foreman, three linemen and four ground- sisted of side and top boards carried from castings
men. In addition to maintaining the contact system attached to the rails by hook bolts. Maple posts were
this crew handled all repairs to the 13,200-volt trans attached to the bottom castings by bolts and supported
mission lines and 2J/2 miles of 60,000-volt transmis top castings carrying the top protection boards. Dur
sion lines. Gasoline section motor-cars, equipped with ing the early part of 1912 top protection was added to
towers are used for maintenance. On the electrified all unprotected rails using the plan already mentioned.
section the average train-miles per day are 1460, motor The boards were treated with two coats of hot creo
car-miles per day, 3041, and trail-car-miles per day, 560. sote, and contiguous boards were joined by means of
The weight of the motor-car is 53 tons, that of the wrought-iron plates.
trail car 35 tons and the schedule speed is 20 m.p.h. The original cost of construction of this line was as
The average running current per motor-car is 200 amp. follows: For the 131.73 miles of third-rail, including
The cost of maintaining the roller collectors, which the rail, bonding, insulators, protection, etc., $557,636,
are now equipped with roller bearings, is about 40 or $4,235 per mile; for the 19.56 miles of trolley, in
cents per 1000 motor-car-miles. The collectors are cluding wires, poles, line material, lightning arresters,
made of 5-in. steel tubing and they are operated at a etc., $80,500, or $4,120 per mile. The track bonding
pressure of from 30 to 35 lb. against the wire. The of 151.29 miles cost $102,659, or $678.50 per mile.
mileage per collector has been about 9700, but this Shortly after the third-rail was placed in service it
began to creep in the direction of traffic, with constant

CONTACT SYSTEMS—STANDARD CATENARY HANGER PORT CONTACT SYSTEMS—STANDARD THIRD-RAIL APPROACH

LAND DIVISION, SOUTHERN PACIFIC COMPANY WEST JERSEY & SEASHORE RAILROAD
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 59

damage to insulators. To overcome the difficulty the

third-rail was anchored to the ties at intervals of
from 1000 ft. to 1500 ft. and the practice of periodically
loosening the splice bars and oiling the joints was
instituted.
Although sleet-cutting shoes were used on the cars
during certain seasons, with a provision for applying
extra tension of from 90 lb. to 100 lb. to the shoes, con
siderable delay was occasioned by sleet. This has been
minimized by the use of calcium chloride supplied from
tanks and distributed hot on the rail. These tanks
were hauled over the road by steam locomotives when
sleet began to form, with good results. The addition CONTACT SYSTEMS—SECTION INSULATOR FOB PANTOGRAPH
of the top protection to the rail prevented sleet forma COLLECTOR, WITH ATTACHMENT TO SPAN WIRE
tion except when a driving wind accompanied the sleet-
forming weather, in which event the chloride cars were sary to use deflectors such as are generally required with
used as formerly. pantographs. Instead, the trolley and messenger wires
During seven years past the average maintenance which were intended to follow a switching track were
cost per single-track mile per year has been $490.25 started several feet ahead of the switch from a point
for the trolley, $81.74 for the third-rail, and $25.84 convenient for dead ending, and several inches above
for the track bonding, which amounts are respectively the horizontal plane of the through wires, and gradually
11.9, 1.9 and 3.8 per cent of the corresponding brought down to that plane a short distance ahead of
investments. the switching point where they were gradually carried
During the year 1912 the car-miles per minute of away following over the switching track. Air-section
detention from various causes chargeable to the con insulation was used where practicable, the ends of the
tact system were as follows: Third-rail short-circuits, wires of each section being made to overlap the length
56,673; third-rail out of place, 1,161,809; third-rail of a pole spacing, the two sets of wires being carried
protection out of place, 232,362; sleet on third-rail, in approximately the same horizontal plane and about
11,885, and trolley-wire trouble, 17,085. 12 in. apart for a few feet in the middle of the span,
from which point the dead ends of the trolley wire were
CONTACT SYSTEM OF THE BUTTE, ANACONDA gradually carried above the path of the collector to the
& PACIFIC RAILWAY anchorage.
In an elaborate paper J. B. Cox, railway engineering At street railway crossings two wooden section insu
department General Electric Company, described many lators were connected in the 2400-volt line about 75 ft.
of the special problems of the design of the rollers and apart with a protecting zone between. The railroad
overhead construction for this electrification. Overhead tracks cross street railway tracks at six points, four
construction was used because approximately 60 per cent of which are at street level in Butte. Two in Anaconda
of the electrified tracks consist of yard trackage and are not at street crossings and here the street railway
sidings writh numerous switches and street crossings. company coasts its cars over the crossings. At two
The roller used consisted of a Shelby steel tube 5 in. crossings in Butte watchmen employed to operate gates
in diameter, 24 in. long and % in. thick when turned. manipulate the switches which are interlocked with the
Removable bearing housings of aluminum metal were gates. Special commutating switches were provided to
fitted into each end of the tube, each carrying two overcome arcing difficulties.
bronze sleeve bearings. The complete roller revolved The total cost of the trolley and feeder system, inclu
about a %-in. steel shaft fixed at each end by clamps to sive of bonding and all changes made necessary in the
the pantograph frame. The complete roller weighed way of clearance for poles, bonding, etc., up to June 30,
about 31 lb. As this weight was much greater than 1914, was slightly more than $500,000, or for the over
that of the contact element of a sliding pantograph, head system, including feeders and bonding, $5,514.15
it was decided not to attempt to make the contact device per track-mile or $13,381 per route-mile. All of the
respond to inequalities due to hard or uneven spots in construction was done while the road was under full
the trolley wire but to remove such spots. After ex operation and under many conditions which tended to
perience with the operation of this roller it was modi increase the cost above normal. Among these were : the
fied by installing Hyatt roller bearings, which have large percentage of curves and special work, the high
proved very satisfactory. Early troubles in keeping price of all labor, interference of foreign wires, changes
the roller on the trolley wire have been overcome by the
installation of improved wearing or guide plates.
In producing a flexible trolley wire a new hanger was
devised. It was made up of %-in. x %-in. flat strap,
with a malleable-iron ear secured by a %-in. x 1%-in.
carriage bolt. The upper end was looped over the mes
senger wire, giving a flexible support. The jaws were
designed to permit the operation of a trolley wheel
should such be desired. A special pull-off was also de
signed by means of which the messenger and trolley
wires were held in position by separate clamps, from
each of which ran an individual pull-off wire with a
strut between the two, maintaining the pull parallel to
the horizontal plane of the trolley wire and allowing a
free vertical movement independent of the messenger.
The single pull-off of the type described was found
superior to a double pull-off or a rigid pull-off, although CONTACT SYSTEMS—ROLLER PANTOGRAPH MOUNTING
these were used in some cases. It was found unneces- WITH IMPROVED WEARING PLATES
 60 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

in location of tracks, walkways, platforms, buildings, CONTACT CONDUCTORS AND COLLECTORS FOR
trestles, bridges, etc., extra-heavy foreign traffic on the ELECTRIC RAILWAYS
main line, strike of electrical wiremen, cold weather, The problem of current collection as a whole and the
variation of ground condition, number of street railway essential factors in successful operation were discussed
crossings, etc. Seldom would there be found more com by C. J. Hixson, railway engineering department Gen
plications than in this case. eral Electric Company. He called attention to the fact
Repair work on the 2400-volt trolley line is done from that the A. I. E. E., when defining standards for elec
an ordinary wooden work car without special insulation tric railways, subdivides distributing systems into two
with full voltage on the line and there have been no classes—contact rails and trolley wires. He followed
serious cases of shock to linemen. the same subdivision in contact devices, namely, contact
The cost of maintaining the distribution system from rail collectors and trolley wire collectors. Similarly,
October, 1913, to March, 1915, inclusive, has been
slightly under $15,000. This is at the rate of $9,930.46
per year or $109.13 per mile per year. The paper gives
full details of maintenance costs. Measurements have
been recently made to determine the rate of wear of
the trolley wire, the original diameter of which was
supposed to average about 0.482 in. With due allow
ance for the change in the form of the wire as it wears,
and from the fact that the measurements show an
average of 3041 pantograph passages per 0.001 in. wear,
the wire can be expected to last twenty-two years.
The difficulties with
the contact roller have ■ .

NUMBER OF TRIPS OVER WIRE

CONTACT SYSTEMS—WIRE WEAR WITH SLIDING CONTACT
CURRENT COLLECTION

rail collectors were subdivided into: third-rail shoes,

overhead shoes, center shoes, and underground shoes.
Trolley-wire collectors were classified as wheel trolleys,
roller trolleys, and slider trolleys. The frames sup
porting the collecting mechanism may be pole, bow,
or pantograph. The term "pantograph trolley" is not
definite, since it designates a form of frame common to
all three types of trolley wire collectors.
Contact-rail systems possess great reliability and
involve low maintenance cost. They are particularly
CONTACT SYSTEMS—HIGH-TENSION THIRD-RAIL ON EXPERI adapted for elevated and subway work, especially where
MENTAL LINE IN ERIE. AIR-OPERATED THIRD-RAIL COL it is necessary to change quickly from one to the other.
LECTOR FOR HIGH VOLTAGE LINE IN MIDDLE WEST High collecting capacity and space considerations are
also in their favor. The high initial cost, danger to
sticking in the bearings occurred due to imperfect align life, difficulties from sleet and snow, and complications
ment of clamping jaws, loosening of the caps in the bear in yards have been among the factors preventing their
ing head, collection of ice between the roller and the sup wide application to interurban and steam road service.
port, etc. These were overcome by simple expedients, Inverting the rail and using an underrunning shoe
including the adoption of roller bearings already men have overcome sleet and snow difficulties with some in
tioned. From results so far obtained the average mile crease in cost. A 2400-volt third-rail is operative and
age per tube is about 11,030. The average mileage with its use permissible under some conditions.
roller bearings is about 16,000, an increase of 35 per Contact-wire systems are of two types, direct sus
cent. The average cost of maintaining the original pension and messenger or catenary suspension. The
pantographs with three bearings was about $185 per
month, or $3.20 per thousand locomotive-miles. The
present corresponding cost is about $35 per month, or
$0.62 per thousand locomotive-miles. At first a wooden
lining was pressed inside the roller, but this was found
unnecessary and is now omitted.
Measurements made to ascertain voltage drop and
energy consumption show the maximum voltage drop
to be 14.5 per cent, the average being 5.6 per cent. In
the Smelter Hill service, with an average train weight
of 1633 tons and a schedule speed of 151 •> m.p.h., at an
average voltage of 2293, the average power consump
tion was 1398 kw., and the current 767 amp., while
the unit energy consumption was 55 watt-hours per ton-
mile. From Rocker to East Anaconda, with a schedule
speed of 20.1 m.p.h., the average was 13.73 watt-hours CONTACT SYSTEMS—1200-VOLT SUSPENSION WITH FORCE
per ton-mile. LAIN INSULATION
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 61
direct suspension is suitable for low speeds and mod quency of steady braces against action of the wind.
erate amounts of power and, with the contact wire in Construction at tunnels and bridges both as regards
sulated by suspensions of molded insulation or other insulation and collection.
suitable material, gives good service. Giant strain in The necessity for uniformity in the safety factors
sulators are in many cases connected in the span wires. allowed in different parts of the country.
The wood pole is undoubtedly responsible for much of The best method of arranging "ticklers" for warning
the success of direct suspension. The use of wood for the brakeman of approaching bridges or tunnels upon
poles and insulators is gradually decreasing and por electrified lines.
celain is being adopted for strain and suspension in In regard to the problems which might be discussed in
sulators. Direct suspension is cheap and has performed connection with trolleys might be mentioned:
useful service in keeping down initial investments, but The desirability of the air-locked vs. the air-raised
with increasing speed and capacity requirements a more type.
flexible form of construction is needed. Height of the trolley wire.
With messenger suspension the effect of the mes Width of contact strips.
senger wire is of great assistance in increasing the Shape of horn.
Clearance allowances between trolley and permanent
way.

DISCUSSION ON CONTACT SYSTEMS

In the discussion of the topics covered in the papers
and in connection with the presentation of the papers
by the authors many valuable additional points were
brought out. Mr. Duer said that on the West Jersey
& Seashore Railroad reconstructed granite insulators
are being used to replace worn-out porcelain ones. One
reason for the selection of the same rail section for
the contact rail as for the main rail was to give facility
in making track repairs. He called attention to the
CONTACT SYSTEMS—TROLLEY WAVE CREST CURVE AND independence of the new protection which he described
POSITIONS OF MESSENGER from the contact rail, insuring non-interference with
creepage, expansion, and contraction. Insulated an
chors had been tried in an endeavor to prevent creep-
height of the wave produced by the passage of the col age, but they were the source of fires, and their use was
lector. The crest of this wave is over the collector and abandoned in favor of oiling the angle plates. Stranded
the height depends upon the elasticity at that point. bonds have been substituted for ribbon bonds to give
If the hanger is designed to permit a free further up increased flexibility, although Mr. Duer thought that
ward movement of the trolley additional flexibility is the latter might be satisfactory with very well bal
secured. lasted track. The bond testing is done in a prelimi
Mr. Hixson gave the results of measurements made nary way by men equipped with contact points in their
to determine the upward deflection of the trolley wire shoes connected to an indicating instrument. These
under different conditions of support and pressure. men mark bad bonds for further and more accurate
Typical results are shown in the accompanying dia test. In reply to questions regarding the chloride treat
grams. He also gave a pair of characteristic panto ment of steel he said that the specific gravity of the
graph curves showing the relation of roller pressure solution is 1.2 and that the solution is spread by means
to roller position, and other curves of importance in of special shoes. An overrunning conductor rail should
current collection under heavy traction conditions. He be wide and low for stability, but raised on high in
concluded by listing the following as topics worthy sulators to protect the latter from stray ballast. Care
of discussion in this connection: ful attention should be given to side and end ap
The use of deflectors or other devices at sidings. proaches, as the shoes on high-speed cars are apt to be
The best method of section insulation. thrown against the protection boards at these points.
Convenient means for taking up slack at anchorage On the West Jersey & Seashore Railroad end protection
vs. automatic take-up devices in conjunction with the boards have to be renewed annually on account of the
introduction, artificially, of elasticity into the line. wear due to contact shoes. Metal sheathed side ap
Elimination of splicing sleeves, particularly of the proaches were used on the Pennsylvania Railroad New
soldered type. York terminal.
The necessity for staggering the trolley wire and fre- Mr. Cox stated that on the Butte, Anaconda & Pa
cific electrification the safety of people who could not
be kept away from the tracks was an important factor
in the choice of an overhead contact system. In the
paper no detention records were given because deten
tions had been negligible. While the dispatcher notes
detentions on his record sheet they have not been im
portant enough to warrant tabulation. Most of the
troubles with the rollers at first were due to their not
rolling.
Mr. Hixson said that he had felt the necessity of
obtaining a comprehensive grasp of the whole subject
of contact systems, and the purpose of his paper was
to summarize the situation. The measurements de
CONTACT SYSTEMS—TROLLEY WAVE CREST CURVES FOR scribed were the result of an effort systematically to
DIFFERENT PRESSURES improve operating conditions. He emphasized the im
 62 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2
portance of the flexibility of the messenger wire in A. S. T. M. Specifications for Trolley Wire
absorbing waves as indicated by the hanger loop, which
is lifted less at the center of the span than at the
points of support. The pull-off presents the most diffi Committee on Copper Wire Outlines Reasons for Failure to
cult problems in overhead design and in choosing a Agree with American Electric Railway
method of support the designer must decide as to the Engineering Association
influence to be allowed special construction, such as At the eighteenth annual meeting of the American
that on curves, in determining the plan to be followed. Society for Testing Materials, held in Atlantic City on
G. H. Hill, engineer railway engineering depart June 22-26, the report of most importance to electric
ment, summarized briefly a contribution to be pub railways was that on copper wire specifications. In
lished later in the proceedings. He stated that the this the differences between the A. S. T. M. committee
costs of third-rail and trolley construction are about and the committee on power distribution of the Amer
equal. The former is necessary with low-voltage heavy ican Electrical Railway Engineering Association were
traction, but the general tendency is toward overhead outlined as follows, the A. S. T. M. committee being re
construction. The lubrication of overhead pantograph ferred to as Committee B-l and the A. E. R. E. A. com
shoes is a very important matter and can be accom mittee as the Power Committee :
plished readily, one plan being to use an inverted "In the last two reports of the committee, reference
pressed-steel pan,' shod with copper strips and with a has been made to work undertaken in conjunction with
central groove for storage of lubricant. The lubricant a sub-committee of the Power Committee of the Ameri
consists of graphite grease. This forms a film on the can Electric Railway Engineering Association, with a
contact wire and incidentally prevents sleet accumula view to the formulation of specifications for trolley
tion. Adding lubricant does not interfere with current wire, which might be adopted as the standard by both
collection for the contact electrical resistance is actually societies. Specifications were tentatively proposed by
lowered. Taking up the important subject of inductive the A. E. R. E. A. sub-committee, which were reluc
voltage rises in overhead wires and in third-rail, Mr. tantly accepted by the sub-committee of Committee B-l.
Hill stated that there is a considerable rise and that But Committee B-l could not agree to these specifica
this is about the same in the two. While the inductance tions, which in some important respects were different
of the rail is greater this produces a time lag which from our standard specifications, and radically at vari
keeps down the voltage. The energy discharge is, of ance with definitely expressed opinions of the commit
course, much greater from the rail. The peak voltage tee. Therefore, in 1914, Committee B-l reported post
may be double the operating voltage. ponement of final action on these proposed specifica
H. M. Hobart, consulting engineer General Electric tions, and began to collect data and opinions from a
Company, described a novel form of third-rail construc number of large electric railways using trolley wire,
tion being installed on the 1200-volt electrification in on their practice with respect to specifications, and the
England between Manchester and Bury. This will be necessary requirements for such wire. This canvass
open for traffic in a few months. The rail is of the showed that a considerable majority of those roads buy
side-bearing type of channel section, protected all ing under specifications had already adopted substan
around with the exception of a top slot to admit the tially the requirements of the standard specifications of
flat, hinged collector shoe. The rail with its protecting this society. Many large purchasers were using no
boards rests loosely in a slot on the top of the insulator specifications, while others were buying a high-strength
and the protecting boards are held in place by means alloy wire instead of copper. In the meantime the
of steel spring clips and wooden wedges. Additional Power Committee had presented to the American Elec
details of this installation will be given in an early tric Railway Engineering Association at its annual meet
issue of the Electric Railway Journal. The rail is ing, the proposed specifications which have been adopted.
the invention of J. A. F. Aspinall, general manager "Finally at a meeting of Committee B-l, with nine
Lancashire & Yorkshire Railway. Mr. Aspinall is of the eleven members present, it was unanimously
essentially a steam railroad man who appreciates the voted that Committee B-l recommend no change in the
possibilities of electricity as a motive power. The in present standard specifications for hard-drawn copper
stallation is attracting much attention in Great Britain. wire in so far as they apply to trolley wire.
In reply to a query Mr. Zogbaum stated that wood in "For the information of the society, the committee
sulators are generally used between tracks on the New makes this brief statement of the two points of differ
Haven system with good results. They are thoroughly ence between themselves and the Power Committee of
cleaned every three years. Prof. D. D. Ewing wanted the A. E. R. E. A.: (1) The Power Committee was of
to know if the maintenance cost of running rails is in the opinion that trolley wire should not be hard drawn
creased by the presence of the third-rail, and Mr. Duer but should, in effect, be somewhat less than hard drawn,
said he would furnish data on that subject. that is, more nearly what is defined as medium hard
Prof. D. C. Jackson, Massachusetts Institute of Tech drawn; yet the values for strength proposed were, for
nology, chairman of the railway committee in charge minimum values, substantially those of our standard
of the program of the railway session, closed the dis specifications for hard-drawn copper wire. (2) The
cussion by referring to some research work which Dr. Power Committee, after long consideration and after
A. E. Kennelly, Harvard University, and he had under many tests had been made, appeared to agree that the
way relating to skin effect in rail conductors. This twist test, upon the inclusion of which it was insistent,
promises interesting results which will bear upon the could only safely be applied qualitatively; yet the com
subject of inductive effects in third-rail. mittee insisted upon specifying a definite minimum
The session closed with an expression of its unique number of twists.
character and of the great value of the cost data con "To neither of these points could Committee B-l
tributed, such data being as a rule almost inaccessible. agree. The first was considered inconsistent. The sec
ond the committee felt was adequately covered in the
A recent disastrous wreck in England was caused by specifications as offered for amendment later in this re
the entry of an express train into a block where a local port, namely, by the requirement that the wire shall be
train was standing, an improper clear signal having free from imperfections not consistent with best com
been given by the manual-block operator. mercial practice. In the opinion of Committee B-l,
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 63

other tests than the twist test may be preferred for the Medical and Claim Departments *
inspection of wire, and the committee sees no reason to
make arbitrary choice among them." BY J. H. HANDLON, CLAIM AGENT UNITED RAILROADS OF
The report went on to say also that as a result of SAN FRANCISCO
the canvass of the practice of electric railways, Com The relationship existing between the medical depart
mittee B-l was convinced of the desirability of offering ments and the claim departments of rail transportation
specifications for high-strength alloy trolley wire, and companies varies to such an extent that there is no gen
tentative specifications for this material were appended eral uniformity of co-operation. Some companies do
to the report. These provided for bronze wire of 40 not maintain a salaried medical staff but secure the
per cent conductivity and approximately 70,000-lb. ten services of outside surgeons when necessary. Others,
sile strength and from 2.25 per cent to 3 per cent elonga particularly street- railway companies, designate resi
tion in 10 in.; also for bronze wire of 65 per cent con dent surgeons to examine the injuries in their several
ductivity, about 60,000-lb. tensile strength and the same districts and report on a fee basis to the salaried chief
elongation, which depended on the size of the wire. surgeon of the company. These district surgeons also
Tentative specifications for bare concentric-lay cop render emergency treatment. Many steam railroads and
per cable, hard, medium-hard or soft, were also sub interurban and suburban electric railways adopt a sim
mitted and both of these were ordered printed in the ilar plan on account of the convenience of having a sur
association's year book. Minor changes in the previous geon representing the company promptly at the scene
ly-mentioned specifications for hard-drawn copper wire of the accident.
were referred to letter ballot. Some companies maintain a salaried medical staff,
which, if possible, renders immediate and continuous
surgical and medical attention at the sole expense of
Mandatory Rules * the company and without respect to the question of
BY F. M. METCALFE, SPECIAL REPRESENTATIVE FIRST VICE- liability. Still others employ a salaried emergency sur
PRESIDENT OF THE NORTHERN PACIFIC RAILWAY geon who is always on duty, ready to make an imme
diate examination of personal injury cases and treat
The railroad workman of to-day is no longer an such cases, if necessary.
automaton. He has developed into a reasoning being. It is the practice of the United Railroads of San
This has created new economic conditions and demands Francisco to request an early examination of all in
progressive methods. jured persons by one of its salaried medical staff, re
The rules by which we are governed in our railroad gardless of whether a claim has been filed or such action
work have been amended and amplified from time to is intended. Medical attention and hospital accommo
time, as our business has increased, and have become dations are offered only in cases where the company's
more progressive and complex. To-day they are the liability is clearly established. Emergency treatment is
product of the minds of our ablest and most experienced usually rendered by the city emergency hospital sur
railway operators, formulated after much study and dis geons or surgeons residing or having their office near
cussion and presented as the acme of good practice. the scene of the accident. A fee of $10 is allowed by
The standard transportation rules are largely manda the company to practising surgeons whose services are
tory. They tell men what they must or should do. But sought in an emergency by an employee.
by the frequent and continued infraction of these rules, Wherever feasible (local conditions always govern
despite disciplinary action, railroad managers now real ing) the services of the medical department are more
ize that education and persuasion must substitute coer effective if it is composed of surgeons who are on the
cion and compulsion, as is illustrated by their vast an payroll and devote almost all of their time to company
nual expenditures for increased supervision. business. It is true that surgeons who are occasionally
My belief is that mandatory rules do not materially employed on a fee basis are not so likely to have their
prevent accidents but that organized effort and the testimony attacked as prejudiced and biased, but un
persuasive use of safety devices and methods are the scrupulous attorneys often attack the reliability of
means which should be substituted. such witnesses, particularly if they have testified on
several occasions in behalf of the defendant corpora
Transportation by Fadgl Auto -Train at tion.
The surgeon whose time is devoted almost exclusively
San Francisco Exposition to the company becomes a specialist in personal injury
The Fadgl Auto Train, Inc., has been carrying ap cases. He is aware of the dependence placed upon him
proximately one-fourth of all Panama-Pacific Exposi by the claim agent in reporting as accurately as pos
tion visitors in eighteen three-car trains of sixty-six sible the extent and length of disability, and he is alive
seating capacity or 105 total capacity per train. The to the advantage of employing simple and unsuspected
longest run one way is iy2 miles and the shortest is tests of the claimant's veracity and physical ability.
•T8 mile. The initial fare is either 5 or 10 cents, ac He is able to judge the monetary value of a claim and
cording to the character of the run. Zone-fare addi the reasonableness of charges for surgical services. If
tions of 5 cents each are charged when passengers make he is tactful and considerate in his behavior toward a
partial or complete circuits. claimant, he can influence him to deal directly with the
On Feb. 20, the opening day, fifteen two-car trains company. It is highly important, however, that he should
and one one-car train carried $3,246.95 of business. not make an intentional misstatement of the extent of
Up to June 1 about 1,250,000 passengers were carried, the injury to an injured person with a view of minim
but it is expected that heavy summer business will izing the injuries and so enabling the claim agent to
bring the total for the year in excess of 4,000,000. The effect an unjust settlement. Neither should he resort
number of fares during four days of June averaged to any similar deception, for the courts have held that
15,150 a day. a release secured through such fraudulent methods is
All fare collections during this period were handled voidable. An error in diagnosis is excusable in the eyes
with Rooke registers. of the law.
•Abstract of paper presented at annual meeting of Pacific Claim •Abstract of paper presented at annual meeting of Pacific
Agents' Association, San Francisco, June 24-26. Claim Asents' Association, San Francisco, June 24-26.
 64 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

COMMUNICATIONS flange-bearing idea is an old one; in fact, it is so old

that testimony in regard to the matter twenty years ago
Flange-Bearing Special Work indicated that it was an obsolete practice. On the other
hand, no doubt, the adoption of long approaches, giving
Metropolitan Street Railway Company a slight angle of impact at the point where the wheel
Kansas City, Mo., June 25, 1915. flanges strike the bottom of the flangeway, has again
To the Editors: made this practice useful and satisfactory. In con
Concerning the question of flange-bearing special clusion I will say that there have been installed in Kan
work, the following is my experience in Kansas City: sas City some thirty or forty crossings, built with
In order to avoid noisy special work and the hard blows flange bearings, and also a large number of frogs of
incident to the use of very abrupt rises in the flangeway, various angles, and our experience with all of this work
the writer adopted flange-bearing work with long ap has fully justified our continuing its use.
proaches about four years ago. Experience with this A. E. Harvey, Chief Engineer.
type of work since that time has fully justified the
change.
The principal problem to solve in connection with the The Jitney and the Small Car
flange bearings was the lengths of the inclined ap The Southwestern Electrical & Gas Association
proaches to the intersections. It was impossible to get
the desired results with the small manganese inserts Dallas, Tex., June 29, 1915.
that were in use a few years ago. Moreover, the best To the Editors:
results cannot be obtained with the largest practicable I have been very much interested in the communica
plates used to-day except in those in very acute angle tion on "Jitneys vs. Light Cars" by Mr. Wilson of
intersections. If it is practicable, the length of the ap Mobile, Ala., in your issue of June 26.
proach from the point where the flange begins to take Mr. Wilson is absolutely right in the first portion of
a bearing to where it is raised to its greatest height his communication with regard to the profitable advan
should not be less than 18 in. In order to secure ap tage of more frequent operation of cars or, to put it
proaches of this length we built some special work of in another form, of more rapid service. The writer
carbon rails bolted together with the manganese fillers has proved this fact in times past in several small cities
forming the flangeway floors. Similar construction where the business section was only a comparatively
with a bar of manganese inserted in a rolled filler in few blocks from the residence section. He has taken
the bottom of the flangeway was adopted, and both types non-paying properties and made them pay, largely by
of work have given most excellent service. Later, cross giving a more frequent, more rapid and a perfectly
ings were assembled as bolted work, using high carbon regular and dependable service, and the frequency of
rail in the bottom of the flangeways. This has given the service has been the main point of success. The
results as good as, if not better than, were obtained instance which Mr. Wilson gives of the city where the
from that with the manganese in the bottom of the revenue of the street car company had been reduced
flangeway. $1,000 per day by something over 350 jitneys, gives a
In all of these types of work, when the flangeway is case in point. In the five months during which the
worn down so that the wheels have a tread bearing, it is jitney has been in active operation, the revenue of this
practicable to grind down the head of the rail and there company has been reduced $150,000. Even allowing
by secure a true flange bearing again. Our later work, 33 1/3 per cent of this due to the hard times, the re
some of which has been ordered in the solid manganese mainder, $100,000, if applied to the purchase or hire
steel, provides for a flange bearing with 18-in. ap of small cars and their operation on a much shorter
proaches. A feature found undesirable in our first schedule on the lines peculiarly afflicted by the jitney,
flange-bearing crossings was the raising and lowering would have saved them a considerable portion of this
of the wheels over each flangeway intersection. To loss, would have discouraged the jitney, would have
avoid this, it has been our practice, and it has proved had a strong moral effect on the public and, I fully
entirely satisfactory, to raise our wheels upon the believe, the balance sheet at the end of the year, under
flange as they approach the first intersecting flange the above suggested operation, would have shown a
way and continue the shallow depth through the cross profit instead of a loss.
ing. This has been done in right-angle crossings and One of the lessons that the street railways, and in
the wheels are carried upon their flanges entirely some instances the shorter interurbans, must take to
through the crossing or series of crossings as the case heart from the jitney experience is the desire of the
may be. public to "get there" in the shortest possible time and to
The only argument that the writer has ever encoun keep moving while it is getting there. While the public
tered in recommending shallow flangeways has been that does not like overcrowded cars and prefers sitting down
they might be the cause of chipped or broken wheel to hanging to a strap, it will, as between the two
flanges. Curiously, these arguments have never been evils, accept the discomfort rather than the delay, in
advanced by men connected with the mechanical de nine cases out of ten. This applies particularly to the
partments or by the manufacturers furnishing wheels rush hours. The intermediate light traffic hours of
under contract. In fact, discussions with them of the shopping, visiting and pleasure automatically provide
effect of this practice has indicated that the adoption seats and prevent overcrowding, by reason of the
of the full flange bearing makes an easier riding car, lessened traffic, and at such times a slightly longer wait
reduces the shock to the equipment and causes less dam for the car is not liable to cause complaint or lessen
age to flanges than the non-flange-bearing intersection, traffic to any great extent. But during rush hours,
or one with a shallow groove only at the intersecting especially during the business rush hours at morning,
flangeways. Some manufacturers of cast-iron wheels noon and night, the ability to get to business or to get
have advocated a change in the contour of wheel flanges home with a minimum of waiting time is the overpow
to give a wider bearing on the bottom of the flangeway ering desire of a majority of those who travel in public
than that given by the standard wheels. This change conveyances.
was only presented as a theory and has never been tried In large cities the "skip stop" has been introduced
out. with success, simply to accomplish the end of a more
As noted in some of the other communications, the frequent service, and enormously expensive terminals
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 65

and loops in city centers have been built, not especially the negligence of the electric railway company allows
for the end of greater convenience, comfort and safety it to happen.
in handling the traffic, but that the final end of greater Any vehicle which generates and uses its own power
dispatch in the vital matter of getting the passenger does so in small and therefore inefficient units, and in
to his destination without unnecessary delay might be order to do this it must have a myriad chain of intri
accomplished. cate and delicate parts, which not only increase greatly
It is true that the abandonment of the large cars its first cost but also increases its maintenance costs
may mean a tremendous loss to a great many railway and its probability of break-down or of an increase of
properties, necessitating as it will the virtual scrapping inefficiency.
of cars and equipment, the purchase of smaller and The machinery which actuates the central-station-fed
lighter cars and the employment of more trainmen, but vehicle is, so far as the vehicle itself is concerned, the
the handwriting is on the wall that the public will have acme of simplicity and is built so as to give the mini
more frequent service, even if it has to patronize the mum of maintenance. In nearly every case the ma
jitney or its equivalent and put up with its discomfort, chinery on central-station-fed vehicles, such as the street
inconvenience and danger. When the street railways car, is in duplicate all the way through and while a
make it more convenient and more pleasant to ride than failure of any one part of its propelling machinery may
to wait or walk, then and then only will street railways possibly cause a delay, it does not often cause a total
obtain all the traffic that is possible, and at that time cessation of operation, such as happens when the single
only will they put themselves in a position where they vital part of a self-contained vehicle breaks down.
will not be open to some character of destructive com The initial economy and efficiency of generation in
petition such as the jitney. large units, the present economical method of supply
Outside of this is the matter of public policy which from central station to vehicle and the present efficient
affects the street railways not only directly in their propelling apparatus on the ordinary electric car all
car receipts but indirectly in unfavorable and onerous combine to give such a total economy and efficiency
franchises and taxes and in inequitable accident damage as is impossible with any present vehicle that generates
verdicts. As I have said in a previous article, the best its own power. It must be remembered that in the
three assets of a public utility are "satisfied customers, matter of efficiency "what is sauce for the goose is
a pleased public and contented employees." Satisfied also sauce for the gander." Any efficient method of
customers tend to make a pleased public, and a pleased generating power in small units on self-contained ve
public helps to make and maintain contented employees. hicles can be applied even more efficiently in larger
There are yet some few public utilities who argue that units in a central station, and the average or relative
it is impossible to "satisfy the public," and where there efficiency of large and small generating units has
is this opinion in a public utility there is always a been proved to be such as more than to cover the costs
manifestation of it in the service which that utility of distribution from the large generating plant to the
gives. The jitney has awakened the public to the fact vehicle that it supplies.
that it needs—and can have if necessary—a more fre This is the fundamental weakness of the jitney,
quent service, which means a lessened wait for the con whether as a small car or as a large bus, and this will
veyance and, as a rule, a higher rate of speed, or, at be the fundamental weakness of Mr. Wilson's proposi
any rate, a lessened interval between the starting point tion as to self-power-generating vehicles to be used on
and the terminus of the desired trip. If the street car tracks. When the interurbans first began to parallel
company is wise it will imitate this feature of the jitney steam roads, the gasoline and the gasoline-electric motor
as fully as is possible. It may not be able to give as cars were pushed forward as being a means by which
frequent a service as does the crowded line of jitneys; the steam roads could maintain themselves against the
this the public will not ask, for the reason that this inroads of the electric interurban. With very few ex
effect of the jitney carries the compensating disadvan ceptions, this type of self-generating vehicle has gone
tages of irregularity of schedule and service and also to the scrap heap, has been relegated to little, non-
a limited zone of service. paying branch lines, to locations where there are pecu
There is one point, however, in Mr. Wilson's com liar local conditions favorable to its use, or has been
munication to which little attention seems to have been used for other purposes than comfortable, convenient
paid and which is a basic weakness of the jitney, and rapid transit such as is given by the electric trolley
whether in small or large size. Events within the last car. On the other hand, not only have the terminals
few years have proved that no unit vehicle generating of the larger steam roads done away with the self-
its own power can compare in efficiency of operation power-generating locomotive of all types and kinds, but
and maintenance with the central-station-fed vehicle. on their main lines, far away from cities, they are
One of the claims of the jitney as against the street using central-station-fed traction vehicles over long
car has been that the jitney was an independent, self- distances, and the main reason for their doing this is
contained and self-operating, trackless vehicle and that economy and efficiency in the operating of the vehicle
therefore the failure of one jitney did not cause the or tractor. If any further proof were needed on this
stoppage or delay of other jitneys nor was it possible point, it would be in the enormous increase in the use,
for any physical cause connected with the vehicles to in cities, of what is virtually a station-fed vehicle, viz.,
compel the total cessation of operation of all the jitneys the storage-battery vehicle, which, as a rule, has proved
in any one community. It was emphasized that the its economy and efficiency for heavy work over the unit
break-down of a street car greatly delayed the handling self-generating vehicle, and this notwithstanding the fact
of the cars following, that the break-down of trolley that it has an intermediate loss—the battery—to which
lines stopped the operation of all cars on those lines, the direct station-fed vehicle is not subject.
and that a break-down at the central point of power The final failure of the jitney as a competitor of the
supply stopped the operation of every street car in the street car will occur through inefficiency and lack of
community. This is true to a certain extent, but proper economy alone, but that final failure might have been
inspection and maintenance of the whole system will hastened tremendously if the electric railway companies
reduce this, as it has reduced it in many electric rail had been prompt to take to heart the lesson of the jit
way systems, to a negligible minimum, and this favor ney, viz., more frequent and faster service to the
able claim of the jitney is true only to the extent that public. H. S. Cooper, Secretary.
 66 [Vol. XLVI, No. 2

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Men in the Field Are Solicited and Will be Paid for at Sperial Kales.)

A Convenient Electric Soldering Iron of transite is slipped over the carbon and rests on the
BY J. N. GRAHAM, MASTER MECHANIC ROCKFORD & INTER- copper. The heating of the copper can be regulated by
URBAN RAILWAY adjusting the length of the arc.
The electric soldering iron illustrated in the accom
panying drawing has been in use in the shops of the
Rockford & Interurban Railway for the past year. It Preventing Kinking in Handling Wire
can be used on a 550-volt circuit and, when connected from Coils
in series with an ordinary arc-headlight resistance, very BY J. G. KOPPEL, ELECTRICAL SUPERINTENDENT OF BRIDGES,
good results are obtained in soldering the leads into SAULT STE. MARIE, MICH.
commutators. It utilizes the heat of the electric arc in
keeping the soldering tip at high temperature. A recent experience with conduit wiring has im
The body of the iron is made from a piece of 2V2-in. pressed upon the writer the importance of careful
round bar copper, turned to the form shown in the sec handling of wire in conduit work. The general prin
tion. The point is planed down to V2 in. x 1 in. and is ciples of conduit wiring are well understood, but this ex
tinned like any ordinary soldering iron. perience may be of interest.
The wiring in question was installed about sixteen
months ago in a large new carshop, and all wires were
in conduit with suitable condulet outlets for lamps and
switches. Recently the new wiring began to give

ILLUSTRATIONS SHOWING INCORRECT AND CORRECT

METHODS OF PAYING OUT WIRE FROM A COIL

trouble, indicated by the blowing of fuses. The substi

tution of larger fuses did not cure the trouble and a
few days ago, when an accidental ground occurred on
ELECTRIC SOLDERING IRON the trolley wire inside the carshop, some of the circuits
were burned out. On removing the damaged circuits
The handle is made of Vk-in. round iron fitted in a several kinks with broken insulation were found, indi
groove turned in the body of the copper and bent in the cating careless work on the part of the wireman in
form shown. At the upper end is a grip of wood or drawing in the wires.
rubber used to protect the operator from electric shocks. The writer's experience has shown him that very few
An arc-light carbon, not less than V2 in. in diameter, is wiremen know how to uncoil wire by hand, that is with
supported, as shown, from the handle by means of an out some mechanical device. The following simple
adjustable clamp made of two pieces of flat iron held to method permits the uncoiling of wire without kinks :
gether by a small screw and nut. The clamp is in Referring to the illustrations, the first one shows the
sulated from the handle with sheet asbestos. It is ad ordinary method of taking off loop after loop from one
justed so that it slides with sufficient ease to permit side of the coil with the resulting kinks as shown. In
regulation of the arc length. the second illustration the wireman is taking off loops
The lead wires are attached as indicated, one to the without the least tendency to kink and it will be noted
clamp by means of the screw and the other to the handle that he has the coil on his right arm. He unloops two
inside the grip. To protect the operator's eyes a washer loops of wire in this position, then shifts the coil to his
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 67

left arm and pays out two more, alternating in this way The method of calculating the forces transmitted by
until the entire coil is paid out. By this process his the lever system shown in Fig. 1 is sometimes puzzling.
wire gets slight twists alternately backward and for A simple diagram, however, will show the manner in
ward, the twists neutralizing each other. which the different fulcrums are obtained. Consider
that the hand-brake pull rod has moved the lever so that
the brakeshoes have been brought up rigidly against
Hand- Brake Pressures the wheels of the rear truck. The truck-rod connection
to the lever then becomes fixed and the lever rotates
BY L. W. HORNE, CHIEF ENGINEER LORD MANUFACTURING
COMPANY around it as a fulcrum, applying the brakes on the for
ward truck. The leverage then obtained is g/h. Con
It will probably be admitted generally that too little sidering the rear truck, it follows that when the brake-
attention has been given in the past to the design and shoes on the forward truck have been brought up rig
installation of hand-brake rigging. Many cars even idly against the wheels its brake-rod connection to the
now are equipped with hand-brake rigging that does lever becomes a fulcrum. The lever then rotates about
not assure uniform pressure distribution among the this fulcrum, applying the brakes on the rear truck,
brakeshoes. The brake rigging of some double-truck and thus is obtained the leverage (g + h)/h.
cars is so arranged as even to afford no assurance that On single-truck cars the brake rigging shown in Fig.
the brakes will be applied on more than one truck under 2 is almost universally used. This also produces un
all conditions. equal pressures, having the same fault as the rigging
The condition of unequal pressure is readily under shown in Fig. 1. The pressures on the forward and
stood by reference to Figs. 1 and 2. The arrangement rear wheels are found respectively from formulas
of hand-brake rigging shown in Fig. 1 assures the ap X = P ^a/b &nd X = P ~ (a+ b)/b.
plication of pressure to both front and rear trucks, as
it does not embody a fixed fulcrum, the lever simply Fig. 3 shows a most dangerous type of brake rigging
being hung in a slotted guide. Considering the brake sometimes used on electric railway cars. With this
pressure to be delivered to the forward truck, let P rep type of rigging, provided the shoe clearance and slack
resent the brake pressure required in the front-truck are not exactly the same on both trucks, the brakes are
top rod, the lower one in the figure, and X the brake applied only on the truck having the least travel or slack.
pressure necessary to be exerted at the hand-brake rod With this system of leverage a fixed fulcrum is used
at the top in the figure. Then the formula is and, in applying the brakes, if one truck rod becomes
rigid before the other, the lever has two fixed points
X = P~g/h. and cannot rotate any farther. Consequently the brakes
The pressure delivered to the rear truck is, of course, will not be applied on the other truck. The formula for
greater, the formula being computing the leverage developed by means of this
X = P~ [(* + *)/*]. rigging is
It will be noted that the lever arm g for the forward X = 2P^ l(g + h)/h].
truck becomes g + h when the pressure is transmitted In comparing the formulas corresponding to Figs. 3
to the rear truck. and 1 it is sometimes puzzling to understand why twice
Hand B/taxc Rod

Hand
Bn*x£/foo

Truck Mx>

HAND-BRAKE PRESSURES—FIG. 1 —DOUBLE-TRUCK CAR-BODY BRAKE EQUIPMENT; FIG. 2- -SINGLE-TRUCK BRAKE

EQUIPMENT ; FIG. 3—DANGEROUS TYPE OF BRAKE EQUIPMENT

This result is at variance with the correct theory of the force must be exerted in the hand-brake rod to give
car retardation. A perfect arrangement of brake rig the same truck-rod pull as is obtained by the lever ar
ging should always provide a slightly higher pressure rangement shown in Fig. 1. This is explained by con
on the forward truck, because the car tends to overturn sidering the travel of the lever. It is well known that
or rotate about the axis of the forward truck. This power and distance traveled are directly comparable.
tendency is due to the centrifugal force exerted during In Fig. 3 the brakes on both trucks are pulled up at
retardation, which transfers part of its proportion of once. Therefore each truck receives only half the force
weight from the rear truck. developed, and the travel of the lever is only that of
 68 ELECTRIC RAILWAY JOURNAL [Vol. XLVT, No. 2

equalization of pressures and the application of brake

pressure to both trucks under all conditions.
When hand brakes are applied to air-brake cars it has
generally been the practice to provide levers for multi
plying the hand-brake power and a chain for operating
the brake-cylinder piston, thereby applying the brakes
to the trucks through the air-brake live and dead levers.
By this method exact equalization of hand-brake pres
sure is obtained through the air-brake levers. However,
some master mechanics favor a separate and independ
ent brake rigging right to the truck levers. Their pref
erence is based on good, sound judgment, as it not only
provides against a failure of the air, but against the
breakage of any of the air-brake pull rods. The prac
tice of operating through the air-brake rigging, how
ever, has the advantage of extreme compactness, and
an additional safety measure has been provided by
means of the stop device recommended by the Westing-
house Traction Brake Company. This device limits the
travel of the live and dead levers in such a way that,
should one of the top rods break, the lever can fulcrum
against the stop, assuring a brake on at least one truck.
In designing hand-brake equipment and rigging for
HAND-BRAKE PRESSURES—FIG. 4—BRAKE RIGGING GIVING a car of known weight, it is desirable to obtain the
PERFECT EQUALIZATION maximum force possible in the hand-brake pull rod. Ef
ficient hand-brake devices can be made very compact
the travel of one truck rod. In Fig. 1 each truck rod and can develop high power without the space required
obtains the full pressure by means of a continued pull. for the swing of long brake levers. For this reason
In other words, one truck receives the full pressure and the best proportion can generally be obtained by having
then the lever continues to travel until the other truck the multiplying ratio transmitted through the car-body
has also received the full pressure. The travel of the levers as low as possible, which results in short travel
lever, therefore, is the total travel of the rear truck rod of the levers, the travel being directly comparable with
plus the total travel of the forward truck rod, or twice the multiplying ratio. Economy of valuable space under
the travel of the lever shown in Fig. 3. the car is also thereby effected, allowing room for the
For cars not equipped with air brakes the system of many devices now being added to modern car equipment.
hand-brake rigging shown in Fig. 4 produces exact
equalization of pressures between trucks and absolute
provision for applying the brakes on both trucks re Effect of Gear Ratio on Operating
gardless of unequal travel and slack conditions. The
formula for calculating the required brake pressure at Economy
the hand-brake rod for the rear-truck top rod is In the sixth annual report of the Board of Supervis
ing Engineers, Chicago Traction, the results of a study
* " r(V)f; ')i of a change in gear ratio are given. These results are
shown in the accompanying curves. The study was
and for the forward-truck top red is made on a change in ratio from 69:17 to 71:15 on the
standard 1908 Pullman car of the Chicago Railways,
weighing 30 tons. Fig. 1 shows the characteristic mo
tor curves for the two gear ratios, the efficiency being
An arrangement of sheaves (Fig. 5) can also be used, practically the same. On the assumption of an acceler
which comprises the same type of rigging shown as Fig. ating rate of 1.65 m.p.h.p.s. and different periods of
3, except that it has the advantage of affording exact coasting, the operating results obtained with the new
Hand B*ake f?oo

Current in Amperta.
Haho O^akjt f?oo
HAND-BRAKE PRESSURES—FIG. 5—RIGGING EMBODYING GEAR RATIO AND OPERATING ECONOMY—FIG. 1—CHARAC
SAME PRINCIPLE AS THAT SHOWN IN FIG. 4 TERISTIC CURVES OF CHICAGO SURFACE LINES MOTOR
 Ainr 'OT [SI6T oiHioaia AVAV1IVH IVNHIlOf 69

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oi;bj jo jaA\od uoi;duinsuoo uaaA\;aq A\au pus pio -JB33
3ui si pa;;ojd ;suib3b sdo;s -tad "anui "g aqx a;BJ jo -OB
uoi;Bjaiao uo jBUiJouqns 33b;ioa A"bui aq Xi[Bija;Bui -ui
passajo ;noq;iA\ XjsnojaSuBp 3uipB0iJ3A0 aq; •sjo;oui
siqx si XjjBpnoi^iBd snoa3B;uBApB ui aq; pa;sa3uoo -sip
s;oij; sb b suBaui jo 3uisb3joui ajnpaqas ■spaads
aqx ^iodaj osjb subo uoi;ua;;B 0; aq; ssauaAi;oajja jo
p[au 'ioj;uoo aq; [Bdpuijd b3b;ubapb jo qoiqAV si ui
3uipiAOjd b ajqixBg JBa3 'oi;bj 3[qBa3uBqo A"ip30ij;o3[3

0; 1 1 11 1 111 11 11 ; 1 1 1 : 1 1 m 1 1 1 1 1 11 1 vrrrrr

0„ S 01 SI 02 SZ
«do4<; jsd •aim
avao oixva anv ONixvaaao awonod3—'om z — saaaas
anv AoaaNa NOixawnsNOO hxim XNaaaaaia
onixsvoo saoiaaj

jbb3 oi;bj ajB UAvoqs ui "3ij 'z aq; spaads U8Ai3 3uiaq
3uiuunj spsads q;iA\ ou 30uba\ohb joj -sdo;s 3uiuinssv
puooas-ua; sdo;s ;b sp3Aja;ui jo 8gg ,-;j jo ua; sdo;s jad
'ajiui sb jsoidXi jo aq; aoiAjas uo A^Baq 's^aaj^s aq; -pj
3uia\o[ sr)ins9J eaa.w pajBoipui Xq aqj Xpms :
'I qi!A\ ou '3ui^sboo b apnpaqos paads jo ^noqs 6
ui -q-d }ouubo aq papaaoxa ^noq^iM 3uisBaj3Ui aq} -OB
uoi}BJ3[ao sa^w ■p9lunssB Z aqx mnuiixBui jo ^sajo
p»3ds J° OZ -q-d-ui si AiBssaaau oj qaBaj siq; a3BJ3AB 0 S 01 SI 02
"Paads 'S q^AV ^jBd 3ui^sboo puB ^JBd 'Sui^jq aq^ -aj ps*c!<3 ' 93||U Jed -noH
uoi^bj uaaA\;aq mnuiixBui puB bSbjbab paads si ui -uaS
p3Ja jo aq; auiBS 'ja^OBJBqo *'9'\ q^iM b uaAiS mnuiixBui avao oixva onv ONixvaado AWONOoa—'on f—Nivax
jo ^sajo paads aq; apnpaqos paads si pa^iuii[ puB ^ouubo aoNvxsisaa saAano aasn sv aHx sisva
aq pasiBJ ;noq;iA\ Suisbbjoui uoi^BjajaoDB *sa;BJ -uo3 ao snoiAaaa SNOixvmoivo

q3nojq; aq; uoi;BJado jo aq; Jai[oj;uoo aqx jbb3 oi;bj

ajqB^ins joj pj3u [oj;uoo si U3ai3 sb jo ^ '9 sb
pajBdmoo q;iA\ \i 'g\: jo '£ff joj aq; pasiAaa oi;B;soaqj
*IOj;uoo PUB 'Ll'-G9 J0 'q$0'f q;]AY aq; oi;B;soaqj loj;uoo
uaq; ui •asn
ui 3ui;Bpnap30 aq; sa[npaqos uo qoiqM. sq; aAoqB -uoo
suoisnp ajB 'passq 3q; pjBoq paAoiduis aq; s;pnsaj jo
aouB;sisaj s;sa; apBui A"q aq; ogBoiqQ s^baviibjj u! 'SI6I
3uisn pjBpus;s ja3uassBd sjbo puB aq; ja;3iuomBUA"p jo
[[iid-jBqAVBjp •poq^ui asaqx s;[nsaj aaB UAvoqs ui j •3i
-f aqx s;sa; aj3M apsui uodn b jbd 3uiq3i3A\ %92 suo;
A^duia puB papBOj o; tgg z 'suo; ;sq; 'si qiJAV OSI -uassed
-sja3 aqx saAjno ;uasajd3J aq; aouB;sisaj ;b ;ub;suoo
'paads ;i 3uiaq punoj ;Bq; 3uunp uoi;Bja[aooB aq; -aj
aouB;sis si XjqBjapisuoD 'jaq3iq Xi[Bioadsa ;b a\0[ •spaads
aqx s30UB;sisaj UA\oqs sjb qortui J3A\o[ UBq; bjb X[p3nsn
u3ai3 joj sjbo jo siq; ■adA";
aqx b[iiuijoj 3ui;u3sajdaj uiaq; si passq uodn aq;
3uoj;siujv aouB;sisaj-uiBj; Bpnuuoj q;iA\ aq; s;ub;suoo
pasiASJ o; ;u aq; s;[nsaj jo asaq; -s;s3; ;j si sb sa\o[[oj :
a see sso ^XvX^sooo
avao oixva anv ornxvaajo AWONOoa— -oia g— saAano
onimohs Noixviaa .jo saoxs aaa aim aNv a.iaq.w y = jbo 30Ub;siS3j ;b uuojiun paads ui spunod
soniavs ana ox bonvho ni avao oixva jad •uo;
 70 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

W = weight of car in tons. cut out of circuit, the speed will be approximately 14.5
S = speed in miles per hour. m.p.h. Therefore, the load on the motor on the 30-in.
A = head end area square feet (100 sq. ft.). wheel is 7.3 per cent less than on the motor on the 31-in.
The report calls attention to the fact that there is wheel, and the heating is approximately 12 per cent
general acceptance of a form of curve starting at zero less. It may be seen from the shape of the curve that
speed with a certain static friction, and increasing more when the motors are heavily loaded the difference in
rapidly than the speed due to head or wind resistance heating may be very great.
and track friction. But none of the empirical curves Fig. 2 also shows the difference in the load and heat
for free-running train resistance recognize the fact that ing between motors on 30-in., 30V2-m. and 31-in.
the resistance during acceleration is considerably great wheels.
er than indicated by the curve of free-running resist These curves were worked up assuming the motors
ance, and that the curve of total drawbar-pull or re had identically the same speed curves, but in commer
sistance is very high at the start, minimum at a cial production, due to the variation of materials, ma
moderate speed and again rises at higher speed. Hence chining, etc., the speeds of different motors may vary
in the preceding study the resistance during accelera as much as 5 per cent.
tion was assumed as high as 221/2 lb. per ton, nearly If the motor which is mounted on the larger wheel
double that found in free running. rotates at a higher speed for the same amperes than the
Although these data were obtained from actual dyna motor on the small wheel, then the difference in loading
mometer tests, the great diversity of opinion and re will be greater than shown on these curves.
sults among various investigators suggests the neces If the service is such that the motor is accelerating
sity for further analysis, especially differentiating be during the greater part of the time, the difference in
tween train resistance during acceleration and during wheel size permissible will not be so great as when it
free running. is operating in a service which is largely made up of
running at high speeds with few accelerations.
Effect of Car-Wheel Diameter on Motor It is not the purpose of this article to state what
wheel-size variation is allowable, because this depends
Heating entirely on the shape of the speed curve, and particu
In a recent publication of the Westinghouse Electric larly on the service to which the motor is subjected. It
& Manufacturing Company appears a continuation of is evident that when the motors are running compara
the discussion of the effects of the size of wheel on tively cool a certain difference in heating between two
motor heating begun in a series of articles in the Elec motors on a car is not so objectionable as with the
tric Railway Journal, to which the writer referred. motors worked to the limit. This means, in general,
These articles appeared in the issues for Oct. 3, 1914, that it is not so necessary to be particular with refer
page 622 ; Oct. 31, 1914, page 1014 ; Nov. 28, 1914, page ence to wheel sizes where the motors are running cool,
1203, and Dec. 19, 1914, page 1344.
After referring to the discussion in J/ Westinghouse Cun e No Per Cent di/fer-
Railwm Motor ence n loading ol a 31"Wheel
the Electric Railway Journal the S00 Volts noior and 30 Wheel,
writer of the article proceeded as Xwf Curve No 1*31'Wheel Cun■e No I'Per Cent differ-
LU ence in heating
follows : Curve No t-JOfWheel
As an example of the effects of dif Curve No )'JO'Wheel
ferences in wheel diameter, the case ?c Curve Mo. 4 'Per Cent differ
of a car which has wheels 30 in., 30V2 CO ence in loading of a 30j "Whet I
in., and 31 in. in diameter, equipped
% Curve No. }■ Per Cent differ-
with typical 37.5-kw. (50 hp.) motors, ?ft ence n hec Una.
has been considered and will show the IV
difference in the load and heating for J
each of the motors driving the three k V
sizes of wheels.
From the speed curves, Fig. 1, the j
amperes load taken by each of the v
motors for any given speed may be 10 J
easily determined. For example, if
the car is operating at 15 m.p.h., the r :o
motor on the 30-in. wheel is drawing > i
75 amp., and the motor on the 31-in.
wheel is drawing 81 V2 amp. Amperes A'i/es p er Hoiir
0 / 1 40 e7 t 0 100 li 0 1401 ISO1 ISO1 !00\J 0 17 I0- 30 <0
From this difference we have con
structed curve No. 2, Fig. 2, which WHEEL DIAMETER AND MOTOR HEATING—FIG. 1—SPEED CURVES FOR DIFFER
shows the per cent difference in the ENT DIAMETERS; FIG. 2—DIFFERENCES IN CURRENT AND HEATING
loading carried by the two motors
based on the amperes in the motor driving the while with motors running hot it may be best economy
larger wheel. Due to the difference in amperes to keep the wheel sizes very nearly alike.
taken by the motors there is naturally a difference The approximate curves shown are given merely as
in the heating resulting therefrom. Curve No. an aid in deciding for each individual case the maximum
1, Fig. 2, shows the per cent difference in the heating difference allowable.
between the motors driving the 30-in. and the 31-in.
wheels, based on the heating in the motor driving the A recent census of the trainmen of the Louisville
31-in. wheel. At 25 m.p.h., which is the approximate (Ky.) Railway showed that the men had been in the
free running speed, this heating will be 5.5 per cent service of the company as follows: Fifteen for more
less in the motor driving the smaller wheel than in the than twenty-five years ; forty-one for more than twenty
motor driving the larger wheel. years ; forty-seven for more than fifteen years ; eighty-
When the car is accelerating, these motors will draw four for more than ten years; 385 for more than five
approximately 90 amp., and when the resistance is all years; fifty-five for less than one year.
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 71

A Convertible Car for General Service

The Burlington (Vt.) Traction Company has recently
placed in service a type of convertible car that has nu
merous features of advantage for general service. The
design is standard with the builders, the J. M. Jones'
Sons Company, Watervliet, N. Y., and it is claimed
that the car probably constitutes the nearest approach
to a single universal type for surface operation that has
yet been attempted.
The special features, aside from the fact that the
design provides an open car in summer and a closed
body in winter, thus eliminating double equipment, con
sist in the low window sills, the absence of wall pockets
that ordinarily collect rubbish, the maximum seat length
and aisle space, the low platforms, and the inclosed plat
forms, preventing accidents to passengers and conduct
ors, whether used as a summer car or as a winter car.
For the Burlington car, the general dimensions are as
follows :
INTERIOR VIEW SHOWING STATIONARY SCREENS IN
Length over all 45 ft. 0 in. WINDOWS
Length over corner posts 32 ft. 0 in.
Extreme width 8 ft. 5 in. unusually short, seating only two passengers. The idea
Height from rail to trolley board 11 ft. 10 in.
Weight fully equipped 45,000 1b. involved is that, by eliminating the hand straps,
Seating capacity (exclusive of platforms) .'.58
standees will move forward to a point where they can
reach the handholds on the backs of the transverse
The car body is constructed upon a steel underframe seats, and in this way the ends of the car will be left
with steel-plate girders at the sides. The side posts are clear for entrance and exit.
made of ash, but the roof sheathing is of sheet steel.
The interior finish, in general, is of cherry. The in
terior equipment includes AA-DT American sheet glass, Tank Lifters for Small Oil Switches
Globe ventilators, Curtain Supply Company's curtains, Oil-switch tank lifters are a great convenience, par
Heywood Brothers & Wakefield rattan-covered seats, ticularly in stations where a large number of switches
solid-bronze polished trimming, folding platform doors are installed, and although a tank with oil for a com
and steps with Consolidated fixtures, Consolidated buz paratively small switch is not especially heavy, the char
zers and heater equipment with thermostatic control, acter of the load makes it somewhat cumbersome for
and International registers. Taylor trucks with 4-ft. one man to manage. The result of this is that often the
10-in. wheelbase and 34-in. wheels are installed, and oil-switch contacts are not inspected as regularly as
with these is a four-motor equipment of Westinghouse they should be to insure the most satisfactory opera
101-B motors. tion.
The detailed weights of the various pieces of appa The tank-lifting arrangement, which is manufac
ratus that enter into the construction are shown in the tured by the General Electric Company and illus
following table: trated on page 74, provides a very simple and easy
means for lifting quickly an oil-switch tank either up
Car body 17,500 lb. or down through the entire distance between the switch
Trucks 12,500 1b. frame and the floor. The lifter is made in two widths,
Motors 10,800 1b.
Brakes and control 3,000 lb. one for single and the other for double-throw switches,
Doors and steps 900 lb.
Heaters 300 lb. and these widths differ only in the lengths of the three
Total 45,000 lb. rods that join the two pairs of parallel operating arms,
this being necessary owing to the differences existing in
It will be noted from one of the accompanying illus the dimensions of the tanks.
trations of the car that there are no hand straps at the To fasten the tank lifter to the switch frame two
ends of the car, and that the longitudinal end seats are hooks attached to the inner ends of the longer pair of

CONVERTIBLE CAR WITH SASH IN PLACE FOR WINTER SERVICE

 72 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

operating arms are placed over the ribs of the switch All-Steel One-Man Car
frame, the operating arms are raised and the tank sup
ports fitted under the tank. Then the wing nuts that Some months ago the Marshall (Tex.) Traction Com
secure the tank to the frame are turned to unfasten pany, as noted in the Electric Railway Journal for
the tank, and the outer ends of the long arms are low March 27, ordered three all-steel one-man cars from the
ered to the floor. Finally two catches on the cross-rod Cincinnati Car Company on a forty-five-day guaranteed
between the inner pair of operating arms are released, delivery. The cars left Cincinnati on the date agreed and
and these arms are allowed to rise until the tank are now in service on the Marshall Traction Company's
reaches the floor. line. They possess a number of unique features, promi
The tank supports are separate from each other and nent among which is the all-steel construction notwith
standing their small size.
The side girders are made of Vs-in. steel plates to
which the side sills of 3-in. x 5-in. x 3/16-in. angles are
riveted. From the side sills pressed-steel channel cross
ings of Vs-in. steel plate are supported and these carry
the flooring. All body posts are formed from con
tinuous steel tee bars iy2 in. x 2 in. x 3/16 in., these
members extending from side sill to side sill and form
ing the roof carlines. Vestibule corner posts are made
of No. 12-gage sheet steel pressed into a box section,
and the roof is covered with No. 18-gage sheet steel
riveted direct to the steel carlines. The outside of the
vestibule below the sash is covered with Vs-in. sheet
steel pressed at the top to form the window sill, and the
letterboard for both body and vestibule is also a V%-'m.
steel plate, both top and bottom being shaped to re
ceive respectively the canvas molding from the roof and
the top sash.
The floor of the car is formed of two layers of wood
applied longitudinally with the car body, and the in
terior finish, such as sash, doors and molding is made
of ash. Outside of this, however, the construction is
of steel throughout. No headlining is installed, the roof
being covered on the outside with 1-in. thickness of
compressed cork that is cemented to the steel, the
cork, in turn being covered with No. 8 canvas secured
VIEW OF TANK LIFTER FOR SMALL OIL to a wooden molding on the letterboard and bound with
SWITCHES 1%-in. beveled edge iron. The wainscoting below the
window sills also is made from compressed cork 1 in.
attach to the tank by continuations of the two equal thick and cemented to the steel side plates, and is cov
sides of each strap-iron triangle, which are bent up ered with 1/16-in. linoleum. The vestibule between the
ward to fit over the rim on the bottom of the tank. Each floor and the windows is sheathed in the same manner.
support is removed from a tank by lifting an end of A prominent feature of the car is the very high
the tank a few inches from the floor and sliding the grade of painting that has been followed throughout,
support from under. this being in accordance with the Cincinnati Car Com
To place the tank on the oil switch, the operation as pany's standard system. The smooth finish is especially
described is reversed, the time required for the process noticeable in the white enameled ceiling shown in one
being practically negligible. of the accompanying views. This has eliminated abso

EXTERIOR AND INTERIOR VIEWS OF MARSHALL TRACTION COMPANY'S ONE-MAN CAR

 July 10, 1915] ELECTRIC RAILWAY JOURNAL 73

lutely any objection to the absence of headlining on days. The moisture content was found to be about
the grounds of appearance, as the exposed carlines give the same in treated and untreated woods, but the break
an impression of panelling that is exceedingly attrac ing strength of the treated pieces was only 38 per cent
tive. An air space under the steel roof sheathing is, of the untreated specimens. The tests indicated the
of course, made unnecessary by the cork insulation on desirability of further research along this line.
top of the roof.
The car seats thirty-two passengers and is 33 ft. 5
in. long over all. However, the weight of the car body, Tearing Up Pavement at 500 Ft. per Minute
complete with all details but exclusive of the car-body Rooting up granite-block pavement between the rails
electrical apparatus and trucks, was guaranteed not to at the rate of approximately 500 ft. per minute is the
exceed 10,000 lb. Single Brill trucks are used, these startling result obtained by the use of the pavement
weighing 6800 lb. when equipped with two Westing- rooter invented by Charles H. Clark, engineer main
house 307 motors and double-end control. This gives tenance of way Cleveland Railway Company, and de
a total weight of 16,800 lb. for the car. scribed on page 1346 of the Electric Railway Journal
The following equipment specialties were furnished: of June 13, 1914. The device consists of a heavy steel
Consolidated electric heaters, Hale & Kilburn seats,
Hunter destination signs, Pantasote curtains, Rico sani
tary strap covers, and Peacock brake mechanism with
Cincinnati ratchet and pawl. Combination ventilator
registers and lamp fixtures, sash locks, weather strip
ping, push buttons, and sand boxes were supplied by
the Cincinnati Car Company.
The car body is fully inclosed and of the double-end
type, the car having been designed for one-man opera
tion. There are, however, two sets of folding doors and
a stationery step on each side of the vestibule so that
the car is suitable for two-man operation in case this
is desired. The doors are normally under the control
of the motorman by suitable operating mechanisms, and
a removable division rail is provided in each vestibule
to separate the entering from the exit passengers.
The general dimensions are as follows:
Length over all 33
21 ft.
ft 56 in.
In.
Length over corner posts. . in ft. » In
Height, rail to trolley board ■ "• " JJJ- VIEW OF ROOTER IN ACTION
Extreme width 15% in
Step from rail 13 in
Step to platform 8% in' plow casting mounted beneath a substantially built car
Step to car floor SfL'ilfi in'
Door opening between posts 87 In riage which weighs complete approximately 11 tons.
Width of seats '0 In In the particular instance shown in the three accom
Width of aisle 30 in
Side post center 39 panying illustrations, the total time required to set the
Seating capacity 33 in"
Size of wheel ; ; ; ; ;j £ „ plow in position for beginning the work, attach it to
Wheelbase ,g gn() ,b the motor car and plow up 1475 ft. of granite-block
Total weight of c.u
pavement between the rails was twelve minutes. The
actual plowing time for this length of track was three
Effect of Zinc Chloride on Timber Strength minutes. Since this rooter accomplishes its work so
Some interesting results of a study of zinc chloride
as a preservative of lumber were presented recently in
a thesis by Alfred H. Clarke, at the Massachusetts In
stitute of Technology, Boston. The author pointed out
that the main objection to the use of the cheaper grades
of pine for structural purposes is the susceptibility of
such lumber to destruction by dry rot. The seeds of
the rot fungi are microscopic and may exist unobserved
in new wood. If they are left unhindered they may,
under proper atmospheric conditions, develop rapidly
and injure the whole structure of the wood and be dis
astrous to the building. The usual means of preven
tion is by filling the wood with a poison which destroys
the food of the fungi. Zinc chloride, often used for
this purpose, is cheap, easy of application, and efficient
as a rot destroyer. Under ordinary conditions it has
not been thought harmful, but it has also been argued VIEWS OF TORN-UP PAVEMENT
that under the conditions of temperature and humidity
that favor dry rot, the zinc itself may impair the quickly, pictures of it in action have been difficult to
strength of the timber. obtain. For the information of track and roadway en
The method followed was to treat small sapwood gineers one need not dwell upon the saving in labor
specimens with the desired amount of the salt by im thus effected, only two men with the plow and the crew
mersion in a bath of weak solution, then to consider on the motor car being needed. Immediately after the
and observe in fairly large sets the wood so treated for pavement is torn up it is necessary for a small crew
strength in various ways, moisture content, etc. Com of men to make the street crossings safe, but this would
parisons were also made with untreated wood. A tem be necessary in any case, hence this gang's time is not
perature of 150 deg. Fahr. was maintained for several chargeable to the cost of tearing up the pavement.
 74 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2
Quickly Detachable Busbar Tap
The busbar tap shown in the accompanying illustra
tion is one of the cable-connecting devices made by the
Fargo Manufacturing Company which were mentioned
in the Electric Railway Journal of June 26. This is
reported to make a material current saving on account
of its positive con
tact, as it makes a
practically welded
joint, the tap
wire being forced
against the busbar
with almost any de
sired degree of
pressure. This is
accomplished mere
ly by tightening
the screw nut
which holds the TRACK-TRENCHING MACHINE—VIEW OF INTERVAL
tap wire firmly BETWEEN TRACK AND EXCAVATING GANGS
through the cone-
shaped grips fit established by a line and stakes set beside the trench.
ting inside of it. During the process of excavation the machine will de
COMPRESSION-TYPE BUSBAR TAP The connection posit the spoil on either side of the trench or cast it into
naturally has great dump wagons in the street beside the trench. The
strength and it is very easily installed, eliminating any ability of the operator to regulate this machine to cut
necessity for using solder or bolted clamps. It can be a trench true to line and grade, and at the same time
disconnected with equal facility so that the work of leave the trench practically clear of loose material, makes
cutting out a transformer, for instance, can be accom unnecessary any leveling of the finished trench.
plished in a couple of minutes. This ease in handling In a contract recently completed for the Rockford &
obviously makes the device a great money saver in both Interurban Railway, a 20-in. trench, 8V2 ft. wide, was
the central station and the substation. In fact, where- excavated at a rate of approximately 500 ft. a day. The
ever electrical taps are installed either permanently or material removed was a sandy loam paved with macadam.
for temporary work, this form of connection can be Before beginning the excavation the track was removed
used with invariable success. from the street with jacks, and the trencher followed
this work so closely and was in turn followed by the
track-laying gang, that a maximum distance of only
Track-Trench Excavating Machine 300 ft. was left between the point where the old track
One operation to complete the track trench ready for left off and the new track began.
ties, rail and ballast, is the result obtained by a special Experience with various kinds of materials has dem
type of excavating machine that is operated by the Gen onstrated that the machine will successfully and econom
eral Engineering & Constructing Company, Rockford, 111. ically excavate any of the usual composite materials
This was designed particularly for excavating street rail found in city streets. If the spoil is to be used again for
way track trenches in any width up to 9 ft., and depths up ballast it may be cast on one side of the trench, leaving
to 36 in. may be excavated in one operation. A roadbed the other side clear for traffic and track operations.
true to grade is easily regulated, the depth of the trench When only a part of the spoil is to be used for future
being controlled by the boom operator who varies the work, that which is to be hauled away may be run into
depth of the cut as shown by an indicator on the ma dump wagons as the work progresses. In case all the
chine. spoil is to be removed from the street, the waste time
This indicator points to the true grade which is of teams is minimized as the wagons are loaded rapidly
and continuously after the teams have been properly
spaced. The continuous flow of excavated material from
the machine to the wagon makes it possible to load the
average dump wagon in about two minutes, and experi
ence has shown that it is possible also to obtain about
*4 yd. more load per wagon with machine-loaded mate
rial than with material loaded by hand. In the two
accompanying illustrations the excavating machine and
the interval between the machine and the track-laying
gang are shown.

The recent talk by H. C. De Camp, Cincinnati, to two

groups of trainmen of the Louisville (Ky.) Railway, is
the first of a series which Mr. De Camp will deliver dur
ing the year. No meetings will be held during the hot
weather. The company will resume the educational work
in the fall, when Mr. De Camp will discuss the equip
ment of the street car. Other speakers will be heard
from time to time. The meetings will be held at irregu
TRACK-TRENCHING MACHINE—VIEW OF MACHINE IN lar intervals, according to the plans which the company
OPERATION has announced.
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 75

News of Electric Railways

TOLEDO FRANCHISE CONFERENCE THE CHICAGO ARBITRATION

The conference between the franchise committee of the Employees Complete Presentation of Evidence—Railway
City Council of Toledo, Ohio, and Henry L. Doherty and
other representatives of the Toledo Railways & Light Com Begins with Testimony of President Busby
pany on July 2 was brief and as a consequence not much Day and night session are being held by the arbitrators
was accomplished. Another conference was arranged for selected to pass upon the differences between the Chicago
July 7. surface and elevated railways and their employees. The em
The tentative draft as it stood on July 2 provides that ployees completed the presentation of their case with the
the municipal ownership ordinance, passed by a vote of examination of President Mahon of the Amalgamated asso
the electors on Aug. 4, 1914, shall not be changed, altered ciation. The railway opened its case with L. A. Busby, pres
or affected in any respect by the provisions of the new ident of the Chicago Surface Lines.
ordinance, nor shall the new ordinance be construed as The hearing of June 30 was largely devoted to taking the
replacing the municipal ownership ordinance. This ordi testimony of employees regarding wages and working condi
nance, it is expected, will state that its terms may be exer tions. With each witness counsel for the employees empha
cised whenever the city is in position to purchase the sized the point that one year of training was sufficient to
property. warrant paying a motorman the maximum wage. One wit
Section 7 of the new ordinance provides that the city ness stated that he knew of no skilled trade where the men
may buy the company's property under the provision of the received the maximum wage in one year unless it was the
referendum ordinance, the value to be based upon an ap hodcarriers. This witness said that hodcarriers worked only
praisal which shall be determined by arbitration. The city about eight months of the year and he was not sure that men
must give the company notice twelve months before it of this trade received more pay than motormen. Joseph
expects to exercise this privilege and the purchase is to be Riordan, a motorman on a supply car, contended that his
settled by a referendum vote. The right to purchase may duties were more difficult than those of a regular motorman.
be exercised within sixty days after a referendum election, For that reason he should receive the same pay and be of the
if the majority of voters favor the purchase. same grade as the motormen in the train service. In cross-
It was agreed that when a question arises in regard to examination, however, Mr. Riordan stated that most men
the fare to be charged, the rate in effect at the time shall who went from the supply-car service to the train service
be continued until the matter is settled by a court of com did not like the work and quit. According to the witness
mon jurisdiction. Attorney Thomas H. Tracy suggested motormen on supply cars would not be credited with senior
that if it is found that the fare was not sufficient to meet ity when they entered the train service.
requirements provided in certain sections of the franchise, The examination of motorman Myles Callaghan showed
the loss should be made up to the company. While the that he had a split run, from 6 a. m. to 8 a. m., and then
matter was not definitely settled at the conference on from 1.40 p. m. to 9.30 p. m. He admitted, however, that
July 2, the committee seemed inclined to concede this con he could have chosen a run with fewer consecutive hours
tention. Mr. Tracy also insisted that questions of effi which would have paid as much as the one he had selected.
ciency in operation should be left to arbitration. Practically all the other motormen witnesses had objected
to smoking on the platform, but Motorman Callaghan ad
ROCHESTER CONNECTING RAILROAD vised that he had not suffered. It was very easy to venti
The Rochester Connecting Railroad has applied to the late the vestibule. The witness admitted that the company
Public Service Commission of the Second District of New purchased the uniforms of new men in cases of emergency,
York for a certificate of public convenience and necessity and that the cost of uniforms had decreased. Ten years ago
for its 2% miles of line in the outskirts of Rochester. The the extra men averaged four days a week. At present they
company recites in its petition its connection with the Buf average at least five days a week. The men were permit
falo, Lockport & Rochester Railway, an electric line, which ted to select the system by which runs were picked.
is also connected with the proposal to build a new inter Maurice Lynch, assistant financial secretary of the union,
national bridge across the Niagara River and to connect it was examined regarding the speed of cars. He stated that
with the Buffalo, Lockport & Rochester Railway by a new this was computed from one end of the line to the other,
line from Niagara Falls to Lockport. The New York Cen and included delays. On a line of fifty runs, each run hav
tral Railroad has objected to the granting of a certificate ing ten trips, or a total of 500 trips, a minute taken off each
to the Niagara Falls and Lockport line. The eastern end trip would save the company 1500 minutes. Also, if one
of the Buffalo, Lockport & Rochester Railway, through the hour was required for a round trip on a three-minute head
proposed Rochester Connecting Railroad, is to be connected way, and the time was reduced to fifty-seven minutes the
with the Pennsylvania Railroad and the Erie Railroad at company would save four men, or $12.80 a day. High
Rochester. speeds required greater alertness on the part of the motor-
It was said at a recent hearing before the commission men, took cars off the line, and threw men back on the
for a certificate for the western connecting link that seniority list.
this, with the new bridge, would give the Pennsylvania Ordinary common sense, a little clerical ability and hon
Railroad access not only to the rich territory of the Buffalo, esty were essential for a man to be a good conductor. Con
Lockport & Rochester Railway, but also would afford a cerning unemployment in other trades, bricklayers worked
connection over the new bridge with the Canadian trans about 75 per cent of the year, structural iron workers 75
continental lines. The project is backed by men prominent to 80 per cent, plasterers 75 per cent, lathers the same, and
in electric railway affairs in western New York, including steam fitters continuously. Trainmen in the street railway
E. G. Connette, president of the International Railway, service could not work the entire year.
Buffalo, and the petition for the Niagara frontier link of Lawrence D. Bland, editor of the Union Leader since 1905,
the new road is supported by petitions of the local au presented a table of increases in the prices of articles of
thorities, boards of trade, and prominent manufacturers. food since 1907.
The New York Central Railroad in its opposition to the On July 2, W. D. Mahon, president of the Amalgamated
propect maintains that the territory is already supplied, if Association, outlined the history of the organization and
not over-supplied with railroad facilities. It says that the railway industry. More than 200 locals had contracts
the present railroad bridges into Canada are of a capacity with the companies. He believed the responsibility of mo
sufficient to care for the business of many years' growth, tormen and conductors was greater than that of any men
and that to allow competition in this territory would be in any other form of transportation. The financial state
ruinous to its own interests as well as to the business of the ments of companies in the United States showed a steady
new road. A hearing has been held before the commission increase in gross income. In 1902 one out of 18,000,000 pas
on the Niagara link and the question of the Rochester con sengers was killed, and in 1907 one out of 13,000,000. In
nection will be heard within the next few weeks. the last three years in Chicago, twenty-two trainmen were
 76 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

killed on the surface lines, and eight totally disabled. The companies than the 1907 Chicago ordinance. Mr. Busby re
industry owed the employees a living when they became ceived $60,000 a year salary; Henry A. Blair, chairman of
too old for service. Mergers resulted in a reduction of the the board of operation, $30,000 a year, and John M. Roach,
cost of management. In 1892 there were six companies in adviser to the president, $20,000 a year. Each of the other
Chicago. Now there was only one. The reduction in the four members of the board of operation received $2,500 a
expense of supervision should make it possible to take better year. Counsel for the employees criticised the company for
care of the men. The men were not properly provided for setting aside 14 per cent in cash for maintenance and re
anywhere in the street railway industry in this country or newals. Questions of depreciation, taxes and dividends paid
Canada. The arbitrators should consider only local condi by the surface railways were also touched upon.
tions. When Mr. Mahon had finished, counsel for the em William Weatherwax, general superintendent of transpor
ployees announced that he had completed their side of the tation, of the Chicago Surface Lines, followed Mr. Busby.
case. In direct examination, he stated that men were promoted
L. A. Busby, president of the Chicago Surface Lines, took from the train service to responsible positions in nearly all
the stand on July 5. He outlined his ten years' connection the railway departments. He would rather not employ ex-
with street railways, and explained briefly the development trainmen because it was difficult for them to overcome their
of the graded scale up to 1909, when the present five-year old habits. Mr. Weatherwax outlined his experience with
spread was established. Mr. Busby introduced exhibits the company beginning as a tow-boy in 1886. He compared
showing the average monthly wages of regular, extra and old-time and present-day working conditions. Mr. Weather
carhouse men for May, 1915, for all employees to be $74.20 wax thought that the five-year period was just right for a
a month. With $3.10 a month added as the cost of free man to attain maximum efficiency. The request of the em
transportation to the men, the general average of all men ployees that all Sunday runs be eight hours or less was not
in the service was $927.60 a year, with the average for practical. It would require the use of many men who would
high-rate men $1,011.60 a year. Other statistical exhibits not have work on other days of the week. Mr. Weatherwax
were introduced to show that Chicago conditions were bet had not endeavored to increase the schedule speed, but found
ter than those in other cities as regards fall-backs, pull- it difficult to keep the men from running in advance of the
outs, turn-ins, accident report time, night cars and receiv schedules.
er's pay. An exhibit was also introduced showing that bonus
and dead-time allowances cost the company 3,255,540 man- MARKET STREET OPERATION, SAN FRANCISCO
hours a year, or $1,011,786. This resulted in the Chicago
trainmen receiving the equivalent of 34 cents an hour maxi Superior Court Judge Sturtevant granted a temporary
mum wage. injunction on July 6 to the United Railroads, San Francisco,
Exhibits introduced showed that the average fare per pas Cal., restraining the city of San Francisco from operating
senger ranged from 2.8 cents in Chicago to 4.96 cents in some municipal C and D line cars on the outer Market Street
of the Eastern cities. The purpose of the graded scale was tracks below Geary Street. The court held that the city vio
to insure just recognition of increased efficiency, to reward lated the contract with the United Railroads dated Nov. 12,
the men for long years of service, and to keep them in the 1912. No question of the usurpation of the franchise is in
service. In connection with the graded scale, Mr. Busby in volved, and municipal railways may still operate on Market
troduced an exhibit showing conditions in other cities. Street the lines in operation prior to the 1912 agreement.
The graded scale had been adopted for Chicago school This means that all passengers from the ferry to the ex
teachers and was in line with the apprenticeship courses position via Market Street must transfer. The court finds
required in other skilled trades averaging approximately the municipal cars on the outer ferry loop so numerous that
four years. According to Mr. Busby 200 days a year was the United Railroads business is affected and excessive
the average working time for carpenters, with 185 days of wear caused to the track and overhead construction. The
the year as the average working period for all trades. The judge states that his decision parallels the case of the Sec
average earnings per annum for outdoor trades amounted ond Avenue Passenger Railway, Pittsburgh, involving the
to $785. The average wage in Chicago in all industries was same principle. The United Railroads has been placed un
approximately $590 a year, and the average wage of all in der a bond commensurate with the financial loss estimated
dustries in Illinois ranged from $588 to $914 a year. Most by the Municipal Railway. Appeal to the Supreme Court is
of this information was taken from the census of 1910. to be made immediately.
Mr. Busby said that 6546 new applications were filed
within the past year. In addition more than 5000 men had LATEST DETROIT PURCHASE DRAFT ACCEPTABLE
been refused permission to file applications. Only 871 posi The Detroit (Mich.) United Railway, through President J.
tions were available during the year. Chicago conditions C. Hutchins, has notified the Detroit Street Railway Com
did not warrant an increase in wages at this time. Operat mission that the latest draft of the proposed agreement for
ing expenses were increasing faster than the gross income. the purchase by the city of the company's property within
Between 1902 and 1912, the capital required to develop and the one-fare zone is acceptable to the officials and will be
carry on the industry increased 113 per cent. Other ex presented to the stockholders on July 14 with a recommenda
hibits showing the per cent of increase in passenger re tion for acceptance. The letter to the commission also ad
ceipts over previous years, the decrease in the last annual vised that upon acceptance by the commission of the con
report and the decrease since Feb. 1, 1915, were introduced. tract the company would take steps immediately to procure
Another exhibit showed the receipts, expenditures and divis the consent required of the trustees for the holders of the
ible receipts per revenue car-hour as increasing prior to 1914, bonds to appear in the chancery court to fix the price of the
and decreasing since that time. Numerous other statistical ex property provided the contract is accepted by the electors.
hibits showing the expenses of maintaining property and The commission accepted the contract and gave the company
making renewals were also introduced. In 1912 46,380 acci until Aug. 2 to obtain formal ratification by the stockhold
dents were reported, or 46.7 per million passengers. In 1913 ers and consent of the trustees of the bondholders to appear
these figures were 39,330 accidents, or thirty-five per mill in the suit. In addition to the contract a number of city
ion passengers. In 1914 there were 37,143 accidents or thirty- charter amendments must be prepared, and upon these
three per million passengers. During the first four months agreement must be made by both parties.
of 1915, beginning Feb. 1, the number was reduced to twen In a letter to the commission, Mr. Hutchins repudiated
ty-eight accidents per million passengers. This included the suggestion that the company's attorneys had endeavored
accidents of all kinds as reported by the trainmen. This to write anything into the contract "prejudicial to the city's
closed the testimony taken on the evening of July 5. interests," and stated that a similar allegation might bs
On July 6 Mr. Busby was cross-examined regarding made against the city's attorneys. The company also wrote
wages and transfers. Counsel for the employees questioned the commission to the effect that it would not accept the idea
him about the surface railways contract with the city, the of having the grievances of the street car men's union
original purchase price of the properties and the allowances threshed out before the commission, maintaining that the
on construction costs when work was done by company present method of arbitration is sufficient to take care of
forces. Mr. Busby thought that the Cleveland Railway and the matter. It is stated that Elihu Root will pass upon the
New York subway ordinances were more favorable to the agreement for the bondholders.

i
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 77

CINCINNATI TAX CASE the railroads for carrying the mails, can best be remedied
On the plea that the State is attempting to collect double by providing the following reforms:
taxes, the Cincinnati, Milford & Loveland Traction Company 1. That the mails be weighed, and the pay be readjusted,
appealed to the Ohio Supreme Court on June 18 for an at least once a year on every railway mail route, instead of
order directing the Hamilton County Court of Appeals to once in four years, as at present.
certify the record of the decision it recently rendered in 2. That the railroads be paid for the use and operation
favor of the State. This court decided that the company of compartment post-office cars—for which the present law
must list for taxation as its gross earnings all the sums allows no pay—on a pro rata basis with the compensation
collected by it, although under the terms of the agreement allowed for full railway post-office cars.
between it and the Cincinnati Traction Company it is com 3. That the railroads be paid for, or relieved from, the
pelled to turn over 3 cents out of every 5 cents from fares duty of carrying the mails between railroad stations and
collected in the city to the Cincinnati Traction Company. post-offices.
As the Cincinnati Traction Company pays excise taxes on The booklet contains the resolutions unanimously adopted
this portion of the receipts the interurban line holds that at the meeting of railroad executives in New York City on
the construction of the law made by the lower court is May 20, last, at which 90 per cent of the mileage of the
incorrect. country was represented. These resolutions completely sus
The State Tax Commission has placed the value of the tained the position of the committee on railway mail pay,
Cincinnati, Newport & Covington Light & Traction Com and indorsed the remedies it has suggested. The resolu
pany's property in Ohio at $1,020,620, an increase of tions also approved the suggestion of the committee that
$360,000 over 1914. This amount was fixed on the basis in its opinion the ultimate solution of the railway mail pay
of the company's settlement with the Hamilton County problem would lie in reference of the matter to the Inter
authorities for the years prior to 1911, it is said. The state Commerce Commission, with full power.
question now arises as to whether the commission can add
to the valuations for the years 1911-1914 inclusive. This PHILADELPHIA TRANSIT LOAN APPROVED
has been submitted to the Attorney-General for a ruling. The Councils of Philadelphia, Pa., on July 1 by unani
The increase grew out of a complaint recently made by
Attorney R. S. Alcorn of Cincinnati. mous vote passed ordinances appropriating the $6,000,000
transit loan to the Department of City Transit and author
izing Director of City Transit A. Merritt Taylor to let con
QUESTION OF CONSENTS tracts and start work immediately on the Broad Street
Neither Cleveland nor Cincinnati may be able to push subway and the Frankford elevated. The ordinances
through certain contemplated extensions and improve allotted $3,000,000 of the loan for each of these projects.
ments, requiring consents of owners of abutting property Actual construction work on both projects will be started
before October, if the Ohio Supreme Court does not con on Sept. 13. Mr. Taylor says that if there is no delay in
vene in special session to render decisions on the cases that making the loans available, the entire Broad Street subway
were argued on June 30 and July 1, since this tribunal has can be completed in thirty-two months and the Frankford
adjourned for the summer vacation. The cases were those elevated road within two years.
of property owners on Euclid Avenue, Cleveland, between Advertisements appeared in the Philadelphia morning
East Twentieth and East Fortieth Streets, and David L. papers of July 2 inviting bids for the construction of the
Carpenter and other property owners on Reading Road, section of the Broad Street subway which will extend
Cincinnati, who object to the extension of the Bond Hill from a point in Broad Street at the north side of the exist
line over their street. ing subway structure of the Market Street Elevated Pas
Walter M. Schoenle, city solicitor, appeared for the city senger Railway north of City Hall to a point in Broad
of Cincinnati and argued that the law requiring the con Street at the south side of the existing subway structure
sent of property owners to a street railway is unconstitu of the Market Street Elevated Passenger Railway south of
tional and that a decision for the city would be of great City Hall. This section will pass diagonally under the
advantage to all cities and towns of the State. Attorney westerly side of City Hall. Bids for this work will be
Dinsmore, representing the property owners, asserted that opened on Aug. 16. The specifications call for actual con
the consent law is not a delegation of legislative power, struction to be commenced on Sept. 13, and for the contract
as had been contended, but that it merely states conditions to be completed within thirty months.
upon which the city may act. Advertisements were scheduled to appear in the papers
The main question in the Cleveland case is whether the on July 8, inviting bids for the construction of the founda
new charter adopted takes precedence over the State law, tions for the Frankford elevated line, between Callowhill
when there is a conflict between them. The charter pro Street on the south and Unity Street on the north. Bids
vides that consents of property owners along the line of a for this work will be opened on Aug. 16. The specifications
proposed street railway track are not necessary. Law call for actual construction to be commenced on Sept. 13,
Director Stockwell represented the city and Attorney and for the contract to be completed within eight months.
Harry J. Crawford represented the Cleveland Railway, Advertisements will appear in the papers on July 26 invit
while Attorney Wilbur Wilkin appeared for the property ing bids for the construction and erection of the steel work
owners. Mr. Stockwell contended that the charter under for the section of the Frankford elevated line, extending
the home-rule amendment to the constitution supersedes the from Callowhill Street on the south to Unity Street on the
State law. north. Bids for this work will be opened on Aug. 23. The
Director Stockwell contends that if the Supreme Court specifications call for the erection of the steel work to be
rules against the city, it will have the right to build the commenced on Dec. 1, 1915, and for the contract to be com
track itself and lease it to the Cleveland Railway. pleted within one year.
On July 1 Mr. Taylor issued a statement in regard to
STATEMENT OF RAILROADS ON RAILWAY the work which he concluded as follows:
"Now that the policy of the city of Philadelphia has been
MAIL PAY finally determined by formal action on the part of the elec
The committee on railway mail pay, representing 264 tors and the municipal authorities, after three years of re
railroads, operating 218,000 miles of line, made public on search and public discussion, with full knowledge of all
July 3 a booklet entitled "What the Railway Mail Pay relevant facts, I hope that all parties in interest will co
Problem Means to the Railroads." In the booklet the com operate generously in expediting the completion of the
mittee discusses the law dealing with the system of pay much-needed facilities which have been authorized, and
ment for mail transportation advocated by the Post-office such additions thereto as will be necessary, to the end that
Department introduced in the last session of Congress. Philadelphia and Philadelphians may enjoy the bounteous
This proposed law, known as the Moon bill, failed of pas returns which they will gain in time saving, convenience
sage, but the Postmaster General has announced that he and comfort, and from a wider field of opportunity which
intends to have it introduced again in the new Congress. In will result from the establishment and operation of adequate
the opinion of the committee as set forth in the booklet, the rapid transit facilities in Philadelphia on a proper basis."
defects of the present practice respecting the payment to The Mayor has signed the transit loan bills.
 78 ELECTRIC RAILWAY JOURNAL [Vol. XLVl, No. 2

WAGES IN SPRINGFIELD AND WORCESTER Joseph Railway for $200,000 damages by the Kansas City
The employees of the Worcester (Mass.) Consolidated & St. Joseph Electric Railway. This suit was dismissed,
Street Railway and the Springfield (Mass.) Street Railway and the Kansas City-St. Joseph Electric Railway joined the
have ratified the wage agreement with the New England Interstate Company, alleging it had sold its rights to the
Investment & Security Company referred to in the Electric Interstate.
Railway Journal of July 3, page 34. The new wage
schedule provides for the same daily rate of wages now CINCINNATI TRANSIT COMMISSION REPORTS
paid conductors and motormen on the Springfield Street The Rapid Transit Commission at Cincinnati, Ohio, made
Railway, but hereafter all overtime will be reckoned on its report to Mayor Spiegel on July 2. It calls for the con
the basis of nine hours a day instead of ten hours a day, struction of a line under what is known as Modification H
as was settled upon when the previous agreement became of Plan No. 4 and locates the line from a point in Norwood,
operative. The employees of the Worcester Consolidated a suburb of Cincinnati, through the Duck Creek ravine,
Street Railway, who received a minimum wage of 23 cents under Owl's Nest Park, skirting the bluff and Mount Adams
an hour and a maximum wage of 28% cents an hour, will to a point near the Pennsylvania Railroad station; thence
receive a minimum wage of 25 cents an hour and a maxi over Pearl Street to Walnut Street, as a subway under
mum rate of 30% cents an hour for the first six months and Walnut Street to the canal, in the canal to St. Bernard and
a minimum of 25 cents and a maximum of 31 cents for the then through the open country to Norwood. The cost of
last six months under the new agreement. The agreement the line, exclusive of power house, equipment, and dam
will expire on May 31, 1916. ages to adjoining property, is estimated by the commission
The miscellaneous departments, which include messen at $5,717,849.
gers, freight handlers, yard men and other employees, ex The commission says that the line should be built by the
clusive of conductors and motormen, will all receive in city according to the plan mentioned in its entirety and
creases in wages. The messengers hereafter will receive that the people should be asked to vote for a bond issue
conductor's wages, which will mean that instead of work that will cover the cost. It is the opinion of the commis
ing on an hourly basis at 25% cents an hour for a ten-hour sion, however, that the line should be leased to an operat
day, they will receive $2.85 for a nine-hour day, or an ing company. If no tenant is found in advance the city
increase of about 6 cents an hour over the present rate. should operate the line in order to give the interurban lines
The platform men will receive an increase of 7% cents an an entrance to the business section.
hour, with a reduction in hours. Instead of working a The report contemplates a high-speed line over private
ten-hour day for $1.92%, they will receive $2 for a nine- right-of-way on the section between St. Bernard and Nor
hour day. All other departments classified under miscel wood as soon as the city is built up in that section and
laneous will get a nine-hour day, with an eight-hour day street crossings become dangerous. The commission recom
on Sundays and holidays. They will receive time and a mends that land be purchased at once for that purpose.
half for all overtime work. It is estimated that 120 or more The opinion is expressed that the line would not earn its
men of the miscellaneous departments will receive an in fixed expenses in the beginning and that the city should
crease in wages ranging from 5 to 37% cents a day over arrange to make this good in some way. The commission
and above what they receive now, not including the in suggests that the proposed boulevard along the Miami and
crease that is represented in the reduction of the working Erie canal be developed with the construction of the road.
day from ten to nine hours. The subway should be open between street crossings, so
Under the new management the wages of the employees of that as much light and air as possible may be admitted to
the Springfield Street Railway and the Worcester Consoli the cars.
dated Street Railway are practically equalized, the former The commission has been at work a year and has had the
still profiting by a small margin. The Worcester men aid of George F. Swain, chairman of the Boston Rapid
receive a minimum of $2.25 a day for a nine-hour day as Transit Commission, Engineer F. B. Edwards, and Engi
compared with $2.30, the present wages on the Springfield neer Ward Baldwin, the latter having charge of the elec
lines. They will receive a maximum of $2.75 for the first trical phase of the proposition.
six months of the agreement and $2.79 for the last six Mayor Spiegel has expressed disapproval of the plan,
months of the agreement, as compared with $2.85, the principally because it would provide excellent advantages
maximum daily rate on the Springfield lines. They will to St. Bernard and Norwood, both of which have opposed
still continue to operate on platform time, whereas the annexation to the city. He says the western part of the
Springfield conductors and motormen will continue to city has been practically ignored by the commission. He
operate under a day schedule. The Springfield employees, also favors a wide street along the canal, instead of a
instead of receiving a minimum of 23 cents and a maximum boulevard. Mayor Spiegel said he would be in no hurry to
of 28% cents for overtime, will receive about 25% cents act on the report, because such a large proposition should
an hour for the minimum schedule and about 31% cents not be rushed through without due consideration. The re
for the maximum schedule. This means an increase of port urged the appointment of a commission at once under
2% cents an hour for the one-year men and an increase the Bauer rapid transit act, so that the road may be built
of 3 cents an hour for the three-year men. as soon as possible.
ARBITRATION OF WAGES IN RHODE ISLAND
KANSAS CITY-CLAY COUNTY SUIT The question of wages, about which the officers of the
Nine of twelve jurors in the Jackson County Circuit Court Rhode Island Company, Providence, R. I., and the repre
gave a verdict on July 1 for $1,500,000 damages to the Inter sentatives of the men have been unable to agree, will be
state Railway against the Kansas City, Clay County & St. arbitrated. A. E. Potter, president of the company, was
Joseph Railway, the Wyandotte Construction Company, and quoted by the Providence Journal of July 2 in part as fol
the estate of George Townsend. The motion for a new trial lows:
will be heard on Aug. 2. If unsuccessful, appeal will fol "We have agreed to arbitrate the wage question. We
low. The Interstate Company, suing for $2,000,000, alleged have reached a good understanding on all other matters,
that the defendants had usurped a right-of-way, which two- that is, the five demands made by the men. It is true that
year options received several years ago had kept alive. we offered the extra men $1.50 a day. In fact, we even
Some property owners testified they had not given consent went further, as we agreed to give that sum to all such
as claimed by the plaintiffs to notation of renewal on op men who were required to report for duty. This was done
tions. One question involved was whether the plaintiffs in lieu of any arbitration on this particular point. At
had paid for any land, or had done the work required by yesterday's conference I offered to grant without further
law to preserve the charter rights. A similar suit by the arbitration such increases as the men asked for in their
Interstate Company against the Missouri River & Camden recent demands, providing the company received an increase
Company, a Townsend steam road project, was thrown out of 2 per cent in its business month by month compared
of court four years ago. Suit similar to the Interstate case with the previous year. Likewise I assured them that I
had been filed against the Kansas City, Clay County & St. would recommend to the board of directors that they be
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 79
given the increase asked for next year, providing we re
ceived an additional increase of 2 per cent in our business. Financial and Corporate
I do not know what action has been taken on these pro
posals." ANNUAL REPORT
Electrification of Short Oregon Line.—It is reported that Pittsburgh Railways
the purchase of the Rogue River Valley Railroad by the
Southern Oregon Traction Company, Medford, Ore., means The statement of income, profit and loss of the Pittsburgh
the electrification of the Rogue River line for its entire (Pa.) Railways for the year ended March 31, 1915, follows:
length, 8 miles, which includes 1 mile in Medford, 5 miles Gross earnings from street railway operations $11,670,091
between Medford and Jacksonville, and 2 miles to the brick
yard, and the extension on West Main Street of the present Operating expenses :
line of the Southern Oregon Traction Company. Maintenance of way and structures $1,183,427
Maintenance of equipment 733,076
First-Aid Chests Required on Illinois Railroads.—The Illi Traffic 28,017
Transportation 4,384,329
nois Legislature, which adjourned last week, passed a bill General and miscellaneous 1,286,271
requiring all railroads to provide emergency chests for first- Total operating expenses 17,615,120
aid to the injured on all trains. The workmen's compensa Taxes 438,082
tion act was also amended so that its provision would apply Total operating expenses and taxes $8,053,202
to transportation companies, and a third bill amends the
public utilities act to permit railroads to give transportation Net earnings from street railway operations $3,616,889
to newspapers and magazines in exchange for advertising Auxiliary operations :
New Publicity Department for Barstow Properties.— Gross earnings $143,532
Operating expenses and taxes 97,098
W. S. Bartow & Company, New York, have started a new Net earnings $46,434
publicity department in charge of E. Burt Fenton, manager,
an experienced newspaper man. For the present Mr. Fen- Total net earnings $3,663,323
ton's headquarters will be in Sandusky, Ohio. The purpose Other income 112,833
of the new department is to distribute information of Total income $3,776,156
interest to the public concerning the various railway and Deductions from income 2,955,797
lighting properties controlled by this company and bring Net income before deducting fixed charges $820,359
the public into closer relations with these properties. Interest on funded debt 389,620
Interest on income debentures 330,739
Mr. Moore Returns.—George Gordon Moore, well known Net income for the vear $100,000
through his activities in electric railway promotion in Michi Surplus, April 1, 1914 636,982
gan and his connections with the San Francisco-Oakland Additions to surplus 6,984
Terminal Railways, Oakland, Cal., has returned from Gross surplus $743,966
Europe. When the war began Mr. Moore was invited by Deductions from surplus 116,692
General Sir John French to visit France, and he was at Surplus March 31, 1915—per balance sheet $627,274
the British army headquarters almost continuously from
the outbreak of hostilities up to the time of his return to Although the territory served experienced a very severe
this country. It is said that Mr. Moore has the distinction industrial depression covering almost the entire year, the
of being the only American permitted to visit the English loss in gross earnings from street railway operation was
headquarters. more than offset by economies practised and reduced cost of
power. A comparison of the results of 1915 with those of
Question of Tunnel or Bridge in New York.—Chairman 1914 show a decrease in the gross earnings from street rail
Edward E. McCall of the Public Service Commission for way operation of $112,769, or 0.95 per cent, the operating
the First District, has sent a letter to the Board of Esti expenses having been decreased $280,747, or 3.55 per cent.
mate and Apportionment, inclosing a report from Alfred The result was a gain in net earnings of $167,978, or 4.32
Craven, chief engineer of the commission, upon the pro per cent. The operating ratio for street railway operation
posal made by the Board of Estimate that a tunnel was 65.25 per cent in 1915 as compared with 67.01 per cent
under the East River at Sixtieth Street be substituted for in 1914. The average passenger earnings per car-mile were
the use of the Queensboro Bridge for the tracks of the new 31.29 cents, as compared with 31.45 cents, a decrease in
Broadway subway, to be operated by the New York Mu 1915 of 0.16 cent.
nicipal Railway Corporation. The chief engineer prefers There was expended during 1914 the sum of $1,453,061 for
the use of the bridge in accordance with the dual system improvements, betterments and extensions, of which $1,073,-
contracts rather than risk the delay which may follow a 970 was charged to property accounts, and $379,091 to a
change in plans at this time. Commissioners J. Sergeant deferred maintenance account, to be amortized during the
Cram and Robert C. Wood, however, favor the tunnel and life of the property benefitted. In addition, there was ex
have notified the Board of Estimate and Apportionment to pended by the maintenance of way department $1,183,427 for
that effect. ordinary maintenance of roadway, tracks, bridges and over
Pennsylvania Public Service Commission Appeals.—In head construction. By improvements the fire-insurance cost
declaring that it had no jurisdiction over appeals from the for the year was reduced $7,955. During the year the toll
decisions of the Public Service Commission of Pennsylvania bridges showed an increase in receipts of $4,875, or 20.19
under the revised act of June 3, 1914, the Dauphin County per cent, and a decrease in expenses of $1,065, or 7.24
Court has left nearly twoscore of such appeals from vari per cent.
ous business men's and improvement associations unde During the year the company received the one hundred
cided with no apparent way of ever questioning these de low-floor motor cars mentioned in a previous report. Nearly
cisions in court. Under the act of 1913, the Dauphin all of these are now in service. The low-floor, low-wheel,
County Court was named as the tribunal to hear all ap side-entrance car has met with the approval of the public,
peals from the Public Service Commission's decisions. and it has been very satisfactory in operation. Owing
When the act was superseded on June 3, the appeals were to the public educational program adopted by the trans
directed to the Superior Court with the proviso that they portation and claim departments, the accidents and ex
must be made within thirty days of the commission's de penditures for claims have been greatly reduced. All the
cision. Some forty decisions had already been filed for employees, with the exception of the trainmen, have been
argument in the Dauphin County Court, and when the first insured under the group-policy plan of the Equitable Life
of these came up the court announced that it had no juris Assurance Society.
diction under the latest act. As more than thirty days The above information is contained in the annual stock
have elapsed since the commission's decision, these appeals holder's report of the Philadelphia Company, which controls
have no means of disposition. Several appeals have al the Pittsburgh Railways. This report states that during the
ready been made to the Superior Court and at least one of year the Philadelphia Company caused valuations to be made
these will question the constitutionality of the new legisla of its transportation and distribution lines, service lines,
tive act. regulators, meters and compressing stations by independent
 80 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

engineers. After making due allowance for depreciation REASON FOR PUGET SOUND DIVIDEND CUT
these were incorporated in the balance sheet to the extent A circular has been addressed by the directors of the
of a total increase of $12,556,441. The book values of the Puget Sound Traction, Light & Power Company, Seattle,
Philadelphia Oil Company, the Pittsburgh & West Virginia
Gas Company and Equitable Gas Company shares were in Wash., to the stockholders in regard to the reduction of the
creased to represent more correctly the actual value. The quarterly dividend on the preferred stock of the company to
company availed itself of the above increases to make a three-quarters of 1 per cent, as noted briefly in the Elec
reduction of $8,924,254 in the valuation upon its books of tric Railway Journal of July 3, page 38. The directors
street railway and traction stocks and other reductions in say:
gas values sufficient to make the total amount of reduction "This reduction of dividend is due to a decrease in earn
in book values $15,774,052. ings caused by operation of jitney buses at a time when
The report also contains the annual statement of the business conditions have been generally unsatisfactory. The
Beaver Valley Traction Company, showing in the main the jitney first appeared in the Puget Sound district in Jan
following results: Gross earnings from railway operations, uary of this year, rapidly increasing in number until in
$334,093; operating expenses and taxes, $236,704; net earn February and March there were about 700 in operation,
ings from railway operations, $97,388; net deficit from aux resulting for a time in a loss in gross earnings to the com
iliary operations, $4,262; total net earnings, $93,126; other pany of more than $2,000 a day. A careful study of jitney
income, $518; total income, $93,644; deductions and fixed operation throughout the country gives every indication
charges, $96,132; deficit, $2,488, and surplus on March 31, that such cars under fair and reasonable regulation cannot
1915, $92,336. be operated permanently and profitably in competition
with street railways. A gradual decrease in such com
petition is, therefore, to be expected and such decrease is
NORTHERN ELECTRIC REORGANIZATION already taking place in the Puget Sound cities, the number
of cars now in operation being less than 400.
Preliminary Details of New Arrangement—Plan Believed to "It is the opinion of the directors that neither the busi
be Satisfactory to All Parties ness depression alone, nor the operation of the jitney alone,
It is reported that the reorganization of the Northern would have affected earnings to such an extent as to make
Electric Railway, Chico, Cal., has been brought into con the reduction of dividend advisable. The company is at
crete form. The new organization plan represents the present in a strong position financially, with a substantial
perfected work of the attorneys representing the bankers' cash balance and only a small floating debt. The directors
committee, the underlying bondholders' committee, the believe that this position should be maintained. As the
Spreckels interests and the Sloss trustees. company has had but six months of jitney competition, and
The general features of the plan are that a new railroad as under most favorable circumstances this competition will
corporation will be created to acquire the properties of the not immediately disappear, they feel the company's re
Northern Electric Railway, the Sacramento & Woodland sources should be conserved through postponing the pay
Railroad, the Marysville & Colusa Branch and the Sacra ment of a portion of the preferred stock dividend.
mento Terminal Company, the latter subject to the $150,000 "A return of general business toward normal conditions,
existing mortgage. This new corporation will issue first or a further reduction in the operation of jitneys, should
income bonds in exchange, bond for bond, for the bonds warrant the resumption of preferred stock dividends at the
of the Northern Electric Company, the Sacramento & regular rate. The preferred stock is cumulative and, there
Woodland Railroad and the Marysville & Colusa Branch, fore, any deferred payments must be made up before divi
and it will issue second income bonds in exchange, bond dends are paid on the common stock."
for bond, for the bonds of the Northern Electric Railway. DES MOINES RECEIVERSHIP
All the bonds will bear interest at the rate of 5 per cent
per year. Emil G. Schmidt, president of the Des Moines (Iowa)
The unsecured creditors of the present companies will City Railway, has been appointed receiver of the property
receive, as security for their claims, second income bonds by the Federal Court as a result of action by the bond
equal to 50 per cent of their claims. These second income holders of the company to protect their interests. The de
bonds will be delivered to the unsecured creditors by the cision of the State Supreme Court that the company's right
Sloss Securities Company, and will be the consideration to operate in Des Moines ends on Aug. 22 is believed to
which the latter company will receive for its participation have been nullified by this latest court proceeding. Fran
in the plan and for its cancellation of various unsecured chise negotiations are continuing, however, and a fran
claims it now holds against the Northern Electric Railway chise settlement is expected. The franchise rights of the
amounting to more than $1,000,000. company were already being contested for by the bond
The new corporation will also create a first mortgage holders in the federal courts, and the receivership will
bond issue of $500,000 for the purpose of raising sufficient enable the company to make much-needed improvements
money to pay for necessary repairs and replacements to which could not be made before on account of the unsettled
the road, receivers' certificates, expenses, attorneys' fees, franchise situation. Mr. Schmidt says that the jitney traffic
costs of litigation, preferred claims for labor or materials in Des Moines is showing a big decrease and is now on
which have been ordered paid by the court, and expenses of the point of vanishing, if the growing receipts of the city
reorganization. railway are a criterion. The validity of the new jitney
Interest will be payable unconditionally on the first mort ordinance, which has been attacked in the courts, is unde
gage bonds from the date of issue, and after five years cided. Previous reference to the default in bond interest
from date upon the first income bonds. During the first and the franchise difficulty of this company was made in
five years interest will be payable on the first income bonds the Electric Railway Journal of April 17.
only as and when earned by the new corporation. Upon the Augusta-Aiken Railway & Electric Corporation, Augusta,
second income bonds the annual interest charges will be Ga. The officers of the Augusta-Aiken Railway & Electric
non-cumulative. Corporation recently filed with the Secretary of State of
All of the stock of the new corporation will be placed South Carolina a certificate of increase in capital stock
in trust with the Union Trust Company of San Francisco from $1,500,000 to $2,500,000.
for a period of five years, with the power of selling the Bay State Street Railway, Boston, Mass.—The directors
same for not less than $2,000,000. In case of such sale of the Bay State Street Railway have decided not to pay any
the money will be distributed pro rata among the unse dividend at this time on the $20,517,200 of common stock,
cured creditors and those secured by second income bonds. practically all of which is owned by the Massachusetts
While the stock is so held in trust, the trust company will Electric Companies.
vote a majority of the stock in accordance with the instruc Belvidere (I1L) City Railway.—W. C. Foster, Rockford,
tions of the first income bondholders. 111., representing interests of that city, has purchased at
It is expected that the complete reorganization plan will auction the Belvidere City Railway.
soon be submitted to the bondholders and the creditors
for their final approval. Support for the arrangement from Camaguey (Cuba) Company, Ltd.—The stockholders of
all sources is anticipated. the Camaguey Company, Ltd., have approved a proposition
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 81
to give the Electric Bond & Share Company an option for Western Ohio Railway, Lima, Ohio.—The Western Ohio
ninety days on the $1,000,000 of capital stock of the com Railroad was authorized by the Public Utilities Commission
pany at $90 a share. Examinations of the properties will of Ohio to transfer its interurban property to the Western
be made. Ohio Railway and its electric light property at Sidney to
Cleveland (Ohio) Railway.—The State Tax Commission the Standard Power & Equipment Company.
has fixed a tentative valuation of $24,891,100 on the prop
erty of the Cleveland Railway. Although the company has DIVIDENDS DECLARED
refused to pay the amount of taxes demanded for the last Bay State Street Railway, Boston, Mass., 3 per cent, first
two years because of the excessive valuation placed on its preferred.
property, and has brought suit to enjoin the collection of Boston (Mass.) Suburban Electric Companies, 50 cents,
the amounts claimed each year, the tentative figures show preferred.
an increase of $2,138,370 over the value fixed last year and Brooklyn (N. Y.) City Railroad, quarterly, 2 per cent.
about $5,000,000 more than the company is willing to con Honolulu Rapid Transit & Land Company, Honolulu,
cede. Each year the company tendered a check for the Hawaii, quarterly, 2 per cent.
amount of taxes it was willing to pay and each year this International Traction Company, Buffalo, N. Y., 2 per cent
was rejected by the county treasurer. These amounts have preferred.
been set aside for payment when the courts adjudicate the Kentucky Securities Corporation, Lexington, Ky., qua)
matter. The company has insisted that the commission terly, 1% per cent, preferred.
make known its methods of fixing the valuation, but this Ottawa (Ont.) Traction Company, Ltd., quarterly, 1 per
request has been refused. cent.
Grand Valley Railway, Brantford, Ont.—The offer by the Ottumwa Railway & Light Company, Ottumwa, Iowa,
city of Brantford of the sale of the Grand Valley Railway quarterly, 1% per cent, preferred.
line from Paris to Gait for $30,000 and electrification of Public Service Investment Company, Boston, Mass., quar
the Lake Erie & Northern Railway from Port Dover to terly, $1.50, preferred.
Brantford, has not been accepted by M. H. Todd, acting for Puget Sound Traction, Light & Power Company, Seattk
the Canadian Pacific Railway. Wash., quarterly, 75 cents, preferred.
Lake Shore Electric Railway, Cleveland, Ohio.—The di Railway & Light Securities Company, Boston, Mass., 3 pe>
rectors of the Lake Shore Electric Railway have decided to cent, preferred; 3 per cent, common.
South Carolina Light, Power & Railways Company, Spar
use the surplus earnings in the development of the business tanburg,
instead of making further dividend disbursements at pres S. C, quarterly, 1% per cent, preferred.
ent. The power service of the company is being improved 1 %Springfield
per cent,
& Xenia Railway, Springfield, Ohio, quarterly,
preferred.
at considerable cost, but the changes are expected to reduce Youngstown & Ohio River Railroad, Leetonia, Ohio, quar
the cost of production materially and make it possible for
the company to increase the business of this department. terly, 1 per cent, preferred.
The first preferred stock of the company is a cumulative ELECTRIC RAILWAY MONTHLY EARNINGS
issue. AURORA, ELGIN & CHICAGO RAILROAD, WHEATON, ILL.
Norton & Taunton Street Railway Company, Norton, Operating Operating Operating Fixed Net
Mass.—Judge De Courcy in the Supreme Court has ap Period Revenues Expenses Income Charges Income
pointed Amos F. Hill, Lowell, as receiver of the Norton & lm., May, '15 $165,033 $114,124 $50,909 $39,678 $11,231
1 14 186,749 125,732 61,017 39,604 21,413
Taunton Street Railway Company, until foreclosure pro 11 15 1,818,854 1,175,487 643,367 438,487 204,880
ceedings are brought by the American Trust Company, 11 14 1,920,524 1,219,435 701,089 420,259 280,630
trustee for the bondholders, on account of defaulted in BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR, ME.
terest. The company is a consolidation of the Mansfield & lm., May, '15 $60,920 '$32,008 $28,912 $17,500 $11,412
Norton, Mansfield & Easton, Norton & Attleboro and Nor 1 14 56,965 *27.962 29,003 17,367 11,636
12 15 791,131 '382,303 408,828 209,925 198,903
ton & Taunton street railways. On June 1, 1903, all were 12 " " '14 772,137 '352,698 419,439 208,423 211,016
mortgaged to the American Trust Company to secure CHATTANOOGA RAILWAY & LIGHT COMPANY,
$296,000 of 5 per cent bonds. CHATTANOOGA, TENN.
lm., May, '15 $90,909 '$59,018 $31,891 $30,079 $1,812
Pacific Gas & Electric Company, San Francisco, Cal.— 1 14 94,761 '59,111 35,650 28,840 6,810
The board of directors of the Pacific Gas & Electric Com 12 15 1,045,731 '704,925 340,806 347,431 t6,625
pany has declared a stock dividend of 6 per cent on the 12 14 1,172,194 '709,159 463,035 315,806 147,229
outstanding common stock, payable with stock certificates COLUMBUS RAILWAY, POWER & LIGHT COMPANY,
for whole shares of new common stock and stock dividend COLUMBUS, OHIO
lm., May, '15 $245,947 '$151,170 $94,777 $37,821 $56,956
warrants for fractional parts of such shares in two instal 1 14 254,559 '166,580 87,979 43,673 44,306
ments, 3 per cent on July 15, 1915, and 3 per cent on Dec. 12 12
15 3,065,554 '1,846,344 1,219,210 467,975 751,235
14 3,052,154 '1,965,552 1,086,602 489,108 597,494
15, 1915, to holders of common stock of record on June 30,
1915. Previous reference to this declaration was made in COMMONWEALTH GRAND POWER, RAILWAY & LIGHT COMPANY,
RAPIDS, MICH,
the Electric Railway Journal of June 19. lm., May, '15 $1,108,008 '$585,862 $522,146 $359,853 $162,293
Peoria (111.) Railway.—The Illinois Public Utilities Com 1 14 1,106,985 '586,519 520,466 343,608 176,864
12 15 14,017,929 '7,520,595 6,497,334 4,294,048 2,203,286
mission has issued an order permitting the Peoria Railway 12" " '14 13,894,073 '7,697,943 6,196,130 3,988,669 2,207,461
to sell $115,000 of first and refunding 5 per cent mortgage CUMBERLAND COUNTY POWER & LIGHT COMPANY,
bonds. PORTI.AND, ME.
Southern Oregon Traction Company, Medford, Ohio.—The lm., May, '15 $204,546 '$117,802 $86,744 $70,326 $16,418
1 14 197,885 '114,135 83,750 63,504 20,246
purchase of the Rogue River Valley Railroad, an 8-mile 12 15 2,550,473 '1,441,152 1,109,321 769.781 339,540
steam line, by the Southern Oregon Traction Company is 12 14 2,429,876 '1,398,351 1,031,525 747,687 283,838
reported. EAST ST. LOUIS & SUBURBAN COMPANY,
Washington & Maryland Railway, Washington, D. C.— EAST ST. LOUIS, ILL.
lm.. May, '15 $194,301 '$117,593 $76,708 $63,889 $12,819
The Public Utilities Commission of the District of Colum 1 14 227,430 '153,711 73,719 59,686 19,033
bia has authorized the Washington & Maryland Railway to 12 12 15 2,498,810 '1,483,543 1,015,267 747,005 268,262
14 2,751,609 '1,731,975 1,019,634 611,725 407,909
issue $66,200 of first mortgage thirty-year 5 per cent bonds
at the highest price obtainable under such details of sale NORTHERN OHIO TRACTION & LIGHT COMPANY,
AKRON, OHIO
as may be approved by the commission. The proceeds are lm.. May, '15 $323,324 $191,317 $132,007 $51,524 $80,4S3
to be used to fund indebtedness for cost of construction 1 14 323,036 191,808 131,228 50,660 80,568
and improvements now made and to provide working capi 5" " '15 1,424,675 900,768 523,907 255,962 267,945
5 14 1,403,920 860,110 543,810 250,815 292,995
tal. In a previous decision the commission valued the prop
erty of the company, including working capital, at $63,381 REPUBLIC RAILWAY & LIGHT COMPANY, NEW YORK, N. Y.
lm., May, '15 $247,644 '$148,625 $99,019 $56,S45 J$42,239
as of Aug. 15, 1914. The present debt to be funded is 1 14 256,325 '159,538 96,787 56,454 140,407
$53,000, and in order that the total securities may not ex 5 15 1,210,228 '755,134 455,094 284,286 ±171,132
ceed the fair value, the outstanding capital stock must be 5 14 1,247,905 '777,784 470,121 279,187 U91.284
reduced to $10,360. •Includes taxes. tDeflcit. llncludes non-operating income.
 82 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

JITNEY DECREASE IN OAKLAND

Traffic and Transportation Careful counts made by the San Francisco-Oakland Ter
minal Railways of the jitney buses operating in Oakland,
THE JITNEY BUS Cal., indicate a gradual decrease in the number of 5-cent
auto vehicles. The craze began the latter part of Decem
Philadelphia Regulatory Measure Signed—New Orleans ber, 1914, and within thirty days approximately 500 ma
Ordinance Sustained in State Supreme Court chines appeared in the service. The need of legislation
was quickly demonstrated. At that time jitney drivers
On July 2 Mayor Blankenburg of Philadelphia signed the were operating under a resolution passed by the City
Jitney regulation ordinance after it was returned to him Council, permitting them to operate on a $5 per annum
by Councils with his amendment to the zone clause refused. license fee. The first formal ordinance, passed in Feb
The ordinance will become effective on July 12. In a state ruary, 1915, added an indemnity bond of $10,000 for each
ment the Mayor made it plain that he objected to the machine. Under this clause the jitneys have been paying
zone clause in the measure, but that he was opposed to a premium of $80 to $100 per annum to the Pacific Coast
permitting jitneys to operate unregulated all summer. Casualty and the Guardian Casualty & Guarantee Com
Immediately after announcement was made that the Mayor panies. The latter company, however, has recently with
had signed the bill, G. S. Winner, president of the Jitney drawn from the field, gradually cancelling all bonds already
Auto Service Company, said his organization would ask the written and refusing to write any new business. This ordi
Court of Common Pleas to grant a temporary injunction nance also raised the city license fee from $5 to $60 per
restraining the department of public safety from enforcing annum, payable quarterly; specified regular routes; called
the provisions of the law. If this request is refused, he for a full stop at all railway crossings and other minor
said, the company would appeal to the Public Service Com regulations under direct supervision of the chief of police
mission for redress. John H. Fow, counsel for the Jitney of the city.
Auto Association, also said he would file a bill in equity The ordinance was objectionable to the jitney operators,
restraining the police department from enforcing the zone particularly the clauses in reference to the $60 annual
section of the ordinance. license fee and full stop required at all railway crossings.
The New Orleans ordinance designed to regulate jitney The City Council reconsidered the matter and passed a
traffic was upheld on June 28 by the State Supreme Court, new ordinance which, while requiring the annual license
and a temporary injunction obtained in the Civil District fee of $60, provided full stops at railroad crossings not con
Court by jitney owners to prevent the city authorities from trolled by flagmen or traffic officers and permitted opera
enforcing the law was dismissed. Owners of jitneys ob tion over street railway crossings at a reduced speed of
jected principally to a provision of the ordinance which 5 m.p.h. This second ordinance was also opposed by the
stipulated that all owners must give an indemnity bond of jitney operators on the ground that the $60 license fee was
$5,000. Each of the cars of the New Orleans Railway & exorbitant. An amendment was proposed to reduce this
Light Company is affected by the ordinance. amount to $10 per annum. This proposal was referred to
When the proposed ordinance regulating the jitneys in a referendum vote by the people at the regular mayoralty
Scranton, Pa., came before Councils, a delegation of jitney election on May 11, and was defeated. The election at the
owners asked Councils to define regular routes for them to same time approved an amendment making it obligatory
travel on streets not occupied by the lines of the Scranton upon the chief of police to revoke jitney licenses for viola
Railways, and offered to furnish the city with a blanket tion of any part of the ordinance or any traffic law passed
bond covering all members of the association. The offer by the city.
was accepted. The principal point now in dispute is between the city
At the request of the Pottsville (Pa.) Jitney Owners' and those jitney operators who are operating under the
Association, Judge Brumm has issued an injunction on original $5 annual license fee. The city is endeavoring to
Mayor Mortimer and the City Council preventing the en collect the license fee under the new ordinance while the jit
forcement of the jitney ordinance recently passed. The neys contend they are not liable to the $60 tax until their
jitney owners say the new law is impossible of enforce original license expires. The city attorney has advised the
ment, as it requires a certificate of efficiency from all driv Council that the right to increase the license fee is a legal
ers, and there is nobody with authority to issue such cer one and the jitney operators received grace until July 1 to
tificates. They also charge that taxicabs exact large fares come in under the new license.
and are taxed only $10 annually, while jitneys with 5-cent At present about seventy-five jitney operators are run
fares are taxed from $25 to $100. ning under the original $5 license fee which nominally ex
City Solicitor Field of Baltimore, Md., has submitted pires on Jan. 1, 1916. They are preparing to contest the
to the Board of Estimate a tentative ordinance for the ruling of the city attorney through a case now pending in
regulation of the jitney in that city. The measure fixes the lower courts, but with little encouragement for relief.
the license fee at $200 for a car with a capacity of eight During the latter part of April 284 machines were
passengers or less, with an additional payment of $25 for licensed for jitney operation, but from actual count only
every passenger in excess of eight. A further tax of 9 per 246 operated regularly during the week, except that on Sat
cent of the gross receipts is provided, this being at the urdays due to increased travel and half-holidays, nearly all
same rate as the tax imposed on the earnings of the local were operated. At that time the average earning per car
railways for park purposes. The matter of an indemnity was about $4.25 per day, the longest route was 4.4 miles
bond has not been covered in the measure as prepared by and the shortest 2.1 miles. In the latter half of May the
Mr. Field, as the Mayor believes that this could perhaps be total of machines licensed to operate had decreased to 270,
dealt with better in a separate measure. but only 196 were in actual operation on week days other
The jitney regulatory ordinance passed by the City Coun than Saturday. The greatest reduction was noticeable on
cil of Grand Rapids on May 10 has gone into effect. The the longest routes. By the middle of June the total num
Council found that of the 3385 names signed to a petition ber of licenses had decreased to about 200, which is ac
presented by the jitney men for a referendum only 947 were counted for by the rapid deterioration of machines, accidents,
qualified electors and the petition was promptly revoked. extraordinary wear, decrease in earnings and the apparent
The ordinance provides for the payment of a license fee of wearing off of the novelty as well as the usual loss of
$3.50 for each passenger according to seating capacity. travel during the summer months on account of the absence
The bond for each driver is fixed at $10,000. Jitneys are of vacationists from the city.
required to operate between 6 and 10 a. m., noon, 1 and 2 Inquiry among jitney bus drivers indicated that no
p. m., and 5 and 8 p. m. operators have made more than a living wage; also that a
Judge Leslie R. Hewitt of the Superior Court at Los great many who are now running contemplate leaving the
Angeles, Cal., has sustained the city's demurrer to the jitney field as soon as they are able to procure employ
suit of J. M. McClasky for an injunction to restrain enforce ment elsewhere. It was considered likely that many
ment of the motor bus ordinance. The ordinance became machines would be withdrawn from service under the pro
effective July 1, but the provision for $11,000 indemnity vision for the renewal of licenses which was to go into
bonds does not become effective until July 17. effect on July 1.
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 83

THE PUGET SOUND COMPANY'S JITNEY SERVICE We Reduced Our Car Service," "Would the People Stand
A. L. Kempster, manager of the Puget Sound Traction, for the Jitney Bus if They Owned the Street Railway
Light & Power Company, operating in Seattle, Everett, Lines?" "A Crippled Street Car System Is the Surest Way
Bellingham, and Tacoma, states that preparations for in to Cripple a City," "Is the Jitney Competition Fair?"
stalling jitney bus service in Seattle, heretofore reported "Jitney Buses Make Hundreds of Men Jobless."
in the Electric Railway Journal, are well under way, THE RECKLESS CHAUFFEUR
and that the first unit of fifty machines will be in opera
tion in the very near future. Mr. Kempster said: Vigorous Campaign of the Long Island Railroad to Inculcate
"Some of the machines are being operated temporarily in
Everett, but they will be put on in Seattle as soon as we Respect for Safety
are in shape to handle the traffic. The first fleet will con The Long Island Railroad has inaugurated a campaign
sist of fifty machines. We may confine the jitney system to induce chauffeurs and automobile drivers to be more care
to that number or we may put on 200 more, just as there ful when driving over grade crossings on Long Island. At
seems to be profit in a speedy short-haul business. No se prominent points on Long Island, where they cannot fail to
lection of routes has been made as yet, but it is probable be seen by those in automobiles, the railroad is placing huge
that the Broadway and the Woodland Park runs will re signs which read:
ceive our attention first, as these seem to be profitable and THIS SIGN MAT SAVE TOUR LIFE TO-DAT
much desired by the independent jitney operators. We are All the Precautions in the World Will Not Save the
training our own men for the operation of our jitneys, and Lives of Those Who Drive Automobiles Recklessly
Over Railroad Crossings
shall not accept anyone from the ranks of the licensed When Approaching a Crossing Please Stop, Look and Listen
jitney bus operators. In this manner, we will find an out We Are Doing Our Part. Won't You Do Tours?
let for certain labor not productive of profit now, and in Lono Island Railroad.
addition we will be utilizing men whose records are well The first of these signs has been placed at Broadway,
known to us and who have the fullest measure of our con Flushing, on the electrified division, where the railroad
fidence. This will reduce the possibility of reckless driv bridge crosses the highway. Some of the signs will be 50
ing, inefficient handling of traffic, or discourtesy." ft. long and 10 ft. high, while others will be 10 ft. square.
The company contends that with a central repair plant, Several of them will be electrically lighted at night.
the ability to purchase supplies in large quantities, and Not only is the Long Island Railroad putting up signs call
other advantages that accrue through its well-developed ing the attention of motorists to the danger of driving reck
organization it will make a better profit than is possible lessly over grade crossings, but it is going to conduct an
for the independent operators. According to the plans of advertising campaign with a series of "life saving bulletins."
the company, there will be no specially constructed bodies These bulletins will make a plea for greater care on the part
on small-car chasses, the company taking the stand that of drivers of motor cars on Long Island. There are still
as soon as the attempt is made to carry a large number of 631 grade crossings on Long Island. Up to date, 305 have
persons in a jitney the- element of speed, which is appar been eliminated at a cost of more than $15,000,000. At the
ently one of the main desires of the traveling public, is present time, work on the elimination of thirty-two more
lost. crossings is in progress.
J. A. McCrea, general manager of the company, is urging
SAN DIEGO TRAFFIC DECREASE upon the State of New York action similar to that taken by
New Hampshire, which has just passed a law requiring
Division of Traffic Losses in San Diego Ascribes 62 Per every city and town to maintain a warning sign on every
Cent to the Jitney highway approaching a crossing at a reasonable distance on
each side of the crossing. Under the New Hampshire act
Although it is the seat of the Panama-California Ex grade crossing protection is put in the hands of the Public
position, San Diego has suffered a slump in travel of all Service Commission. That commission has ordered that
kinds due to the business depression. So far as the San enamel metal signs 24 in. x 12 in., white letters on a blue
Diego Electric Railway is concerned, the losses are en ground, shall be placed at varying distances from grade
larged by the still-unregulated jitney business. The com crossings. If any town for sixty days neglects to comply
pany has made analyses of the jitney travel from time to with the commission's order, it forfeits $1 for each day.
time, and from these it has drawn the conclusion that about Anyone injuring or defacing these signs is liable to a fine
62 per cent of the losses are due to this cause. The com of $10.
parative figures for Sept. 1 to April 30, 1914 and 1915 Since 1911 there have been some 507 accidents at grade
respectively show a decrease in gross earnings from $638,- crossings on Long Island as the result of recklessness on
399 to $625,847, or $12,551, equivalent to 2 per cent. Dur the part of automobilists, motorcyclists, carriage and wagon
ing the period of Sept. 1, 1914, to April 30, 1915, the jit drivers. In that period forty persons were killed and 111
neys carried about $84,000 of business, while the hard times persons injured, for none of which casualties the railroad
were held responsible for a loss of $50,153. The latter two company was responsible. Of the people killed twenty-four
figures are based on comparisons of actual business and were in automobiles, twelve in wagons and carriages, and
what the company expected with the normal annual in four on bicycles and motorcycles. Of the people injured
crease in business up to May 1, the influence of the Panama- sixty-seven were in automobiles, twenty-six in wagons and
California Exposition has not become a determining factor carriages, and eighteen included pedestrians, bicyclists and
in the company's revenues. motorcyclists. In forty-two of the 507 grade-crossing acci
A count of jitney business at San Diego on May 29 for dents nobody was injured. In 157 cases automobile and
the eighteen hours from 6 a. m. to 12 midnight showed wagon drivers defiantly ran their machines and vehicles
2954 round trips, 7046 passengers, and $352.30 in receipts. through lowered gates, damaging the railroad's property to
The average passengers carried per trip were 2.39. The the extent of breaking the crossing gates. In attempting
total number of cars was 125, giving an average of $2.82 to cross the tracks 125 autos and fifty-three wagons were
per car. An ordinance regulating jitney traffic was passed damaged. Some were struck by trains while others sus
by the Common Council on May 1, but its enforcement was tained damage by contact with lowered gates. From 1911
postponed pending the service of a restraining order which to June 17, 1915, a total of sixteen horses were killed and
expired on June 7. Since Jan. 1 the number of jitneys has eight injured at Long Island grade crossings through the
averaged about 125. At one time as many as 200 men were carelessness of their drivers.
engaged in jitney operation. J. A. McCrea, general manager of the Long Island Rail
The company has lately adopted the plan of carrying its road, said on June 20:
case to the public through a series of advertisements in the "The Long Island Railroad management regards every
newspapers. All of the advertisements occupy large space accident as one too many, and it is now in the midst of an
and are directly concerned with problems growing out of aggressive campaign to the end that life and property shall
the jitney competition. The subjects dealt with are indi be preserved. If those who have occasion to use grade cross
cated by the headings on the advertisements. Some of the ings on Long Island will co-operate with us, we shall suc
headings in recent statements to the public follow: "Re- ceed in accomplishing this distinctly humane object. With
■luce Fares and You Break the Street Car Company," "Why out their aid we must fail."
 84 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

MILWAUKEE FARES Curbing the Philadelphia Chauffeur.—The trainmen in the

Pending the determination of the reasonableness of „ne employ of the Philadelphia (Pa.) Rapid Transit Company
original order by the Railroad Commission of Wisconsin have been asked to co-operate with the police of that city
commanding thirteen tickets to be sold for 50 cents by toward reducing reckless auto driving by reporting infrac
The Milwaukee Electric Railway & Light Company, Mil tions of the traffic rules by chauffeurs.
waukee, Wis., the fare coupons given out by the company One-Man Car Request Refused.—The Public Service Com
pending the Supreme Court Appeal will not be accepted mission of Massachusetts has refused the request of the
for passage, according to J. D. Mortimer, president of the Milford, Attleboro & Woonsocket Street Railway for au
company. In a statement which he made Mr. Mortimer thority to operate electric cars in charge of one man on its
is quoted as follows: lines between Cellingham, Four Corners and Caryville.
"This company's investment in railway business is now St. Louis Skip-Stop Hearing Concluded.—The hearing be
earning so little as to make the expenditure of additional fore the Public Service Commission of Missouri upon the
capital for further facilities absolutely impossible without request of the United Railways, St. Louis, for permission
obtaining some relief. Relief should take two forms—in to eliminate 770 car stops was concluded on June 26. Attor
creased revenues and the cessation of hostile attacks on neys were instructed to file their briefs within ten days.
the business of the company. Both are necessary and the
latter is as important as the former. Passes Withdrawn.—A bulletin has been issued by the
'"When The Milwaukee Electric Railway & Light Com East St. Louis & Suburban Railway, East St. Louis, 111., in
pany appealed from the decision of the Railroad Com regard to free transportation. Mail carriers will here
mission of Wisconsin, ordering the company to sell thirteen after be carried gratis only between 6 a. m. and 8 p. m.
tickets for 50 cents, it was agreed by stipulation that the Deputy sheriff badges will not be honored, nor will the
company should have the opportunity of contesting the special agents of railroads receive free rides. Terminal
reasonableness of the order, should the courts Anally hold Association agents will be carried free only on Eads Bridge.
that the commission had the power to modify rates of Policemen and firemen will be carried free only when they
fare prescribed by the company's franchise. are dressed in full uniform.
"The courts have now held that the commission possesses Invites Manufacturers.—The Indiana & Michigan Electric
this power. Pending the determination of the reasonable Company, South Bend, Ind., is advertising in the Chicago
ness of the 'thirteen tickets for 50 cents' order, the fare daily papers, the manufacturing advantages of the St.
coupons cannot be accepted in payment for transportation. Joseph Valley and the many attractions of South Beach, Elk
"Subsequent to the entry of the commission's order re hart, Mishawaka, Niles, Buchanan and other communities
ferred to, many things have occurred. The expense of the to manufacturers seeking smaller cities for location. Manu
company of maintaining paving within the track zone has facturers are invited to submit their industrial problems
developed into large proportions. Requirements for in to the Indiana & Michigan Company and the traction com
creased service, resulting from special orders of the com pany promises co-operation. /
mission, have largely increased operating expenses. Open New Detroit Interurban Station.—On July 1 the De
ing of new lines and extensions of track, yet unproductive troit (Mich.) United Railway opened a new interurban
of appreciable earnings, have further reduced the margin station in Detroit. The ground floor is given over almost
which the commission believed to exist in the year 1912. entirely to the uses of patrons of the interurban lines,
General advances in prices paid for materials and labor while the remaining five stories of the building will be used
have also increased expenses. More recently the advent of for the general offices of the company. One of the features
the jitney bus has reduced receipts without reducing ex of the building is a wide gallery which has been fitted up
penses." as a ladies' rest room. The new office building and station
The decision of the United States Supreme Court in the is at Bates Street and Jefferson Avenue and was formerly
Milwaukee fare case is abstracted elsewhere in this issue. the Edson-Moore Building.
Lexington Participation Plan.—All of the non-union train
SAFETY FIRST IN BROOKLYN men of the Kentucky Traction & Terminal Company, Lex
The safety organization of the surface transportation ington, Ky., have accepted the contract proposed by the
department of the Brooklyn (N. Y.) Rapid Transit Com company some time ago, on the basis of an increase in
pany has presented its first half-yearly report, for the six wages proportioned on the saving made through any reduc
months ended June 7. The report is signed by A. Max tion in the cost of accidents. The union men have declined
well, superintendent of employment, who is secretary of to accept the contract. They are reported to have drawn
the departmental safety committee of the surface trans up a substitute contract which they will present to the com
portation department. In summarizing the results of the pany to replace the old one, which expires this month. The
safety work to date Mr. Maxwell says: contract with the non-union men went into effect on July 1
"As to what bearing the net result of the safety move for a term of three years. The general conditions of the
ment to date has had on the accident situation is an in participation plan were referred to in the Electric Railway
teresting question. The monthly claim department acci Journal of June 19, page 1183.
dent statement for Classes A, C, D, and E accidents for the The Memphis "Jim Crow" Case.—The Memphis (Tenn.)
six months under review shows as follows in per cent, Street Railway has won its case in the courts in which its
when compared with the corresponding period of the pre interpretation of the "Jim Crow" law was involved, the
vious year: State Supreme Court having upheld the measure thus re
Dec, Jan., Feb., Mar., Apr., May, versing the Circuit Court and the Court of Appeals. The
Classification 1914 1915 1915 1915 1915 1915
Car collisions —57.2 —32.1 —70.0 —35.5 —16.7 —53.1 case centered on the question of seats, two white men having
Car and vehicle collisions.—32.9 —IS. 9 —42.6 —52.2 —21.2 —28.1 entered a street car when there were plenty in the white
Cars striking persons. .. . —43.1 —12.5 +43 1 +11.7 — 4.9 —35.7
Boarding and alighting. . —25.9 — 2.4 —17.3 — 0.7 Even —21.7 compartment and having taken seats reserved for negroes.
"The prime reason for tabulating only the above four When the car filled up the conductor called upon them to
classes of accidents here is that these classifications more give up their seats to negroes. They agreed to if he would
directly concern platform employees than any other class get them seats in the white section. The upshot of the
of accident, and, if statistics count for anything, these fig incident was that the conductor ejected the men and had
ures should reflect just what the men themselves are ac them put under arrest, whereupon they brought suit for
complishing toward minimizing and reducing our accident damages, getting an award of $1,000 each in the lower court.
hazard. The Supreme Court said in part: "These seats must be
"In conclusion it is believed that the safety movement kept separate and apart; there should be a well-defined
of the surface transportation department has been fairly dividing line; blacks should be made to occupy their own
and successfully launched, and that, as time advances, what seats and the whites theirs. Conductors have a sort of
may now be described as an imperfect system will become police power over passengers, and the latter are subject to
a complete, harmonious and perfect system to the ulti orders from this officer, who must live up to the statutory
mate benefit and gain of the company and the community provisions." The case was that of A. M. Keisker, and
at large." Ralph Bowden against the Memphis Street Railway.
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 85

Personal Mention Construction News

Prof. Charles M. Spofford, of the firm of Fay, Spofford Construction News Notes are classified under each head
& Thorndike, consulting engineers, Boston, and head of ing alphabetically by States.
the department of civil and sanitary engineering of the An asterisk (*) indicates a project not previously re
Massachusetts Institute of Technology, has been appointed ported.
by the Governor of Massachusetts a member of the Ter RECENT INCORPORATIONS
minal Commission, constituted by a recent legislative act Lauderdale Power Company, Florence, Ala.—Incorpo
to investigate the subject of terminal facilities and the im rated in Alabama to construct a railway between Florence
provement of facilities for the transportation of freight and Huntsville, 75 miles. Alan Jemmison, Birmingham,
in the Boston metropolitan district. president.
Mr. Frank C. Rose has been appointed purchasing agent Intercity Terminal Railway, Little Rock, Ark.—Incorpo
for W. S. Barstow & Company, Inc., New York, N. Y., engi rated in Arkansas to construct and operate a railway in
neers and manager for the General Gas & Electric Company Little Rock and Argenta. It is reported that the company
and the Eastern Power & Light Corporation, which control has been organized to take over the Argenta Railway.
among other properties the Rutland Railway, Light & Power Capital stock, $500,000. Officers: C. C. Kavanaugh, presi
Company, Rutland, Vt.; the Claremont Railway & Lighting dent; E. W. Jackson, vice-president, and F. J. Schmutz,
Company, Claremont, N. H.; the Reading Transit & Light secretary and treasurer.
Company, Reading, Pa., and the West Virginia Traction & Mississippi Valley Railway & Power Company, Dover,
Electric Company, Wheeling, W. Va. Mr. Rose was connect Del.—Incorporated in Delaware to construct railroads and
ed with the Delaware, Lackawanna & Western Railroad for to operate by steam, electricity, or other power. Capital
eighteen years, with J. G. White & Company for seven years
as assistant purchasing agent and with the Foundation stock, $4,500,000. Incorporators: Charles B. Bishop, Clar
Company, Ltd., Montreal, for a year and a half as general ence J. Jacobs and Harry W. Davis, Wilmington, Del.
purchasing agent. He succeeds Mr. F. A. E. Thorling as FRANCHISES
purchasing agent with Barstow & Company. Phoenix, Ariz.—The Phoenix Railway has received a fran
Mr. Fred F. Stockwell has been appointed treasurer of the chise from the Council to build a double-track line down
New England Street Railway Club, succeeding the late Ed Fourth Street from Roosevelt Street to Washington Street
ward P. Shaw, Jr. Mr. Stockwell is widely known in the and to extend the Monroe Street loop to Fourth Street.
electric railway field as treasurer of the Barbour-Stockwell Los Angeles, Cal.—The Council decided on June 26 to
Company, Cambridge, Mass., manufacturer of special track- advertise for sale a franchise for a street car track cov
work. He was born in Brattleboro, Vt., but his parents ering a distance of 448 ft. on Central Avenue in front of
moved to Cambridge soon after his birth, and after attend the Southern Pacific Station. The track is to turn in toward
ing the local schools Mr. Stockwell learned the machinist's the station at a point 69 ft. south of Fifth Street and turn
trade in Boston. He entered business with a partner in back to the present tracks at a point 448 ft. farther south.
1889, and a consolidation of interests led to the incorpora The track is desired by the Los Angeles Railway to pro
tion of the Barbour-Stockwell Company in 1893. The new vide for its passengers easier access to the station than is
treasurer has been closely identified with the development of afforded by the present arrangement. The plan has been
electric railway special work since the days of horse trac indorsed by the board of public utilities and the public
tion. He is a charter member of the club and is active in utilities committee of the Council.
the American Electric Railway Manufacturers' Association. Los Angeles, Cal.—The Board of Public Works has been
Col. Timothy S. Williams, president of the Brooklyn authorized by the Council to advertise for bids on the street
(N. Y.) Rapid Transit Company, celebrated twenty years railway franchise on South Park Avenue. Bids will be re
of service with the company and its constituents on July 1. ceived on two sections of the line, the first extending from
On his arrival at his office on the morning of July 1 Presi Jefferson Street to Slauson Avenue, and the second from
dent Williams found on his desk a huge silver loving cup Slauson Avenue to Florence Avenue.
filled with American beauty roses—the gift of nineteen Hutchinson, Kan.—The Hutchinson Interurban Railway
men of the company's official staff, whose service with the
company has been coextensive with his own. The men has received from the Council a franchise to extend its
who presented the loving cup to Colonel Williams were line on Second Street from Main Street to a point 300 ft.
Messrs. G. H. Beck, E. Brower, T. S. Curley, J. H. Dwyer, east of Walnut Street. The Council also granted to the
G. H. Jackson, W. J. O'Neill, J. F. Throckmorton, J. Weid- Arkansas Valley Interurban Railway the right to use the
man, F. J. Spaulding, C. D. Meneely, J. H. Bennington, Second Street track for reaching its terminal station which
H. A. Crowe, J. Duffy, W. H. Gordon, A. Maxwell, W. Sie- will be located at 111 Second Avenue, East, recently pur
bert, J. Walsh, Jr., C. T. Victorine, I. Isaacsen. The loving chased.
cup is inscribed on one side with the names of the donors Pittsburgh, Pa.—In a recent letter to the Council
and on the other side bears the following inscription: "To Mayor Joseph G. Armstrong recommended that seventeen
our president and friend, Col. Timothy Shaler Williams, to out of the twenty-five requests for franchises for curves,
whose wisdom, foresight and courage is so largely due the additional tracks and sidings made to him by the Pitts
conception, nurture and development of the Brooklyn Rapid burgh Railways be granted. Together with this letter the
Transit System to its present proud pre-eminence, from Mayor submitted to the Council a proposed ordinance in
those who have been associated with him for twenty years, which the conditions under which these franchises should be
who have to some extent shared his labors and who rejoice given were fully stated. The Mayor told the Council that
in his well-earned success." he had prepared his recommendations after conferences
with the law department and the Department of Public
OBITUARY Works. He asked for immediate action on the part of the
Joseph H. Pierson, assistant claim agent of the Terre Council, inasmuch as conferences with the officials of the
Haute, Indianapolis & Eastern Traction Company, was Pittsburgh Railways will probably be necessary.
killed when his automobile turned over on the evening of TRACK AND ROADWAY
June 23, while he was driving from his office to his home at
Valley Mills, a few miles south of Indianapolis. Mr. Pier- Birmingham, Ala.—In connection with the proposed
son was born in Wayne Township, Marion County, Ind., in electric railway from Birmingham to the Warrior River, it
1870. He was educated in the public schools of his native is planned to continue the line to Jasper, about 35 miles
township and later took a course in the Central Normal Col from Birmingham. W. W. Shortridge, Birmingham, is
lege, Danville, Ind. He taught in the schools for several interested. [June 26, '15.]
years. Mr. Pierson was active in Democratic politics for Douglas (Ariz.) Traction & Light Company.—This com
many years and was elected as representative to the 1909 pany is constructing 300 ft. of additional trackage at Camp
session of the Indiana Legislature. He became connected Douglas, extending the line eastward from its former
with the claim department of the Terre Haute, Indianapolis terminus to a point near the eastern boundary of the
& Eastern Traction Company in 1909. Eleventh Infantry camp. It is later intended to extend the
 86 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2
trackage the entire distance to the eastern edge of the Topeka (Kan.) Railway.—Material has been ordered and
camp. work will be begun at once on the extension of this com
Hoxie Electric Railroad, Calico Rock, Ark.—Plans are pany's line on Kansas Avenue from Seventeenth Street to
being made to revive the project for an electric railroad Twenty-first Street. A bridge across the Shunganunga
from Hoxie to Calico Rock. J. W. Myers, Calico Rock, is River will be built in connection with the extension. It is
interested. [Feb. 27, '15.] estimated that the bridge will cost about $19,000.
Burlingame (Cal.) Electric Railway.—It is stated un Cumberland & Manchester Railroad, Manchester, Ky.—
officially in San Francisco that the Burlingame Railway, T. J. Vermillion & Son, Barbourville, have received the con
owned by Ansel M. Easton, Burlingame, and others, will tract to construct a 3-mile section of this company's line
be equipped with the overhead trolley. The road, 2 miles from Manchester to Barbourville. The route extends via
long, has been operated since March 1, 1913, with storage Cannon, Girdler, Hopper and Woollum. M. E. S. Posey,
battery cars. Barbourville, chief engineer. [June 19, '15.]
Marin County Electric Railway, Mill Valley, Cal.—Con Brandon (Man.) Municipal Railway.—This company re
struction has been begun on the first unit of this company's ports that it is constructing 6700 ft. of single track, form
line. This stretch of track will extend from the heart of ing a belt line 5% miles long.
the town to the upper end of Cascade Canyon. It is expect United Railways, St. Louis, Mo.—This company will con
ed that the system will eventually be extended to Sausalito. struct new tracks on Olive Street between Fourteenth
[May 22, '15.] Street and Boyle Avenue, St. Louis.
San Francisco (Cal.) Municipal Railway.—Bids will be *Rutherfordton, N. C.—Plans are being considered to
received by the Board of Public Works on July 14 for steel build a line from Rutherfordton to Columbus, about 15
rails to be used in the construction of the Church Street miles. L. D. Miller, Rutherfordton, is interested.
municipal railway. The city engineer plans to have the *Dayton, Ohio.—Plans are being considered to build a
construction of the road contracted for in three parts—one railway between Dayton and St. Marys. At a meeting of
from Van Ness Avenue and Market Street to Church Street the citizens of the towns on the proposed line, held at Cov
and Eighteenth Street; another from Eighteenth Street to ington on June 30, Judge Dennis Dwyer of Dayton was
Twenty-second Street and the third from Twenty-second appointed chairman of the committee to look after the
Street to Thirtieth Street. The plans for the section from financing of the line.
Van Ness Avenue to Eighteenth Street will provide for the
construction of two tracks on Market Street from Van Oklahoma (Okla.) Railway.—Plans are being made by
Ness Street to Church Street. this company to reconstruct its tracks from the Rock Island
Railroad tracks north on Broadway to Tenth Street and on
Capital Traction Company, Washington, D. C.—The Public East Fourth Street.
Utilities Commission of the District of Columbia has denied
the application of this company to build an extension of its Sand Springs Railway, Tulsa, Okla.—This company con
lines on Seventeenth Street, I Street, Thirteenth Street, H templates the construction of an extension of its lines south
Street and other streets in Washington. west to the oil fields, about 30 miles.
Orlando (Fla.) Interurban Traction Company.—W. C. Northampton (Pa.) Traction Company.—Arrangements
Temple, president, reports that the project to build an for the physical connection of the property of this company
electric railway to connect Orlando, Kissimmee and San- with the Northampton, Easton & Washington Traction Com
ford has been abandoned. [April 12, '13.] pany across the Delaware River are under consideration and
are expected to be completed in the near future.
Palatka-Hastings Interurban Railway, Palatka, Fla.—
This company reports that the project to build an electric Philadelphia, Pa.—Bids will be received until Aug. 16 by
railway from Palatka to Hastings has been abandoned on A. M. Taylor, director department of City Transit, 754
account of the inability to secure permission from the Put Bourse Building, Philadelphia, for the construction of the
nam County Commissioners to use the bridge crossing the City Hall station section of the Broad Street subway under
St. Johns River upon a basis that would enable it to operate. City Hall and Market Street subway and work appurte
F. J. Von Angelken, East Palatka, secretary. [Nov. nant thereto, known as Contract 101. This section will be
15, '13.] about 700 ft. long, and will include the underpinning of
•Pearl Harbor, Hawaii.—Bids are desired until Sept. 18 the west side of City Hall and the Market Street subway.
Plans and specifications may be had at Room 748, Bourse
by H. R. Stanford, chief of the bureau of yards and docks, Building, upon a deposit of $50 per set, pending return.
navy department, Washington, D. C, for the construction of
a marine railway at the naval station, Pearl Harbor, Hawaii, Rhode Island Company, Providence, R. I.—Work has been
according to specification 2172. The appropriation for this begun by this company laying double tracks on North Main
work is $94,000. Street between Camp Street and Mill Street, Providence.
Lincoln Railway & Light Company, Lincoln, 111.—This Southern Public Utilities Company, Greenville, S. C.—
company expects to lay new track on Union Street from Material has been received and work will be begun at once
Broadway to Tremont Street. The 40-lb. rail now in use on the reconstruction of this company's tracks on Whitner
will be replaced by 60-lb. rail. The company has laid 80-lb. Street and South Main Street, Anderson.
rail on its Broadway line. Carolina, Greeneville & Northern Railroad, Greeneville,
Evansville & New Harmony Traction Company, Evans- Tenn.—A. H. Jacoby, Greeneville, has been awarded the
ville, Ind.—This company announces that it has contracted contract for part of the work of this company's line from
■with M. A. Peoples, Chicago, for the financing and con Bristol to Knoxville, via Kingsport, Newport and Sevier-
struction of its line from Evansville to New Harmony, 30 ville, 140 miles. The maximum grade will be 1.5 per cent
miles. The line will connect a number of suburban towns and the maximum curvature 10 deg. Three steel bridges
in the vicinity of Evansville. It is expected that construc aggregating 1500 ft. will be built on the line. H. S. Reed,
tion will be begun about Sept. 1. C. J. Seibert, Evansville, 205 Grant Building, Los Angeles, president. [June 26, '15.]
general manager. [Nov. 28, '14.] Corpus Christi-Ward Island Interurban Railway, Corpus
Louisville & Northern Railway & Lighting Company, New Christi, Tex.—Grading has been begun on this company's
Albany, Ind.—Complete suspension of traffic on Market line from Corpus Christi to Ward Island, 7 miles. The
Street between Washington Street and Vincennes Street has work of laying track will be begun in about four weeks and
been ordered by the Board of Public Works, while the con it is expected that the line will be completed about Oct. 1.
crete bed for the new brick pavement is laid and allowed The company plans to develop Ward Island as an amuse
to settle, the railway company transferring passengers from ment park. J. H. Caswell, San Diego, is interested.
car to car across the intervening square. The city and the [May 15, '15.]
Louisville & Northern Railway & Lighting Company are in Dallas (Tex.) Southwestern Traction Company.—At a
a controversy as to the nature of a crossing which the meeting of the stockholders of this company on June 21
company is to construct over Market Street. The city calls it was announced that the sale of $60,000 of the company's
for T-rails embedded in cement between the tracks, and the $2,500,000 of bonds has been authorized. E. P. Turner, Gas
railway wants to use oak planks. ton Building, Dallas, president. [June 12, '15.]
 July 10, 1915] ELECTRIC RAILWAY JOURNAL 87
Lynchburg (Va.) Traction & Light Company.—In connec
tion with improvements being made by the city, this com Manufactures and Supplies
pany plans to double track its line on Main Street.
•Norton, Va.—Plans are being made to construct a rail ROLLING STOCK
way from Norton to High Knobs in Stone Mountain, about Southern Traction & Power Company, Alexandria, La.,
5 miles. Patrick Hogan, High Knobs, is interested. will probably purchase two or three cars.
Radford-WiUis Southern Railway, Radford, Va.—The con Mobile Light & Railroad Company, Mobile, Ala., is ex
tract for constructing this company's line from Willis to pecting to purchase a number of single-truck cars.
Radford has been awarded to Williams Brothers Construc Little Rock Railway & Electric Company, Little Rock,
tion Company, Roanoke. John L. Vaughan, Shawsville, Ark., has ordered three buses from the Southern Car Com
president. [March 13, '15.] pany.
Virginia Railway & Power Company, Richmond, Va.—In New York & Queens County Railway, New York, N. Y.,
connection with the proposed extension of this company's noted in the Electric Railway Journal as expecting to
line on West Broad Street from Robinson Street to the purchase six double-truck cars, has ordered this equipment
corporate limits, officials of the company have stated that from the Southern Car Company.
further extensions of its lines are practically at a stand
still owing to the difficulty in securing the desired legisla Ogden, Logan & Idaho Railway, Ogden, Utah, has ordered
tion, jitney encroachment and general depression. It is six trailers from the American Car Company, St. Louis,
stated that at the present time the company finds it im Mo. This item is a correction of a note in last week's
practicable to build the line, and, as the time limit has issue, in which the name of the contracting carbuilder was
already expired on the franchise, is prepared to avail itself erroneously stated.
of the alternative provision of forfeiting the $5,000 bond Connecticut Company, New Haven, Conn., noted in the
which it put up as assurance at the time of securing the Electric Railway Journal of May 15, 1915, as having
franchise. issued specifications for ninety-two all-steel cars, has
Charleston (W. Va.) Interurban Railroad.—Four miles of ordered forty-six cars from the Wason Manufacturing
track on this company's 25-mile extension from Charleston Company, and forty-six from the Osgood-Bradley Car
to Montgomery has been laid and it is stated that cars will Company.
be operated between Charleston and Maiden, 6 miles above
Charleston, by July 15. TRADE NOTES
*Morgantown & Wheeling Railway, Morgantown, W. Va.— Automatic Ventilator Company, New York, N. Y., has
This company advises that it is extending its line from received an order to equip with ventilators seven cars of
Cassville to Blacksville, 15 miles. All the grading and the Union Electric Company, Dubuque, Iowa.
masonry is completed with the exception of one bridge 186 Q. P. Signal Company, Needham, Mass., has erected at
ft. long. The bridge is completed and ready to put in place Needham a new four-story brick and concrete manufactur
as soon as it is reached by track. Seven miles of track have ing plant 103 ft. x 40 ft. The plant is completely equipped
been completed and are being operated by steam. The com and will be ready for operation in about two months.
pany is using 70-lb. A. S. C. E. rails and oak and chestnut Special power house apparatus and substation signal ap
ties. It is planned to operate the line by steam for about paratus and trolley catchers will be manufactured in the
two years, when it will be operated by electricity. new plant.
Weston & Glenville Electric Railroad, Weston, W. Va.— General Railway Signal Company, Rochester, N. Y., has
Surveys will soon be begun by this company on its pro received a contract to build a new interlocking plant at
posed line between Weston and Glenville. Lloyd Rinehart, the crossing of the Illinois Traction System and Wabash,
Weston, is interested. [Oct. 17, '15.] Illinois Central and Alton railroads at Pontiac, 111. Work
will commence at once and will be completed in ninety days.
SHOPS AND BUILDINGS The plant will be all electric and of the latest type of
Connecticut Company, New Haven, Conn.—A new trolley modern construction, and will have eighty levers.
station will be built at Woodmont by this company in the Universal Safety Tread Company, Waltham, Mass., is
near future. The structure will be of stucco. The cost of now manufacturing all types of its safety treads in its new
the building is estimated at $5,000. plant at Waltham, Mass. All the machinery and shops have
Detroit (Mich.) United Railway.—On July 1 this company been moved from Groton, N. Y., where the treads were
removed its interurban station and general offices to the formerly manufactured, to Waltham, Mass. The new plant
Detroit United Building on the southeast corner of Jeffer is completely equipped with lathes, presses, stamping and
son Avenue and Bates Street. The waiting room is located special machinery for the manufacture in all its processes
on the ground floor with the main entrance on Jefferson of "anti-slip" and lead-filled safety treads used in the
Avenue, while the exit to the cars will be on Bates Street, transportation and building industries.
as will also be the entrance to the general offices. Esterline Company, Indianapolis, Ind., manufacturer of
Minneapolis, St. Paul, Rochester & Dubuque Electric "Golden Glow" headlights, has received an order for twenty-
Traction Company, Minneapolis, Minn.—This company an four SE-95 headlights from the Shreveport (La.) Railways.
nounces that it will soon begin the construction of general This makes a complete installation of this equipment by the
repair shops at Faribault, Minn. Shreveport property. The company reports deliveries of
Citizens' Traction Company, Oil City, Pa.—Announcement this equipment during June to the following railways:
has been made by this company that it will erect a modern Austin (Tex.) Street Railway; Atchison Railway, Light &
carhouse on the site of the present structure in Franklin. Power Company; Chicago & Joliet Electric Railway;
The building will have a frontage of 52 ft. on Liberty Street Helena (Ark.) Interurban Railway; Arizona Copper Com
and will be 150 ft. deep. The structure will be of brick pany, Clifton, Ariz.; Sioux City Service Company; Scran-
with concrete floors and rolling steel doors. ton Railway; American Car Company for new cars of the
Fort Dodge, Des Moines & Southern Railway; Wichita
POWER HOUSES AND SUBSTATIONS Railroad & Light Company; Pressed Steel Car Company
Pittsburgh (Pa.) Railways.—This company has placed for new cars of the New York, Westchester & Boston Rail
an order with the Westinghouse Electric & Manufacturing way; Des Moines (Iowa) City Railway; Hutchinson Inter
Company for four 1800-kw., 600-volt d.c, six-phase sixty- urban Railway; Denver & Interurban Railroad; Auburn &
cycle, 514-r.p.m. compound wound commutating-pole rotary Syracuse Electric Railroad; St. John (N. B.) Railway;
converters; twelve 625-kva. single-phase, sixty-cycle, 11,003- Windsor, Essex & Lake Shore Rapid Railway; Biddison &
volt high-tension to rotary voltage low-tension O. I. S. C. Crow Interurban Railway, Tulsa, Okla.; San Antonio (Tex.)
transformers and one thirty-three-panel switchboard to Traction Company; Cincinnati Car Company for new cars
control the above apparatus; also three 1000-kw., 550-volt, of the Lancaster Traction & Power Company; Union Elec
commutating pole d.c. generators with 1440-hp., three- tric Company; Shreveport (La.) Railways; Seattle (Wash.)
phase, sixty-cycle, 10,000-volt, a.c, 514-r.p.m. synchronous Municipal Railway; Trinidad Electric Transmission Rail
motor generator sets with d.c. exciters. way & Gas Company; Hocking-Sunday Creek Traction Com
 88 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 2

pany; Wisconsin-Minnesota Light & Power Company; operation of a.c. and d.c. arresters. Part IV contains val
Georgia Railway & Power Company; Denver Tramway; uable information accompanied with diagrams on the in
Ephrata & Lebanon Traction Company; South Carolina stallation of lightning arresters, their grounding, distribu
Light, Power & Railways Company; Northern Texas Trac tion, and inspection.
tion Company; Tarentum, Brackenridge & Butler Street Sangamo Electric Company, Springfield, 111., has issued
Railway; Binghamton (N. Y.) Railway, and Topeka (Kan.) Bulletin No. 41, which describes and illustrates its "econ
Railway. omy" electric railway meters, for use in aiding motormen
ADVERTISING LITERATURE to increase their efficiency by saving energy in operation.
These meters are of two varieties, ampere-hour meters and
Walter A. Zelnicker Supply Company, St Louis, Mo., has watt-hour meters. They are both of the mercury motor
issued a folder listing its various types of rolling stock and type and therefore have all the advantages inherent to
other railway equipment. mercury flotation, the chief of which is immunity from
G. M. Gest, New York, N. Y., contracting conduit engi damage due to vibration and shock. Through the use of
neer, has issued a folder which contains a map on which these meters it is claimed that the motorman will take
are designated the various cities where he has completed active interest in his car or train in that he will look for
contracts. troubles and promptly report all defects for repair. The
Walter A. Zelnicker Supply Company, St. Louis, Mo., has catalog contains tables and data concerning the use of
issued a price list of its second-growth hand-shaved hickory these meters on the Chicago & Milwaukee Electric Rail
handles for use as axe, hammer, hatchet and pick handles in road and shows the saving in power consumption per car-
railroad work. mile effected thereby. Testimonial letters from the Chi
cago & Joliet Electric Railway and the Rockford & Inter-
L. S. Brach Supply Company, New York, N. Y., has urban Railway are also included which are significant in
issued a catalog describing its types 36 and 40 vacuum ar showing the saving brought about on these lines.
resters, mica shield protected, to meet the requirements of
telephone train dispatching. Trussed Concrete Steel Company, Detroit, Mich, has
issued a comprehensive 128-page publication on its united
General Electric Company, Schenectady, N. Y., has just steel sash. The book covers all the various types of sash
issued Bulletin No. 44,712, which illustrates and describes with its applications in building construction. The first
G-E lightning arresters for electric railway service, both portion of the book is devoted to the general discussion of
in the station, on the line and on the car. This bulletin the features of steel sash construction, covering the ques
supersedes the company's previous bulletin, No. A-4135. tions of strength, weathering, workmanship, daylighting,
Tool Steel Gear & Pinion Company, Cincinnati, Ohio, has ventilation, hardware, and glazing. The large variety of
issued a folder on its tool steel gears and pinions, also a sections that are combined to make up steel sash are de
reprint from an article by T. C. Goodyer in the Tramway scribed in the next portion of the book, including among
& Railway World which contains data showing the greater them the mullions. Standard pivoted sash is next thor
length of life of treated as compared with untreated gears. oughly covered, including the horizontally and vertically-
Railway & Industrial Engineering Company, Pittsburgh, pivoted sash of all types. Continuous sash of the top-hung
Pa., has issued advertising sheets describing and illustrat and center-pivoted type are comprehensively covered with
ing the Burke switching and protective apparatus, high- numerous pages of details. Vertical-sliding sash represents
voltage air-break switches, horn-type fuses, improved horn- the most recent development in steel-sash construction, and
type lightning arrester and choke coil, and combination a large amount of space is devoted to the various types,
horn-type fuse and series horn-gap lightning arresters and including vertical-sliding sash with removable jamb guides,
choke coil. counter-balanced sash, counter-weighted sash and spring-
Rail Joint Company, New York, N. Y., has issued an balanced sash. Horizontal-sliding sash is also indicated at
attractive catalog illustrating its continuous, Weber and this point. Partitions and steel sliding and swinging doors
Wolhaupter rail joints as applied to A. R. A. Series A and are shown. The remaining portion of the book is devoted
B rails, guard rails, frogs and switches, T-rails and girder to photographic reproductions of important installations.
rails. Illustrations are also shown of the different types One page contains illustrations of the attractive stations
of joints with fiber and with wood insulation, the "twin" and shops of the New York, Westchester & Boston Rail
insulated rail joint and the step rail joint. way where these windows are used. They are also shown
in views of a paint shop of the Los Angeles (Cal.) Railway
Ohmer Fare Register Company, Dayton, Ohio., has is and a power house of the Philadelphia (Pa.) Rapid Transit
sued a folder on its fare register system. The folder states Company.
that the Denver Tramway Bulletin, referring to the
monthly list of conductors' Ohmer efficiency grades records NEW PUBLICATIONS
that the general average for the entire system for April Proceedings of Sixth Annual Convention Pacific Claim
broke all previous records. This company has also issued Agents' Association, Spokane, July 9-11, 1914. 79
an advertising blotter on its fare register system. pages. Paper.
Westinghouse Electric & Manufacturing Company, East This book contains a list of the officers and committees
Pittsburgh, Pa., has issued in pamphlet form a paper en of the Pacific Claim Agents' Association, and presents the
titled "Considerations in the Design of Railway Motors," running discussions, papers and reports before the "conven
a treatise on the ventilation of this type of motor, by R. E. tion in Spokane last year. A general index permits the
Hellmund. This paper is a reprint of an article which ap ready finding of any desired information.
peared in the Electric Railway Journal of May 1 and Human Nature and the Railroad, by Ivy L. Lee, published
also the Electric Journal and goes very thoroughly into this by E. S. Nash & Company, 620 Sansom Street, Phila
important subject. A large number of illustrations are delphia, Pa., 129 pages. Price, $1.
used showing practice in ventilating motors, together with Mr. Lee's easy style and analytical reasoning are well
diagrams showing the air currents through the windings known through his contributions to the popular and tech
and cores of the armatures. nical press and his addresses before various bodies. The
Electric Service Supplies Company, Philadelphia, Pa., has present volume is made up of ten of these addresses, and
issued a general catalog on the Garton-Daniels lightning while they will be of interest and instruction to the gen
arresters. The catalog is divided into four sections, so eral public because they tell the story of the railroad, they
arranged as to make easy the selection of proper apparatus are equally of interest and instruction to the railway offi
for any set of conditions. Part I contains descriptions cial because they explain to him his weaknesses and foibles,
and price lists of a.c. arresters up to 20,000 volts, d.c. tell him the importance of telling the story and how to tell
arresters up to 2400 volts, arc circuit lightning arresters it as well as to live up to the story. The purpose, as
for both a.c. and d.c. circuits, panel-board arresters, and explained by the author, is to establish a point of contact,
lightning arrester cross-arm hangers. Part II contains to make the railroad manager, the employee and the public
a description and price lists on choke coils and disconnect in their mutual relations understand one another's point of
ing switches. Part III deals thoroughly with the subject view. We hope that the volume will be widely read so
of lightning phenomena as regards the construction and that this wish will be fulfilled.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY JULY 17, 1915 No. *

RETROGRESSION While we have all proper respect tional right to a fair return, and the commission is
IN RATE for theory that administrative under legal compulsion to allow such rate as will make
M \ K 1NC
' bodies should exercise constraint that return possible. If an increase in fares is shown to
in interpreting "doubtful" provisions of law relating to be just and reasonable according to that standard, the
their own powers, we believe that the Public Service commission has no discretion except to allow it." We
Commission, Second District, New York, has no right agree with the sentiment thus expressed. The purpose
so rigidly to interpret its enabling act as to rob it of of the appointment of a commission is to provide an
one of its most progressive and constructive features. impartial body with opportunities in the way of obtain
In declaring in the Ulster & Delaware Railway mileage ing testimony on which the merits of the rate case can
case that it must be subservient to the old 2-cent statu be judged. The testimony alone, and no outside con
tory maximum rate fixed before commission regulation siderations of populariy or unpopularity, should decide
began in New York, it has reverted to the practice of whether the rates are to be increased or decreased in
inexperienced legislative domination which the com any particular case.
mission law endeavored to destroy. The maximum rate
was simply an ill-considered guide pending the installa SAFETY An effort to correlate and per
tion of more scientific methods which the present regu FIRST petuate the general safety work
latory machinery was intended to supply. While this FEDERATION now being conducted in different
should be self-evident, the point is strengthened by the cities is the purpose of the Safety First Federation of
facts that in Michigan the maximum rate law has been America. For many years electric railway companies
declared superseded by the commission law and that in have been working out their problems largely unaided.
New York since 1907 Governors have vetoed all rate When safety-first work began the railway companies
bills as infringements on the powers delegated to the were possibly surprised but certainly gratified to find
commissions. For a non-expert Legislature to force a that they would have willing associates among the pub
commission to exercise discrimination so as to grant lic authorities, representatives of the public schools,
unlimited relief to the public and greatly restricted re chambers of commerce and individual, public-spirited
lief to the carriers, is a travesty upon the whole spirit citizens. While in many cities the initiative in the
of commission rule. Of course, if the Legislature wishes safety-first movement was taken by the local railway
to resume its rate-making power, it can ; but while com companies, it soon became, and properly, a community
missions last, no super-technical nullification should be movement in which all of the interests already men
exercised against their potential usefulness in grant tioned participated. In this form most important work
ing rates which they are convinced are just to carriers. has been accomplished, but there have been two points
upon which some fear has been expressed in regard to
THE We realize that it is not a popular the future. The. first of these has been a question of
PURPOSE OF thing for a commission to raise the maintenance of interest in it. In all volunteer move
COMMISSIONS rates and so diminish the priv ments, after the first enthusiasm has passed away, there
ileges which the public has enjoyed for a great many is danger that the interest in it will flag. This feeling
years. We believe, however, that the "unpopularity" was expressed in these columns some months ago under
which would result from such an action is more im the heading "The Brass Band in the Safety Movement."
aginary than real. In the first place, the public mind is The question raised was: How long-lived will a move
prepared to accept increases in railroad rates with much ment be which has no definite organization behind it
more grace than it was a few years ago. There has whose sole purpose would be to keep it alive ? The other
been so much publicity on the necessity of higher rates point was in connection with the correlation of the work
that everyone now realizes that the expenses of opera done in the different cities so as to get the most effective
tion of the railroad companies have increased, just as results for the least expenditure of energy and money.
have the living expenses of individuals. Again, the This meant a comparison of methods followed wherever
public has a better recognition of the obligations of the safety-first work has been undertaken. These two needs,
railroad commissioners to grant such increases when in brief, it is the aim of the Safety First Federation of
they are justified. This view of the situation was well America to supply. As with the movement in individual
expressed in a recent address by Hon. J. F. McLeod, cities, it is not primarily a railway matter or even a
chairman Public Service Commission of Massachusetts. corporation matter, and it is well that it is not so, but
He said : "Capital honestly and prudently invested under President Allen of the American Electric Railway Asso
economical and efficient management has a constitu ciation has accepted the office of chairman of the trans
 90 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

portation committee of the federation so that the rail COLLECTING TRAFFIC DATA
way interests will be properly represented. A report The latest article by F. W. Doolittle, director of the
of the first meeting of the transportation committee, bureau of fare research, published elsewhere in this is
which occurred this week in New York, will be found sue, is unusually valuable by virtue of its lucid presenta
on another page of this issue. tion of the best practice in the work of collecting traffic
data. From the experiences of individual railways and
THE TELEPHONE IN CITY DISPATCHING engineering companies that have made traffic surveys,
Mr. Strong's article in the issue of May 8 on tele Mr. Doolittle has collated basic information for all elec
phone dispatching at Rochester and the article in this tric railway operators and has also added carefully-
issue on a similar system at San Antonio should help to drawn distinctions in regard to the survey plans to be
promote wider use of this most rapid means of com followed by companies of different sizes. Officials who
munication. If it is a good thing to be able to adjust desire for themselves or for their traffic survey staff a
schedules from day to day it is a better thing to adjust readable analysis of traffic survey procedure will find
them from hour to hour and even from minute to Mr. Doolittle's article replete with concrete suggestions.
minute. On the European battlefields of to-day we see In constructing his paper Mr. Doolittle develops his
millions of men moved about as easily as Napoleon theme logically along the line of the items to be covered
maneuvered his thousands, and in no small measure is by a traffic survey, the frequency of their collection, the
this due to the telephone. It is not enough to order preliminary work, and the actual collection and the
a regiment to do a certain thing; it must be possible recording of data. The two points most interesting are
to change its orders almost instantaneously. in connection with the frequency of collecting data and
Car operation should be on the same modern plane. the extent of the data to be taken. The frequency of
The schedule, for example, may designate certain cars traffic studies is impossible of exact determination on
as short-liners and others as through. Now, if a car is account of such factors as size of company, character
carrying a large number of passengers who want to go and growth of territory, traffic density, business condi
beyond the short-line terminus, literal obedience to the tions and season changes, but sufficient generalization
schedule will probably displease some of the passengers, can be made on this topic to say that the time interval
especially in bad weather. Sometimes an inspector is between collection dates should be short so that the
stationed at the short-line terminus to decide whether company will keep pace with traffic fluctuations. The
or not the car shall go on, but with telephone dispatch conducting of separate studies for the five ordinary
ing in practice the crew could get instructions directly week-days and for Saturdays, Sundays and holidays;
from the dispatcher. Contrariwise, a long-line or the use of twenty-four hours as a minimum period of
through car could be converted to a short-liner if it has observation and the making of surveys by preference in
no through passengers and when the dispatcher knows the autumn and winter better to estimate peak condi
that the following car will go through in a few minutes. tions—these seem also to be becoming definitely formu
Most deviations from the schedule, like those due to lated principles. It is more difficult to state the extent
mass meetings, public concerts and ball games, can be to which traffic count data should be accumulated, but
provided for in advance ; not so with large movements of we believe that Mr. Doolittle has outlined a feasible
people due to fires or other unforeseen events. Not platform for the average comprehensive survey when he
long ago there was a big fire in a large Southern suggests in general the ascertaining of the average num
city. Had an effective telephone dispatching system ber of passengers getting on and off each car at every
been in use the local railway would not only have re point during twenty-four hours in the case of the lar
routed the affected car line more quickly, but would also ger companies, the number of passengers getting on and
have collected thousands of fares by running special off each car at important traffic points during eighteen
cars to and from the fire. Instead, the jitneys got the hours for companies of medium size and the number of
business. The way the San Antonio Company dis passengers on each car at the point of maximum load
patched and rerouted cars in accordance with the prog ing during rush hours for the smaller companies.
ress of a parade shows how readily the telephone It may be that some traffic experts will not agree en
permits the remolding of a schedule. tirely with this platform. The more one goes into the
It is hardly necessary to reiterate here the advan detail of Mr. Doolittle's article, the greater chance there
tages of telephone dispatching as revealed by the is of finding particular practices which some experts
detailed practices of Rochester and San Antonio. But may not like so much as their own. The science of
the conclusion may be drawn that the telephone offers making traffic surveys is still new to the transportation
barely-appreciated opportunities to make the service field as a whole, and through the kindness of local condi
flexible, thereby securing with one stroke more revenue tions individual initiative has had full sway in its de
and greater public satisfaction. The latter result, in velopment up to now. But Mr. Doolittle's article is con
fact, is seldom capable of attainment by direct means, cerned not so much with details as with general prin
but where every car crew, even in the farthest outlying ciples. Traffic survey principles are gradually becoming
districts, can notify the passengers in advance regard clarified and more widely accepted, and he who desires
ing unexpected operating changes, at least one prolific to understand the theory of such work should give the
source of friction is at once removed. article a careful perusal. The technique to be followed,
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 91

however, in applying these principles to specific proper rises add to the difficulties of design of high-voltage
ties under the varying effect of local conditions and in d.c. equipment.
herent characteristics is a problem to be worked out Electrification has not as yet made serious inroads
with all possible standardization by the men who are upon the steam railroad field. It will do so in due time.
experienced in the multitudinous details of traffic sur Meanwhile the present experiments with motors, con
veys. tact systems, drives, etc., will make it possible ulti
mately to electrify a large system without danger of
CONTACT SYSTEMS FOR HEAVY TRACTION obsolescence losses like those incurred in the early street
Never were there more interesting developments in railway electrifications.
progress in electric traction than at the present moment
and in no place are these developments more interest A REMEDY FOR THE NEWSPAPER YELLOW PERIL
ing than in heavy electric traction. In this field one The false public impression created by undeserved
hears more about locomotives, cars, power plants and criticism from unscrupulous newspapers is difficult and
transmission lines than about contact systems, but the often impossible for public utility companies to correct
importance of the contact system was brought out in by mere improvements in service. Experience has
the railway papers and discussion presented at the shown, however, that the misrepresentation may occa
A. I. E. E. convention, which were abstracted at length sionally be rectified by deflecting the editorial "punch"
in last week's issue of this paper. While much of the in another direction.
discussion was taken up with routine construction and The president of a public service company in a me
operation, one can read between the lines and note dium-sized city recently related confidentially the ex
some very significant facts. perience of his company, which for a while found itself
In the first place the phraseology of contact systems at the mercy of two local newspapers. One of them
needs definition in order that the apparatus and its bitterly attacked its service, while the other stood up
performance may be accurately and concisely described. for it, putting it in a position somewhat like that of
The art is changing so rapidly that there is the possi the ancient mariner when the two specters were dicing
bility of adopting names for objects almost off-hand, for his life. Though many of the attacks were unwar
that the words that are first perhaps thoughtlessly ap ranted the company realized that some of them were
plied will remain. This would be unfortunate. In the justified. It accordingly remedied the defects of
early days of electrical development cases of this kind service and then, calling the hostile newspaper's at
occurred, and expressions then coined have become so tention to the betterments accomplished, requested it
closely associated with the industry that it has never to give due publicity to them. The editor of the news
been possible entirely to get rid of them. The terms paper, however, frankly replied that retraction of its
"booster" and "to boost down" are examples. In the present propaganda would be impossible, for without
present advanced state of the art, however, there is no such a resourceful means of opposing its local rival's
excuse for the establishment of such barbarisms or policy life would become a bore to his readers and the
their perpetuation. circulation list would melt away. This answer was a
It is further quite apparent that this is a trying-out hard blow to the company, but it presently adopted an
period for heavy electric traction contact equipment. other plan. Through its influence a citizen's advertis
Broadly speaking, the system is entirely successful, but ing club was formed for the purpose of attracting peo
in detail there is much that is experimental. Steel con ple and industries to the city. When the new plan was
tact wires are substituted for copper or phosphor- explained to the hostile newspaper, the latter, tickled
bronze contact wires, but it is found that they rust; at the thought of prospective subscribers from a city
rollers are supplied with wood cores and sleeve bear of increased population, at once discarded its toreador
ings, but later the cores are omitted and roller bear policy and backed the advertising club with enthusiasm.
ings are substituted. At the same time data of cost It even claimed to have originated the plan. The offi
of operation are being accumulated, and if the operators cials of the public service company smiled inwardly at
and manufacturers will make these data fully avail this assertion, but were perfectly satisfied to allow the
able there will be ample compensation for the an newspaper full credit because the latter's columns now
noyance and expense accompanying the developmental glowed with notices of the special facilities afforded by
work. the city, among which were mentioned an up-to-date
In the third place progress in this instance, as al street railway and a low-priced lighting system.
ways, brings up new problems or old ones in new guise. Whether newspaper criticism is just or unjust, so
Provision for voltage rises in third-rail conductors is long as the criticism is sincere public utility companies
one such problem. Readers of this paper have noticed may aspire to overcome its effect by adopting more
several recent references to the subject. When a cur progressive operating methods. If the motive behind
rent in any circuit is interrupted the collapse of the the attack, however, is simply the idea that to keep at
accompanying magnetic field upon the conductors pro tention attracted to it the paper must always be charg
duces a voltage rise. This is more evident when there ing with head down at somebody, practically the only
is magnetic material in the neighborhood of the circuit, remedy, as in the above case, is to wave a red flag in a
as is the case with a third-rail conductor. Such voltage different direction.
 92 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

Telephone Dispatching at San Antonio

The Flexibility of Schedules in Meeting Traffic Changes Has Been Greatly Improved—All Outside Men and
Service Cars Are Also Controlled from the Dispatcher's Office

The San Antonio (Tex.) Traction Company has been being paved at one end of the line, and many delays
using, since August, 1914, a telephone dispatching sys were caused by the use of temporary track and the con
tem with connections to forty-two street box dispatching gestion of foreign vehicles which could use no other
stations. The equipment is of Western Electric manu place but the track. All cars were made equally late.
facture installed and operated under lease by the South As the schedule headway was fifteen minutes the cars
western Telegraph & Telephone Company. The system were set back a half-space, or seven and one-half min
is so arranged that in case of need any Bell telephone utes, at 5 :37 p. m. and another half space at 7 :22 p. m.
may be used. Of course, the same result would have been accomplished
The dispatcher's board is equipped with two private with one full-space setback at 5:37 or perhaps at 6:07,
trunks which join it to the San Antonio public tele but this would have caused all cars to drag the line at
phone exchange. The board also has connections to the the period of heaviest riding. Consequently, the half-
traction company's commercial switchboard. The num space setback was used, as described, the second half-
ber of active plugs is now forty-two, with room for sixty. space being made when traffic was not so important.
The telephones of all officials of the company are tied On other like occasions the conditions before the first
in with this board so that the dispatcher can get into setback have been restored by later advance of the
touch with them at once. same amounts of time.
The primary purpose of the board is, of course, the The most frequent source of delay is due to the
dispatching of cars, but the use of the telephone gives breakdown of foreign vehicles where only one car is
a much greater flexibility than would otherwise be affected. In cases of this kind the delayed car is gen
the case, and certain other uses have developed as by erally allowed to proceed until caught by the car fol-
products.
The cars are dispatched by one man ordinarily, an
assistant being employed only for meal relief and dur
ing the peak hours. The board is operated for the
complete daily transportation period of nineteen hours.
To enable two men to work together if necessary the
board is divided into two sections.
Character of Schedules
The regular schedule calls for headways varying from
five to fifteen minutes, according to the line and
the time of day. However, conditions frequently
arise which make it desirable to deviate from the regu
lar headways. Practically all runs are of such char
acter that the men report for orders on reaching each
end of the run. In this way the dispatcher can give
clearance orders to the men at frequent intervals or
special orders if necessary.
A typical conversation is as follows: The dispatcher TELEPHONE DISPATCH ING—BOARD IN USE AT SAN
says: "Hello." The motorman then replies, "Car 317, ANTONIO, TEX.
Tobin Hill (the line), Otto (motorman)." The dis
patcher then says, "9:15 a. m." (time of day). The lowing. When this occurs the car with the least pas
motorman repeats "9.15," and the dispatcher closes sengers transfers its load (usually to the car ahead)
with "O.K." and turns back at the last meeting point. When it is
impossible to turn back both cars because of a heavy
Making Changes in Schedules load on each, the cars are permitted to go to the end
The usefulness of the telephone in adding to the of the line, and a special car, designated a "pull-out,"
flexibility of the schedule will be apparent from the is taken out of the car station to fill the gap in town
following instances : and to the opposite end of the line. It may be added
Following rains it may be desirable to slow down the here that all San Antonio lines are routed from one
running time by adding say one minute on a fifteen- side of the town through the business district to the
minute headway. This is readily accomplished by the opposite side of the town. The lines are not necessarily
time instruction which the dispatcher gives to suc true radii, as they make several bends in their course,
ceeding cars at any given terminus. To guide each especially in the business district.
man he gives out the revised round-trip time and head Still another schedule feature of telephone dispatch
way so that the car man can figure his new time-points ing is the conversion of short-line cars into full-run
accordingly. cars when load conditions unexpectedly demand it. As
Saturday and Sunday night service is left entirely to soon as such cars have been ordered to proceed to the
the dispatcher, through the road inspectors, as to when end of the line, the dispatcher orders out additional
it is desirable to pull off or add cars on any line. The cars to maintain the original headway on the short-
inspectors merely telephone the load conditions to the line section.
dispatcher, who acts accordingly. Another field for the telephone is found in the ease
The convenience of the telephone for setback oper of securing additional transfers, tickets or change if
ation is illustrated by a condition which arose on the the conductor runs short. The conductor telephones his
West End line on Thursday, May 13. The street was wants to the dispatcher advising when his car will pass
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 93

downtown head
SAN ANTONIO TRACTION COMPANY quarters. The sup SAN ANTONIO TRACTION CO.
plies are then deliv
ered by messengers.
i!
Trouble Reports
1 I MWI
The telephone is
also used by the
trainmen to report
not only on car ■ »- —.
M
troubles but also on Mm
line and track de
fects. These mat
ters are handled on MM*.
standard forms
which show the dis
TELEPHONE DISPATCHING—RECORD OF CONDUCTORS'
position made by the REQUESTS FOR SUPPLIES RUN SHORT
dispatcher and by
the department con
cerned. advised of the dispatcher's orders concerning the shift
A still more im ing of routes and the turnbacks made necessary by the
portant form of re parades. This made it possible to keep up continuous
port, which is re service to the very last minute and to resume it as
produced, is that re soon as possible.
TELEPHONE ACCIDENT REPORT lating to accidents. Service Gangs and Cars
RECEIVED FROM TRAINMEN The almost instan
taneous knowledge Contact with the line and track workers in the field
of accidents thus obtained permits representatives from is also greatly improved by means of the telephone
the executive office to get to the scene of trouble at dispatching system, mainly by requesting trainmen to
once. Minor accidents involving only slight damage to deliver certain messages to the workers along their
property are not reported until the car reaches the route.
terminal. Even the sand car is dispatched by telephone, as it
One interesting feature of the company's accident can thus be used to the best advantage as reports on
practice is that the conductor is frequently ordered to track conditions may indicate. The wrecker also re
remain with the injured person. In the meantime the ports to the dispatcher for orders immediately after
motorman handles the car alone to the end of the trip, clearing up any job in hand. In general, all service cars
thereby avoiding car blockades and delays to passengers. and gangs are subject to telephone control.
One "trouble shooter" and one traffic inspector are Other Benefits
always on hand at the main office to take care of con
tingencies. The telephone dispatching system has not only
effected the improvements in service noted but has
Reports from Inspectors also been of value to the general public in other ways.
The dispatcher also keeps in regular touch with the It has facilitated especially the handling of lost arti
road inspectors who must report their whereabouts to cles. Again, in the case of flooded track, it is now pos
him at least once an hour, oftener if possible. The dis sible to answer inquiries more quickly and more intelli
patcher from these calls plots squares showing when gently than before so that patrons will know just how
an inspector reported from a given line. By glancing they can best reach their destinations in the absence of
at the sheet one can readily see whether the inspectors regular routing facilities.
are spending too little or too much of their time on
given routes. Of course, the fact that the inspectors The Galesburg (111.) Street Railway has opened High
report at frequent intervals enables the dispatcher to land Park, near that city, to the public. Amusements
assign any of them to special service. A typical ex for children received special attention. The park is
ample of the use of inspectors is afforded by stating equipped with a large dining-room for banquet pur
the conditions under which they were employed to super poses. At Highland Lake, adjacent to the park, the
vise traffic during the "Battle of Flowers" week in company has developed attractive swimming pools,
April. In addition to the usual number of inspectors chutes and springboards. The Galesburg Daily Mail
in the downtown district, special men were placed at spoke editorially in a very complimentary manner of the
five important corners where telephones were installed public work which the company is doing and urged out-
to keep the dispatcher in touch with the location and of-town shoppers to plan picnics in this park as a part
progress of parades ; also to keep the regular inspectors of their sight-seeing while in Galesburg.
romt Mi •*
SAN ANTONIO TRACTION CO.
TO SUPT. OF TRANS!3ORTATION
TROUBL F<? RFPnRTFn ON 1 91
LINK IM HATUItl OP TROU»LK ftlPONTKD PY TO WHOM PII#0*TKD TlMf DCLAV PINAL ACTION
•

1 '
TELEPHONE DISPATCHING—JOINT REPORT BY TRAINMAN AND DISPATCHER ON TELEPHONED TROUBLE
The trainman's section is shown at the left of this blank, the dispatcher's section at the right
 94 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 3

The Collection of Traffic Data

The Items to Be Included and the Method and the Frequency of Their Collection—Preliminary Work,
Length of Period of Observation and Data to Be Taken in the
Field—Conclusions to Be Drawn

BY F. W. DOOLITTLE, DIRECTOR BUREAU OF FARE RESEARCH, AMERICAN ELECTRIC RAILWAY ASSOCIATION

The frequency and the regularity with which traffic manner is generally taken during the late autumn and
studies were made in the past varied considerably. In winter months, because it is then that the peak loading
1910 information from twenty-four companies indi is most pronounced and hardest to handle. Other
cated that eight made such studies daily, three twice checks, however, are constantly made at all times of the
per week, three once or twice per month, two upon com year. It is obvious that this is necessary since the de
plaints, and eight at irregular and indefinite intervals. mand is constantly on the increase as a rule, and also
A report1 made at that time suggests the following fac that changes are brought about by local conditions
tors which may be said to control the frequency of such along various lines, which affect the loading of other
studies and the seasons at which they should be made: lines as well."
1. Size of the property. It is interesting to note in this connection that the
2. Character of the territory served. 1914 Detroit, as well as the 1910 and 1912 Philadelphia,
3. Rapidity of its growth. traffic surveys were all made in the autumn of the re
4. Density of traffic. spective years. The Detroit survey was made by Bar
5. Business conditions. clay Parsons & Klapp.5 The first Philadelphia survey
6. Season changes. was made by Ford, Bacon & Davis", and the second by
The report further points out that in order to secure the Department of City Transit, Philadelphia, with
full advantage of fluctuations in traffic and to antici Ford, Bacon & Davis as consulting engineers. To quote
pate public complaints the interval between such from the latter report:'
studies should be short. In this connection it is of in "The survey extended over a period of five weeks
terest to quote the following two paragraphs: from Oct. 14, 1912, to Nov. 18, 1912, which period was
"Passenger counts.—That there should be periodical selected as representing most nearly normal traffic con
developments of records of passenger traffic with com ditions in Philadelphia."
paratively short intervals intervening.'" Quite naturally the periods of heaviest riding
"The committee wishes to recommend that all mem throughout the year, the week, and the day have re
ber companies make daily records of passenger busi ceived the greatest amount of attention, but if the
ness by trains in interurban operation, feeling that traffic survey is to accomplish for any company all the
such records are necessary statistics, not alone for good that it can, it should indicate plainly the relation
proper construction of schedules and time-tables, but existing at all times between the amount of transporta
as well for the purpose of comparison with past results tion furnished and the amount required.
(the 1910 report shows eighteen companies out of fifty-
seven making such a comparison) and as essential fac Preliminary Work
tors in developing estimates of future operation."1 The extent of data to be collected in a street railway
Since traffic conditions vary not only with the sea traffic study is variable, depending upon how compre
sons of the year, but also with the days of the week,' hensively it is desired to analyze the transportation
many who have studied the matter believe that it pays problem. Most recent traffic studies consist of a sys
to make a separate traffic study for week days, Satur tematic series of inspections and observations in which
days and Sundays, since the termination of even a an actual passenger count is made and the movements
small part of the service and for a short time only may of cars and passengers are recorded by inspectors or
mean the saving of many car-miles. Touching on this field agents stationed at selected pertinent points, or
matter, C. M. Larson says :' riding on cars, or both. In addition other observations
"Such a record is necessary for week days, for Sat of a somewhat general nature are often made. These
urdays, and for other seasons of the year when the will be referred to later. Traffic experts are fairly well
traffic is not of the same magnitude. There are, of agreed as to those points on each line of an electric
course, variations in traffic due to weather conditions. railway system at which a passenger count should be
These can usually be determined by general observa made, and generally a preliminary survey is made to
tions and the necessary steps taken for the required determine them, although occasionally they can be
variation in the service." located by a rather casual inspection.
In a paper presented in March, 1914, before The Mil R. M. Feustel, in his report on the 1913 Winnipeg
waukee Electric Railway & Light Company's section of traffic survey, gives an account" of the preliminary
the American Electric Railway Association on "The work, and other recent studies, such as those in Mil
Purposes of a Street Railway Traffic Survey," E. J. waukee, Cincinnati, Philadelphia, etc., follow similar
Archambault says: methods of procedure in laying out the work.
"The traffic count that is carried on in an extensive "Inspectors were placed on every car on some lines,
'1910 Proceedings of the Transportation & Traffic Association "Barclay Parsons & Klapp—Report on Detroit Street Railway
of the American Electric Railway Association, pp. 256a and 264. Traffic and Proposed Subway, January, 1915, p. 57. (Electric
(Electric Railway Journal, Oct. 14, 1910, pp. 822 and 824.) Railway Journal, April 3, 1915, p. 664.)
21911 Proceedings of the Transportation & Traffic Association "Ford, Bacon & Davis—Report on Philadelphia Service and
of the American Electric Railway Association, p. 506. (Electric Equipment. (Electric Railway Journal, June 17, 1911, p. 1065.)
Railway Journal. Oct. 13, 1911, p. 836.) 'A. M. Taylor—"The Solution of a City's Transit Problem"—
"Sec article by P. W. Doolittle in Electric Railway Journal, Electric Journal, October, 1914, p. 516. (Electric Railway Jour
May 15, 1915, p. 926. nal, Jan. 10, 1914, pp. 76-79.)
'C. M. Larson—"A Street Railway Traffic Survey"—Municipal *R. M. Feustel—Report on Winnipeg Street Railway Service—
Engineering. February, 1914. (Electric Railway Journal, Jan. Public Utilities Commission of Manitoba, 1913. (Electric Rail
24, 1914, p. 177.) way Journal, April 18, 1914, p. 865.)
 JULY 17, 1915] ELECTRIC RAILWAY JOURNAL 95

on every other car on other lines, and on every third "Similar observations should be made at such other
car on the larger lines. They were kept on the car points along the line as may be determined by circum
during the entire day, from the time the car left the stances. The principal purpose of these latter observa
carhouse in the morning until late in the evening. tions would be to furnish a basis for turning of cars
Points were chosen along each line, approximately four which it is not necessary to operate the entire length
blocks apart, and the inspector recorded the number of the line.""
of passengers on the car when passing these points and An extension of the above method to cover every stop
the time of passing. These data gave an accurate along a line may be found in the so-called "boarding
record of loading conditions on the different lines, both and leaving" tabulation method, reported in use by the
as to geographical location and as to the time loading Boston Elevated Railway and the Public Service Railway
occurred. The observations taken covered at least two Company of New Jersey" and used by Barclay Parsons
representative days of travel on each line, and if these & Klapp in the 1914 Detroit traffic survey." It consists
two days checked satisfactorily one against the other of having the checkers ride on a certain proportion of
the data were considered sufficient. If, however, for cars along a line and record the number of passengers
any special reason the loading was eccentric, additional getting on or off the car at each stop. This method was
observations were taken until a normal record was had. also used by Ford, Bacon & Davis in their 1910 Phila
An examination of data taken indicates that the travel delphia traffic study.1* Observers were on one car in
throughout the day could be divided into rather char every eight along each line for twenty-four hours and
acteristic periods. The record plotted shows the aver recorded the number of passengers getting on or off
age of all the observations taken, and each of the char the car at each stop, together with the time the car
acteristic periods was plotted separately into what passed. The lines were counted by selected groups,
might be called 'car-loading' curves. These plainly related or adjacent lines being counted together. The
showed the average load carried by the car for each count extended from Aug. 29 to Sept. 22, but no ob
period over the entire length of line. The points where servations were taken on Saturdays, Sundays or holi
the total number of passengers on the car was noted days.
included all regular transfer points along the line as Recent traffic studies, particularly those in Milwau
well as the other important traffic stops. * * * kee, Cincinnati, St. Louis and Winnipeg, have demon
From the car-loading curves for each line the point of strated that the point of maximum load is approxi
maximum loading was determined. Other points along mately the same for traffic in each direction—that is,
the line were selected so that in most cases several for in-bound cars in the morning and for out-bound
street observations were taken on each line simultane cars in the evening; that these points may be consid
ously. The inspectors who had become familiar with ered to follow roughly a line about the congested
car loads were then stationed at these points to record section ; that between the point at which maximum load
cars and passengers." ing first occurs and the point at which it ends the num
The following special features were shown by these ber of passengers is approximately constant, and that
preliminary observations: there is a point on every line at which the company is
1. Variations of traffic in both directions for the dif justified in terminating part of its service, since few
ferent periods of the day. passengers live near the end of the line and the waste
2. Territory in which the pick-up of passengers is of car-miles in order to make a turn is considerable.
made.
3. Location of through territory in which compara Length of Period of Observation
tively few passengers are discharged or taken on. The period of time to be covered by the count on any
4. Location of unloading territory. line at any point is fairly well agreed upon, consider
5. Duration of time in which the overloading occurs. ing the variation in local conditions and the divergent
6. Effect of certain transfer points on car loading. points of view of those having traffic studies in charge.
The following preliminary observations were made A recent paper11 comments thus:
by Ford, Bacon & Davis in their 1910 study on "Philadel "Unless special inspection is made for the rush hours
phia Service and Equipment":" only, the point of maximum loading is covered by an
"1. Preliminary car riding by inspectors from July inspector at all times of the day from about 6 a. m. to
12 to Sept. 1, to determine: (a) Characteristics of traf about midnight. Frequently surveys are made which
fic. (6) Principal time points. cover the complete twenty-four hours. This is done
"2. Preliminary rush-hour street observations be only where a question arises about the owl service."
tween 4 p. m. and 7 p. m. from July 15 to Aug. 26 to Another says:1"
determine: (a) The number of passengers carried past "The count should cover a long enough period to ob
or away from each important point. (6) Regularity of tain normal results with twenty-four hours as a mini
schedule, (c) Car loading." mum."
The practice followed by companies making studies
with their own forces is generally less complicated than "C. M. Larson—"A Street Railway Traffic Survey"—Municipal
that indicated by the above references. This has re Engineering, February, 191-1. (Electric Railway Journal, Jan.
24, 1914, p. 177.)
sulted from the fact that the former studies have 1::"Recent Practice in Traffic Counts," D. J. McGrath, Electric
usually been made for the purpose of answering spe Railway Journal, Dec. 26, 1914, p. 1385.
cific questions as to conditions at definite points, while Traffic "Barclay Parsons & Klapp—Report on Detroit Street Railway
and Proposed Subway—January, 1915, pp. 57 and 148-
the latter have sought to obtain information concern (Electric Railway Journal, April 3, 1915, p. 664.)
"The work was divided into two classes:
ing all lines and routes on the same basis. A report "1. The continuous riding of lines from one terminus to another,
made in 1910 shows that out of eighteen companies street recording the number of passengers loading and unloading at every
corner, the time from point to point, the number of pas
reporting, eleven used points of maximum load for ob sengers in the cars at various points, transfer conditions and a few
servations. In addition, certain other points along the other special items peculiar to individual lines.
"2. Additional
trict. • • •" trips on all lines through the congested dis
line were chosen in order to get roughly the general
characteristics of the line.10 "Ford, Bacon & Davis—Report on Philadelphia Service and"
Equipment—Electric Railway Journal, June 17, 1911, p. 1065.
"Ford, Bacon & Davis—Report on Philadelphia Service and '""Purposes of a Street Railway Traffic Survey," E. J. Archam-
Equipment. Electric Railway Journal, June 17, 1911, p. 1065. bault, The Milwaukee Electric Railway & Light Company.
"1910 Proceedings of the Transportation & Traffic Association "C. M. Larson—"A Street Railway Traffic Survey"—Municipal
of the American Electric Railway Association, p. 256a. (Electric Enginrrrinn. Februarv, 1914. (Electric Railway Journal, Jan.
Railway Journal, Oct. 14, 1910, p. 822.) 24, 1914, p. 177.)
 Wi ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3
Ulm
Weather
KAKT NORTH WEST SOUTH -Bound Slip No_
Uun Uun _Div.
RouU Time Pw, Number RouU Time Pa... _Day_ 191 _
Tallied at_

Time Run Car No. of Headway Sign

Chuftbutj l/y Pa...
Itainurk.

COI.I.KCTION OF TRAFFIC DATA—FORM I—NOTEBOOK RUL

ING FOR FIKLD DATA USED BY CHICAGO
SURFACE LINES
Name- _Badtje_
The reports of muny of the recent traffic studies Addrc.i_
Know that twenty-four hours was the minimum time
spent ut each point. In some cases observations at a COLLECTION OF TRAFFIC DATA—FORM II—TALLY SLIP USED
point covered u period of several days. A surface car BY NEW YORK RAILWAYS
traffic study in the Chicago business district, made in
1009 by the bureau of engineering of the Department the study, and to the organization of the traffic survey
of Public Works," covered a twenty-four-hour period. department. It is the usual, although not universal,
The same amount of time was then spent in a study of practice to record all cars in each direction at ail ob
the elevated lines. In their 1910 Philadelphia general servation points along each line, the data for traffic in
traffic survey, Ford, Bacon & Davis" used a twenty- the two directions being preferably kept separately on
four-hour period as a minimum upon any one line. In the opposite pages of a notebook. It is standard prac
the Winnipeg survey "from two to four days' counts tice on the Chicago Surface Lines to employ a note
were taken on each line in order to obtain average book ruled as shown in Form I. The New York Rail
results."'" ways uses "tally slips" (Form II) which are conveniently
When the points of observation and the period over handled and from which figures for fifteen-minute pe
which data are to be taken have been determined, ob riods are entered on Form III for report to the superin
servers are stationed to collect the required data. tendent of transportation. The Milwaukee Electric
Railway & Light Company uses Forms IV, V and VI
Data to Be Taken in Field for collecting and summarizing its traffic data.
There is, as has been indicated, considerable diverg In general the forms furnished to observers provide
ence in practice between the items recorded in different for taking the following information:
surveys. This is due to varying local conditions, both 1. Name of line.
as to the character of traffic and as to the purposes of 2. Point of inspection.
3. Origin, destination and direction of car observed.
"NiJaoTHic Railway Journal May U. 1910. i>. 8(57. 4. The car number.
"•Ki.mTmr IUii.way Journal, June IT. 1911. p. 1065. 5. The run number.
'"It. M. bViiatut Ht'l'lM t on Winnipeg Strrrt Hallway Service— 6. The time of arrival and departure.
Manitoba I'ulilto Untitle* CommlMalon. 191S. (tSLKCTRic Railway
JoUHNAI., April 18, 1914, p. SS5.) 7. The number of passengers on car.
3land.nl 7-15/10 x D-l/2
NEW YORK RAILWAYS COMPANY
Office of Superintendent of Transportation.
Tally of Can New York day,. -J9L-
-_at _at_
leather .Rail Average Mating capacity per car.

Time Can Seating Paw. Exce.. or Can Can Seating Pas*. Excess or Can
capacity ahortage of required shortage of required
Miit capacity capacity seat capacity
per car to rive per car to give
seat. seats
Kxeeea Shortage Excea. Shortage

: t i
REMARKS
Qmu to Ueu'l Supt. oi Truujpurtattoo.
Copiy W tHviaam General Fo-wtuia Superintendent of Transportation
IXUOJSVTION W TRAFFIC UATA- -rVKM 111—REPORT TO SUPERINTENDENT OF TRANSPORTATION USED BY THE
NEW YORK RAILWAYS
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 97
RECAPITULATION OF TRAFFICDate
CHECK
Line -
TRAFFIC CHECK
PERIOD
Total every IB minutes
Car Time Total From To
Number Arriving • Passengers Passengers Seats Cars
6:00 6:15
6:15 6:30
6:30 6:46
6:15 7:00

11:00 11:15
11:15 11:30
11:30 11:45 >—
11:45 12:00
Checked at COLLECTION OF TRAFFIC DATA—FORM V—RECAPITULATION
Direction From .M. to .M. OF TRAFFIC CHECK FOR THE MILWAUKEE ELEC
Weather Checked by TRIC RAILWAY & LIGHT COMPANY

COLLECTION OF TRAFFIC DATA—FORM IV—TRAFFIC CHECK fessional; (6) middle type and shoppers; (c) laboring
USED BY THE MILWAUKEE ELECTRIC RAILWAY people.
& LIGHT COMPANY In determining the number of passengers on a car,
practice has shown that close estimation of the number
On the last point the practice is not uniform. Some from the street on the basis of seating capacity (known
cards require an estimate of the total number of pas by the inspector for each type of car) by adding for
sengers on a car as it passes the observation point. those standing and subtracting for vacant seats is a
Others specify the number of passengers on the car sufficiently accurate method—95 per cent accuracy being
when arriving and when leaving the observation point. attained by the inspectors as shown by check during
The number getting on and off at each observation the recent traffic survey in Milwaukee by the Railroad
point has also been recorded occasionally. Commission of Wisconsin."
In Cincinnati20 the following information as to pas In estimating the number of passengers it is cus-
sengers was required: nR. M. Feustel—Report on Winnipeg Street Railway Service—
Manitoba Public Utilities Commission, 1913. (Electric Railway
1. Total passengers on car as it arrives and as it Journal, April IS, 1914, p. 865) : "Checking was continued . . .
leaves. rigidly. . The car number and the time being taken each
was a check on every other, as the car could be traced then from
2. Number of passengers standing in front and rear one end of line to the other. This work was then again checked
against the car counts (preliminary study) taken from same
vestibules. corner, and a very substantial agreement was had."
3. Number of passengers standing in car body. R. W. Harris—Report on Cincinnati Traffic Conditions, 1912.
(Electric Railway Journal, Nov. 2, 1912, p. 956) : "Experience
4. Number of passengers boarding and leaving car. in collecting data of this character has shown this method (esti
mating from street) to be most accurate. In order to ascertain
5. Group or type of passengers : (a) Wealthy or pro- the correctness of the information thus collected, checkers were
put on cars and an accurate count was made of a number of cars
"R. W. Harris—Report on Cincinnati Traffic Conditions, 1912. being observed by field inspectors. Considering the entire amount
(Electric Railway Journal, Nov. 2, 1912, p. 956.) of data, the check indicates, on the whole, that the count on the
street is 95 per cent accurate."
. Weather- Checked by- _ Day — Line
The Milwaukco Electric Railway and Light Company Ohockcd by_ boy— -Place
Date . . Weather— Checked by- -Day— -Diroctlon
SUMMARY OF TRAFFIC OIIKOK Checked by— -Day- -Jrom To
Date

Actual Passengers Actual Seats Actual Per Cent Allowed Actual Number of Oars
IS Mln. Date Per Cent Seats Arriving Oar Headway
Period By days Average Average Dy days Average] Average Load Factor Load Necessary Demand
10 Min. 30 Mln. 16 Mln. 30 Mln. lj Min, 30 Min. Factor By days Avg.

6:00
to
tv.
6:15
to
6:30
—
6:30
to

U:30
to
U:«6

EU r .r-..i'
COLLECTION OF TRAFFIC DATA—FORM VI—SUMMARY OF TRAFFIC CHECK FOR THE MILWAUKEE ELECTRIC RAILWAY
& LIGHT COMPANY
 98 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 3

tomary to allow for those voluntarily standing." The 10. Fires.

proportion to which this preferential standing may ex 11. Caused by outside lines.
tend is well brought out by an investigation by the 12. Miscellaneous trouble.
Wisconsin Railroad Commission covering many thou 13. Due to outside construction.
sands of observations23 and showing that with a full 14. Due to obstruction in slot.
carload as high as 20 per cent of the seating capacity In order that any traffic study may furnish informa
represents standing by preference. The extent of pref tion of the greatest value to the officers of a trans
erential standing varies, of course, with local condi portation company, it must determine as far as prac
tions, among which may be noted type of equipment, ticable the causes of the variations in traffic demand.
rules, class of passengers, time of day, and length of To do this it is necessary to note many items which
ride." Probably there is a considerable number of may at first seem superfluous. It should be borne in
smokers who would rather stand if allowed to smoke, mind that while the primary purpose of traffic studies
and, when there are vacant seats, it is well to consider is to permit the making of scientific schedules, there is
these. frequent opportunity to use the information derived
The number of passengers on a car has been recorded from such studies in prognosticating the future, in
in the past in several ways—either the actual number meeting complaints, and in stimulating traffic at times
estimated or, for instance: light, medium, heavy (Wis and places such as will make the increased traffic profit
consin Railroad Commission) ; very light, light, full, able.
crowded, overcrowded (1910 committee on construction The steps which must be taken in any community to
of schedules and time-tables of the American Street & determine the characteristics of the various lines will
Interurban Railway Association) ; or as no load (less necessarily vary, but the following suggestions cover
than six), comfortable load (eight or less standing), the field in a general way and have formed the basis of
eight to twenty standing, more than twenty standing inspector's reports in various surveys:
(St. Louis Public Service Commission), etc. 1. Divide line into characteristic sections, and dis
In addition to recording all of the above described cuss each under the heads: (o) Class of passengers;
data, the following additional items are usually con (6) time of travel; (c) probable destination.
sidered to be of sufficient value to warrant their collec 2. Locate various origins of passengers along line
tion : and obtain destination and probable route (factories,
1. Weather conditions throughout day. etc.).
2. Abnormal occasions such as ball games, etc. 3. State transfer points and give idea as to number
3. General traffic conditions at observation points, (in percentage) of passengers leaving car from which
both pedestrian and vehicular.25 transfer is made, transferring to other lines. If cars
Traffic may be classified as vehicular and pedestrian, on more than one route operate over line, make sep
and again as: few; considerable but causing no delay; arate estimates of interchange of traffic.
considerable and causing much delay.2* 4. Determine attitude of public as regards service
The transportation department of the old Metro given by the particular line (casual conversation) .
politan Street Railway, New York, classified delays to 5. Make a few specific observations (record counts)
cars of five minutes or more as follows :* of movements of passengers (seated to vestibule and
1. Blocking by vehicles. vice versa) in the car as it approaches a stop in down
2. Carelessness of employees. town and outlying districts.
3. Miscellaneous car trouble. 6. How does standing by preference vary with time
4. Accidents. of day, class of passengers, district, etc.?
5. Plow trouble. The method used in the 1912 Philadelphia traffic sur
6. Electrical car trouble other than plow trouble. vey differed in many respects from all of the preceding
7. Electrical transmission trouble. and might be of comparative interest, though its ulti
8. Mechanical defects (cars). mate purpose was somewhat different from most of the
9. Faulty track. herein mentioned studies. To quote from the report:*
"The present flow of traffic between all sections of
"Bion J. Arnold—Report on Traffic Situation in San Francisco, the city was determined by a traffic survey made by the
1913 (Electric Railway Journal, Jan. 11, 1913, p. 63) : "Allow following novel and practical method."
ance must be made, especially in San Francisco, for the existing
fact that many passengers stand by preference even when seats A brief summary follows:
are vacant."
^'Railroad Commission of Wisconsin, 13—W. R. C. R.—156. 1. A program was prepared from schedules in effect
=*R. W. Harris—Report on Cincinnati Traffic Conditions, 1912 on the Philadelphia Rapid Transit Company lines pro
(Electric Railway Journal, Nov. 2, 1912, p. 956) : "The number
of preferential standing passengers for any car load is peculiar to viding for: (a) The counting of passengers on about
the conditions existing in each locality. In Madison, Wis., 21 one car in every five (eighteen-hour) cars operated;
per cent of any load will stand by preference; in La Crosse, 15.5
per cent: in Lincoln, Neb., 14 per cent; in Milwaukee, 19 per cent, (b) about four lines a day were to be covered.
and in Cincinnati, 15.5 per cent."
R. B. Stearns, vice-president and general manager The Milwau 2. Two experienced conductors (borrowed from the
kee Electric Railway & Light Company, made the following state company and properly instructed and aided) were
ment in the summer of 1914: "Since smoking on the cars in the
Milwaukee system has been discontinued and pay-within systems placed on each car: (a) The first, stationed at the en
of folding doors and closed platforms adopted, a recent recalcula trance, properly filled out and presented an identifica
tion of the number of passengers standing by preference would
indicate approximately 5 per cent as compared with 19 per cent tion slip to each passenger with a request to keep same
a few years ago when smoking was permitted and all the cars
were operated with open platforms, front and rear." until collected; (b) the second, stationed at the exit,
2rBion J. Arnold—San Francisco Transportation Report on Traf collected such slips and noted on them, after inquiry,
fic and Service—December, 1912 (Electric Railway Journal,
Jan. 11, 1913, p. 64) : "One very serious cause of the increased the passengers' destination.
difficulties of giving adequate service is the interference of vehicle 3. The count slips were printed tickets, somewhat
traffic. ... A very material improvement, however, has re
sulted from the institution of traffic regulations in this city (San larger than street car transfers, were numbered serially
Francisco) by the traffic squad of the police department, with re
sults that heavy and slow moving vehicles are being gradually and supplied in pads of 100. Differently colored slips
encouraged to seek and follow less congested thoroughfares, which were used for each of four general directions of travel.
has greatly facilitated passenger movement."
MR. W. Harris—"A Method for Determining the Adequacy of an 4. At end of each half trip all slips collected for it
Electric Railway System"—Proceedings of American Institute of
Electrical Engineers, 1910. (Electric Railway Journal, July 9, 5SA. M. Taylor—"The Solution of a City's Transit Problem"—
1910, p. 80.) Electric Journal. October, 1914, p. 516. (Electric Railway Jour
'Electric Railway Journal, June 25, 1910, p. 1088. nal, Jan. 10, 1914, pp. 76-79.)
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 99
were inclosed in an envelope giv
ing the following information, (a)
Number of envelope correspond
ing to the number of half trips h y
counted; (6) name of collector; .4 V
(c) date; (d) name and number
of line being counted; (e) direc r
tion; (/) time of beginning of
half trip; (g) number of slips in
closed; (A) delays; (t) unusual _1_J ILL
traffic movements, and (;') other
notes.
5. The envelopes containing
slips were turned in after mid
night each day, and were then
sent to the Statistical Service <
Company. Here the information
contained on slips was transferred
to twenty-four column Hollerith Siin
cards, which were then electrically
sorted and recorded. 0 1 2 3 4 6 6 7 8 9 10 II 12 13 14 15 16 4.00P.M. 4J0 4.20
6. No count was made on holi Stops Time
days, Saturdays or Sundays. COLLECTION OF TRAFFIC DATA—FIGS. 1 AND 2—SHOWING GRAPHICAL PRES
7. Checks were made by repeat ENTATION OF BOARDING AND ALIGHTING DATA AND OF TRAFFIC
ing the count on several lines. VARIATION THROUGHOUT DAY
These recounts were found to
agree in a satisfactory manner with the originals. diagram as Fig. 2 serves to indicate whether or not
8. The data recorded by the Statistical Service Com unusual loading is due to distortion of headway, and
pany were returned to the survey office, where they were also, by the use of a line showing seating capacity,
further analyzed and charted. points out the relation between excess seats and stand
ing passengers for the particular point on the line.
Recording Data Of general application and frequent use, the diagram
"Results are plotted into curves from which it can reproduced in Fig. 3 combines several important fea
be readily seen wherein service is defective and recom tures. An observer records for each car the number
mendations for changes made accordingly." of passengers aboard and the time of passing the point
This comment on the practice of the Board of Su of observation. The seating capacity of cars being
pervising Engineers, Chicago Surface Lines, may well known, summaries are made (see Form VI, summary
serve both as a statement of present general practice sheet of the Milwaukee Electric Railway & Light Com
and as a recommendation to all engaged in the accu pany), and the results plotted as indicated. By plot
mulation of traffic data. Such curves simply repre ting on the same figure the seats required by company
sent a summary of observations, but for the great ma
jority of those dealing with such matters the graphic Table II- -Showing Data for Traffic Variation at Certain
representation of data is far more quickly interpreted Point as Used in Fig. 2
than numerical tabulations. Main Street at Twentieth
Southbound
A few typical curves together with the data from Car Pas- Car Pas
which they are drawn will be illustrated. An observer 4.00 p. m. Time Number sengers Time Number sengers
1260 4.19 p. m. 1247 36
on a car noted passengers boarding and alighting dur 4.03 p. m. 1240 30 4.20 p. m. 1253 29
ing a run of sixteen blocks, as shown by Table I. Fig. 4.09 p. m. 4.07 p. m. 1229 31 4.23 p. m 1242 48
1262 25 4.24 p. m. 1223 35
1 shows this information graphically." Data for, say, 4.11 p. m. 1271 20 4.26 p. m. 1218 4(1
4.15 p. m. 1230 40 4.27 p. m. 1212 ■10
fifteen or thirty-minute periods can be combined readily 4.16 p. m. 1231 10 4.28 p. m. 1226 37
and drawn in the same manner, or from street observa 4.18 p. m. 1254 35 4.30 p. m. 1261 43
tions as to number of passengers on the car the car KWi—
loading line can be drawn.
The variation in traffic throughout the day at any
point may be shown by a diagram similar to Fig. 2.
Here an inspector stationed at one point throughout
the day reports the data shown in Table II. Such a
s\Vhen the stops are laid off on the base line to the scale of
their distances apart in miles, the area under this curve represents
passenger miles, and divided by the total passengers "on" gives
the average length of ride. The maximum ordinate will generally Passenger}
be less than the total "ons." The area between a horizontal line Seats
representing seating capacity and that part of the curve lying Standard
above the seating capacity line represents "standing passenger
miles."
Table I—Showing Data Noted by Observer and Used in Fia. 1
Car No. 100
Passengers
Street ing ing In Car Street ing ing In Car 6.00 A. M. 6.30 7.30 6.00 9.30 MO AM. 3J0
0 4 4 9 1 21
1•> 2o 6 m 11 21 Time
8 n 21 COLLECTION OF TRAFFIC DATA—FIG. 3—GRAPHICAL PRES
3 2 12 12 2 23
4 3 15 13 ' i 2 2 ENTATION OF DATA SHOWING PASSENGERS ABOARD,
?. 'i 17 14 2 211
17 15 12 8 TIME, SEATING CAPACITY AND STANDARD
7 'i 18 10 8 H SEATING REQUIREMENTS
S 5 .3 20
 100 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3
standards, or by franchise standards or those of com 4. Weather.
missions, the sufficiency of the service can be quickly 5. Origin, destination and direction of car.
judged. 6. Car number.
Other diagrams than those here illustrated will 7. Run number.
readily suggest themselves and will permit the setting 8. Time.
forth of the tabular data in ways best fitted to the 9. Number of passengers on car.
problem under examination. The last-named item should be estimated on the basis
Summary of seating capacity, by adding for those standing and
subtracting for vacant seats (seating capacity of all
It is impossible to indicate other than very general types being known by inspectors). Allowance should be
conclusions with regard to the frequency of the collec made for those voluntarily standing, varying from 5
tion of data. It may be concluded, however, that this per cent to 20 per cent, according to conditions. In
is to an extent automatically determined by conditions addition to the above data, any other pertinent remarks
already enumerated but that in order to secure full should be made, such as: ball game, street traffic light,
advantage of fluctuations in traffic and to anticipate medium, heavy, etc.
public complaints, the interval between such studies A general survey of each line indicating the follow
should be short. Moreover, such studies should be ing should be made:
made not only for week days but also for Saturdays
and Sundays, and not only for rush periods but for 1. Class of passengers: (a) Business and pro
non-rush periods as well. Furthermore, in order to fessional; (6) middle type and shoppers; (c) laboring
estimate peak conditions accurately, some traffic studies people.
should always be made in the late autumn and winter 2. Time of travel.
months. 3. Probable origin and destination (factories, etc.).
The type of property will have an important bearing 4. Transfer points and their effect.
on this question. Following the classification proposed 5. Attitude of public as regards service on the par
in a previous article in this series, published in the ticular line.
Electric Railway Journal of June 19, the varying 6. Other pertinent data.
requirements of different companies may be roughly It is possible to reach more definite conclusions con
stated as follows: cerning the extent of data to be taken and the manner
For the larger companies, all lines should be sub of its determination, by grouping companies in classes
jected to a twenty-four-hour study covering week as has been previously done in discussing the organ
days, Saturdays, Sundays and holidays, and represent ization and the frequency of studies. Adopting this
ing also traffic conditions throughout the various sea plan, the following paragraphs take up the question
sons of the year. The size of the department which it of method in greater detail.
is necessary to maintain to make these studies will It is neither necessary nor practicable to study the
depend upon the frequency with which it is desired to loading of every car at every point of a trip. It is
complete the study of all lnes in the system and upon desirable, however, and the larger companies will ob
the number of lines it is possible for the department tain this information, to know the average number of
to consider at a time. passengers getting on and off each car at every point for
For the companies of medium size, a twenty-four- twenty-four hours of the day and for various days and
hour general study should be made periodically and periods of the year. This information should be ob
eighteen-hour studies on the heaviest lines in rotation. tained by a sampling process—that is, by taking cer
For the small companies, an eighteen-hour general tain cars and certain points at one time and other cars
study, supplemented with special data concerning the and other points at other times. It will be found that
points of maximum loading on certain lines during rush the traffic characteristics of the various car trips will
hours, will be sufficient. be very nearly alike from day to day, so that it will
No definite conclusion can be drawn as to the extent of be possible to combine data concerning one car line
data to be taken in any traffic study except that the taken to-day with that taken concerning another car
more comprehensive the study made, the greater the line to-morrow, provided, of course, no unusual circum
value of the information secured. Stated very gen stances arise.
erally, however, experience indicates the following gen For companies of medium size, the number of
eral procedure: passengers getting on and off each car at important
A preliminary study, covering a number of repre traffic points previously determined should be noted, and
sentative car trips during the different periods of the for the smaller companies an estimate should be made
day and ascertaining the number of passengers at dif of the number of passengers on each car at the point
ferent points along the route, should be made for each of maximum loading during rush hours.
line to determine the points of future observation. At the beginning of any traffic study, all the lines
The points of maximum load and a number of others should be listed and the general characteristics of the
bringing out the characteristics of the traffic on the territory they serve should be recorded. The relation
line should be used as these points of observation, to of these lines to each other will determine to a certain
gether with points at which there are cross-overs which extent the order in which they will be studied. The
may be used for short routing. A car-loading curve, general characteristics of the traffic on each line can be
based on the preliminary observations, will help to determined from conductors' trip reports and from
locate the desired points. The period of time covered a few rides of inspection prior to the beginning of the
by the observations on any one line at any one point collection of specific data.
should be long enough to give normal results, with Each observer should be carefully instructed as to the
twenty-four hours as the minimum. observations which he is to make and he should be fur
Inspectors should be stationed at each observation nished with convenient forms ruled and with printed
point and should record accurately the following data headings. It is very necessary that every effort should
for every car moving in either direction. be made to place the observations on a comparable
1. Name of line. basis, inasmuch as the data from many observers are
2. Point of inspection. combined to make the final determination of the
3. Day and date. sufficiency of service on any line.
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 101

In addition to the data concerning the number of New Haven Operating Results
passengers on cars at various points, together with the
identification of the car by route and time, the ob In Several Written Discussions on W. S. Murray's Paper on
server should record information concerning street Main Line Electrifications the Relative Costs of Power
traffic, unusual occasions, weather, etc., in order that for Steam and for Electric Operation Were
the extreme variations may be eliminated from the Taken Up
statistical analysis. It is generally advisable also to de
termine the diversity of loading. For this purpose the In a paper presented before the Franklin Institute
passengers in each car passing a given point, for say and reported in abstract in the Electric Railway
fifteen-minute periods throughout the day, should be Journal for Jan. 30, W. S. Murray, consulting engineer
determined and the relation of the maximum to the New York, New Haven & Hartford Railroad, gave
average should be computed. Certain typical forms for figures covering the cost of construction and operation
use in collecting and recording this information have for the electrified division of the New Haven Railroad
been shown. and discussed the general principles of successful steam-
After these data have been assembled they can be made railroad electrification. Several written discussions of
of greatest value by being represented graphically. the points brought out by Mr. Murray were presented
There are three general types of curves which it is at the meeting, and these have become available for
found helpful to prepare from the traffic data collected. publication through the Journal of the Franklin In
The first is a curve on the horizontal axis of which is stitute, being given in abstract below.
laid off the various streets passed in a car trip. Alfred W. Gibbs, chief mechanical engineer, Pennsyl
Parallel to the vertical axis and above the horizontal vania Railroad Company, contended that 1 lb. of coal
axis there is laid off a line proportional in length to the burned under the boiler of a central power plant would
number of passengers boarding the car at each street, not develop twice the drawbar power that the same
and below the horizontal axis, a similar line represent amount of coal would produce when burned in a locomo
ing the number of passengers leaving the car at each tive firebox. He cited the record of twenty-seven tests
street. By computing the cumulative difference of on one locomotive in the testing plant at Altoona. The
passengers on and off, the curve showing the number tests showed that the coal consumption per drawbar
of people on the car at each street can be drawn. horsepower ranged from 2.5 lb. to 5 lb., twelve of the
The second typical curve shows the number of passen tests showing rates between 2.5 lb. and 3 lb. These are
gers on each car passing a given point and the time at the rates when the locomotive is running, and added to
which the car passed the point. The vertical lines repre them are certain stand-by losses at terminals. The
senting the number of passengers on the car are drawn power station expense, as given by Mr. Murray at 0.69
at horizontal distances representing the time, and a cent per kilowatt-hour, including fixed charges, taxes
line connecting the upper extremities of the vertical and insurance of 0.18 cent, evidently did not include a
line represents the loading at any point throughout the charge for obsolescence. The fixed overhead charge
period of study. The distance between the lines indi should be nearly double the figure given, or say, 0.35
cates, of course, the headway of cars and whether or cent or 0.4 cent per kilowatt-hour.
not unusual loadings were due to irregular spacing of George R. Henderson considered that uniformity of
cars. traffic is just as important as density of traffic because
The third general type of curve is one which is the peak loads can only be smoothed out when the traffic
plotted for any given point on a line showing, for each is uniform, the importance of this being measured by
fifteen or thirty-minute period during the time under the fact that the power-house and transmission lines
observation, the number of passengers carried by the cost in the order of $100 per kilowatt. Mr. Henderson
point, the number of seats furnished and the number considered that the relative fuel consumption for steam
of seats which should be furnished in order to conform and electric locomotives of 50 per cent mentioned by
to the company's rules or to regulations laid down by Mr. Murray was due to the comparison with the old
some controlling body. type of saturated-steam locomotives. Modern steam
Another article will take up the analysis of these engines fitted with super-heaters would change this
curves and their application to the problem of construct ratio to, say, 65 per cent.
ing time-tables—which is, of course, the immediate E. H. McHenry, McHenry & Murray, New Haven,
purpose of the traffic survey. There are other ways, spoke of the growing tendency toward the consolidation
however, in which the traffic survey department can be of the best features of all of the divergent systems into
of value to those in charge of the property, and all one system of greatest combined merit. The so-called
data should be further analyzed for suggestions as to war of the systems was already nearly at an end.
means of stimulating traffic on such lines and at such C. Renshaw, Westinghouse Electric & Manufacturing
times as will make it a profitable addition to the busi Company, considered that, owing to ten years' ex
ness. There are many questions which the traffic sur perience in construction and operation, the New Haven
vey department is in a position to investigate and shed electrical plant could be reproduced to-day for not more
light upon, and it should be an able ally of the traffic than 60 per cent of its original cost.
department. F. E. Wynne, Westinghouse Electric & Manufacturing
Company, called attention to the figure of $15,000,000
The United Gas & Electric Company, the Louisville given as the expenditure for electrifying the New Haven
& Southern Indiana Traction Company, and the Louis Railroad to date, this indicating that the expenditure
ville & Northern Railway & Light Company, New Al has been $120,000 per unit of motor power and $30,000
bany, Ind., are behind a plan which will provide per mile of single track. Complete electrification of the
a monster auditorium in Glenwood Park, the outing New York-New Haven division will be accomplished
park in Indiana, between New Albany and Jeffersonville without additional expenditure for trolley construction,
and across from Louisville. This is a popular picnic and consequently these unit figures eventually will be
ground, a chautauqua ground, camp meeting ground, somewhat changed. The estimated reproduction cost of
etc. Incidentally it is signed up for picnics of one kind the installation at 60 per cent of the original cost in
or another and other attractions for practically all of dicates that the total construction may be made for less
the summer, and the three railway lines mentioned will than $70,000 per unit of motor power, while the cost
get the business. per mile of single track will be about $20,000. With
 102 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

regard to the results secured in connection with energy the economy of generating units remained fixed it
consumption, these check closely the accuracy of calcula would be fair to grant Mr. Henderson's point that the
tions made in connection with the service, thus illus ratio of coal consumption should be changed from 50
trating the fact that energy consumption with electric per cent to 65 per cent. On the other hand, the im
operation can be very closely predetermined where provement in over-all efficiency of the generating plant
trains are operated on a steam railroad basis with is easily keeping pace with that of steam locomotive,
definite schedules and definite stops. and, granting this, there are no other constants or vari
Philip Torchio, New York Edison Company, then ables which will tend to alter the ratio of 1 to 2 in
spoke of the fact that power companies, by averaging favor of the fuel economy of electricity versus steam.
the power demand from a great diversity of users, With regard to the transfer of steam locomotive
reaped economic advantages in the production of power power to different divisions of a road where congestion
which the railroad cannot secure under independent gen may require it, it was easily conceivable that a division
eration. The saving in investment in power stations, could be electrified with economy without including the
substations and transmission lines may represent a sen financial credit due to the steam locomotive replaced,
sible item in the costs of railroad electrification. thus automatically providing steam locomotives for the
W. A. Del Mar, New York, considered that the results congested districts and leaving the electrical apparatus
submitted in the paper would have been more valuable to be operated at very high load factor.
if they had been based upon a complete year rather than The increased reliability of operation with electricity
upon a record for two months only. He asked whether which had been referred to was based upon the engine
the $15,000,000 expenditures for the installation as mileage per failure. A fair average for steam locomo
mentioned by Mr. Murray included the cost of reducing tive operation might be cited as 5000 miles per engine
telephone disturbances and of altering the right-of-way failure whereas electrical operation certainly should be
to conform with electrical requirements. Mr. Del Mar as high as 12,000 miles, and in a number of instances
was appalled at the development charges amounting to on the New Haven it has been as high as 18,000 miles
40 per cent of the entire investment, which were to be per engine failure. Of course, maintenance and repairs
inferred from the statement that the present system on electric locomotives should be compared to those of
could be replaced for 60 per cent of the original cost. steam upon the basis of equal service and weight on
An interesting feature about the installation had been drivers.
the development from the complex to the simple and With regard to the coal consumption cited by Mr.
mechanical details, and vice versa in the electrical fea Gibbs as applying to steam locomotives, Mr. Murray
tures. He asked whether the mileages upon which the emphasized the necessity for considering the stand-by
unit costs were based included yard switching and light losses in a comparison between steam and electric
locomotive mileage, as these two items might easily power, these stand-by losses not being included in Mr.
amount to 15 per cent of the total. He spoke favorably Gibbs' figures for steam locomotive coal consumption.
of results obtained by watt-meters on locomotives. In answer to Mr. Del Mar's questions, Mr. Murray
R. H. Wheeler, Mackenzie, Mann & Company, Ltd., said that the expenditures made to reduce telephone
Montreal, stated that a form of electric power which interference and for altering the right-of-way to con
may be standardized for all classes of train service was form with electrical requirements were included in the
vitally necessary. He considered that the d.c. motor general figure of $15,000,000 for the cost of the entire
was especially desirable, but it could be used only in installation. However, experience has indicated a
connection with the mercury arc rectifier in case the method of laying out the transmission and distribution
overhead line was energized with alternating current. systems whereby automatic compensation for telegraph
This imposed a serious handicap in both weight and and telephone services can be secured for a very nom
control complication. However, by placing the rectifier inal amount. The so-called high development charges
in the roadside substation and supplying the overhead appearing in the New Haven installation were in reality
wire with power at 3000 volts direct current, the desired due to reductions of cost of material in many cases. In
essentials of transmission economy and standardization 1907 large high-tension insulators cost $63 each while
of motor-power equipment were obtained. This second to-day with three times greater factor of safety the
standard was offered to emphasize Mr. Murray's defini price has been reduced to $7.
tion of the successes arising from a choice of energy With regard to the mileages upon which were based
which can be standardized. the unit costs given in his paper, Mr. Murray stated
that these included both passenger and freight service
Closure by Mr. Murray but did not include yard switching, which is provided
for by engines designed especially for that purpose.
In closing Mr. Murray stated that the fixed charges Light mileage of locomotives was included for the mile
mentioned in his paper as 1.8 mills per kilowatt-hour ages of road engines. The train mileages did not in
were in error and should be changed to 2.9 mills, the clude the mileage of light locomotives, but these had
latter figure being based upon an 11 per cent rate on the been recorded and were included in the total locomotive
total investment involved, carrying with it interest, in mileage, including the total unit cost per locomotive-
surance, depreciation and taxes. The total cost, there mile both in freight and passenger service.
fore, for energy would become 0.8 cent per kilowatt- The point made by Mr. Del Mar with regard to the
hour instead of 0.69 cent, the rate mentioned in the negligible error of meter registration on locomotives
paper. was interesting, and so far as Mr. Murray had been
Realization of the suggestions regarding the uni able to determine the meters on the New Haven loco
formity of traffic is, he said, largely accomplished by motives have been accurate and valuable adjuncts in
the electrical movement of freight as well as passenger the determination of the general distribution of power.
trains, as the maximum power demand for the former
can be made to follow at the time of minimum demand
for the latter. By plotting the combined load curve of Employees of the Illinois Traction Company at Cham
the New Haven Railroad's passenger, freight and paign, 111., have perfected a permanent organization for
switching services without any rearrangement of the an I. T. S. band, and weekly rehearsals are being held.
schedules as they are made up to-day, a load factor of The company gives the use of a room on the third floor
75 per cent is secured. With regard to fuel saving, if of its new office building at Champaign for this purpose.
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 103

Safety- First Committee Meets

Prominent Railway Officials Discuss Precautionary Measures at First Meeting of the Transportation Committee
of the Safety First Federation of America

Policies and activities for the ensuing year regarding T. C. Powell of Cincinnati, C. R. Myers of Indianapolis,
uniform street traffic regulation were discussed at the and E. G. Connette of Buffalo. Among the others pres
first meeting of the transportation committee of the ent were E. B. Burritt, secretary American Electric
Safety First Federation of America on July 13, at the Railway Association, and G. A. Walters, secretary to the
Federation's headquarters, 6 East Thirty-ninth Street, police commissioner, Detroit.
New York. The meeting was presided over by C.
Loomis Allen, president of the American Electric Rail Business Meeting
way Association and chairman of the transportation F. H. Elliott, general secretary of the Federation,
committee. opened the meeting by presenting a general outline of
The field of work which has been assigned to the the present development of the Safety First Federation
transportation committee covers a wide scope in regard and the work which it proposes to do in future. The
to both steam and electric railway operation, as indicated Federation, Mr. Elliott stated, was organized last Feb
by the following subjects, which were selected at the ruary. Its membership includes at present all of the
organization meeting at Detroit for consideration by safety-first organizations except two in the country,
the committee: representatives of public service commissions, chambers
1. Near-side stop for street cars. of commerce in various cities and states, organizations
2. Type of cars in regard to entrances and exits. concerned with transportation and various public-spir
3. Uniform street regulation governing the operation ited citizens. No effort has yet been made to develop
of jitney buses. a large membership list. The purpose of the new or
4. Uniform signs and signals at grade crossings ganization is to direct work entirely to problems of
(steam and electric lines). public rather than of industrial safety. One of the
5. Educational campaign outlining the dangers of direct results of the February meeting was the prepara
grade crossings and trespassing on railway property. tion of a safety-first text-book for children. This book,
6. Suggestions offered by the street traffic committee a few preliminary copies of which are now printed, con
at the meeting held in Detroit on June 4. tains rhymes and jingles accompanied by four-color
The meeting in New York was attended by several illustrations calculated to impress children with the idea
prominent railway executives and operating officials, of caution in avoiding the dangers of street cars, auto
many of whom have been designated to serve upon the mobiles, fire and water. Mr. Elliott spoke of the sug
committee by organizations affiliated with the Safety gestions which were recommended for general use at
First Federation. In addition thereto, representatives the meeting of the street traffic committee in Detroit
of other organizations concerned in various forms of on June 4-5. These suggestions were mentioned on
transportation were in attendance. The following execu page 1137 of the Electric Railway Journal for June
tive officers of the Federation were present either at 12.
the business sessions or the luncheon which was later The business of the present meeting, Mr. Elliott
tendered to the committee by President Kingsley: D. stated, was to consider in a preliminary way all trans
P. Kingsley, president of the Federation and of the portation matters regarding safety in preparation for
New York Life Insurance Company; John Gillespie, the first annual convention of the Safety First Federa
third vice-president and police commissioner of Detroit; tion of America, to be held at Detroit on Oct. 19, 20
C. L. Bernheimer, treasurer of the Federation and and 21. In commenting on the near-side stop Mr.
president Safety First Society of New York, and F. H. Elliott alluded to its success in New York as shown by
Elliott, general secretary. The members of the trans the report of the Public Service Commission for the
portation committee present included the following: first six months of its operation. At present there is but
Chairman, C. Loomis Allen, president American Electric one New York newspaper which is agitating against it.
Railway Association, Syracuse, N. Y. ; W. E. Cann, Apparently the only difficulty met is that of having
assistant to general manager Detroit United Railway, to board and alight in winter from the rear ends of cars
representing the Safety First Society of Greater De in an un-snow-swept part of the street. This objection
troit; R. W. Meade, president Fifth Avenue Coach raised the question of whether the position of entrances
Company, representing the Safety First Society of New on cars could be standardized.
York City ; J. K. Punderford, vice-president and general C. Loomis Allen stated that standardization of car
manager The Connecticut Company, New Haven, Conn., equipment had received careful consideration by the
representing the New Haven Chamber of Commerce; American Electric Railway Association and standards
J. T. Moffet, superintendent of transportation Washing of certain kinds had already been adopted. While he
ton Railway & Electric Company, Washington, D. C, doubted whether it would be possible to adopt standard
representing the Washington Safety First Association ; cars he maintained that the committee could do many
F. L. Hubbard, assistant to the general manager Toronto things that make for real safety. It could demonstrate
Railways, representing the Ontario Safety League; F. the advantages of the near-side stop by citing its suc
W. Bacon, vice-president Kentucky Traction & Terminal cessful use in other cities. It may take time to convince
Company, Lexington, Ky. ; J. W. Crawford, supervisor railways and public service commissions of the advan
of claims Philadelphia Rapid Transit Company, repre tages obtained thereby.
senting the Philadelphia street traffic committee, and W. E. Cann, assistant to the general manager De
H. B. Potter, assistant to the second vice-president troit (Mich.) United Railway, said that after fifteen
Boston Elevated Railway, representing M. C. Brush, who months of experience with the near-side stop, he wished
was not able to be present. The members of the com to go on record as favoring it. This system has met
mittee not in attendance were H. Spoehrer and Richard with almost universal favor in Detroit. The only con
McCulloch of St. Louis, George Keegan of New York, tention against it was that of having to alight in dirt or
 104 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

snow. For that matter, however, crosswalks were apt to were apt to stop their buggies for conversation while
be as dirty as the rest of the street. Moreover, the in on the track. In regard to safety signs his railway
creasing use of trailers had removed any advantages has made a special effort to drive home the idea of safety
which the far-side stop may have had, because with by placarding the whole line with special warning signs
trailers all entrances could not be opposite the cross at every road and lane intersection and in the near vi
walk. Mr. Cann spoke favorably of the use of trailers cinity of livery stables and garages.
in Detroit. He considered the jitney movement not a H. B. Potter, assistant to the second vice-president
business proposition but the result of the hard times. Boston (.Mass.) Elevated Railway, spofce of the difficulty
Nevertheless, its regulation is undoubtedly needed. He of adopting standardized traffic rules for irregular
believed in the great necessity of an educational cam streets, as in Boston, which are said to have been laid
paign on the dangers of grade crossings. During the out from the original cow paths. His company has in
week-end of Independence Day six people were killed at stalled many near-side stops. Each locality, however,
grade crossings in Detroit. In one of these cases he has to be considered separately. It would be inexpe
knew there was absolutely no excuse. No attention dient, for example, to install two near-side stops where
whatsoever was paid to the whistle of the train by the two streets cross the tracks at close intervals. This
driver of the automobile. An educational safety cam innovation should be installed slowly, otherwise the
paign could be largely handled by the local newspapers. American public, conscious of its inalienable rights,
Mr. Cann stated that the signals of traffic policemen will start an agitation to revert to the old practice. Mr.
absolutely govern the cars in Detroit. Fire siren Potter believed that it would be a good thing if the
whistles also are held as sacred as a red flag on the rail Federation could bring about standard rules for steam
way. He hoped that the use of siren whistles on auto and electric road grade crossings. Better co-operation
mobiles could be confined to fire-department vehicles, so between the steam and electric roads was needed. Steam
that the public would be put on its guard whenever the railroad men are apt to adopt the big brother attitude
whistle was heard. He thought that there ought to be toward their electric railway contemporaries.
signs showing the proximity of fire department stations. Mr. Potter thought that safety-first campaigns were
J. W. Crawford, supervisor of claims Philadelphia very difficult to launch by the railways alone, because
Rapid Transit Company, described the safety zones used the public was apt to suspect ulterior motives. In the
in that city. They are defined by rope barriers, held recent campaign in Boston the co-operation of the news
in uprights. papers was obtained. The press announced generous
J. K. Punderford, vice-president and general manager prizes to children who could compose the best poems
The Connecticut Company, New Haven, Conn., explained on "Safety First." This movement was taken up with
that it would be unnecessary, so far as his own railway enthusiasm by many schools. In many cases the teach
was concerned, to put through laws enforcing some of ers had pupils learn the poems. The railway, however,
the present suggestions for large cities because his wanted to conduct a wider campaign. Advertisements
property reached only small cities. However, he was on safety first were posted conspicuously on inside cars
decidedly in favor of requiring all teams to show lights and on billboards. This movement was successful
at night. A law regulating the encroachment of vehi largely because it was supported by the Chamber of
cles on tracks should also be desirable. A written exam Commerce.
ination for motormen had recently been adopted by his Richard W. Meade, president Fifth Avenue Coach
company and he believed it was in the interests of Company, New York, said that the jitney bus was a
safety. The questions relate to safety in operation. forerunner of a transportation system that was certain
Near-side stops are being made at certain street in to increase in this country in proportion to the improve
tersections. The laborers of the company are used to ment in roads and motor vehicle construction. The bus
clean off the streets in winter where the near-side stop system in London is an example of wonderfully efficient
is used, otherwise the cleaning off probably would not operation. The shops there are a model of mechanical
be done. Mr. Punderford thinks that the possibility of perfection. If bus operation is possible in England it
standardized car equipment as regards entrances is is also possible in the United States. The Federation
hardly more than Utopian. A good innovation recently can be of much assistance in drafting regulations for
ordered by the Public Service Commission for all elec safety which shall be fair and just to all interests.
tric railways in Connecticut has been the installment At the suggestion of Mr. Allen, two sub-committees
of uniform signs where street car tracks emerge from were appointed for the purpose of preparing reports for
a private to a public highway. These signs are erected the transportation committee in anticipation of the
diagonally and bear the words "Railway Crossing." He safety convention in the fall. These sub-committees in
also described an arrangement made by the company cluded a committee on municipal regulation, composed
with the fire department in New Haven by which the of W. E. Cann, J. T. Moffet, J. W. Crawford and H. B.
department apparatus, in going to fires, would use cer Potter, and a committee on State and federal regulation
tain designated streets. At the intersections of these composed of J. K. Punderford, R. W. Meade, F. W.
streets with the railway lines signs are posted and a Bacon and E. G. Connette.
full stop of the cars is required. A luncheon at the Republican Club followed the morn
F. W. Bacon, vice-president Kentucky Traction & ing meeting and in the afternoon sessions of the two
Terminal Company, Lexington, Ky., described the edu sub-committees were held. At the luncheon Darwin P.
cational campaign which his railway had conducted in Kingsley, president New York Life Insurance Company
issuing to school children small buttons bearing the and of the Safety First Federation, spoke of the aims
words "I stop before I cross the track" and signs for of the safety organization. The safety-first movement,
teamsters and merchants to put on their vehicles, "We Mr. Kingsley said, was the natural outgrowth of the
stop before we cross the track." Mr. Bacon suggested intensive life of to-day. He referred to the large num
as an additional traffic recommendation the question ber of fatalities in New York and said that one of the
of regulating slow-moving vehicles on street car tracks. highest aims of the safety-first organization should be
If horse-drawn vehicles could be eliminated from the to educate the public in the hope of diminishing these
tracks the movement of traffic could be greatly facili accidents. The public was largely to blame for a great
tated and small interruptions prevented. Country many of them and yet was always ready to condemn
people were special offenders in this respect. They public utility corporations without awaiting investiga
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 105
tions. The safety-first movement is not purely humani flashing, but even with commutating poles arcs will
tarian, however, but is a good, sound business proposi occur. Brushes may be thrown away from the commu
tion. The need of regulating traffic, for instance, was tator as a result of a jar, and one of the most successful
graphically illustrated at the time of the recent police means for preventing flashing from this cause is the
parade in New York City. Soon after the traffic police use of a comparatively high pressure on the carbons.
were withdrawn to parade a condition reigned which In motors having good commutation satisfactory results
approached chaos. The more intensive the life we lead can be obtained with brush pressures of from 3 to 5 lb.
the more necessary is extended government control. per square inch, although a somewhat increased pres
sure does not materially increase the losses and wear.
Railway Motor Commutation and Flashing This pressure is not always a sufficient safeguard
against jumping of brushes. It seems, therefore, in
many cases advisable to use pressures in excess of 5 lb.
R. E. Hellmund Discusses the Problems of the Design of per square inch, a good rule being to apply an initial
Direct-Current Motors from the Standpoint brush pressure of 5 lb. per square inch, decreasing it
of Commutation slightly if there is no trouble from flashing and in
In the current issue of the Electric Journal R. E. creasing it from 6 lb. to 7 lb. per square inch if flash
Hellmund of the Westinghouse Electric & Manufactur ing proves troublesome. It has even been found neces
ing Company has an elaborate article on the causes of sary to raise the pressure as high as 9 lb. per square
flashing and sparking in electric railway motors. Some inch in some cases, but in these the increase in brush
of the important points are abstracted below. and commutator wear was quite noticeable. Jumping
Improved commutation of itself is of little advantage of the carbons is the most frequent cause of sparking
to a railway company except as it brings with it re in commutating-pole motors.
duced maintenance cost. Commutator wear is reduced Sparking occurs also in commutating-pole motors
as is evidenced from the fact that the sale of replacement under abnormal running conditions, due to the fact that
commutators by manufacturers has practically ceased with sudden changes in current the commutating flux
since the introduction of commutating-pole motors. Im does not immediately respond to these changes. Any
proved commutation further means reduced wear of interruption and re-establishment of power will, in a
carbons and reduced quantities of carbon and carbon series motor, always cause temporary arcing and spit
dust inside the motor. Such dust accumulations often ting at the brushes.
cause insulation breakdowns. Good commutation fur The above statements explain why the commutating
ther avoids roughening of the commutator which is poles have not eliminated the first cause of flashing alto
usually followed by vibration, leading to wear and tear gether. Even with the commutating pole it is necessary
in the brush-holder parts. It also prevents commutator to design motors so that there is not much voltage
blackening, which leads to the breaking down of the between commutator segments. There is, however, a
insulation between segments. limit to the reduction in the number of commutator
The commutating pole has made possible the carrying bars and the corresponding reduction in the number of
of heavy overloads on railway motors, permitting higher turns between bars due to the limit of practicable width
rates of acceleration and therefore more economical of the bar.
operation, and in some cases making it possible to use Some few commutating-pole motors are more subject
two-motor in place of four-motor equipments. It has to flashing than most of the more popular non-commu-
also made field control possible as well as the design tating-pole design. The reason for this is that when
of direct-connected motors for voltages higher than 600, the limitation in design regarding the allowable voltage
and for use with very small wheels with armature diam between segments in non-commutating-pole motors was
eters correspondingly small. removed by the development of the commutating-pole
Commutating conditions cannot be made altogether type, some designers were led to bring out motors with
ideal for several reasons. Ideal commutation requires a strong armatures and weak fields, as well as with many
commutating-pole flux changing in proportion to the armature turns between segments. These motors were
load, which in turn requires unsaturated magnetic poles. very liable to flash, in fact they would flash-over at high
On account of space limitations the iron parts of motors speed at almost every bad rail joint. However, it would
cannot be made as heavy as would be required for this not be fair to hold this against the commutating-pole
purpose. Further, it is not advisable to design arma motor. Again, in motors properly designed for flashing
tures with a large number of small and flimsy teeth and a small amount of sparking at the brushes in normal
a large number of weak coils, giving numerous chances operation does not have any harmful influence upon the
for insulation breakdown. The preference is for large flashing. This is especially true of the very small arcs
slots which lead to certain irregularities in commuta at times observed at the brushes of commutating-pole
tion. Again, it is not possible to secure the best ratios motors, which produce but a limited amount of vapor
between armature diameter and length from the com and require a large voltage to maintain them. This
mutation standpoint. condition follows from the fact that, as the commutating
Flashing in railway motors is the formation of elec pole is not a safeguard against the establishment of arcs
tric arcs just as in an arc lamp. In the latter the car at the brushes under all circumstances, it is necessary
bons are brought into contact and subsequently drawn to keep down the voltage which tends to carry the arc
apart. After the arc has been established a compara over.
tively small voltage will maintain it. In order to obtain Ventilation of motors should have a good effect upon
flashing in a railway motor, it is necessary, first, that flashing and sparking because the ventilation tends to
an arc be established and, second, that this be main remove carbon and copper dust from within the motor
tained long enough to cause a flash around the commu and to keep the motor dry inside. It further removes
tator, either extending part of the distance from brush hot metal vapors which may exist on account of spark
to brush or the entire distance, or a distance around ing or incipient flashes.
part of the commutator and from thence to ground. There are two conditions of operation under which
Flashing can be prevented by avoiding the formation almost any rationally designed motor is liable to flash.
of the arc and by keeping the voltage between commu First, motors are at times subjected to very high over-
tator segments so small that an arc cannot be main voltages, for example, in third-rail installations where,
tained between them. Improving commutation reduces when a heavy load is suddenly taken off the line, voltage
 106 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

rises up to two or three times the line voltage. It the United States carry ten passengers for every one
would hardly be possible to design commercial motors carried by steam railroads. In cities of 8000 popula
which would stand this under any condition of load tion and over, the average individual rides more than
without flashing over now and then. However, the 250 times each year. This use is an integral part of the
damage caused to an up-to-date motor by flashing under lives and habits of many millions of people, and it is
over-voltage conditions is usually negligible, because the not strange to find it maintained during periods when
high-voltage surges are usually of very short duration. other habits are changed. Electric railways are an
The damage caused by voltage surges through insula economic necessity and the service they furnish cannot
tion break-downs may, of course, be quite serious. A be accumulated or postponed. The further growth of
second cause of flashing and which often results in a city is dependent upon the growth of its transporta
serious damage to the motor is the practice of throwing tion facilities. The money for these facilities must be
the reverse handle of a four-motor equipment, that is obtained in competition with other industries, and it
"bucking the motors." With the motor connections can be obtained only by the willingness to pay a fair
established under these conditions it is possible for the return. The essential stability of the volume of traffic
motors to pick up as generators under practically short- operates, when rates are reasonable, to fix this rate of
circuit conditions. The rush of current is so great return below that which must be offered to investors in
and the building up of the flux so rapid that the in businesses more speculative in their nature, but unless
duced voltages are very high, and together with the stability of earnings accompanies stability of traffic, the
effect of field distortion nearly always cause a severe community loses this advantage which its own habits
flash-over if the motor is running at fairly high speed. can create.
The practice of throwing the reverse handle while
running should not be tolerated except possibly in order West Virginia Association Organized
to avoid accidents and damage more serious than the
burn-out or break-down of a motor. The Public Service Utilities Association of West Vir
ginia, which includes in its membership electric rail
ways, electric light and power and water works com
Electric Railway Earnings panies, held its first meeting in Charleston on June 15
and 16 and effected permanent organization by the adop
Analysis by Mr. Doolittle Shows Relative Stability of tion of a constitution and by-laws and the election of
Earnings from Electric Railway Operation permanent officers, as follows: President, Herbert
Continuing the studies of electric railway earnings Markle, general manager Appalachian Power Company,
which were published in the Electric Railway Journal Bluefield, W. Va. ; first vice-president, G. O. Nagle, gen
of Jan. 23, page 183, and of March 13, page 506, F. W. eral manager Wheeling Traction Company; second
Doolittle, director of the bureau of fare research of the vice-president, Mentor Hetzer, general manager
American Electric Railway Association, has compiled Moundsville Water Company; third vice-president,
the accompanying table to show the results of economic James Imboden, general manager West Virginia Light
disturbances during 1913 and 1914 upon the several in & Traction Company, Charleston, W. Va. ; secretary and
dustries mentioned. Eight of the first nine items in treasurer, W. C. Davisson, vice-president West Virginia
cluded therein are derived from electric railway figures. Water & Electric Company, Charleston, W. Va. ; execu
tive committee, W. C. Mathews, president Virginia-
Table Showing Comparative Results Obtained in Several In Western Power Company, Clifton Forge, Va. ; Herbert
dustries During 1913 and 1914 Markle, G. O. Nagle, Mentor Hetzer, O. B. Welch, vice-
1914 in per cent president and general manager Williamson Light &
1. Electric railways—net earnings—South 1 04.41 Power Company, Williamson, W. Va. ; W. L. Foster,
2. Electric railways—gross earnings—South .104.19
3. Electric railways—gross earnings—United States (263 general manager Beckley Electric Light & Power Com
companies) 100.68 pany, Beckley, W. Va. ; H. S. Newton, general manager
4. Electric railways—gross earnings—East 22*55
!>. Electric railways—net earnings—East 99.(4 Ohio Valley Electric Company, Huntington, W. Va. ;
6. Electric railways—gross earnings—West Xi'fS
7. Agriculture—farm crop value—United States 99.60 E. W. Alexander, general manager Charleston-Dunbar
5. Electric railways—net earnings—United States (263 Traction Company, Charleston, W. Va. ; W. A. Maxwell,
companies) 22" 5 T
9. Banlt clearings—amount—West S''13> general manager Logan Heat, Light & Power Company,
10. Electric railways—net earnings—West 96. 1 9
11. Steam railroads—net earnings—West 515? Logan, W. Va.
12. Steam railroads—gross earnings—West 94.50
13. Steam railroads—gross earnings—South 93.^2 The object of the association is to promote the inter
14. Building permits—value—West 95 s§ ests of public utility companies in the State along edu
IT). Steam railroads—gross earnings—United States 93.46
16. Bank clearings—amount—South 93.29 cational and political lines.
17. Steam railroads—gross earnings—East 92.31
15. Building permits—value—United States 91.86
19. Building permits—value—East 91.66
20. Steam railroads—net earnings—United States 91.61 Lectures to Employees
21. Bank clearings—amount—United States 90.64
22. Bank clearings—amount—East S9.89 Periodical lectures to employees on proper relations
23. Steam railroads—net earnings—East 89.82
24. Building
2.r>. Steam railroads—net earnings—South
permits—value—South 86.17
25- T6 with the public have been found to be very helpful in
26. Steel production—tons V'-^fi reducing complaints to a minimum on the lines of the
27. Iron production—tons 74.-0 Twin City Rapid Transit Company, Minneapolis, Minn.
28. Cotton crop—value 63.00
A. W. Warnock, general passenger agent and manager
The exhibited data argue, of course, not the relative of the publicity department, visits each of the company's
profitableness of the traction industry but its relative six carhouses every three weeks and delivers a fifteen
stability. No business operating from year to year minutes' talk to the extra trainmen and as many of the
under constantly increasing costs and furnishing con old employees as can attend. Usually the subject dis
tinually more and better service for a fare which is cussed relates to public complaints received during the
vastly less when measured in terms of the material and period between the lectures. The cause of the com
labor it goes to purchase than it was twenty years ago, plaint, its disposition and methods of preventing similar
is likely to be very profitable. The fact that it requires complaints in the future are discussed. Complaints
the investment of $5 to $7 to produce $1 of gross reve afford a new subject for each lecture, and often being
nue annually is a further indication that large profits of a personal nature, are more interesting than would
cannot be expected generally. The electric railways of be a general discussion.
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 107

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8, 1915 American Association News OCTOBER 4 TO 8. 1915

H. G. McConnaughy, Director of Transportation for the Convention, Announces the Appointment of Train
masters for Different Sections of the Country—Program and List of Speakers for Convention
Being Compiled—Activity of Various Association Committees

TRANSPORTATION ARRANGEMENTS FOR THE SPEAKERS AT THE SAN FRANCISCO CONVEN

CONVENTION TION
H. G. McConnaughy, director of transportation for The office of the secretary of the American Electric
the convention, has announced the appointment of J. C. Railway Association is busily engaged in completing
McQuiston, manager Westinghouse department of pub the program for the convention in October. A feature
licity, East Pittsburgh, Pa., as trainmaster of the Blue will be addresses by a number of distinguished men.
Special train ; Frank H. Gale, advertising manager Gen These will be in addition to the regular program of
eral Electric Company, Schenectady, N. Y., as train reports and papers upon matters of technical interest
master of the Red Special train, and L. E. Gould, to the industry. The list of addresses is not completed
Western manager Electric Railway Journal, Chicago, yet, but a sufficient number of definite promises have
as trainmaster of the White Special train. The Red been secured to mark the convention this year as an
Special train will leave New York about Sept. 23 by important one in the annals of the association. Several
way of the New York Central & Hudson River Railroad, of these special features were announced by Secretary
thence to Chicago, and thence to St. Paul and Minne Burritt this week.
apolis over the Great Northern to Glacier Park, Spokane, The address of welcome will be given by Hiram W.
Seattle, Portland and San Francisco. The Blue Special Johnson, Governor of California.
train will leave a day or two later over the Pennsylvania Ex-senator Jonathan Bourne, Jr., will speak on gov
Railroad by way of Pittsburgh, Indianapolis, St. Louis, ernment ownership, a subject which his years of ex
Kansas City and Denver, then through the Royal Gorge perience in the business of government at Washington
to Salt Lake City, Ogden and Lake Tahoe to San peculiarly qualify him to discuss. While United States
Francisco. Senator from Oregon, Mr. Bourne, besides being the
After the convention the Blue Special will follow author of the parcel post law, was one of the most effi
the Red Special, visiting the Yosemite Park, Los Ange cient forces in the national movement for the construc
les, San Diego and Grand Canyon, then via Kansas City tion of good roads, and in other matters of countrywide
and St. Louis to New York. The White Special will be importance. He is one of the most brilliant and forceful
an especially fast train which will make the run for the writers and speakers in America.
convenience of those who cannot participate in the ear Another address of great interest at the present time
lier tours. It will be a going trip only and will start will be on "The Fundamental Principles of the Valua
from Chicago. tion of Electric Railways" by Bion J. Arnold. Besides
Western members who desire to make reservation on the office of chief engineer and chairman of the Board
the White Special should do so through L. E. Gould, of Supervising Engineers, Chicago Traction, which
Electric Railway Journal, 1570 Old Colony Building, Mr. Arnold has occupied since its establishment under
Chicago. Reservations for either of the other trains the ordinance of 1907, Mr. Arnold has been consulting
or reservations from Eastern members who wish to take engineer of the Public Service Commission, New York
the White Special from Chicago, and requests for infor City, on matters connected with subway and street rail
mation connected with the tours should be made through way properties; consulting engineer Detroit United
H. G. McConnaughy, director of transportation, Room Railway, consulting engineer for the cities of Pitts
1002, 165 Broadway, New York City, except that mem burgh, Providence, Los Angeles, San Francisco, To
bers in New England can make reservations through ronto, Cincinnati and Kansas City, Mo., member of
H. E. Reynolds, chairman transportation committee for the electric traction commission of the New York Cen
the New England territory, Bay State Street Railway, tral Railroad and president of the A. I. E. E. and has
Boston, Mass. held other important offices.
The printed itineraries covering all special trains Jesse W. Lillienthal, president of the United Rail
are now on the press and will be ready for mailing roads of San Francisco, will speak on "Welfare Work,"
within the next week. The delay in getting these out a subject to which he has given a great deal of atten
has been caused by changes suggested by the Railway tion both before and since his election in 1913 as chief
Association and the necessity of rearranging some of executive officer of the electric railway system in San
the details in connection with the tours. Every detail Francisco. For fifteen years prior to his going to Cali
covering all tours has been carefully worked out, and fornia he was one of New York City's most distin
arrangements at all points covering hotels, side trips guished lawyers, and has occupied a place no less emi
as planned and shown in the itineraries have been com nent at the San Francisco bar, of whose association he
pleted. The ladies and children accompanying each is the senior vice-president. He is also a director in
party will have special care and attention. A maid, who many of the corporations that have played an important
will be at their service at all times, will accompany each part in the industrial upbuilding of the Pacific Coast.
train. A fourth address will be given by Ivy L. Lee, re
The requests received by the transportation commit cently executive assistant Pennsylvania Railroad and
tee for the different tours have been so heavy that it now a member of the personal staff of John D. Rocke
will be absolutely necessary for the members to make feller. A number of Mr. Lee's addresses on different
their reservations as soon after the receipt of itineraries phases of the subject have appeared in previous issues
as possible, as the number of people who can be accom of this paper, and he was the author of an article on
modated on each special train is limited. Consequently, "Principles Underlying Publicity" in the issue of Oct.
all assignments will be made in the order in which 10, 1914. He will speak in San Francisco on "Putting
requests are received. Publicity Theories into Practice."
 108 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3
TRANSPORTATION STANDARDS committee recommended for presentation to the associa
The new committee on standards of the American tion along with the rules for standard construction
Electric Railway Transportation & Traffic Association prepared by the Board of Fire Underwriters. The com
met on July 14-15 and organized. There were present mittee will submit a plan showing an ideal substation
L. H. Palmer, chairman, C. V. Wood, Alexander Jack of specified size and also rules and recommendations for
son and J. N. Shannahan. The committee formulated details of fireproof construction.
rules of procedure for the adoption of standards by the
Transportation & Traffic Association, this being in BUREAU OF STANDARDS FOR INTERURBAN
tended for submission before the 1915 convention. The RAILWAYS
form of procedure follows very closely, in so far as it is
applicable, that of the Engineering Association. Pro Ways and means by which a new bureau of standards
vision is made in it only for two grades, (1) standards, may be established among interurban railways which
are members of the American Electric Railway Associa
and (2) recommended methods and practices, the
tion was the purpose of a conference held at Fort
former to include such recommendations of the associa
tion as bear its formal approval as standard. The latter Wayne, Ind., the session being attended by James J.
Brennan, Fort Wayne & Northern Indiana Traction
grade will include all other definitely approved recom Company; A. A. Schlessinger, Terre Haute, Indianapo
mendations. The committee also drew up a syllabus lis & Eastern Traction Company; J. A. Kelsey, Union
covering the existing standards of the association, and Traction Company of Indiana; M. J. Kehoe, Ohio Elec
it is expected that this will be issued in the early part tric Railway, and E. J. Burdick, Detroit United Rail
of next year. way. These men were representatives of the Central
Electric Railway Association and they form a commit
STANDARD STYLE FOR SPECIFICATIONS tee to confer with a committee from the American
Electric Railway Association to ask the latter body to
A subcommittee of the committee on standards of adopt a standard of operating interurban trains on the
the American Electric Railway Engineering Associa lines of the members of the C. E. R. A. which will be
tion, consisting of A. S. Richey, chairman, J. H. Hanna
and S. H. Spalding, representing E. R. Hill, met last uniform.
week and drafted tentative regulations to govern the
style of specifications adopted by the association. These Meeting of Canadian Electric Railway
proposed regulations are intended for submission to the Association
committee on standards at its meeting during the latter
The annual meeting of the Canadian Electric Rail
part of the month, and if approved at that time they
will be presented before the association at the 1915 way Association was held at the Chateau Frontenac in
convention. Quebec on June 21 and 22. After the opening address
by President C. B. King, manager London Street Rail
way, Secretary-Treasurer Acton Burrows, managing di
COMMITTEE ON BUILDINGS AND STRUCTURES rector Canadian Railway and Marine World, gave a
MEETS detailed report covering the association's activities dur
A meeting of the Engineering Association committee ing the year and a wide variety of other topics. W. F.
on buildings and structures was held in New York on Graves, chief engineer Montreal Tramways and chair
July 7 with the following in attendance: C. S. Bedwell, man of the special committee on the proposed standard
Newark, N. J., chairman; H. G. Salisbury, Toronto, ization of steel rails for electric railways, presented a
Ont. ; R. C. Bird, New York, N. Y. ; J. H. Frank, Phila report which was referred to the new executive com
delphia, Pa.; William Roberts, Akron, Ohio, and H. G. mittee.
Throop, Syracuse, N. Y. A proposed form of contract Copyrighted papers, to be distributed only to officials
for general construction work was revised and approved of member companies, were read as follows: "Develop
by the committee and will go to the committee on stand ment of Tourist Traffic on Observation Cars," by R. M.
ards for approval as recommended practice. The gen Reade, superintendent city division Quebec Railway,
eral specification stands practically as it was except Light, Heat & Power Company; "A Proper Accident
that the agreement portion has been greatly shortened Department," by C. L. Wilson, assistant manager To
and specific clauses have been added to cover the owner ronto & York Radial Railway; "Jitney Competition,"
in matters relating to protection against mechanics' by E. P. Coleman, general manager Dominion Power
liens and actions for damages under the workmen's com & Transmission Company; "Coasting," by A. Gaboury,
pensation law. superintendent Montreal Tramways; "Economy in the
The sub-committee on the proper provision for ex Electric Railway Repair Shop," by E. A. W. Turbett,
pansion and contraction in concrete structures, together mechanical superintendent Quebec Railway, Light, Heat
with provision for waterproofing joints, presented an & Power Company, and "Methods to Minimize Fire
illustrated report giving engineering data on the sub Risks and Secure Reduction of Premiums," by J. H.
ject and suggested provisions as covered by the assign Ryan, New York.
ment. The report was approved for presentation to the Officers for the ensuing year were elected as follows:
association for discussion, with the expectation that the President, James D. Fraser, director and secretary-
work would be continued. treasurer Ottawa Electric Railway ; vice-president, E. P.
The sub-committee on fire protection rules reported Coleman, general manager Dominion Power & Trans
itself as being in accord with the National Board of mission Company; honorary secretary-treasurer, Acton
Fire Underwriters in regard to the rules on the use of Burrows. The new executive committee includes :
soldering and other heating equipment. The committee A. Eastman, vice-president and general manager Wind
presented extracts from the Underwriters' building sor, Essex & Lake Shore Rapid Railway; A. Gaboury,
code as they apply to construction employed in electric superintendent Montreal Tramways; H. G. Matthews,
railway buildings, with the idea of bringing out discus general manager Quebec Railway, Light, Heat & Power
sion on the recommendations. Company; M. N. Todd, president Gait, Preston & Hes-
A new sub-committee on the construction and design peler Street Railway; C. L. Wilson, assistant manager
of substations submitted a report which the general Toronto & York Radial Railway.
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 109

COMMUNICATION As to the objections, the fact that water might enter

the ventilated type of motor and put it out of commis
Motor Ventilation sion was raised as a serious objection, in that we have
many stretches of track located in low spots, subways,
Kansas City, Mo., July 10, 1915. etc., subject to overflow, and were this objection well
To the Editors : taken we would not have been able to use the ventilated
There have been several interesting and instructive type. However, it has been our experience that the
articles on the advantages and limitations of ventilated non-ventilated type of motor being also provided with
motors published in the Electric Railway Journal drain holes in the bottom of the frame cannot be
within the past few months. Before the appearance of operated through water with the current on. In other
these articles the receivers of the Metropolitan Street words, so far as the damage from water is concerned
Railway Company of Kansas City had contracted for it is virtually on the same plane as the ventilated type
fifty four-motor equipments of the ventilated type for of motor. The second objection was that of the possi
cars which have since been delivered, and it has been bility of dust accumulating in the air passages, pre
suggested to the writer that perhaps the street railway venting the dissipation of heat and causing ultimate
operators generally may be interested in knowing what breakdown. This condition was found to be more in
considerations affected the choice of these motors. herent to the duct type of armature, and difficulty
It is recognized that the service conditions under was not expected from this source, as the motor was so
which motors are expected to perform have an impor designed as practically to eliminate dust pockets. Good
tant bearing upon the design selected, and as the con maintenance demands that motors of all types should
ditions under which motors operate in the two Kansas be regularly blown out and cleaned, and we expect to
Cities are very severe there are hereinafter given the remove all possible difficulty by giving the motors the
service requirements under which the new motors are care they should receive when on the pits. It was also
expected to perform, as well as the circumstances which stated that snow would cause trouble, but we believe
guided the Board of Control of the Kansas City prop the design of the motor is such as to make it exceed
erties in deciding upon the selection of the ventilated ingly difficult for even a slight amount of snow to
type of motor for service under these conditions. enter, or only so little as would cause no trouble.
The specifications under which the motors were pur Therefore, so far as the bids received were con
chased set out the service conditions under which the cerned and in view of the guarantees given, it was our
equipment would be required to operate as follows: experience that we could get a lighter motor of greater
Weight of empty motor car completely equipped without mo service capacity with less maintenance cost at a 20 per
tors and gears and gear cases 32,500 1b. cent to 25 per cent decrease in price. There could
Average load of passengers and crew 4,500 1b.
Maximum load of passengers and crew 18,000 1b. hardly be a question as to the choice made under these
Typical run Troost Avenue circumstances. Philip J. Kealy.
Length of round trip 10.6 miles
Morning rush-hour running time (excluding two-minute lay
over time) 66 minutes
Mid-day running time (excluding two-minute layover time),
63 minutes Specifications for Track Material
Evening rush-hour running time (excluding two-minute lay
over time) 68 minutes At the recent convention of the American Society for
Average trolley voltage 525 volts
Average stops per round trip 77 Testing Materials specifications were presented to cover
Average length of stop 9 seconds
Diameter of wheel 30 In. heat-treated high-carbon-steel splice bars. These con
Maximum grade 9 Vi per cent form quite closely to the recommended specifications for
f 800 ft. of 8 per cent grade
Other excessive grades \ 4300 ft. of 3 >/j per cent grade untreated hard-steel splice bars of the American Elec
13100 ft. of 5 per cent grade
Average rate of acceleration and braking 1.75 m.p/h.p.s. tric Railway Engineering Association, except, of course,
In addition, the manufacturer was required to guar as regards the heat treatment. The practical points of
antee that after continuous running, including both difference in the two specifications are that the A. S. T.
the morning and evening rush, carrying during the M. provide for a check analysis from finished bars by
total time the average loads above indicated and also the purchaser if desired, with an increase in the phos
including two successive round trips during evening phorous content of 25 per cent over the ladle analysis;
rush with loads of 80 per cent of the maximum indi that the bend-test arcs are 50 per cent greater in the
cated over the entire out-bound trip only, no part of A. S. T. M. specifications, and that a variation in size
the motors would show a temperature rise exceeding of hole of only 1/32 in. is allowed by the A. S. T. M.
70 deg. C. above the temperature of the surrounding Provision is made for the retreatment of bars that failed
air, excepting the commutator, which might show an in tests, one or more heat treatments being allowed.
80 deg. rise. At the same convention specifications were presented
As a result both of the bids received and of detailed for heat-treated steel track bolts, and a revision was
investigation into the whole subject, as applying to submitted for the existing standard specification of the
local conditions, the following conclusions were drawn: A. S. T. M. for yellow-pine bridge and trestle timbers,
1. There is a very perceptible decrease in weight by this applying to solid members and not to composite
use of the ventilated type of motor. members.
2. That the service or continuous capacity of the
ventilated motor was from 40 per cent to 50 per cent The Boston Elevated Railway has converted a small
above that of the non-ventilated motor, having the same open car into a traveling display of scenes in parks on
one-hour rating, assuming that the proper balance of or near the local system and will operate the equipment
design exists in each. over many routes during the coming months. On each
3. That on a basis of the same continuous capacity, side of the car are mounted three oil paintings illustrat
the cost of the total equipment of the ventilated motor ing scenes at Norumbega, Franklin, Marine and Lex
type was from 20 per cent to 25 per cent less than that ington Parks, with large maps showing the location of
of the non-ventilated type of motor. these breathing spaces as well as the Blue Hills and
4. That the temperature was maintained more uni Middlesex Fells. The canvases call attention to the
form throughout the motor in the ventilated type. natural and artificial attractions at these outing places.
5. Owing to the elimination of hot spots, the main In place of the usual destination signs the car carries
tenance of the ventilated type should be materially less. the designation "Trolley Outings."
 110 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contribution)! from the Men in the Field Are Solicited and Will be Paid for at Special Rates.)

Experimental Open -Car Reconstruction 39'6'Out to Out of Bumpers

in Atlantic City
BY GEORGE F. FABER, GENERAL SUPERINTENDENT ATLANTIC
CITY & SHORE RAILROAD
Two old-style, open, running-board cars were re Elevation
modeled by this company for this season's traffic into Section
center-entrance cars as shown in the accompanying
illustrations. The open-car feature was retained as an
absolute necessity in a seashore resort like Atlantic City,
where the principal attraction to visitors, as far as .nnnnn^RTinnn
car riding is concerned, is a ride down the coast in some
kind of an open car. By the adoption of the plan de Sectional Plan
scribed below it would seem possible to get every' ad RECONSTRUCTED OPEN CARS—DETAILS OF ENTRANCE,
vantage of the pay-as-you-enter method of car collec SEATING, ETC.
tion and additional protection from accident hazard
without sacrificing any of the advantages of the old motorman which is removable when not in use. The
type of car excepting seating capacity. register is operated by the conductor by means of a
While it is not claimed that this construction is an foot-lever-control mechanism running under the car
entirely novel one, there are some features different floor. A Consolidated Car Heating Company buzzer
from those previously described in the columns of the system permits the passengers to signal to the con
Electric Railway Journal. ductor, who in turn signals to the motorman by means
The remodeled cars were twelve-bench cars, 39 ft. 6 of a bell operated from a push-button arranged handily
in. over bumpers in length, 7 ft. lOVi in. over side-posts on the operating stand.
in width, the floor level being 2 ft. 10 in. above the rails. Conditions in Atlantic City are such that a larger
They were equipped with double trucks, 25 ft. 6-in. on car than that now in use could be operated to advan
centers with 30-in. wheels. The trucks were of the tage, conditions being favorable to trailer operation, al
Brill 27G type. though the company does not favor such operation at
In remodeling, one side sill was dropped at the center present. While it is true that a larger seating capacity
to provide three step heights, 10 in., 10 in. and 14 in. is desirable, it must be remembered that the Atlantic
respectively. A drop girder was added to stiffen the sill. City season is short and the traffic very variable, so
On one car we put a Prepayment Car Sales Company that a smaller type of car used in numbers to suit the
door with step-controlling mechanism, and on the other traffic can always be operated to advantage. After all, a
a J. G. Brill Company equipment. On each car a con good, safe, service car with as many of the features of
ductor's stand was located as shown in the drawing. the open-bench car as can be obtained is what is most
In arranging for the seating, as shown, the rear bulk needed.
head was removed and only the seat behind the front The Atlantic City & Shore Railroad has a large
bulkhead was retained. The two plans used in inclos number of near-side cars in which the "in-and-out"
ing the sides for a height slightly more than 3 ft. plan is used, while on the experimental cars the "all
above the floors are shown in the accompanying half out" and "all in" plan is used. The result is that there
tones. In one a sheet-steel sheathing was applied for is a little confusion this summer on the part of pas
half this distance and a substantial screen for the re sengers. This confusion was unavoidable, however, in
mainder. In the other the screen was used alone. The the carrying on of the present experiment. The center-
former plan gives a more finished appearance to the entrance plan was devised partly to avoid confusion and
car, while the latter allows a somewhat better circu extra walking on the part of the passengers which
lation of air. would have resulted had the rear-entrance and front-
A specially-arranged spring seat is provided for the exit plan been adopted. This would have been prefer-

RECONSTRUCTED OPEN CARS—REMODELED CAR WITH RECONSTRUCTED OPEN CARS—REMODELED CAR WITH
SCREENS ONLY STEEL SHEATHING
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 111

able in many ways but it would not have worked in well Railway Motor Gearing
with the use of near-side cars.
From the experience with the reconstruction of the BY W. L. ALLEN, COMMERCIAL ENGINEER R. D. NUTTALL
two samples the cost records show that if the cars can COMPANY, PITTSBURGH, PA.
be put through the shops in lots of ten the cost of re As a result of the presentation of a paper by the
modeling each car will not be more than $550. These writer on "Railway Motor Gearing" at the recent meet
cars will be run during the present season experiment ing of the Central Electric Railway Association, ab
ally before plans for remodeling additional ones are stracted at length in the issue of the Electric Railway
worked out. Journal for June 26, page 1201, a number of questions
have been asked. In the belief that the answers to
these questions may be of interest to railway men other
Motor- Bearing Trimmer
than those who propounded the questions, these answers
BY E. L. STEPHENS, MASTER MECHANIC, LOS ANGELES are given with the questions in the following para
(CAL.) RAILWAY graphs :
Having adopted a standard babbitt-lined motor bear Question No. 1.—How will the railways which pur
ing, special forms have been made by the Los Angeles chase gearing to specifications know whether the mate
Railway for use in rebabbitting them. All bearings are rial so purchased meets the specifications?
trimmed and oil-grooved before they leave the shops for Answer.—The railways with inspection and testing
the different divisions. However, owing to our com departments can arrange to have all material on order
pany having a gage of only 3 ft. 6 in., we have no room tested and inspected before shipment. In that case the
manufacturer must provide the proper facilities for
such testing and allow the inspectors free access to his
plant at all times during the course of manufacture of
the material. Properties not having such testing de
partments can have this work done for them by com
mercial testing laboratories, or can secure from the
manufacturers test reports covering any materials
shipped on their orders. If the number of pieces on
order is sufficient to warrant a physical test, the report
should show the physical properties of the piece selected
to represent the lot, while the surface hardness of each
piece can be identified by a serial number plainly
stamped on each gear and pinion appearing in the re
port. For example, a typical test report might be as
follows :
Customer's order No
Date
Invoice No
Serial Number Surface Hardness
518-363 555 Brinell
518-364 532 Brinell
518-365 555 Brinell
Test Taken »518-366 512 Brinell
If a physical test is made, the serial number of the
gear or pinion from which the test piece was machined
and the physical properties should be shown as follows:
MOTOR BEARING TRIMMER USED AT LOS ANGELES Test Taken * Serial Number 518-366 Surface Hardness 512 Brinell
Ultimate tensile strength .... 125,425 lb. per sq. in.
Yield point 85,500 lb. persq. in.
Elongation in 2 in 16.4 per cent
for an axle collar. Hence it is necessary to face all Reduction of area 41.9 per cent
wheels hubs for a motor brass collar bearing. As there Question No. 2.—Will the purchase of gearing to
is a slight variation of the distance between the motor specifications increase the cost of this gearing?
and wheel hub, the motor brass collar cannot be com Answer.—Each variation in the chemical composition
pleted for service at the shops. This slight variation of the steel used in the manufacture of gearing, or in
is overcome by using a home-made motor-bearing trim the temperatures and duration of heating and cooling
mer, with which every division is furnished. This shop during heat treatment, or in fact any variation in the
kink consists of a self-centering clamp attachment process, tends to produce non-uniformity in the re
which holds the bearing firmly, and attached thereto is sultant material. To insure against such non-uniform
a rotary automatic self-feeding cutter which is operated ity the progressive, conscientious manufacturer has
by hand, to trim the collar to any desired length. This found that it is necessary constantly to test his product
little machine eliminates all lathe work, and as it is in practically the way described in the C. E. R. A. paper.
automatic it can be operated by any employee. Its oper The sale to specifications, therefore, should only require
ation is such that the trimming of a pair of bearings the additional work made necessary by the reporting of
can be completed on this trimmer in less time than it this test information to the railway and should not
would take to center the bearings on a lathe. increase the purchase price of such gearing. It will,
however, have a tendency to increase the cost of produc
Record time was made by the Chattanooga Railway & tion of the unscientifically manufactured material, which
Light Company, Chattanooga, Tenn., in replacing the increase will be more than compensated for in the in
old cables on the Lookout Mountain incline. Heretofore crease of the life and efficiency of this class of material.
several days have been required to complete the installa Question No. 3.—Will the purchase to specifications
tion of the new cable. This year the exchange was relieve the gearing manufacturer of his responsibility
made in two days. The cables have to be renewed about for breakage or poor life?
every two years. Answer.—The equitable adjustment of claims and
 112 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3
complaints, which is of as much value to the purchaser Out-Door Light Clusters
as to the seller, requires first determining the exact
cause of failure. The purchase of gearing to trade Because of the demand for light clusters that will
names, without a comprehensive knowledge of the char stand all kinds of weather the G. E. Painter Company,
acteristics of the material on the part of the purchaser, Baltimore, Md., has brought out a number of improved
is apt to produce an unsatisfactory situation in the designs of the five-lamp and single-lamp types which
event of failure, due to the natural tendency of both can be fitted with enamel signs and signal lenses for
parties involved to feel that the failure lies within the crossings, stations and similar locations where light is
other's sphere. On the other hand, when supplies are needed. All of them are made of cast iron of about
purchased to specification the determining of the cause 3/16-in. thickness, and as they are heavily galvanized
of failure is greatly simplified by following a natural they should have long life. The bodies are fitted with
course of inquiry. If, for instance, the unsatisfactory porcelain Edison receptacles, held in place by brass
material failed to meet the specifications, placing screws so that they can easily be replaced in the event
the responsibility is not difficult. If it meets the speci of breakage.
fications, the failure may be due cither to defective The receptacles for the five-light clusters are con
installation, operation or maintenance, or to a wrong nected in series to suit the 550-volt railway current, and
application of the particular grade of material in the are so arranged that they cannot become short-circuited
specific service. By a process of elimination an investi or grounded by rain and snow, or damaged by lightning.
gation may show that the failed material was only an In case it should be desirable to change the cluster to
isolated case due to some error as in the above list, or
it may show that some inherent weakness exists in
operation or maintenance methods which can be entirely
corrected. If there should be an epidemic of such fail
ures in a specific service and caused by operating con
ditions not possible of change, such an investigation
may develop the fact that a grade of gearing of greater
strength, toughness or surface hardness must be used.
Now, while an elaborate investigation is impractica
ble in each instance, the intelligent consideration of the
above outlined phases of gearing operation and main
tenance conducted by the manufacturer, together with
the operator, cannot fail to educate the manufacturer
as to the service to which his material must be sub SIDE-SUSPENDED FIVE-LIGHT CLUSTER AND TOP-SUSPENDED
jected, as well as permit the operator to learn the TYPE WITH LENSES AND LAMP GUARD
requirements of gearing for his service. This mutual
education will undoubtedly greatly minimize failures
and increase possible economy through wise selection, the three-light or four-light type, so as to use lamps
as well as provide the necessary data for satisfactory from the series of five for other purposes, it is an easy
adjustment. It would seem, therefore, that rather than matter to make the necessary connections without
relieve the manufacturer of his responsibility, purchase "bridging" the cluster receptacles.
to specifications increases this responsibility and in The lens holders or shields for the clusters are also
reality leads to his rendering a service to the railway made of galvanized cast iron, these being arranged to
of unlimited value in the selection of that grade of suit 4%-in. semaphore lenses, and porcelain enamel
gearing best suited to the specific service in question. signs as shown in the accompanying illustrations, can
be attached as desired. The holders or shields are
held in position by means of brass screws, and the drill
One-Man Cars at San Francisco ing is such that either one or two lens holders can be
The United Railroads of San Francisco now has in used in connection with the clusters. The lens holders
operation three double-truck and six single-truck cars are arranged to be placed on one of the three sides
in one-man service. All are used on outlying lines of side-supported clusters, and on four sides of the top-
where the receipts average less than $1 per car-hour. suspended type to suit the different conditions, but when
New cars were not bought for this service, old rolling two holders are used they must be placed opposite to
stock being rebuilt for the purpose. The principal each other, as the shield extends more than one-fourth
changes made in the double-truck cars were the locking around the body of cluster. The top-suspended clusters
of the rear platform, the installation of folding steps
and air-operated mechanism for opening and closing
the sliding doors. The same changes were made on the
single-truck cars except that hand-operated mechanism
was installed for the doors. The double-truck cars are
fitted with Johnson fare boxes, while the single-truck
cars have the customary register mechanism with over
head rod connections. The fenders at each end of the
cars are lowered at all times, and double poles and
bases also are provided so that the car operator need
not leave the car when changing the running direction.
The first one-man cars were installed about two
years ago, the service being gradually increased to the
number previously mentioned. The company contem
plates the conversion of the Pacific Avenue cable line,
using seven cars, to one-man operation after the
Panama-Pacific Exposition has been closed. Like the
other one-man cars they will be rebuilt at the com
pany's shops. SINGLE-LIGHT SIGNAL WITH LENSES AND SIGN
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 113

may be hung either from a bracket or from a span wire, counters. This provides a check between the records of
as most convenient, the side-suspension type being successive conductors, and between the closing figures
specially designed for attachment to a wall or pole. of one day and the opening figures of the next. The
register cannot be operated unless the detail counters
are previously turned to zero. The conductor then takes
Universal Register for Electric Railway an imprint with his identification key in the register.
Service His identification key is locked in the machine with the
registration of the first fare, and it cannot be removed
Ohmer's "Universal" register is the latest fare-pro until he has taken a final imprint to close his day's
tecting device manufactured by the Ohmer Fare Regis report. Neither can the conductor operate the register
ter Company. It has been built in response to the grow after he has turned the total passenger indicator to zero
ing and insistent demand for an indicating and record unless he takes an imprint of the fares registered up to
ing fare register which will handle all denominations that time.
of cash fares, whether the amounts be in odd pennies or A record sheet from the new register is shown in the
not, and which will also accompanying illustration. From this will be seen the
register all tickets, large amount of useful data contained in the small space.
mileage tickets, etc., The time, the direction, the train or trip number, the
according to their date, and the conductor's and inspector's identification
actual cash value. key numbers are regular Ohmer features and are self-
The use of the regis
ter will permit inter- explanatory.
The register from which this record is taken is
urban railway com mounted to record pass, transfer, ticket and cash.
panies at any time to Reading from left to right the last print made by con
change their fare rates ductor 237 at 12.30 p. m. (the fourth line from the
quickly and without the bottom) it appears that he registered sixteen passes,
necessity of any twenty-two transfers and sixty-seven tickets and cash
change in the register or cash values amounting to $64.80, the latter being
mountings or mechan found by deducting the first from the last print in the
ism. The register can total cash column. The deduction in the total passenger
also be used inter column shows that there were carried a total of 119
changeably on any di passengers. By deducting the total number of paper
VIEW OF UNIVERSAL TYPE OF vision or can be oper-
REGISTER collections from the total passengers the number of cash-
ated even over the
lines of another com
pany without any mechanical readjustment whatever.
Notwithstanding its large capacity, the machine itself 3§
is compact in appearance and is simple and positive in
operation. Any cash fare or ticket value from 1 cent to ' ! 1 t Mi S §
$9.99 inclusive can be quickly registered and simul 3 30P K 000 0 0 II a00 $9635 I - 0 2*3 i it MS
taneously indicated and the amount thus indicated can 5 J0> *. 0 I I 0 11 0 3 0 *9 6 3 5 ■* r o2aa \ it 278
not be changed until a fare of a different denomination 2 tW E. 00s 106 03 1*9589 7 - a2I 5 i 11 278
is registered. 12 30? * ii o i aoa 000 19552 3 IfI
Tt* 3 is 278
With this register tickets are recorded in two ways— 12 30P K 0 16 022 067*9552 3 - 0 I S9 $ it 237
as a ticket in the "ticket" column, and as cash in the ii ooi E. D l2 0 10 0 3 0*9516 S - 0 I •0 = i* 2VJ7
"cash" column. These two registrations are made 9 *0» W 000 001 000*9488 l - 0 0 40 % It 237
9 30» * 10 0 000 0 0J * 9*88 i - 0, 0JJ. i It HSS
simultaneously and with no more trouble than a single
registration, in fact, the operation really is a single
registration. The turn-in is checked also in two ways,
the number of tickets received being checked against
the ticket column and the cash value of the tickets re VIEW SHOWING TYPICAL REGISTER RECORD FOR TWO
ceived being checked against the cash column. In this CONDUCTORS
case the tickets are counted in as so much currency and
according to their actual cash value. This method of paying passengers is ascertained, which in this case is
registration and checking is the same in the case of 14. In general the register has been built for practical
mileage tickets. The strips lifted are registered as utility and to produce a condensed report, rather than
tickets and the cash value of each strip is added to the for elaborate headings and unnecessary data which
cash column by the register. The balance in the cash would necessitate more complicated and a less easily
column after deducting all ticket values is the actual operated machine.
cash collected by the conductor. In the operation of the register no ticket can be reg
Special attention should be given to the thoroughness istered unless a cash value is also registered and indi
and accuracy of the check secured by this method of cated, the cash indication appearing adjacent to the
registration and its effectiveness in preventing substi word "ticket." For example, if a ticket valued at $1.61
tution of any kind. The register indicates exactly the is registered the indicator reads "Ticket $1.61." If the
kind of fare being registered and also its value, and the amount collected is actual cash the indicator reads
public indication is very plain and absolutely unmis- "Cash $1.61" and the register is locked against opera
takeable. tion if the indicator is made to read "ticket" or "cash"
The new design contains a number of improved fea with no cash amount following. Where "Pass" or
tures not found in the earlier types of Ohmer registers "Transfer" are registered and no cash value is as
and these make it absolutely foolproof. Among these signed the indicator simply shows "Pass" or "Transfer"
are the following: At the completion of each conductor's and the space for the cash indication remains blank. All
run all printing counters are turned back to zero with indications appear in the face of the register and are
the exception of the total passenger and total cash duplicated in various parts of the car by the auxiliary
 114 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3
indicators so that every passenger becomes immediately Quick- Acting Adjustable Seat for
aware of each transaction. The auxiliary indicators are
plain and easily read and follow the full reading of the Motormen
register. The operating rod is equipped with sets of The Railway Specialties Corporation, New York City,
grips at convenient intervals and the process of select has brought out a new quick-acting adjustable seat for
ing the fare to be registered is quickly and easily ac motormen which has been designed especially with
complished. regard to light weight, so that it
can be transferred from one end
Ground Fittings for Lightning of the car to the other with a
minimum of effort. The adjust
Arresters able feature of the seat is entirely
The Electric Service Supplies Company has recently new, and this permits raising it
extended its line of Garton-Daniels ground fittings to to any desired height merely by
include material for both % in. and 1 in. pipe, and to lifting it. The seat mast is
take the various standard sizes of wire and cable used notched, and a gravity dog is pro
for grounding lightning arresters, pole and station ap vided on the sleeve in which the
paratus, overhead ground wires, etc. mast slides, the point of the dog
The brass cap shown in the accompanying illustra holding the mast in position by
tion is furnished with a lug for soldering to the ground engagement with the notches on
wire from the arrester. Certain types are furnished the mast. In order to lower the
drilled to accommodate Vi-in. cable for grounding over seat the gravity dog is touched,
head ground wires. The pipe couplings are used for thus releasing it from the notch
connecting two sections of ground pipe. They are par in which it is caught and permit
ticularly useful where the practice of the operating ting the seat to fall to its lowest
company calls for the extension of the ground pipe 8 position. The seat can thus be
ft. or 10 ft. up the pole, and under these conditions it adjusted between a height of 24
is readily seen how much more convenient it is to drive in. and 31 in. from the floor. A
first an 8-ft. length into the earth and then couple on dowel set in the side of the seat
mast travels in a slot that is cut
in the sleeve and prevents the seat ADJUSTABLE
from turning with relation to the SEAT FOR
sleeve. No other parts are in MOTORMEN
volved in the construction so that
its simplicity and ruggedness are obvious, the accom
panying illustration showing these features to excel
lent advantage.

Combination Cable Insulator and

Splicing Sleeve
GROUND POINTS, COUPLING AND CAP FOR LIGHTNING A new type of insulator in combination with a splic
ARRESTER CONNECTIONS ing sleeve for underground cables has just been brought
out by the Drew Electric & Manufacturing Company
the extension, than it would be to drive a 16-ft. length. of Indianapolis. The device is especially valuable in
The brass couplings, as illustrated, are employed in reducing electrolysis troubles as it serves to destroy
grounding lightning arresters on electric railway sys the conductivity of the cable sheath by dividing it into
tems to accommodate either the wire or the free end of short sections insulated from each other. It also elim
a stub-end terminal bond in tying in the lightning inates the danger of leakage at the splice and may be
arrester ground to the rail.
The ground pipe points are of malleable iron, heavily
galvanized. The external type of ground point is gen
erally to be preferred. It is of slightly greater diame
ter than the pipe and in driving opens a hole in the
earth of a diameter slightly greater than the diameter
of the pipe. This decreases the friction on the surface
of the pipe as it is being driven, and allows the pipe to
be easily driven to the proper depth without danger of
bending or splitting. After driving, the earth grad
ually closes in tightly around the pipe, and in an hour CABLE INSULATOR PARTLY DISSEMBLED
or so a thoroughly efficient and reliable ground is se
cured. used to excellent advantage in manholes at building
Internal ground points are designed with a head entries, preventing the cable sheaths from collecting
suitably proportioned to fit snugly inside an iron pipe. stray currents from the pipes or other cables on the
Their external diameter is the same as that of the pipe. same support. It may be used also to separate cables
They may be used only in soft earths because the point, that are grouped near power-house switchboards.
being of the same diameter as the pipe, does not open The device consists of a high-grade porcelain tube,
up the earth for its driving. The friction that is ex 12 in. long, with malleable castings leaded onto the
erted on the outside of the pipe renders driving to the ends. Each of the castings has a %-in. gas-pipe plug
proper depth very difficult because the pipe itself will hole in it, and on the center line are cast-brass tubes
in many instances bend or open up. Where the soil is which fit the cable sheath and screw into the malleable
soft internal points may be used, but where there is castings. To install the device the brass end tubes are
much rock or clay in the soil external points should be unscrewed and slipped over the ends of the cables that
used. are to be spliced. The main body of the insulator is
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 115

then slipped over one cable end and the splice is made
in the usual manner. The insulator is then drawn
over the splice, the brass end castings are screwed
into place, and wipe joints are made between the ends
of the brass castings and the cable sheath. The insu
lator is then filled with splicing compound through the
gas-pipe plug holes and the plugs screwed into place,
leaving the splice protected absolutely from mechan
ical or electrical damage. The weight of the complete
device is 17 lb., and it is made to suit any size of cable.

Hamilton Electric Incline Railway

A complete electric hoist equipment has recently been
installed by the Hamilton Mountain Park Company,
Ltd., Hamilton, Ont., Canada, to operate its incline rail
way for transporting passengers, freight, automobiles,
trolley cars, teams, etc., up the "Mountain," as it is HOIST MOTORS, SOLENOID BRAKES AND FLYBALL GOVERNOR
called. This incline gives access to a large tract of
land owned by the company at the top of the mountain
and also to the fertile country beyond. The "Moun The time required for making a single trip is ninety
tain" is really the Niagara escarpment, as the high seconds, and the rest period between trips is three
bluffs behind Hamilton are prolongations of the heights minutes. Attached to each car are two ropes of 1%-in.
at Queenstown, over which the Niagara River originally diameter, one of these being used for hauling the car,
flowed before cutting back the gorge to the present falls, and the other for the purpose of safety. The average
the difference in elevation between the general level of rope speed during the run is 585 ft. per minute.
the city and the plateau back of the bluffs being 325 ft. The hoist is located in a house part way up the slope
The railway was formerly operated by a steam-hoist and the control is placed in an operator's cabin at the
equipment, but this had become inadequate to handle level of the summit. The main rope from the right-
safely and quickly the rapidly increasing traffic, and hand car is wound over the top of the right-hand hoist
had to be replaced with electric equipment which was drum. The main rope from the left-hand car is wound
furnished throughout by the Canadian General Electric underneath the left-hand hoist drum. The safety rope
Company, Ltd. from the right-hand car is led over suitable deflecting
Electric Hoist sheaves to the top of the left-hand drum, and that from
the left-hand car is wound over suitable deflecting
In this arrangement a special double fixed-drum, sheaves to the bottom of the right-hand drum. Each
double-geared electric incline hoist, built by the Lidger- of these sheaves is 7 ft. in diameter. There are four
wood Manufacturing Company, New York, operates two head sheaves and four deflecting sheaves. The
large platform cars in balance on an incline 800 ft. long former are arranged vertically so as to carry the
with a grade of 40 per cent. Each car weighs 30,000 hoist ropes and safety ropes in a direct line from
lb. and runs on tracks having a gage of 12 ft. iy2 in., the cars ; the deflecting sheaves are placed hori
the distance center to center of the tracks being 20 ft. zontally at such an angle that the rope will be led in
3 in. The average load on the cars is about 20,000 lb., a direct line either to the top or bottom of the hoist
reaching a maximum of 30,000 lb. drums, as the case may be.

VIEW FROM TOP OF HAMILTON MOUNTAIN PARK ELECTRIC INCLINE

 116 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3
The reason for reeving the safety ropes as outlined is tary demand. The regulation is, therefore, inherent in
that in case of an accident to the left-hand side of the the design of the machine, and is entirely automatic.
hoist, the safety rope on the left-hand car would take The hoist is driven through two gear reductions by a
care of it properly, being wound on the right-hand drum. General Electric 180-hp. motor which is specifically de
The same thing would apply if the other drum of the signed to stand such voltage variations as come from
hoist should become disabled; that is, the main ropes a storage battery when it is frequently charging and
and the safety ropes from each car lead to opposite discharging. A reserve 180-hp. motor and solenoid
drums. Further advantage is gained by the fact that brake are provided.
each drum is equipped with an independent double-act
ing brake, and in case either of the main ropes should Storage Battery
fail, the safety rope will hold the cars. Furthermore, The storage battery was built by the Electric Stor
the safety rope, if called upon to take the load, will be age Battery Company of Philadelphia. Its capacity is
controlled by all the automatic brake features in exactly 200 amp. for one hour on a continuous discharge, and
the same manner as when the load is being handled by the makers estimate that it will operate the hoist under
the main ropes. In actual operation the length of the the average load conditions for nearly two hours with
safety ropes is slightly more than that of the main the power supply entirely cut off. Under normal con
hoist ropes, thereby relieving the safety ropes of any ditions, with the motor-generator supplying the average
hoist stresses other than those required to keep the load, the battery does not become exhausted, but re
ropes themselves in motion. ceives back sufficient charge during the period of rest
between trips to make up for the discharge while the
Operation and Safety Appliances hoist is in operation.
The operator's cabin is fitted with an electric con
troller and two hand-brake levers. The levers will not
be used ordinarily, as the hoist is equipped with solenoid Extensible Trapdoor for Passenger Cars
brakes operating on the motor shaft. The hand brakes, The Pennsylvania Railroad Company has built at
therefore, need be used only for locking the cars at the New York Terminal, Manhattan Transfer, Rahway and
top and bottom positions or for cases of emergency. In North Philadelphia high station platforms, and has
starting a run the operator releases the drum-post under construction at the present time similar platforms
brakes by the hand levers, puts his foot on a small foot at Wilkinsburg and Johnstown, on its Pittsburgh Di
pedal located at the bottom of the master controller, and vision, this being in line with the policy of obtaining
then, by moving the handle of the controller either to the best of railroad features. The advantages of the
the right or to the left, as the case may be, will start high platform are, of course, obvious, but a difficulty has
the cars, automatic acceleration to the normal rope arisen in connection with it where the station is located
speed being provided. At a predetermined point on the on a curve, because a gap then exists between the
incline the controller will be automatically turned to
such a position that the speed will be cut down to one-
tenth of the normal and finally be turned to the off po
sition, thus setting the solenoid brakes and bringing the
cars to rest. Should the operator become disabled dur
ing a run, he will of necessity remove his foot from the
foot pedal, thereby cutting off the current and bringing
the cars to rest.
In case the cars should stop short of their landing
positions, due to the automatic overwinding mechanism,
there are available two or three points on the controller
so that the operator can bring them to their proper po
sitions. Should the cars fail to stop, due to the fault
of the controller, an overwinding device is attached
which will shut off the current and set the solenoid
brakes. Should the speed of the cars exceed the normal
by a predetermined amount, an overspeeding device is
so arranged that it will trip a weight of 570 lb., which
will set the drum-post brakes. This overspeeding de
vice, or governor, is of the flyball type, and it will be
caused to operate by an excessive speed, whether due
to the motor or a breakage of the hoist parts. The
emergency weight may also be tripped manually from
the cabin.
Power is supplied in the form of three-phase, twenty- vestibule trapdoor in raised and extended positions
five-cycle alternating current, and for changing this
into direct current there has been installed a motor- ends of cars and the platform edge. In consequence,
generator set of sufficient capacity to supply the average the company has equipped for trial a steel vestibule car
demand of the hoist, plus some surplus for charging a with an extensible trapdoor as shown in the accom
large storage battery. The direct-current end of the panying illustrations which is designed to bridge this
machine is rated at 165 amp. continuously at 550 volts, gap. The design is patented by Ellwood H. Sickels of
the latter being the floating voltage of the battery, and Narberth, Pa.
it is designed with a special drooping characteristic by In operation when the trap is down, the opening of
means of a reversed series field for the purpose of the vestibule door causes the sliding portion to extend,
throwing load fluctuations on the battery. A small per and the closing of the vestibule door retracts it. This
centage of the load fluctuations falling on the machine arrangement is ideal in view of the fact that the exten
will lower its voltage to such an extent that the battery sion of the trap is required simultaneously with the
must discharge and furnish the balance of the momen opening of the door, and, as the vestibule door is re-
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 117

quired to be closed when the train leaves the station, the The operating device consists of the bell crank lever J,
trap is necessarily returned at the same time. Further which is attached to the vestibule door, the connecting
more, the physical effort required to open the vestibule rod K and cam L, which slides on the square shaft M.
door is utilized to extend the trap. When the shaft M is tilted to place the sliding cam L
There are, however, certain times when the trap in "off" position, the opening of the vestibule door
should not extend when vestibule door is opened, as in causes the cam merely to slide on the shaft without any
the case when trap is to be raised so that the steps can effect on the extensible portion of the trap. The shaft
be used or when the brakeman opens the door while the M is tilted by means of a small knob on the end of a
train is moving. To provide for this necessary feature, vertical rod which is attached to a lever arm on the end
an ingenious, but still quite simple, arrangement is pro of the square shaft, the knob being located in a recess
vided by which the connections can be thrown out of at a convenient height in the vestibule wall. When the
gear through the operation of a small handle set flush in square shaft is thus tilted the sliding cam comes up in
the side of the vestibule at a convenient height. It is back of bracket E, on the trap, so that when the door is
opened the sliding part of the trap is extended. The
sliding cam is designed so that whether in "on" or "off"
position, the front finger of the cam is always in posi
tion to hold the extensible part of the trap, so that it
is absolutely impossible for the trap to be out with the
door closed. Also, the trap is arranged so that it can
not be raised when extended, thereby preventing the
obstruction of the handrail at the side of the car.
The trap is designed with a uniform extension to take
care of the gap at platforms built on as sharp a curve as
6 deg. On lighter curves the extension may overlap the
platform an inch or two, the station platform, of course,
being kept at the height of a small step below the floor
of the car.

I nd icator Board for Disconnecting Switches

At the Manchester Street generating station of the
Rhode Island Company, in Providence, R. I., a conve
nient indicator board is utilized to show incoming oper
ators the positions of disconnecting switches between
the various generators, rotaries,
transformer units, etc., and the
main and auxiliary buses. The
board consists of a panel about 3
ft. long and 10 in. wide, carrying
about thirty-six wooden strips indi
PLAN AND SECTION OF EXTENSIBLE TRAP DOOR cating whether a particular knife
switch is in or out of circuit. The
strips can be slid in and out with
not necessary to provide extra trainmen to attend to the ease, and whenever a disconnector
operation of the trap, because when the small hand lever is opened or closed, a notation is
is set in proper position (which is done by the brakeman made to correspond on the board.
before the train reaches the station) the opening of the In this way any operator coming
vestibule door, whether accomplished by trainman or on duty knows at a glance just what
passenger, will cause the trap to be extended. Owing switches are open or closed, and
to the fact that the top plate does not slide, it is, of does not have to rely upon another's
course, impossible for passengers to be thrown by the memory or upon loose paper mem
movement of the extension. Furthermore, it is impos oranda. The remote-controlled oil INDICATOR BOARD
sible for passengers to stand on the trap while the door switches in the station are equipped
is being opened. with the usual pilot lights, but when disconnectors of
The trap is, in outward appearance, like the ordinary the knife type are opened or closed no electrical indica
trap, and consists of a rubber-covered top plate and the tion is feasible, and the maintenance of such a bulletin
extensible portion which is built in the familiar paneled board is a decided convenience. In this station all the
pattern, and acts as a support for the top plate. The two disconnecting knife switches are equipped with locking
parts are hinged on a hinge rod so that they act together devices which prevent their being blown open by mag
when trap is raised for the use of the steps. The hinge netic reactions in case of a short-circuit or severe over
rod is hollow and accommodates the flat springs which load on any given feeder. The switches are mounted in
are adjusted at the usual bracket, to obtain the proper concrete cells provided with wired-glass covers, so that
tension to raise the trap. The extensible portion of inspection is greatly facilitated.
trap is supported by means of a bracket (marked E on
the line cut) which slides on hinge rod, and also by
means of lug F', attached to top-plate bracket F. When The Interborough Rapid Transit Company proposes
the trap is extended, owing to the fact that it is sup to install at the Fourteenth Street subway station plat
ported at one side on lug F', and at the opposite side on form for southbound express trains five additional
the usual angle-iron ledge, the extended portion cannot space-filling devices, similar to the one already in serv
deflect when passenger steps on it. The usual spring ice. The device is a movable platform edge which au
catches, marked G and H, are used respectively to hold tomatically fills the gap between the trains and the
trap down when door is closed and to hold it up against curved platform, and has been described and illustrated
vestibule door when trap is raised for use of steps. in the Electric Railway Journal.
 118 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

News of Electric Railways

CHICAGO ARBITRATION AWARD ton 127.86 per cent. Mr. Busby stated that these figures
were compiled from an analysis of Bulletin 156, -United
Summary of Award to the Surface Men Made by the Arbi States Department of Labor. He also introduced an ex
trators on July 16 hibit showing $45,713 a year as the cost of additional time
Mayor Thompson and State's Attorney Hoyne informally under the new agreement for fall-backs and dinner reliefs.
announced the arbitration award to the men on the Chicago If five minutes additional turn-in time was given, the cost
Surface Lines on July 16, granting an increase in the mini to the company would be about $65,000 a year. Concerning
mum wage from 23 to 25 cents for the first year of the con the 37,143 accidents referred to earlier in the hearings, Mr.
tract and 26 cents for the second year. The maximum wage Busby stated that these included only 8400 liability cases,
is increased from 32 cents in the sixth year to 35 cents in 600 of which went to suit. He also accounted for the fatal
the fourth year. This scale is to be increased to a 36-cent injuries to twenty-two employees mentioned in Mr. Mahon's
maximum in the second year of the contract. The award to testimony. He said that an examination of the records
men outside of the train service is not announced. The rail showed that some of these men were not on duty, others
way reiterates its intention to abide by the decision of the were injured through their own carelessness, and the re
arbitrators. Mr. Sheean, representing the company on the mainder through negligence of fellow employees. He also
board, will submit a minority report. The Chicago Elevat introduced an exhibit to show that the number of accidents
ed Railways not being bound to accept the award intends to attributable to trainmen according to years of service was
conduct another arbitration. on a constant decline.
Final arguments by both sides were made on July 9. To Mr. Busby next offered testimony regarding the finances
preserve the principle of arbitration both the railway com of the company. He said that brokerage profits of all com
panies and the men agreed to shorten the period required panies in eight years past were $3,679,000, whereas the dis
to submit evidence and the arbitrators agreed to render counts were $4,839,000, an excess of $1,160,000. The 10
their decision promptly. per cent construction totaled $7,358,000, and after deducting
Dissatisfied with the manner in which the men presented the excess, a net of $6,198,000 was left. He explained that
their case, all the witnesses having been officials or com 6 per cent of this amount went to the railways company
mitteemen of the union, the Mayor requested the railways and was applied against excessive indebtedness over pur
to furnish him with the names and addresses of all em chase price and 40 per cent to the City Railway for dis
ployees. In round figures this list included 10,000 names bursement as profits. He also stated that the average re
and addresses, and from these the Mayor invited 360 to turn to the companies on the purchase price of all roads
call at his office and discuss the need of increased wages and for the past seven years was 6.52 per cent. Mr. Busby
better working conditions. quoted from the daily reports of receipts since Feb. 1, 1915,
On July 7 Mr. Weatherwax was cross-examined regarding and showed that the income so far this year was about
the various positions he had held with the company. Mr. $460,000 behind a like period in 1913.
Weatherwax stated that he began service as a boy at day In recross-examination of Mr. Busby, the preparations
wages, and now received $10,000 a year as superintendent made for resuming service in the recent strike were out
of transportation. He was also questioned regarding the lined. Mr. Busby said that thousands of experienced men
wages of receivers at the car stations, and an effort was were ready to go to work, and that 25,000 such men had
made to show that those who were taken into the union re been offered to him within forty-eight hours after the strike
ceived more than those who were outside. In the dispatch was declared. He said that he had arranged for a suffi
ing system practically all switchboard operators were old cient number to resume operation and was ready to board
trainmen. The question of vacations to clerical help and and lodpre them. He did not care to state what he expected
not to trainmen was also raised. to pay them.
Several division superintendents' testimony was to the At a short morning session on July 8, the representatives
effect that working conditions had greatly improved and of the employees announced that they would not put any re
that five minutes was sufficient time for the conductors to buttal witnesses on the stand, but had arranged to argue
turn in. their case at once. After a short session the hearings ad
Thomas Blakely, superintendent of supply cars, explained journed until July 9, when final arguments by Counsel Miller
the duties of the motormen working for him. He said that for the companies, and Counsels LeBosky and Alschuler for
they rarely assisted in loading or unloading a car; they the employees were presented. Immediately following these
ran slowly, and were not required to stop as often as pas the arbiters began to review the evidence.
senger cars, therefore could hold their place on a line with
out speeding. These motormen also had regular hours and SEATTLE-RENTON PURCHASE BY CITY ABANDONED
were not required to wear uniforms. They were not on the The City Council of Seattle, Wash., has decided to
street during rush hours, and were seldom asked to run abandon plans to take over the Seattle, Renton & Southern
their cars into the downtown district. Railway by condemnation proceedings within city limits,
Edward W. Anger, general carhouse foreman, explained and to repeal an ordinance passed in October, 1911, pro
the duties of the various grades of repairmen. He stated viding for the prosecution of the condemnation suit. The
that no particular skill was required in making running re condemnation case is now in the United States Supreme
pairs. All heavy repairs were made at the shops. Most Court, and Assistant Corporation Counsel Ralph S. Pierce
of the carhouse repairmen were ordinary laborers without will move its dismissal. Both the Superior Court and State
previous training. Temporary promotion created bad feel Supreme Court held that the city of Seattle had the right
ing when the men were returned to their former positions. to condemn the railway, but an appeal was taken by Scott
He said that to give up the right to use judgment in the Calhoun and Joseph Parkin, receivers of the company. It
promotion of men would interfere with good results. Pro is proposed now to turn attention to t,he improvement of
motion based on efficiency did not open the door to favor Rainier Avenue in order to dispose of all other litigation
itism. Regarding the three grades of pay that carhouse prior to the calling to trial in the United States District
repairmen receive, Mr. Anger stated that the men ac Court of the suit of the Seattle, Renton & Southern Railway
quired skill with experience, and should be paid for it. and its receivers against the city, seeking an order from
President Busby again took the stand on the evening: of the court to restrain the city from changing or in any way
July 7, to introduce and explain a number of exhibits. interfering with the present grades of Rainier Avenue. In
These included tabulations of passenger-car miles and an opinion handed down some time ago the Federal Court
hours, etc. Another exhibit showed the relative cost of ruled that the Seattle, Renton & Southern Railway had a
living in Chicago as compared with other cities. In this legal right to its franchise, which the Council holds has been
Chicago was taken as a basis, with 100 per cent, St. revoked. Councilman Dale, who has been active in carry
Louis was given 100.13 per cent, Detroit 100.20 per cent, ing on negotiations for the acquisition of the line by the
Cleveland 105.59 per cent. New York 117.32 per cent, Pitts city, said recently: "I believe that since the voters have
burgh 117.92 per cent, Philadelphia 119.46 per cent, Bos authorized a bond issue to purchase, parallel or condemn
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 119

a railway in Rainier Valley, the Council should keep faith bound from Kansas City to the north Missouri line, and
with the voters and carry out the intent of the proposition some work was done on that right-of-way by the Interstate
authorizing the issuance of bonds." company. One of the earlier suits involving the right-of-
The Council recently defeated a bill to purchase the rail way was brought by the Interstate company four years ago
way on the terms offered by the receivers. against the Missouri River & Camden Railway. This suit
was dismissed without coming to trial. After the Kansas
CLEVELAND TERMINAL AND SUBURBAN FRAN City, Clay County & St. Joseph Railway had begun operat
ing, suit for $200,000 damages was brought against it by
CHISES GRANTED the Kansas City-St. Joseph Electric Railway on the charge
The City Council at Cleveland, Ohio, took favorable action that the defendant had taken possession and was using
on the evening of July 12 on the franchises asked by the land on which it had active options. This suit involved the
Cleveland, Akron & Canton Terminal Railroad and the right-of-way southward from St. Joseph about half-way to
Cleveland & Youngstown Railroad. Kansas City. Later the Interstate company brought suit
Under the franchise of the Cleveland, Akron & Canton for $2,000,000, making the same charge, this suit involving
Terminal Railroad the company is empowered to build an the right-of-way northward from Kansas City about half
electrically operated, four-track subway under East Fifty- way to St. Joseph. The Interstate case came to trial first.
fifth Street from the lake to the southern city limits. The After the trial had begun, the suit of the Kansas City-St.
company is headed by Ohio C. Barber, Barberton, Ohio, well Joseph Electric Railway was dismissed, and evidence was
known throughout the country as the match king. The vote introduced in the Interstate case to show that the Kansas
was twenty to five. As has been stated before, the fran City-St. Joseph line had sold its rights to the Interstate
chise covers a period of seventy-five years. The minority company. This situation put the Interstate company in
members demanded a statement as to what interests were the position of having a presumptive series of options on
back of this proposition and demanded a bond guaranteeing the entire right-of-way of the Kansas City, Clay County &
that work would be begun on it within two years. Mr. St. Joseph Railway between Kansas City and St. Joseph.
Barber insisted, however, that his plans were all for the Ernest D. Martin, one of the plaintiffs and a promoter of
benefit of the city and if the people did not want the the Interstate company, testified that he had renewed many
improvement he would abandon it before he would be tied of the original options with the consent of the property
down with conditions and requirements which he consid owners, while many of the property owners testified that
ered useless. Mayor Newton D. Baker supported Mr. they had never given their consent to such renewal.
Barber. The verdict for the flat sum of $1,500,000 was signed by
Under the franchise of the Cleveland & Youngstown Rail nine jurors. Two jurors favored a smaller sum, and one
road, passed by a vote of nineteen to six, the company is held out for a verdict for the defendant.
empowered to establish a freight terminal near Broadway, Receivers have been appointed for the Kansas City, Clay
S. E., about forty streets being vacated for the purpose. County & St. Joseph Railway, as referred to elsewhere in
An amendment requiring that the terminal be operated by this issue.
electricity was defeated, as were twelve other amendments
proposed by the opponents of the measure. Councilman EMPLOYEES RAP ARBITRATION
Bernstein insisted that action on the franchise be delayed
until an agreement had been secured from the other rail Men Say Pleas of Company Impoverishment and Law of
roads that they would build a new union station on the lake Supply and Demand Make Arbitration a Farce
front. He also alleged that the New York Central Rail
road was behind the company, although the attorneys for At a meeting on July 7 of the joint conference board
the New York Central had stated at the committee meet representing the sixteen divisions and 4200 employees of
ings that this was not so. The company was organized to the Bay State Street Railway, Boston, Mass., it was decided
build a rapid transit road for the entrance of both steam and that in future no arbitration proceedings would be agreed
electric railways to a point near the retail business district to by the men unless it was stipulated in advance that the
and to furnish service to a district on the hills southeast factors of the company's financial condition and the "law of
of Cleveland which is rapidly developing as a high-class supply and demand" would be eliminated from all consider
residence section. ation in the proceedings. The following is the text of the
resolution adopted:
KANSAS CITY-CLAY COUNTY $1,500,000 VERDICT TO "In the future no arbitration shall be held unless it is
a fair arbitration. The Bay State Street Railway enjoys
BE APPEALED its franchise and the right to make money from the public,
By gradual elimination the suits against the Kansas and except for the public it would not exist. The com
City, Clay County & St. Joseph Railway, operating between pany is constantly reminding us of what we ourselves well
Kansas City and St. Joseph, Mo., and between Kansas City know about the interest of the public in the operation of
and Excelsior Springs, Mo., have been narrowed to one, its cars. We realize that a failure to arbitrate and a strike
that brought by the Interstate Railway for $2,000,000, in might result in great inconvenience to hundreds of thou
which a verdict for the plaintiff for $1,500,000 was awarded sands of people, and a strike is not lightly undertaken.
in the Jackson County Circuit Court on July 1, as noted in There never has been a strike on this system.
the Electric Railway Journal of July 10, page 78. Mo "The public should be reminded, however, that the com
tion for a new trial in this case will be heard on Aug. 2. pany takes advantage of our recognition of the public in
If the motion is denied, an appeal will be taken. terest by using against us in arbitration the law of supply
In the district north of Kansas City many different sets and demand, and its financial condition. By agreeing to
of options for the construction of interurban railways were arbitrate we lose the only weapon we have to meet both
secured at different times during the last twelve years. these arguments, and unless they are both eliminated in the
Most of the options were allowed to die, or were auto future we think arbitration, so far as we are concerned, will
matically extinguished by the failure of the companies to be a farce.
do the work required by law to the extent of 10 per cent "After many years of hard work and the presentation of
of the capital stock in two years and completion of the road our claims concerning both these factors, many boards of
in ten years. It is alleged that only the Kansas City, Clay arbitration have recognized the force of the argument that
County & St. Joseph Railway had ever paid for rights-of- the law of supply and demand could only be invoked against
way, so that the present operating interurban is said by us if we were given a fair chance to try it out, and as
its owners to have the only effective rights to any options Chairman Storrow of the Boston Elevated Railway board
on its right-of-way. of arbitration said, the only way in which it could be really
Among projected interurbans in the district was the tested would be to have a strike and see whether or not the
Kansas City-St. Joseph Electric Railway. This company company could at once secure the necessary number of
secured options between St. Joseph and Kansas City, Mo., competent men to prepare and operate its cars.
and did a small amount of work on the right-of-way above "If a street railway or other public service corporation
Dearborn. The line was to extend southward from St. was in the hands of a receiver because of its inability to
Joseph to Kansas City. Another projected line was north pay interest on its bonds and people still wanted to ride,
 120 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

no one would say that the wages of the men should be in substantial proportion of the men out of one class and put
adequate because of the financial condition of the com ting them into a higher class than that determined for them
pany. We again call the attention of the public to the by the board of arbitration.
award of Chairman Storrow of the Elevated board of arbi "Our conclusion is that this whole question of classifica
tration concerning finances, in which he agreed that the tion was raised in the arbitration proceedings and definitely
contention of the men should prevail and that the financial determined in the award resulting from these proceedings,
condition of the company should not be taken into account and that the question cannot properly or fairly be reopened
in fixing wages. The expense of a thorough financial in before the expiration of the period for which the original
vestigation and the disadvantage at which we are placed in award was made effective, namely, not prior to May 1,
making such an inquiry are altogether too great to war 1916."
rant us in again including it as a subject matter of con Mr. Vahey, who concurred with the decision of his col
sideration by a future board of arbitration." leagues, issued a statement setting forth his exact position
in the controversy and lauded Mr. Storrow, asserting that
the chairman was in no way to blame for the conditions
ALBANY DIFFERENCES STILL UNSETTLED which exist.
On July 15 the question of jurisdiction between the unions
on the lines of the Hudson Valley Railway and the United PROGRESS WITH TOLEDO TENTATIVE FRANCHISE
Traction Company, Albany, N. Y., remained unsettled. C. At a meeting of the franchise committee of the City
F. Hewitt, general manager United Traction Company, still Council of Toledo, Ohio, on July 9, Henry L. Doherty,
insists that the conferences be open and that the newspaper chairman of the board of directors of the Toledo Railways
men be permitted to attend them. He says that W. D. & Light Company, expressed the belief that a clause should
Mahon, president of the Amalgamated Association, who ar
rived in Albany on July 14, assured him at a conference in be inserted in the tentative draft of the franchise now in
Detroit in May, at which Warren S. Stone, representing the preparation that will allow the company to name its own
steam brotherhood, was present, that the dispute between rate of fare pending the fixing of a permanent rate at the
the Amalgamated and the Brotherhood as to who would op end of the proposed try-out period, if the earnings should
erate the lines would be held in abeyance until the Septem fall below 4 per cent. Councilman Dotson suggested that
ber convention of the Amalgamated association. if a rate is not agreed upon within ninety days from the
The men issued a statement in which they said their com close of the period the matter should be submitted to a
mittees were explaining the situation to Mr. Mahon. They board of arbitrators or the courts. Mr. Doherty said that
said that there are involved the working agreements of if the city insisted upon control of the operating rate, it
four divisions on the properties of the Hudson Valley Rail should be responsible for any possible losses as the result
way and the United Traction Company and grievances and of the establishment of a rate too low. The present draft
complaints affecting the New York State Railways. Presi provides that when the return on the investment falls to 4
dent Horace E. Andrews of the New York State Railways is per cent there is to be a readjustment of fares under the
said to have expressed his willingness to take up at once the terms of the agreement.
complaints affecting that company. The probable rerouting of cars and abandonment of any
lines found to be unprofitable were also discussed at this
conference. In regard to appraising the property, Mr.
REFUSAL TO REOPEN BOSTON ARBITRATION Doherty said that if three impartial men were selected an
agreement could be reached with them without submitting
Classification Under Boston Elevated Award Must Stand the matter to a board of arbitration. The property should
be valued as it now stands, with any betterments which are
Until May 1, 1916 made added to this.
James J. Storrow and his associates on the board of Mr. Doherty submitted an amendment to the clause re
arbitration that settled the wage dispute between the Bos lating to the municipal bond ordinance initiated and passed
ton Elevated Railway and its union employees in 1913, have last August. Mr. Dotson insisted that nothing be placed in
refused, in a decision handed down on July 8, to reopen the draft to indicate that it supersedes the municipal ordi
questions in the original award over which a misunderstand nance. He also argued that all franchise values should be
ing has come between the road and its men. The board was excluded from consideration in making an appraisal of the
appealed to last December to interpret its rulings on classi property.
fications in the "L" shops. A difference of opinion had Mr. Doherty objected to the transfer provisions of the
arisen as to whether or not men in a lower-paid class are draft, especially the portion relating to transfers on trans
entitled to the same rate of pay of a higher-paid class if fers. He said that he believed the people of Toledo wanted
they are doing the same character of work as men in the good service and good cars rather than low fare. The idea,
higher-paid class. In its conclusion the board, consisting of then, would be to simplify the system so far as possible.
James J. Storrow, James L. Richards, representing the Frank R. Coates, president of the Toledo Railways &
company, and James H. Vahey, representing the men, said: Light Company, and Rathbun Fuller, attorney for the com
"Whether the company intends to hold a deserving man pany, were present at the conference, but there were few
back or not, this system, in our judgment, has this effect. people in the lobby.
We think that no large corporation can be gifted with the At a conference on the afternoon of July 14 between
stock of wisdom needed to administer with justice such a Henry M. Doherty and Messrs. Redd and Dotson of the
highly complex system. There should be a reasonable num special franchise committee of the Council, Mr. Doherty an
ber of gradations, but we find in general that the present nounced that if the committee insisted upon the company
number is excessive. We have therefore sought in fixing purchasing 20 per cent of the municipal railway bonds, in
the new scale of wages substantially to reduce these classi case the city should at any time conclude to purchase the
fications, as appears in the schedules which have been an property, there would be no need of negotiating further.
nexed. Only a cash transaction can be considered. He also in
" 'For example, we have reduced the classification of black formed the members that the company was entitled to a full
smiths from twelve to six. But this has an important attendance of the members of the committee when the pro
effect upon wages. The only way these excessive classifi posed franchise is discussed.
cations can be reduced is to give some men more increase The provision of the franchise relating to the bonds is
than others so as to level up the differences. If we gave that they shall be taken at par and accrued interest. It is
every blacksmith 6 per cent increase in pay, there would said by some that a better price should be secured for the
still be the same twelve classes of blacksmiths.' bonds.
"If the union is now free to raise this question again by a A tentative agreement was reached to the effect that the
further examination of the character of the work being section of the draft which provided that "the city of Toledo
performed by the men under the present classification, it by adopting this ordinance shall not waive any of its rights
can only be for the purpose, at least in effect, of further which it may have by virtue of the ordinance adopted on
reducing the number of these classes, or at least accom Aug. 4, 1914," be eliminated. This is the municipal owner
plishing a substantial portion of this result by taking a ship bond ordinance.
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 121
DIRECTORS APPROVE DETROIT SALE sides, with the understanding that the wage question should
At a meeting of the directors of the Detroit United Rail be decided by arbitration.
way, Wednesday, July 14, the proposed purchase agreement The men in the service of the Rhode Island Company now
covering the company's property within the one-fare zone receive 28 ^ cents an hour after three years' service. They
was approved. This agreement provides that the city, if asked for 35 cents an hour as a maximum scale. The wage
authorized by a 60 per cent vote of the electorate, shall as for the first six months is 23 cents an hour. The men asked
sume operation of the city lines, the price to be fixed by the 30 cents for the first six months. They also desired to elim
Circuit Court of Wayne County. The directors decided to inate the present system of graded rates. They main
submit the new proposition to the stockholders, and an ad tained that a man is efficient after the first year's service
journed meeting of the latter has been called for Aug. 2. and that he should receive the maximum wage at the end of
On July 14 J. C. Hutchins, president of the Detroit United the first year.
Railway, sent a letter to the stockholders reviewing the Curtailed service was established by the company on all
purchase proposals. This he concluded as follows: the main city lines on July 15, but it was announced that the
"After several weeks of negotiation, the following plan service would be suspended after 7 o'clock. A few minor
was approved, viz.: disturbances were reported on the first day. More than
"The city personally to assume the payment of outstand 2400 men are said to be affected by the strike order, which
ing mortgages up to the claimed limit of its power under also extends to the employees of the power houses.
the constitution and laws of the State of Michigan, viz.: 2
per cent of the assessed value of the taxable property with Completion of Electrification Celebrated.—The first elec
in the city, which would amount to approximately $11,000,- tric train over the London & Port Stanley Railway, Lon
000, and the balance, up to the limit of the price that would don, Ont., which has just been electrified, started from St.
be fixed by the Circuit Court, by the creation of a sinking Thomas at 6.30 p. m. on June 30 to Port Stanley, carrying
fund out of the earnings of the property to be taken over by a number of guests from London and St. Thomas, invited
the city, and so arranged that with the amount personally by Sir Adam Beck to celebrate the opening of the road.
assumed by the city, the mortgage indebtedness referred to, Northern White Cedar Association Outing.—On June 25
up to the limit of the price fixed by the court, shall be paid the Northern White Cedar Association began its annual
in 1932, when the company's consolidated mortgage indebt mid-summer outing, the members departing in a special
edness matures, and any excess in price above the amount of car via the Northern Pacific Railway from Minneapolis,
outstanding mortgage indebtedness is to be secured in the Minn., for Beaudette, Minn. From Beaudette the party was
same way and be payable at the same time. conveyed by a fleet of six launches to a camp on Sabaskong
"The proposed contract, modified as to the method of fix Bay, Lake of the Woods, approximately 60 miles north.
ing the price to be paid for the property and the method of The party remained there for four days, making a number
securing the payment of this price, you will recognize is ma of exploration and inspection trips to points of interest.
terially different from the proposal originally made and No Decision in Old Dominion Case.—The judgment in fa
upon which many of the stockholders sent their proxies, and vor of the Westinghouse Electric & Manufacturing Company
while these proxies by their terms are unlimited and would against the Washington & Old Dominion Railway obtained
authorize their use in voting upon the final proposition now in the Circuit Court of Loudon County, Va., was not set
to be acted upon, the holders are unwilling to use such prox aside by the Supreme Court of Virginia as stated in the issue
ies until all the stockholders, and especially those who gave of the Electric Railway Journal of June 19. The action
such proxies, are advised as to the contract that is to be taken was simply the routine procedure of issuing a writ of
finally acted upon. error to review the decision of the lower court. The case
"The proposed modified contract has been fully considered was appealed by the railway company and will be heard by
in all its aspects by our board of directors in connection the Supreme Court of Appeals next fall.
with existing conditions, and it has approved of such con
tract and unhesitatingly recommends to the stockholders New York Compensation Law Constitutional.—On July
the approval of the same. 13 the Court of Appeals of New York upheld the constitu
"An adjourned meeting of the stockholders will be held tionality of the workmen's compensation law on three ques
at the company's office in Detroit on Aug. 2, at 3.30 p. m. tions raised in suits brought to make the test. Judge
for the purpose of considering such modified contract, and Nathan Miller wrote the opinion in the cases of Marie
unless in the meantime advised to the contrary by the stock Jensen against the Southern Pacific Company, a Kentucky
holders who gave the proxies referred to, the holders will corporation, and of William Alfred Walker against the
feel, after this notice, warranted in voting the stock covered Clyde Steamship Company. In the Jensen case, which was
by such proxies in approving such modified contract and for causing death, it was asserted by the company that the
authorizing the board of directors and officers of the com statute was not intended to apply to employment in inter
pany to take such further steps in the direction of having state or foreign commerce. The awards were affirmed.
the same carried into effect as may be necessary or proper. Fifty-Mile Canadian Line to Be Electrified.—Martin N.
"The contract cannot become binding on the city until ap Todd, general manager of the Lake Erie & Northern Rail
proved by 60 per cent of the voters of the city voting upon way, Brantford, Ont., and president of the Gait, Preston
the proposition at an election to be called for that purpose." & Hespeler Railway, has confirmed the report that the Lake
Erie & Northern Railway is to be electrified for the whole
STRIKE DECLARED IN RHODE ISLAND fifty-two miles from Gait to Port Dover. Mr. Todd ex
pects cars to be running on the Galt-Brantford line by
A strike of the union employees at the Rhode Island Com October, and to Port Dover by November. It is likely that
pany, Providence, R. L, was declared at midnight on July 14. Hydroelectric power will be used with substations at Gait,
Questions at issue between the company and its men had Brantford and Simcoe. It is stated that the two lines will
been the subject of negotiations for some time past, and all shortly be amalgamated, with through electric railway serv
of the requests of the men had either been waived, settled ice ultimately from Berlin to Port Dover.
or agreed upon except the question of wages. This the com Bids for Rails, Ties, Ballast, and Track Accessories
mittee representing the union had agreed to submit to arbi Wanted.—Bids for about 35,000 tons of open-hearth rails
tration. The break came over the arbitrary stand taken by were opened on July 16 by the Public Service Commission
the representatives of the men with respect to the method of for the First District of New York, and between that date
choosing arbitrators to consider this question. and Aug. 4 bids will be received for about 3000 tons of
Some time ago the company suggested to the men that rolled manganese rails, more than 1,000,000 tie plates,
the old schedule of wages be restored. The committee rep about 356,000 cu. yd. of broken stone ballast, and about
resenting the union suggested that the old agreement, which 30,000,000 ft. of ties and timber. This material will be
expired on June 1, 1915, be continued for a period of two sufficient to equip about 230 miles of single track. The city-
years with an additional clause providing that the company owned lines in the dual system cover about 260 miles of sin
should discharge from its service or suspend employees who gle track, but the track materials for about 30 miles in the
were members of the association until all sums due to the Fourth Avenue subway in Brooklyn and the Centre Street
association had been paid. This was agreed to by both loop subway in Manhattan have been purchased.
 122 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3
Action on Norfolk Franchise.—The joint committee of
ten and the representatives of the Virginia Railway & Financial and Corporate
Power Company have agreed upon the three franchises
which will be submitted to the City Council of Norfolk, ANNUAL REPORT
Va., for approval and passage. Three ordinances will be
framed and submitted to the Council, perhaps during Tennessee Railway, Power & Light Company
August. The provisions of the grants include six tickets
for a quarter, to be sold in thirty places and on the cars The combined statement of operations of the Tennessee
after three years; universal transfers; school tickets with Railway, Power & Light Company, Memphis, Tenn., for the
an age limit of twenty-one years; taxes at the rate of calendar year 1914 (all power sales to distributing and rail
per cent on the gross earnings for three years and 2 per way companies controlled and other inter-company transac
cent thereafter; the substitution of six tickets for a quarter tions being eliminated), is as follows:
for labor tickets on the Bay Shore Line, and service from 6
a. m. to midnight, with owl service when the business jus Gross earnings $3,762,387
Operating expenses and rentals 1,959,183
tifies.
Net earnings $1,803,204
New Haven Recovery Suit Dismissed.—A suit of minority Taxes 311,806
stockholders to recover $102,000,000 from former and pres Net earnings after taxes $1,491,398
ent directors of the New York, New Haven & Hartford Rail Interest, etc 1,094,420
road, who were charged with responsibility for alleged im Net income $396,978
proper expenditures of funds, was dismissed by the Supreme Dividends paid on stocks of constituent companies not
Court of Massachusetts on July 8. William G. Rockefeller, owned 109,048
Lewis Cass Ledyard, James S. Elton and Charles S. Mellen Balance '$287,929
were among the defendants. The decision, which was •Of this balance $1,628 accrues to stock of constituent com
written by Chief Justice Pugg, said in part: "It is an im panies not owned.
plied condition of becoming a stockholder in a corporation The constituent companies had accumulated earnings from
that its general policy shall be determined by the holders May 1, 1912, to Jan. 1, 1914, of $210,610, which, added to the
of a majority of the stock and that disagreements as to its above balance for 1914, showed a total of $498,539 from
dominating policy and as to details of its management which dividends on the preferred stock of the Tennessee
shall be settled by its stockholders, and recourse cannot Railway, Light & Power Company were paid on March 1 and
be had to the courts to adjust differences of this sort. It June 1, 1914, amounting to $306,336, leaving a balance of
is only from actual necessity, in order to prevent a failure $192,203. The two principal causes for the unsatisfactory
of justice, that a suit in equity for the benefit of the cor showing for the year 1914 were first, the depression in busi
poration can be maintained by a stockholder." ness which particularly affected industrial centers like Nash
Summer School of Scientific Management.—The Penn ville and Chattanooga and resulted in economy in the use of
sylvania State College will conduct a summer school of electric light and power and street railway service. The
scientific management during the two weeks beginning European war increased this depression and its bad effect on
Aug. 9. This summer session is planned for the accom financial and industrial conditions prevented the closing of
modation of works managers, superintendents, heads of several large power contracts. Second, the worst drought
cost, stores, purchasing, planning, and production depart experienced in Tennessee since 1904 (the previous low record
ments, and members of such departments. The time is year), reduced the amount of hydro-electric power available
restricted to two weeks to meet the needs of employees for sale and forced the company to operate its steam plants
whose vacation period is limited to that time. The morn to a much larger extent than ordinarily necessary, thereby
ings of the session will be devoted to lectures and discus greatly increasing operating expenses. This drought was
sions on industrial organization and scientific management broken in December. The prospects for 1915 indicate an
under the leadership of Prof. Hugo Diemer, head of the improvement in every way. The large construction work has
department of industrial engineering at the Pennsylvania been completed, and very little will be required for capital
State College. The afternoons will be devoted to applied expenditures during the year.
methods of scientific management under the direction of The 1914 operating figures for the controlled Nashville
W. H. Tabor. The shops of the Pennsylvania State College Railway & Light Company and the Chattanooga Railway &
have been especially provided with means for teaching and Light Company are shown below:
demonstrating applied methods of scientific management. Nashville Chattanooga
The fee for the course is $15. Railway & Railway &
Light Co. Light Co.
Perpetual Franchise Issue Before New York Constitu Gross earnings $2,240,307 $1,085,096
Operating expenses 1,159,523 616,966
tional Convention.—Two votes have already been taken by
the New York Constitutional Convention committee on leg Net earnings $1,080,784 $468,130
islative powers, of which William Barnes is chairman, on a Taxes 194,209 82,757
proposal to erect a constitutional prohibition against perpet Net earnings after taxes $886,575 $385,373
ual franchises. Both times the proposal has been defeated. Interest 499,670 339,408
The votes were taken in connection with a proposal present- Surplus $386,905 $45,965
ecLby Seth Low, New York, at the request of the Citizens'
Union. Mr. Barnes has appointed a sub-committee to draft Passengers carried 43,673.934 16,384.356
Kilowatt-hours sold 25,214,365 12,567,439
an amendment to meet the sentiment in his own committee.
The proposal of Mr. Low would prohibit municipal authori
ties from granting franchises in perpetuity. It would pro NO PRESENT DIVIDEND FOR THIRD AVENUE
vide for indeterminate franchises, but would permit munic The stockholders of the Third Avenue Railway, New York,
ipal authorities to resume control of the franchise on terms are not to have a dividend on their shares before Septem
to be defined in the original grant. On July 14 William M. ber at the earliest unless the directors of the company go
Ivins urged that in the recapture of franchises by munici over the heads of their special committee. The company's
palities provision should be made for paying the retiring earnings for the year ended June 30 were made public on
corporation a fair return on the money expended in opera
tion and sufficient compensation to make up for the loss of July 14, and at the same time it was announced that the
the franchise. special committee had decided to drop its inquiry into the
question of whether a dividend was advisable, leaving it for
a full board to take up at their meeting in the autumn,
PROGRAM OF ASSOCIATION MEETING when the pamphlet report will be ready.
For the fiscal year just ended the company's gross oper
Colorado Electric Light, Power & Railway Association ating revenues were $10,885,768, an increase of $27,552.
The thirteenth annual meeting of the Colorado Electric The operating expenses decreased $27,590, and taxes in
Light, Power & Railway Association will be held at Glen- creased $3,922. There was an increase of $5,912 in non-
wood Springs, Col., on Sept. 23, 24 and 25. operating income and interest charges, and the sinking
 JULY 17, 1915] ELECTRIC RAILWAY JOURNAL 123

fund, etc., took $13,083 less, so that the net income amounted account this money actually paid to the trustee, thus wiping
to $696,521, an increase of $70,215. out the deficit which your board has said exists."
During the year the company spent for improvements a The company goes on to say that it suffered a property
total of $1,009,931 not included in the income account. This loss in excess of $1,200,000 in the fire and earthquake, that
was met by the net income for the year of $696,521, by a it reduced its capital stock by this amount and its property
decrease of $62,416 in the balance of current cash, by $172,- account by $1,600,000, and charged the surplus with $1,200,-
738 borrowed from the depreciation account, by $26,083 from 000. The surplus was then credited with the net amount
the sale of obsolete property and by some other small ad in excess of $400,000, and the result was that the capital
justments. stock and surplus were reduced $1,600,000 and the property
The usual 2% per cent semi-annual interest on the ad account was reduced in like amount, which transactions the
justment income bonds was voted at the meeting of the company believes correct from a legal and accounting point
directors on July 14. It is payable on Oct. 1. of view.
In a statement given out by President Whitridge, it was The company states that it will need its revenue from
announced that the directors had decided to establish a sys all sources for the payment of its operating expenses, taxes,
tem of pensions in connection with the employees' associa sinking funds and interest, and that it will not be able to
tion. set aside $300,000 annually for three years, as ordered by
the commission, as a special fund in bank to be used for
REFEREE HOLDS COMPANY LIABLE extensions and additions. The company also declares that
because of causes beyond its control which affect its
United Railways of St. Louis Liable for Claims Against revenues, it will not have the ability to set aside $45,833 a
Predecessor Company to Extent of $10,139,681 for month within fifteen days after the first of each month
following July 15.
Unpaid Subscriptions on Latter's Stock
A report filed in Judge Taylor's division of the Circuit MAINE COMMISSION REPORT
Court by Referee Charles W. Bates upon the creditors' bill The sixth annual report of the Board of Railroad
of J. Brooks Johnson against the United Railways of St. Commissioners of Maine contains returns from the four
Louis and other stockholders in the St. Louis Transit Com teen electric railways in that State. The total mileage of
pany, holds that the defendants are liable for judgments street railways in operation on June 30, 1914, was 494.27
held against the transit company by the plaintiff, also for miles, an increase for the year of 9.18 miles. The gross
interest at the rate of 6 per cent since the judgments were assets of the several companies on that date were $33,661,-
rendered and court costs. 037, while the gross liabilities and the capital stock totaled
The defendants are declared to be liable individually to $32,869,742. The total amount of dividends declared dur
the extent of the difference between what they paid for ing the year was $341,599, an increase of $113,122. The
stock of the St. Louis Transit Company and its par value, average dividend rate was 2.71 per cent. The combined
in satisfying the judgments, which were purchased by John reports of earnings for the year showed the following fig
son from persons who had won personal injury suits against ures: Gross income, $3,744,069; operating expenses,
the St. Louis Transit Company. These judgments originally $1,956,124; taxes, interest and other charges, $1,226,426; net
aggregated $27,044, in addition to which the plaintiff seeks income, $561,519; reserves and special charges, $123,815;
interest and court costs. dividends paid, $341,599, and surplus, $96,105. During
In setting forth the extent to which individual stockhold the year eight persons were killed and eighty-four were
ers in the St. Louis Transit Company are liable, Referee injured.
Bates holds that only $41 was paid to the St. Louis Transit
Company for each share of its stock, par value $100, thus NEBRASKA STATE RAILWAY COMMISSION
leaving $59 per share unpaid. There is said to remain The seventh annual report of the Nebraska State Rail
unpaid on the 171,859 shares of stock of the St. Louis way Commission for the year ended Nov. 30, 1914, con
Transit Company held by the United Railways of St. Louis, tains the usual general review of the commission's activi
$10,139,681. In case the referee's report is approved by ties during the year and the details of complaints, orders,
the lower court and upheld by the higher courts, the United decisions and reports made to and issued by the commis
Railways of St. Louis and other defendants would be obli sion. The gross earnings from operation for all companies
gated to pay only such claims as were found to be owing during the year amounted to $3,764,667, and the total oper
by the St. Louis Transit Company prior to its absorption ating expenses to $1,882,751, while the net income from
by the United Railways. Attorneys for the United Rail operation was $1,907,589. Interest paid totaled $695,123;
ways have already filed a bill of exceptions. taxes, $293,865; dividends, $539,366; depreciation reserves,
$294,605, and additions and betterments, $568,464. At the
COMPANY CLAIMS SURPLUS end of the year the surplus was $91,158. The total number
of fare passengers was 68,234,000 and the total number of
United Railroads of San Francisco in Application for Re revenue car-miles run was 13,016,501.
hearing Denies Allegations of Commission and Asserts
Inability to Set Aside Improvement Funds Barcelona Traction, Light & Power Company, Barcelona,
Spain.—The holders of the first mortgage fifty-year 5 per
The United Railroads of San Francisco has filed an appli cent bonds of the Barcelona Traction, Light & Power Com
cation with the California Railroad Commission for a re pany at a recent meeting in June approved the proposed
hearing of the case in which the commission ordered the readjustment plan described in the Electric Railway
company to set aside $550,000 a year from income for im JOURNAL of Feb. 27 and May 1. A preliminary consent by
proving its system and in which it also directed the company the London holders was noted in the issue of May 29. H. F.
to make certain changes in its system of accounting. This Parshall, formerly chairman Central London Underground
decision was abstracted in the Electric Railway Journal Railway, will have charge of operation, and E. R. Peacock,
of May 22. formerly vice-president Dominion Securities Corporation,
The company questions the jurisdiction of the commis Ltd., of financial arrangements.
sion, especially in the announcement that instead of a sur Birmingham, Ensley & Bessemer Railroad, Birmingham,
plus the company has a deficit in its profit and loss account. Ala.—The Cunningham independent bondholders committee
It says: of Boston in a recent circular stated that under an agree
"We do not understand that your board has authority to ment dated June 14 between it and the New York committee
marshal liabilities, determine legal or equitable priorities of bondholders (C. H. Zender, chairman), the bonds de
or appropriate assets, or to redraft or reframe the com posited with the American Trust Company, Boston, have
pany's books of account so as to show a deficit when we been redeposited with the Empire Trust Company, New
earnestly and honestly believe, and have been so advised by York, depositary for the New York committee. This makes
counsel and accountants, that this company was within the a total of about $2,500,000 of bonds deposited with the
law when it reduced its capital stock, compromised doubtful latter committee, which assumes the expenses incurred by
claims, reduced its liabilities in the amount of money ac the Cunningham committee in its investigation into the
tually paid into the sinking fund and set up in a surplus company's affairs. This action will not curtail the Cun
 124 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 3

ningham committee's desire for an accounting in case of a West Virginia Traction & Electric Company, Wheeling,
deficiency judgment in the foreclosure proceedings. W. Va.—On June 1 the West Virginia Traction & Electric
Buffalo & Lake Erie Traction Company, Buffalo, N. Y.— Company issued and sold $1,500,000 of two-year 6 per cent
On July 7 Justice Brown of the State Supreme Court ap gold notes, as stated in the Electric Railway Journal
pointed George Bullock receiver of the Buffalo & Lake Erie of June 9. Of these notes $1,250,000 has been used to pur
Traction Company in the foreclosure suit instituted by the chase $1,250,000 of 5 per cent three-year convertible gold
New York Trust Company, mortgage trustee. C. K. Beek- notes due on July 1. On this latter date the mortgage and
man, counsel for the bondholders' committee, stated that the deed of trust dated July 1, 1912, covering the first refunding
appointment was necessary in order to finance certain bet and extension mortgage thirty-year gold bonds, dated July
terments through the sale of receiver's certificates. 1, 1912, and due on July 1, 1942, was cancelled and in its
Columbus, Delaware & Marion Railway, Cincinnati, Ohio. place there was created a mortgage and deed of trust dated
—Judge Kinkead on July 3 refused to authorize the Colum July 1, 1915, under which there is a total authorized issue
bus, Delaware & Marion Railway to issue $150,000 of re of $25,000,000 par value of first refunding and improve
ceiver's certificates to meet obligations falling due on Aug. ment mortgage thirty-year gold bonds dated July 1, 1915,
1. He authorized the receiver, however, to execute notes for and due on July 1, 1945. There has been issued and de
one year or less to pay expenses amounting to $55,000. posited as collateral for the $1,500,000 of two-year 6 per
The court instructed the receiver to pay interest on all cent gold notes before mentioned $1,875,000 of these first
bonds in order to enable the consolidated bondholders to refunding and improvement mortgage thirty-year gold
take such steps within a reasonable time as they may wish bonds.
to reorganize and lift the receivership. York (Pa.) Railways.—The directors of the York Rail
ways have declared a dividend of 2% per cent on the $1,600,-
Kansas City, Clay County & St. Joseph Railway, Kansas 000 of 5 per cent cumulative preferred stock for the half
City, Mo.—Judge Bird in the Jackson County Court on July year ended Nov. 30, 1914, payable in cash on July 30 to hold
12 sustained the plea of the Interstate Railway for re ers of record on July 20. The previous dividend was paid
ceivers for the Kansas City, Clay County & St. Joseph Rail in 5 per cent scrip.
way and appointed Edward J. Corrigan and Bayliss Steele
to act as such. The application was made to protect the DIVIDENDS DECLARED
judgment for $1,500,000 damages recently rendered the Charlottesville & Albemarle Railway, Charlottesville, Va.,
Interstate Railway for the taking of right-of-way on which semi-annual, 3% per cent, preferred.
it held options. This judgment is practically arrested pend Denver & Northwestern Railway, Denver, Col., quarterly,
ing action on motion for a new trial on Aug. 2. A more one-half of 1 per cent.
detailed explanation of the situation involving these com Milwaukee Electric Railway & Light Company, Milwau
panies is published on page 119 of this issue. On July 14, kee, Wis., quarterly, 1% per cent, preferred.
after an agreement between counsel, Judge Bird rescinded New Hampshire Electric Railways, Haverhill, Mass., 2
his appointment of Messrs. Corrigan and Steele and named
I. D. Hook and J. G. L. Harvey as receivers. Mr. Hook is per cent, preferred.
son of United States District Judge William C. Hook. The United Railways & Electric Company, Baltimore, Md.,
agreement reached covers the continuation of the regular quarterly, 50 cents, common.
operating force of the company. York (Pa.) Railways, $1.25, preferred.
Michigan United Railways, Jackson, Mich.—New York in ELECTRIC RAILWAY MONTHLY EARNINGS
terests connected with the Michigan United Railways and
the Commonwealth Power, Railway & Light Company deny CLEVELAND, PAINESV1LLE & EASTERN RAILROAD,
WILLOUGHBY, OHIO
that there is any truth in the rumor that they are preparing Operating Operating Operating Fixed Net
to make a bid for the Pere Marquette Railway when it is Period *15 Revenues
lm.,May, $36,149 Expenses
•$20,356 Income
$15,793 Charges
$10,993 Income
$4,800
sold at foreclosure next autumn, for the purpose of electri 1" " '14 37,864 "19,771 18,093 11.068 7,025
fying it and adding it to their system. 5 15 149,187 »89,483 59,704 54,772 4,932
5 14 153,696 '86,268 67,428 54,858 12,570
San Francisco (Cal.) Municipal Railways.—In May, 1915, GRAND RAPIDS (MICH.) RAILWAY
the cash receipts of the San Francisco Municipal Railways Ira., May, '15 $92,056 '$70,070 $21,986 $13,739 $8,247
from all sources were $185,707, which, less transfer deduc 1 14 107,265 '70,215 37,050 13,344 23,706
tions of $2,392 and operating expenses of $107,177, leaves 12 15 1.243,271 '834,955 408,316 162.557 245,759
12" " '14 1,299,642 '831,997 467,645 159,828 307,817
a balance in favor of operation of $75,138. In June receipts HAGERSTOWN & FREDERICK RAILWAY, FREDERICK, MD.
are reported to have been $199,261. If the average for the lm., May, '15 $36,782 $21,823 $14,959 $9,415 $5,544
first five days of July is maintained, the receipts for that 1 14 33,928 22,680 11,248 8.450 2,798
month will amount to more than $225,000. 11 15 398,284 232,819 165,465 103,159 62,306
11 14 369,619 239,735 129,884 118,176 11,708
San Francisco-Oakland Terminal Railways, Oakland, Cal. HUDSON & MANHATTAN RAILROAD, NEW YORK, N. Y.
—A recent circular issued by the San Francisco-Oakland lm., May, '15 $462,256 '$194,341 $267,915 $211,767 $56,138
Terminal Railways, explaining the default in the payment 15" " 14 2,324,164
"15 473,462 '194,762 278,700 1,056,629
•971,742 1,352,422 208,969 69,731
of interest coupons maturing during July, states that a 295,793
5 14 2,384,930 '982,610 1,402,320 1,040,169 362,151
committee of security holders has been organized for the LAKE SHORE ELECTRIC RAILWAY, CLEVELAND , OHIO
purpose of studying the financial problems of the company, lm., May, '15 $114,031 •$74,255
formulating plans for subserving the large values recog 1 14 120,750 •76,599 $39,776
44,143
$36,055
35,322
$3,721
8,821
nized by the California Railroad Commission and bringing 5 15 505,339 •356,430 148,909 179.927 t31,018
5 14 530,903 •354,944 175,959 176,251 f292
about whatever readjustment may be necessary in order to NASHVILLE RAILWAY & LIGHT COMPANY, NASHVILLE,
put the finances of the company on a permanently sound TENN.
basis. The committee has secured the co-operation of San lm.. May, '15 $175,513 '$107,102 $68,411 $42,248 $26,163
1 14 192,141 '112,818 79,326 41,338 37,988
Francisco and Oakland bankers, who have agreed to buy 12 15 2,236,642
2,199,969 '1,289,261
these interest coupons for the full face amount less the 12" " '14 •1,405,187 910,708 492,029 418,679
831,455 483,680 347,775
income tax. The Mercantile Trust Company, San Francisco, NORTHERN OHIO TRACTION & LIGHT COMPANY, AKRON,
representing ten or twelve banks, has offered to purchase OHIO
lm.,May, '15 $323,324 •$191,317 $132,007 $51,524 $80,483
the coupons from the first consolidated thirty-year 5 per 1 14 323,036 '191,808 131,228 50,660 80,568
cent bonds, and also from all the other issues of the system 5 15 1,424,675 '900,768 523,907 255,962 267,945
5" " '14 1,403,920 '860,110 543, S10 250,815 292,995
accruing in July, provided the selling bondholders agree PORTLAND (ME.) RAILROAD
that the coupons shall be given prior rights under the sev lm., Mav, '15 $84,316 '$55,932 $28,384 $22,877 $5,507
eral mortgages as against the principal of the bonds and 1" " '14 86,427 '52,946 33.4S1 20,177 13,304
any interest not yet matured. 12" " '15 1,046,804 '646,372 400,432 260,713 139,719
12 14 1.046,716 '650,100 396,616 23S.632 157,984
Western New York & Pennsylvania Traction Company, PORTLAND RAILWAY, LIGHT & POWER COMPANY, PORT
Olean, N. Y.—W. R. Page, president Western New York & LAND, ORE.
Pennsylvania Traction Company, and associates have taken lm., Mav, '15 $446,149 '$253,738 $192,411 $1SS,440 $3,971
1 14 538,473 *2S7, 2SS 251,185 1S3.643 67,542
an option on the line of the old Buffalo & Susquehanna 12" " '15 5,794.271 '3,149,446 2,644,825 2,207,287 437,538
Railway from Wellsville to Buffalo. If the option is exer 12 14 6,739,779 '3,353,244 3,386,535 2,103,753 1,282,782
cised it will be done independently of the electric railway. •Includes taxes. fDeficit.
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 125
The Mayor of Charleston, W. Va., has signed the ordi
Traffic and Transportation nance passed by the Council of that city to regulate the
jitney. The license fee is fixed at $24 for each machine.
THE JITNEY BUS The jitney is described in the ordinance as a vehicle which
carries passengers for hire at less than 10 cents each. The
bond is fixed at $2,500 for each car.
California Supreme Court Upholds San Francisco Ordinance Jitney buses will be declared common carriers and placed
Ruling—Georgia Commission's Plan for Regulation under State regulation if a bill introduced by the commit
The San Francisco jitney bus ordinance has been declared tee on corporations in the Wisconsin Senate becomes a law.
valid by the Supreme Court of California. The matter was The bill provides that jitney owners must file with the
brought before the court by a writ of habeas corpus issued State Railroad Commission a schedule of their rates, serv
in behalf of Paul Cardinal, a jitney bus driver, arrested in ice, and routes, and if they are approved by that body, and
May and charged with violating those provisions of the on the filing of a bond of $5,000 for payment of damages
measure which require a bus driver to qualify in a bond or for personal injuries to passengers, the jitney men shall
insurance in the sum of $10,000 and also pay a license fee. be entitled to permits to operate, subject to the supervision
The court dismissed the writ and remanded Cardinal into of State regulating authorities.
custody. In his writ Cardinal, through his attorney, at In applying to court for an injunction to restrain the en
tacked the ordinance on the ground that it was discrim forcement of the jitney ordinance enacted in Pottsville, Pa.,
inatory in that it attempted to regulate by bond and other the owners contended that compliance was impossible. The
requirements an automobile driver who charged no more ordinance requires jitney owners to get a certificate of
than 10 cents fare. The Supreme Court holds that the public convenience, but the Public Service Commission has
ordinance is a reasonable exercise of the police power vested notified them that it will not issue such certificates at pres
in cities for the protection of citizens and that laws made ent, as the statewide regulation of jitneys is a matter
by virtue of such power are not to be set aside by courts which will be taken up with great care. The ordinance im
unless they are found to be unreasonable and unjust. The poses a tax of $100 on each vehicle between Pottsville and
court sees no unjust discrimination in the not-more-than-10- Schuylkill Haven, which is claimed to be excessive. De
cents-fare classification for the reason that such low fare cision was reserved.
puts the jitney driver in competition with the street car The Board of Aldermen of Hartford, Conn., on July 19
and tempts him to run at a high rate of speed to make his will consider the jitney regulatory ordinance drawn up by
profit. It holds that the jitney business is one which, if the ordinance and police committee. The measure provides
negligently conducted, would be fraught with danger to for the licensing of jitney operators by the chief of police
passengers in the jitney buses and to persons in the public at $10 each for one year, revocable for failure to comply
streets, and therefore particularly subject to special regula with the provisions of the ordinance. Not more than two
tion. passengers in excess of the seating capacity are to be car
The injunction sought by associated jitney-bus operators ried. The routes must be conspicuously posted on the
in Atlanta to restrain the Georgia Railroad Commission machines. The tentative draft does not contain any bond
from proceeding further with its announced program of regulation.
prescribing rules and regulations for the buses as common The Bristol (Tenn.) Traction Company is planning to in
carriers was denied on July 10 by Judge W. D. Ellis of the stall several motor-buses to traverse the principal residence
Fulton Superior Court. No arguments were heard, the streets not on the lines of the company, gather up passen
court having before it the petition of the jitney-bus opera gers and transfer them to the regular cars, at the usual
tors and the answer of the Railroad Commission. The hit fare.
ter's position was that it had applied no rules, those which By furnishing one bond covering thirty-two jitneys, a
had been published being merely tentative and subject to local jitney association at Louisville, Ky., has complied
discussion and permanent order at the hearing set for July with the terms of the law and is preparing to put that
13 by the commission. The jitney-bus men indicated they number of cars in operation, it is stated.
would appeal to the Supreme Court from the decision of Councilman T. H. Bolton of Seattle has prepared a jitney
Judge Ellis, and the latter therefore granted a supersedeas ordinance which would require a city license or permit
allowing twenty days for such action to be taken. The com for each jitney driver, compel jitney operators to follow
mission's announced hearing, set originally for July 13, is certain routes during certain hours of the day and night,
stayed meanwhile. Some weeks ago Judge Ellis denied the make it unlawful to charge a higher fare than that speci
jitney-bus men's petition to enjoin the city of Atlanta from fied in the ordinance and designate points at which
enforcing its ordinance taxing them and regulating them passengers may be loaded and unloaded.
under its police powers. This has been argued on appeal in Officials of the Tacoma Jitney Bus Association have sworn
the State Supreme Court. out warrants for the arrest of fifteen automobile drivers
Offering to establish auto-bus lines in East Bakersfield, who carried passengers for charge to the race track during
Cal., and for Beale Park, A. G. Wishon, general manager the recent automobile races held in that city on July 3, 4
of the San Joaquin Light & Power Company, appeared be and 5. The warrants charge the drivers with operating
fore the City Council of Bakersfield, Cal., urging that some without licenses. The prosecuting attorney's office an
action should be taken toward the elimination of jitney bus nounced that warrants would be issued for approximately
competition with the electric railway. He suggested that thirty Seattle drivers, who operated motor trucks to the
the jitney lines, as well as the auto-bus lines, to be placed Tacoma speedway on the dates named, without a State
in service by the street railroad, should be regulated, placed license to carry passengers. The State law fixes the maxi
on certain routes and the public be given guarantees of mum penalty of $500 for each passenger carried in cases
service. In East Bakersfield he proposed that the street of such violations.
railroad bus lines should serve Baker and Niles Streets, Motor-buses operating at a fare of 3% cents have been
making schedules so that connections would be made with introduced on North Monroe Street, Spokane, Wash., by
the street cars. Transfers would be issued from the street the Green Security Company, which has five ten-passenger
cars to the auto-buses and vice versa, making a 5-cent fare machines in service. J. W. Green, president of the com
over the entire route, the city's autos to run as late as the pany, promises a 2V4-cent fare for North Monroe Street in
cars operated. In the Beale Park district it was proposed the next few weeks, when two new forty-two-passenger cars
that the auto-bus service connect with every other car. and two thirty-one-passenger cars are delivered from St.
Andrew Linn Bostwick, librarian of the municipal refer- Louis. Mr. Green is quoted as follows: "We began to
■ence branch of the St. Louis library, has devoted the July issue books of 100 tickets for our first auto-buses at $3.50,
issue of the St. Louis Public Library Monthly Bulletin to thus reducing the fares purchased in this lot to 3% cents.
the subject: "The Regulation of the Jitney Bus—A Dis For those who do not care to invest in 100-book ticket we
cussion of City Ordinances." The publication is a welcome have another special rate ticket of twenty-five for $1. I
addition to the growing list of pamphlets which have as wish to deny that the Green Security Company is being
their major purpose the recording of the rise and regula backed by the Washington Water Power Company, which
tion of the jitney. operates the local electric railways."
 126 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

COMMISSION SUBSERVIENT TO LEGISLATURE The direct question as to whether the commission has
the power to raise rates in contravention of these older
New York Commission Lacks Power to Increase Rates statutes has never been raised in New York State before,
Beyond Legislative Maximum and the decision of the commission will undoubtedly be
carried to the court of last resort for final determination.
Refusing to permit the Ulster & Delaware Railroad to Not only the Ulster & Delaware Railroad but every railroad
increase its mileage book rate from 2 to 3 cents a mile the company in the State whose lines are more than 100 miles
Public Service Commission for the Second District of New long and which has been incorporated since the passage of
York City on July 7 made one of the most important state the mileage-book law or which has since that date been
ments of principle since the passage of the public service formed by consolidation of previously organized corpora
commissions law in 1907. The majority of the commission tions and sells regular tickets for more than 2 cents a mile
holds that notwithstanding the broad rate-making powers is now limited to 2 cents a mile for its mileage rate.
granted by the Hughes statute and its subsequent amend
ments, the commission has not the power to permit a rate THIRTEEN KILLED IN GORGE
to be increased above a maximum set by the Legislature.
Chairman Van Santvoord in the prevailing opinion, con Of Eighty-four Passengers on Derailed Car Not One
curred in by Commissioners Hodson and Irvine, points out Escaped Injury
that should the commission assume that the power to permit
such increases had been delegated to it by the passage of On the evening of July 8 a double-truck open car of the
the public service commission law, not only the mileage- International Railway, Buffalo, N. Y., crowded with passen
book law involved in the present case but such other gers, most of whom were women and children, skidded over
statutes as the 3-cent maximum fare law, possibly even the slippery rails in a heavy rain storm and dashed down
the 80-cent gas law for New York City, and other similar the steep incline near the foot of the grade from Brock's
enactment might be in effect repealed by the commission's monument overlooking the lower gorge of the Niagara to
decisions. In an extended review of all the statutory sec the boat landing at Queenstown, Ont., and after jumping
tions involved he fails to find that the commission, either the rails crashed into a tree and telegraph pole and partly
expressly or impliedly, has been granted such power. overturned.
Commissioner Emmet and Commissioner Carr dissent. Of the eighty-four passengers on the car none escaped
Mr. Emmet holds that had not the Legislature intended to injury. Thirteen were killed and more than threescore
take the rate-making power out of the "often bungling" were so badly injured that it is expected some will die.
hands of the Legislature and place it for expert determina The accident was one of those unavoidable affairs caused
tion absolutely in the jurisdiction of the commission the partly by the weather and partly to the mad rush of the
whole battle of Governor Hughes for the regulation of pub excursion party to board the car which was the first of four
lic utilities would have been vain. As the power to lower to leave the monument, thus greatly overcrowding the
rates irrespective of legislative enactment is expressly trolley despite the efforts of the crew who urged a number
granted in the public service commissions law, Mr. Emmet to take the three following cars down the steep incline
finds that the power to raise rates is implied beyond reason through the lower end of the gorge. Every effort was made
able doubt. Were this power to raise rates to afford a by the motorman to keep the overloaded car under control.
reasonable return on investment in accordance with the Preliminary investigations by the Dominion government and
facts disclosed in each case not implied, Mr. Emmet holds by representatives of the railway company show that the
that the intent of Governor Hughes and the Legislature brakes were securely set; that the power had been reversed
which passed the law would have been anything but the and that every effort was made by the motorman to stop
distribution of even-handed justice, to the railroads as well the trolley from skidding over the slippery rails caused
as to the public. by the rain storm.
The Supreme Court of Missouri, as quoted in the opinion The passengers were members of two Toronto, Ont., Sun
of Commissioner Carr, has held that the Public Utility Com day school excursion parties who had spent the day in the
mission of that State, by a statute delegating to it the rate- grove in the vicinity of the monument overlooking the great
making power in the same words as does the Hughes law, gorge of the Niagara. The boat on which they were to
was empowered to set aside the 2-cent fare law of that cross Lake Ontario from Queenstown was to leave at 7.15
State. He holds that the mileage-book law of New York o'clock in the evening. Four cars were sent to the monu
State is in effect but a legislative guide for the railroads ment from the Whirlpool carhouse and the first car left
which come under it until the rate which it prescribes can the monument for the return trip at 6.40 o'clock, twenty-
be passed upon by the Public Service Commission. five minutes before the boat was scheduled to clear. It had
The mileage-book law was passed in 1895 and the com been raining and the entire party tried to board the first
mission holds that it was not repealed when the public serv car for the boat. The car was of the large open type with
ice commissions law was enacted in 1907. On the contrary, fourteen cross-seats, with a seating capacity of five on each
it is pointed out that when the consolidated laws were en seat, and with a running board on the river side of the car.
acted in 1910 the public service commissions law was made Every seat was taken and the passengers crowded into the
chapter 48 of the consolidated laws and the mileage-book available standing room between the seats, while some
law in its then precise form was made chapter 49 of the stood on the running board despite the efforts of the car
consolidated laws, the chapter numbers at least indicating crew to persuade them to wait for the other three cars
that the mileage-book law, re-enacted thus subsequently to which were to follow within a few minutes.
the public service commissions law, specifically escaped the The car was started while passengers were still trying to
effect of the clause in the public service commissions law climb aboard. It was kept under control from the monu
repealing all other statutes contrary to itself. ment down to the Lewiston Bridge spanning the river be
The mileage-book law provides that wherever a rail tween Queenstown, Ont., and Lewiston, N. Y., and here it
road more than 100 miles in length sells regular tickets for was brought to a stop to allow the conductor to throw a
more than 2 cents a mile up to the legal maximum of 3 switch leading from the main line to a spur track running
cents a mile it must sell a mileage book at 2 cents a mile. along the Canadian side of the river to the boat landing.
The Ulster & Delaware Railroad pleaded that this was not The worst of the grade had been covered up to this point.
a rate on which it could earn a. fair return within the law After turning the switch the conductor collected the re
and asked for permission to increase the rate to 3 cents a mainder of the fares and gave the motorman the signal to
mile under the general rate-making powers of the com proceed.
mission. It was opposed by the State Council of the United From this point the car gained momentum, and despite
Commercial Travelers and by the municipal authorities and the efforts of the motorman to check the speed the car
civic bodies along the lines of the road. While the majority skidded, entered the last curve, which is a right-angle turn,
opinion seems to concur with the dissenting one in that the and jumping the rails, crashed into a tree, which knocked
railroad on a basis of fair return is entitled to an increase every support from under the roof on one side of the car,
and admits that in such a case the commission has a power and then struck a pole and partly overturned.
to grant an increase, it holds that this power to increase As soon as the car left the rails the conductor jumped.
does not extend to increases above a statutory maximum. He hurried to Queenstown about an eighth of a mile away
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 127
and summoned aid. The roof collapsed on the passengers. present coaches is poor, and the schedules filed with the
Of the thirteen who died many were killed outright. The commission by the company are not being regularly main
others died while being removed to the hospitals at Niagara tained. These conditions have been repeatedly brought to
Falls, Ont., and Toronto, Ont. the attention of the company. In view of these facts, the
Investigation showed that both trucks left the rails; that commission is of the opinion that while a 5-cent flat rate
the brakes worked and held the wheels; that the sand box of fare would be just and reasonable if reasonably satis
was half full of sand; that the controller was reversed; factory service were furnished by the company, it is not
that the car skidded over the slippery rails at a great justified under the present conditions."
speed before it struck the sharp curve which sent it into The commission has denied the petition of the company to
the air and toppled it over into the ditch. The grade from increase its rate of fare to a flat rate of 5 cents and has
the monument down to the point where the car stopped so announced that it will give further consideration to a peti
as to allow the conductor to turn the switch is much tion for an increase in fare after reasonably satisfactory
greater than at the point where the accident occurred. service has been established by the company.
Officials say this is another bit of evidence that shows
the value of controlled entrance and exit cars. The car EFFECT OF LOW FARES AT VANCOUVER
crew was powerless to check the mad rush of the excur
sion party to board the car. It is pointed out that if the As announced in the Electric Railway Journal for
car had been of the new controlled-entrance type, only as May 15, the British Columbia Electric Railway inaugurated
many passengers as could be seated would have been al on May 10 an eight-tickets-for-25-cents rate for non-trans
lowed aboard. This would have prevented overcrowding fer rides in Vancouver and Victoria. This reduction from
and the car might have been kept under control. the 5-cent fare, made primarily on account of jitney com
This is the first accident of a serious nature on the gorge petition, resulted by the following month in an increase of
line in years. The line from Niagara Falls, Ont., to 25 per cent in Vancouver passenger travel and 3 per cent
Queenstown along the Canadian river bank is owned by the in revenue. At the same time the revenue per car-mile has
International Railway, and while operated as a part of the remained practically stationary. The principal travel area
Great Gorge Route Company is not owned by the latter, of Vancouver is a 3-mile zone around the center of the city.
which operates and owns the line through the American On May 17 the company also inaugurated a reduction of
Gorge. The accident was not on the gorge route, but on interurban fares on its lines between Vancouver and West
a spur track leading from the main line to a boat landing. minster by changing the round-trip rate from 50 cents to
The rails and ballast were found intact after the disaster. 35 cents. The routes vary in length from 12 miles to 17
miles, so that the fare is practically 1 cent per mile. The
WASHINGTON BUS REFUSED INCREASE IN FARES reduction in this case produced a large increase of through
travel, the increase in passengers being 9 per cent and in
The Metropolitan Coach Company, now in the hands of a revenue about 20 per cent. The increased travel in both
receiver, applied recently to the Public Utilities Commis cases has been at the expense of competing jitneys.
sion of the District of Columbia for permission to increase
its rate of fare from the present rate of six tickets for 25 SAN FRANCISCO INJUNCTION INOPERATIVE
cents to a fiat rate of 5 cents per ride, contending, among
other things, that it was unable to continue to furnish serv An injunction against the Municipal Railways, San Fran
ice under the present rate of fare. An investigation was cisco, Cal., was issued on July 6, as reported in the Electric
made and a formal hearing was held on May 20. At the Railway Journal of July 10, page 76, to prevent the city
hearing the representative of the Metropolitan Coach Com from operating cars running direct to the exposition over
pany reiterated the request, and referred the commission the lower Market Street tracks. The city, however, secured
to the annual reports of the company for information con a twenty-four-hour stay of the injunction, and later a further
cerning its finances. No objection to the increase in fare delay of two days and a reassignment of the case to an
was made at the hearing, nor has any written protest been other judge. This means that the cars will continue to
received. The company owns no unincumbered real prop handle the exposition traffic until there are further develop
erty, and such expenditures as it has made for garage and ments. Meantime city officials are trying to establish the
plant facilities have been made upon leased land. The right of the municipal lines to the business that will be
company owns six coaches, the cost price of which was lost if the injunction is served. Thomas A. Cashin, super
$3,749 each, making a total cost price of $22,494. There intendent of the Municipal Railways, has estimated that
is a balance still due thereon of $2,894. The commission the exposition traffic over the municipal lines will be cut
estimated the fair value of the property of the company at 50 per cent if the direct cars from the ferry have to be
$11,000. In its opinion the commission said: taken off. On this basis the loss would be about $150,000
"Since the company, during a large part of the calendar per annum. On the strength of this estimate the bond of
year 1914, was operating over a longer route than at pres the United Railroads was fixed at $110,000.
ent, and was operating four large buses which have since REGULATION OF JITNEY ASKED IN INDIANA
been disposed of, the operating conditions of the company
for 1913 approximate more nearly to the present conditions A petition and brief was filed on July 13 with the Public
than do those for the year 1914, and therefore the report of Service Commission of Indiana by the Terre Haute, Indian
the company for the year 1913 is selected for purposes of apolis & Eastern Traction Company, seeking to require that
comparison. The net operating revenue for that year was the operation of jitney buses in the State of Indiana shall
$1,080. Assuming that the revenue passengers will number be subject to the regulation of the Public Service Commis
the same as in 1913, the annual revenue will be increased sion as in the case of other common carriers, and that the
by $4,172 over that year by an increase of fare to 5 cents, owners of such vehicles shall be compelled to obtain fran
and assuming that the operating expenses will remain the chises to operate them as common carriers. While the pe
same as in 1913, the annual net operating revenue will be tition of the company specifically refers to conditions in
$5,252. Terre Haute, Ind., where it operates the city lines as part
"Assuming the life of the coaches to be six years, the of its system, and where the competition of the jitney buses
company should be setting aside annually for depreciation has become quite a factor, the request is made that the
$3,750, and, assuming yearly taxes at 1% per cent on a order of the commission shall cover every city in the State.
valuation of $11,000, the company should provide $165 The company, through its attorneys, sets forth that the
annually for taxes. This total annual charge of $3,915, owners of jitney buses have held themselves out to the
with a net operating revenue of $1,080 when operating under public as common carriers, and with this understanding
the conditions for the year 1913, would leave a deficit of solicit business on the basis of transporting passengers
$2,834, but with a net operating revenue of $5,252 when from one place to another within the city for a 5-cent fare.
operating under the same conditions except for an increase The same points are also reached by the cars of the trac
of fare to 5 cents, it would leave a gross income less oper tion company. The company says that the owners of the
ating expenses and taxes of $1,337. However, the service jitney buses are obtaining without any regulation or li
furnished by the company is unsatisfactory. There are not cense the business for which the company is compe'' H to
-otgh coaches to handle the traffic, the <y ^jj expensive lines of s* %«* ■ -,-oad. Th* if
 128 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

such automobiles operate only at times when profitable, and cars. The idea of Council is to establish uniform methods
thus are not required to maintain service at a loss as is the in both particulars.
traction company. They are thus depriving the company Car Capacity Order Rescinded.—The Health Department
of legitimate revenue which is needed to pay the expenses of New York has officially suspended the operation of its
of improving the right-of-way of the company. This ex order limiting the number of passengers on the cars of the
pense in Terre Haute amounted to $150,000 for the past two Third Avenue, the Flatbush-Seventh Avenue, the Smith
years, and taxes amounted to approximately $30,000 per Street, the Graham Avenue and the Gates Avenue lines of
annum. The fact that jitney buses as common carriers do the Brooklyn Rapid Transit Company. The order of the
not provide a flagman to protect the automobiles at railroad board fixed the maximum carrying capacity of the cars at
crossings is mentioned in the petition. one and one-half times their seating capacity.
, The Public Service Commission has appointed July 22 as Cincinnati Service Crippled by Storm.—Street car and
the date when a hearing will be held in the Senate chamber interurban railway service in Cincinnati, Ohio, and near-by
of the State capitol at Indianapolis on the matter of regula towns in both Ohio and Kentucky was crippled for hours
tion of jitney buses by the commission. by the heavy wind and rain storm which passed over that
section on the evening of July 7. No great damage was
INCREASE IN FARE ALLOWED done to the properties of the Cincinnati Traction Company
The increase in the interurban fares of the Idaho Trac and the Cincinnati, Newport & Covington Street Railway,
tion Company beyond Randall on the southern division and but the streets were strewn with debris from unroofed and
Collister on the northern division has been allowed by the wrecked houses and buildings, rendering it impossible for
Public Utilities Commission of Idaho in a decision just the cars to make their way safely over the lines until the
handed down. The commission, however, has refused to tracks could be cleared. Interurban lines were tied up for
permit an increase in the fares on the Hill Crest loop and a time for the same reason.
Collister and Cole school lines, has refused to permit an Efiiciency Awards of $23,269 in Washington.—Following
increase in the price of commutation tickets, and has re a custom inaugurated by the Capital Traction Company,
fused to allow an increase in the 1-cent a mile fare charged Washington, D. C, seven years ago, $23,269.50 was dis
on school children's tickets. tributed recently among 196 motormen and 160 conductors
The commission based its opinion and order on the book who, for the year ended June 30, have lived up to the regu
valuations of the company. The total valuation of the lations of the company and had records for efiiciency that
properties of the company is shown by the commission entitled them to share in the benefits of the generosity of
from the books to be $2,640,285. This includes 85.54 miles the company. Sixty motormen and twenty-five conductors,
of road, all terminals, stations, equipment, paving, etc.; who have served the company ten years or longer, were
also the Pierce Park and Natatorium properties. The total each presented with $100. Fifty-five motormen and thirty-
operating revenue, including $7,940 net earnings from the three conductors, five years in the employ of the company,
Natatorium, amounted to $366,984 for last year. The total received $75 each. Fifty-three motormen and sixty-five
operating expense amounted to $267,370 and the net reve conductors, who came in the two-year class, received $50
nue to $99,614. This does not provide any allowance for each, and twenty-eight motormen and thirty-seven conduc
depreciation, which, the commission says, should be about tors, who have been on the merit roll for a year, were
$30,000. The earnings of the company for the year, not awarded sums varying from $27.08 to $47.88. Since the
counting depreciation, amounts to less than 4 per cent. merit system was started by the Capital Traction Company,
By making the allowance for depreciation and calculating in 1909, $139,610 has been distributed among the conductors
the earnings as permitted under the order, the net will be and motormen as an award for faithful and efficient service.
a little better than 4 per cent. The commission some time Free Transportation in Manila.—The question as to
ago granted a reduction in the power rate to be charged whether members of the city police force of Manila, P. I.,
the company by the Electric Investment Company. This are entitled to free transportation on the lines of the
will result in a saving of about $14,000 additional. street railway has been the cause of a recent controversy
Taking the present one-way rates within the 5, 10, 15, between the Manila Electric Railroad & Light Company and
20-cent, and other limits, the following increases are al the city of Manila, according to a newspaper dispatch dated
lowed: 25 cents one way, now 45 cents round trip; 30 cents June 5. It appears that the company insists on the collec
one way, now 55 cents round trip; 40 cents, now 75 cents; tion from the city of $1,150 alleged to be due as the result
45 cents, now 85 cents; 50 cents, now 90 cents; 55 cents, of the illegal enjoyment by policemen of free rides on the
now $1; 60 cents, now $1.05; 65 cents, now $1.15; 70 cents, company's cars between Sept. 15, 1914, and April 15, 1915.
now $1.35; 80 cents, now $1.45; 85 cents, now $1.50. The A decision of the Supreme Court is said to have made
first figure named in each instance is the fare charged one compulsory the conspicuous display by policemen of their
way. The figure named in the second instance is the round- badges of office in order to be entitled to free transporta
trip fare to be charged under the increase. tion on the cars. The company contends that this ruling
was not complied with during the period named and that
TENNESSEE JITNEY DECISION APPEALED in consequence it lost in uncollected fares the amount de
manded from the city. On the other hand the city is
The city of Memphis has appealed from the decision of suing the company for $21,000 for fares paid by police
Judge A. B. Pittman of the Third Division of the Circuit officers the last eight years, during which period it is
Court in the jitney case, mentioned on page 41 of the issue claimed they were entitled to free transportation.
of July 3. The case will probably be heard by the Supreme Union Men Sign Lexington Participation Plan.—Several
Court of Tennessee early next September. The case came concessions made by the Kentucky Traction & Terminal
before the Circuit Court through a writ of habeas corpus, Company, Lexington, Ky., to its union trainmen have re
charging unconstitutionality of the act on jitneys for the sulted in their signing virtually the same three-year con
violation of which the relator, S. B. Ryals, was held in re tract as that already signed by the non-union trainmen
straint of his liberty. Judge Pittman declared unconsti individually. The union's demand for a closed shop was
tutional Sec. 3 of the act, which required a bond of not less rejected absolutely by the company, and the open shop prin
than $5,000 for every jitney car operated. He did not pass ciple, now in force, will be continued. The union men, how
on Sees. 1 and 2 of the act, which declared the jitneys to ever, may wear their union buttons, a privilege denied
be common carriers and made it illegal for them to operate under the former contract, and may maintain a bulletin
until they had been licensed by the city authorities and board at headquarters. The shopmen receive a flat increase
which also empowered the city authorities to fix the terms of 1 cent an hour. Wages of the trainmen, union and non
and conditions upon which jitneys may operate. union, will be governed by the condition of the contract
heretofore described in the Electric Railway Journal,
Uniformity in Car Operation Desired.—The City Council by which the company sets aside a fixed percentage of its
at Cleveland, Ohio, has adopted resolutions providing for earnings to pay damage claims, the residue to be divided
the anpointment of a committee to investigate the manner among the men as an increase, in addition to a 1-cent gen-
*>in'3 hod of paynv—*. of ires on the city ra^lwgv line' ' pr-.i inrrecsfa effective on July 15 with the new cont.ac'
ma ►v»r 'f entering and sl-™.^ ■y has agreed to provide the men with seats.'?
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 129

Personal Mention Construction News

Mr. E. Burt Kenton has been appointed manager of a Construction News Notes are classified under each head
new publicity department for the various properties oper ing alphabetically by States.
ated by W. S. Barstow & Company, New York. An asterisk (*) indicates a project not previously
Mr. G. S. Henry has resigned as general superintendent reported.
of the Chicago & Milwaukee Electric Railroad, Highwood, RECENT INCORPORATIONS
111. A successor to fill this vacancy has not been appointed. East Georgia Railway, Savannah, Ga.—Chartered in
Mr. William M. Guy, who recently accepted the appoint Georgia to build an electric or steam railway from Glen-
ment of general traffic manager of the London & Port ville, north via Hagan to Adabelle, about 30 miles, with
Stanley Railway, London, Ont., electrification of which has an extension from Hagan to Claxton. Capital stock, $212,-
just been completed, tendered his resignation on July 3 to 000. Headquarters, Savannah. Incorporators: H. P. Tal-
return to the service of the Pere Marquette Railroad, for mage, C. J. Baldwin and E. Leffler. [April 3, '15.]
which he has been chief clerk in London for years. FRANCHISES
Mr. Irving M. Frost, for three years a director of the Los Angeles, Cal.—On July 7 the Council of Los Angeles
Rutland Railway, Light & Power Company, general man sold to P. D. Cornelius, president Malabar District Improve
ager of this concern, and also general manager of the ment Association, the franchise for the extension of the
Western Vermont Power & Light Company and the Pitts- Brooklyn Avenue line on Evergreen Avenue to the east city
ford Power Company, has forwarded his resignation to W. limits for $100. The franchise will be turned over to the
S. Barstow & Company of New York City, corporate man Los Angeles Railway at once without charge so that the
agers of these companies. extension may be built.
Mr. G. R. G. Conway has resigned as chief engineer of Los Angeles, Cal.—The Pacific Electric Railway has
the British Columbia Electric Railway, Vancouver, B. C, to asked the Council for a franchise to double track its line to
enter consulting engineering practice in the East. He was San Pedro via Gardena.
honored at an elaborate farewell banquet at the Hotel Van
couver on June 28, tendered by the company, and highly East St. Louis, 111. — The East St. Louis & Suburban
complimented in a cablegram from the board of directors in Railway has asked the Council for a franchise to extend
London, England. He will continue relations with the its lines in East St. Louis to Nineteenth Street and Baker
company as its consulting engineer. Avenue.
Mr. John F. Trumbull, formerly chief clerk to the chief Lafayette, Ind.—The Lafayette & Northwestern Railway,
engineer of the New York, New Haven & Hartford Rail through its failure to file a written acceptance with the
road, has been appointed chief engineer of the Public Utili auditor of Tippecanoe County, has forfeited the franchise
ties Commission of Connecticut, succeeding Mr. C. C. granted by the Council on Aug. 7, 1914. [April 3, '15.]
Elwell, who resigned several months ago to become a mem Henderson, Ky.—The Evansville, Henderson & Owensboro
ber of the commission. Mr. Trumbull was graduated from Railway will ask the Council for a twenty-year franchise
Sheffield Scientific School, Yale University, in 1902, and has to operate its cars on the city streets, and proposes to con
engaged continuously since that time in railroad work on struct interurban lines to Owensboro, Morganfield and Prov
the forces of the International Railroad of Mexico, those idence, Ky., if granted the franchise.
of the Connecticut Company and the New York, New Haverhill, Mass.—The Bay State Street Railway has re
Haven & Hartford Railroad. ceived a franchise from the Council to relocate its tracks
Mr. James Dewar Fraser, secretary-treasurer of the on Main Street, between Fourth Avenue and Kenoza
Ottawa (Ont.) Electric Railway, was elected president of Avenue; on Water Street, east of Haverhill Street, and on
the Canadian Electric Railway Association at the annual Lincoln Avenue at the City Farm.
meeting of the association held in Quebec on June 21 and Haverhill, Mass.—The Massachusetts Northeastern Street
22. Mr. Fraser is a son of Railway has received a franchise from the Council to relo
the late Andrew Fraser, 1 ~ cate its tracks for 240 ft. on Main Street and also at the
of Martintown, Glengarry. ^. - curves into White Street and to Kenoza Avenue.
He spent his youth in , North Andover, Mass.—The Bay State Street Railway
Glengarry and entered the has asked the Council for a franchise to extend its double
employ of W. McClymont tracks from Merrimac Street, North Andover, over the
& Company, Ottawa, lum new Shawsheen Bridge into Sutton Street.
ber dealers, in 1871, as an Corpus Christi, Tex.—The Council of Corpus Christi has
accountant and a telegraph passed the franchise applied for by J. H. Caswell to con
operator. He remained struct a railway from Corpus Christi to Ward Island. The
with this company until franchise will be voted on by the people on July 30. [June
1882. He was then ap 10, '15.]
pointed secretary-treasurer TRACK AND ROADWAY
of the Ottawa City Passen
ger Railway and continued Marin County Electric Railway, Mill Valley, Cal.—The
in that position until 1891, Railroad Commission of California has issued an order
when the company was authorizing this company to pay a sales commission of 15
merged with the Ottawa per cent on the portion of its stock remaining unsold, such
Electric Street Railway as J- D. fraser commission to be paid only when stock has been fully paid
the Ottawa Electric Rail up. The company was authorized on Nov. 23, 1914, to issue
way. He has been secretary-treasurer of the company ever and sell 185% shares of stock at the par value of $100 a
since and in 1913 was elected a director of the company. share for the purpose of constructing a railway in Sausa-
He is also an officer of the Ottawa Car Company, Ltd., and lito. [July 10, '15.]
the Wallace Realty Company, Ltd. Peoria & Chillicothe Electric Railway, Peoria, 111.—Sur
veys of this company's line from Peoria to Chillicothe have
OBITUARY been completed and the promoters are now ready to go
0. W. Jasper, Sr., one of the engineers engaged in the ahead with the financing of the proposition. It is expected
construction of the Northern Electric Railway, Chico, Cal., that the construction will be begun within a short time.
died recently at Sacramento, aged fifty-seven years. He [March 13, '15.]
was born at Wheatland, Cal., and was graduated from the Kankakee & Urbana Traction Company, Urbana, 111.—
University of California in the class of 1881. Mr. Jasper This company is making surveys for the extension of its
was well known on the Pacific Coast. He had been engaged line from Ludlow to Paxton. A natural grove about mid
in various important railroad engineering projects of the way between these points will be developed into a park by
West. Paxton capitalists.
 130 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

Sterling, Dixon & Eastern Electric Railway, Dixon, 111.— Springfield (Mo.) Traction Company.—This company
This company has about completed the extension of its line plans to extend its State Street line from New Street to
in Dixon north on Crawford Avenue from Fellows Street to Fort Street and south on Fort Street to Grand Avenue,
the grounds of the Illinois State epileptic colony. Springfield.
La Salle County Electric Railroad, Ottawa, 111.—Stock Moncton Tramways, Electric & Gas Company, Ltd.,
holders of this company have been called to meet on Aug. 17 Moncton, N. B.—This company plans to construct an ex
to authorize the completion of the line between Ottawa and tension of its line on Bonaccord Street from Main Street
Mendota. O. D. Weaver, Jr., 37 South Wabash Avenue, to Church Street, about one mile.
Chicago, 111., president. [May 22, '15.] Public Service Railway, Newark, N. J.—This company
Union Traction Company of Indiana, Anderson, Ind.—A has made application to the Board of Public Utility Com
number of important changes have been made by this com missioners of New Jersey for permission to abandon its
pany at Anderson, including heavier rails and bridges for line in the borough of Kenilworth extending from a point
interurban traffic and a change in the routing of interurban at Westfield Avenue and Grand Street, near Aldene station,
cars in and out of the city. The company has placed 90-lb. to South Twentieth Street and Boulevard, New Orange.
rails on all of its right-of-way on Madison Avenue and As an alternative to abandoning the line the company asks
Sixteenth Street, and the bridge at Sixteenth Street near permission to operate for a single fare of 5 cents for a ride
Locust Street has been rebuilt of heavier material. anywhere on the road without giving or receiving transfers
Indianapolis Traction & Terminal Company, Indianapolis, from any other line with which the Kenilworth line is con
Ind.—This company has received an extension of time from nected.
the Board of Public Works of Indianapolis to Sept. 15 in Trenton, Lakewood & Seacoast Railway, Trenton, N. J.—
which to begin the construction of a line on West Tenth Representing himself and a number of other bondholders
Street from Bismarck Avenue to Tibbs Avenue. The time of the Trenton, Lakewood & Seacoast Railway Company,
for completion is now set for Dec. 1. George 0. Vanderbilt, Princeton, has applied to the Board
Winona Interurban Railway, Warsaw, Ind. — A report of Public Utility Commissioners of New Jersey to reopen
from this company states that it has a good proposition the proceedings under which the board authorized the com
for an amusement company for next year. Correspondence pany to issue $190,000 of bonds and $85,000 of stock. The
may be addressed to J. C. Schade, assistant treasurer. contention of Mr. Vanderbilt is that the permission granted
by the board would permit the exploitation of an over-issue
Hutchinson (Kan.) Interurban Railway.—A report from of bonds for the purposes to which the proceeds are to be
this company states that it expects to construct % mile devoted, and that the result would be to depreciate the
of new track in Hutchinson. value of outstanding bonds. The petition set forth that a
Orleans-Kenner Electric Railway, New Orleans, La.— competent engineer employed by the bondholders had esti
Operation has begun on this company's line from New mated that only $135,000 would be required to construct
Orleans to Kenner. E. A. Stanford, New Orleans, president. 10 miles of line between Lakewood and Point Pleasant.
[Feb. 6, '15.] [June 26, '15.]
Winnipeg (Man.) Electric Railway.—This company is Binghamton (N. Y.) Railway.—The Public Service Com
building a 1-mile extension of its tracks on Marion Street, mission for the Second District of New York has ordered
St. Boniface, to the Union Stock Yards. Plans are also the Binghamton Railway to extend its lines from the pres
being made to reconstruct % mile of track on Osborne ent terminus to the northern village line of Port Dickinson.
Street from Kylemore Avenue to River Park.
Brooklyn (N. Y.) Rapid Transit Company.—The Public
Boston (Mass.) Elevated Railway. — This company will Service Commission for the First District of New York
extend its Hardware Square-Central Square line to the has received a report from the chief engineer giving the
Kenmore Street entrance of the Boylston Street subway via footings of the bids which were opened on July 9 for the
Pearl Street, Brookline Street, Cottage Farm Bridge, Com installation of tracks on the New Utrecht Avenue ele
monwealth Avenue and Beacon Street. The line, which is vated railroad in Brooklyn. This is a city-owned line,
now operated from Hanover Street to the Cottage Farm connecting through Thirty-eighth Street with the Fourth
bridge via Massachusetts Avenue and Pearl Street, will be Avenue subway, and running over the route of the so-called
run between Hanover Street and Central Square. West End line to Coney Island. The steel structure is
Holyoke (Mass.) Street Railway.—On account of the in nearly completed, and the commission will soon let the
crease in traffic from Holyoke to the Chicopee Falls section, contract for the installation of tracks. Steel rails and
this company is double-tracking its line from the Holyoke- other track materials for this line have been already pur
Willimansett Bridge to Margaret Street. chased by the commission, and the bids opened July 9
Union Street Railway, New Bedford, Mass.—A petition were for the laying of ties, tracks and doing all other
has been presented to the Board of Aldermen of New Bed work required to put the railroad into operating condi
ford to have the tracks of the Union Street Railway on tion except the work of installing the third-rail and elec
Dartmouth Street moved to the center of the street. The trical signal apparatus, which will be done by the New
railway is willing to change its tracks provided the city York Municipal Railway Corporation as a part of the
resurfaces the street. equipment under the dual system contracts. The work will
Worcester (Mass.) Consolidated Street Railway.—Work cover only the elevated part of the line, beginning at
has been begun by this company relaying its tracks on about Thirty-eighth Street and Tenth Avenue and ex
Main Street from Lincoln Square to Chandler Street. The tending through New Utrecht Avenue, Eighty-sixth Street
rails weigh 126 lb. to the yard. and Stillwell Avenue to a point near Avenue Y. The
Worcester & Warren Street Railway, Worcester, Mass.— three lowest bids were as follows: Ward & Tully, Inc.,
Citizens of West Brookfield have presented to the Council $71,355; Joseph A. McElroy, $75,183.20, and W. F. Jordan,
a petition for the relocation of this company's tracks on $78,525.
Main Street, West Brookfield. Buffalo & Depew Railway, Depew, N. Y.—This company
Metropolitan Street Railway, Kansas City, Mo.—The city reports that during August and September it expects to
commissioners have awarded a contract to the American build 4000 ft. of track along Ellicott Road and Central
Bridge Company to construct a 1500-ft. viaduct at Avenue to the passenger station of the New York Central
Eighteenth Street, Kansas City, Kan., over the yards of the Railway, Lancaster. It has just completed rebuilding 850
Rock Island Railway. The viaduct will be a steel and con ft. of double track on Genesee Street. The company ex
crete structure with roadbed for wheel traffic, car tracks pects to continue the work of rebuilding and ballasting its
and sidewalks. The cost, which is estimated at $115,000, track during the entire summer.
will be shared by the Rock Island Railway, the Union Pacific •Tiffin, Ohio.—Chicago and New York financiers are
Railroad and the Metropolitan Street Railway. interested in a proposition to build a railway between Tiffin
United Railways, St. Louis, Mo.—Plans are being made and Bucyrus. Much territory for the right-of-way has
by this company to extend its Tower Grove line on Arsenal been offered free of charge. The most favorable route is
Avenue and Ivanhoe Avenue, St. Louis. one via Oceola, Lemert, Benton, Plankton and Melmore.
 July 17, 1915] ELECTRIC RAILWAY JOURNAL 131

Berlin & Northern Railway, Berlin, Ont.—This company Isabel. It is reported that the company plans an interur-
reports that it is extending its line % mile from Bridgeport. ban service to the coast towns.
London (Ont.) Street Railway.—This company is re Corpus Christi Railway & Light Company, Corpus Christi,
constructing its single track on Ridout Street from Horton Tex.—This company announces the expenditure of $100,000
Street to Garfield Street, 4000 ft., with 80-lb. A. S. C. T. on extensions and improvements to its line. Two of the
rail, supplied by the Algoma Steel Company. most important of these extensions are a line about 3 miles
Sarnia (Ont.) Street Railway.—This company is in the long following the bluff line of Nueces Bay to a new resi
market for % mile of rails, trolley wire, ties, etc., for use dential section of the city and an extension from Epworth-
in the construction of an extension of its line from the by-the-Sea, the present terminus, to the Nueces County
corner of Christiana Street and St Clair Street to Clifford Causeway, about 1 mile.
Street, Sarnia. Dallas Consolidated Electric Street Railway, Dallas, Tex.
Toronto (Ont.) Civic Railway. — The Mayor and the —This company has practically completed the double-
Board of Control of Toronto have received assurance from tracking of its line on Bryan Street, Dallas.
the Ontario government that if the work of constructing Fort Worth & Denton Interurban Railway, Fort Worth,
a permanent civic line on Bloor Street is proceeded with Tex.—It is reported that this company plans to begin work
legislation will be forthcoming at the next session, pro soon on the construction of its proposed railway from Fort
vided the expenditure does not exceed $125,000. The rails Worth to Denton.
for the line are on the ground and the application was Beaumont, Liberty & Houston Traction Company, Hous
made to the government following the discovery that the ton, Tex.—Surveys have been made of this company's pro
city had not received approval for the project. Work on posed line from Beaumont to Anahuac and Houston. J. H.
the line, which has been at a standstill for weeks, will McCracken, general manager. [May 29, '15.]
now be resumed. Petersburg & James River Railway, Petersburg, Va.—
Johnstown & Somerset Street Railway, Johnstown, Pa.— A report from this company states that construction on its
Grading has been begun on the Johnstown end of this com proposed railway from Petersburg to City Point will be
pany's line from Kelso southward. Owing to a controversy begun about July 19. The line will consist of 9% miles of
over the rights-of-way through Boswell, it is probable that single track, standard gage. Power will be supplied by
the line will extend along the edge of the borough instead the Virginia Power Company. J. Walter Long, 110 Boiling-
of through the heart of the town. Plans are being consid brook Street, Petersburg, president. [June 12, '15.]
ered to extend the line from Somerset to Berlin, where con Princeton (W. Va.) Power Company.—Operation has been
nection could be made with Meyersdale. G. C. Winslow, begun to the foot of South Walker Street on this company's
general manager. [May 15, '15.] line leading toward Bluefield. Work on the extension of
Philadelphia, Pa.—Bids are desired until Aug. 16 by the line up Brush Creek Valley is proceeding rapidly.
A. M. Taylor, director Department of City Transit, Phila SHOPS AND BUILDINGS
delphia, for the construction of concrete column foundations
and piers for about 26,000 ft. of elevated railway on Front United Traction Company, Albany, N. Y.—It is reported
Street, Kensington Avenue and Frankford Avenue, known that officials of this company, the Schenectady Railway and
as Contract 501. Plans and specifications are on file at the Albany-Southern Railway will meet in the near future
Room 748 Bourse Building, or may be secured on a deposit for the purpose of promulgating plans for jointly erecting
of $10, pending return. a terminal station in Albany. It is planned to have a
terminal station that will be suitable to all three com
Scranton & Binghamton Railroad, Scranton, Pa.—This panies, and to which the companies can jointly contribute
company reports that it plans to construct an extension of for erection and maintenance. The cost of the terminal
its lines from Foster to Brooklyn, about five miles. has been taken into consideration and although no specifica
Montreal (Que.) Tramways.—This company is changing tions have been drawn, it is estimated to be more more than
the location of its tracks on Notre Dame Street between $100,000.
First Avenue and Dominion Park to the center of the Niagara, St. Catharines & Toronto Railway, St. Cath
street and is building an extension of 1.1 miles. The line arines, Ont.—This company plans to construct a station at
between Dominion Park and Bernard Avenue, about 4.3 Niagara-on-the-Lake, Ont., the terminus of its line from St.
miles of single track, is also being reconstructed. The Catharines to the Niagara River. The structure will be
company has just built about 1 mile of single track from 47 ft. x 25 ft., with an open shed 48 ft. x 20 ft. The build
the "Y" at Bernard Avenue to the westerly limits of ing will be of stone up to 5 ft., the balance being shingle
Montreal East. The rail being used is No. 97 L-399 section. construction. The shed will be carried on pillars resting
Rhode Island Company, Providence, R. L—Arrangements on stone pedestals 5 ft. high. Oak wainscoting with
are being made by this company for the laying of tracks metallic side walls and ceiling will be used for the interior
on Fountain Street, Providence, and it is expected that cars of the building.
will be running from Aborn Street to Exchange Place dur Springfield (Ohio) Railway.—During the past year this
ing August. company has expended about $300,000 in erecting its new
Chattanooga (Tenn.) Traction Company.—Work has been carhouse at East Street and Clifton Street, Springfield, and
begun by this company on the construction of a new line improving its power plant. The contract price of the new
on Second Street between Walnut Street and Broad Street, carhouse was $90,000, exclusive of equipment. The old
which will connect with the belt railway. power plant has been practically rebuilt. New engines and
dynamos have been installed and two new boilers are now
Knoxville Railway & Light Company, Knoxville, Tenn.— being put in place. The cost of the improvements being
This company has begun a considerable amount of im made at the power plant is estimated at $185,000. Two old
provement work in connection with the city's paving opera frame carhouses on adjoining grounds have been torn down
tions. In most cases creosoted ties imbedded in concrete and a third one reroofed for use as a supply room.
are being used, with a concrete-wearing surface between Toronto (Ont.) Civic Railway.—The Toronto Board of
the rails and on the outside. Wood blocks have been laid Control has recently asked for bids for the machine shop
on Gay Street. The Cumberland Avenue line will be re equipment of this company's new carhouse at Danforth
built from Ninth Street to the city limits. Plans are being Avenue, consisting of a 14-in. lathe, 150-ton wheel press,
made to build an extension of its line from Fountain City to shaper, radial drill, vertical drill, 3000-lb. portable crane,
Smithwood, 1 mile. double emery stand, vise, hack saw and a 35-hp. induction
Brownsville (Tex.) Street Railway.—Following the grant motor.
ing of a franchise for the extension of its lines, this com Charlottesville & Albemarle Railway, Charlottesville, Va.
pany has announced that it will establish storage-battery —This company reports that the contract has been awarded
cars on its lines in Brownsville. Service, which was sus to the King Lumber Company and work has been begun
pended three months ago, will be resumed with the arrival on the construction of its office building and substation in
of new equipment in a month. The extension will be made Charlottesville. The company has also purchased a 200-kw.
to effect a connection with the Rio Grande Railway to Point rotary converter.
 132 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 3

Walter A. Zelnicker Supply Company, St. Louis, Mo., has

Manufacturers and Supplies issued a sheet describing its car mover for moving heavily-
loaded cars.
ROLLING STOCK Sprague Electric Works of General Electric Company,
London (Ont.) Street Railway is having a number of its New York, N. Y., have issued a folder on their "Sprague-
old cars remodeled at Preston, Ont., for pay-as-you-enter duct" enameled conduit.
service. Beaudry & Company, Inc., Boston, Mass., has issued a
Fort Wayne & Northern Indiana Traction Company, Fort catalog describing its hammers for light and heavy rail
Wayne, Ind., is considering the adoption of pay-as-you-enter road machine and general forging work.
cars. One car has been changed for a few weeks' experi Chicago Pneumatic Tool Company, Chicago, 111., has
mental trial. issued Bulletin E-36 superseding No. E-29, which describes
Michigan Railway Company, Kalamazoo, Mich., has or and illustrates its Duntley electric grinders.
dered two more all-steel, 70-ft. limited parlor cars from the
St. Louis Car Company for the Kalamazoo-Grand Rapids General Electric Company, Schenectady, N. Y., has issued
line. a catalog describing its various types of street-lighting
brackets and center-span fixtures for mazda lamps.
Kansas City, Clay County & St. Joseph Railway, Kansas
City, Mo., has this month placed in service four interurban Titanium Alloy Manufacturing Company, Niagara Falls,
cars built by the Cincinnati Car Company, the details of N. Y., has issued a catalog which contains various magni
which, as compared with the cars formerly placed in service, fied sectional views and lists of the composition of its
are as follows: length, 59 ft., with truck centers 37 ft. in alloys for aluminum and other standard bronze castings.
stead of the previous 35 ft. 6 in.; seating capacity, sixty-eight Dielectric Manufacturing Company, St. Louis, Mo., has
instead of sixty-four persons; aisles 4 in. wider; smoking- issued a booklet on its various types of paint varnish and
car seats finished with fabrikoid instead of leather; fabrikoid insulating compounds. The booklet contains tables and
curtains; flat window glass instead of curved in curved rear data relating to the insulating qualities of these various
ends of cars; outside door for motorman; prism instead of materials.
leaded glass above windows; steel window sash; all double Trussed Concrete Steel Company, Youngstown, Ohio, has
windows; larger toilets; Baldwin trucks; Peter Smith heat issued a folder describing a remarkable test which led to
ers; quadruple equipment Westinghouse 100-hp. motors for the installment of its United steel sash in the plant of the
operation on 600 volts or 1200 volts; double-end Type H.L. Edison Company. In the test two window sashes were
control Westinghouse air-brakes, of the straight and auto placed on opposite sides of a brick furnace. The furnace
matic. was then subjected to a fire of unusual intensity for 35
TRADE NOTES min. In addition to this ordeal a stream of water from a
U. S. Metal & Manufacturing Company, New York, N. Y., 3-in. hose was played on the sash structure. After neither
has been appointed railroad sales agent for the injector test was any sign of weakness discernible.
sand-blast apparatus manufactured by J. M. Betton. Stone & Webster Engineering Corporation, Boston,
Westinghouse Traction Brake Company, New York, N. Y., Mass., constructing engineers, have issued a tastefully pre
has received orders for air-brake equipment for the eight pared booklet which describes pictorially the numerous
cars recently ordered by the Corpus Christi Railway & Light shops, factories, warehouses, mills, offices, educational
Company, Corpus Christi, Tex., and the six cars ordered by buildings, power stations, etc., recently constructed by this
the New York & Queens County Railway, New York, N. Y. company. The work includes a wide variety of construc
F. W. Roth, who was formerly secretary and director of tion problems which in most instances had to be met with
the J. N. Johns Manufacturing Company, has been recently in brief time limits. Among the illustrations are included
appointed general manager of the Railway Specialties Cor those of hydroelectric power stations of the Mississippi
poration, 29 Broadway, New York City. This concern is River Power Company and the Pacific Light & Power
manufacturing a motorman's new quick-action, adjustable Corporation.
seat. Westinghouse, Church, Kerr & Company, New York, N. Y.,
Wasson Engineering & Supply Company, Milwaukee, has issued a sheet which contains a potpourri of illustra
Wis., has just shipped a repeat order for ten air-operated tions of buildings designed and constructed by this company.
trolley bases to the Michigan United Traction Company, To show the scope of this work the illustrations are so ar
Jackson, Mich. These trolley bases are to be used on the ranged as to give the appearance of a bird's-eye view of a
new all-steel, high-speed cars of the Michigan Railway, large city. Such a city, it is said, would cost $50,000,000.
running on the 2400-volt, third-rail line between Kalamazoo There would be only thirty-three cities as large in the whole
and Grand Rapids, Mich. United States. To present the idea of size in other ways
Esterline Company, Indianapolis, Ind., has just closed a the sard states that all the wage earners of Hartford, Conn.,
record-breaking month for its graphic meter sales. In could find employment there; over 56,000,000 sq. ft. would
addition to a large list of industrial companies, the fol be under roof; the building and materials made over 1,000,-
lowing electric railways have purchased instruments dur 000 tons of freight, which to haul at once would require a
ing the month of June: Public Service Commission of solid train 530 miles long.
Indiana, utility watt-meter and volt-meter; Terre Haute, Westinghouse Electric & Manufacturing Company, East
Indianapolis & Eastern Traction Company, ammeter; Vir Pittsburgh, Pa., has issued Leaflet No. 3823, describing the
ginia Railway & Power Company, Norfolk, Va., watt construction and operation of rotary converters of the com-
meter. mutating-pole type. A number of construction details are
Southern Car Company, High Point, N. C, was erroneous illustrated including a diagram of the brush-lifting device.
ly noted in the Electric Railway Journal of June 10 as A number of installation views are also shown. Leaflet
having received an order from the Little Rock Railway & No. 3760 describes a.c. remote hand-control switchboards.
Electric Company, Little Rock, Ark., for three buses. The The leaflet goes into detail in describing the application of
name of the purchasing company should have been the Ar- this type of switchboard together with the different methods
genta (Ark.) Railway, which operates on the north side of of mounting, such as frame, wall, ceiling, etc., and a typical
the Arkansas River. The buses will be used for the trans wiring diagram is given of the connections. Leaflet No.
portation of passengers from the cars of the Argenta Rail 3820 describes Westinghouse a.c. heavy duty slip-ring
way over the bridge into Little Rock to the cars of the Lit motors, type CW. This motor is especially adapted for
tle Rock Railway & Electric Company, and vice versa. constant and varying speed applications where continuous
service and strong starting effort are required, and where
ADVERTISING LITERATURE squirrel-cage motors would not be adaptable. Large squir
Kernchen Company, Chicago, 111., has issued a folder de rel-cage induction motors are described and illustrated in
scribing its siphonage ventilators. Leaflet No. 3787. These motors and their features, adapt
Railway & Industrial Engineering Company, Pittsburgh, ing them for heavy work, are thoroughly described and
Pa., has issued a folder on its suspension lightning arrester. illustrations are given of the detail parts.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY JULY 24, 1915 No. 4

OUTDOOR Outdoor substations are advan standby losses are included. In the second place, the
SUBSTATION tageous from several points of laboratory test gives the coal consumption at a fixed
DESIGN
view in electrical distribution cut-off, a condition that does not exist in practice. As
systems of moderate voltage. Low cost is one of the a matter of fact, the most economical loading is that
chief merits of this class of conatructic where the under which the steam locomotive is loaded right up
line potential does not run up much above ^,000 volts ; to its limit so that it works at full cut-off on the ruling
but economy of investment may be pushed too far. grade, and this condition would not be likely to produce
There is room for improvement in some cases, notably a coal rate much less than 5 lb. of coal per horsepower-
in connection with the arrangement of circuits with hour even aside from standby losses. Unfortunately,
respect to adjacent structures such as metal stacks ; in the different characters of the respective services do
the provision of wider clearances between lines of dif not permit accurate comparisons of the coal consump
ferent voltage, and in the facilities for disposing of tion for the steam and electric locomotives on the New
transformer oil in case it has to be drained out of the Haven Railroad. However, it is of certain interest
casings under emergency conditions. In this case a to note that the annual coal consumption is about
small outlay for pipe connections to a sewer or to a 1,800,000 tons, while the ton-mileage is of the order
point of discharge at a safe distance from near-by build of ten billions, making a rough average figure of 0.36
ings is well made. At least two entrances to the in- lb. of coal per ton-mile. As the average power con
closure containing the transformer and oil switch banks sumption for the electric locomotives is close to 60
are desirable in case trouble in one part of the instal watts per ton-mile, this gives a coal consumption of
lation threatens to cut off ingress and egress in entire 0.165 lb. per ton-mile, or actually less than half of that
safety, and the best mechanical construction for pole of the steam locomotives.
fixtures is none too good even in an outdoor substation
designed for operation at 11,000 volts and over. Double THE CHICAGO The Chicago arbitration decision
cross-arms, well-secured strain insulators, clean-cut ARBITRATION will be a disappointment to all
AWARD
runs of wiring and adequate space around the bases of who believe in the principles of
transformer and switch casings are worth all they cost, real arbitration. We expressed the hope at the time the
and the interests of both safe and convenient operation arbitrators were selected that the verdict would not be
call for a standard of engineering design and construc a mere compromise on the questions at issue but would
tion not always appreciated by those who erect these be based on the merits of the case. But the decision
structures. In fact, the margin between good work and shows that the majority of the board did not take into
a down-at-the-heels installation is too small to justify consideration either the average wages paid for the same
excessive economies in these plants. work elsewhere or the average wages paid in the build
ing trades and similar trades in Chicago. We see no
LOCOMOTIVE In the discussion on W. S. Mur excuse for a decision, supposed to be fair for both sides,
COAL ray's paper on the New Haven which gives wages higher than those in other large
CONSUMPTION
Railroad's operating costs which cities east of the Rocky Mountains, when the evidence
was published in abstract in last week's issue, the state at the hearing showed that the cost of living is less in
ment that the steam locomotive required twice as much Chicago than in St. Louis, Detroit, Cleveland, New York,
coal as the electric machine seemed to be something Pittsburgh, Philadelphia or Boston, the latter city ex
in the nature of a storm center. The problem pre ceeding Chicago by more than 27 per cent. Nor is there
sented is, of course, decidedly involved, but from such any logic in the requirement that the company should
evidence as has been made available the electric loco pay its trainmen so much more than skilled workmen in
motive requires some 2.5 lb. of coal for every horse Chicago earn in such lines as the carpenter trade, as
power-hour produced at the drawbar, making the steam shown in the statement of Mr. Sheean, or the wages
locomotive consume 5 lb. if Mr. Murray's basis of com paid to the employees of the city itself in such duties as
parison is accepted. As opposed to this there were foremen in the street department, officers in the health
cited in the discussion the results from a number of department, laborers, motor drivers, etc. An unfor
laboratory tests in which the coal consumption of a tunate feature of the arbitration was the action of the
steam locomotive ranged from 5 lb. all the way down Mayor in taking independent testimony during the hear
to 2.5 lb. per horsepower-hour. However, the labora ing by calling in some 200 employees whose wages were
tory test of a locomotive can hardly be accepted as directly involved in the arbitration, and questioning
equivalent to road conditions. In the first place, no some himself and having others questioned by represent
 134 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 4

atives of the corporation counsel's office with reference in replacing is obtained even where they are badly worn.
to the issues involved, without the principals being pres On the other hand, most insert renewals due to excessive
ent or represented. If such action had been taken in a wear are in right-angle crossings. In these the wear
jury trial, and some of the jurors had listened to evi on the running rails is slight while that due to impact
dence independently of the other jurors, the case would blows at the intersecting flangeways is great.
be thrown out of court, and according to the Illinois In all cases where inserts are renewed, the tolerances
Supreme Court action of this kind is equally improper in the setting should be measured to provide for thinner
in an arbitration hearing. Nevertheless, the company plates when necessary. It is possible, however, where
has announced that it would accept the decision and the variation is slight, to surface the insert with a
carry out its provisions faithfully, and it has appealed grinder after it has been set in position. In connection
to the public and the trainmen to co-operate with the with the renewability of inserts, it must also be borne
management in every way possible to give a better in mind that although this is a desirable quality, the
service than ever before. This attitude should command fastenings can be such as to make replacements too easy.
the support of the public in Chicago, and as the city is This may reduce the effectiveness of the fastenings
a partner in the profits of the surface lines to the extent which, in turn, may shorten the service life of the piece.
of 55 per cent, it has a vital interest in their financial To guard against a weakness of this kind, track and
success. Some of the broader questions raised by the roadway engineers should not specify that their insert
decision of the arbitration board in Chicago are con fastenings should be designed to make replacements
sidered in an editorial on the opposite page. easy, but should insist primarily on a design which will
hold the insert secure.
UNEVEN WEAR IN INSERT SPECIAL WORK
Perhaps the principal criticism to be made against SPARKING AND FLASHING IN RAILWAY MOTORS
the general use of insert special work is the uneven The very interesting study of motor commutation
wear which predominates, particularly in insert work in by R. E. Hellmund, printed in last week's issue of this
curves over which a dense heavy service is operated. paper, must have served to remind users of railway
Here the manganese steel insert and the rolled rail or motors of the fact that present conditions in this line
cast-steel arms of frogs are subjected to excessive wear, are in marked contrast to those of the early days. In
and the insert, being made of a metal of high abrasion the light of the present knowledge of the causes of
resisting qualities, does not wear as rapidly as the arms. sparking and flashing the younger generation of master
Frequently rather serious variations in the curve align mechanics may have difficulty in realizing how prog
ment occur, due to excessive flange wear, and coincident ress was made step by step. The three big and con
with this the insert surface is found to be above that spicuous steps in this progress were these : The intro
of the adjoining rails. Where this takes place, uniform duction of the carbon brush; the application of satura
wear throughout the layout is, undoubtedly, desirable. tion in the magnetic circuit to control flux displace
To obtain it, heavy traffic curves should be laid with ment by armature magnetomotive force, and the intro
one kind of material, either open-hearth steel rails and duction of the commutating pole. Smaller intermediate
special work throughout or solid manganese steel rails steps involved details of design incident to all progress.
and special work. Some engineers, however, have been The railway motor is inherently inclined to good com
successful in obtaining uniform wear and reasonably mutation because, being a series motor, its flux in
long life, even where the rails join manganese steel creases with the load. Hence armature reaction, the
special work, by specifying a high carbon content. If bane of good commutation, has less effect than in shunt
this produces the desired result, it should be practised machines because the armature teeth become saturated
particularly where greater economy may be obtained by under heavy load and limit flux distortion. On the
reason of the low first cost. other hand, necessary reversibility in direction of rota
Frequently the question is raised as to the value of tion prevents the shifting of brushes to the position
renewable as opposed to non-renewable inserts. No best for commutation, and space limitations force de
doubt some engineers draw the conclusion that renewa signers to bring "live" parts closer together than is
ble inserts are useless because the work of renewing ideal from the insulation standpoint.
them is difficult, especially when the frog arms have The carbon brush was introduced so early in the his
become considerably worn. This objection is well tory of the commercial railway motor as now to seem
founded, but other more important reasons govern the a matter of course, but its adoption in place of the
use of renewable inserts. We believe that track engi earlier copper brush contributed tremendously to suc
neers generally favor this type of insert because it per cess in electrifying horse railways. It provided a
mits replacements in case an insert fails early in the life simple and cheap means for choking down the currents
of a frog or crossing and because the insert can be reset in the armature coils during the period of reversal.
in the field if it should become loose under traffic. These In stationary motors this could be done by shifting the
two advantages of the renewable insert are certainly brushes backward from the neutral axis, i.e., against
sufficient to make it economically desirable. In many the direction of rotation, but not so in car motors.
instances where the company's repairmen have become With surface-wound armatures, and consequent long
skilled in resetting the various types of inserts, success air gaps between pole faces and armature cores, the
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 135

carbon brush could have controlled the sparking evil outgo to yield a profit no longer obtains, and if ex
alone. The field ampere-turns were large compared penses for labor are increased the extra-operating ex
with those of the armature, and air-gap flux distortion penses just mentioned should be decreased. No rail
was not serious. But when slotted armature cores, way manager begrudges an increase of pay to his men
with short air gaps, came in, the case was different. where the evidence shows that such an increase is
It then became necessary to saturate the teeth heavily warranted according to the wages paid elsewhere for
to prevent the production of a strong magnetic field similar work under similar conditions. But they recog
along the brush axis, in a position to be cut by the nize the economic fact that unless in some way a suffi
short-circuited coils and in a direction to resist com cient margin is maintained between gross receipts on
mutation. More recently the commutating pole has the one hand and operating expenses and fixed charges
been introduced to supplement the effect of saturation on the other, present stockholders suffer an injustice
and to reduce the necessity for it by providing a re and no additional capital for needed extensions and im
versing flux in a definite location varying with the provements can be secured.
armature current. In this way it has greatly extended The Chicago arbitration case teaches several impor
the range of non-sparking and non-flashing operation. tant lessons. One of these, and perhaps the main one, is
The above is in merest outline the history of com the supreme importance of the choice of the third or
mutation in the railway motor. Along with these large impartial arbitrator. In an arbitration case there is
developments have gone others only slightly less im legally no obligation on the part of the arbitrators
portant. The slotting of commutators, the expert to be governed by the evidence, and in many cases they
manufacture of carbon brushes and the determination do not even discuss the evidence in their verdict but
of the proper relation of armature and field turns, of simply give their conclusions. We are not prepared to
the allowable voltage per commutator bar, etc., have all say that this is necessarily wrong, but we mention it
contributed to relieve the operating man's mind of what to show the difference between a case decided by arbi
was once a bugbear to him. All of the items men tration and a case decided by law. Cases at law may
tioned have contributed to pave the way for the higher- be decided erroneously as often as cases before a court
voltage motor. of arbitration, but the judge in the former case feels
obliged to justify his view of the case by an extended
LABOR DISPUTES AND ARBITRATION BOARDS statement in which he attempts to prove that his verdict
In discussions relating to the wages to be paid to is justified by the evidence presented. Again, while
railroad trainmen we think that the public often misses an arbitration board consists nominally of three per
one very important point which distinguishes contro sons, it really consists of one judge and two counsel,
versies of this character and those of the same kind one for each side. This leaves the "third" arbitrator
between private employers and their employees. The in a position where he is unable to consult with any
private employer figures upon a certain amount of impartial persons upon the decision. Where the in
profit between the price at which he can sell his goods terests involved are large, this is a position of great
and the cost of producing them, and if the latter is responsibility, often too great for one man to fill prop
increased because of the necessity of paying higher erly, especially when he is in public life and has political
wages, there are three things which he can do. He ambitions. The whole tendency in modern government
can raise the price of his goods to cover the additional where decisions have to be reached from which there
cost of production, or he can stop manufacturing en is no appeal is to provide more than one arbiter. This
tirely and sell his factory at comparatively small loss is the case with public service commissions, where there
to someone to conduct some other industry there, or he are always three and usually five members. It is also
can sell his factory and move to another place where the case with the higher courts and the federal com
the wages which he has to pay are lower. The rail missions. One remedy suggested is an increase in the
way, in common with most other public utilities, does number of "impartial arbitrators" from one to two or
not have this choice. It cannot stop operation even if three. Such action would be a step in the right direc
it is not making enough money to pay operating ex tion. Several men, under such circumstances, .would
penses and the interest on its investment, and usually not only be of assistance to each other in arriving at
it cannot increase its fares. The business of electric a proper decision, but would be of help in justifying
railway transportation in most cities is conducted on the decision after it was announced. For the same
a very narrow margin of profit, whose continuance reason, a further improvement, in our opinion, would be
depends on the maintenance of existing conditions. On a change from one to two in the number of representa
this basis it has assumed certain burdens, such as tives from each side. A single representative has
pavement charges, street sprinkling, street cleaning, etc., necessarily to be largely a partisan. To be otherwise
and, in Chicago, enforced extensions with no earning would seem to be neglectful of the interests of those
capacity to justify them and the expense of rebuilding who had selected him. But with two arbitrators rep
the track whenever water pipes, sewers or other under resenting a side one would give moral support to the
ground city utilities are built across them or along other in reaching a decision based on the merits of the
them. With any radical change in the basic conditions case, even if it did not give all that was sought by those
of operation the close balance between income and whom he represented.
 136 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

Long Island Railroad Adopts Light, Steel Trailers

These Cars are Intended for Summer Use Exclusively—Unusual Features of Construction Are Provided for
Combining Strength with Lightness

The Long Island Railroad, in order to provide for its equipment. The trailer car bodies, fully equipped,
heavy suburban passenger traffic during the summer, weigh about 49,000 lb., as against the motor car body
has ordered from the Standard Steel Car Company weight of about 54,000 lb., not including electrical
twenty new all-steel trailers, the design of which re equipment.
veals a marked reduction in weight, while preserving As the trailers are exclusively for summer service,
a neat appearance and securing unusual strength at the neither heaters nor headlining are installed. The
points desired. The new cars were delivered re car body is further lightened by the use of a rather
cently, in time for operation during the heavy sum flat-arched roof. The 3/32-in. roof sheets are
mer season. They are based in general on the di riveted and welded together in such a manner as to
mensions and specifications of the "MP-54" car, the eliminate leakage. The roof is supported directly by
standard steel, 64-ft. 5*4-in. (over couplers) motor car combined posts and carlines spaced on 8-ft. 6-in. centers.
now in suburban electric service on the railroad, and Opposite carline sections are welded together at the cen
are now being operated in trains with these cars. ter of the roof, thus forming one continuous inverted
The general dimensions are as follows: U-shaped member. In order to support the low arch
without an excessive number of carlines the roof is
Length over body corner posts 54 ft. 9*4 In. reinforced in an unusual way by means of two par
Length over couplers 64 ft. 5% in. allel lines of steel purlins, consisting of sections but
Distance between truck centers 39 ft. 9 in.
Wheelbase 6 ft. 4 in. continuous in effect, running longitudinally from end
Height, rail to top of roof 13 ft. to end of the car. Each purlin is located 22 in. from
Width over side sheets 9 ft 8% in.
Width over belt rail 9 ft. 10% in. the center line of the roof. The purlin sections at car-
line intersections meet and terminate in flanges shaped
The cars, complete, including trucks, brake rigging around under and riveted to the carline. The purlins
and interior equipment, are estimated to weigh only transmit extraordinary longitudinal stresses to the
about 68,000 lb., as compared with 87,000 lb., the ap roof and sides of the car, a strong vestibule and body
proximate weight of the motor car without electrical end construction being provided.

Mlwetrk /.'.-.Jvuruni
LONG ISLAND TRAILER—ELEVATION OF CAR

LONG ISLAND TRAILER—SIDE VIEW

 July 24, 1915] ELECTRIC RAILWAY JOURNAL 137

LONG ISLAND TRAILER—SIDE VIEW OF TRUCK

LONG ISLAND TRAILER—SIDE ELEVATION AND SECTION
OP TRUCK The underframe crossings consist of a number of
5-in. channels and two cantilevers, spaced 26 ft. 6 in.
The purlins receive extra support at each body apart, each 14 ft. 1% in. from the outside of body posts.
end by means of two vertical pressed-steel posts 4 in. These cantilevers, together with the body end sills, take
wide, flanking each side of the 36-in. wide bulkhead the place of the usual body bolsters. No body bolsters
door opening. The posts are riveted to the end are installed, the center plates being attached to the
sills and are tied together by a steel section running center sills, which extend across the space between the
across the top of the door opening. The vestibule end cantilever and the body end sill in the form of a heavy
posts, shown in the accompanying vestibule plan, are box girder. The extension of this box girder supports
unusually strong and consist of two 12-in. I-beams the platform. The end corners of the underframe have
weighing 31.5 lb. per foot. The purpose of this com been specially reinforced by horizontal pressed steel
bination carline, purlin, vertical post and I-beam fram sections in order to protect the body corner from in
ing is to distribute the shock of a head-on collision jury by side swiping.
among the members forming the structure as a whole. The same principle of combining lightness with
strength has been followed in the truck design. The
weight of the new truck, including brake rigging nor-

LONG ISLAND TRAILER—FLOOR AND UNDERFRAMING PLAN

OF VESTIBULE

LONG ISLAND TRAILER—VERTICAL CROSS-SECTION Of CAR LONG ISLAND TRAILER—INTERIOR VIEW

 138 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 4

mally carried on it, is estimated at 9300 lb., as com

pared with 13,800 lb., the weight of the trailer truck
of the "MP-54" motor car. The new truck, a side view
of which is shown, is designed especially to withstand
transverse stresses, being provided with a cast-steel
bolster. The side gusset fastening to the transom is
of extra width to stiffen the connection between
pedestal and transom. No end rail is used. The
chafing plates are case-hardened and have large bear CHICAGO POWER RATES—GRAPH OF LOAD-FACTOR VARIATION
ing areas in order to overcome tilting of the bolster. BY MONTHS
They are bolted, not riveted, to the transom and bolster,
respectively, and therefore are easily replaceable. The Under the old contract the primary charge would
spring hangers are supported by chilled cast-iron blocks have increased between 1910 and 1913 from 0.337 cent
in order to prolong the life of the support. The trucks to 0.383 cent per kilowatt-hour, whereas under the new
have 414-in. x 8-in. M.C.B. journals and Midvale Steel contract it has increased from 0.325 cent to 0.348 cent
Company's 33-in. rolled-steel wheels with 2%-in. rims. per kilowatt-hour. During the same period the secon
Miscellaneous Equipment dary cost has averaged about 0.395 cent, the limits being
0.397 cent and 0.392 cent per kilowatt-hour. The total
Ventilation of the cars is provided by "Auto cost has increased in spite of the larger amount of
matic" ventilators of a new design but embodying the energy used, as follows: 1910, 0.737 cent; 1911, 0.741
well-known "intake and exhaust" principle of this sys cent; 1912, 0.760 cent, and 1913, 0.783 cent.
tem. This device, known as Type E-B, is installed The increase in total cost is due to the larger primary
at five points, spaced 8 ft. 6 in. apart, on the center line charge, due in turn to the decreased load factor. The
of the almost flat roof. It consists of an exterior hood, change in load factor is shown in an accompanying dia
divided into four separate compartments, two exterior gram, and it is explained in the report by reference to
deflectors, and an interior disk. the rush-hour conditions which have become more acute
The flooring inside the cars consists of monolith each year. The addition of cars during the rush-hour
laid in Keystone metal flooring. Thirty-six double period increases the peak load during that period and
"walk-over" seats and eight single end seats provide correspondingly decreases the load factor. The maxi
seating capacity for eighty passengers. All seats are mum demand has therefore grown at a greater rate
rattan covered and have statuary bronze trimmings. than the total energy consumed.
Sliding vestibule side and body-end doors are pro The second chart reproduced herewith from the re
vided. The vestibule side doors are operated by the port gives in graphical form the basis of the calculation
Gibbs door-operating device. Diamond pressed plate, of primary charge per kilowatt-hour for different
Ys in. thick, is provided for platform floors, trapdoors monthly energy consumptions and different load fac
and steps. Electric lighting consists of thirty 36-watt tors. These curves can be reproduced from the
130-volt lamps arranged in six circuits. terms of the contract by assuming for each point any
Other equipment specified includes Westinghouse air
brakes, schedule A.T.L., including triple valves, 12-in.
x 12-in. cylinder with slack adjuster, auxiliary and sup
plementary reservoir, Westinghouse friction draft gear,
Westinghouse automatic hose couplers, Sharon special
coupler, Union Spring & Manufacturing Company's
springs, Lindstrom hand-brake handles, National Lock
Washer Company's window and curtain fixtures and
Pantasote curtain material.

Railway Power Rates in Chicago

Unit Cost for Energy Under the Terms of the 1913 Contract ozs I 1 1 1 1 1 , i _!
Has Increased Due to Decreasing Load Factor 0 5 1015 20 25 30 35 W
The sixth annual report of the Board of Supervising Millions of K«-h-s
Engineers, Chicago Traction, recently issued, contains CHICAGO POWER RATES—CURVES OF PRIMARY CHARGE
an analysis of power costs over a period of four and one- WITH DIFFERENT LOAD FACTORS
half years under the contract described in the issue of
the Electric Railway Journal for Dec. 6, 1913, page maximum demand and load factor. Multiplying these
1180,. Early- in 1913 this new contract was executed be two gives the average load, and multiplying this by
tween the Commonwealth Edison Company and the sur 730, the average number of hours in a month, gives the
face railways. It possessed a number of advantages monthly kilowatt-hour consumption. The primary
over the previous contract and was made retroactive, charge per month for the assumed maximum demand is
dating back to 1909. The report outlines the important given by the terms of the contract, and this divided by
points of the 1913 contract and presents records to the monthly energy consumption gives the primary unit
show the savings resulting. The contract provided cost. The chart shows clearly the effect of load factor
for a sliding scale in primary charge decreasing with a on this unit cost and, taken together with the load-factor
maximum demand from $1.25 per kilowatt per month diagram, furnishes an explanation of the increasing
for the first 30,000 kw., in 30,000-kw. steps, to 88y2 total unit cost for energy.
cents per kilowatt. It also provided for a sliding scale As would be expected, there is a decided seasonal
of secondary charge decreasing with increasing output variation in the cost of power, the maximum, which is
from 0.4 cent to 0.36 cent per kilowatt-hour. Under the reached in summer, being higher by 0.15 cent per kilo
old contract there was a flat primary rate of $1.25 per watt-hour than the minimum, which occurs in the win
kilowatt of maximum demand and 0.4 cent per kilowatt- ter months. Graphs reproduced in the report show these
hour secondary charge. seasonal variations. „. .
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 139

Pittsburgh Railways Claim Department

A Co-operatively Functional Type of Organization, with the Five Separate Bureaus, Has Been Built Up—
Details of the Various Systems Used Are Published

The claim department of the Pittsburgh (Pa.) Rail- vised by the superintendent of the claim department,
ways, under the supervision of Cecil G. Rice, superin who reports directly to the president of the company.
tendent, is an excellent example of the application of It is the desire of the management that each bureau be
modern business principles to the work of settling ultimately known far and wide by its distinctive bureau
claims. To be more specific, it deserves description on title and not as a so-called branch of that generally mis
account of its functional type of organization and its understood and therefore mistrusted "claim depart
recognition of the value of fixed principles, definite pol ment." Only occasionally is the "claim department" re
icies and psychological essentials in every-day claim ferred to in dealing with the public, the bureau con
work. This article will be confined to a description of cerned alone being mentioned.
the organization itself, and the psychological and other Each bureau at its very beginning was placed under
features will be discussed in a later issue. a chief reporting directly to the superintendent. Each
chief is regarded as and in reality is an assistant super
Types of Management intendent and is of equal rank with the other chiefs.
When Mr. Rice took up the reorganization of the The superintendent each month appoints one chief as
Pittsburgh Railways' claim department more than five the senior chief to act in his absence. Yet the equality
years ago, he resolved not to base the practices of his of all the bureau chiefs is shown here, too, for they all
department upon mere imitation of those in the claim rotate in appointment as the senior chief.
departments of other companies or gradually to work
out a system for Pittsburgh by means of the "trial and Selection of Staff
error" process. Instead, it was decided that of the Of allied importance with the co-operatively func
three types of management, "autocratic," "autocratic- tional organization of the department is, of course, the
divisional" and "co-operatively functional," the last and personnel selected to carry on the work. One of the
most modern was best suited to solve the existing prob most difficult problems for claim departments to solve
lems. According to this decision, active work was im effectively is the public feeling that claim agents and
mediately begun along the five factors of such manage their employees are all "thugs," "roughnecks" and
ment, as follows: tricksters. The first act in selecting employees for
1. Investigation and standardization. the new organization in Pittsburgh was the employ
2. Planning of organization to carry the chosen ment of several college men of pleasing personality for
standards into effect. the purpose of influencing the opinion of the public.
3. Selection of staff for organization. All the new members of the department came in with
4. Provision for compensation, discipline and devel out previous experience in claim work, but they were
opment. rapidly developed along the proper lines and from the
5. Provision for understudies and recruits. beginning helped to inspire in the public a better con
fidence in the gentlemanliness and integrity of claim
Principles of Standardization employees. The present number of employees is fifty-
After investigation of the conditions the management five, of which eleven are college-trained men. Others
evolved six distinct fixed principles of standardization, were selected from among the platform men or because
or standards, in accordance with which every claim of some special fitness. Everything else being equal,
employee in so far as possible must bring his thoughts college men are preferred, but they are always selected
and actions. in competition with other applicants and not solely on
These fixed principles are as follows: account of their qualification of college training.
1. Maximum Accuracy—Incontrovertible facts un
earthed from all available sources. Provision for Compensation
2. Utmost Expediency—The promptest action in ac The claim department of the Pittsburgh Railways
cord with propriety and correctness. recognizes the relation that exists between efficient re
3. Absolute Fairness—A fixed, irrevocable policy of sults and the payment of a reasonable compensation for
dealing with justice to all concerned. work actually done, both currently and in the future.
4. Persistent Courtesy—Constant politeness com Accordingly, it does not pay for a certain "job" or a cer
bined with kindliness. tain "desk" but rather for individual ability and per
5. Minimum Consistent Expenditures — Disburse sonality. To do this it uses a unit system of efficiency
ments proportionate to all the facts. that enables it to make a systematic record of the work
6. Perfected Co-operation and Efficiency—Working performed by each employee and to govern his salary
in harmony to produce the most satisfactory results thereby. Each employee makes out a daily report
with the least expenditure of time and effort. covering the work done, and this is checked by the
chief of the bureau. The blank used for such reports,
Plan of Organization shown in Form 1, has ruled sections for the reporting
To carry out the above-enumerated standards, the of all cases returned for credit, the noting in full of
claim department was divided into five separate bureaus all "defects" observed in construction or operation and
to handle the different classes of work. These are called the making of explanations, remarks and suggestions
the clerical bureau, the inspection bureau, the adjust in connection with anything affecting claim or other
ment bureau, the litigation bureau and the medical bu departmental work. These individual reports are sum
reau. They act automatically and co-operatively in marized by the auditor on the monthly comparative
handling accidents and settlements. Each one is also efficiency report illustrated by Form 2. At the top of
capable of acting separately as a unit department of this sheet, which is 19H in. x 26% in., there are sep
the Pittsburgh Railways. All the bureaus are super arate sections for the inspection bureau, the adjust
 140 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

be found that the work presented to an entire bureau

PITTSBURGH RAILWAYS COMPANY —• . for a certain period was slack.
CLAIM DEPARTMENT
UMRmm««IfShwthr. STATEMENT* TAKEN SCTTLEMENTS MADE If ten outside inspectors are paid on an average of
u-~.ii c— hum i«cf«« A MO cuuu $90 per month, the work done by these men costs $900
Cl..-r B Wit per month. When $900 is divided by the total number
Cm N. "
of units of work credited to these men, the quotient in
CMffa M'T^" - reality gives the cost of each unit of work, but the
»l ■ management reverses the point of view and considers
this to be the amount of money earned by the em
TiUn il ployees for a unit of work. Each person's total units
are multiplied by the average cost per unit, the result
equaling what he has earned for the month. This may
be more or less than his payroll rate. The salaries do
not fluctuate monthly in accordance with these figures,
but if a man can earn on this basis more than he is
WiMU . being paid and continues to do so for a period of four
M. I M«u j: months or more, his salary is automatically increased
on the basis of his record. If a man runs lower than
the standard for four months, or even for a shorter
PITTSBURGH RAILWAYS CLAIM DEPARTMENT—FORM 1— time if the deficiency is great, the management takes
BLANK USED BY INDIVIDUAL CLAIM EMPLOYEES steps to find out the reason. Inquiries are made from
FOR MAKING DAILY REPORT the chief of the bureau, or, if no explanation is forth
coming here, from the man himself, the management
ment bureau and the litigation bureau, with separate in all its interviews working with the intention of keep
lines for the individual employees. The illustration ing its efficient employees permanently in the organiza
shows merely the bottom of the sheet, beginning with tion if possible.
the summary for these bureaus, the column rulings and In general, this unit system has resulted only in in
headings being the same as used above. creased efficiency. For example, during the year fol
Different units are granted for different classes of lowing its installation the efficiency of the outside men
work; for example, two for every release, two for every was increased 20 per cent. Experience has shown, too,
signed statement, one for every special inquiry and one that the cost of supervision is less on the high-unit
extra unit for any work after 7 o'clock in the evening. men. Maximum supervision is provided with a mini
By actual trial it has been found that to be 100 per cent mum number of outside men. The salaries have, of
efficient a man should have to his credit 300 units per course, increased. During the five years when the unit
month, or 3600 units per year. Any number of units plan has been in operation, the salaries in the claim de
less than these amounts would indicate that the em partment have increased $1,500 per month for the fifty-
ployee was only proportionately efficient. Frequently five employees now there. At the present time, how
the average of several men is higher than 300 units. ever, with more work, the department has six less men
Of course, when the number of units of work per than a year ago, and the total payroll is less. No em
formed by any man falls below the standard, the man ployee ever thinks of asking for an increase in salary,
agement is most careful to ascertain the cause for for he knows that he will get it if he can prove by the
such inefficiency. Sometimes, for instance, it might sustained character of his work that he merits it.

PITTSBURGH RAILWAYS COMPANY-CLAIM DEPARTMENT

COMPARATIVE EFFICIENCY REPORT SHOWING WORK OF ALL BUREAUS during Month of.

PITTSBURGH RAILWAYS CLAIM DEPARTMENT—FORM 2— MONTHLY COMPARATIVE EFFICIENCY REPORT

SUMMARIZING WORK OF INDIVIDUALS AND BUREAUS
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 141

In the foregoing manner the management keeps the dressed a letter to Mr. Rice, commenting upon the ad
employees of the claim department in a satisfied frame vancement made as an individual and as a unit of the
of mind as regards their salaries. Occasionally, how department. These papers and letters were bound in
ever, there is found a man who does not find himself limp leather and presented to the superintendent. At
suited to claim work. Although the management offers a meeting held in 1913 an embossed resolution signed
every inducement to permanent employment, yet if any by each member of the department was presented to
competent employee really desires to change to another Mr. Rice. This meeting was addressed by the then
line of work, the superintendent is at all times ready vice-president and general manager, S. L. Tone.
to use his best influence to place the employee in an The work of developing the men is carried on not
other position. Just how tangible this aid is can be only through the talks given by the superintendent, the
judged from this—out of forty-seven previous em chiefs and the outside experts, but also by the papers
ployees, twenty-two now have good positions secured which the men read at the meetings. Most papers are
chiefly through Mr. Rice's influence and efforts. Five read at the general monthly meeting, but some are read
men are chief adjusters for casualty companies, and the in the bureau meetings on subjects relating to par
others hold such varied positions as parole officer and ticular practices and policies of each bureau or even
assistant parole officer of Allegheny County, parole to more general topics, such as the experiences of dele
officer of western Pennsylvania, chief clerk in the gates attending the American Electric Railway Asso
county tax collector's office, superintendent of schools ciation conventions, visits to other claim departments,
in a New Mexico city, investigator for the Carnegie etc. All papers are made out in duplicate, and copies
Hero Fund, practicing attorneys, doctors, secretary to are bound each year and added to the library. Besides
a bank president, city editor of a Pittsburgh news the presented papers, the department also has in its
paper, etc. The attitude that Mr. Rice takes toward library various inspirational books, works on prac
these men is exactly that which a university feels tical psychology, efficiency, scientific management and
toward its graduates. At a meeting of the claim depart claim work, as well as many periodicals and all paper
ment in December, 1914, held as a testimonial to Mr. books of attorneys. Furthermore, it reprints certified
Rice, these outside men were present as the "alumni" copies of Pennsylvania Supreme Court and Superior
of the department. They all are still loyal to the de Court decisions for distribution to the men, in order
partment and in every action testify to the spirit of that they may at all times be conversant with the final
good fellowship that exists between the management of legal decisions in matters relating to claims and allied
the claim department and the employees, past or subjects.
present.
Provision for Promotion, Understudies and Recruits
Provision for Co-operation and Development New men entering the claim department are usually
The basis of the co-operative work of the department started in clerical bureau work, inasmuch as this re
is a meeting between the superintendent and the mem quires the least experience and can be most readily
bers of his staff, held every Saturday at 2 p. m. Be learned. The next step is to the inspection bureau, then
sides the bureau chiefs, there are present the auditor to the litigation bureau and finally to the adjustment
and the principal adjuster, whose duties are later ex bureau. The medical bureau members, of course, are
plained. At each meeting the work of the last week doctors. In general, the chief of each bureau gives
and the immediate future is discussed, and each staff his personal attention to each man under him. If a
member is held responsible for knowing as much about high-priced man leaves the department, an effort is
the business as the superintendent. The rotating ap made to move the men up all along the line. If his
pointment as senior chief and the possible necessity of work, however, can be transferred to the other mem
acting in Mr. Rice's absence makes this responsibility bers, the pay of the man who left, or a portion of it,
an important one. Those meetings are reported, and is distributed among those who thus increase their
copies of the minutes furnished to each member. Later efforts.
these minutes are bound and preserved in the depart The plan of organization of the department provides
ment library. for understudies in all its branches, or men trained to
To bring about closer co-operation among the em handle the work of their immediate superiors. They
ployees of each bureau and between them and the man are tested during the vacation period. This not only
agement, a meeting of one of the bureaus is held once protects the work of the department during absences
a month. At this the policies and the acts of the bu but also marks out a definite program of advancement
reau are discussed and all questions put forth by the for the men if they keep up to and above the standard
employees answered. When these meetings are about and if they are fitted for the advanced work. The time
half over, Mr. Rice usually joins the group for a short for progress from one bureau to another varies with
talk to the men. The last Friday of each month is de conditions and with men. Some have made the rounds
voted to a general meeting of all the employees of all in less than a year, while others may never reach the
the bureaus, and this meeting is sometimes addressed highest position.
by attorneys, doctors, executive officers of the company Besides the understudies the department has re
ar.d other prominent persons. Once a year a meeting cruits, or men on the waiting list for employment. Ap
is set aside for the consideration of suggestions turned plications for employment in the claim department
in by the department members. Another meeting, a come from widely-scattered sections of the United
sort of informal reception, is attended by relatives of States, such as New York, Illinois, Washington, etc.
employees. All meetings are fully reported in type These are all systematically listed for future reference
written form. as the way is opened up for new men.
The general meeting of December, 1914, was in
charge of the members of the staff and the program was Superintendent's Office
arranged by them. Each bureau chief read a paper The supervision of the entire claim department is
in the nature of a review of the changes made in his in the hands of the superintendent. He receives a copy
branch of the work under the present superintendent. of every typewritten letter, memorandum and report
In addition, each member of the different bureaus ad received or sent out, and he signs all letters, although
 142 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

they are dictated by the bureau chiefs. The superin

tendent has in his own offices a stenographer, who is
the only one not under the supervision of the chief of Mum Case No.
the clerical bureau. Directly under the superintend Address Carded By o
ent's control there is also the auditor, who handles all Occupation Age
the accounting records for the claim department and Date of o
in turn supervises the work of the cashier and the re Accident Location
Time of
lease clerk. Accident M Nature
The cashier keeps a card index for all disbursements Attending lnv.
Physician Attorney or Ad).
and all sums paid in the settlement of claims. Cards Photographs Negative
are kept under the name of the individuals when money Taken By- Date Numbers
Date of
is paid to them directly, or under the names of the Settlement Paid Whom
individuals and their attorneys when payments are Date Suit
Entered Attorney
made to the latter. The release clerk keeps a record At
of all cases released and sends word of this final settle No, 19 Court
ment to the proper persons for filing and for preventing Rmrfb
Remarks
any possible duplication or needless assignments. A
release taken by an outside adjuster is approved by the PITTSBURGH RAILWAYS CLAIM DEPARTMENT—FORM 4—
chief of the adjustment bureau and checked by the CARD USED IN GENERAL INDEX FILE OF
release clerk, the cashier and the auditor before being CLERICAL BUREAU
finally approved by the superintendent.
The two most important records used by the cashier reimbursed for amounts expended for the releases listed
are shown in Form 3 and Form 4. Form 3 is the re in the requisition.
ceipt that is filled out by an adjuster when he receives One of the most novel creations of the present man
money needed for the settlement of current claims. He agement is the "satisfaction book." This book con
stands charged with the amount turned over to him and tains a record of all cases which have been decided in
must account for it all in cash, properly executed re court for less than the claimant had originally been
leases, receipts or other proof of authorized expendi offered by the company in settlement, or in which ver
tures. An adjuster is not allowed to have more than one dicts were returned in favor of the defendant. The
receipt outstanding against him at any time. The cases are indexed according to the character of the
bottom half of the form is retained by the adjuster accident, the street and geographical location of the
and is filled in by him before he turns back his remain claimant and the attorney involved. The adjusters
ing money to the cashier. The back of the top half have access to this book and each chief has a copy. It
contains similarly-ruled divisions in order that the is very useful in showing claimants that certain at
cashier may place on her record a list of the releases torneys "who have won every case" have lost particu
secured and the balance returned. A general requisi lar cases perhaps like the one in question, in furnish
tion is issued by the claim department upon the audi ing claimants with names of neighbors who can testify
tor of disbursements of the company in order to be as to the foolishness of taking cases to court, and
in offering concrete proof that the company has itself
PITTSRURGH RAILWAYS COMPANY in so many cases in its first offer exceeded what the
„» 16318 courts later held to constitute a fair settlement.
The superintendent maintains in his own office an
index of all the attorneys in the three counties served
by the company and also files the reports from the
several bureaus and all statistical reports. Aside from
the regular periodic statistical reports showing the
work of the department, there might be mentioned as
one example of special statistical investigation the time
„ itJ34a study that was conducted to ascertain the most agree
able hours of calling for various classes of men who
come to the company offices to discuss claim subjects.
It was found that the time generally preferred by claim
ants was from 10 a. m. to 4 p. m., while attorneys
could most conveniently call from 8 a. m. to 10 a. m.
and from 3:30 p. m. to 5 p. m., and employees were
able to report at any time. This investigation made
it possible to arrange the calling hours so as to cause
the least conflict between the first two classes, the em
ployees being used mostly to fill up any light periods.
The superintendent also keeps a file giving the com
plete records of all the men employed in the claim de
partment. Moreover, he has a pocket list showing the
names of the men, their telephone numbers, the time
required for each man to reach the office after notifica
tion and also the time required to reach the nearest
carhouse. Each member of the staff has a copy of this
list.
Now and then, under the superintendent's direc
tion, a check is made with comptometer cards to see
PITTSBURGH RAILWAYS CLAIM DEPARTMENT—FORM 3— how much time is being spent upon some particular
ADJUSTER'S BLANK FOR RECEIPTING MONEY AND operation in the bureaus, such as indexing different
ACCOUNTING FOR DISBURSEMENTS papers, dictation, transcribing and similar acts. This
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 143

is done in order to keep efficiency up to the proper an estimator, a veterinary surgeon, safety inspectors
standard and to divide the time rightly between dif with offices at selected carhouses, secret service oper
ferent operations. Each of the seventy forms in use atives and six inspectors. It is the function of these
is original, and, before a supply is reordered, is men to secure all particulars regarding accidents. The
checked by the superintendent and the chiefs for im estimator inspects damages to physical property, the
provements or changes. Furthermore, twice a year veterinary examines injured animals and the photog
suggestions are solicited from every employee in the rapher takes assignments in duplicate from the chief
department as to changes in the methods of doing the of the bureau. The safety inspectors at the various
work or the elimination of any feature. Suggestions, carhouses interview trainmen, typewrite statements
however, are welcome at any time. In these ways waste and inspect equipment involved in accidents. The claim
motion is avoided and errors are corrected. Accuracy department is open twenty-four hours a day, and after
and speed are the ends sought. business hours the night inspector sends out inquiry
blanks, clips newspapers, receives all telephone reports
Adjustment Bureau of accidents and notifies the chief or the superintend
The adjustment bureau of the Pittsburgh Railways ent in the event of a severe accident.
contains the chief of the bureau, the principal adjuster Litigation Bureau
and four outside adjusters. Under the original plan of
organization the principal adjuster was not included, When a claimant enters suit against the company,
but as the work developed this office was created. All the department receives a notice from the general at
claimants calling at the department offices are received torney. After being reviewed by the superintendent,
by the principal adjuster, who works in close harmony the case then goes to the litigation bureau. If all wit-
with the outside adjusters and the bureau chief. Dur nesses have not been seen, however, it is referred to
ing 1914 he alone settled 2900 claims, an average of the inspection bureau for such action and is then re
eight a day. The chief of the adjustment bureau has turned to the litigation bureau for preparation for trial.
to do with cases that are settled on the outside and has Under any conditions the case goes finally to the liti
charge of the four outside adjusters. The principal gation bureau when it is placed upon the court calendar.
adjuster is really a master adjuster handling a particu Under the chief of the litigation bureau are the prin
lar class of cases, and he has no more authority than cipal court investigator, the principal locator, the court
the chief of the adjustment bureau. Both of these investigators, four locators and the court clerk. The
men report directly to Mr. Rice, and neither would locators are used to see that witnesses are in court
ordinarily pay more than $300 in settling a case with when needed. They act as investigators when court is
out consulting him. not in session. The court clerk each evening secures
At 8 a. m. the adjusters report at the office, where from the clerk of the court a list of the cases to be
they have a separate desk and the services of a type called the next day and a list of suits entered that day.
writer operator, who takes their dictation directly on He also obtains a summary of all damage suits entered
the machine. Every act in connection with any case in the county against anyone and a summary of all
is a matter of record. During most of the day the ad verdicts rendered against any defendant, which are
justers are outside and report by telephone four times. made a matter of record in the claim department.
The process of adjusting cases is largely a matter of The litigation bureau keeps a card file for every suit
judgment on their part. No adjuster, however, would entered and also an index of legal opinions. Trans
think of paying more than $100 without an authoriza cripts of testimony, records of appeal, etc., are filed in
tion from the chief of the adjustment bureau. There this bureau. It also maintains a record of all wit
are, in general, four steps in adjustment work, as fol nesses for and against the company in the cases that
lows: (1) The adjuster settles by using his own judg arise. The witnesses in new cases are then checked up
ment; (2) the next morning, if the case is not settled, by any existing testimony in other cases, so that "ring
the adjuster turns it over to the chief of the adjustment ers" cannot be used.
bureau for decision; (3) if the chief does not desire
to pass upon it, it is put up to the superintendent of Medical Bureau
the department, and (4) if the superintendent should The medical bureau proper of the company consists
be in doubt, the case is presented to the "board of of a chief, an examiner and a stenographer-nurse. The
claims review," composed of the president, the super men spend most of their time in the offices of the de
intendent of the claims department, the general attor partment. For any special injury the chief arranges to
ney and the general manager. The number of cases call in the best expert in that particular line. The
presented to this board is a matter to be determined company maintains an examination room where claim
by the superintendent of the claim department. ants are examined and sometimes emergency treatment
The chief of the adjustment bureau maintains a is given. The bureau has a separate medical library,
follow-up file of every current claim pending and is at charts, skeleton, operating chair, instruments and com
all times in possession of all essential facts. During plete surgical and examining equipment. The chief
1914 three-fifths of all settlements made were effected co-operates with the trial attorney in arranging the
in the offices of the claim department, an increase of medical defense in litigated cases and with the chief of
50 per cent over 1912. This shows the growing tend the adjustment bureau in current claims.
ency of the public to handle claims as "a matter of busi In the medical bureau there is a card file of all doctors
ness" instead of "a matter of law," as well as the fact with "whom the company has had or may have dealings.
that the prejudice of the public against the depart This list is indexed by doctors and by subjects. The
ment is being speedily overcome. verbatim reports of court testimony are secured where
doctors who make a practice of testifying against the
Inspection Bureau company are called. The list at present contains the
Besides the chief, the inspection bureau is composed names of about 3000 doctors, showing their hospital and
of a statement inspector, who takes statements from other connections and a summarized record of all the
all persons calling at the offices; a photographer; a cases in which they have been interested either in mak
night inspector, who is on duty from 6 p. m. to 6 a. m. ; ing examinations or in giving treatment. The company
 144 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

receives medical magazines from all parts of the world Probably nine-tenths of the accidents reported by
and clips these for important articles. crews have previously been reported by telephone by
inspectors, dispatchers, or local or division superin
Clerical Bureau tendents. If none of these officials is met and the line
Besides the chief of the bureau, there are several is not tied up by stopping, the accident is reported over
clerks performing various duties in this and other bu the telephone by the motorman and the conductor
reaus. All mail is opened and dispatched in the cler themselves. For instance, if a woman at 9 o'clock in
ical bureau. Moreover, with the exception of the special the morning had an accident and this was telephoned,
files kept in the superintendent's office, the litigation bu five copies would be made, one for the superintendent
reau and the medical bureau, all other files are kept in and copies to the clerical, medical and inspection bu
the clerical bureau, so that the main duties of the reaus. The inspection bureau would in a short time
clerks there have to do with the making and the filing be seeing witnesses and learning the essential facts,
of records. the medical bureau would ascertain by examination or
The only two permanent files in the clerical bureau inquiry the extent of the injury, an adjuster would be
are the general index and the information file. The informed as to the name and address of the woman in
general card index is for every person involved in any order for him to secure her statement of the occur
kind of accident with the company or with any other rence, and the clerical bureau would search the records
company for which reports are available. Newspaper and consolidate the information secured by the other
reports and reports from other companies and claim bureaus with the crew's report. Final decision as to
departments in regard to fraudulent claims are in adjustment could then be made by the chief of the ad
cluded. Form 4 shows the character of the index card justment bureau.
used. The main divisions of the classification are ac
cording to the surnames and the subdivisions according Card "Kinks" in Clerical Bureau
to the first names of claimants. Under each division Besides the general index file and the information
and subdivision the cards are separated according to file previously described, the clerical bureau of the
a tab showing the month in which each accident oc
curred. The cards used for males are gray; for fe Cate No— -
males, pink, and for property damages, yellow. (Show Company initials, lotto* ond "copy")
The other permanent file referred to above, the in Date 191 Exact Time..
formation file, is a record of any person, connected Principal ™
with any company, who is known, either favorably or Charge Credit
otherwise, to any employee of the railway; a record
of the residences of all attorneys, etc. This file is
divided in the following manner: (a) an index ac Recaption Thla charge
cording to streets—that is, cards for the blocks num File Clerk _ Room Clerk. made by
bered from 100 to 200, from 200 to 300, etc.; (6) an INSTRUCTIONS:—Thla form Ic to bo modo out at trio Umo any caao is movod from in person, or
from pna doak, to another. Porson from whoso possession case is movod will bo held responsible. The
index by companies; (c) an index by occupation, and eract limo of the movement must be shown. Initiate of Company aro to follow all but P. Rye. Co. case
numbers, a* wait as subdivision or othor latter. If oaaa consists of white or yellow copy only, or if copy
local trade and other organizations, and (d) an index of Court esse, same must bo indicated. Cases taken from file vsult must bosr initials of File Clark
and cases hsndlsd In Reception Room must enow initiate of parsons hsndling.
of all employees of the Pittsburgh Railway, the Du- THIS CARD TO BE FORWARDED TO INDEX CLERK IMMEDIATELY
quesne Light Company, the Beaver Valley Traction
Company and the Philadelphia Company. These are PITTSBURGH RAILWAYS CLAIM DEPARTMENT—FORM 5—
arranged geographically in order that an employee may CHERRY CARD USED TO KEEP TRACK OF CLAIM
be found who lives on the same street as any claimant. DEPARTMENT DOCUMENTS
The first three indices are cross-referenced with the
general index file to show any case with the company Pittsburgh Railways has three original card "kinks"
in which the individuals may have been involved. that have been developed by the management to aid
in the general smoothness of the work. These are the
Recording of Accidents in Clerical Bureau "cherry" card, the "reminder" card and the "recep
In the clerical bureau there is also an accident regis tion room" card.
ter in the form of a loose-leaf book, run by days of the The cherry card was devised by Mr. Rice in order
week. This book takes sheets 17 in. x 26% in., ruled to keep track of case files and documents. One of the
alike on both sides. From left to right columns are most troublesome office problems in claim departments
provided to show the consecutive numbers of the acci is to know at any time where the records of any case
dents, the time, the car and division numbers, the loca are located. By the use of the cherry card, shown in
tion, the nature of the occurrence, the principals and Form 5, this problem is easily solved. Every time a
their addresses, the names and numbers of the motor- case is moved from one person or one desk to another,
man and the conductor, the classification number of the one of these cards must be filled out, the person fr^m
accident, and the original assignment to an adjuster or whose possession the case is moved being held respon
an investigator. A note is made at the bottom of the sible for the recording of the transfer. The card pro
sheet in regard to the weather conditions existing on vides for case number, name of principal, date, exact
the day in question. time of movement, name to be charged with the case
Accident reports are made out by car crews or the data and name to be credited, remarks and spaces for
safety inspectors in triplicate and forwarded to the initials of charging person. A constant messenger
clerical bureau, where they receive classification num service is kept up around the department to collect all
bers, are checked up with the general index and the the cherry cards. These are filed by case numbers in
information file and then go to the chief of the adjust the central file, and the clerk in charge of this can at
ment bureau. The latter reads them and assigns such any minute of the day tell exactly where any document
as he thinks should go to adjusters. The others he is located.
sends to the chief of the inspection bureau, who assigns The reminder card is a unique scheme to call cer
them as he sees fit. If any information along medical tain things to the attention of employees at the proper
lines is needed, a memorandum is sent to the medical time without them being burdened with constant mem
bureau. ory in the meantime. Any employee desiring to be
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 145

reminded of any engagement to call, appointment at sponsible for recording on the cherry cards all docu
the company's office, letters to be expected, papers to ments that leave the vault. The record clerk has
be returned, work to be completed by a certain time, charge of the accident register. Besides these and a
cases to keep in touch with, etc., simply reports such messenger, there are five clerks and stenographers who
facts to the proper stenographer or else himself fills are located in the various bureaus but are under the
out a reminder card, as illustrated in Form 6. This supervision of the chief of the clerical department.
provides for three dates on which the employee will
be reminded as requested. The cards are filed in the Novel Library Feature
clerical bureau according to reminder dates, and each A novel and original feature has recently been added
employee at the proper time has the stated matters to the department. A hallway, 8V2 ft. x 50 ft., has been
brought to his attention. partitioned off, the walls decorated and lighting fix
The reception room card furnishes information for tures installed. The room is fitted with "Crex" rugs,
bringing callers into a more intimate relation with the bookcases, easy chairs, magazine racks and telephone,
claim department and putting them into a better frame and made generally but inexpensively attractive. It is
of mind by telling them in a cordial and perfectly cas used during the day as a reception room for callers,
ual way that they are expected. Each employee who and the framed pictures advantageously placed add at
expects a visitor at the company's office fills out a re tractiveness and at the same time serve to impress
ception room card (see Form 7), which goes to the certain facts upon claimants. As compared with the
clerk at the desk in the reception room. Each morn old idea of having the first room visited by a claimant
ing this clerk sorts out the cards for appointments on represent poverty by its bare floor and wooden fur
that day and carries the names in his mind. When niture, this feature of reversing the impression into
one of the expected callers arrives, he is met with the one of comfort, attention, courtesy and resources for
statement: "Mr. is expecting you. If you will defense against unfair claimants, is a distinct de
just sit down for a moment, I'll take your name right parture. After business hours this library-reception
in," and he is properly impressed thereby. The re room is used by the members of the department as a

Case No.
PITTSBURGH RAILWAYS COMPANY
Date on which to be Reminded CLAIM DEPARTMENT
No „ This Date.. 1913
To CHIEF OF CLERICAL BUREAU :—Please have me reminded on above date of
Mr
„ _. — _ will call to sec Mr.
(Darel wMk) J9J3 . M.
Do you want Caso to be Mr t yn*j with this reminder > _ For
Thii Oate 191 Signed. _
NOTE:—Plana
proKiM. to .<]*•■•, makoto un
call* of thiibyform at ■ atm.anj ofDopartnrvont
btJno romindod
oftkoa,oforofofigagomont* 'to colltimo,or Principal
>a aipactod,
cum with of papon
which it ii bo boreturned,
todosirod mado
to hoop ofin principal
work
clot* which
touch,
Claim
itale.is donrad
This to complota
reminder will bo
lattorabytoa « fiaod
rovlow
placod
d bel
boforo you on
t*« data which you nemo.
REMINDER FILE MEMORANDUM Called NoRecord oi Call to
(Din)
PITTSBURGH RAILWAYS CLAIM DEPARTMENT—FORM 6— PITTSBURGH RAILWAYS CLAIM DEPARTMENT—FORM 7—
REMINDER CARD FOR CALLING MATTERS TO ATTEN RECEPTION ROOM CARD NOTIFYING RECEPTION ROOM
TION OF EMPLOYEES AT DESTRED TIMES CLERK OF EXPECTED CALLERS

ception room clerk also keeps a daily list of all callers, place in which to work, read, study, lounge or meet
showing the names, time of arrival and admission, their friends. Hereafter the various meetings of the
men visited, references to other officers, time con department will be held here.
sumed in calls, case numbers or names concerned, and
total number for day. General Facilities
The department occupies fifteen rooms and vaults,
Division of Labor in Clerical Bureau all neatly and attractively equipped and maintained.
To show the careful division of labor in the clerical All filing and other equipment is modern and sanitary.
bureau among the different employees, it may be noted Washstands, individual towels, sanitary water coolers
that there is a general index clerk to handle the general and drinking cups, shoe shining cabinets, telephone
index and an information clerk to look out for the booths, scientific lighting fixtures and general neatness
information file. The classification clerk classifies all serve to impress employees and others that this is a
accidents according to twenty-two general divisions modern business organization which gives and demands
and 125 subdivisions and gives each one the number respect. Intercommunicating telephone equipment with
that shows on the accident register and in the case a loud-speaking master station in the superintendent's
records. The index clerk operates the cherry-card office allows him to get in instantaneous touch with
file and the reminder-card file. The trace clerk is used any bureau or all of them at once.
to hunt up the data on past cases, locate files and num
ber and dispatch incoming letters and memoranda. The library of the Bureau of Railway Economics,
The reception room clerk receives callers, records the Washington, D. C, has recently prepared an excep
time and keeps the reception room card file. The pho tionally complete list of references in current period
tographer's clerk classifies all photographs, assign icals to the jitney bus and to regulatory measures that
ments and photographic records. The copy clerks work have been introduced to curb the irresponsible factors
in the litigation bureau, and, when a suit is entered, in the movement. There are about 140 articles indexed
make two copies of all documents, one going to the in the list, of which nearly 40 per cent are from the
general attorney, one to the men in the litigation bu Electric Railway Journal. The bibliography is
reau and the original back to the vault. This general dated July 15 and is in mimeograph form, a limited
vault is in charge of a separate file clerk, who is re number of copies being available for distribution.
 146 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

Employees Receive Increase in Chicago

Reduction in Number of Years to Reach Maximum Wages Also Made by Decision -James M. Sheean,
the Company's Representative, Files Dissenting Opinion

Mayor Thompson and State's Attorney Hoyne, repre on snow sweepers will have a wage rate of 36 cents per
senting the majority of the Chicago Board of Arbitra hour. The wages of other employees decided by the
tion, handed down an award on July 16 granting a uni board of arbitration are as follows:
form increase of the maximum and minimum wage of Month
3 cents for the first year and 4 cents for the second year Car repair foremen (day) S125
of the contract, and also a reduction of the graduated Car repair foremen (night) 110
Receivers 105
scale from a five-year to a four-year term. Employees Tunnel and bridge men 75
Flag and crossing men 65
outside of the train service also received substantial in
creases, and the award includes some concessions in the Mechanics in west side shops not under union con
working conditions. Attorney James M. Sheean, repre tract will get a 3 cent an hour increase.
sentative of the surface lines, filed a dissenting opinion Car repairers, motor repairers, inspectors, dopers and
which shows that, despite the preponderance of evidence body repairers will receive $2.40 in the first year of
presented by the railway companies tending to show service, $2.70 in the second year, and $3 in the third
that the demands of the employees were excessive, the year.
majority of the board of arbitration granted wage in Car placers, $2.40 in the first year of service, after
creases and improvements in working conditions. One that $2.75 a day.
compensating fact in the decision is that the city must Cleaners, janitors, washers and other line men, $2.10
share 55 per cent in the increased operating expenses a day in the first year of service and $2.40 thereafter.
and that the employees' demand that a graduated scale To Question 5—Allowance for turning-in time. The
be abolished was not sustained but reduced from a five- arbiters decided that all trainmen should be allowed to
year to a four-year term. have seven minutes after finishing the day's run for
turn-in time, which was an increase of two minutes.
Findings on Seven Questions Submitted To Question 6—Seniority and efficiency with men
The decisions of the board of arbitration regarding outside of train service. The arbitrators found that in
the seven questions submitted are as follows: all cases where men were laid off to reduce the force,
To Question 1—Percentage of straight runs and con this should be done according to seniority prirtiarily,
secutive hours in which swing runs shall be completed. but consideration might be given to their capacity and
The arbiters decided that all runs on Sundays should fitness. When these men are again put to work they
be straight time and should not exceed nine hours. should be reinstated according to their seniority stand
To Question 2—Hours of service, including week ing at the time they were laid off.
days, Sundays and holidays, for employees other than To Question 7—Night car hours and wages. The
trainmen provided for in the agreement. The arbiters arbitrators found that the men operating night cars
decided that the existing system should be continued should receive $3 per night for eight hours or less, and
except as it might be modified by the other points de all-night car runs should be straight and not more than
cided in this arbitration. eight hours. The night-car wages and hours specified
To Question 3—Number of years to receive maximum in this award become effective on Jan. 1, 1916.
wage scale and wages for all trainmen, including train
men on cinder, sprinkler, supply and other cars. The Dissenting Opinion of James M. Sheean, the
arbiters decided that during the period fixed by this Company's Representative
award the following scale of wages should govern: "I dissent from the award made by the majority of
First Year of Contract the board.
Offered bv Demanded "My position throughout this arbitration has been
Old Scale, Company, by Men. Award, that the employees are entitled to a fair wage fully com
First year : Cents Cents Cents Cents mensurate with the work performed, but I submit that
First three months 23 25 33 26
Second three months.... 25 26 33 28 these men are already paid not only a fair wage but a
Second six months 26 27 33 29
Second year : liberal wage when the wages in the same employment
First six months 27 28 36 31 and the living conditions in other large cities are taken
Second six months 28 29 36 31
Third year 29 29 U 36 32 into consideration, or when comparison is made of an
Fourth vear 30 30 36 33
Fifth year 31 31 36 35 nual earnings of these men with the earnings in any
Sixth year anil thereafter. . 32 32 36
comparable line of work in Chicago.
Second Year of Contract "The evidence in this case shows beyond all question
Tentative
Draft that the wage scale paid the trainmen in Chicago, taking
Offered by Demanded of into account the bonus time, including time for meals
Old Scale, Company, by Men, Award,
First vear : Cents Cents Cents Cents allowed, is higher than the wage scale in any other large
First three months 23 25 V. 33 27
Second three months ... . 25 26 1- 33 29 city east of the Rocky Mountains. The scale in Chicago,
Second six months 26 27 33 30 taking into account the bonus time allowed the men,
Second year :
First six months 27 28 36 32 gives a higher average wage than that paid in any of
Second six months 2S 29 V5 36 32
Third vear 29 30 36 33 the twenty cities the wage scales of which were sub
Fourth vear 30 30 Vi 36 . 34
Fifth vear 31 31 3fi 36 mitted to the board of arbitration.
Sixth year and thereafter. . 32 32 36 "Sixty per cent of the trainmen in the employ of the
The scale of wages shown in the foregoing table also company are now receiving the maximum rate of 32
applies to motormen of sprinklers, cinder, supply, mail cents per hour, and their average earnings are in ex
and other cars. Trolley boys or conductors on sprinkler, cess of $1,000 per annum. Many of these men are now
cinder, supply, mail and other cars will receive a wage earning in excess of $100 per month, or more than
of $2.30 per day. All men working on snow plows and $1,200 per annum. Compare these earnings with the
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 147
earnings of carpenters in Chicago, who are employed dence in this record that furnishes a valid reason why
only about 160 days a year, and whose earnings are the men who operate the cars between twelve o'clock
about S800 per year. midnight and six in the morning under the present
"This situation is shown by the following extract operating conditions, should receive more pay than the
from a letter dated April 23, 1915, written by John A. men who operate the cars at other hours of the twenty-
Metz, president of the carpenters' arbitration board, four. Electricity so lights up the streets that it is
to the State board of arbitration: practically as easy for the motorman to see the track
" 'Now, & few years ago the average carpenter ahead of him at night as in the daytime. Then, too,
worked about 200 days per year, but now by reason of the evidence shows that the character of the traffic dur
the evolution in the building industry, this average is ing the night in recent years has changed materially.
cut down so that the average carpenter now earns little I am of the opinion that greater skill and experience
more than $800 per year.' is required in the operation of cars during the rush
"The same basis of annual earnings applies also to hours of the morning and evening than for the opera
the other building trades in Chicago. tion of night cars.'
"Or, take the compensation received by men employed "The majority of the board, however, has restored
by the city. The evidence shows that the average the old plan of paying a bonus for the operation of
monthly wage of 4589 employees upon the payrolls of night cars. The result of this will be to impose a heavy-
Chicago for the month of May, 1914, including such additional burden upon the company and in such a way
men as foremen in the street department, officers in the as to retard rather than to develop this class of service.
health department, laborers, motor drivers, etc., was "The majority of the board has also given a corre
$55.18. sponding increase to the carhouse men and shop men.
"The evidence in this case shows and, in fact, there is The evidence in the record shows that the pay already
no dispute, that the cost of living in Chicago is ma received by these men is materially in excess of the
terially lower than the cost of living in such cities as wages now being paid even by the steam roads for the
New York, Boston and Philadelphia, although the same class of service. The majority of the board has
wages paid trainmen in Chicago are higher than the also, by its ruling, still further increased the bonus
wages paid trainmen in any of those cities. or dead time allowance for which the men are at pres
"The evidence is also uncontradicted that the cost of ent paid, and which already amounts to more than
living since the last award three years ago has not $1,000,000 per annum. All of these matters must be
increased as fast as the wages of the employees. The taken into account in determining the actual pay which
record shows that the wages of the trainmen have in the employees of the company will receive under this
creased during the past three years 9.2 per cent, while award, and the actual amount as shown is very ma
the cost of living, according to the statement sub terially in excess of the actual figures appearing in the
mitted by Mr. Mahon in 1912, and compared with a scale.
similar statement filed by him in this arbitration, has "Common observation and experience show that the
increased only 5.34 per cent. present is no time for drastic wage increases in any
"In 1909 the men voluntarily agreed with the com business. This is particularly true with reference to
panies upon a five-year scale. This was submitted to the company, which has been affected to a greater de
arbitration in 1912 and again fixed at the period of gree than most institutions by the general financial and
five years. Experienced operating men called on be industrial depression now existing in Chicago. Last
half of the company stated that the best results from year the receipts fell more than $500,000 below the re
every standpoint were obtained from a five-year scale ceipts of the preceding year, and during the first five
and that the purpose of this scale was to compensate months of the present year the company's receipts have
the men for their gradually increasing efficiency and dropped more than $600,000 below the receipts for the
give them a reward for remaining in the service. same period last year.
"Evidence introduced shows that the average length "The company is carrying fewer passengers this year
of the scale in twenty of the principal cities of the than last year, and its receipts per car-hour have de
United States is over five years. In fact, a graduated creased accordingly. On the other hand, as a result
scale for teachers in force in our public schools ranges of the graduated scale under which the men are now
from five years to ten years. Notwithstanding this, working, their wages are automatically increased the
however, the majority of the board reduced the scale longer they remain in the service, so that the company
from five years to four years. is now facing not only a heavy deficit in its gross re
"Prior to 1912 there was a limited night car service ceipts and decreasing receipts per car-hour, but a con
in effect on the north and west sides of the city. stantly increasing wage.
These men worked six hours and were paid a bonus or "In the face of this, however, the majority of the
extra rate for this service. No such arrangement has board has not only shortened the scale from five years
ever existed on the south side. The effect of the night to four years, which in itself operates to increase the
car bonus was to penalize and make still more costly an wages of the men, but has further increased the maxi
unprofitable service. The result was that on the south mum wage per hour during the first year of the new
side lines, where no penalty was imposed, the night contract from 32 cents to 35 cents, and during the sec
car service developed to a far greater extent than on ond year of the contract from 32 cents to 36 cents.
the north and west sides. The maximum demand of the men in 1912 was 35 cents
"In the 1912 arbitration the night car bonus was an hour, and the maximum demand at this time was
abolished throughout the city, and Judge Carter in 36 cents an hour. In other words, the men have been
discussing this question, in his opinion, said: given substantially all they asked for, yet no one will
" 'Extra pay or a bonus for night car service has seriously contend that the men in making a demand
been in force for years on the north and west side for 36 cents an hour expected to receive that amount,
lines of this city, but it has not been on the south side or anything like that amount.
lines in recent years, or to any substantial extent since "It must not be forgotten that the situation with the
electricity was introduced as a motive power. What company is very different from that of a manufacturing
ever might be said in justification of this plan in the concern, or even that of a steam road. An increase in
days when horse cars were in use, I can find no evi the wages among the employees of manufacturing con
 148 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4
cerns means an added cost to the manufactured prod method by which the award was reached ; but, notwith
uct. An increase in wages to the employees of our standing this, the company which I represent, wishes
great stores means only that the purchaser will pay it distinctly understood that this award will be accepted
an increased price for the articles purchased, and even and faithfully carried out. The company has stood,
a steam road has some opportunity to increase its rates ; and will continue to stand, for the principle of arbitra
but not so with the company. tion, regardless of whether the outcome in any par
"The fare received by the company for the service ticular arbitration favors one side or the other."
rendered by it is 5 cents and no more. The company's (Signed) James M. Sheean.
compensation is fixed. On the other hand, the cost of
rendering the service, the increasing cost of wages, Statement by Chicago Surface Lines
the increasing expense of maintenance and operation As an aftermath to the arbitration award the Chicago
are constantly narrowing the margin left for the re Surface Lines ran an advertisement in each of the Chi
turn upon capital. cago papers under the caption, "Car Men Win." In
"Recognizing, as I do, that the service rendered by this the company accepts the victory of the employees
the company is the joint product of labor and capital, "like a good sport" and takes advantage of this pro
and believing, as I do, that both labor and capital should pitious occasion to take up the question of complaints,
have a fair return, it has seemed to me that this award and asks the public to criticise and commend. The
so unfairly increases the proportion of the one at the text of this advertisement is so unusual that it is
expense of the other that its result must be to make printed in full as follows:
Chicago an unattractive field for capital. CAR MEN WIN
"Chicago needs capital and must compete with other In the most sweeping award ever made by an arbitration board,
cities in procuring capital for its development, and in our employees have just won an increase in wages which makes
the last analysis the determining factor will be the fair them by far the most highly-paid street railway men in the
United States.
ness or unfairness with which investments already This award has Imposed an enormous additional burden upon
the company—approximately $1,500,000 per year. We have ac
made in this city are treated. cepted the award and shall carry out its provisions faithfully.
"One difficulty with which the arbitrators have had This company always has stood for and will continue to stand
for arbitration, regardless of whether the outcome in any par
to contend was lack of time to enable the board to take ticular instance favors one side or the other.
up and properly analyze this record, which contains a What the Result Should Be
vast amount of facts, figures and details. We have had The men have been given substantially everything that they
asked for—and far more than they expected.
but four conferences in this entire matter, and at only This removes all possibility of complaint on the part of the
two of these conferences were the merits of any of the men that they are not being fairly treated by the company, or
that they are not getting a fair share and more than a fair share
of There
the joint product of labor
men's demands discussed, and then only those with should be, and there and
will capital.
be, a better feeling on the part
reference to wages and length of the scale for train of the men toward both the public and the company. This ought
men. No discussion whatever was had with reference to bring about, among other things, better service to the public.
to the other six propositions submitted to the board of Where the Public Comes In
arbitration. Four-fifths of the complaints received by the company have to
do with the treatment of the public by our employees—complaints
"The agreement under which this arbitration is had involving the personal equation—such as discourtesy, running by
provides that the board shall meet and organize, set passengers, starting too quickly, not waiting for passengers at
transfer points, etc.
the time and place for hearings, and continue 'until all Every complaint of this nature should now be eliminated. We
shall appeal to every man in the train service to co-operate with
evidence and arguments have been heard and rulings the management in every way possible to give a better service
rendered.' This means that whatever evidence was than ever before, and particularly to be mindful at all times to
extend to our passengers every courtesy and consideration to
heard should be submitted before the board at a regular which they are entitled. We believe that the great majority of
our men will respond loyally to this appeal.
meeting, at which all parties were represented. Con The Public Must Help
trary to this, and to all established principles of arbi We ask the public to keep us advised constantly of the kind of
tration, the Mayor, against my protest and the protest treatment they are receiving from our employees.
of Mr. Hoyne, the representative of the men, saw fit A part of the service for which the public bays is courtesy and
consideration on the part of the trainmen. These are just as es
to call in some 200 employees whose wages were directly sential to good service as keeping the cars on regular schedule.
We therefore ask the public to help us improve the service
involved in the arbitration, and questioned some of along these lines—first by calling our attention to acts of cour
them himself, and had others questioned by representa tesy or consideration for the welfare of passengers which they con
sider worthy of mention ; and, second, by calling our attention to
tives of the corporation counsel's office with reference every act of discourtesy or lack of consideration.
7? the public will co-operate with us fully in this regard, we toil!
to the issues involved in this arbitration—all without undertake to see that credit is given where credit is due and that
the principals being present or represented. all complaints are investigated promptly and the proper remedies
applied.
"In the case of Moshier vs. Shear, 102 111., 173, our Effect on Other Chicago Lines
Supreme Court said:
" 'After being selected, it is the duty of an arbitrator, It has been decided that the award to the employees
like a juror, to act fairly and impartially between the of the surface lines will not affect the negotiations
parties and on the evidence adduced before them on between the Elevated Railways of Chicago and its
the trial, and entirely independent of all outside in employees. By a separate agreement this company
fluences, and what will be misconduct on the part of consented to arbitrate all disputed questions with its
a juror will, as a general rule, be such on the part of an employees and that Mayor Thompson should act as
arbitrator. Neither has a right to learn facts except umpire. Negotiations to eliminate some of the minor
as brought to his attention on the trial. It is gross problems are being conducted by President Britton
misconduct for either to seek evidence or the opinions I. Budd and the union officials. Mayor Thompson will
of others in regard to the case, or anything material not return from a trip to the Coast until early in
to its decision in another mode.' August, hence it will be at least until that time before
"The company, in view of the great public interest actual arbitration hearings can be conducted. In the
involved and the possible effects of such course upon meantime the company is collecting data, but as yet
the best interests and welfare of this community, has neither it nor the employees have announced the names
decided not to avail itself of its legal rights in this of their representatives on the board of arbitration.
particular. Practically all the questions which were submitted to
"I have endeavored to state my views frankly. I the surface lines' board will be taken up in the arbitra
cannot concur in this award. I cannot concur in the tion of the elevated railways' difficulties, but in addi
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 149

tion to these many other classes of employees are in among other attractions three performing elephants
volved, therefore the evidence to be presented will be that were purchased by Boston's school children and
more complicated. given to the city. These have been used for the sub
By prior agreement the Chicago & West Towns Rail ject in the picture advertising that resort. Norumbega
way will accept the award granted the employees of Park on the Charles River is represented by a young
the Chicago Surface Lines in so far as it affects the couple paddling a canoe, together with a circular in
question of wages and the term of contract. In this sert showing a brightly costumed dancer in the spot
agreement working conditions were considered as a light on the stage of the open-air theater.
local problem and will be disposed of this week in a Two children playing in the sand on the beach at
conference between General Manager F. L. Butler and Marine Park, South Boston, is the principle subject of
representatives of the employees. Approximately 230 another painting, in which there is inserted a striking
employees will be affected. picture showing the brilliantly hued tropical fish that are
The Evanston Railway Company, Evanston, 111., also exhibited at the aquarium included in this park. An
by prior agreement with the employees, is bound to other picture advertises Lexington Park and shows a
accept the Chicago Surface Lines' arbitration award young couple dancing in the pavilion and contains in
in so far as wages and term of contract are concerned. one corner a picture of the head of a buffalo of the
The working conditions in this case were also consid zoo. On each side of the car in the central square is a
ered a local problem and will be negotiated as quickly as large map showing points of interest that may be con
possible. Forty-five employees will be affected. veniently reached by short trolley trips and indicating
the route and connection by small lines in the usual
style of map drawings.
Advertising Car in Boston The car is illuminated by a row of overhead lights at
For the purpose of stimulating traffic during the night and although put in operation for the first time
summer months the Boston Elevated Company is con Tuesday, July 13, has already attracted a great deal of
ducting an interesting publicity campaign that includes attention and resulted in extensive newspaper notices.
some original ideas. The most unusual feature is a Besides the advertising car the company is publishing
single-truck car on each side of which are carried three a series of small 1-in. single-column display advertise
large oil paintings more than 6 ft. square that are both ments on the front page of the Boston daily papers.
striking and artistic. These advertisements are run every Sunday and every
These paintings advertise points of interest in the other day on week days in each of the papers. They call
vicinity of Boston reached by lines of the Elevated attention to places of interest in short, pithy sentences
Railway Company and connecting companies. The pic- in simple, direct language.

Animals. Birds and Fishes CHILDREN'S OUTINGS GO TO THE WOODS

Interesting collection of birds and animals Take the children to see the There are many beautiful tracts
may be found at Franklin Park. Norumbega animals and birds at Franklin of woodland within a few miles
Park. Lexington Park and Middlesex Fells. Park, Norumbega Park and Lex of Boston famous for their
A remarkable collection of brilliant hued fish ington Park and the fishes at charm, including Middlesex Fells,
may be f und at the Marine Park Aquarium. Marine Park. These parks are Stony Brook Reservation, No
These are all delightful places for spending a beautiful, cool and safe for chil rumbega Park, Blue Hills, Dor
summer afternoon or evening. dren. chester Park and Lexington Park.

TYPICAL CARDS CARRIED IN BOSTON DAILY PAPERS

tures are done in poster style by Fred C. Sanborn, a The company is also using large 5-ft. x 7-ft. printed
well-known decorative artist of Boston, and are of a posters mounted upon upward of 150 billboards owned
higher order of artistic excellence than is ordinarily by the company on different parts of the system. These
found in advertising paintings. Out-of-door life and posters enumerate various points of interest on the
attractions, that make a strong appeal to most people company's and connecting lines and announce the at
during the summer months, furnish the theme for each tractions to be found at each place. The posters are
of the paintings, and the work has been done with a changed monthly.
few strong, harmonious colors that produce a highly The newspaper and billboard advertising campaign
decorative effect and compel attention. was begun about June 1 and will be continued during
Franklin Park, a city-owned recreation park, contains the months of extensive pleasure riding.

ADVERTISING CAR USED IN BOSTON TO STIMULATE SUMMER TRAFFIC

 150 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8, 1915 American Association News OCTOBER4T08, 1915

Director of Transportation McConnaughy Gives Further Details Regarding Convention Trains Manila
Company Section Meeting—T. & T. Association Committee Discusses Uniform Definitions

CONVENTION TRAINS In his paper Mr. Calfee first quoted Harrington Emer
In connection with the distribution of detailed infor son's definition of personal efficiency as "the mental and
mation regarding the Red and Blue Specials (tour physical ability to find and take the best, easiest and
trains) and the White Special (one-way train) which quickest way to the desirable things of life." He then
will be given in circulars to be mailed on July 26, H. G. proceeded to apply this to the practical work of the rail
McConnaughy, director of transportation, calls attention way man, stating that exact knowledge, guesswork and
to the following points : efficiency will not pull together. "Precision," said he,
Each special is limited as to the number of passengers, "is impossible without prevision." The railway man
consequently it is most important for those who intend should get the best papers and magazines on his par
joining any of the tours to make their reservations im ticular business and see what is being done elsewhere,
mediately upon receipt of the itineraries. The requests whether his own practice is up to standard or not. The
already received from railway officials assure the suc personal efficiency of an individual is affected by his
cess of the convention. The fact that arrangements have environment, his aptitude and his mental attitude.
been made in cities en route for meetings with officials When men realize that efficiency never has to go begging
of the local railway companies makes this an exceptional for advancement, and that the man who masters his
opportunity for Railway Association publicity and gives trade goes to the top, we will see more efficient men.
the manufacturer and his representatives an opportunity Personal efficiency is also personal independence. Mr.
of making new friends and renewing old acquaintance Calfee's paper illustrated the principle of efficiency and
ships. it brought out a lively discussion.
The members of the Railway Association and those of
the Manufacturers' Association should keep in mind that T. & T. ASSOCIATION COMMITTEE ON UNIFORM
this is the first opportunity that these associations have DEFINITIONS
had to visit, as associations, the member companies in
the Far West. A meeting of the committee to develop uniform defini
The transportation committee hopes that the railway tions of the American Electric Railway Transportation
officials and manufacturers will divide the men whom & Traffic Association was held in New York on July 13.
they contemplate sending between the Red and the Blue Further consideration was given to the definitions in
special trains, and that the members of both associations pursuance of the plans made at the meeting on June 25.
will take their families with them. Special arrange H. C. Donecker, the chairman, and William C. Greenough
ments have been made for the comfort and convenience were present. Additional work on the definitions will
of ladies and children. For the convenience of the be done by the members of the committee by corre
members hotel accommodations en route (but not in spondence.
cluding San Francisco) have been provided for and the
cost included in the prices of the tours. Pamphlet Issued by Secretaries' Society
Members and guests living in cities and towns not
shown in the itineraries can make transportation ar The Society of Technical Associations' Secretaries,
rangements from and to their home towns on any of the to the formation of which reference was made in earlier
tours. issues of the Electric Railway Journal, has issued a
Information regarding costs or routing can be ob pamphlet containing the proceedings of the meeting
tained by addressing the director of transportation, held in New York on Feb. 27, 1915. Membership in
Suite 1002, 165 Broadway, New York City. this society is open only to individual secretaries of
technical associations, but for all practical purposes the
MANILA COMPANY SECTION result is the same as if the" associations were members,
The regular meeting of the joint A. E. R. A. and with the advantage that official action is not necessary
N. E. L. A. company section No. 5 was held in Manila in connection with the deliberations of the society.
on June 1. Harry D. Vought, secretary New York Railroad Club,
W. A. Seten of the electrical department presented a is president; F. L. Bishop, secretary Society for the
paper entitled "How to Increase the Sale of Electric Promotion of Engineering Education, is first vice-presi
Appliances, or Getting Business for the Electric Depart dent; Charles W. Hunt, secretary American Society of
ment," and W. D. Calfee, night carhouse foreman, pre Civil Engineers, is second vice-president, and Bradley
sented one on "Personal Efficiency." After the discus Stoughton, secretary American Institute of Mining En
sion of the papers, C. N. Duffy, vice-president Manila gineers, 33 West Thirty-ninth Street, New York, is
Electric Railroad & Light Company, announced that the secretary. The names of E. B. Burritt, secretary Amer
company will award substantial cash prizes for the best ican Electric Railway Association; F. L. Hutchinson,
three papers read before the company section during secretary American Institute of Electrical Engineers;
the calendar year 1915, under conditions to be deter C. W. Rice, secretary American Society Mechanical En
mined by the section. Company officials and managers gineers, and Edgar Marburg, secretary American So
of departments are not eligible to compete. The secre ciety for Testing Materials, appear in the list of
tary, W. A. Smith, announced the program for the July twenty-three charter members.
meeting, consisting of papers on "How a Claim Agent
Earns His Salary," "The Electric Motor vs. All Comers," The Leuk-Leukerbad electric railway in Switzerland
and "The Necessity of Shouldering Your Own Responsi was put in operation on July 3. It is 6V2 miles in length
bility." The names of several leaders in the discussion and construction was begun in 1912. The road cost
of each paper were also announced. $600,000 to build.
 JULY 24, 1915] ELECTRIC RAILWAY" JOURNAL 151

COMMUNICATION The estimate of 21.8 cents per bus-mile, as given in

Mr. Hewes' paper, seems low in the light of English
experience. Taking the figures given in the article on
The Jitney vs. the Trolley cost of bus operation in the Electric Railway Journal
Saranac Lake, N. Y., July 7, 1915. for Feb. 27, page 414, and changing them to conform
To the Editors : with values given by Mr. Hewes for first cost of bus and
James E. Hewes' paper "Jitney Bus Competition," an for cost of gasoline, there is obtained an average of 24.9
abstract of which appeared in your July 3 issue, will cents per bus-mile for nineteen companies. Accordingly
without doubt be taken by the jitney interests as sure 21.8 cents per bus-mile seems very optimistic.
proof that the bus is a cheaper method of city transpor Likewise in taking $35,200 as the cost of a trolley car
tation than the trolley car. However, cost of operation ready to run a high figure has been used, except for
per car-mile is not the only factor to be considered. interurban service. In the case of Massachusetts, where
Earning capacity is one of as great if not greater im the percentage of interurbans is low, and where capital
portance. Otherwise the Ford jitney would surely drive ization represents actual costs because of regulation,
out the trolley and would as surely be driven out in turn there appears a total cost of construction and real estate
by the jitney motorcycle or side car. of $194,677,690 for 7208 cars equipped with motors
Even assuming Mr. Hewes' figure of 21.8 cents per ready to run. This gives a cost of $27,000 per car.
bus-mile and his sixty-seat trolley car that operates at In the light of these facts the 5-cent motor-bus com
27.3 cents per car-mile, including taxes and fixed charges panies should have some difficulty in proving their case
(the average figure for the United States as obtained of more economical operation than the trolley. And
from the last census report) it can be shown that the since the several recent failures of motor-bus com
bus is the more expensive to operate. Let N represent panies capital ought to require more than guess-work
the number of car-miles operated on the system per figures before investing. F. Dewey Everett.
hour for eighteen hours daily and three hours for the
rush period when all the seats of the car will be re
quired. Then for three hours a day the bus will have to Newark Terminal Cornerstone Laying
operate three times as many car-miles as the trolley, due On July 20 the cornerstone of the $5,000,000 ter
to its small seating capacity of twenty-two. For the minal, which is under erection in Newark for the Public
whole day the bus operating charges in cents will be Service Corporation of New Jersey, was laid by Presi
21.8(60 22 X 3N + 152V) = 5052V. For the trolley the dent Thomas N. McCarter with appropriate ceremonies
costs will be 27.3 X 182V = 4922V, which gives the trolley in the presence of a distinguished audience. The plan
a saving of 132V cents a day. If during the rush period of this terminal was fully described in the issue of the
more car-miles an hour are run, as is usually the case, Electric Railway Journal for Nov. 28, 1914, page
or if for more than three hours at least 37 per cent of 1190, and an illustrated progress report was given on
the seating capacity of the trolley is used, then the sav page 793 of the issue for April 24, 1915. After deposit
ing will be still more marked, as I have used figures that ing a dash of mortar with a silver trowel and rapping
give the bus every advantage. the great stone with a mason's mallet Mr. McCarter
As is so often the case, London has been cited as an said: "I have truly laid the cornerstone of this building
illustration of the profitable operation of buses. Re which, when completed, it is hoped will serve this com
ferring to the Electric Railway Journal for May 8, munity and others for years to come." Music for the
page 869, we find actual working figures as given by occasion was furnished by a large band of trainmen of
three British municipalities 32 cents, 25.4 cents and 28.8 the Essex division of the Public Service Railway.
cents per bus-mile. "Authentic figures lower than this After the exercises at the building site the 200 or more
are not available. The London bus company refuses to guests were served with luncheon at a near-by restau
give its costs because of competition." These figures rant and brief addresses were made by Mr. McCarter,
would not seem to indicate that bus operation in Eng Mayor Raymond, Senator Austen Colgate, ex-Senator
land was as profitable as supposed, although London, James Smith and ex-Governor Franklin Murphy. At
because of its narrow and congested streets, offers an the luncheon were also other prominent public men and
exceptional field for the bus. financiers, making a remarkable local civic gathering.

NEWARK TERMINAL—PARK PLACE TERMINAL, SHOWING GENERAL REAR VIEW OF BUILDINu

 152 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 4

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
{Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Rates.)

Portable Car Testing Set By means of flexible couplings the chart-driving rolls
of all three meters can be mechanically coupled together
BY D. D. EWING, ASSISTANT PROFESSOR OP ELECTRICAL thus insuring synchronous chart movements. The am
ENGINEERING, PURDUE UNIVERSITY meter is provided with several shunts, that shunt being
A convenient and compact car-testing set has been selected for a given test which will give on the car
used at Purdue University in making a number of starting current an indication over about three-fourths
tests on electric cars within the last couple of years. of the meter scale.
This set, which was designed for compactness, portabil The magneto generator which forms part of the
ity and convenience of connection, consists of three speed-recording apparatus is of the low voltage d.c.
graphic recording instruments and three watt-hour me type. It is mounted on the truck and is chain-driven
ters mounted on a suitable test stand. The wiring, a sim from a sprocket wheel mounted on an extension of one
plified diagram of which is given below, is placed on the of the car axles. This method of magneto drive has
back of the board upon which are mounted the watt- proved successful for car speeds as high as 70 m.p.h.
The speed-recording apparatus is also quite accurate.
Cable to tro/teu Leadto During tests the accuracy is occasionally checked by
Leod to side of car I trolleu
Auxiliary"- to frolley ^'circuit-breaker timing the distance between mile-posts with a stop
Ciruitg f'side Bf
compressor watch. In all of the tests that have been made so far
ttdtthour Meter Switch
/ Shunt the two methods have given results that have agreed
iSW very closely.
lOHmp. 600V.
0 IO-Amp.600V. Waitfiour Sangamo railway-type watt-hour meters with special
WafthourMeter 0 0 Meter reset dials are used. These dials have a high large-
MotorCrcuit hand speed and the large hand may be reset at the end
Stol WomourMeter Reversing of each run without interfering with the small-hand
Voltmeter Switch* dial records. The meter which is used to measure the
Multiplier
energy input to the motor circuit is provided with sev
__ eral shunts, the shunt used in a given test depending
1 1 1■ Leads
□ to
O-lSO Magneto on the capacity of the electrical equipment of the car
Oraphic
Voltmeter under test. As shown in the wiring diagram, one of
Oraphic 0-5-15 Graphic the 10-amp meters is. used to measure the input to the
Ammeter Voltmeter
for Speed air-compressor motor and the other the input to the
Recording
Ground Bus remaining auxiliary circuits. Obviously the meter con
nected in the compressor circuit might be used to meas
ure the energy input to any other auxiliary circuit.
Data taken with this set enable accurate conclusions
- = Ground
to be drawn relative to the adequacy and efficiency of
CAR-TESTING SET—DIAGRAM OF CONNECTIONS FOR METERS the electrical equipment of the cars and distribution
AND SWITCHES system of an electric railway.

hour meters. The graphic meters are mounted on a

spring-suspended shelf. Felt pads are fastened to the An Inexpensive Method of Treating Boiler
bottoms of the stand legs to further minimize vibra Feed Water
tion. The stand is of such size that it may readily BY T. R. CRUMLEY, SUPERINTENDENT OF MOTIVE POWER
be placed in the baggage compartment of an interurban EVANSVILLE RAILWAYS
passenger car, thus permitting tests to be made on the
car while it is operating in regular service. When used The Hatfield power house, which furnishes a part of
in testing city cars, a section of the car in which the the power used by the Evansville Railways, is equipped
stand is placed is blocked off to prevent passengers with a barometric type of condenser, an open type of
from getting in the way of the test crew and to keep feed-water heater and two 400-hp. Babcock & Wilcox
them away from the live circuits. water-tube boilers. The water for condensing purposes
Esterline graphic meters are used. One graphic volt was originally secured from a small stream, but sev
meter is used to measure the voltage between trolley eral months ago it became necessary to abandon this
and ground, and another, in connection with a magneto stream and to drive wells in order to secure an adequate
generator, is used to measure the speed of the car. As supply of condensing water. Due to an increase in the
usually connected the graphic ammeter measures the station load, the feed-water heater became too small and
motor-circuit current only, although the connections it was possible to heat the boiler feed water to a tem
can easily be arranged so that it measures the total car perature of only 170 deg. Fahr. A part of the exhaust
current. By means of a system of change gears in the steam entering the heater was not condensed.
chart drive, ten chart speeds, ranging from % in. per Soon after the wells were placed in operation trouble
hour to 12 in. per minute can be secured. While the was experienced from an excessive amount of scale de
timing with the higher speeds is not at all accurate posited in the boilers. A chemical analysis of the water
these speeds are of particular value in studying "notch was made in order to determine the kinds and amounts
ing up" operations and starting-resistance adjustments. of scale-forming impurities contained, and the amounts
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 153

and kinds of chemical reagents required to precipitate heater and chemical pumps was done by C. O. Maxwell,
these impurities before the water entered the boilers. chief engineer, at a cost of approximately $160. The
This analysis proved that the water was very hard, the temperature of the water entering the boilers has been
principal impurities being the carbonates and sulphates raised from 170 deg. Fahr. to 205 deg. Fahr., which
of magnesium and lime. It was further determined represents a saving of 3y2 per cent in fuel. A much
that the necessary amounts of chemical reagents re greater saving has been effected, due to the decreased
quired to soften the water were as follows: 1.56 lb. maintenance of pumps, piping and boilers. This treat
hydrated lime per 1000 gal., and 0.2 lb. soda ash per ment has almost eliminated the scale formed in boilers
1000 gal. and is costing us less than 1 cent per 1000 gal.
As it was not considered advisable to install an ex
pensive softening plant at this time, it was decided to
build a tank in which to treat the water used for boiler Bearing-Babbitting Furnace
purposes. This tank, shown in the accompanying dia BY J. C. DONOVAN, MASTER MECHANIC UNION ELECTRIC
gram, was built of tongued-and-grooved cypress 2 in. COMPANY, DUBUQUE, IOWA
thick. It is 14 ft. long, 6 ft. wide and 6 ft. deep. In A gas bearing-babbitting furnace which has proved
order to utilize the surplus exhaust steam not condensed particularly valuable in reducing the costs of first qual
in the hot-water treater, it was also decided to build a ity bearings is being used in the shops of the Union
small auxiliary heater, also shown in the diagram. This Electric Company, of Dubuque, la. As shown in the ac
auxiliary heater serves the double purpose of increasing companying illustration, the furnace consists of two
the temperature of the water at the time it receives parts. The upper surrounding shield contains a cylin
chemical treatment, thereby making the treatment much drical burner over which old bearings are set to melt
more effective, and also raising the final temperature the babbitt. The melted babbitt falls into the lower
of the water entering the boilers.
The auxiliary heater was constructed of Vi-in. x 2-in.
x 2-in. angle iron and No. 12 gage galvanized sheet
iron. The surplus steam from the main heater enters
at the bottom of the auxiliary heater and circulates
through and around perforated, removable trays. The
water from the hot well is pumped by means of a small
tank pump into the top of the auxiliary heater, where it
is distributed over and filters through the perforated

Drain ■
HOME-MADE PLANT FOR TREATING BOILER FEED WATER DUBUQUE RAILWAY—BEARING-BABBITTING FURNACE

trays, thereby coming in contact with the steam. The pot, which is heated by a circular gas burner. The
water leaves the auxiliary heater at a temperature of usual method of pouring the babbitt into the bearing
170 deg. Fahr., and falls by gravity into the treating mold is followed.
tank. It is first caused to filter through a chamber As is also shown in the illustration, air and gas are
packed with coke from which it passes into the main fed through mixers to each burner, insuring a quick,
section of the tank. This chamber has a capacity equiva hot flame. The hot flame in direct contact with the bab
lent to a two-hour supply for the boilers, so that the bitt metal in the old bearing consumes all combustible
water is circulating very slowly at this point and time foreign matter and insures that only clean babbitt falls
is secured to allow complete precipitation to take place. into the melting pot below. In addition to the fore
The water passes from this settling chamber through going advantage the hot flame insures a minimum loss
two small chambers packed with excelsior which catches in babbitt through oxidation.
the precipitated particles still suspended in the water.
The water then falls by gravity into the main heater,
where it is heated to a temperature of 205 deg. Fahr. The Union Railway, which operates street surface
The soda ash is fed into the water as it enters the cars in the Bronx, New York City, has notified the Pub
small tank pump, which pumps it into the auxiliary lic Service Commission for the First District that it
heater, and the lime is fed at the point where the water has completed the standardization of bumpers on its
leaves the auxiliary heater. Both chemicals are fed by cars. The improvement was made at the request of the
means of small pumps connected to the valve stem commission after a collision on the 149th Street line in
rocker arms of the boiler-feed pumps, so that the amount September, 1914, when some persons were injured. The
of chemicals used is proportioned to the amount of water seriousness of the accident was due to a difference in
fed into the boilers. the height of the bumpers on each car, permitting one
The work of building the treating tank, auxiliary car to crush the dashboard of the other.
 154 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

A New Type of Catenary Hanger

BY W. H. CREVISTON, ILLINOIS TRACTION SYSTEM
Recently the Illinois Traction System tested a new
type of catenary trolley hanger invented by C. H.
Robertson, one of the oldest motormen on this road.
The claim is made that this hanger, which is shown in
one of the accompanying illustra
tions, will catch or lock the broken
ends of the trolley wire to the
messenger. This prevents the
rest of the hangers from sliding
along the messenger, a condition
which frequently results in
wrenching the mast-arms from
the poles or in tearing down the SAFETY TROLLEY HANGER—BROKEN TROLLEY WIRE HELD
trolley-wire suspension. As shown IN ORIGINAL POSITION
in one of the illustrations, the top
of the hanger is an arc with teeth to be very little, if any, out of their normal position.
which grip the messenger when Aside from the effect of the hangers retaining about
the angle of the hanger is changed their normal position on the messenger, the swinging
from the vertical. The trolley ear position of the trolley wire is such as to eliminate a
is pivoted to the hanger, thus ground and also permits trains to operate under the
SAFETY TROLLEY when the wire breaks the hanger
HANGER break. Line repairs may also be easily made since
swings from the vertical position there is no damage to the rest of the catenary construc
and brings the clamp into play. tion, and the ends of the broken wire when restored to
Where an ear is not pivoted to the hanger it is held in their normal position are only a short distance apart.
a vertical position, and a strain on the trolley wire These clinch hangers are manufactured by McConkie &
slips the hangers along the messenger. Robertson of Peoria, 111.
The halftone illustrations show a test made on one
of the lines of the railway. In this test the trolley wire
was cut at an ascending grade in the track so that the Novel Contact Rail Installation in England
pull on the wire would be greater than that exerted by There will shortly be placed in commission on the
the weight of the wire only. Approximately % mile of division between Manchester and Bury, Lancashire &
five-point catenary construction was equipped with the Yorkshire Railway, a novel form of 1200-volt third-rail
new type of hangers and the trolley wire was cut be contact system which is the invention of the general
tween the third and fourth hangers between mast- manager of the company, J. A. F. Aspinall of Liverpool.
arms. As will be noted in one of the halftone illustra The distance between Manchester and Bury is 91 2 miles.
tions, when the ends of the trolley wire were again raised A reference to this installation, noted on page 62 of
approximately to their original position, they were only the issue of the Electric Railway Journal for July
about 12 in. apart. In another of the illustrations the 10, was made by H. M. Hobart in connection with the
cut wire is shown swinging, while the trolley beyond discussion of contact systems at the recent Deer Park
the first two hangers each side of the cut is approxi convention of the American Institute of Electrical
mately at normal position. In other words, the first Engineers.
hanger on each side of the break took practically all of The essential features of the invention are clearly
the strain, while the second hangers beyond were found shown in the accompanying illustrations, the most novel

SAFETY TROLLEY HANGER—CUT TROLLEY WIRE HELD BY HANGER

 July 24, 1915] ELECTRIC RAILWAY JOURNAL 155

NOVEL CONTACT RAIL SYSTEM—ASPINALL PROTECTED NOVEL CONTACT RAIL SYSTEM^FORM OF SHOE FOB
THIRD-RAIL, MANCHESTER & BURY RAILWAY ASPINALL PROTECTED THIRD-RAIL

ones having to do with the side bearing of the contact with the wedge holding it in its chair. The relation
device upon the rail and the method of surrounding the of the running and conductor rails, in regard to heights
rail with wood guards. and spacing, are incidentally brought out in this figure.
Referring to the cross-sectional view, which shows The contact device, which with its mounting is shown
the preferred form of contact rail, it will be noted that in the accompanying halftones, is hinged and is pressed
a channel form of rail is used with a head sufficiently against the contact rail ±>v~means of a coiled spring.
thick to provide a wide contact surface on the side. The method of mounting upon an insulating support is
The form of rail was selected to provide a low center of clearly shown. The halftones also show details of
gravity to prevent overturning even when the ra'il is the protected rail with approaches, and an unprotected
not fastened down. While any form of rail can be used, fourth-rail used for the return, as in standard British
this one is also well adapted to inclosing with protecting practice.
wood guards. The advantages of this novel construction over the
The contact rail is set upon insulators provided with usual one appear to be that very complete protection
lugs to prevent lateral movement. It is almost entirely can be furnished and provision can easily be made for
inclosed with boards of Australian Karri timber which considerable vertical variations in the relative posi
cannot be set on fire. The only openings around the tions of rail and collector. Under the climatic
rail are a slot at one side of the cover for the accommo conditions found in England difficulties with sleet ac-
dation of the current collector, and drainage holes, as
G, are provided to prevent accumulation of water in the
groove formed between the guard and the collector rail.
There is not a nail or bolt anywhere in the protecting
guards.
The angle-shaped guard, B in the illustration, rests
directly against the rail surface, but the invention
covers insulation therefrom if such be found necessary.
The guard on the slot side is spaced away from the
rail by means of a wooden filler block, termed by Mr.
Aspinall a packing or distance piece. Over the rail
base is a bent metal distance piece, F, secured in place
as shown. The guards are attached to the collector rails
without bolts by means of detachable metal clamps, D,
placed between insulators. In connection with these
are used wooden keys, E, preferably similar to those
used in fastening the running rails in their chairs. In NOVEL CONTACT RAIL SYSTEM—CROSS-SECTIONS OF
the diagram one of the running rails is shown at H, PROTECTED THIRD-RAIL, "A," AND RUNNING RAIL, "H"

NOVEL CONTACT RAIL SYSTEM—-ASPINALL PROTECTED THIRD-RAIL WITH ENTERING RAMP FOR SHOE AND THE RETURN
FOURTH-RAIL CONSISTING OF A PLAIN RECTANGULAR BAR
 156 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

cumulations are not anticipated. The simplicity of the cooked starch in parts one-half each by weight. This
construction is such that the ordinary trackman or is made into a paste by adding gum shellac and stirring
"plate layer" can keep the contact rail in order, with the to a uniform consistency, after which it is spread over
exception of the bonding. the commutator bars, particular attention being given
The Lancashire & Yorkshire Railway was the earliest to fill the slots. Experience of the last four years has
main line in England to be electrified. Third-rail, with shown that this paste filler prevents carbon and copper
600 volts, was used on the original installation between dust from collecting in the slots. The paste is a fair
Liverpool and Southport where a very heavy service insulator, hence eliminates the destruction of the edges
was operated. The average distance between stops is of the commutator bars caused by arcing, a condition
1.32 miles and the schedule speed 30 m.p.h. This sec which occurs after a motor has long been in service
tion has been operated electrically for many years. Mr. and copper dust has collected in the slots.
Aspinall has long been interested in the employment
of higher voltages and in 1913 put into operation an
experimental 4-mile, 3500-volt, d.c. line with overhead Improvements in Des Moines Interurban
conductor, between Bury and Holcombe Brook. The Gars
operation was satisfactory but problems connected with
tunnels and bridges prevented the extension of the ex Recent improvement in the cars of the Inter-Urban
perimental line and the 1200-volt third-rail was selected Railway Company of Des Moines, Iowa, have done much
for the present electrification. These facts are men to eliminate difficulties experienced in the past. Perhaps
tioned to indicate that the chosen construction was the most important of these, made principally for the
adopted after long experience with electrical operation comfort of patrons, is the provision of a separate bag
under local conditions. gage compartment. In the past the baggage and ex
press was loaded in the smoking compartment. When
baggage shipments were heavy this entailed discomfort
Inexpensive Drinking -Fountain Guard to the passengers, and at the same time the baggage and
In the new shop of the Holyoke (Mass.) Street Rail express matter was under the control of no one. This
way a sanitary drinking fountain is located in the re was also true of mail bags which were transported in
pair shop between doors leading into the stockroom and this compartment. When the full capacity of the bag
the forge department. To guard the "bubbler" from gage compartment was not required, folding seats which
injury in the handling of material, two %-in. x 2- were placed along the sides of the car were lowered for
in. straps of wrought iron have been installed, as shown the use of passengers. When baggage and express

DRINKING FOUNTAIN GUARD AT HOLYOKE (MASS.) STREET VIEW OP DES MOINES INTERURBAN CAR, SHOWING AIR-
RAILWAY SHOPS OPERATED LOCOMOTIVE BELL

in the accompanying illustration. The straps are 6y2 haulage was heavy these seats were not available and
in. apart on centers, which gives ample room for manip passengers were required to stand or to use the baggage
ulating the spring valve controlling the fountain. They for seats.
are bolted through the shop wall and protect the piping The Inter-Urban Railway passenger cars are 54 ft.
as well as the fountain, besides safeguarding the cloth 5 in. in length. A space 23 ft. 9 in. long serves as the
ing of the men passing through the busy aisle in which main passenger compartment, and on the original cars
the fountain is located. the baggage and smoking compartment was 13 ft. 10 in.
long. In the remodeled car the main compartment has
been maintained at approximately the same length,
Paste Filler for Commutator Slots while 8 ft. V2 in. has been allotted to the baggage and 8
Commutator life on the lines of the Indianapolis & ft. 2 in. to the smoking compartment. The extra length
Cincinnati Traction Company has been materially in was obtained by eliminating the motorman's compart
creased by applying an insulating-paste filler in the com ment, the front end of the car serving as a cab as well
mutator slots of the single-phase motors the company as a baggage compartment. By this arrangement bag
uses. Before a motor is returned to service and after gage, express matter and mail is put under the control
it has undergone repairs the grooves between the com of the motorman.
mutator segments made by the slotting machine are The electrical equipment of these cars includes GE-
filled with a mixture of dental plaster of paris and hard- 73-C motors with a 2.12 to 1 gear ratio obtained by
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 157

using a twenty-four-tooth pinion and a fifty-one-tooth Oil Knife Switches

gear. These motors are rated at 55 m.p.h. at 600 volts
and they are controlled through GE Type M control. To An extensive line of oil switches for voltages up to
make the removal of dust which collected on the re- 7500 has recently been brought out by the Westing-
versers and contactors of this equipment an easy task, house Electric & Manufacturing Company. These are
they were varnished with a mixture of orange shellac non-automatic and are suited for a wide range of appli
and oxalic acid. This provided a smooth, hard surface cation, being made for indoor service in switchboard-
which was much more easily cleaned than the bare mounting, direct wall-mounting, and remote-control
styles, and for outdoor service on poles or in subway.
metal. The direct wall-mounting style is particularly adapt
During the Iowa winters considerable trouble has
been experienced with snow collecting in the contactor able to motor installations on account of the facility
boxes. This was obviated by providing an asbestos- with which it may be mounted on any support conve
board bottom in the boxes with an opening across the nient to the motor operator. The lever and handle
end away from the motorman's position. This arrange extend outward over the oil tank so that the switch may
ment permitted the snow which collected in the contact readily be mounted against a wall, post or other vertical
boxes to be drawn from them by the air suction created support. The remote-control wall or pipe-mounting
style allows the switch to be mounted at a convenient
when the car was in motion.
A setting and tripping switch in the motormen's cabs point away from the switchboard and operated from the
has been substituted for the relay. This has been found switchboard or other point.
to be a more dependable device and furnishes bet The outdoor oil switch is particularly adapted for
ter protection to the motors. Solid fingers on the re- controlling lines entering buildings, branch feeders from
versers have been replaced by split fingers and more the main lines, sectionalizing feeders, or any of the
satisfactory results have been obtained. Also, a piece of numerous purposes for which an outdoor type of switch
fiber inserted between the forward and reverse segments
has been found advantageous because it permits the
fingers to slide more easily when the reverser is being
used.
The laws of Iowa provide that a bell must be sounded
continuously whenever a train passes a highway cross
ing. To conform to this meant to place a burden on the
motorman, which this company believed diverted his at
tention from his other duties. In order to relieve him,
all cars have been provided with air-operated standard
locomotive bells. As shown in the accompanying illus
tration, these bells are mounted above the motorman's
cab, and they weigh, complete with air ringer, approx
imately 29 lb. A rather interesting feature in connec INDOOR TYPE OF OIL KNIFE SWITCH WITH TANK REMOVED,
tion with the bells is the use of windshields in front AND OUTDOOR SWITCH FOR POLE MOUNTING
of them. This was found necessary to reduce the air
pressure required to ring the bell, and it has also been may be utilized on distribution systems. The subway-
found that the shield tends to diffuse the sound to bet type oil switch is for mounting in places where a switch
ter advantage. may be required to be operated submerged. It is made
with two, three or four poles, and either single or
Rear Wheel Fenders for New York Buses double throw, and is designed for voltages up to 4500
and capacities up to 200 amp.
Long wooden safety fenders have been hung beneath Characteristic features of this type of switch are:
the bodies of all motor buses operated by the Fifth Knife-blade contacts submerged in oil; live parts car
Avenue Coach Company, New York City. These are ried on insulating supports, affording a high quality of
located on either side of the buses, between the front permanent insulation between adjacent poles and be
and rear wheels, and curve outward toward the rear, tween the frame and live parts; small space required
so that rear wheels of each vehicle are thoroughly pro for mounting; accessibility of parts for purpose of in
tected. Oddly enough, the majority of accidents to spection and repair; inclosure of all live metal parts,
pedestrians in the streets of both New York and Lon and low first cost. Knife-blade contacts are used be
don on account of the motor bus have been rear-wheel cause they insure the best contact for low temperature
accidents. People have a way of waiting for the front rise in a non-automatic switch. Each contact jaw has
wheels of the bus to pass them and then heedlessly attached to it an arcing piece which takes the final
walking into the path of the rear wheels. In New break, thus preventing any burning of jaws. These
York all classes of bus accidents are surprisingly few, arcing pieces are inexpensive and readily replaced when
the record last year being on the basis of one pedes worn or burnt away.
trian injured to more than 1,500,000 miles of service. With the exception of the 1500-volt switches, the con
This excellent showing is largely due to the fact tacts are mounted on all-porcelain insulation. In
that the company is exceedingly careful in the selection switches for 7500 volts and above the insula
and training of its chauffeurs, so that avoidable acci tion is of the pillar porcelain type, similar to that
dents to pedestrians have been almost wholly eliminated. of the best accepted standard form of circuit-breaker
With the installation of the fenders it is believed that construction. In the 4500-volt type up to 200 amp. the
mishaps to persons in the streets will be practically a contacts are mounted on a sturdy horizontal porcelain
thing of the past. These fenders, it may be said, were base, with molded porcelain barriers between all live
provided on the company's own initiative, its safety parts. In general this form of construction gives these
record having been such that its equipment has never switches the same characteristics ordinarily looked for
been unfavorably criticised by the public authorities. only in the highest grades of oil circuit-breaker con
The new fender is of the same type as that recently struction, but these are obtained at a more moderate
adopted by the London bus company with successful price than could apply to the non-automatic form of oil
results. circuit-breaker.
 158 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

Prepayment Car Apparatus continue as president of the company and P. R. Forman

as general manager and engineer.
Since the United States Circuit Court of Appeals for
the Second Circuit rendered an adverse decision on
certain patents of the Prepayment Car Sales Company Ground -Wire Disconnector
and the Supreme Court of the United States declined A new ground-wire disconnector is being manufac
to review this decision, there has been considerable tured by the Electric Service Supplies Company, Phila
interest about the future plans of the company. An delphia, Pa., which eliminates the element of danger to
announcement on this point has now been made by linemen involved by grounded connections on a pole line.
Thomas W. Casey, president of the Prepayment Car It is well known that lightning disturbances, owing
Sales Company. According to Mr. Casey, while this de to their relatively high frequency, will not travel far
cision was unfavorable, it was on two patents only and along a line in order to reach a lightning arrester and
in one district only. The company believes these pat so be dissipated to earth. It is, therefore, self-evident
ents still valid, and it is expecting to have them ad that in order to afford maximum protection to appara
judicated in other districts. tus lightning arresters should be installed as close to
The Prepayment Car Sales Company will make cer the apparatus as possible. This has been advocated for
tain changes in its organization, and in future will de years. With transformers it is usually done by install
vote itself to the patent features of its business only, ing arresters to protect every transformer, or to protect
and after Sept. 1 the manufacture' and sale of door and every transformer whose capacity is above a certain
step operating mechanism will be carried on by the minimum, arresters being installed on the transformer
National Pneumatic Company.
The company's business began, of course, with the
development of the 'pay-as-you-enter" car in Montreal
some ten years ago. The idea was introduced in the
United States shortly after. At first it met with con
siderable opposition but soon proved very popular.
Later, other patents were secured, notably those of
the Pay-Within Car Company and rights for prepay
ment cars under the door and step mechanism patents
of the National Pneumatic Company. During late
years, therefore, the company's business has consisted
in the issue of licenses to use its basic patents covering
the location arranged for the conductor in relation to
the entry and exit of passengers and also in the sale
of mechanism for controlling the operation of the doors
and steps, etc.
According to Mr. Casey, the only patents so far liti
gated have been those covering the location arranged
for the conductor in relation to the entry and exit of
passengers. The many advantages of the prepayment GROUND-WIRE DISCONNECTOR IN CONNECTED AND
car have been evidenced by its almost universal adop DISCONNECTED POSITIONS
tion in one form or another, and while many companies
feel that the electric railway industry owes a heavy pole and grounded at this pole. In such cases the ground
debt to those who originated and introduced the idea, wire presents an element of danger for a lineman, who
whether the basic patents will stand all the tests of must, for example, climb the pole on a wet night to re
legal validity or not, in justice to all, it will be the place a blown transformer fuse, because he may acci
policy of the company not to accept royalties under dentally cross himself with the lightning-arrester ground
these patents on any cars hereinafter put in service wire and with a live wire or live piece of apparatus.
until the basic patents have been finally declared valid. To avoid this danger the Garton-Daniels ground-wire
In the meantime the mechanism, which has heretofore disconnector has been designed. It consists of a brass
been manufactured for the Prepayment Car Sales Com casting that is screwed to the side of the pole. At the
pany by the National Pneumatic Company will be sold top a lug is provided into which a No. 4 or No. 6 solid
direct by the National Pneumatic Company for pre wire running from the lightning arrester may be sold
payment cars of all types, just as that company has ered. At the bottom another lug is provided into which
sold mechanism in the past for elevated, subway and a split brass plug slides. This plug is furnished with
interurban cars. While the company has no right to 12 in. of No. 6 flexible copper cable, the free end being
guarantee against the basic prepayment patents which soldered into a standard brass cap screwed to the end of
are still owned by the Prepayment Car Sales Company, the lightning-arrester ground pipe. With this method
its customers will be on the same basis, so far as this the ground pipe, as shown, is usually extended 8 ft. or
fact is concerned, as customers of competitors. 10 ft. up the pole to prevent the plug being withdrawn
The National Pneumatic Company is well known as by any unauthorized person. A lineman who desires to
manufacturer of pneumatic door devices used so work on the pole top for any reason simply pulls out the
largely on subway, elevated and interurban railways, plug as he ascends, thereby disconnecting the upper
as well as manual door and step operating mechanism wire and lightning arresters from ground, and so ren
for electric railway cars, and it is said that the company dering work on the pole comparatively safe.
is in a position to continue this work on a very large These ground-wire disconnectors are very useful
scale. The development of the prepayment car opened where lightning arresters are tested by connecting them
a new field for door mechanisms, and these will now be between opposite phase wires. The pulling of the plug
available on the conditions already described. disconnects the ground terminals of the arrester from
To carry out the new plan, which will be put in effect earth, making unnecessary the removal of the ground
on Sept. 1, Mr. Casey will be elected a director and wire from the ground binding post to prevent momen
also vice-president and manager of sales of the tarily grounding one phase of the system while making
National Pneumatic Company. Harold Rowntree will the test.
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 159

News of Electric Railways

W1LKES-BARRE ARBITRATORS REPORT FINDING The petitions filed by these New England railroads claim:
(1) That the annual increase of mail has not been paid
Employees Receive Increase of 9'/2 Per Cent—Sliding Scale for at all; (2) that the carrying of the parcel post has
Based on Profit Sharing Adopted for Two Years been without adequate compensation, and (3) that the de
ficiency created by loss of mail compensation must be made
The Wilkes-Barre board of arbitrators, Samuel D. Warri- up from the freight, passenger and express receipts. Two
ner for the Wilkes-Barre (Pa.) Railway, Thomas D. Shea causes of action are set up in the petitions filed, one with
for the Street Car Men's Union, and Dr. John Price Jackson respect to the system of quadrennial weighing, declared to
of the State Department of Labor, as umpire, made public be illegal, and the other with respect to the rate of pay
its findings on July 10. The previous history of this case per mile and the increasingly expensive demands made from
was published in the Electric Railway Journal of April time to time by the postmaster-general upon the railroads
10. Under the award the men have secured an increase in for facilities, for which no adequate compensation has
wages of about 9.5 per cent and a sliding scale based on been made.
a profit-sharing plan during the fiscal years of 1916 and With respect to the weighing of the mails every four
1917. If, instead of resorting to a strike last April to en years as a basis for the mail payments to them, the rail
force impossible demands, the men had accepted the com roads assert that such weighing has been done exclusively
promise offer of 26 cents per hour, they could have avoided by the post-office department and that they have been
the loss of nine days' work, besides the loss of revenue to prohibited from fully inspecting and verifying such weigh
the company and the inconvenience experienced by the gen ing. They repeatedly requested and demanded of
eral public. The award seems clearly to establish the fact the postmaster-general that the mails carried be weighed
that the claims of the company were fully sustained by the annually or that the weights be taken at the beginning and
majority of the arbitration board. end of the four-year period and averaged, but
The wages to be paid for a period of the three years be such demands were "ignored and refused." With re
ginning with Jan. 1, 1915, to motormen and conductors, in gard to the effect of the parcel post law on them,
lieu of the present flat rate of 24 cents per hour, are to be: these railroads point out that the increased mail resulting
First-year men, 24 cents per hour; second-year men, 25 from these packages has not been included in any weights
cents per hour; third-year men, 26 cents per hour; fourth- ascertained by the department and no compensation has
year men, 26 V£ cents per hour, and fifth-year men, 26% been paid them for it upon any basis of weight.
cents per hour. Moreover, the motormen and conductors Regarding the acts of the postmaster-general by which
are to participate in the increased passenger revenue re they allege that their burdens have been increased, the
ceived by the Wilkes-Barre Railway per car-hour in 1916 railroads allege that he has from time to time during the
and 1917 in the following manner: The passenger revenue existence of outstanding quadrennial contracts made large
per car-hour for the fiscal year ended Dec. 31, 1914, which additions thereto and increased requirements therein; he
was $2.78, is to be the basis. For each 2% cents of passen has made greater and more expensive demands for rooms
ger revenue per car-hour in excess of this basis received and equipment for handling the mails and carrying them to
by the company during the current fiscal year, each motor- post-offices, and he has made other illegal and onerous
man and conductor shall receive an additional compensation exactions.
of one-fourth of 1 cent per hour for his services during the
next fiscal year. SAFETY CONDITIONS IN BOSTON SUBWAYS
The arbitrators state that the wages paid to trolley em
ployees in the region adjacent to Wilkes-Barre show many An Interesting Report Just Rendered to the Public Service
conflicting discrepancies. An effort was made to adjust the Commission by William L. Puffer
wages of the Wilkes-Barre Railway employees in such a
manner as to take into consideration the averages of the In accordance with a vote of the Massachusetts Public
wages paid to employees of other companies of the same Service Commission resulting from the accident to the elec
class and operating under the same conditions, and to award trical distribution system of the New York subway on Jan.
a reasonable increase over and above these averages. The 6, 1915, an investigation of the conditions of safety on the
testimony regarding the increase in living conditions was subway and rapid transit lines of the Boston Elevated
of so conflicting a nature as to be of little value, but it is Railway has been completed by William L. Puffer, consult
felt the proportional increase awarded fairly not only repre ing engineer, Boston, who has addressed an extended re
sents comparative conditions of labor, but also gives weight port to the board on the subject.
to the increased cost of living reasonably to be expected At the outset of his report the author states that early
during the period of the present contract. in his investigation he was informed by M. C. Brush, second
vice-president, that a conference of officials was held im
RAILROADS FILE MAIL PAY CLAIMS mediately after the New York accident as to the possi
bility of a similar accident in the Boston subways and
New England Roads Seek to Recover from Government tunnels. As a result of the studies then made and also of
certain suggestions made by Mr. Puffer during his exam
Large Losses Caused by Acts of Postal Department ination a number of the recommendations in his report
Alleging that they have lost large sums through carry have been adopted and others are under advisement. In ac
ing the mails under the present system of weights and that knowledging this, Mr. Puffer says: "A report of this kind
their compensation at the present rate fixed per mile is must necessarily appear critical and perhaps unfriendly
unreasonable, unjust and confiscatory and hence unconsti because it cannot go into all details of the good things so
tutional and void, seven New England roads filed printed self-evident in the service and equipment which contin
petitions on July 17 in the Court of Claims in Washington uously and safely transports thousands of passengers."
in an effort to obtain from the government the sums of After contrasting the conditions in New York and Boston,
money which they contend they have lost in the last six the report points out that in the latter city the liability of
years by reason of the postmaster-general's alleged arbi the system to derangement is diminished by the radial
trary mandates and the operation of the present system. character of the service, the shorter distance between sta
The roads filing these petitions and the amounts claimed tions, and the fact that there are several power houses
from the government are as follows: New York, New feeding energy toward the city from different directions,
Haven & Hartford, $4,524,713; Boston & Maine, $3,676,823; and generally over more than one route.
Maine Central, $1,839,740; Bangor & Aroostook, $490,194; Regular inspections bearing upon the prompt elimination
New York, Ontario & Western, $305,000; Sandy River & of combustible materials and rubbish are recommended,
Rangeley Lakes, $30,968, and Bridgeton & Saco River, $13,- with the storage of such combustibles as may be abso
425; total, $10,880,865. This is an average annual loss of lutely necessary for operation at stated places where thor
$1,813,477 for the last six years. ough automatic fire protection can be had. All permanent
 160 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

construction should be fireproof, and combustible rubbish beneath Boston Harbor. The report recommends the re
from construction or repair work removed at once. versal of the direction of air flow in the latter tunnel so
The author commends the block signal installations in that air will be forced in emergencies from stalled cars
the Cambridge and Boylston Street subways and states toward the stations, and the provision of remote-control
that that of the Washington Street tunnel, while not the for fan motors. Distant control from one or more points
equal of the two former, was fully up to date at the time on each side of the fan and a reserve source of power are
of its installation and able to give a fair degree of safety. advised.
The automatic train stop is used in these tunnels and is The frequent installation of telephone stations with blue-
desirable. In place of the simple home signals used in the light markers and duplicate circuits placed near the sub
East Boston tunnel, Mr. Puffer recommends the installation way roofs is also advised, the lamps to burn constantly.
of a system similar to that in the Boylston Street subway, The report also recommends the clearer marking of exits
extending through all stations from portal to portal. The and the use of fastenings at the gratings and doors of
report states that all of the apparatus relating to signals emergency exits which can be opened without any special
and train stops on the rapid transit lines appears to be of skill, knowledge or strength. The present provision for
the best kind, well installed and carefully maintained. emergency lighting of subways and tunnels is commended,
The report recommends the reconstruction of the lighting but it is suggested that some of the older installations can
distribution center at Boylston Street, in the Tremont be improved, both as to the location of lighting cables and
Street subway, which contains three large transformers safety from interruption by accidents. Two red tail lights
for the supply of emergency lighting in a large portion of are recommended for all cars and trains entering subways,
the subways and tunnels of the city, the transformers being with the exception of certain short loops. Special • oil or
placed in an air-tight fireproof room with the exception storage-battery lighting in the cars has been carefully
of an outdoor smoke vent. Transformer oil drains and the considered, but where the distances are so short seem un
inclosing of all high-voltage circuits in ducts are advised, necessary, provided the emergency lights and the blue-light
with abandonment of the chamber as a workroom and markers are intelligently planned and installed. The clearer
storeroom, and the removal of all combustibles to a special indication of the location of fire protection apparatus is
room provided with automatic sprinklers or otherwise pro favored, with the use of entirely fireproof car construction
tected against fire. in the East Boston tunnel and in all new rolling stock
The report recommends that efforts be made to devise a equipment for tunnel service, with the provision of non-
scheme whereby the third-rail can be provided with a suit combustible flooring for wooden or partly wooden cars in
able insulating and protecting cover. The author holds the Washington Street tunnel, together with the use of
that the location of the bare third-rail about 19 in. to automatic stops in the East Boston tunnel and other minor
one side of and 6 in. above the running rail constitutes improvements.
a dangerous obstruction in case of a hurried exit of a car
load of passengers from a train, even assuming the tunnel BOARD REPORTS ON GRADE CROSSINGS
lights were of full brilliancy. Experience at New York
with the covered third-rail is cited as proof of its success,
although the author realizes the difficulties of designing a Interurban Line in Los Angeles Should Elevate or Depress
covering and contact shoe suitable for all engineering and Tracks—City Line Should Use Viaducts or Subways
operating requirements. He believes it possible to lower in Business Districts
the third-rail 2 in. and set it about 3 in. farther away from
• the running rail. Then the present walks if raised a few The Board of Public Utilities of Los Angeles, Cal., has
inches would become a very efficient cover for the rail issued a report dealing with grade crossing elimination,
and at the same time serve as a walkway. Should it be transportation and congestion. The report concludes that
found too costly to provide a covering for the third-rail, the problem as it concerns electric carriers is brought down
the report recommends that all woodwork in the floors of to this: (1) Interurban railway to be elevated or depressed,
all cars to be operated by third-rail power be replaced with as the particular locality requires, and to be removed from
non-combustible materials until such time as all-metal cars the street surface, such elevated or depressed tracks to
can be used. It also recommends that all third-rail section lead to suitable terminals or to a loop subway with no
switches not now situated at stations be provided with terminal; (2) viaducts at all principal thoroughfares across
remote-control from the same point or points where the the industrial district to accommodate vehicles and street
switches are located for the sections adjacent to the sta cars, and (3) street railways to use viaducts across the
tions. industrial district, subways through the congested retail
In connection with the other conductors, the report em district and rerouting. The conditions necessitating such
phasizes the undesirability of grouping lead-covered cables, expenditures are said to be not chargeable to any one party
on account of the susceptibility of such coverings to melt and the costs should be distributed among the interests
ing at relatively low temperature in case of breakdown. affected.
Such breakdowns are not serious when they occur in a In regard to the interurban system of the Pacific Electric
properly constructed duct line, but are serious as well as Railway, the report states that as long as the company is
more liable in manholes where the unprotected cables may occupying the city streets, it would seem that the public
be injured when resting on sharp corners, or by careless right for such use could, on demand, require that all cars
handling. In future installations it is desirable that no should accept local passengers and stop at all intersecting
power cables be placed in subways other than actual connec streets in order to provide for the fullest accommodation
tions to third-rails, trolley wires and switches, but much can of the local public.
be done in the way of prevention, such as separation of the Continuing, it says: "This would inconvenience and
different types of service by considerable distances, much seriously interfere with the interurban traffic for which this
greater use of concrete or earthen barriers, better protection road is primarily designed. The province of the inter
and support where there is a change of level of cables, re urban lines is to connect the interurban population and
moval of pipes or other conductors from the vicinity of freight with the city. Cars of 35 to 40 tons, geared for
cables. The mechanical protection of all splices and exposed high speed, cannot be operated economically or safely on
cables by wrappings and split tiles is recommended. It also the surface of the streets, calling for stops at every corner;
favors a separation of ground return cables from feeders they should reach the city limits in the shortest space of
and highly commends the practice of the Boston company time and with as few stops as possible. This can never be
in making but slight cross-connections between the lead accomplished while interurban lines occupy the surface of
sheathings. Small rubber-covered wires used in signal, the city streets, alone or jointly with the local city lines,
lighting and telephone service need classified separation for at least in the congested parts of the city. They should
service continuity, but are not factors that are to be con be required to elevate or depress all lines, above or below
sidered of moment in relation to safety. the street surface, throughout the congested district, with
The continuous use of the ventilating fans originally in liberal allowance for increase in the area of this district,
stalled for subway service at Boston has been found un or, better still, to the city limits; or to use a private right-
necessary, except in the East Boston tunnel, which passes of-way involving few grade crossings of streets or other
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 161

railroads. There are no serious difficulties presented as to man appointed by the union, one man appointed by the
physical construction, and the money saved in the opera Rhode Island Company, and Mayor Gainer, who should be
tion of these cars through the congested district, the econ the chairman.
omy in operation and maintenance—especially in the re On July 20 the board of arbitration was agreed upon as
newals to the surface of streets, cheaper roadbed follows: Mayor Gainer, chairman; Michael J. Houlihan,
construction and freedom from accidents due to surface representative for the company, and Henry T. Baldwin,
conditions—would pay a fair rental and interest on the representative for the union. Public hearings will begin
cost of construction." on July 26. When all evidence is in, the board must report
Many of the troubles of the local Los Angeles Railway within thirty days.
are said to be due to the blocking and congestion of traffic The questions to be arbitrated are the rate of wages to
by the interurban cars in the congested district and to the be paid by the company to all members of the association
numerous railroad crossings that have to be flagged. It is and the determination of the number of hours, if any, to
believed that studies now under way for rerouting and be guaranteed extra men for a minimum day's work. It is
subways would solve the remaining congestion. specifically provided in the agreement that the arbitrators
shall have no right to fix any scale of wages made condi
MINNEAPOLIS LINE WANTS NEW FRANCHISE tional upon any co-operative plan or upon any plan based
upon future earnings of the company, and that the wage
Street Railway Takes Initiative—Asks for Valuation and scale, as fixed by the board, shall date back and become ef
Proposes Transportation at Cost fective as of June 1, 1915.
On June 8 C. G. Goodrich, president Minneapolis (Minn.) The board of directors of the company met on July 17
Street Railway, addressed a letter to the City Council of and passed a resolution approving the action of President
Minneapolis asking that steps be taken for the renewal A. E. Potter during the events leading up to the declara
of its franchise, which still has eight years to run. The tion and the ending of the strike.
request was referred to the special committee on street ELECTROLYSIS TESTS IN LORAIN, OHIO
railway matters, which was instructed to negotiate with
the railway for the purpose of drawing up a franchise The suit of the Cleveland, Southwestern & Columbus Rail
ordinance to be submitted to the people. way against the city of Lorain, Ohio, filed some time ago
The committee met on July 14 for its first formal ses in Common Pleas Court at Elyria to prevent the enforce
sion, at which time a letter was submitted from Mr. Good ment of an electrolysis ordinance passed by the City Coun
rich briefly outlining the franchise features which he cil, was recently withdrawn, since extensive tests showed
deemed fundamental. In general outline the plan closely that its road was now being operated well within the ordi
resembles the one which has been in operation in Cleve nance requirements. When the ordinance was passed it
land for four years and is known as the "transportation seemed likely that changes entailing the expenditure of a
at cost" plan. Though not worked out in detail, the sug large amount of money would be necessary to put the equip
gested plan contemplates: 1. A fair valuation upon the ment in shape to comply with all the requirements. Later
company's property. 2. Assurance of a fair and reasonable the company concluded that such changes as were shown
return to the company upon this valuation. 3. The turn to be necessary would result in a saving to itself as well
ing over to the city of the net surplus earnings after this as a benefit to the city. The changes were, therefore,
charge has been taken out; the city's portion to be used, made, and the real outlay proved to be comparatively small
after it has sufficiently accumulated, in the reduction of in the end.
fares or for other transportation purposes as the city may The tests, covering a period from April 19 to April 27,
determine. 1915, were made by A. P. Lewis, representing the Cleveland,
The plan also embodied the following statements rela Southwestern & Columbus Railway; Albert F. Ganz of
tive to purchase, improvements and depreciation: Stevens Institute of Technology, representing the Logan
"The enabling act which was passed by the last Legis Natural Gas & Fuel Company; Samuel S. Wyer, consulting
lature permits the city to enter into an agreement that will engineer of Columbus, Ohio; Elam Miller and H. S. Warren,
give it the right to purchase at the end of any five or ten- New York, representing the American Telephone & Tele
year period. This company has no objection to giving the graph Company, and E. S. True, Chicago, representing the
city this right to purchase at any time upon reasonable general group of Bell Telephone Companies. Mr. Herrick
notice and on a fair basis to be agreed upon. represented the Lake Shore Electric Railway in the tests
"At the present time there is a strong demand for the and E. W. Moore, F. W. Coen and Mr. Herrick were present
building of new lines and the extension of old lines to at a number of the conferences. The interests indicated
keep pace with the city's growth. Such new lines and ex above joined in making the tests.
tensions will require additional cars and power-house The ordinance requires among other things that all
equipment, and this demand will continue naturally every metallic conductors forming parts of current-carrying cir
year. The money expended for such necessary improve cuits be insulated from the ground wherever it was prac
ments can be added to the value agreed upon. tical to so insulate them; that the average potential differ
"Funds should be set aside for depreciation and re ence during any ten consecutive minutes between any two
newals, as this is as much to the interest of the city as it points 1000 ft. apart on such metallic conductors should
is to Hie company, for the highest state of efficiency can not exceed 1 volt, and that the average potential difference
only be obtained by maintaining the property in the best between any two points more than 1000 ft. apart should
possible physical condition." not exceed 7 volts; that insulated potential wires be in
stalled from an adequate number of points on the insulated
RHODE ISLAND MEN TO ARBITRATE metallic conductors, together with voltmeters, so arranged
The strike inaugurated at midnight on July 14 by the that the potential differences between these points on the
Street Car Men's Union against the Rhode Island Company, metallic conductors could be readily and accurately meas
Providence, R. I., when the officers of the latter corporation ured. Very careful tests were made with respect to these
refused to accept as arbitrators three men named by the points and the voltage drop of the tracks was noted for
union, was ended at 1.15 a. m. on July 17, when an arbitra various distances on all the lines in the city. The data were
tion agreement was signed by both parties to the contro all gathered in a report that was submitted to the inter
versy and the men were ordered back to work. All the cars ested parties.
were in operation on the morning of July 17 after the two- NEW FRANCHISE GRANTED IN CLEVELAND
day tie-up of practically all service in Rhode Island.
On July 15 Mayor Gainer offered his services to both The franchise granted the Cleveland & Youngstown Rail
parties in an endeavor to bring them together in the mat road by the city of Cleveland last week provides specifically
ter of arbitrators. After a series of conferences with the for the entrance of any interurban railways whose tracks
Mayor the union men withdrew their ultimatum regarding may be crossed by the tracks of the new company. It is
arbitrators, and, adopting as their own the proposal made understood that this means that any interurban road that
by the trustees of the Rhode Island Company on July 14, desires access to the central part of the city by means of
suggested that the board of arbitration be made up of one its tracks may build to it for that purpose. The company
 162 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4
is required to co-operate with such roads in every way local brokers for a reply. He proposed that the clause
possible when they wish to use its tracks for this purpose, giving the city an option to purchase the property be elim
or make any change that may be found necessary. It is inated from the draft altogether. Members of the com
said to be the purpose of the company to provide a double mittee agreed to consider this. Mr. Doherty said further
track to be operated at high speed for the accommodation that he could not see how the company could be termed a
of the interurban lines. If terms for this service cannot "going concern" unless some value is placed on the fran
be agreed upon between the interested companies it is chise. The committee objects to allowing anything for
provided that the matter shall be submitted to a board of the franchise in case the city decides to purchase the prop
arbitration. erty.
The city reserves the right to use a strip of land approxi At a conference on the day previous clauses in which
mately 50 ft. wide at the present location of East Twenty- changes are to be made were discussed and in some cases
third Street for a subway for street railway traffic, but the agreements were reached. Mr. Doherty insisted that the
company may build over it and use it as may be necessary question of valuation of the property should be settled be
for its own benefit above the point required by this reserva fore going any further, but some of the members argued
tion. that this should be among the last things to be considered.
It is the intention of the company to build a joint steam Mr. Doherty objected to extending the 3-cent fare priv
and interurban passenger station at a point near the busi ilege which is now allowed for the benefit of workers.
ness district where land has already been acquired for the Member Dotson conceded the point that the city should
purpose, but the amended franchise passed has little to say make good any losses the company might suffer from an
about this. In fact the greater part of it applies to the unreasonably low fare during the try-out periods. Mr.
freight terminal, over which there was rather bitter con Doherty then suggested that these periods should not be
tention. too long, as the company might be bankrupted before their
The Citizens' Referendum League, an organization re termination, when a settlement with the city could be
cently formed, is preparing petitions for a referendum vote made.
on both this franchise and the one granted at the same
time to the Cleveland, Akron & Canton Terminal Railroad, OLD ALBANY CONTRACT RENEWED
which is planning to build a four-track electrically operated
freight subway under East Fifty-fifth Street from the lake On July 20 C. F. Hewitt, general manager United Traction
to the southern city limits. Friends of the referendum Company, Albany, N. Y., renewed the old working and wage
movement claim both companies have been allowed too agreement with the employees, under the same terms as to
much liberty in the franchises and that the city has failed working conditions and wages, for a period of one year from
to provide for proper supervision of operation, especially July 1, 1915.
as respects the Cleveland, Akron & Canton Terminal Rail The demand of the United Traction Company employees
road. They also oppose the franchise to the Cleveland & that they receive the runs of the members of the Brother
Youngstown Railroau on the ground that it is closing too hood of Locomotive Engineers operating Hudson Valley
many streets where its freight terminal is to be established. Railway cars over United Traction Company's rails between
Waterford and Troy, N. Y., has been deferred until after the
COURT REFUSES TRANSIT DELAY annual convention of the Amalgamated Association to be
held in Rochester, N. Y., commencing on Sept. 13. At this
Judge Sulzberger on July 17, after a hearing in Common time it is expected that the convention will appoint a com
Pleas Court, refused an injunction asked by David E. Dal mittee to confer with a committee from the Brotherhood of
lam, a real estate dealer, to restrain the city of Philadel Locomotive Engineers to adjust the situation satisfactorily
phia from issuing bonds for $6,000,000 authorized for the between the two unions and relieve the United Traction
Broad Street subway and Frankford elevated systems. The Company of responsibility in the matter.
court, however, issued a cautionary order holding the liti The settlement of the matter in this manner is considered
gation in statu quo until after a decision of the State Pub a complete victory for the company, as it won all of the
lic Service Commission, which will hold a special meeting points at issue in the recent controversy.
on the project at Harrisburg on July 26.
City Solicitor Ryan said no actual work would be com
menced under Director Taylor's plans until a decision was NO CONSENTS NEEDED IN CLEVELAND
obtained from the commission. Judge Sulzberger, however, According to a decision of the Ohio Supreme Court, ren
ruled that the Department of Transit may proceed with dered on July 20, the Cleveland (Ohio) Railway may now
its advertisement for bids, Mr. Ryan asking that these pre build tracks on any street in Cleveland on which Council
liminaries be not interfered with, as such a condition would may authorize it to do so, without the consents of owners
deter bidders and tend to raise prices because of a sugges of abutting property. Under this decision the provision of
tion of uncertainty. the city's new charter, conferring this power on the City
As the preliminary step incident to the construction of Council, supersedes the State law as far as Cleveland is
the Broad Street subway, Director Taylor on July 14 concerned, although it does not change matters in cities
awarded the contract for the building of a sewer under and towns which have no charters or whose charters do
Buttonwood Street, between Thirteenth and Broad Streets. not contain this provision. This was the case of Charles
The work is to begin on Aug. 4 and must be completed F. Brush and others against the city and the Cleveland
in two months. The building of the sewer was said to be Railway to prevent the invasion of a section of Euclid
in no way affected by the taxpayer's bill in equity attacking Avenue, locally known as "Millionaires' Row." The case
the legality of the $6,000,000 loan. Separate proceedings of residents of Reading Road, Cincinnati, against the city
would be necessary to stop the construction of the sewer. of Cincinnati and the Cincinnati Traction Company, re
sulted in a decision in their favor, since Cincinnati has no
TOLEDO FRANCHISE CONFERENCE CONTINUED charter.
In the discussion of the proposed Toledo Railways & Light The Cleveland Railway began the construction of tracks
Company franchise at Toledo, Ohio, Henry L. Doherty, on Euclid Avenue, between East Twenty-second and East
chairman of the board of directors, told the special fran Fortieth Streets, at 4 a. m. on July 21. About three wee'-s
chise committee of the City Council on July 16 that the will be required to complete the track. The company has
two points in the present draft which will make it difficult not announced details of car routing when this section is
to secure funds for improvements, are the time for mak placed in operation, but it is probable that all regular
ing a valuation and the requirement that the company ac Euclid Avenue cars will be routed over it, while Wade Park
cept bonds as part payment for the property. He said cars and some others may continue to go over the Prospect
that conditions are bad at this time and he doubted whether Avenue track. Euclid Avenue cars will save about five
it would be possible to raise $2,000,000 for that purpose minutes in running time by going over the new track, it is
under the conditions proposed in the franchise. When estimated. There is a possibility that the Prospect Ave
questioned for his reason for objecting to the acceptance nue track may be extended from East Fortieth Street over
of bonds in part payment for the property, Mr. Doherty Carnegie Avenue to East Fifty-fifth Street, but this has not
suggested that the committee consult with some of the yet been definitely decided.
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 163
New Electrification Project Reported.—It is reported that
it is proposed to electrify the Schomburg & Aurora Rail Financial and Corporate
way, which extends from near Bond Lake to near Lloyd-
town, Ont. Part of the material has been ordered. ANNUAL REPORT
Rehearing Denied in Ulster & Delaware Case.—The first
step in the appeal from the recent decision of the Public American Railways
Service Commission for the Second District of New York The board of directors of the American Railways, Phila
denying the Ulster & Delaware Railroad permission to delphia, Pa., has changed the end of the fiscal year from
raise its mileage rate above the 2-cent maximum set by the June 30 to Dec. 31. For this reason the annual report
Legislature, as noted in the Electric Railway Journal of recently issued shows only the operations for the six
July 17, was taken on July 16 when the commission months to Dec. 31, 1914, as compared to the similar six
formally denied the company's application for rehearing. months of the preceding year.
Commissioner Disfavors Civic Car Line Shops.—In reply The total number of passengers carried was 54,461,989,
to a request for an estimate of cost, Works Commissioner a decrease of 837,941, or 1.51 per cent. The gross receipts
Harris on July 16 reported to the Board of Control that in of the subsidiary companies were $2,881,875.21, a decrease
his opinion it would be unwise to proceed with the estab of $5,523.80, or 0.19 per cent. After payment of all operat
lishment of civic car line shops in Toronto. He did not think ing expenses, interest and taxes, the net income was $294,-
the city could build cars as economically as a private com 087. Dividends were paid amounting to $254,615, leaving
pany serving the whole of Canada. The reply was not con a balance of $39,472 to be added to surplus.
sidered satisfactory and the matter was referred for more The subsidiary companies spent on maintenance of
details. track, roadway and equipment, including sums set apart
Change in Name of Oregon Commission.—On July 1 the to cover depreciation, an amount equal to 18.81 per cent
name of the Railroad Commission of Oregon was officially of the gross receipts. There was charged out of earn
changed to the Oregon Public Service Commission. Recog ings to payments into sinking funds $19,554 and also paid
nizing that the name "Public Service Commission" more and retired $15,000 of maturing car trust certificates,
correctly defines the powers possessed by this branch of series A. Taxes accruing to state and federal govern
the State service, the Legislature last winter passed an act ments amounted to $134,813, or 4.67 per cent of the gross
providing for a change of name on July 1. There is no receipts. An amount of $997,875 was expended for new
change in the jurisdiction of the commission. The commis capital purposes during the period.
sion has established an office in Portland. In discussing individual companies the report notes that
Company Presents New Franchise in Waukegan.—The the Altoona & Logan Valley Electric Railway, Altoona,
Chicago & Milwaukee Electric Railroad, Highwood, 111., Pa., secured gross receipts of $319,335, a decrease of $16,-
has presented a new franchise to the city of Waukegan, 111. 119, or 5 per cent. Net receipts were $118,208, a decrease
In this franchise it agrees to pay all back taxes but asks to of only $5,285, a saving of $10,834 having been effected
be relieved of building the loop in the North Side residence in operating expenses. The receipts of the Bridgeton &
Millville Traction Company, Bridgeton, N. J., were re
districts within a period of one year. According to the duced more than 7 per cent by the curtailment in general
franchise there must be at least three through cars in each business. The gross receipts of the Chicago & Joliet Elec
direction. The company asks to be allowed to assume the tric Railway, Joliet, 111., were $306,181, a gain of $2,007,
franchise of the Waukegan, Fox Lake & Western Railway while the net receipts decreased $5,338. There was a
on certain streets until its expiration. slight falling off in the gross receipts of the railway, elec
Iowa Section of N. E. L. A. to Meet at Dubuque.—The tric light and gas departments of the Lynchburg Trac
1916 convention of the Iowa section of the National Electric tion & Light Company, Lynchburg, Va. Altogether it
Light Association is to be held in Dubuque instead of Ames, was but $2,088, or less than 1 per cent. The operating
as previously announced. The former selection has been expenses in all three departments increased $24,817.
declared void on account of the illegal inclusion of votes by There was set aside for reserve for depreciation of way and
class "C" members, the choice of Dubuque being later made structures and equipment an additional sum of about 5.5 per
by a mail canvass among the qualified voters. It is con cent of the gross receipts.
sidered probable that the Iowa District Gas Association and The Ohio Valley Electric Railway, Huntington, W. Va.,
the Iowa Street and Interurban Association will hold their reports gross receipts of $358,848, an increase of $30,356,
conventions at the same time and place. or about 8.5 per cent. The railway earnings increased
Car Tax Proposed in Kansas City.—An ordinance has $12,222 and the lighting earnings $18,134. The gross re
been introduced in the City Council taxing street cars of ceipts of the Peoples Railway, Dayton, Ohio, were $221,-
the Metropolitan Street Railway, Kansas City, Mo., $60 819, as compared to $243,681 in the prior period, a loss of
each a year. The measure is intended to become operative 10 per cent. The net receipts increased $4,886. This re
in case the reorganization of the street car system is duction in operating cost was brought about largely by
effected, in which event the income to the city under the reason of improvement made in the operation of the power
present "peace agreement" would cease. The city now house. The Roanoke Railway & Electric Company, Roan-
receives 8 per cent of the company's gross income. Last ake, Va., had gross business of $321,977, an increase of
year this amounted to $430,000, which paid the company's $8,812, or about 2.75 per cent. There was a net increase
taxes, $274,000 and left about $160,000. Under the new in lighting customers of 421 and a gain of 125 hp. in motors.
franchise the city would receive no cash from the car fares The gross receipts of the Scranton (Pa.) Railway were
until all revenue above 6 per cent, by being put into exten $760,274, an increase of $18,395, or about 2.5 per cent. The
sions and improvements, had raised the physical value of Springfield (Ohio) Railway reported gross receipts of
the property to $30,000,000. $178,405, a loss of $17,682, or 9 per cent.
Company Appeals Against Forced Extensions.—Counsel
J. B. Howe of the Puget Sound Traction, Light & Power LUMP VALUATION CRITICISED
Company, Seattle, Wash., has filed in the Federal Court a The Missouri Public Utilities Commission was tempo
formal appeal from a decision recently rendered by Federal rarily enjoined by Judge A. S. Van Valkenburgh of the
Judge Frank H. Rudkin upon the company's application for United States District Court on July 7 from lowering the
an injunction against the Public Service Commission en rates of the Springfield Gas & Electric Company, a sub
forcing its order to extend its Alki Point, Fauntleroy Park sidiary of the Federal Light & Traction Company. The
and Ballard Beach lines beyond the termini provided by the practice of state commissions in making a lump valuation
company's charter. The company contends that the order of a public utility property, and fixing a rate on this valua
violates the provision of the federal constitution forbidding tion without going into details, received a blow from the
the impairment of contract obligations, and also that it decision.
deprives it of vested rights without due process of law, As reported in the Electric Railway Journal of July
for the reason that to comply with the order will mean a 11, 1914, page 87, the commission placed a valuation of
large financial loss upon these lines that cannot be offset $300,000 on the property of the company used in electric
by the operation of its other lines. service, ordered a reduction of 30 per cent in rates and
 164 ELECTRIC RAILWAY JOURNAL [VOL. XLVL No. 4
held that 7 per cent was an adequate return on the invest Chicago (111.) Surface Lines.—The Illinois Public Utilities
ment as fixed. The restraining order is now granted evi Commission has granted the application of the Chicago City
dently on the assumption that the valuation made by the Railway for permission to issue first mortgage 5 per cent
commission was, not in all respects a fair one, and the gold bonds to the amount of $1,492,000. Permission has
findings of the commission not made as required by law. also been granted to the Calumet & South Chicago Railway
An indemnifying bond is required of the company to pro to issue bonds of a similar character to a total amount of
tect consumers in case the courts finally uphold the rates $500,000.
as made by the commission. Detroit, Almont & Northern Railroad, Detroit, Mich.—
In its decision granting the temporary injunction the An amount of $400,000 of first mortgage 6 per cent gold
court said: "The court has been embarrassed in its re bonds of the Detroit, Almont & Northern Railroad, dated
view by the form of the decision of the commission and Feb. 1, 1915, is being offered by Eversz & Company, Chi
its findings, which enumerate in general terms the items cago, at par and interest. The bonds are guaranteed and
included but fail to specify the amount allowed for each. assumed as a direct obligation, by endorsement, by the
It may be doubted whether a decision and findings which Detroit United Railway.
state nothing but the total valuation fixed by the commis
sion, without showing the amount allowed for each item Gary & Interurban Railroad, Gary, Ind.—Plans are being
included, would be a compliance with the manifest purpose worked out for the financial relief of the Gary & Interur
of the law to permit the parties to test in court the ques ban Railroad. The City Council has refused to allow the
tions involved." A determination of the merits of the case line a straight 5-cent fare and insists that the 3-cent rate be
will be reserved for final hearing. maintained. It is said that the refusal of the Council to
allow the increase will be brought to the attention of the
TAX VALUES SET IN WEST VIRGINIA Indiana Public Service Commission. There is some proba
bility that the road will go before the commission and give
The announcement of the State Board of Public Works up its Gary franchise. The company defaulted on its
of West Virginia, made on July 19, showing the valuation interest payments Jan. 1. Previous references to the con
of public properties for tax purposes, indicates an increase dition of this company were made in the Electric Railway
of $1,135,000 in the valuation of electric railway and power Journal of Jan. 9 and March 6.
lines over the figures for 1914. The list of roads, wth the
valuations that have been fixed by the State board for 1915, Kansas City Railway & Light Company, Kansas City, Mo.
follow: —The committee of which John B. Dennis is chairman, has
notified holders of certificates of deposit representing the 6
Appalachian Power Company ,*?J2'222 per cent five-year collateral gold notes of the Kansas City
Charleston Interurban Railroad 1,i22'222
City Railway (Wheeling) Railway & Light Company, due on Sept. 1, 1912, that the
Charleston-Dunbar Traction Company time in which depositors of such notes will be entitled to
East Liverpool Traction & Light Company 2i?,2Sli
Elkins Electric Railway iSS'SSS receive new securities or cash pursuant to a sale or a plan
Fairmont & Mannington Railroad jSS'SSS of reorganization of the company, or have the deposited
Grafton Light & Power Company MX'nSn
Lewisburg & Ronceverte Electric Railway nnS'Xnn notes or the proceeds thereof returned to them, has been
Monongahela Valley Traction Company j,000,ouo extended for one year from Aug. 15, 1915.
Morgantown & Pittsburgh Railway „H"
Morgantown & Wheeling Railway Tic'nnn Lancaster & York Furnace Street Railway, Millersville,
Newell Bridge & Railway Company ivrnnn
Ohio Valley Electric Railway 1»22«,SX8 Pa.—The Lancaster & York Furnace Street Railway has
Panhandle Traction Company Xnn nnn defaulted the July 1 interest payment of $2,750 on its
Parkersburg & Marietta Interurban Railway Mnn'n™
Princeton Power Company........... JrX'nnn $150,000 of first mortgage 5 per cent twenty-year gold
Steubenville, Wellsburg & Weirton Railway ,2'222 bonds. It is reported that the failure of the company's
South Morgantown Traction Company ool'nnn
Tyler Traction Company TTn'nnn bankers, Woelpper, Crawford & Company, Philadelphia, was
Union Traction Company nnn'nnn the cause of the default.
Wheeling Traction Company Z,"SS*nnn
WeUabur* Bethany & Washington Railway *2'222 London & Port Stanley Railway, London, Ont.—The lease
West° Virginia Traction & Electric Company (Wheeling) 1,100,000
West Virginia Traction & Electric Company (Morgan- of the London & Port Stanley Railway to the Pere Mar
town) ' quette Railway terminated on June 30, on which date the
Total assessments $15,171,000 property passed under the control of the Port Stanley Rail
way Commission. This is now operating the line as part
LOSS IN INDIANA VALUATIONS of the proposed system of radial railways to be controlled
and operated under the jurisdiction of the Hydro-Electric
The report of the Indiana State Board of Tax Com Power Commission of Ontario. The formal opening of the
missioners shows a loss in electric railroad valuations of road as an electric carrier was set for July 22.
$188,347 over the 1914 totals. A large part of the decrease, Merrill Railway & Lighting Company, Merrill, Wis.—The
however, resulted from changes in classification of the Merrill Railway & Lighting Company has announced that it
mileage reports of Indianapolis properties because of con will surrender its charter on account of not being able to
ditions made necessary by State regulation. The following operate except as a losing proposition. No cars are at pres
shows the increase of values placed on electric railroad ent running.
properties in Indiana for the past seven years: 1909,
$21,536,041; 1910, $22,376,238; 1911, $23,524,951; 1912, Montreal (Que.) Tramways.—It is reported that the Mon
$24,703,253; 1913, $25,701,134; 1914, $27,173,747; 1915, treal Tramways will issue $1,000,000 of new common stock
$26,985,400. The losses and gains in the trackage of the which will be offered for sale to present stockholders at the
interurban roads are published in detail in the following par value thereof.
table: Rock Island Southern Railway, Rock Island, 111.—The
1914, 1915, Loss, Gain, Rock Island Southern Railway, which operates the electric
Miles Miles Miles Miles line from Monmouth to Rock Island, is to be reorganized
2,137.25 2,087.20 50.05
91.65 148.02 56.37 and have its bonded indebtedness readjusted. On July 1
108.50 109.77 1.27 the "north line" was unable to pay interest due and also
Rolling stock 2.214.98 2,164.93 50'.05
4,552.38 4,509.92 100.10 faced necessary repairs and extensions. A meeting of a
57.64 number of bondholders was held and a plan of adjustment
Some of the tax officials believed that some of the de decided upon, request for approval being sent to other
crease in the electric railroad valuations might be attributed bondholders. In an interview, A. Walsh, president of the
to jitney bus service in some of the cities, but it is probable line, said: "I am confident that the plan of readjustment
that this is more or less a negligible consideration this year. will be of great advantage to Monmouth. It will put the
north line in excellent financial condition and in a position
Chatham, Wallaceburg & Lake Erie Railway, Chatham, where it can give even better service than heretofore. Every
Ont.—The Hydro-Electric Power Commission of Ontario is bondholder is fully protected in the full amount of his hold
negotiating with the Canadian Northern Railway for the ings. For each $1,000 bond he receives a new first mortgage
purchase of the Chatham, Wallaceburg & Lake Erie Rail bond for $400, first preferred stock for $600 and $100 of
way, which runs from Erie Beach to Wallaceburg. bonus common stock. This common stock is given from that
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 165
held by the present stockholders. The value to Monmouth ber of passengers transported in the preceding three months
which is to come from this readjustment will be in many was 53,475,810. The number in the corresponding three
added improvements to the property, especially to the termi months last year was 61,959,691.
nals at Rock Island. There will be added some electric loco
motives to take the place of the present steam locomotives, DIVIDENDS DECLARED
thus increasing freight facilities and the general service."
A complaint by minority stockholders was noted in the American Railways, Philadelphia, Pa., quarterly, 1% per
Electric Railway Journal of May 1. cent, preferred.
Columbus Railway, Power & Light Company, Columbus,
San Joaquin Light & Power Corporation, Bakersville, Cal. Ohio, quarterly, 1% per cent, preferred and common.
—The San Joaquin Light & Power Corporation has filed a Commonwealth Power, Railway & Light Company, Grand
supplemental application with the California Railroad Com Rapids, Mich., quarterly, 1% per cent, preferred; quarterly,
mission, asking for authority to pledge a portion of the 1 per cent, common.
$1,582,000 of 6 per cent bonds which it was recently author Grand Rapids (Mich.) Railway, quarterly, 114 per cent,
ized to sell. The corporation proposes to pledge a portion preferred.
of these bonds as collateral security for short-term notes Lewiston, Augusta & Waterville Street Railway, Lewis-
of $809,000. It is proposed by the corporation that the new ton, Maine, quarterly, 1V6 per cent, preferred.
notes shall run for a period not to exceed two years, and Montreal (Que.) Tramways, quarterly, 2% per cent.
that the money received therefrom shall be used to pay off Philadelphia Company, Pittsburgh, Pa., 5 per cent, pre
the two-year collateral trust notes of the company which ferred.
mature on Aug. 1, 1915. West Penn Railways, Pittsburgh, Pa., quarterly, l^ per
Springfield (Mass.) Street Railway.—It is reported that cent, preferred.
plans for merging the Springfield Street Railway and the
Worcester Consolidated Street Railway, which according to ELECTRIC RAILWAY MONTHLY EARNINGS
reports have been under consideration for the last five
months, will probably materialize this year. It is believed AMERICAN RAILWAYS, PHILADELPHIA, PA.
that the plan under consideration is to consolidate the two Operating Operating Operating Fixed Net
Period Revenues Expenses Income Charges Income
companies into one large system with one set of officers lm., June, '15 $444,033
and to establish a large general office in either Springfield 1" " '14 477,789
6 15 2,575,604
or Worcester. These two companies are now owned and 6" " '14 2,673,349
controlled by the New England Investment & Security Com BERKSHIRE STREET RAILWAY, PITTSFTELD, MASS.
pany, which is the holding company for nearly all the lm.. May, '15 $77,502 '$64,276 $13,226 $17,124 tt$3,763
trolley lines formerly owned and operated by the New York, 1 14 86.037 '70,610 15,427 17,014 fll.294
New Haven & Hartford Railroad in Massachusetts. 11 15 872.665 '779,974 92,691 189.462 t!95,236
11 14 90S,492 '790,687 117,805 187,778 tt68,106-
Tidewater Southern Railway, Stockton, Cal.—It is re CONNECTICUT COMPANY, NEW HAVEN, CONN.
ported that the Tidewater Southern Railway has sold $100,- lm., Mav, '15 $687,528 '$455, 724 $231,804 $104,964 t$163,23S
000 of bonds to banks at Modesta and others, which has 1 14 720,692 '474.825 245,867 93,368 1174,014
enabled it to commence construction to Turlock. In Novem 11" " '15 7,274,970 '5, 265,413 2,009.557 1,087,674 11,174,493
ber, 1914, the company was operating 33.5 miles of single 11 14 7,347,174 '5,353,249 1,993,925 984,003 tl, 248, 673
track between Stockton and Modesta. FORT WAYNE & NORTHERN INDIANA TRACTION COM
PANY, FORT WAYNE, IND.
Toledo, Ann Arbor & Jackson Railroad, Toledo, Ohio.— lm., Mav, '15 $141,502 $82,278 $59,224 $54,608 t$4,896
Application has been made to the Public Utilities Commis 1 14 154,514 92,192 62,322 53,953 t8.727
sion of both Ohio and Michigan by the Toledo, Ann Arbor 5 15 707,782 406,383 301,399 268,479 134,519
& Jackson Railroad for permission to issue $385,000 of 5 14 761,209 438,809 322,400 259,455 164,225
bonds. The company is laying track between Deerfield and KENTUCKY TRACTION & TERMINAL COMPANY,
Dundee and it is reported that a freight service may be LEXINGTON, KY.
established between Toledo and Detroit, as well as an inter- lm.. May, '15 $66,220 $35,035 $31,185 $19,758 ($14,135
1 14 68,091 36,163 31,928 20.639 114,093
urban passenger business. 11" " '15 738,410 393,342 345,068 219,507 1158,825
11 14 707,261 374,284 332,977 225,501 1137,769
Tri-State Railway & Electric Company, East Liverpool, LEWISTON, AUGUSTA & WATERVILLE STREET RAILWAY,
Ohio.—The Tri-State Railway & Electric Company has re LEWISTON, ME.
ceived permission from the Ohio Public Utilities Commission lm.. May, '15 $61,014 '$37,677 $23,337 $15,611 $7,726
to sell its property in Ohio, a section of track in Steubenville. 1 14 58.572 '37,390 21,182 15.660 5,522
to the Steubenville Railway for $9,000. The latter company 12 15 698.453 '459,753 238,700 187,112 51,588
12 14 679,179 '455,935 223,244 184,116 39,128
has been authorized to issue capital stock for that amount
to pay for the track. NEW YORK (N. Y.) RAILWAYS
United Gas & Electric Corporation, New York, N. Y.— lm , May, '15 $1,138,652 $714,040 $424,612 $357,179 t$107, 748
1 1 4 1,199,849 766,741 433,108 348,800 1118,904
Through the purchase of $1,000,000 of its $5,500,000 of 11 15 12,265,626 7.843,631 4.421,995 4,100.368 1801,915
three-year 6 per cent notes, the sale of which, was noted in 11 14 12,684.866 8,066.814 4,618,052 4,089,333 1897,482
the Electric Railway Journal of March 6, the United Gas NEW YORK & STAMFORD RAILWAY, PORT CHESTER, N. Y.
& Electric Corporation has anticipated the retirement of lm.. May, '15 $32,228 '$25,953 $6,275 $7,991 tt$1.676
1 14 33,451 '25,326 8,125 7,964 1188
$500,000 of the notes on July 1, 1916, and $500,000 on Jan. 11 15 340,796 '2S1.903 58.893 87,052 M27.746
1, 1917, as provided in the indenture covering the notes. 11 14 334,509 '273,526 60,983 85,265 1123.866
United Railways of St. Louis, St. Louis, Mo.—The quar NEW YORK, WESTCHESTER & BOSTON RAILWAY, NEW
terly report of the United Railways of St. Louis for the YORK, N. Y.
lm , Mav, '15 $43,000 '$41,199 $1,801 $5,976 tt$4.104
three months ending June 30, filed on July 15 with City 1 14 39.230 '38,737 493 4.806 113,878
Register Witter, shows the street cars carried about 11' " '15 409,509 '476,641 t67.133 69,584 til 34.985
2,160,000 more passengers in that quarter than in the pre 11" " '14 364,644 '518,802 1154,158 61,966 tt210,818
vious three months. The statement also shows that the cars RHODE ISLAND COMPANY, PROVIDENCE, R. I
lm.. May, '15 $404,577 '$321,295 $83,282 $117,558 tt$33,436
carried about 5,000,000 less than in the corresponding three 1 14 487,006 '302,726 184,280 111.264 173,891
months of last year, which was before the jitneys began to 11 15 4,668,386 '3,629,383 1,039,003 1,296.807 ttl63,10S
11 14 4,891,423 '3,603,923 1,287,500 1,191.963 1213,254
operate in St. Louis. Officials familiar with the conditions
assert that a portion of the 5,000,000 decrease in passen VIRGINIA RAILWAY & POWER COMPANY, RICHMOND, VA.
gers was due to the operation of jitneys and the remainder lm.,Mav, '15 $407,694 $203,572 $204,122 $136,683 1$74,451
1 14 433,496 203,492 230,004 135,672 1100,764
was due to business conditions. The increase in the last 11 15 4,679,421 2,263,584 2,415,837 1,499.170 1991.010
quarter indicates that the business of the jitneys is de 11 14 4,717,587 2,252,466 2,465,121 1,479,631 11,062,667
creasing and that general business is becoming more active. WESTCHESTER STREET RAILROAD, WHITE PLAINS, N. Y.
The cars made a total of 1,535,366 trips and traveled 9,699,- lm . May, '15 $22,644 '$22,036 $608 $1,464 tt$836
1 14 23,516 '18,542 4,974 1,1 10 13,872
118 miles in the last three months. A total of 54,522,328 11 15 235,700 '246,828 11,128 14,633 +125,635
full-fare passengers were carried and 1,112,985 half-fare, 11" " '14 228,579 '233,330 t4,751 12,208 tt!6,764
making a total of 55,635,313 passengers. The total num •Includes taxes. tDeficit. (Includes non-operating income.
 166 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

by A. A. Thielke against Mayor Albee of Portland, to re

Traffic and Transportation strain enforcement of an ordinance regulating jitney buses
in Portland. The ordinance was attacked in the Circuit Court
TRAVELS WITH THE JITNEY on the ground that it was submitted to the people under a
city ordinance, instead of under a State law; that it was
Philadelphia Ordinance Enjoined—Union Men in Norwalk discriminatory, gave the Public Utilities Commission
Petition for Jitney Control—Jackson Company arbitrary power, and violated the federal constitution, in
Affected by Competition that it would permit property to be taken without due
process of law.
A preliminary injunction restraining the Mayor, Councils According to the report of L. H. Bean, general manager
and other city authorities of Philadelphia from enforcing Tacoma Railway & Power Company, the jitney buses
the jitney ordinance was granted on July 15 by Judge operating in Tacoma, Wash., have cut down the company's
Sulzberger. The injunction holds until Sept. 20, when the revenues $70,000 for the first half of 1915. The city of
Court of Common Pleas No. 1 may be applied to for a fur Tacoma will lose $1,500 in its share of gross receipts for
ther hearing by either the city or the jitney operators. In this period. The police department in Tacoma has been
the meanwhile, the court decrees, both sides may gather instructed by Commissioner of Public Utilities Mills to
further evidence which will aid in arriving at a just de arrest jitney passengers and drivers who violate the anti-
cision on the whole question. Judge Sulzberger stated that smoking ordinance recently passed by the Council. This
the operation of the ordinance involves serious danger to ordinance affects street cars and jitney buses alike and is
the jitney, and would at least cut the business from 100 to being rigidly enforced on the cars.
40 per cent, but that if the ordinance is declared valid, the The Jackson Light & Traction Company, Jackson, Miss.,
delay will not have caused the city any pecuniary loss. A has filed with the City Commission an earnest protest
committee of three has been appointed to confer with Di against the insufficient character of ordinances regulating
rector Porter and agree on a set of temporary traffic regu jitney traffic, and the unfair competition it has been forced
lations during the term of the temporary injunction. to meet since the jitney became popular. In a letter to the
Two of Philadelphia's jitney organizations, representing commission Manager Raymond H. Smith insists that all
more than 700 operators, have decided to issue strip tickets jitneys should be placed under bond, in order to guarantee
at six for a quarter. They will be accepted in lieu of damages in case of accidents, and offers to furnish bonds
5-cent fares by drivers of all cars operated by members of for each street car operated by his system.
the Auto Service Association and the South Philadelphia Some time since the commission passed an ordinance
Jitney Owners' Association. The only organization which regulating jitney traffic, but Manager Smith says that it is
has not signified its intention to issue strip tickets is the not in any sense a regulation; that jitneys are not required
Jitney Association, whose president has announced that he to carry signs showing the routes they cover; they do not
would put the question up to his associates. cover regular routes, it being their custom to traverse the
A committee representing the Norwalk Division of the busiest sections of the streets, turning around directly in
Amalgamated Association of Street and Electric Railway front of trolley cars where people are waiting to pick up
Employees of America has petitioned the Council on behalf passengers, withdrawing the jitneys from service whenever
of the union that favorable action be taken on an ordinance they feel like it and otherwise avoiding the responsibili
presented by them to control and regulate the jitney busi ties of a common carrier.
ness in Norwalk, Conn. The ordinance is strict and pro Manager Smith admits that the jitneys have cut heavily
vides for annual fees of $100 and $200, fixed routes with into the revenues of the street railway and advises the
transfers and indemnity bonds of $10,000. The ordinance commission that the company has been compelled to ship
was tabled for consideration at a future meeting of repre some of its larger cars out of town, to cut down the num
sentatives of the union, jitney drivers and Council. ber of cars operated and to discontinue the services of a
The draft of a jitney ordinance, submitted by Commis number of employees.
sioner Arthur R. Denman to the Board of Works of New Automobile owners operating a jitney line between
ark, N. J., on July 15 and laid over for further discussion, Texas City and Galveston, Tex., have filed two suits in the
provides that car owners or licensees must report to the Fifty-fifth District Court at Galveston asking for an in
board the route and hours of service of each jitney, seating junction to prevent city officials of Galveston from enforc
capacity, and what other facts may be required, as often ing an ordinance adopted on April 9, regulating the opera
as the board may so demand. The board receives the power tion of motor buses in that city. It is claimed by the plain
to designate routes and hours of service, which shall not be tiffs that they are immune from provisions of the ordi
less than ten hours daily; terminal points and the fixing of nance because their buses are not operated between points
regulations for turning at the terminal. in Galveston or to any designated point within Galveston.
B. W. Arnold, superintendent of traffic Chicago, Ottawa A petition for an election to recall Mayor Tyra and Police
& Peoria Railway, Ottawa, 111., has presented a copy of the Commissioner Hudleston of Fort Worth, Tex., has been pre
Joliet ordinance to the La Salle City Council, with the re pared by the jitney men of Fort Worth and will be pre
quest that they adopt it or some similar measure to regu sented to the City Commissioners within a few days. The
late jitney buses. Mr. Arnold gave a short talk to the petition, signed by about 3000 voters, is a result of the
Council, in which he said that the interurban company had jitney ordinance now being enforced.
spent almost $25,000 for paving in the twin cities, La Salle The Savannah AutoBus Company, with an authorized
and Peru, in two years. He also said the company had an capital of $250,000, has been incorporated by Savannah
annual payroll of $24,000 in La Salle and Peru. He asked men for the purpose of operating autobuses on Savan
that the jitney buses be licensed, forced to pay a fee of nah streets. The company has asked for a charter and
$200 per year and compelled to publish and maintain a will begin operations in August with ten buses of a ca
regular schedule. The petition was referred to a committee pacity of thirty-five passengers each. There will be defi
for investigation. nite routes and schedules for the vehicles.
H. H. Davell, chairman of the board of governors of An ordinance has been passed by the Minneapolis (Minn.)
the Maryland Autobus Protective Association, formed to City Council for the purpose of regulating jitneys in that
adopt some method of perfecting the jitney system in Bal city and signed by Mayor Nye. The ordinance provides
timore, states that the association aims to amalgamate all for a license fee of $15 a year for each car, indemnity bonds
the jitney service into one large corporation. It is stated from $5,000 to $10,000, regular routes and schedules, with
that 300 buses can be put on the streets. Immediate steps a limit of two passengers above seating capacity, inspec
are to be taken in the courts to test the validity of the tion of cars and other regulations. It will take effect
ordinance just passed whereby each jitney owner will be on Aug. 1.
required to pay an annual license of $25 a seat. Jitney bus owners in Flint, Mich., have obtained a tem
One hundred and twenty-six jitneys have succeeded in porary injunction restraining the city from enforcing the
passing municipal inspection in Portland, Ore., according new jitney ordinance. It was asserted that the $5,000 to
to Municipal Jitney Inspector Gallup. Cars are being ex $20,000 bond and $25 license fee were excessive. There are
amined at the rate of twenty-five per day. The State Su 151 jitney buses in Flint, sixty in service continually. The
preme Court has taken under advisement the suit instigated others operate only during rush hours.
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 167

HALT FOR KANSAS CITY JITNEYS a schedule on the streets occupied by car lines, so they
may have a five-minute headway. The street railway com
Buses of Jitney Corporation Seized on Note—Touring Cars pany recently inaugurated a ten-minute service and found
Decreasing—One Line Raises Fare to 10 Cents that a gain of patronage was the result.
At Ashtabula thirty buses were put out of business on
The jitney transportation situation is rapidly coming to July 13 by the decision of Common Pleas Judge A. G.
a head in Kansas City, Mo. The Studebaker Corporation Reynold sustaining the regulatory ordinance passed by the
on July 18 took possession of fifteen buses furnished by it City Council some time ago. The ordinance fixed an an
on a forty-bus order from the Kansas City Jitney Trans nual tax of $25 and required a bond of from $3,000 to
portation Company, for failure of the company to meet a $5,000, depending upon the size of the car. The jitney
note due on a first mortgage. The National Jitney Asso owners consider the ordinance prohibitive.
ciation is quiescent, the offices are closed and no definite For a time quite a number of buses were operated in
plans in hand. The White Star line of buses, embracing Cleveland, but for the most part they consisted of dis
thirteen cars, individually owned and co-operating on sched reputable cars that people would not patronize. Since no
ules, began on the night of July 19 at the rush hour to one came forward with money to furnish the right kind of
charge 10 cents instead of the previous 5 cents a trip. Many cars, it must appear to be a losing proposition in the face
individual buses have been eliminated, and the touring cars of the low street railway fare. Little comment is now
now in service on routes number only about sixty.. heard in regard to the matter.
The embarrassment of the Kansas City Jitney Trans The Mahoning & Shenango Railway & Light Company
portation Company is a serious blow to the industry. Its brought matters to a climax at Youngstown on July 18 by
president is W. H. Miller, the leader of the movement in refusing all jitneys entrance to Idora Park, which is owned
the West. Mr. Miller said of the situation: "We are now and controlled by railway interests. An admission fee was
working on a plan of reorganization, and hope to get the also charged all visitors who entered the park in vehicles
buses back soon. We are compiling statistics of operation other than street cars. Those who paid, however, received
and management which will show where we have fallen street railway tickets for the return home. Owners of
short of the profitable operating plan." jitney buses retaliated by having three park employees
It is said that the trouble was caused by large overhead arrested on the charge of violating Sunday closing laws.
expenses, as well as by the obvious difficulties encountered Vice-President Randall Montgomery of the company signed
where a transportation company must hire men to collect bonds for the employees and then announced that every
money and handle expensive machinery. An officer of the jitney bus would be stopped and every store closed in
Studebaker branch at Kansas City said that the buses were Youngstown next Sunday unless the suits against the men
in good condition, showing 14,000 to 15,000 miles in the are dropped. The fight between the railway and the jitneys,
three months since they were put in service. He expressed promises interesting developments in the enforcement of
confidence that jitney buses would pay at 5-cent fares when the blue laws.
individually owned and carefully handled. On July 19 the Ohio Electric Railway requested the city
The White Star line owners have had a smaller overhead of Lima to return $5,000 which it had deposited for the
than the organized company, but they were glad of the right to transport passengers to intercity points. The com
chance to increase the fare to 10 cents. Their cars are pany says its business has shown a decline of 50 per cent,
mostly of the more expensive types. They confine them at that point since jitney buses began operation within,
selves to routes to the southeastern part of the city. They the city limits, and that as a consequence there must be.-
admit only buses to their organization, contending that the reduced service until regulatory ordinances are adopted.
touring cars are profitable only for popular priced livery
service.
One local livery service, the outgrowth of the split be BRIDGE TRAFFIC IN NEW YORK
tween the private owners and the company organized by The Public Service Commission for the First District of
Mr. Miller, is said to be making good profits. It now has New York has received from the bridge department the
the stand and the telephones vacated when the Kansas result of the annual count of passengers using the East
City Jitney Transportation Company gave up its downtown River bridges in one period of twenty-four hours. The
headquarters. count was made on Nov. 5, 1914, from midnight to midnight.
The national association seems falling to pieces because It shows a total traffic in both directions over all bridges of
of the failure of the local associations to pay dues for the 763,982, which is an increase of 20,090 over the previous
support of the offices and to carry on the organization year. This is a gain of about 3 per cent, and much smaller
work. The National Indemnity Exchange, an insurance or than the gain of 1913 over 1912, which was more than
ganization formed to protect jitneys, has not yet qualified, 12 per cent. The Williamsburg Bridge still continues in
but may get its license soon. the lead, carrying more passengers than the old Brooklyn
Bridge. The latter is the only one of the four bridges which
JITNEY MOVEMENT IN OHIO shows a positive falling off in the number of passengers
using it. The figures include passengers in surface ancT
Jitneys Used in Many Ohio Cities—Meeting Ordinance and elevated cars, in all kinds of vehicles, and pedestrians using
Regulatory Restrictions the promenades. The following table shows the number of
The operation of jitney buses in Ohio is perhaps more passengers passing in each direction over the four bridges::
extensive than might be anticipated. They have made Williamsburg Brooklyn Queensboro Manhattan
Eastbound 162,859 151,334 45,915 26,591
little headway, however, in the largest cities. Westbound 164,275 142,372 43,932 25,804
In Columbus their operation seems to have been fairly
successful. There operators have provided themselves with Totals 327,134 293,706 89,847 52,395
Total traffic: 1912, 659,591; 1913, 742,992; 1914, 763,082.
large cars with longitudinal seats. They operate over cer
tain streets on regular schedules and sell tickets at the The Brooklyn Bridge led all other bridges in traffic until
the Center Street loop subway was opened in August, 1913,
rate of six for 25 cents. and connected with the elevated lines passing over the
Toledo bus owners have asked the City Council to allow
them to receive and discharge passengers at the same Williamsburg Bridge. This resulted in a large increase
points at which the street cars stop. Up to the present time of the traffic over the Williamsburg Bridge.
they have been compelled to observe the traffic rules and
make stops at the safety zones, which are about 100 ft. from Rockland Transfer Petition Granted.—The petition of the
the street crossings. selectmen of Rockland for free transfer privilege on the
Twenty-two bus operators paid the license fee required Bay State Street Railway, Boston, Mass., has been granted
by the ordinance recently passed by Council at Youngs- by the Public Service Commission, with the understanding
town, although the payment was made under protest. the company may soon ask for a readjustment of fares.
Operators in that city must obey the traffic ordinance. Near-Side Stop Approved for New Bedford.—The Massa
In Lorain the bus operators have formed the Lorain chusetts Public Service Commission has approved a regula
Jitney Association and are now endeavoring to establish tion, passed by the Board of Aldermen on Oct. 22, 1914, that
 168 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 4

near-side stops be used in New Bedford after Aug. 1. The since the organization of the movement there has been a
commission also approved the clause requiring a safety stop continual decrease in the number of accidents. The number
to, be installed on all street cars passing Bedford and County of collisions has decreased more than 40 per cent; running
Streets. over steam and street railway crossings, nearly 50 per
■ 'Wage Increase Granted in Waterville.—It was announced cent; derailments, more than 10 per cent, and platform ac
on July 16 by Manager Patterson of the Waterville, Fair cidents to passengers, nearly 40 per cent. The only marked
field & Oakland Street Railway that a general advance of increase in accidents are those where automobiles have
1 cent per hour had been made in the pay of all men em been struck, and Mr. Cann takes the position that it is en
ployed on the system. Bonuses for efficiency make a pos tirely reasonable to lay the burden of this increase upon the
sible increase beyond this of about $1 per week. increased number of automobiles and the carelessness of
the drivers.
Petition for Fare Increase Withdrawn.—The Berkshire Fillmore Street Hill Operation for the "Movies."—Moving
(Mass.) Street Railway has withdrawn its petition for a pictures have been made illustrating the operation of two-
6-cent fare over certain of its lines and a readjustment of
its fare limits. The company is studying some other sys car trains on the United Railroads of San Francisco Fill
tems of fare arrangements and needed more than the three more Street hill line and are being shown with a popular
remaining months of life of the petition to complete its "News of the Week" series in Pacific Coast cities. The
investigations. Ultimately another petition will be filed reels start out with the diagrams of the cable connection
with the commission. details and safety devices, and show in proper order the
methods of coupling, signaling and operating the trains.
Good June Record in Louisville.—The Louisville (Ky.) The most striking feature is the operation over the hill of
Railway is holding up before its trainmen for their emula two two-car trains coupled together and counterbalanced
tion in future months the excellent June record, in which by a single two-car train. The four cars are stopped and
only two collisions between cars were reported. These held stationary on the 25.4 per cent grade. The under
collisions were inconsequential and concerned bumping to lying idea of the film is the advertisement of the absolute
gether of empties in the carhouses. During the same safety of the hill line since the recent installation of new
month the mileage was 963,939 car-miles for the city lines safety devices.
and 210,156 car-miles for the interurban lines, or a total Mr. Harmon Reports Accident Decrease.—James Har
of 1,173,095 car-miles. mon, general claim agent of the Insull lines in Indiana,
Teaching Patrons in Elgin.—Patrons are being taught while in New Albany on July 16 gave out a statement to
how to board street cars properly in Elgin, 111., an experi the effect that the accident roll of the Louisville &
ment having been inaugurated on the Grove Avenue line. Northern Railway & Lighting Company, the Louisville &
A white line has been painted a few feet from the track, Southern Indiana Traction Company and the Interstate
and the patrons are asked to stay within this space and Public Service Company, altogether making about 120
to line up in the same orderly way in which they approach miles, and the Columbus (Ind.) city lines as well, showed
a ticket window. There has been successful regulation of a decrease of seventy accidents for the first six months
taxis and other motor vehicles in Elgin by the City Coun of 1915, as compared with the last half of 1914. This de
cil, and the street railway wishes to carry the safety cam crease in casualties is attributed practically altogether to
paign further. the safety-first efforts which have been made by the com
Tariff Supplement Issued to Cover Cummins' Amend panies listed. The list for the last six months contains
ment.—The baggage committee of the Central Electric two fatalities resulting from an accident on the Louisville
Traffic Association at its recent meeting in Fort Wayne, & Southern line, an accident, however, which was caused
Irid., decided to issue a supplement to the tariff in com by reckless driving of the victim's automobile.
pliance with the Cummins' amendment to the interstate Skip-Stop to Be Tried in Chicago. — Plans have been
commerce act. Under the new system persons desiring to carefully perfected by the Chicago (111.) Surface Lines
check for interstate movement baggage that is valued at for the installation of an experimental skip-stop line on
more than $100, will be required to pay an insurance fee. North Clark Street, one of the heavy trunk lines out of
Persons who refuse to sign the slip giving the valuation the loop district to the north side of the city. This line
cannot check their baggage. is 10.7 miles in length, and the skip-stop schedule will
begin about 0.5 mile outside of the loop district. The Chi
Railroad Asks for Rescission of Service Order.—The cago plan differs from that adopted in Cleveland and Kansas
Hocking Valley Railroad, Columbus, Ohio, filed a petition City in that the stops were designated as a result of a
with the Ohio Public Utilities Commission on July 7, ask traffic survey. The total number of 120 stops on this
ing that the order requiring electric car service between line will be reduced to seventy, and it is contemplated
Jackson and Hamden be rescinded. The following day the that the skip-stop schedule will reduce the running time
original complainants filed charges to the effect that the fifteen minutes for each round trip. All stops will be
company is not now complying with the order, that steam designated by a white band painted around the company's
cars are being used instead of electric cars and that they tubular-steel poles. If the experiment proves satisfactory,
stop at the stations instead of in the center of the towns, the skip-stop idea will be extended to other lines.
as in the past. Previous reference to this order was made
in the Electric Railway Journal of April 17. Pension System Established for Third Avenue Employees.
New Summer Car Being Tried in Toronto.—The Toronto —Frederick W. Whitridge, president Third Avenue Railway,
New York, has announced the establishment of a pension
(Ont.) Railway is trying out a new type of summer car in scheme for the employees of the company and its sub
compliance with the order of the Ontario Railway Board to sidiaries. Pensions to be granted will range from $20 to $40
place fifty new cars, which are to be approved by the a month, the amount being based in part on the length of
board, the Toronto Railway and the city engineer. The new service and in part on the monthly pay received by the
car is fitted with longitudinal seats on the devil-strip side employee. Only those employees will be eligible who be
and cross-seats on the open side. Instead of the side steps come members of the Third Avenue Railway Employees'
there is a wire grilling to protect the public. Passengers Association and whose membership is continuous up to the
enter at the rear platform and leave by the front door as time of the granting of the pension. The money for the
in the winter cars. Of the fifty cars included in the board's payment of the pensions will be obtained by applying the
order, twenty have already been built on the plan previ interest of funds of the benefit association, and from the
ously in use, except that they are 3 in. wider. These cars, treasury of the Third Avenue system, which will pay what
■which are the widest that it is possible to operate on the
ever additional sum may be necessary. Any employee who
present lines, will have to be changed if this test car meets has reached the age of seventy years, whether incapacitated
with approval. or not, and who has been in continuous service of the sys
Accidents Have Decreased in Detroit.—W. E. Cann, chair tem for at least twenty years will be entitled to a pension.
man of the general safety board of the Detroit (Mich.) Provision also is made for pensions for employees who have
United Railway, in reporting the progress of the safety reached the age of sixty-five who have been incapacitated
campaign to the safety committeemen, stated recently that after being in the service for twenty years.
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 169

bia Electric Railway. Mr. Conway's term of service with

Personal Mention this company covered a period of very rapid development,
during which he carried out for the company many large
Mr. Thomas Lynch, formerly superintendent of employ undertakings. Among these were the construction of the
ment of the Detroit (Mich.) United Railway, has been ap great dam at the outlet of Lake Coquitlam; the enlarge
pointed superintendent of trainmen's records. Mr. Lynch ment of the company's existing power house on the North
has been employed by the company continuously for thirty- Arm of the Inlet, and the construction of the new No. 2
five years. power house, increasing the output of the Coquitlam-
Mr. Francis X. Disney, Elmira, N. Y., has been named Buntzen hydraulic project to more than 85,000 hp.; the
secretary of the Public Service Commission for the Sec construction of a 130-ft. dam on the Jordan River, Van
ond District of New York, to succeed Mr. Frank H. Mott, couver Island, and the consequent enlargement of the
whose selection for the counselship is elsewhere noted. Jordan River power plant to a capacity of 20,000 hp.; the
Mr. Disney has been assistant secretary for the last two construction of a steam auxiliary plant at Brentwood Bay;
years. the enlargement of the Vancouver steam auxiliary plant,
Mr. Ledyard P. Hale, counsel for the Public Service Com and the laying of many extensions of lines on both the
mission for the Second District of New York since its mainland and the island. Mr. Conway received his early
organization, has received a leave of absence without pay training in Great Britain. There he was connected with
until Sept. 1 on account of the press of his duties as chair many large engineering projects and performed important
man of the public utility committee of the constitutional work for the cities of Birmingham and Aberdeen. Later
convention. he went to Mexico, where he carried out engineering pro
jects for the Monterey Railway, Light & Power Company.
Mr. E. R. Giaque, formerly carhouse foreman at the Mr. Conway is a member of numerous engineering organi
Fourteenth carhouse of the Detroit (Mich.) United Rail zations in Europe and America, and has contributed many
way, has been made assistant superintendent of the Four valuable addresses and papers for the records of these
teenth, Crosstown and West Warren lines to succeed Mr. societies. The retirement of Mr. Conway was marked by
Albert Bath, who has been appointed superintendent of a dinner tendered him by officials of the company at the
these lines. Hotel Vancouver, Vancouver, on June 26. Mr. George Kidd,
Mr. Arthur F. Brown has been appointed superintendent general manager, presided and read a cablegram from the
of employment of the Detroit (Mich.) United Railway. London board expressing regret at the retirement of Mr.
He has been in the company's employ for twenty years in Conway and appreciation of his work for the company.
various capacities, serving as inspector, carhouse foreman, The office staff presented Mr. Conway with a mounted solid
chief inspector, assistant superintendent of both city and silver rose bowl.
interurban divisions, and for the last twelve years as super Mr. William A. Del Mar has resigned from the electrical
intendent of various city lines. engineerine department of the New York Central & Hud
Mr. Frank H. Mott, Jamestown, N. Y., formerly a deputy son River Railroad to accept a position on Aug. 2 as assist
attorney-general and for the last two years secretary of the ant electrical engineer of the Interborough Rapid Transit
Public Service Commission for the Second District of New Company of New York. Mr. Del Mar has been connected
York, has been named counsel of the commission during with the New York Central Railroad since 1904, engaged
the leave of absence until Sept. 1 of Ledyard P. Hale, in technical problems connected with the electrification. He
noted elsewhere in this column. It is understood that has also taken a prominent part in committee work with
upon Mr. Hale's return Mr. Mott will resume his private various technical associations, particularly in connection
practice of law. with standardization, being a member of the A. I. E. E.
Mr. Albert Bath has been appointed superintendent of standard committee in 1914 and 1915, chairman of the 1914
the Fourteenth, Crosstown and West Warren lines of the railway standard committee which prepared the Institute's
Detroit (Mich.) United Railway, to succeed Mr. Arthur F. present railway standards, chairman of the 1915 wire and
Brown, whose appointment as superintendent of employ cable committee which is engaged in the standardization of
ment is elsewhere noted. Mr. Bath had been assistant cable stranding, and a member of the 1914 wire and cable
superintendent of these lines for the last five years, pre sub-committee which prepared the wire and cable standards.
viously for three years being employed as night and day He has also been chairman for the past three years of the
carhouse foreman at various carhouses. wire and cable committee of the Association of Railway
Electrical Engineers. The specifications of this committee
Mr. J. D. Cornell has been appointed traffic manager of have been adopted largely by the American Electric Rail
the Joplin & Pittsburgh Railway, with headquarters at way Association and the American Society for Testing
Kansas City, Mo. Mr. Cornell in 1904 was attached to the Materials. He has also been secretary of the joint rubber
Southwestern Tariff Committee at St. Louis, and later as insulation committee and has contributed papers on the
an adjuster traveled over much of the territory. Five years question of standardization, as well as upon other subjects,
ago he took up electric railway traffic specialization, when to the columns of this paper and to those of the Electrical
he went to the Rock Island Southern Railroad as general World. Mr. Del Mar is a native of San Francisco, where
freight and traffic agent to develop the traffic industry of he was born on Dec. 15, 1880. He went to Europe in 1887
that composite line, which handled freight chiefly by steam owing to the desire of his father, who is the author of
trains and passengers by electric. numerous historical books, to be near the libraries and
Mr. Walter Jackson, associate editor Electric Railway archaeological collections of Europe. He was educated in
Journal, has been appointed business manager of this France and England, and was graduated in 1900 from the
publication. Mr. Jackson was born in 1882. He left public City and Guilds' College of London. After coming to this
school at the age of thirteen, but entered the Cooper Union country he joined the testing department of the General
Night Schools within the following year, graduating there Electric Company in 1900, and in 1902 entered the engi
from as bachelor of science. In 1903, following service neering forces of the Manhattan Railway, where he re
with several machinery companies, he joined the editorial mained until he became associated with the engineering
staff of this paper. In connection with his editorial work, force of the New York Central Railroad. He is the author
Mr. Jackson has traveled extensively, including several of "Electric Power Conductors" and of some of the sections
trips abroad. He has also acted as consulting editor with in Penders' "American Electrical Engineers' Handbook"
the McGraw-Hill Book Company in addition to preparing for and is a member of the A. I. E. E., the A. E. R. A. and the
that firm a "Handbook of Electrical Methods" and "Electric A. R. E. E., and is an associate member of the I. E. E. of
Car Maintenance." England.
Mr. G. R. G. Conway, for the last four years chief en OBITUARY
gineer of the British Columbia Electric Railway, Vancouver, Louis F. Beckert, a salesman with the Westinghouse
B. C, has resigned that position to take up work as Electric & Manufacturing Company, died on July 7 in
general consulting engineer, with offices in Toronto. In Pittsburgh. Mr. Beckert was born in Pittsburgh in 1886,
connection with his new engineering work Mr. Conway has and he was graduated from Pennsylvania State College in
been appointed consulting engineer for the British Colum 1907.
 170 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4
TRACK AND ROADWAY
Construction News
Little Rock Railway & Electric Company, Little Rock,
Construction News Notes are classified under each head Ark.—Plans are being made to widen and strengthen the
ing alphabetically by States. bridge across the Arkansas River so as to enable it to carry
An asterisk (*) indicates a project not previously street car traffic. The cost of reconstruction will be about
reported. $290,000, of which the county will pay $100,000, the railway
RECENT INCORPORATIONS $100,000 and the Main Street property owners $90,000.
Eureka, Cal.—Surveys have been begun on the proposed
Peoria & Chillicothe Electric Railway, Peoria, I1L—In railway from Eureka to Klamath Falls, Ore., and it is
corporated in Illinois to build an interurban railway from expected that construction will be begun soon. [Feb. 27,
Peoria to Chillicothe, 18 miles. Incorporators: E. A. '15.]
Mitchell, E. V. Mattice, John F. Lynch, Chillicothe, and Pacific Electric Railway, Los Angeles, Cal.—Work has
A. C. Black, Peoria. been begun by this company reconstructing its track on
*South Brownsville Street Railway, South Brownsville, American Avenue, Long Beach, from Sixth Street to Ana
Pa.—Application will be made by this company for a char heim Street.
ter to construct an electric railway from Brownsville to San Francisco-Oakland Terminal Railways, San Fran
South Brownsville. Among those interested are W. E. cisco, Cal.—This company will be asked by the West Berke
Moore, J. S. Jenks, H. L. Mitchell, D. I. McCahill and E. T. ley Improvement Club to extend its Sixth Street line from
Brashear. University Avenue north to the town line.
•Mitchell Street Car & Interurban Railway, Mitchell, S. D.
Santa Barbara & Suburban Railroad, Santa Barbara, Cal.
—Incorporated in North Dakota to construct an electric —Work has been begun on the 2600-ft. extension planned by
railway. Plans are being made to construct three miles this company on the "Riviera." The Municipal Improve
of city line this year. Capital stock, $200,000. Incorpora ment Company has been awarded the contract, which in
tors: O. F. Cassem and A. N. Hill, Mitchell, and D. N. cludes the first 900 ft.
Hill, Lake Hills, Iowa.
Connecticut Company, New Haven, Conn.—Work will be
FRANCHISES begun at once by this company laying new track on East
Main Street from Broad Street to the city line and on West
Los Angeles, Cal.—The Pacific Electric Railway has re Main Street from Maple Street to the city line in Meriden.
ceived an ordinance from the Council of Los Angeles grant The company will use 80-lb. rail on East Main Street and
ing permission to discontinue service and remove the tracks 95-lb. rail on West Main Street.
on its Colgrove Line on Santa Monica Boulevard approxi
mately 150 ft. east of the center line on Avery Street; Wilmington & Philadelphia Traction Company, Wilming
thence northwesterly over private property and intersecting ton, Del.—Material has been received and work will soon
streets, to a point in Vermont Avenue north of Sunset be begun on the extension of this company's Washington
Boulevard; thence northerly along Vermont Avenue to a Street line to Concord Avenue and the Boulevard.
connection with its Hollywood Line at Vermont Avenue and Idaho Railway, Light & Power Company, Boise, Idaho.—
Hollywood Boulevard. The properties of this company have been purchased by
Bridgeport, Conn.—The Connecticut Company has asked the Electric Investment Company.
the Council for a franchise to relocate its tracks on North Urbana & Champaign Railway, Gas & Electric Company,
Avenue from North Main Street to Trumbull Road, Bridge Champaign, 111.—This company is improving its park and
port. fair ground line, lowering the tracks to a new street pave
Amherst, Mass.—The Holyoke Street Railway has asked ment level, placing a modern curve at the east end of the
the Council of Amherst for a franchise to extend its tracks park and building a new bridge over a small stream.
on South Pleasant Street to land which the company East St. Louis & Suburban Railway, East St. Louis, 111.—
bought last year for the erection of a new power house and Operation has been begun on the extension of this com
carhouse. pany's Lansdowne Avenue line from Twenty-fifth Street
Wakefield, Mass —The Bay State Street Railway has and Lynch Avenue to Jones Park, St. Louis.
asked the Council for a franchise to alter and relocate its Pekin (111.) Municipal Railway.—Operation has been
tracks on Main Street, Wakefield. begun on the Court Street line of this railway. [Nov.
Pontiac, Mich.—The Detroit, Pontiac & Owosso Railway 21, '15.]
has received a franchise from the Council to construct a Evansville (Ind.) Railways.—Operation was begun on
railway in Pontiac, with the choice of Oakland Street, July 4 on the Bellemeade extension of this company's line.
Baldwin Street, Elizabeth Lake Avenue and Huron Street. Fort Wayne & Northern Indiana Traction Company, Fort
[June 19, '15.] Wayne, Ind.—This company will lay new track on State
Buffalo, N. Y.—The International Railway has asked the Boulevard, Fort Wayne, and will move the track in front
Council for a franchise to lay special tracks on Ohio Street, of the Indiana Home for Feeble Minded Youth from the
Buffalo, for the accommodation of travelers on lake boats. north side to the south side of the street. Preparations
Cleveland, Ohio.—The Cleveland, Akron & Canton Termi are being made for the paving of State Boulevard. The
nal Railway has received a franchise from the Council to company will expend $20,000 on these improvements.
construct a subway under East Fifty-fifth Street from the Fort Dodge, Des Moines & Southern Railroads, Boone,
■ lake to the southerly limits of the city. This is part of a Iowa.—This company has purchased its own right-of-way
plan to construct a railway from Cleveland along the old into Des Moines and construction will be begun at once.
Ohio Canal to Dresden. [May 8, '15.] The company has acquired a strip of land from Swanwood,
Columbus, Ohio.—The East Linden Electric Railway has 1 mile north of the city limits, to Brooks Street, East Des
asked the Council for a twenty-five-year franchise for the Moines.
construction of its line over two sections of the city. The Worcester & Warren Street Railway, Worcester, Mass.—
first begins at Hayes Avenue and Leonard Avenue and ex The Council of West Brookfield has ordered this company
tends via Hayes Avenue, Mount Vernon Avenue and to relocate its tracks on West Main Street to meet the
Champion Avenue to Long Street. The second begins at requirements of the town.
the corporation line where it cuts Hudson Street, extending Hannibal Railway & Electric Company, Hannibal, Mo.—
west on Hudson Street to Neil Avenue, North on Neil Work has been begun by this company relaying its tracks
Avenue to Dodridge Street and thence west to the Olen- on South Maple Avenue from Broadway to Lyon Street,
tangy River. [June 12, '15.] Hannibal, with 70-lb. rails.
St. Clair, Pa.—The Eastern Pennsylvania Railways and Reno (Nev.) Traction Company.—Work has been begun
the Schuylkill Electric Railway have received a franchise by this company on an extension of its line from Fourth
to construct an electric railway in St. Clair, which will Street to the race track. The branch will not be a perma
connect the southern part with the northern part of Schuyl nent line but will be constructed to take care of the heavy
kill County. traffic during the race meet.
 July 24, 1915] ELECTRIC RAILWAY JOURNAL 171

International Railway, Buffalo, N. Y.—Announcement Houston, Richmond & Western Traction Company, Hous
has been made that work on the tracks of this company in ton, Tex.—This company has awarded a contract to the
Allen Street and Virginia Street for the Connecticut Belt Federal Bridge Company, Des Moines, Iowa, at $56,000 to
and Hoyt Street car service will be completed within a construct a bridge over the Brazos River. This is in con
short time. New rails have been laid, switches installed nection with the company's proposed 30-mile railway from
and the pavement repaired. About $10,000 is being spent Houston to Richmond. E. Kennedy, Houston, is interested.
on this undertaking. New track is also to be laid in various [June 12, '15.]
parts of the city and a considerable amount of paving work Ogden, Logan & Idaho Railway, Ogden, Utah.—An
is being done. nouncement has been made that this company will build
New York State Railway, Rochester, N. Y.—The Public a new line from Ogden to Brigham City, taking a shorter
Service Commission for the second district of New York route than the present one and tapping a new territory.
has approved the extension of this company's lines from Surveys have been completed and right-of-way is being
Rochester to Greece to connect the company's tracks with secured. Construction has been practically completed on
a loop crossing Dewey Avenue, Greece, and crossing the the company's extension to Huntsville.
tracks of the Kodak branch of the New York Central Rail Salt Lake & Utah Railroad, Salt Lake City, Utah.—A
road. The tracks will be built for about 1800 ft. from the report from this company states that the contract has been
present terminus of the lines to Little Ridge Road, connect awarded for grading and material purchased for an exten
with the Dewey Avenue extension and thence extend by a sion of its lines from Springville to Spanish Fork, 6 miles.
loop back to the south-bound tracks as now existing. The Work has been begun.
cracks will run through the center of Dewey Avenue, and Ohio Valley Electric Railway, Huntington, W. Va.—A
will cross at grade Knickerbocker Avenue, Avis Avenue, contract has been awarded to the Brubaker Construction
Pullman Avenue, Steko Street and Palm Street and the Company for the construction of an extension of this com
tracks of the Kodak branch of the New York Central Rail pany's line on Twelfth Avenue, Huntington.
road.
New York State Railways, Syracuse, N. Y.—This com SHOPS AND BUILDINGS
pany plans to expend $200,000 for trackage improvements Aurora, Elgin & Chicago Railroad, Wheaton, 111.—This
in Syracuse. company announces that about Aug. 1 it will move its gen
Black River Traction Company, Watertown, N. Y.—This eral offices from Wheaton to the Hotel Arthur Building,
company will lay new double track on its line on lower State Aurora, 111. The general offices will occupy the sixth floor
Street, Watertown. Wooden ties and stone ballast will be and a part of the fifth floor, and the first floor of the build
used. ing will be used as an interurban passenger station. All
Piedmont Railway & Electric Company, Burlington, N. C. the interurban cars entering Aurora will receive and dis
—It is reported that this company may extend its lines to charge their passengers at this point. These include the
Elon College. Aurora, Elgin & Chicago Railroad, the Joliet, Plainfield &
Hast Village & Harbor Traction Company, Ashtabula, Aurora Railway and the Chicago, Aurora & DeKalb Rail
Ohio.—Surveys will be begun at once of this company's road.
proposed line in Ashtabula. In connection with the road a Cleveland (Ohio) Railway.—Application has been made
steel and concrete bridge will be constructed across the by this company to the building department for a permit to
Ashtabula River at the foot of Main Street. Mark E. construct three buildings and a reservoir at Denison Ave
Copeland, Cleveland, is interested. [Sept. 19, '14.] nue. W. I. Thompson & Son Company has the contract.
An office building two stories high and a repair shop are
'Cincinnati, Ohio.—Plans are being considered for the included in the improvements, as well as a boiler and pump
formation of a new interurban traction corporation, its ob house. The cost is estimated at $84,500.
ject being to furnish an entrance into Cincinnati for the
Cincinnati, Lawrenceburg & Aurora Electric Street Rail Corpus Christi Railway & Light Company, Corpus
road. The distance between Anderson's Ferry, the present Christi, Tex.—This company reports that plans are being
terminus of the interurban line, and Third and Walnut made to construct a new carhouse at Corpus Christi with
Streets is about six miles and it is estimated that the cost a capacity for fourteen cars.
of the road will be about $700,000. Milwaukee Northern Railway, Milwaukee, Wis.—This
Lake Shore Electric Railway, Cleveland, Ohio.—Work company has completed its new $25,000 station on Fifth
has been begun by this company reconstructing its tracks Street between Wells Street and Cedar Street, Milwaukee.
from the Big Four Railway tracks in Urbana to Crystal The structure is 70 ft. x 40 ft., one story with basement.
Lake Park. The tracks will be lowered from 2 ft. to 3 ft. The building is of brick, concrete and tile and the interior
and a more modern curve put in entering the park. is finished in tile and quarter-sawed oak.
Oakwood Street Railway, Dayton, Ohio.—One of the POWER HOUSES AND SUBSTATIONS
tracks being constructed by this company has been com Pacific Electric Railway, Los Angeles, CaL—This com
pleted and work is being begun on the other. The line pany advises that it is installing two 200-kw. motor-gen
extends about % mile beyond the present Oakwood railway erator sets in its new substation at Corona, which is the
terminus. It is expected that the road will be completed terminus of a short line running from Riverside to Corona.
and ready for operation about Aug. 1. It is estimated that the cost of the plant will be about
Springfield (Ohio) Railway.—This company has agreed to $20,000.
remove its feed wires from the trolley poles in Main Street Hutchinson (Kan.) —Interurban Railway.—This company
between Grape Alley and Wittenberg Avenue so as to free has purchased a double equipment of Westinghouse 35-hp.
the street from overhead obstruction. The feed wires will railway motors.
be placed in the alleys and across the streets in conduits. Vicksburg Light & Traction Company, Vicksburg, Miss.—
•Henryetta, Okla.—Plans are being considered to con A report from this company states that it has recently pur
struct an electric railway from Henryetta to Dewar, 3 chased a new 500-hp. Heine boiler to be equipped with Green
miles. Gen. Z. T. Sweeney, Columbus, Ind., is interested. chain grate stoker to replace two 250-hp. Stirling boilers
'Ephrata, Pa.—A movement is being agitated for an equipped with Murphy stokers. The installation will be
electric railway from Sinking Spring via Denver, to made about Sept. 1, at its plant in Vicksburg.
Ephrata, where it will connect with lines operating to Lan St. Louis, Mo.—Morrison & McCall, purchasing agents,
caster and Lebanon, and at Sinking Spring with a line to Chemical Building, report that they have ordered five 125-
Reading. Many landowners are willing to give the right-of- kw. Allis-Chalmers oil engines complete with exciters and
way. d.c. generators for use on various electric railway prop
Cleveland & Erie Railway, Girard, Pa.—A report from erties controlled by them.
this company states that it is installing a sample lot of Toledo Railways & Light Company, Toledo, Ohio.—Plans
welded splice bars purchased from the Indianapolis Switch are being made by this company to build an addition to its
& Frog Company to be used in connection with 60-lb. power plant at Water Street. It is estimated that the cost
A.S.C.E. rail in paved streets. will be $2,700.
 172 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 4

nel poles at special locations and square towers for anchor

Manufactures and Supplies ing line ends and at heavy angles will be used. The trans
mission line will be steel-reinforced aluminum with steel
ROLLING STOCK ground wires. This order was placed by S. C. Dows, pur
chasing agent, and J. M. Drabelle, electrical engineer.
Dayton & Troy Electric Railway, Dayton, Ohio, is re
building a car in its shops. ADVERTISING LITERATURE
Toledo & Western Railroad, Toledo, Ohio, has ordered one Drew Electric & Manufacturing Company, Indianapolis,
60-ton electric locomotive and one steel-body package freight Ind., has issued a folder describing its new cable insulator
car. and splicing sleeve for underground cables. When used as
Boston (Mass.) Elevated Railway has ordered three two- an insulator in the cable sheath, this insulator, it is said, will
way dump cars from the Universal Car & Manufacturing destroy the conductivity of the sheath by dividing it into
Company, New York, N. Y. short sections and prevent it from collecting current from
Morrison & McCall, St. Louis, Mo., purchasing agents, earth and underground structures. When used as a splicing
sleeve it eliminates the danger of leakage at the splice, as
located in the Chemical Building, expect to purchase pos the insulator will stand up against any voltage.
sibly five extremely light cars for their various properties.
Lincoln Electric Company, Cleveland, Ohio, has issued a
Fort Dodge, Des Moines & Southern Railway, Boone, booklet on the subject of electric arc welding. This gives
Iowa, will receive two new passenger cars on July 31. One an excellent description of the principles involved in weld
car, which has a side entrance, is for the Boone-Ames line; ing of all kinds and devotes special attention to autogenous
the other, a larger car, is for the main line traffic between welding with the electric arc, an analysis being made of the
Fort Dodge and Des Moines. cost involved, both for labor and for power to produce the
Ogden, Logan & Idaho Railway, Ogden, Utah, noted in arc. Detailed accounts of the methods of welding various
the Electric Railway Journal of March 20 as having pieces of apparatus are included, together with a description
ordered one 50-ton Baldwin-Westinghouse electric locomo of the Lincoln arc welder which is manufactured by this
tive, is reported as having ordered an additional locomotive company.
of the same type, to be put into service on Nov. 1. Mitchell-Rand Manufacturing Company, New York, N. Y.,
TRADE NOTES manufacturer of all kinds of wax, pitch and asphalt compo
sitions, has issued a folder describing the Columbia or
Standard Paint Company, New York, N. Y., has received "drop" method and the Kraemer and Sarnow method for
a gold medal at the Panama-Pacific Exposition for its testing the melting point of these substances. The diffi
cement waterproofing compound, "Impervite." culty in taking the melting point of such materials as men
I. R. Nelson's Electrical Manufacturing & Repair Works. tioned above, which do not crystallize on solidifying, is the
Newark, N. J., has appointed A. M. Leacock to represent fact that there is no line of demarcation between its solid
this company in the electric railway field. Mr. Leacock state and its liquid state. This company has endeavored,
has had extensive experience in the manufacture of field therefore, to standardize its tests so that a desirable uni
and armature coils, both in electric railway repair shops formity on the various products is maintained and the user
and with manufacturing concerns. He recently resigned as will have a standard on which to base comparisons. The
superintendent of the Electric Operations Company, Inc., folder illustrates the apparatus and describes the methods
where he had complete charge of the field coil department. for ascertaining melting points in a way which would make
Electric Specialties Company, North East, Pa., has been recourse to a chemist or a technical expert unnecessary.
formed for the purpose of manufacturing electric machin Westinghouse Electric & Manufacturing Company, East
ery and repair parts, such as commutators, trolley wheels, Pittsburgh, Pa., has just issued a booklet entitled "Results
line material, copper, bronze and brass castings, and drop of Electrification" in which the history of electric operation
forgings in copper and steel. The plant at North East is on steam railroads is outlined briefly, descriptions of a num
of brick and steel construction and occupies 15,000 sq. ft. ber of the more important electrified lines being given.
of floor space. The officers of the company are: President, These descriptions are grouped under general headings cov
G. E. Pierce; vice-president, F. B. Moorhead; treasurer, ering installations for tunnels, terminals, trunk lines, moun
O. C. Hirtzel; secretary, N. P. Fuller. tain grades, switching service and for railroads having rela
O. T. Hirtzel, who severed his connections with the West- tively light traffic, such as is found on the larger interurban
inghouse Electric & Manufacturing Company on Feb. 1 systems. The booklet is elaborately illustrated and con
has been appointed treasurer of the Electric Specialties tains a number of tables covering important data upon the
Company, North East, Pa., a new corporation described various systems described. It concludes with an interesting
elsewhere on this page. Mr. Hirtzel has been with the diagram showing the cumulative shipments of electric loco
Westinghouse Company since 1912 as railway supply spe motives on a tonnage basis by the Westinghouse Electric &
cialist of the detail and supply department at East Pitts Manufacturing Company from 1905 to 1914, the curve show
burgh. Prior to that he was treasurer and manager of ing a comparatively steady increase from an insignificant
the Eureka Company, formerly the Eureka Tempered Cop total in 1905 to approximately 24,000 tons in 1914.
per Works, since the formation of that corporation nearly
twenty years ago. COMPANY MAY NOT ABANDON LINE
Westinghouse Electric & Manufacturing Company, East The Public Service Commission for the Second District
Pittsburgh, Pa., has received an order to equip with No. of New York has refused to permit the Empire United
307-V four-motor equipments and control the six cars Railways to abandon its line from Oswego to Seneca Hill
recently ordered by the New York & Long Island Traction on the east side of the Oswego River. The application is
Company. Except for the fact that the new motors will be the second which the company has made to the commission
of the ventilated type they will be duplicates of the No. since it constructed its line through Minetto to Oswego on
307 motors now in service and therefore will enable the the west side of the river. Though Commissioner Irvine
mechanical department of this company to benefit by the finds that the population along the east side of the river
interchangeability of parts of the new with the old motors. is not sufficient to make the operation of the line pay, it is
The Westinghouse company has also received an order for decided that the road should be operated for the accommo
ten a.c. two-motor equipments which are duplicates of the dation of the residents of Seneca Hill until the proposed
present No. 409 motors. bridge across the river from Seneca Hill to Minetto is com
Archbold-Brady Company, Syracuse, N. Y., reports the pleted. The order of the commission suggests that the cars
sale of structural-steel towers for 28 miles of transmission might be operated at a forty-minute headway or less the
line to be built by the Iowa Railway & Light Company, year round. The company receives permission to renew the
Cedar Rapids, Iowa, between Blairstown and Tama, Iowa. application as soon as the new Minetto bridge is completed,
This will be a 66,000-volt, single-circuit, three-phase trans as at that time the residents of Seneca Hill can be as read
mission line on suspension-type insulators. 48-ft. A-frame ily accommodated on the west side line as on the present
towers constructed on 440-ft. standard spans with lace-chan east side line.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Ra.ii.wat Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY JULY 31, 1915 No.

WHY RUSH-HOUR The rather disappointing in- per cent load factor. By the method outlined in last
ENERGY COSTS crease in energy unit cost in week's abstract a simple calculation shows that if the
Chicago, noted in a reference to present annual consumption, divided according to the
the recent report of the Board of Supervising Engineers relative requirements of the surface line companies in
on page 138 of last week's issue of this paper, empha the proportion given in the report, could be used at a
sizes the unfortunate effect of rush-hour traffic on the uniform rate the cost would be about 0.57 cent per kilo
power station load factor. In Chicago between 1909 and watt-hour. The difference from the actual cost of 0.74
1913 the cost of energy rose from 0.711 cent to 0.742 cent, 0.17 cent, or nearly 30 per cent increase over the
cent per kilowatt-hour, although the consumption in theoretical minimum, is due to the poor load factor and
creased more than 68 per cent. In the same period, how measures the cost, to the railway company, so far as
ever, the statistics show that the average load factor for power is concerned, of the irregularity of its traffic. In
the year decreased from about 55 per cent to about 45 Chicago the demand charge is determined from the
per cent. It costs more to generate energy for rush-hour average of six hours' load taken from the morning and
service for the same reason that rolling stock and labor evening peaks on three successive days, provided that
cost more per car-mile when used in intermittent service. this is not less than previous demands similarly deter
Power plant equipment must be provided for the maxi mined and that it is the maximum average which can
mum demand no matter how short the duration of the be obtained by the given method during the month.
demand may be. A typical load-duration curve printed For each extra kilowatt of demand the price averages
on page 422 of the issue of the Electric Railway about $1 per month and the price of the corresponding
Journal for Sept. 5, 1914, shows that with a 30,000- kilowatt-hour is very high because the load peaks are
kw. plant installed in Rochester, N. Y., the load is above of short duration.
20,000 kw. for but 450 hours per year; it is above
16,000 kw. for but 3000 hours, and above 12,000 kw. for ELECTRIC ROADS An appropriate obituary of the
but 5500 hours, while only 4000 kw. of load continues RANK HIGH IN 0),j jo^g aDout the chronic irregu-
throughout the year. J. C. Parker, electrical engineer PUNCTU ALITY
larity of trains appeared recently
of this plant, estimates the annual cost of the extra in the editorial columns of the New York Evening
generating and distribution equipment needed to sup World. In order to show the improvement made by
ply the short-duration load at $750,000, or about 50 the railroads in running trains on time the editorial
cents a kilowatt-hour, with no allowance for fuel, labor, quotes figures issued by the Public Service Commission
etc. This is worse than the relative cost of the tra of New York, Second District, which show that of
ditional amateur gardener's cabbages. 67,080 passenger trains running on the railroads in
cluded by this district during June, 1915, 93 per cent
ENERGY COST The purchaser of electrical en arrived at their division terminals on time, i.e., not
AND ergy is apt to think of it as a more than five minutes late, the New York, Westchester
LOAD FACTOR commodity to be purchased at a & Boston Railway holding the highest percentage for
more or less uniform price per kilowatt-hour in given any one railway of the group, namely, 99.4 per cent.
quantities. Of course, he ordinarily expects to, and does, While we agree heartily with the closing recommen
get the energy more cheaply in large quantities, but as dation of our contemporary's editorial to "give modern
has been seen this is not a necessary result. Whether railroading its due" for the high standard of punctual
a company generates its own power or buys it, the ity attained, we think it only fair to add also, "give
cost will be determined partly by the "when" factor heavy electric traction its due!" That the Westchester
and partly by the "how much" factor. This is true percentage is not a chance figure is shown by the fact
of the small customer's demand, as well as of the that this line averaged 99.2 per cent for twelve months
demand by the large customer, although the principle ending June 30; 1915. The high standard of punctuality
with small customers is still being but grudgingly ac for electrified roads is not confined to the Westchester
cepted. The Chicago Surface Lines' contract, involving alone. The electric divisions of the other lines included
as it does such enormous monthly charges, about a quar by the same Second District territory, i.e., the Hudson
ter of a million dollars, is undoubtedly as scientifically and Harlem divisions of the New York Central lines,
drawn a contract as is possible. While its application to and those of the New York, New Haven and Hartford
such an extreme case was not contemplated, it is interest Railroad show in the recent reports excellent figures for
ing to inquire what it would show if the load were of 100 promptness, the figures in every case being above and
 174 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

sometimes well above the average for that month. The than the existing wages while the demands of the men
average number of minutes late per train run by these are always for a large increase over the existing wages,
same lines is also proportionately low, the New York, undoubtedly with the expectation of a compromise de
Westchester & Boston Railway even averaging for the cision. The consequence is that the rate of wages is
last year under one-tenth of a minute late per train. constantly going up. Where is it to stop?
Recent decisions of arbitration boards avowedly ig
THE PUBLIC'S INTEREST IN SKIP-STOPS nore as essential factors in establishing a reasonable
Time saved for the traveling public may have a rather wage both the financial ability of the company to pay
nebulous value when calculated in dollars and cents. higher wages and the existing conditions of the labor
Nevertheless, experience with the jitney has shown market. The former principle was distinctly stated in
beyond a doubt that the average rider considers his the Bay State Street Railway award as published in
minutes spent en route to be no insignificant factor, our issue of June 26, and in the Chicago decision, testi
and on that basis the recently proposed skip-stop mony that plenty of labor could be secured at the exist
plans in Chicago and St. Louis stand as an impressive ing wages and that they were 50 per cent higher than
public benefit. A simple calculation will determine those paid in many of the skilled trades in Chicago, as
what the latter is. Taking St. Louis, for example, the well as higher than those paid for the same work in
proposed plan involves the abolition on the routes in other American cities where the cost of living was
question of 720 stopping points, each one of which greater, made no difference in that award. Even if one
necessitates a roughly approximate loss of fifteen sec should admit, for the sake of discussion, that the in
onds in acceleration and retardation and in the stop crease given in Chicago was warranted, what is to pre
itself whenever a car passes. Upon the assumption vent the use of the same arguments (or lack of argu
that the average stopping point is passed by a car at ments) to justify another increase of the same amount
least 200 times during the course of a day and that at the end of the contract period provided arbitration
the average car contains some thirty passengers, there is followed and a compromise verdict only is rendered.
is a daily saving of 20,000 passenger-hours. Even This reductio ad absurdum of the situation only empha
under a time value for passengers of only 10 cents per sizes the importance in all arbitration cases of some
hour (a figure that might be otherwise expressed method which will secure a decision on the merits of
as equivalent to a willingness on the part of the aver the case.
age passenger to pay 5 cents for a ride that could be Some suggestions may be obtained from the experi
made in fifteen minutes, although he could get to his ence of the steam railroads which have been through a
destination without expense in three-quarters of an somewhat similar experience in their wage adjustments
hour) the time-saving value to the public of the St. with the various brotherhoods, but as they are inter
Louis skip-stop plan would be $2,000 daily, or $600,- state corporations, federal influence and legislation have
000 per annum. Here is an indirect return to the been important factors in the methods employed and
community that is roughly equal to the amount now the results obtained. The first most important federal
paid in taxes to the city by the railway. It seems im legislation on the subject was the Erdman act. This
possible to imagine that a proposal to increase the tax act provided for two permanent mediators, the commis
payments by 100 per cent could meet with public dis sioner of labor and the chairman of the Interstate Com
approval, yet this attitude, or its equivalent, seems in merce Commission, who were empowered to settle the
variably to follow any plan to eliminate stops. Is not matter by mediation if possible, but if they found this
this a good subject for a campaign of popular educa beyond their ability, they had authority to appoint the
tion? third member of an arbitration board if the contending
parties could not agree on one. This general plan was
LABOR AND ARBITRATION duplicated in 1913 by the Newlands act, which also pro
Undoubtedly one of the most serious problems now vides for mediation by a federal government board but
before the electric railway companies of the country is with three members, or, if the board is not successful
the labor problem. The jitneys have been making in in settling the controversy, of an arbitration board
roads into the gross receipts of the companies, but this selected much like that under the Erdman act, except
trouble is generally considered to be temporary. Labor that if both sides prefer it can consist of six members,
will always be necessary to operate the cars, and labor two representing each side and two to be impartial.
will have to be paid, and the rate of wages will have to The practical workings of all of these methods, as
be determined either by mutual consent or by some well as of the Canadian Industrial Disputes Board and
outside authority, like an arbitration board. But, as of compulsory arbitration in New Zealand, were dis
we said last week, the whole tendency of arbitration cussed in a paper at the last meeting of the American
boards in labor disputes is to compromise. Either the Economic Association by Professor Dixon of Dart
board exactly "splits the difference" between the rates mouth, who gives his preference to a permanent federal
proposed by either side or it declares in favor of some mediation board acting somewhat under the procedure
intermediate scale between the two schedules presented followed by the Canadian Industrial Disputes Board.
to it for consideration. The practical result of the The method of selecting "arbitrators" will be mentioned
action is serious because the company rarely, if ever, later. According to Professor Dixon, mediators and
goes before the arbitration board with an offer of less arbitrators in wage disputes should be experts not only
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 175
in the questions involved, but with experience in the WHY NOT FIX RAIL-WEAR LIMITS?
proper procedure in the cases which come before them. In our study of the economics of girder and high
From such men mere compromises should not be ex T-rail renewals, printed elsewhere in this issue, we
pected. Moreover, from the successful experience with were led to conclude that to put this problem on a
mediation, as administered by Judge Knapp and Dr. scientific basis, wear limits for the various rail sections
Neill under the Erdman act, he expects more successful must be arbitrarily fixed. While most engineers will
results than if there was entire dependence upon arbi agree with this conclusion, difficulty is certain to be
tration. experienced in arriving at the allowable per cent of
Of course with any permanent board everything de head reduction. Misapprehension regarding the effect
pends upon the personality of the officials engaged. The of this probably will exist because many will construe
chief objection to a permanent board, according to Pro the fixed limit of wear as the amount all rail must be
fessor Dixon, is the fear of the employers that it will worn before it is economical to renew it. Such a con
"get into politics" and of the employees that it would clusion is incorrect, however, since the only purpose of
fall into the hands of the employing class. He admits suggesting a limit of wear is to put the economics of
that it is natural to expect that any permanent body of rail renewals on a definite basis. Reference to the
arbitrators would quickly become unacceptable to one empirical formula in the article on rail renewals printed
side or the other or both, but mentions with seeming elsewhere in this issue, as well as to the curves com
approval the suggestion of Professor Shortt of the paring the annual cost of renewals on a fifteen and
Canadian Civil Service Commission, who has served as thirty year maximum life basis, should indicate the
chairman of a number of railway arbitration boards, urgent need of fixed wear limits. This formula was
that three or four persons be named by the government designed to test the economy of making rail renewals,
as constituting a panel of eligible persons from which and unless rail-wear limits have been fixed, the remain
the chairman of each board must be selected. Never ing wear life of any section under investigation cannot
theless he hopes, also from the experience of Canada, be determined.
that the "investigators" could often bring about a settle Some engineers may think that the limits of wear
ment without resort to arbitration. They should, as suggested for the three general types of rail sections are
under the Canadian plan, have the power to forbid excessive, but computations, on both the fifteen-year
strikes and lockouts during the period of investigation, and thirty-year bases, show that if the limit was 50 per
and the publication of their findings should be an impor cent, rail renewals would be economical at 33 1/3 per
tant influence on public opinion. In conclusion, he em cent head reduction, and if the limit was 60 per cent,
phasizes the importance of some sort of co-ordination renewals should be made when the head has been
between such a board and the Interstate Commerce Com reduced 40 per cent. Certainly this amount of wear
mission so that rates, if necessary, could be increased is not excessive, in fact some engineers have adopted
to compensate for increased wages. these percentages as the limits of rail wear. On the
It is obvious that a plan such as outlined is much other hand, one must not lose sight of the fact that
more easily adapted to interstate roads and a federal these curves do not take into account all the factors
form of government than to intrastate roads and a which may affect the economy of rail renewals. In other
number of state governments. Nevertheless it is help words, the conclusion should not be drawn that rails
ful to know the evolution through which steam railroad must be renewed when a certain percentage of the head
arbitration has passed as well as the directions in which is worn away. Track maintenance may not increase,
it has broken down and in which developments may be joint renewals may be unnecessary after the periods
pending. It would probably be unwise to attempt to assumed, and, finally, heavier and more expensive new
add the duties of wage regulation to the state public rail may be used. If any or all of these factors are
service commissions, but in an industry in which the present, the curve representing the annual cost of the
amount paid for salaries and wages is 60 per cent of old rail would not intersect that for new rail at the
the total operating expenses, as in the electric railway point indicated. Moreover, limits of rail wear even
business, there should certainly be a very close connec greater than those suggested seem warranted since the
tion between the wage schedule and the rates permitted girder strength certainly is not impaired by the amount
to be charged, and increases in the former should be of head reduction in percentage which this formula
reflected in the latter. Finally any way in which the would permit.
merits of wage disputes can be brought before the In summing up we believe that rail-wear limits can
public and in which the responsibility for excessive and should be arbitrarily fixed for all rail sections and
wages can be transferred in part to the public would be that such limits should only be governed by two factors,
a step in the right direction. We believe that with a safety and economy. Rail-wear limits determined on
properly educated public opinion in regard to the merits this basis will permit the economy of renewals to be
of such a case there would be much greater willingness calculated within reasonable limits. This is all the
on the part of the public to put up temporarily with the more important because the present small margin of
inconveniences of a strike provided there was general profit in the street railway business demands scientific
conviction that the railway company was right in its management of the strictest kind and the magnitude
contention and that the wages paid were adequate for of the rail investment warrants special attention to its
the work performed. economical use.
 176 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

Monroe (Tex.) Maintenance Shops

The Southern Traction Company's Shops at Monroe Handle Both 600-Volt City and 1200-Volt Interurban Cars—
The Equipment Permits Much Manufacture to Be Carried On

The new Monroe shops of the Southern Traction fifteen minutes' ride from the shops, on the Southern
Company are up to the high standard of this road, a Traction line. Though Oak Cliff is a very desirable
general description of which was published in the place, with cheap rent and low cost of living, several of
Electric Railway Journal of July 4, 1914. They are the workmen have built homes at Trinity Heights,
modern in every respect. The best engineering practice within walking distance of the shops.
has been used throughout, and a number of original The Monroe shops are situated at the meeting point
ideas have been incorporated in their design. of the Dallas-Waco and Dallas-Corsicana divisions, so
that disabled cars may be brought in quickly for repairs.
Location It is also conveniently located with respect to the Texas
The shops are healthfully situated 4 miles south of Traction Company line, which has a terminus in Dallas
Dallas on Trinity Heights. The pleasant location of and which, together with the Southern Traction Com
the shops has helped draw to them some of the most de pany, are under the control of the Strickland-Goodwin
sirable workmen in the community. The prevailing Management Association. All heavy repair work to
southern breezes blow directly through the main aisle, Texas Traction cars is done at the Monroe shops.
which runs north and south. Shower baths, wash Before passing on to a general description of the
basins, toilets and lockers are provided for the workmen. shops themselves, the protection of the main line and
Most of the men live in Oak Cliff, a suburb of Dallas, work tracks may be considered. One loop track con
nects all shop tracks with the main line, which is pro
tected by a switch and short track which would send
a runaway car up a slight incline and stop it against a
pile of soil. All of the work tracks are protected
by Hayes' derails.
General Construction and Layout
The shop building is 275 ft. long by 105 ft. wide. The
main bay, as stated above, runs north and south. Built
Transverse Section of red brick with white concrete cappings and trim
Scale l' -45Ft. mings, the edifice presents a pleasing appearance. The
main division walls are of brick, and expanded metal
lathing makes the other walls nearly flameproof. All
ground floors are of cement. The wooden roof, with tar
and gravel covering, and the inflammable contents of
the building are well protected by numerous fire hy
drants (with hose) located in the building, while a
50,000-gal. steel water tank furnishes water at 70-ft.
head.
The west wing of the building, as shown on an ac
Transverse Section companying drawing, has two stories. On the upper
Y-Y floor are three general offices, a lecture hall 40 ft. x 62
MONROE SHOPS CROSS-SECTIONS OF SHOP ft., and a dispatcher's office—the last being located in

MONROE SHOPS—LINE OF MACHINE TOOLS IN MAINTENANCE SECTION

 July 31, 1915] ELECTRIC RAILWAY JOURNAL 177

the southwest corner where a full view of the main smith shop contains two Buffalo forges, fitted with
tracks is obtainable. forced draft and suction hoods, the centrifugal fans
On the lower floor are the offices of the shop foreman being electrically driven. The blacksmith shop also con
and of the superintendent of equipment. Situated also tains a 400-lb. Chambersburg hammer operated with
on the lower floor of this wing are the storeroom, the air at 90-lb. pressure. The illustration on this page
armature winders' room, the blacksmith shop, the boiler shows a home-made axle straightener and a home-made
room, a trainmen's room, the carpenter shop and the jib crane, the latter fitted with a 1 2 -ton Yale & Towne
paint shop. Each shop is separated from the others hoist.
and from the main bay by brick walls and Durand's The carpenter shop is fitted with a 12-in. patent col
tin-clad fire doors. umn hand planing and jointing machine, one variety
The storeroom is 40 ft. wide by 80 ft. long, and con saw with boxing and hollow chisel mortising attachment
tains 1000 bins arranged in six double tiers. The black- and with arbor arranged to receive gaining head, one

MONROE SHOPS—WHEEL GRINDING OUTFIT MONROE SHOPS—STRAIGHTENING AXLE IN FORGE ROOM

 178 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

single-cylinder surfacer, one 36-in. band saw, one dou cars is necessary. The artificial illumination of the
ble-spindle shaper, one swing cutoff saw, and one knife shop has been found satisfactory.
grinder and knife balancing machine. Group belt drive
is employed. The entire carpenter shop machinery com Inspection Pit and Machine Shop
prising equipment from the J. A. Fay & Egan Company, Three tracks run the entire length of the main bay.
is run by one 50-hp, three-phase, 2300-volt motor. Nat The southern half of the aisle is given over to an in
ural overhead light is supplied by three wire-glass sky spection pit, 34 ft. wide by 120 ft. long. All rails pass
lights, each 4 ft. 2 in. wide by 15 ft. long. ing over this pit are supported by 12-in. x 12-in. wooden
In the paint shop, light from above is furnished by joists, which rest on concrete posts, spaced every 10 ft.
two skylights, similar to those in the carpenter shop; The pit is 4 ft. 10 in. deep ; the floor is of concrete 12 in.
and the shop is further lighted on the west side by four thick. Two sets of concrete steps, one at each end,
teen windows, each 3 ft. 4 in. x 11 ft. 2 in. Twelve afford entrance to the pit. Wooden floors have been put
similar windows light the storeroom. in between tracks and on a level with the rails.
The main aisle or bay is 273 ft. long, 60 ft. wide by The northern end of the bay is occupied by the ma
31 ft. from the cement floor to the bottom members of chine shop. This contains one 16-in. Lodge & Shipley
the structural steel trusses which support the roof. lathe with patent head and 11-ft. bed, one McCabe 2-in.
These trusses are a combination of the Warren and 26-in.-46-in. lathe with 8-ft. centers used chiefly for
Pratt types with the top cord slanting to accommodate turning axles and large commutators and occasionally
the roof which slopes from the center toward the sides ; for wheel work; one 22-in. Ohio machine tool shaper,
these trusses are spaced 21 ft. throughout the length of one single-head bolt threader, one grindstone and an
the aisle. To prevent the trusses from bulging side emery wheel. These machines are run as a group,
ways, there are provided three lines of cross bracing, through jackshaft and belts, by a 15-hp. d.c. motor. In

MONROE SHOPS—BABBITTING JOURNAL BRASSES; INTERIOR VIEW. OF MACHINE SHOP, SHOWING CRANE

running the entire length of the bay. The high winds another group are one 15-in. and one 36-in. Barnes drill
that frequently occur in northern Texas make neces press, one HV2-in. Higley cold metal saw with automatic
sary this extra strong roof support. adjustable feed, one 40-in. Bullard boring mill, and a
260-ton Caldwell wheel press. This group is run by a 15-
Lighting hp, 110-volt, a.c. motor, the jackshaft and motor being
The main aisle is lighted by a row of 8 ft. x 3-ft. 8-in. located in a concrete pit which is covered by concrete
windows, 22 ft. from the floor. These windows extend flags. The machine shop also contains one German-
almost completely around the aisle, there being 103 in made combination splitting shear and punch sold by
all. A few 3-ft. 4-in. x 11-ft. 2-in. windows, 4 ft. 2 in. Henry Pels & Company, New York, and is provided with
from the floor, are also provided in the bay near the a riveting hammer and air drill. A Norton wheel
lathes and mechanics' benches. The aisle is lighted grinder driven by a 35-hp, 550-volt, d.c. motor forms an
from directly above by five 6-ft. 5-in. x 15-ft. 6-in. wire- important part of the machine shop equipment.
glass skylights. The system of natural lighting is A 15-ton Box crane, driven by three d.c. motors,
found very effective and satisfactory. serves the entire main aisle, running on rails located
Illumination of the main aisle by night is accom 21 ft. 8 in. above the floor. A system of pipes and valves
plished with ten inclosed arc lamps, hung staggered, in serves all the shops with air at 90-lb. pressure, from a
two rows ; the globes are on a level with the lower mem 48-in. x 12-ft. air tank and a 100-cu. ft. air compressor
bers of the roof trusses to put the arcs out of the direct driven by a 20-hp, 550-volt, d.c, series-wound motor. A
range of vision for the workmen. Condulet sockets to pipe has also been run over to the Monroe substation,
accommodate incandescent lamps with extension cords 300 ft. away, where the air is very effectively used in
are provided wherever close work or inspection under cleaning the machines.
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 179

Girder and High T-Rail Renewals

A Summary and Discussion of Existing Practice, the Factors Influencing the Rate of Wear and the Wear Limits,
and the Derivation of a Formula to Test the Economics of the Problem

BY EXUM M. HAAS, ASSOCIATE EDITOR ELECTRIC RAILWAY JOURNAL

A wide diversity exists in the practice of making Perhaps present-day practice in making appraisals
renewals of girder and high T-rail in paved streets. of tracks and in calculating their depreciation is no
Some railways insist upon strict economy in this regard, where more typically set forth than in the 1906 report
while others are grossly extravagant. The diminishing of the Chicago Traction Valuation Commission. In this,
profits of the industry make scientific economy in all track was divided into two parts : the rail and the sub
departments of utmost importance, but especially in structure. Rail depreciation was determined by three
track work, since it represents about 40 per cent of the principal factors: the wearing life in the head of the
total plant cost. Traffic conditions obviously will govern rail, the condition of the tram and the condition of the
the period of renewals, but it is a moot question as to joints. Joints were depreciated on the basis that to
when rail is worn out. This uncertainty is due largely obtain the full value in the head of the rail, joint re
to the fact that wear limits for the different rail sec newals would be necessary. Where the tram was broken
tions have not been adopted, although there is no prac the rail wear-life limit was considered as reached re
tical reason why one cannot be fixed arbitrarily for each gardless of the remaining life in the head of the rail.
rail section. It may be that this limit would never be The wear limit of the rail head was considered as
reached in service, because of the many other factors reached when it had been worn away so that the height
entering into the problem, but the mere fixing of a of the head above the floor of the groove or tram was
wear limit would place the economics of rail renewals % in. or less. With this wear limit fixed, the remain
on a definite basis. ing wear value of the rail was readily determined.
Whenever a track appraisal is undertaken the engi Enough measurements of the worn rail head were taken
neer is confronted with the problem of determining the to obtain an average. The %-in. limiting dimension
percentage of depreciation. At best, most of these de was governed by the depth of th« standard wheel flange.
terminations are guesses, based either on the experi In other words, the wear limit was fixed at the point
ence of the engineer who makes the appraisal or on where the standard wheel flanges rode on the floor of
precedents set by previous valuations. On some ap the groove or tram.
praisals as large a figure as 8 per cent per annum has
conservatively been assumed as the rate of track depre Changes in Rail Sections Increase Wear Life
ciation, and records indicate that the minimum rate Since that time new rail sections have been developed
used in any valuation is about 4% per cent. Informa in which metal has been added at points where it was
tion recently obtained after an exhaustive analysis of needed to prolong the life of the rail. In some cases
rail wear in one of the large cities in this country the limiting factor of the life of the rail has been rail
tends to show that an average of thirty-one years of way traffic, in others vehicular traffic, in still others
wear life could be obtained. This average wear life, corrosion. Provision has been made for these and other
however, was based upon a conservative limit of rail factors which might influence the serviceability of the
wear which has in some cases been exceeded without rail in the later sections. The general adoption of the
affecting track economy. girder-grooved rail as a substitute for the old tram
rail with the horizontal wagon-wheel tread is certain,
Existing Practice except under extraordinary conditions, to eliminate
There is little or no standard practice regarding the vehicular traffic as a life-determining factor. The shape
limits of wear for the various types of girder and high of the groove also makes flange riding less hazardous,
T-rail. Most engineers who have a definite rule believe and the depth of the groove, in many sections, insures a
that with grooved-girder and tram-girder rails, the liberal wear value in the head of the rail.
limit of wear has been reached when the wheel flanges Grooves, correctly designed, should be of sufficient
ride on the floor of the groove or tram. Limits of wear depth to permit maximum head wear before the stand
fixed for T-rails are usually based on steam-road prac ard wheel flanges ride on the groove floor. The intro
tice, or on limits adopted in some important valuation. duction of rolled-steel wheels, however, has obviated
Perhaps the Boston Elevated Railway has gone as far flange riding as a limiting condition. Comparatively
toward fixing a definite limit of wear for T-rails as any few wheels in service are new, and even a short period
other electric road in the country. Conditions govern of wear increases the wheel-flange depth appreciably.
ing the life of T-rail on open elevated structures with As a result of this, even if the groove depth were cor
high-speed trains, however, are not analogous to the rectly designed, one could conceive of rails worn so that
conditions in paved streets where speeds are compara all wheels except the new ones would be flange riding.
tively slow. The application of steam-road practice to Obviously, wheels worn to the extreme allowable flange
electric railway tracks in paved streets is also in utter depth would ride before the others.
disregard of the economics of the problem at hand and The latest types of girder-groove sections provide a
results in most extravagant track-maintenance methods. liberal groove width and an angle so that they are self-
Generally speaking, street railways cannot afford to use cleaning. The tendency of one wheel of a pair to wear
relay rails, except in temporary work, on account of the to a thick flange and the other to a thin flange, as well
expensive construction employed and the difficulty ex as for both wheels to wear to thin flanges, results in
perienced in making repairs. Some relay rails, how more or less flange cutting on the lips of the rail groove.
ever, have been taken from heavy trunk lines and laid Accordingly, the lips of the groove have been made
in extensions of light traffic lines. Usually such prac heavier to provide against excessive wear of this kind.
tice is economical only if undertaken at the time of Likewise, provision has been made for wear on the
pavement renewals. gage side of the head due to wheel conditions and the
 180 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5
nosing of the trucks by moving the center of the head continuous across the joint and a line is perceptible
more nearly over the center of the web, thereby in where the rails butt together, it will be impossible to
creasing the horizontal thickness of the head. Some eliminate cupping at that joint. The application of the
companies (Chicago, for instance) have designed a rail grinder to insure perfect rail surface on new track and
section with additional metal under the head opposite to eliminate evidences of cupping at joints as soon as
the gage line. This insures a maximum horizontal as they appear, is certain to reduce the importance of the
well as vertical head reduction before the rail is ready joint as a determining factor.
to be scrapped. The type of tie used has little effect on the life of
Other provisions against the factors which may limit rails, although it undoubtedly has some bearing on the
the life of rails include a liberal bevel on the pavement problem. Some engineers are of the opinion that the
side of the rail head. This not only avoids false treads wooden tie, being more resilient than the steel tie,
when narrow wheels run on the track but allows a head decreases the rate of rail wear, particularly where both
area above the normal pavement surface. Some engi are laid in solid concrete. Where soft wood ties are
neers have claimed that the limit of wear will be reached used without tie plates, they may affect the character
when head of the rail is worn below the original grade of wear on the rail. Instances may be cited where rail
of the pavement, and that, consequently, a wear limit has canted on soft ties to such an extent as to change
based upon any greater percentage than this would the angle of wear on the head. Moreover, mechanical
allow would be impracticable. Experience seems to indi wear on the soft ties may force rehabilitation, which in
cate, however, that where railway traffic is dense, ve turn might make rail renewals necessary in advance of
hicular traffic also is sufficiently dense to wear down the the time dictated by rail wear or other track conditions.
pavement in advance of the rail. On the other hand, If one may draw a conclusion from the rate of rail
this extra rail-head area above the surface of the pave wear as found in ballasted open-track construction and
ment insures that at least until the first pavement re in paved streets, it would be that the rate of wear on
newal is made the surface of the rail head will not be resilient construction is much less than that on rigid
below that of the pavement. construction. If that is a test, then ballasted construc
In some localities the rapid deterioration of the rail tion in paved streets should make rails wear longer than
web and base, due to corrosion, determines the life of solid-concrete foundations. This is a point, however,
the rail. Rail corrosion advances very rapidly in some upon which opinions differ, and strong evidence can be
districts, particularly where the drainage conditions are submitted in support of both sides of the question. On
good and the tracks are laid on streets with rather the other hand, the permanent types of track founda
steep grades. This is due principally to oxidization of tions have given added importance to the problem of
the steel caused by frequent changes from wet to dry, making rail renewals. If there is any economy in the
conditions such as would occur where good track drain expensive permanent types of construction, and un
age obtains. Here, of course, the life of the rail is not doubtedly there is, it ought to be practicable to renew
determined by the head, and an increase of the metal rails without any change in the foundations except with
in the webs and bases offers the only recourse. possibly some slight repairs. If no more life is to be
Undoubtedly changes in the chemical composition of obtained from foundations of this expensive construc
rails and in the methods of manufacturing them have tion than from those of cheaper construction their use
improved their wearing qualities. Experience has should be discontinued. Experience with the improved
shown that open-hearth steel rails wear longer than types of foundation construction, however, indicates
those manufactured by the Bessemer process, and in that they will outlive one set of rails. Renewals on old
addition the former have a higher resistance against permanent foundations have been made, and will con
corrosion. Improvements in the methods of manufac tinue to be made, if the foundations have been properly
ture which have resulted in a more uniform quality and designed and installed.
a finer grain have also had a tendency to lengthen the Character of Pavement
wear-life of rails. On the other hand, modern methods
of production under pressure have to a certain extent Probably no other factor is more important in con
offset the benefits which should have been derived from sidering the economics of rail renewals than the char
improvements in manufacture and changes in chemical acter of pavement. In districts where vehicular traffic
composition. An increase in the carbon content has is reasonably heavy, it is probably safe to say that the
tended to lengthen the wear life of rails. Perhaps the modern permanent types of track construction will out
best evidence that changes in chemical composition do wear the pavement. Accordingly, when pavement re
improve the quality of the rails is to be found in the newals are contemplated the engineer must determine
service records of titanium-treated rails. While it is the remaining life of the rail and whether it will be
possible that other alloy steel rails may produce the economical to permit the rail to remain in service. With
same results, actual service data are not available. Ap the large investment in the plant and the small margin
parently rail corrugation which was introduced with the of return allowed to railway companies at the present
more rigid types of track construction has been elimi time, this question should be decided on a strictly engi
nated or at least greatly delayed by the titanium treat neering basis. In other words, if the pavement is to
ment. In addition the structural properties, as well as be renewed and the remaining wear value of the rail
the wearing qualities of the rail, have been improved. is such as to make it economical to leave the rail in the
track until it is worn out, mere sentiment should not
Effect of Joints, Ties and Foundations govern the final decision.
Although the introduction of the welded and riveted Grades and Drainage
joints has had a tendency to reduce joint difficulties in Single track laid on heavy grades wears more rapidly
track, the old adage, "The life of the joint is the life than single track on the level. Similarly, track on
of the rail," still holds, but to a greatly reduced degree. ascending grades in double-track construction wears
The additional support given to mechanical joints by more rapidly than track on descending grades. This is
the modern foundation construction also has made them largely due to the unusual tractive effort necessary
less of a determining factor than in the earlier types of which may be accompanied by spinning wheels on
track laid in paved streets or in open-track ballasted sanded track. Drainage on grades is not so important,
construction. As long, however, as rail is not made but on level track it is of vital moment and will deter
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 181

mine the life of track foundations. Manifestly, failure portant, but the weight per wheel is of moment, the
in the track foundation has an important bearing on the rate of wear being directly proportional to the weight
rail-renewal problem. per wheel. The kind of wheels, whether rolled steel or
chilled iron, as well as the wheel contour, determine the
Factors Affecting the Rate of Rail Wear character of wear. When wheel flanges ride on the
Obviously the density of traffic, both railway and floors of the groove or tram, some engineers consider
vehicular, determines rate of rail-head wear. Closely that the wear-life limit of the rail has been reached.
related to these two are the type and weight of the roll Others go so far as to permit the wheel flanges to shear
ing stock, whether single or double truck, light weight the lip off completely before the rail is considered worn
or heavy. The total weight of the car is not so im- out.
If the track is otherwise in serviceable condition, the

9-in. 129-lb. rail from curve 9-in. 145-lb. guard rail on

9-in. 145-lb. guard rail from 9-in. 129-lb. rail from curve in Chicago. Other end of rail curve in Chicago. Original
curve in Chicago. Original in Chicago, original section in shown in the cut at the left. section Installed in 1908 and
section installed in 1908 and stalled in 1908 and removed Original section installed in removed March, 1915. Head
removed March, 191_5. Head March, 1915. Head reduction 1908 and removed March, reduction 46.9 per cent.
reduction 44.1 per cent. 44.5 per cent. 1915. Head reduction 46.6 per
cent.

6-in. 97-lb. guard rail on

9-in. 129-lb. rati from tan 9-in. 129-lb. rail from tan curve ; 0.0 grade ; 23.7 lb. per
gent In Chicago. Original sec gent track in Chicago. Origin 6-in. 97-lb. guard rail laid on yard worn off or head reduced
tion Installed in 1908. Templet al section Installed in 1908 a slight grade on a 100-ft. ra 76.6 per cent.
taken. March, 1915. Note ve and templet taken April, 1915. dius curve ; 22 lb. per yard
hicular wear on lip. Head re Note wear due to canted worn off or head reduced 56.0
duction 12.8 per cent. trucks. Head reduction 29.0 per cent.
per cent

7-in. 80-lb. tram girder rail

6-in. 97-lb. guard rail in a from Milwaukee laid In 1898 L.S.—90—206. Taken out of
80-ft. radius curve ; 0.0 per and removed in 1914. Note track in Toledo, Ohio. This
cent grade; laid 1902, meas head and tram wear. Reduc rail was laid on a sand foun
ured 1910. 49.4 lb. per yard tion due to corrosion, causing L.S.—93—206. 9-in. rail re dation twenty-one years ago.
worn off or head reduced 66.1 renewal. Head reduction 28.5 moved after twelve years of In good condition except re
per cent. per cent. service. Joints showed same duction in web due to corro
head reduction. Head reduc sion. Head reduction 38.2 per
tion 49.3 per cent. cent.

SOpercent
SOpercent' reduction
redact/*

L -78-225 |-^***T-nc
L.S.—100—239, worn out
L.S.—6—398. 7-in. lOS-lb. L.S.—7S—225. 6-in. rail re guard rail taken from 40-ft.
rail. Same rail as shown In moved from macadam street radius curve, which carried
Inside guard rail L.S.—398 the cut at the left. Section after fourteen years' service. ir>0 cars daily for twenty-one
—7 in. 108 lb. per yard. Head taken by sawing rail from end. Joint failure cause of removal. years. Head reduction 40.7
reduction 50.6 per cent. Head reduction 39.2 per cent. Head reduction 19.7 per cent. per cent.
SECTIONS OF WORN RAILS FROM DIFFERENT ROADS, SHOWING HEAD REDUCTION ( % size)
 182 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5
tremendous investment in the modern types of track speeds reduce the stresses in the rail it appears rea
as compared with the small investment in wheels, should sonable to draw the conclusion that the limit of wear
dictate the turning down of the wheel flanges to for rail in paved streets may exceed that for rail in
eliminate them from the realm of limiting factors. From open-track construction. Since conditions are not anal
the standpoint of safety there is no objection to the ogous, the practice on steam railroads, interurban rail
practice where rolled-steel wheels are used, because ways or elevated railways should not be an index of
their flanges do not chip, and when these wheels begin rail renewal requirements in paved streets. Moreover,
to become flange bearing, the deep flanges wear off so the large investment in the types of track construction
that the wheels are soon equally flange and tread-bear used in paved streets is sufficient reason to induce the
ing. Experience in the past with chilled-iron wheels prudent engineer to make every effort to obtain long
seems to indicate that it would not be good practice to wear life.
allow them to ride on the flanges. However, a change Rapid acceleration and braking increase the rate of
in the shape of the wheel flange might permit this prac rail wear. Equipment maintenance, particularly as re
tice so that the mere fact that chilled-iron wheels were gards the condition of the trucks and wheels, also affects
used would not make them a limiting factor in the rail- the wear life of rails. The flexibility of the car springs
wear life. Even with chilled-iron wheels, the problem and the ease of movement of the side bearings, so far as
should be determined on a safety-of-operation basis they affect the position of the trucks and wheels in
rather than simply because the flanges are riding. In relation to the rails, also affect the rate of wear.
cases of this kind it might be economical even to change Wheel maintenance in particular is important, as well
the shape of the wheel contour to permit the rail head as the selection of wheel contours which insure a dis
to wear to its limit. tribution of the load across the full width of the head.
The rate of speed is of vital moment, and for track Where flanges are permitted to wear unusually deep,
in paved streets it is safe to assume that the speeds are wheels may become flange riding long before they
comparatively low. In other words, they are not com should. When flange riding occurs it results in wear
parable with open track on an elevated structure, nor in the groove and when the groove is worn through the
with track on a private right-of-way. But as low wear-life limit of the rail should be considered as
reached. It is, therefore, important that the limiting
depth of the flange should be within reason. Some
question has been raised concerning reduction in elec
trical contact on flange riding track, and this, too, is
important in obtaining economical power consumption.
On the other hand, the mere fact that the electrical con
tact is not good should not determine the life of the
3% -In. 45-lb. T rail, laid in rail, but should dictate better wheel maintenance.
Milwaukee in 1890 and
scrapped because of corrosion. Other Factors Affecting Rate of Rail Wear
Numerous other elements have a minor bearing on
the rate of rail wear, such as the cleanliness of the
streets, the weather, the amount of snow and ice, and

6-in. 60-lb. T rail laid in

Milwaukee in 1898 and re
3Vi-in. 40-lb. T rail. No moved in 1914. Note bend in
record of service. It was web probably due to heavy
scrapped because of corrosion. cars and lack of tie rods.
Average from Actual
7'stltTPai/ "Hear
Lineof25%Wear \ Lineof 25°; Wear
- - }S% ■■ ... ' - - 35% -

Where Trains Run Not Over I5fliles per Hour

7-in. 91-lb. T rail. L.S.—3ia. Left-hand section shows line of
symmetrical wear ; right-hand section shows actual wear ; from
Twin City Rapid Transit Company.
S'NHk TRail Averoge from Aciual free
Lineof 25% Wearf' Line of ?5?ZWcor AS.C X 85
- ■■ 35% '- ■' '35" -
AS C.E.S5-lb. Ra lYfcere Trains Run Af Full Speed
Allowable wear of T rails before renewal on the Boston Elevated
Railway.
5-in. 80-lb. T rail. I.S.—8004. Left-hand section shows line of SECTIONS OF WORN RAILS FROM DIFFERENT ROADS, SHOW
symmetrical wear ; right-hand section shows actual wear ; from
Twin City Rapid Transit Company. ING HEAD REDUCTION size)
Average flora Flange
Avenge \ Nen Wheel
Thin-flange./^, ) Ayenage Thick

Fully depreciated Chicago rail—on basis Fully depreciated Chicago rail—on basis
Fully depreciated Chicago rail—on basis
of flange bearing. of new wheel profile with flange riding in
of worn wheel profile with flange riding
bottom of groove. in bottom of groove.
SECTIONS OF FULLY DEPRECIATED CHICAGO RAIL (*4 size)
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 183
street sprinkling. Lack of cleanliness causes a collec usually whether it is economical to use the old rails in
tion of grit on the rail which increases the rate of wear. the new work. This problem must largely be governed
Frequent alternation of wet and dry periods increases by local conditions and in specific instances. Before the
the rate of corrosion and produces slippery rails, mak economy may be determined, however, it is necessary to
ing the use of sand necessary. Both the corrosion and assume some wear-life limit. With a limit fixed the re
use of sand increase the rate of wear on the rail head. maining life of the rail may be estimated readily by ob
During winter months the amount of snow and ice is taining the average head reduction for the period the
also important, because in some cities it is necessary rail has been in service. With this information in hand
to use great quantities of salt which gives impetus to the rate of wear per year may be ascertained and the
both the rate of corrosion and wear. The amount of remaining life estimated. When this has been done the
snow and ice also increases the number of slipping and condition of the joints, ties and the foundation should
grinding wheels, although these are of minor importance be carefully examined, as well as the extent of corrosion
in influencing the rate of wear. and the condition of any other part of the structure
which may have a bearing on the remaining life of the
Municipal Requirements rail. If the amount of corrosion indicates that it may
In many cities railway companies are usually re limit rail life in advance of wear, the rate may be de
quired to renew their track when changes in the grade termined in a manner similar to that employed in cal
or the line of streets are made. When changes like these culating the rate of head wear.
kinds are contemplated the problem resolves itself into If the foundation must be rebuilt or if the ties must
one of track economics, together with what character of be renewed, they increase the cost of the installation
construction future traffic will demand. These elements and may show that it would be uneconomical to use the
enter into most any rail-renewal problem, consequently old rail. The condition of the joints, whether good or
in need of repairs or requiring that a permanent type
be substituted for the mechanical joint, affects the
economy of renewal. When the problem can be decided
solely on the basis of economics, it resolves itself into
one of balancing interest, depreciation and maintenance
of the new rail against the old. The following factors
must enter the problem to obtain the comparative an
nual cost between the old rail and the new :
R, = Total cost of new rail, joints and fastenings in
Wheel Contour place in dollars.
L, = Total estimated wear life of the new rail in
years.
r M2 = Annual maintenance cost of the new rail in dol
lars.
P = Annual interest and taxes on the new rail in per
cent.
Vr = Remaining wear value of the old rail in dollars.
S = Scrap value of the old rail in dollars.
K = Cost of replacing the old rail in dollars.
T = Cost of tearing up and relaying the pavement,
including labor and material, in dollars.
Mx = Annual cost of maintaining the old rail and fas
tenings in dollars.
L, = Remaining wear life of old rail in years.
X = Money in dollars expended to prolong the life of
rail which could not be charged to mainte
RAILWEAR ECONOMICS—LIMIT OF WEAR OF L. S. 95-297, nance (betterments).
ADOPTED BY INDIANAPOLIS TRACTION & TERMINAL C, = Annual cost of the new rail in dollars.
COMPANY (% size) C, = Annual cost of the old rail in dollars.
From the foregoing factors the annual cost if old
the decision must depend upon the engineer's previous rails are used would be:
experience, as well as his ability to anticipate traffic Vr + K+T + X—S
conditions. It seems reasonable to assume that he may + Mx = C,.
make these determinations within safe limits, yet how The total annual cost if new rails are substituted for
well it is done depends largely on the human equation. the old ones at the time repaving is done, is as follows :
It is believed that rail renewals in cases of this kind Vr + R, — S
do not deserve as serious consideration as the character + (R. — S) P + M, = C,
of foundation to be employed. With the more perma
nent types of foundations it is safe to assume that rail To determine the relation between the annual cost
renewals may be made without disturbing the founda of a mile of new rail as compared with a mile of old at
tion. If the alignment or grade is changed a loss is the different ages of the old in service, the following
entailed in the investment, because the original foun values per mile of single track have been given to the
dation cannot be used. In contrast with this the rail various items contained in the formula:
may be used in the new line or on the new grade or R, = $6000 (including rail and fastenings).
transferred to an entirely new location. These consider M,= $100.
ations also enter in changes from single to double track. P = 8 per cent.
Vr = $2000.
The Economics of Rail Renewal S = $1200.
When pavement renewals become necessary or the K = $2000.
foundations, ties or joints have failed, the question is T = $1000.
 184 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

For the different ages of rail Vr will naturally change. tions now being laid in paved streets, as compared with
It was also assumed that the new rail was of the same the earlier types of construction, make more life from
section and of the same cost as the old rail. Although the new types necessary if they are economical. Hence,
there may be some slight change in the scrap value at it should be possible to make rail renewals without dis
the different periods, it was allowed to remain the same turbing the foundation.
in the calculations. The annual cost of maintaining the 4. Joint failures or cupped rail at joints, followed by
old rail, or M„ was increased 50 per cent for the four destruction of the foundation beneath them, are the
teenth year and 25 per cent for the twelve and one-half most important factors in limiting the life of rails. A
year period. After the ten-year period, it was also high standard of construction and maintenance in this
respect is certain to delay renewals due to these causes,
2500 and it is quite possible that defects of this kind may be
$
made of secondary importance.
5. In districts with heavy vehicular traffic, pavement
2000 ii ;
renewals rather than failures in the track, force engi
|i
i neers to consider the economy of rail renewals.
ii 6. In districts where vehicular traffic is light, rail
\ renewals are largely governed by foundation, tie or
S 1500
u joint failures.
7. The large investment in track in paved streets aa
0 compared with the small investment in wheels makes rail
c 1000 C/s I, 7 j renewals uneconomical simply because wheels are flange
< / bearing, unless this condition actually makes operation
f
r* 1 unsafe.
500 Old Rgi 8. The head cross-sectional areas available for wear
, Ok in most high T-rails are greater than those of girder-
grooved and girder-tram rails.
9. The present practice of making rail renewals on an
5 10 15 20 25 30 arbitrary headwear limit basis is in general uneconom
ical, since the ultimate limit of head wear for most sec
Remaining Years of Service. tions, both girder and high T-rails, is seldom, if ever,
30-Year Basis 15-Year Basis reached.
M-i — $100 from 1 to 19 years .1/, = $100 from 0 to 12'/. years
Mr = $125 from 20 to 24 years M, = $125 at 12",;, years 10. Ultimate permissible wear limits for the standard
Mi = $150 from 25 to 28 years Mi = $150 at 14 years rail sections of the American Electric Railway Engi
J/, = $200 from 29 to 30 years A' =u $440 at 10, 12Vj anil 14-
A' = $450 at the 20, 25 and year periods neering Association should be arbitrarily fixed, if for
29-year periods.
no other reason than to simplify calculations of the
RAILWEAR ECONOMICS—ECONOMY OF RAIL RENEWAL economy of making renewals.
TESTED BY COMPARISON OF ANNUAL COST OF NEW 11. For girder-grooved sections, a 50 per cent head-
AND OLD RAILS ON A FIFTEEN-YEAR AND A reduction limit appears to be an entirely reasonable one
THIRTY-YEAR MAXIMUM WEAR-LIFE BASIS to adopt, although it will be safe to allow more than
this on some sections.
assumed that new joints would be necessary on all the 12. For shallow-head high T-rails it appears safe
old rail. On the assumption that 60-ft. rails were used, and reasonable arbitrarily to fix the wear limit at 50
an amount of $440 was added to the cost per mile for per cent head reduction.
joints. Similar assumptions also were made in deter 13. For the A. R. A. and A. S. C. E. rail sections an
mining the relation between the annual costs of new allowance of a 60 per cent head reduction is believed to
and old rail on a thirty-year basis. The results of these be within safe limits.
calculations for the different periods are indicated by 14. Unless a rail renewal is required by ordinance
the graphs shown in the accompanying diagram. No the relative eeonomy of using new rail or relaying the
general deductions may be drawn from these curves old rail should be carefully calculated when pavement
since they apply only to the cases in hand. The method renewals are made. With these data in hand engineers
employed, however, is applicable to any case, and the will have a strong argument for adhering strictly to the
terms of the formula are sufficiently general to deter economics of the problem.
mine the economy of making rail renewals under all con 15. This study finally leads to the conclusion that the
ditions. rate of rail wear varies with localities, with streets and
Conclusions even as between blocks. For appraisal purposes an av-
In the foregoing discussion an endeavor has been e»age life may be determined for a given property, but
made to consider every phase of the rail-renewal prob this average should not be applied in depreciating track
lem. As a result of this analysis the following conclu on any other property.
sions seem warranted :
1. Rail renewals in straight track are seldom neces Coupon Transfer at Exposition Grounds
sary because the head has been diminished by wear In connection with the handling of travel to the
sufficiently to reduce the structural strength of the rail Panama-Pacific Exposition the United Railroads of
so that it will not carry cars safely. Light sections on San Francisco built a loop terminal at Van Ness
which considerable wear has occurred, however, may be Avenue between Francisco and Bay Streets. Passen
too weak structurally to be safe or economical under an gers who enter this terminal pay fare to a station col
increase in the weight of rolling stock. lector and receive a transfer with a coupon attached.
2. Better chemical composition, the addition of extra As the passenger proceeds he hands his transfer to a
metal where most wear occurs, improvements in the checker who tears off the coupon upon which both date
methods of manufacture, lighter cars and training of and serial number are printed. This coupon is dropped
motormen in the proper method of acceleration and into a box and serves later to check the cash receipts.
braking have tended to increase the wear life of rails. The portion of the ticket returned to the passenger is.
3. The more substantial and expensive track founda the company's standard transfer form.
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 185

Skip-Stops in St. Louis cipal advantage of the plan by reason of its ability to
take off cars.
As to the first criticism, it has been shown in evidence
The United Railways, in Its Application Before the Public that the average increased walking distance is about
Service Commission for Permission to Eliminate 300 ft., and that this affects only the persons liv
Car Stops, Replies to Criticisms of ing in the immediate vicinity of the eliminated
Proposed Plan stops, a comparatively small number. At the rate
The brief that has been presented by the United of 4 m.p.h., which is the average walking rate,
Railways Company of St. Louis before the Public Serv 300 ft. will be covered in less than one minute.
ice Commission of Missouri in connection with its re There can be little hardship in this short walk,
cently-proposed skip-stop plan states that both in this and those making the walk will participate in the saving
country and abroad the endeavor has been, as terri of time due to the elimination. In all large cities where
torial expansion in large cities has increased, to shorten rapid transit obtains, the stations are from three to
the time of transportation for passengers. It then sub four blocks apart, this being four and five times the
mits the plan, which is outlined in the following para distance between stops in the present proposed plan.
graphs, to the end that the whole people of the city of As to the diminution of real estate values, owners of
St. Louis may be better served, more quickly transported real estate at the different corners have no vested in
from their places of residence to their places of busi terest in the operation of street railway cars. Their
ness, and vice versa. interests are at all times subordinate to the interest of
About 7000 stops are now made in the operation of the general public in its transportation facilities. A
the street railway system in the city, and of these stops real estate owner cannot oppose his interest to the in
it is proposed to eliminate some 720. This will permit terest of the majority of the people. Whether or not
a saving of time that would be required in the slowing street cars will continue to be operated in front of his
up, stopping and starting of cars at those points, and property is a matter of chance, not of right. But aside
with the same general speed as is now maintained, it is from this question the diminution of real estate values
estimated that from four minutes to five minutes will is merely a surmise prompted by an overcautious imagi
be saved on every line. nation, as there seems to be no real reason why real
The selection of the stops to be eliminated has been estate should diminish in value either as to business or
made with reference to their present non-usage or the as to residential locations.
scarcity of passengers presenting themselves for pass As to excessive speed, the speed of the cars passing
age, together with the minimum amount of additional over the non-stop points will be no greater than at
walking distance to be imposed by virtue of the in any of the other places along the route. The evidence
creased distance between stops. Stops are to be made shows that even now one-fourth of the cars passing cer
in a systematic manner at alternate streets. At every tain points do not stop at that point either for the
point where cars stop, a red sign with "Cars stop here," reception or discharge of passengers. Therefore, the
or the equivalent, will be posted, and places where the same condition that obtains now in practice will be put
cars do not stop will be indicated by a blue sign with into effect in a more systematic manner.
appropriate letters. As to the claim that the company will reap some finan
Some idea of the immeasurable benefit that this plan cial advantage, the complainants have attempted to
will bring to those who ride upon street cars is obtained show that since the time for making the trip will be
when it is considered that the United Railways Company reduced the company will thus be enabled to give the
now carries about 1,000,000 passengers per day. As same service with fewer cars and that there will be a
suming that 25 per cent or 250,000 of these passengers saving in power and in wear and tear upon the cars.
save five minutes per trip, a saving of 20,866 hours per If this is true, it is a very urgent reason why the plan
day is made, and if the value of this saved time is esti should be adopted. No one is bettered by economic
mated at the low rate of 10 cents per hour, the value waste.
of the time saved is $2,086 per day, or $625,980 for the Of course, there is no disposition on the part of the
300 working days constituting the year. United Railways Company to do anything which would
To this proposal of the elimination of these 720 stops decrease riding on its cars. Its only hope for success
some twenty specific objections were lodged, covering is to use such methods as will increase its patronage,
twenty different stops. During the course of an early which can only be done by appealing to the convenience,
hearing a committee was appointed by all represented pleasure and necessity of its patrons. It considers that
at the proceedings to make an inspection of the stops to in eliminating the stops, it would be doing something
whose omission specific objection was made and to re to save time of the great majority of its customers. The
port its findings to the Public Service Commission. In convenience of the public is its first and only considera
this report no general objection is lodged to the whole tion. If this proposed elimination is put into effect the
scheme but rather an approval of the plan. However, speed at the non-stop points will not be any greater than
the particular stops could be retained if this is found at present. The time that will be saved will be that
desirable without affecting the whole plan materially. consumed in making the proposed eliminated stops.
In addition to the objections to particular non-stop The following letter from Peter Witt, Commissioner
points, there have been some half-dozen general objec of Street Railways for the city of Cleveland, to Richard
tions to the scheme as presented in its entirety. These McCulloch, president United Railways of St. Louis,
objections have come from a labor organization, an was submitted to show the attitude of the people re
association known as the People's League, and one or garding skip-stops in the former community:
two individual objectors, of whom one is not a resident "Replying to your letter in reference to the car-stop
of the city of St. Louis. elimination, I am inclosing several [popular ballotl
Criticism of the proposed plan can be classified as cards, which will show you the method employed here to
follows: (1) Some passengers would be required to put this plan in effect. The votes on every line showed
walk further; (2) there will be a diminution in real a majority for the change, ranging from three to one
estate values at the affected corners; (3) at the elimi on the short lines, to eleven to one on the long lines.
nated stopping points the speed will be too great, caus We eliminated 47 per cent of the stops. The average
ing more accidents; (4) the company will get the prin distance between stops is 800 ft. We cut the time per
 186 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

half-trip from two to eleven minutes. The only trouble Association in 1911, which specifications were, with cer
we met with was from the property owners whose inter tain revisions, later adopted by the American Electric
ests were affected. The car riders themselves registered Railway Association; the specifications recently adopted
no kicks, and so successful has been the plan that I am by the Idaho Public Service Commission; those of the
positive when I say to you that were we to go back to Illinois Public Service Commission and the Oregon
the old way with the slow time, the kicks and complaints Railroad Commission ; the act relating to electrical con
would be many." struction, of the State of Washington ; the specifications
Comment in the recent report to the city of Detroit of the Pennsylvania Railroad and of the Association of
by Barclay Parsons & Klapp regarding the elimination Railway Telegraph Superintendents; the regulations of
of stops was also cited as follows : "In the earlier days the Swiss government in reference to electrical installa
of horse-car service it was not unusual for passengers tions, and the specifications established as standard
to expect the cars to stop midway, or even at irregular practice of the Verbandes Deutscher Elektroteckniker.
intervals, along the block to suit the convenience of each The new specifications, which, with appendices, cover
individual householder or storekeeper. As the distances 165 pages of the size of those used in the A. E. R. A.
became greater and the demand for more rapid service engineering manual, are divided into nine sections cov
grew, the rule of stopping only at corners became neces ering the following subjects: (1) Definitions and classi
sary. * * * It is now recognized that rapid transit fications; (2) construction of power lines up to 5000
conditions affect such a large proportion of the traveling volts on crossing communication circuits and power
public that the inconvenience of the few, in walking lines up to 15,000 volts when crossing other power lines,
short distances or in changing cars to complete their also communication lines crossing over communication
trip, is not only warranted, but necessitated by the lines; (3) construction of power lines of over 5000 volts,
growing density of traffic on the highways of our large crossing over communication lines and of power lines of
cities." over 15,000 volts when crossing other power lines; (4)
"collinear" construction, that is, construction of one line
Pennsylvania Overhead Line Crossing parallel with an existing line, but on separate supports,
Specifications and so placed in reference to the other that one line will
be wholly or in part over the other; (5) construction
This Subject Has Received the Exhaustive Attention of a of communication-line crossings over railroads, based
upon specifications of the Association of Railway Tele
Committee Appointed in November, 1914—The graph Superintendents; (6) crossings of power lines of
Specifications Are Divided Into all voltages over railroads; (7) construction of overhead
Nine Sections lines where crossing under railroad bridges ; (8) under
As reported by R. P. Stevens, president Mahoning & ground construction at railroad crossings, and (9) ap
Shenango Railway & Light Company, to the Pennsyl pendices containing sag tables and diagrams, wood-pole
vania Street Railway Association at its May meeting, specifications, various diagrams of line construction de
a joint committee representing the different classes of tails, a method of calculating the .strength of double
utilities in interest has prepared for adoption by the cross-arms, tables of allowable working unit stresses
Public Service Commission of Pennsylvania, a set of in line construction, details of a typical crossing of a
specifications covering the construction at crossings of power line over a railroad, and tables of minimum clear
overhead lines of public utilities. Mr. Stevens was the ances and of wind and ice loads.
chairman of the committee of the association on a uni From what has been said it is apparent that the
form crossing agreement. The specifications are the recommended specifications contain a wealth of data
work of a committee appointed as a result of a con and that unusual attention has been paid to definitions.
ference held on Nov. 16, 1914, at Harrisburg at the The latter is especially important in the case where the
request of F. Herbert Snow, chief of the bureau of recommendations will be used in formulating commis
engineering of the Public Service Commission. As a sion orders.
result of the discussion at the meeting the following
committee was appointed: S. M. Viele, Pennsylvania
Railroad; D. B. Heilman, Philadelphia & Reading Rail "The Best Country Bus Route"
way; J. S. Jenks, West Penn Traction Company; R. P. The latest recruiting appeal to be issued by the Lon
Stevens, Mahoning & Shenango Railway & Light Com don General Omnibus Company takes the form of a
pany; R. E. Chetwood, Western Union Telegraph Com striking and original form of panel bill as illustrated.
pany; J. F. Skirrow, Postal Telegraph-Cable Company; This slip, the color scheme of which is a tasteful black,
Nathan Hayward, Pennsylvania Bell Telephone Com yellow and light blue, is now being brought prominently
pany; J. F. Stockwell, Keystone Telephone Company of
Philadelphia; Thomas Sproule, Philadelphia Electric
Company; G. E. Wendle, Lycoming Edison Company,
and Paul Spencer, United Gas Improvement Company,
chairman. Beginning Dec. 1, 1914, meetings were held
weekly in Philadelphia until the specifications were THE BEST COUNTRY ROUTE
completed. In the work the committee had the as OF THE YEAR FOR MEN
sistance of a number of other experts.
As stated by the committee, the specifications are
intended to cover crossings of overhead conductors of
any utility and the overhead conductors of any other
utility, or the tracks and right-of-way of railroads. RECRUITING PLACARD ON LONDON BUSES
They are, as far as possible, complete for all types of
conductors and cover definitely the general require
ments at the points of crossings, without stating the before the notice of London's countless thousands by
type of construction in such specific details as to limit being displayed conspicuously on the "General" buses,
it to any particular method. In its work the committee with the result, it is hoped, of further stimulating re
took under consideration other similar specifications, cruiting and impressing the public at large with the-
including those adopted by the National Electric Light great need there is for an adequate supply of men.
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 187

Improving Station Surroundings

When Allen & Peck, Inc., took over the operation of
the Annapolis Short Line in 1912 the new management
found that the vicinity of the station was hardly in
consonance with the fine Colonial atmosphere which
makes Annapolis a pleasing reminder of the past. A
number of tumble-down buildings not only obscured
the view of the near-by Court of Appeals, but gave the
approach to the station a most uninviting appearance.
It was therefore decided that the rental from the shacks
could well be dispensed with as a contribution to civic
improvement. The structures were torn down and re- .
placed with turf and flowers with the results illustrated.
Thus the opening of "Short Line Park" not only
cleared away several old unsightly buildings but virtu
ally placed the Short Line on one of the main streets
of the city and within a block of the group of State
buildings. The improvement was in line with the re
habilitation of the Short Line, which included all new ANNAPOLIS SHORT LINE—SCENES LIKE THIS WERE NO
passenger equipment consisting of center-entrance all-
steel cars, and change in motive power from a.c. to d.c. ATTRACTION FOR TRAVELERS

ANNAPOLIS SHORT LINE—THE WORTHY FOREGROUND OF ANNAPOLIS SHORT LINE—A FORMER VIEW OF MARYLAND'S
MARYLAND'S COURT OF APPEALS TO-DAY COURT OF APPEALS

ANNAPOLIS SHORT LINE—AN ELECTRIC RAILWAY'S MITE TOWARD THE CITY BEAUTIFUL—VIEW LOOKING TOWARD
THE ANNAPOLIS TERMINAL TO-DAY
 188 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8.1915 American Association News OCTOBER4T08, 1915

Excellent Progress Is Being Made on the Program for the Convention — Booklets on the Itineraries of
Convention Tours Are Being Distributed by Mr. McConnaughy

CONVENTION PROGRAM PROGRESS the courts and buildings of the Panama-Pacific Exposi
While it is still too early to give details of the pro tion illuminated at night."
gram excellent progress is being made. A decision has In closing Mr. McConnaughy directs attention to the
been tentatively made to hold the American Association .notes under the heading "Resourcefulness," which ap
meetings in the morning and those of the affiliated asso pears on the front page of the Brill Magazine for June,
ciations in the afternoon. raising the query as to the number of resourceful men
Acting on local advice the executive committee has that are in the railway association and implying an
decided to hold the meetings in the building of the important connection between resourcefulness and at
Native Sons of the Golden West located at 414 Mason tendance at the convention.
Street. This building is the center of the hotel district
and is admirably adapted for convention purposes. The ENGINEERING ASSOCIATION STANDARDS
original intention was to hold sessions at Inside Inn. COMMITTEE
A largely attended meeting of this committee was
THE CONVENTION TOURS held in New York on July 29 and 30 to review the work
As announced on the "Association News" page last of the technical committees for the year. The mem
week, the itineraries of the convention tours have been bers present were: H. H. Adams, Chicago, 111., chair
distributed. They are contained in attractive booklets man; C. F. Bedwell, Newark, N. J.; C. H. Clark, Cleve
appropriately bound in red and blue respectively, the land, Ohio; W. G. Gove, Brooklyn, N. Y.; J. H. Hanna,
colors corresponding with the titles of the special tour Washington, D. C; C. S. Kimball, Washington, D. C;
trains. The booklets contain the complete schedules F. R. Phillips, Pittsburgh, Pa. ; A. S. Richey, Worcester,
and much interesting information concerning the points Mass.; Martin Schreiber, Newark, N. J., and J. W.
to be visited en route. Even photographs of the special Welsh, Pittsburgh, Pa. E. B. Katte was represented
trains are included. The "Red Special" booklet is issued by H. A. Currie, New York, N. Y. There were also
with the imprint of the New York Central Lines and present by invitation R. C. Cram, Brooklyn, N. Y. ;
the "Blue Special" booklet with that of the Pennsyl W. E. Johnson, Brooklyn, N. Y.; A. B. Stitzer, Phila
vania Railroad. The text of both booklets shows that delphia, Pa., and Frank Kingsley and H. H. Norris,
the most scrupulous care has been exercised in provid Electric Railway Journal. Secretaries E. B. Bur-
ing for every detail of convenience and comfort of the ritt and C. W. Stocks also attended the sessions.
tourists. Both booklets are beautifully illustrated and The committee considered in detail the recommenda
contain maps in colors. Both contain the schedule of the tions of the technical committees in so far as they affect
"White Special," the one-way train, which leaves Chi the association standards and a number of valuable re
cago on the evening of Oct. 1, reaching San Francisco ports were adopted for approval by the association.
on the morning of Oct. 4. The material submitted to the committee showed that
Supplementing his statement, quoted last week, H. G. a remarkably fine year's work had been done and the
McConnaughy, director of transportation, states that engineering manual will be greatly enriched by the re
copies of the booklets will be sent to all those who ask sults.
for them, such having been already sent to company
members of the American and Manufacturers' Associa Street Railway for Canton, China,
tions and to those who requested copies in advance. He
directs attention particularly to the arrangement of Proposed
stops on these tours, which have been designed to mini The construction of a street railway system in Can
mize tediousness. In the cities through which the ton is being considered by the provincial authorities,
special trains will travel the American Association is reports Consul George E. Anderson, Hongkong, China,
planning, at the request of the local railway companies, and plans have been drawn for a line connecting the
a series of meetings and entertainments which will stations of the Canton & Hankow Railway and the Kow-
make the tours an important part of the convention. loon-Canton Railway, running through a populous sec
Mr. McConnaughy predicts that every member who tion of the city.
makes this trip and attends the convention will return The proposed line is projected by General Lung, Mili
with new ambitions, new ideas and new knowledge suffi tary Governor of Kwangtung Province, in connection
cient to return the investment tenfold. He thinks that with Chinese capitalists in Hongkong, and the plans call
the opportunity to absorb the spirit of the West, to test for the construction of a little less than 6 miles of
its hospitality and to examine its engineering achieve street railway along a route which will permit the use
ments alone are worth the cost. He waxes enthusiastic of a considerable portion of the old wall of Canton. It
over the beauties of the expositions at San Francisco is proposed to construct the line by means of a company
and San Diego, quoting Edwin Markham's description for which the provincial government will furnish half
of the former as follows: "I have seen to-night the the funds.
greatest revelation of beauty that was ever seen on Plans for the rolling stock are not yet complete, but
earth. I say this, meaning it literally and with full re the general idea seems to be to buy motors and steel
gard for all that is known of ancient art and architec parts of cars abroad, completing the cars in Canton or
ture, and all that the modern world has heretofore seen Hongkong, present high freight rates rendering the
of glory and grandeur. I have seen beauty that will purchase of complete cars abroad at this time a matter
give the world new standards of art and a joy in loveli of difficulty. It is thought that the line as projected
ness never before reached. This is what I have seen— can be started with an initial outlay of about $100,000.
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 189

COMMUNICATIONS expect that they will continue to improve and that a

specification prepared at this time will have to be revised
from time to time.
Specifications for Gears and Pinions In my opinion there is no reason for not having
The Metropolitan West Side Elevated Railway specifications for gears and pinions, but some stand
Company ard specification should be adopted that could be fol
Chicago, III., July 26, 1915. lowed by all the manufacturers.
To the Editors: The purchase of gears and pinions to specification
I have been interested in the paper on "Railway Mo would increase the cost if the specification required the
tor Gearing" read by W. L. Allen before the last meet manufacturer to change his method. Care should
ing of the Central Electric Railway Association, an ab therefore be taken to prepare a specification that would
stract of which was given in the Electric Railway secure a satisfactory material and not impose any
Journal for June 26, page 1201, and in the further re unnecessary hardship on the manufacturer.
marks by Mr. Allen in the issue of July 17, page 111. The manufacturer would not be relieved by the speci
fication from responsibility for breakage or poor wear,
On the Chicago Elevated Railroads very little trouble
has been experienced from the breakage of gears, but but wherever such did occur an investigation would
pinions have caused considerable trouble. As a rule locate the trouble. Although I am not a manufacturer,
gears remain in service until the wear on the teeth I must admit that the manufacturer is not responsible
makes their removal necessary. Pinions show widely for all of the broken or badly-worn gears. The care
varying results, some failing shortly after being placed of the equipment has much to do with the life of gears
in service and some giving very long life. As reliabil and pinions.
ity of service and elimination of failures were far more As this is a subject of considerable interest at this
important than the value of a few pinions we adopted time, the equipment committee of the American Elec
tric Railway Engineering Association would appreciate
the policy of installing new pinions at each general
overhauling (approximately every 75,000 miles) whether the assistance of the members in preparing a standard
the pinion removed showed any appreciable wear or not. specification for gears and pinions that could be used
Even this did not eliminate failures on the road, as by all the member companies. If a standard is adopted
some pinions failed before making the general over it will be an advantage to the manufacturer as well as
hauling mileage. to the purchaser, and if properly prepared its use should
We believe that buying gears and pinions under spec not increase the cost, but might, on the contrary,
ifications and testing each order will assist in working reduce it.
out a specification and in developing a material which R. H. Dalgleish, Engineer of Equipment.
will stand up under the requirements of heavy service.
The specification will give us something to work toward. Cause of Thick and Thin Wheel Flanges
If the first specification does not prove satisfactory,
changes can be made. The records of the chemical and Buffalo, Lockport & Rochester Railway Company
physical characteristics of the material and method of Rochester, N. Y., July 20, 1915.
treating different lots of pinions will enable the railway To the Editors:
companies and the manufacturers to intelligently follow In an article published in your issue of May 29, 1915,
the problem until it is satisfactorily solved. page 1037, over the signature of M. M. Lloyd of Des
H. A. Johnson, Master Mechanic. Moines, the statement is made that "the principal cause
of thick and thin flange wear on rolled-steel wheels is
The Capital Traction Company the difference of the wearing quality of the metal in the
Washington, D. C, July 28, 1915. wheels." In this connection it seems only fair to call
To the Editors: to the attention of your readers the conclusions of last
I have read with interest W. H. Allen's paper on year's committee on equipment, along the same line of
"Specification for Gears and Pinions" in the issue of the investigation.
Electric Railway Journal for July 17. On page 280 of the 1914 proceedings of the American
In the last few years the untreated gears and pinions Electric Railway Engineering Association, in the report
have to a large extent been superseded by two classes of the committee on equipment, the committee states:
of gears and pinions which may be properly classified "While the number of wheels included in the reports
as "heat-treated" and "case-hardened." When the un was not large enough to serve as a basis for any gen
treated material was in general use several of the eral conclusions, a surprising lack of positive evidence
larger companies had specifications for the purchase on this point was manifest and the figures seemed to
of gears and pinions, but, so far as I have been able show, so far as they showed anything, that there was
to find out, none of the railway companies have specifica not sufficient justification for a strong insistence on
tions for either the heat-treated or case-hardened gears mating by carbon content." This conclusion was
and pinions, although several companies are preparing reached after the examination of records of a compara
specifications at this time. tively small number of wheels taken at random from
This was one of the subjects assigned the equipment among records of service of several thousand wheels
committee of the American Electric Railway Engineer of all manufactures. The complete lack of uniformity
ing Association, and a preliminary specification has of performance of wheels of similar chemical composi
been prepared to be presented at the convention in tion led to the conclusion above quoted, and it would
October. In the preparation of this specification the not be too much to say that any chemistry falling within
committee had the assistance of the manufacturers, the limits of the standard specifications of the associa
and I am informed that they would welcome a reason tion has been shown to give good service."
able specification. In preparing a specification at this Mr. Lloyd's statement "That it is possible to delay
time the question of treatment should be left to the wearing of sharp flanges by checking up the trucks for
manufacturer and the physical properties which the square and by taping the wheels to be sure that the
product is to have after treatment should be speci diameter is exactly the same" seems to contain the real
fied. The development of the high-grade gears and kernel of demonstrated truth in the matter.
pinions has been so rapid that it is only reasonable to The writer has personally known of a number of
 190 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5
cases where phenomenally large mileage was obtained Railway is ascribed to the policy maintained of scrupu
by calipering the wheels without removing them from lously examining the defects in equipment or other
the car, and placing abrasive brakeshoes against the sources of delay and their causes when they first occur
larger wheels. These experiments, while comparatively in order to insure that a recurrence of the same kind
few in number, nevertheless seem to demonstrate very of a delay will be prevented.
clearly that if the two wheels on one axle could be kept
at exactly the same diameter throughout their life, and Women Conductors in Glasgow
further assuming that trucks were in square and that
track curvature was approximately the same in both It is not often that this paper publishes a view of a
directions, the wheels could be worn to the limit of wear group of conductors on a transportation system. The
groove without necessity of turning on account of sharp accompanying engraving, however, seems to be so in
flanges. teresting as to warrant its publication. A few months
The manufacturers of wheels have done a great deal ago this paper described the experiment made in Glas
to perfect their product and have shown a very open- gow with women conductors. At first two conductors
minded policy in dealing with the American Electric
Railway Engineering Association, as well as the indi
vidual users of wheels, and it would seem that in com
mon justice to them the chemistry and method of manu
facture of wheels should not be held responsible for
results which are in practically all cases due to the
mechanical practice of the user of the wheel.
James P. Barnes, General Manager.

99.2 Per Cent of Westchester Trains Are

on Time
The accompanying table shows the remarkable record
for punctuality which the New York, Westchester &
Boston Railway has maintained during the last twelve
months ending June 30, 1915. These figures are based
on the monthly reports submitted to the Public Service
Commission of New York, Second District.
It will be seen from the table that the maximum per
centage of trains on time for any month was 99.6 per
cent in March, the minimum 98.4 per cent in April.
The average punctuality for the twelve months was GROUP OF WOMEN CONDUCTORS, GLASGOW TRAMWAYS
99.2 per cent. The average lateness in minutes per
train run varied from 0.23 minute in April to 0.04 were put in service, and the result with women has
minute in February and March. proved so satisfactory that the Corporation Tramways
It will be noticed that from 64 to 90 per cent of the have employed a number of women to take the place of
delays are listed under the column headed ''waiting for the men who are now at the front during the war. A
other railroads." This large proportion is due to delays group photograph of the women conductors employed
on the system was taken some time ago, and it is repro
s Principal Causes op duced herewith.
Delay, in Per Cent
.5 A .SQ
I 3.3
a .S! 111 | si Railway Power Rates in Chicago
e 3 Is
PL.fe r? ' « On page 138 of the issue of the Electric Railway
Journal for July 24 certain information regarding the
July '14. 6,319 42 6,277 99 3 351 0.05 9 4 14 64 18 i) operation of the contracts between the Chicago Surface
Aug 6,300 88 6,212 98.6 1408 0 22 16 1 8 M 15 12
Sept.... 6,113 35 6,078 99 4 370 0.06 10 8 8 86 0 3 Lines and the Commonwealth Edison Company were
Oct 6,320 48 6,272 99.2 409 0 06 8 1 20 79 0 0
Nov.... 6.114 66 6,049 98 9 666 0 11 in 1 10 79 0 in published. The prices for energy there quoted, for the
Dec. 6,320 60 6,260 99 1 734 0 11 12 5 10 68 8 9 years 1910 to 1913 inclusive, were the prices under the
Jan., '15. 6,318 51 S.2K7 99 2 400 0 06 4 2 12 80 0 6
Feb 5,706 28 5,678 99 5 234 0 04 8 3 11 81 II 3 old contract. While these were the prices originally
Mar.... 6.320 24 6,296 99 6 228 0 04 9 n 6 S7 0 8
April... 6,109 »7 6,012 98 4 1442 0 23 IS 1 3 72 II 24 paid, the 1913 contract was retroactive and, as adjusted
May ... 6,315 49 6,266 99.2 694 0.1 14 0 8 M 0 2
June 6,297 40 6.257 99 4 342 0 05 8 0 5 77 0 18 under the new contract, the rates actually paid were as
74,551 627 73.924 99 2 per cent for year. follows: 1909, 0.711 cent; 1910, 0.720 cent; 1911, 0.713
cent; 1912, 0.725 cent, and 1913, 0.742 cent.
occasioned by the opening of a drawbridge over the
Bronx River, where the trains of the New York, West
chester & Boston Railway run over the tracks of the Warning to Trespassers
New York, New Haven & Hartford Railroad, a condi Posters entitled, "Why the Public Should Keep Off
tion over which the mechanical and operating depart the Railroad Tracks," are prominently displayed in the
ments naturally have no control. passenger stations of the Michigan Central Railroad.
The next most frequent special source of delays, These posters take the form of maps of the railroad
classified as "waiting, other divisions," is due to delay system upon which is indicated, by different colored
in the interchange of passengers between local and spots, the location of each accident during the year. A
express trains at East Third Street Station, Mount key on the poster indicates that spots of one color show
Vernon, where both classes of trains are regularly that the passengers were injured and spots of another
scheduled through the day to arrive at the same minute color that the accidents were fatal. The four margins
and wait for each other's arrival. of the poster are taken up by photographs of the differ
One of the chief causes for the excellent showing ent types of trespassers on railroad rights-of-way, and
in punctuality on the New York, Westchester & Boston the danger to which they subject themselves.
 Ej^ggjJP RAILWAY JOURNAL 191

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Rates.)

Some Experiences with Field Control without jerking. The low starting speed is found
BY H. M. LLOYD, EQUIPMENT ENGINEER BRITISH COLUMBIA especially useful on milk trains in running up to the
ELECTRIC RAILWAY, VANCOUVER, B. C. milk stands to take on cans.
The maintenance cost of field-control motors and of
The British Columbia Electric Railway has in oper multiple-unit control is also less than that of other
ation field control on eleven passenger, three combina motors because they are not subjected to the strain
tion and seven express cars operated usually in two of excessive starting currents. For the same ton-miles
or three-car trains, and occasionally in five-car trains, operated the feeder losses and the strain on the sub
including a couple of trailers. These cars are run station equipment are correspondingly reduced.
almost exclusively on the 64-mile line between New
Westminster and Chilliwack. The equipments per car
comprise four Westinghouse No. 333-C2 115 to 125-hp. A Hydraulic Bearing-Broaching Machine
field-control motors geared 20:57. At present the BY C. M. FEIST, MASTER MECHANIC SIOUX CITY (IOWA)
trolley potential is 630 volts, fed from five substations SERVICE COMPANY
about 12 miles apart, and the minimum voltage is some
times 400 volts. It is intended, when traffic warrants Increased bearing wear averaging approximately 25
the change, to raise the potential to 1200 volts. per cent more than that for bearings that are simply
The car equipment will be readily adapted for this turned, is obtained by the Sioux City Service Company's
increase in voltage by changing resistance and control mechanical department through the use of a hydraulic
connections. broaching machine. While it was designed primarily
The track over which these equipments operate has for this purpose, the ma
a maximum grade of 2.7 per cent and a maximum chine is also used to press
curvature of 10 deg., but a large part of the track is bearings into the solid-bear
level and straight. ing type motor housings.
The running time between New Westminster and After the bearing has been
Chilliwack for passenger trains with about thirty stops pressed in position a tapered
is two hours and forty minutes and for milk trains broaching mandrel of the
about three hours. In operating over the line passen proper size is fitted to the
ger train speed ranges from 20 m.p.h. on grades and plunger and forced into the
curves to 50 m.p.h. or more on level tangents. The field bearing. All bearings are
control is used on the heavy grades and during accelera babbitted and machined in
tion periods. the usual manner, but in the
In one test a 106-ton train, comprising two motor latter process they are left
cars and one trailer, in regular service averaged 7.8 approximately 1/64 in. un
kw-hr. per mile with a maximum draft on the substa der size. After the broach
tions of not more than 1000 amp. On the other hand, ing mandrel has been forced
a similar train of three motor cars with twelve 75-hp. through the bearing the
motors of the same gear ratio but without field con babbitt is condensed so that
trol required starting currents as high as 1200 amp. the diameter is reduced to
to make the same schedule. SIOUX CITY HYDRAULIC the correct size.
The most marked advantage of field control was BROACHING MACHINE As shown in the accom
shown in ascending the 2.7 per cent grade. This grade panying illustration, the
is about 4 miles long and includes some sharp curves. broaching machine comprises a substantially-built
With the full field the train under test made a speed frame with a heavy circular bedplate upon which the
of approximately 15 m.p.h. while drawing 720 amp. bearings to be broached or pressed into housings are
On changing over to the tap field the current jumped placed. A hollow plunger fitted to an old air-brake
to 920 amp., with a consequent drop of line voltage. cylinder connected to the shop compressed-air system
The resultant speed was only about 18 m.p.h. A heavily- and the city water supply, furnishes the necessary
loaded five-car excursion train with three motor cars pressure. City water pressure of 90 lb. per square inch
will average about 10 to 12 m.p.h. up this grade on full may be obtained, but when more is necessary a small
field. Thus it is clear that field control increases the belt-driven hydraulic pump mounted on the upper part
capacity of the line. of the frame and connected to the cylinder is brought
Another advantageous feature of field control for us into operation. With this, pressures up to 30 tons or
is low speed running through rock cuts and around 40 tons are obtainable if required. A gage connected
sharp curves. Here we run economically on tap field to the cylinder and mounted in plain view indicates
with the motors in series at about 18 m.p.h., whereas what pressure is being used. After broaching or press
the old control for the same rate of speed would have ing has been accomplished, the plunger is raised to the
involved continual cutting in and out and consequent normal position by cutting off the water supply and
resistance losses. injecting air pressure beneath the piston head through
In starting trains with field control the acceleration a standard motorman's valve. This is a home-made
is also much smoother than without it, the change from machine which was not very expensive to build and has
series tap field to parallel full field being accomplished paid for itself many times over in improved bearings.
 192 ELECTRIC RAILWAY JOURNAL [Vol. XLV1, No. 5

A Home- Made Wigwag Signal outgoing end. At night, however, when there is no
station agent on duty these signals are automatic
BY F. T. VANATTA, CHIEF ELECTRICIAN NORTHWESTERN
throughout in this operation.
PACIFIC RAILROAD, SAUSALITO, CAL.
Last year the writer designed a wigwag signal of the
type illustrated, of which five have already been in Rejuvenating Overloaded Motors
stalled at crossings on the Northwestern Pacific Rail BY W. P. JACKSON, MASTER MECHANIC SAN FRANCISCO-
road. Unlike other wigwag signals, which wigwag OAKLAND TERMINAL RAILWAYS
only in case of danger, this one has three positions:
First, normal clear; second, wigwag in top horizontal The San Francisco-Oakland Terminal Railways have
position for danger with the apparatus in perfect con 380 GE-70 motors in city service on two and four-
dition, and third, wigwag dropped permanently to dan motor equipments averaging about eight stops per mile
ger if there is any defect in the control apparatus. on a 10-m.p.h. schedule. These motors are rated at 40
hp on 500 volts, and their mechanical construction and
electrical characteristics compare very favorably with
some of the more modern type. Up to about four years
ago these motors were carrying about 13,000 lb. light
with 22:64 gear ratio on 30-in. wheels. Owing to the
addition of straight air-brake equipments and fenders,
and to the lengthening and rebuilding of a number of
cars, the average load on these motors was increased
until operating temperatures of 80 to 90 deg. Cent, were
not uncommon. Maintenance of armatures and field
coils became a serious problem, especially on sixty-eight

ASSEMBLY AND DETAIL OF BLADE OF WIGWAG SIGNAL FOR

HIGHWAY CROSSING

There is, therefore, no danger of false clear indications.

The sheet-iron stop shield is about 40 in. long and 10
in. wide, and carries for night use two 40-watt lamps in
marine fixtures with red outer globes. These lamps
burn only during the wigwag period. The mechanism
which operates the banner and lights is of the automatic
type furnished by the General Railway Signal Com
pany, a short arm with an eccentric thereon having
WIRE IN PROCESS OF APPLICATION ON FIELD COILS; ALSO
ONE COMPLETED FIELD COIL WITH HEATPROOF
INSULATION

two-motor equipments on which the weight of body and

equipment, exclusive of passengers, had been increased
to 34,200 lb.
Thus it became a daily occurrence to have solder
thrown off from commutators or bands. In fact, condi
tions became so acute that a radical change of some sort
was imperative. Apparently three courses were open:
To purchase new motors of larger capacity; to modify
operating schedules to conform more nearly to the
capacity of the motors in use; or to rehabilitate the
motors themselves in such a manner that existing
schedules could be met at a lower temperature in field
and armature windings, and otherwise to make the
AUTOMATIC WIGWAG CROSSING INSTALLED AT SAN motor as near heatproof as possible. The last course
ANSELMO, CAL. was taken, and for two years the work was carried on
during the course of regular maintenance and as a
been added to secure the wigwag movement. This charge against the same.
mechanism is operated from the regular track circuits The bottom handhole plate on the commutator end
such as are used for ordinary crossing-bell operation, or and the top handhole plate on the pinion end were per
it may be operated by hand. For example, at Petaluma forated as closely as possible with Vi-in. holes. In this
station, which is located between two signals, a train way free circulation of air was obtained through the
going one way sets the first signal automatically but interior of the motor case whether the car was running
must wait for the station master to set the signal at the or standing still. The handhole plate on the pinion end
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 193
was provided with a sheet-metal guard over the perfora Armatures, grounded 5
Armatures, open circuit 8
tions. While these motors are allowed to run open the Field troubles (all kinds) 10
year round, we have never had any cases of motor Maintenance per 1000 motor-miles $0.96
trouble due to the entry of water, street dirt or other The maintenance given includes gears, pinions, gear
foreign substances. cases, armatures and axle bearings, suspension, and all
When armatures are rewound, the end windings are parts of the motor proper. These 380 motors make an
left as open as possible. The bands are soldered with average of 1,476,000 motor-miles per month.
pure tin, and the hoods are left off of both ends to allow
free circulation of air around the coils and leads to the
commutator. Delta tape is used as insulation under Drying Sand in 7- Yd. Batches
the bands on the core and end windings, while the face Small-capacity sand dryers require more or less con
of the leads adjacent to the brushes receives several stant attention and, while they are entirely satisfactory
coats of a mixture of shellac and metallic brown. This at carhouses where labor is always available, where this
mixture has given excellent results as a resistant to condition does not prevail a man must be detailed to
flashing and does not carbonize under high temperature. attend to the work. The Sioux City (Iowa) Service
The same mixture is used as a coating on the bead ring Company eliminated this objection in Carhouse C, where
and string band back of the commutator. the running repair force was only sufficient to take care
After the armatures have been in service from 60,000 of the equipment by providing a sand dryer of large
to 75,000 miles they are removed during the course of capacity when the building was constructed. Aside
motor overhauling, blown out thoroughly and otherwise from its capacity this dryer is unique in several par
cleaned up and placed in an oven for twelve hours at ticulars. It is installed in a room set aside for the
100 deg. Cent. If the coils are loose under the bands, storage of wet and dry sand as well as the drying plant.
the armature is rebanded while hot and then dipped in This room is oblong in plan and one wall of the sand
black elastic baking varnish, allowing sufficient time dryer serves as one side of the wet sand bin, while
for the varnish to penetrate thoroughly all parts of the the other side of the dryer is open so that the dry sand
winding. The armature is then drained to receive a may be cast into the storage space at the opposite end
further baking of twenty-four hours at 100 deg. Cent. of the room. As indicated in the accompanying illus-
Field coils are wound with No. 3 Deltabeston wire
heated in an oven at 100 deg. Cent, and dipped while hot
in black elastic baking varnish. After draining and
cooling a heatproof plastic composition is smoothed over
the outside turns and the coil is served with a half lap
layer of pure asbestos-woven tape, 20 mils thick. This
tape has good mechanical strength and is drawn very
tightly around the windings. The coil is then heated a
second time to 100 deg. Cent, and dipped, following
which it is served with one layer of Delta tape 20 mils
thick and 1 in. wide.
Three screw terminals with copper conducting strips
cast in are then fastened to the coil with asbestos twine,
the terminals being insulated from the coils with two Detail of Slide
thicknesses of 20 mils Delta sheeting. The coil then SIOUX CITY 7-YD. SAND DRYER
receives a final wrapping of asbestos-woven tape, is
heated for the third time, and after dipping is returned tration, the bin is formed of four 8-in. brick walls with
to the oven for a baking of forty-eight hours at 100 concrete coping, and it is 20 ft. long by 4% ft. wide
deg. Cent. All field coils receive the usual transformer over all, and 3V2 ft. deep. The floor of the bin is 2 ft.
tests for "shorts." above the building floor and is formed of T-bars, the
Not one of the coils made in the manner described legs of which support sheet-steel slides. The top of
has ever been removed from the motors, and they are the dryer bin walls is only 5Vo ft. above the floor level,
standing up under conditions where an ordinary im hence the wet sand may be readily cast into the dryer.
pregnated coil will not last sixty days. The cost of One and one-half-inch steam pipe coils encircle the
manufacture is $20 each. interior of the dryer and are connected to the building
The field connections in the motor case are made with heating plant. Comparatively little sand is used during
No. 4 flexible strand, soldered into terminals made of the summer months, hence steam heat is available when
scrap No. 0000, solid feed wire turned to ^4 in- diameter most dry sand is needed.
for the field terminal, with a hole drilled in the full-sized After the dryer bin has been filled with wet sand,
end for the lead wire. holes are poked into the sand at frequent intervals with
As a further and not inconsiderable help to these a broom handle. These hasten the drying process by
motors we are gradually changing the gear ratio in permitting the escape of moisture. When the sand is
the heavier cars from 22 : 64 to 19 : 67. The installa dry the sheet-steel slides are withdrawn and the dry
tion of armorized material has a tendency to hold up sand falls to the floor beneath the bin. From this point
the maintenance figure on these motors to a certain the sand is screened and cast into the dry-sand storage
extent. space. From the foregoing it will be seen that the
During the year 1912 the monthly troubles on these work of casting sand into the bin is one process, and
rejuvenated motors averaged as follows: between that and the screening of the dry sand quite an
Armatures, grounded 21 interval may elapse, hence the dryer needs attention
Armatures, open circuit 15 only when a 7-yd. batch is exhausted. This type of
Fields, grounded 10 dryer has been very effective and the cost is relatively
Fields, open circuit 6
Fields, weak 25 low when the dryer is installed at the time the building
Maintenance per 1000 motor-miles , $1.30
is constructed. Its principal advantage, however, is
During the past fiscal year the monthly average of that it requires little attention and drying sand in it
troubles has been: makes a fine rainy-day job for an outside man.
 194 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

Long Island Railroad Installs Double essential parts: spray chambers, spray nozzles and
piping, eliminator or baffle plates, strainer, settling
Ventilators tank and water circulating system with pump. The
The accompanying cuts show in detail the system difference in the various makes is principally in the de
of ventilation used on the twenty new steel trail cars sign and arrangement of the nozzle. Mr. Baum de
recently placed in operation on the Long Island Rail scribes a number of typical air washers and gives
road, which were described in the Electric Railway tables and curves of space required and of unit costs.
Journal of July 24. The space requirements are as follows: Air washers,
The ventilators, provided for these cars by the 0.17 cu. ft. per cubic foot per minute; dry-surface
Automatic Ventilator Company, New York, N. Y., are filters, 0.10 cu. ft. per cubic foot per minute, and wet-
of a new design, but embody the well-known "intake surface filters, 0.09 cu. ft. per cubic foot per minute.
and exhaust" principle of this system. This device, In sizes from 30,000 to 60,000 cu. ft. per minute capac
known as type "E-B," is installed on the center line ity air washers and wet-surface filters average in first
of an almost flat roof and consists of an exterior hood, cost about 3 cents per cubic foot per minute, washers
being slightly cheaper as the size increases. Dry-
surface filters cost about 1% cents per cubic foot per
minute. In all types the unit cost increases rapidly
with decrease in size.
The general conclusions are as follows: For gen
erators up to about 5000-kw., dry-surface filters may
be recommended on account of low first cost, and if
the air is not too dirty, their application is of advantage
in dry, cold climates. They require careful attention
LONG ISLAND VENTILATORS—BOTTOM VIEW AND and handling. Wet-surface filters, which have been
CROSS-SECTION found successful in England, have not yet been intro
duced in this country. Their field of application is for
divided into four separate compartments, two ex generators above 5000-kw. in size. The tendency toward
terior deflectors and an interior disk. When the car the installation of large turbo-generator units will un
is in motion air is arrested by the exterior deflectors doubtedly increase the application of air washers or
and directed into the two forward compartments (one humidifiers in preference to other types of air-cleaning
on either side) of the hood and thence down to the apparatus. In dry, hot localities the cooling effect of
interior disk, and is deflected outward and upward air washers is appreciable. Special precautions are
across the ceiling of the car, where it is sufficiently necessary to prevent freezing in winter.
diffused to prevent a draught on the passengers. At
the rear of the exterior deflectors is set up a partial Easily Applied Hose Coupling
vacuum caused by the rapid motion of the car, which
induces a strong "exhaust" at the two rear ports of An air, steam or water hose coupling, so designed as
the hood and at the rear of the interior disk. Each not to decrease the area of the hose connection, has
ventilator provides two intakes and two exhausts and recently been placed on the market by the National Hose
is therefore equal to two separate ventilators. Coupling Company, Chicago. It is furnished with a
malleable-iron hose socket which fits over the hose and
which is sufficiently corrugated on the inside to provide
Cleaning Air for Ventilating Generators a positive grip when the hose is expanded inside it. A
and Transformers steel taper expander screws into the socket containing
In the August issue of the General Electric Review,
William Baum, electrical engineer General Electric
Company, directs attention to the importance of cleans
ing and cooling the air used for the ventilation of turbo
generators and air-blast transformers. This is de
sirable because the accumulation of dirt means rapid
deterioration and frequent cleaning. He considers the
requirements of air filters to be as follows: Complete
removal of suspended matter, minimum loss in pressure HOSE COUPLING WITH SECTION CUT AWAY TO SHOW
due to air passing through the clean and soiled filtering CONSTRUCTION
medium, minimum dimensions, simple construction
with means for convenient removal and cleaning of the the hose and the latter is thus forced outward and into
filtering medium, durable filtering medium which does position. The area of the opening in the expander is
■not require too frequent removal and minimum fire risk. the same as that of the hose, so that no obstruction to
He discusses the available filters with respect to these the flow is introduced. Application of the hose connec
requirements, describing typical filters of the wet-surface tion requires only a few turns with an ordinary hand
and dry-surface types. Air washers are also discussed wrench, and this makes it especially advantageous for
with the statement that their prime object is to clean use in connection with air-brake hose. The coupling is
the air, the humidifying function being secondary. The being manufactured in all standard sizes.
cooling effect of the water is not appreciable. No insu
lation troubles have been experienced due to the effect Willy Lamot, Antwerp, Belgium, whose present ad
of the saturated air upon generator windings. Some dress is Shardhighs, Halstead, England, reports the
fifty-eight air washers have been installed in the United creation of an organization to introduce into Belgium
States for the ventilation of generators of an average as soon as the war is over all American products and
size suitable for a 10,000-kw. generator. It appears manufactures and to employ as agents, representatives,
that air washers are used for larger generators, dry- etc., a number of Belgian manufacturers and business
surface filters for small ones, and wet-surface filters for men who are prepared to give the necessary guarantees
medium sizes. Air washers consist of the following as agents and dealers.
 July 31, 1915] ELECTRIC RAILWAY JOURNAL

Compact Arc-Welding Outfit small size of each plant limits the expenditure of
money invested in welding equipment to a proper basis
An arc-welding outfit of the motor-generator type, in proportion to the amount of work that is actually
which possesses to an unusual degree the qualities of done. Where there is sufficient work to require more
compactness and lightness, has recently been brought than one operator a separate unit is installed. In
out by the Lincoln Electric Company, Cleveland, Ohio. large railway shops where the time that is allowed to
It has been designed with the view of establishing do work is limited and an accident to the welding
distinctive features in economy of power consumption, plant would hold up the rest of the organization, the
simplicity of opera installation of individual welders serves as a form of
tion and reliability insurance against the loss that would be inevitable in
of service. case a total shut-down occurred.
These features
are obtained large
ly by the fact that Hydraulic Punch for Track Spike Slots
the motor-generator A new hydraulic punch for cutting out at one setting
is so designed as to two slots or notches for spikes in flanges of railroad or
generate at all conductor rails has been brought out by the Watson-
times exactly the Stillman Company, Aldene, N. J. The advantages of
voltage required by this tool are that two holes can be punched at one oper-
the arc and in addi a t i o n on opposite
tion, give a current sides of the rail in
which is practically exact alignment,
constant. In conse thus saving much of
quence, there is no the time usually
need for resistance consumed in laying
in the circuit to cut out centers and
down the voltage, changing the punch
and the size and from one side of the
weight of the ma rail to the other.
chine is reduced to The machine makes
the minimum neces an efficient tool for
sary for the work use by unskilled
COMPLETET ARC WELDING OUTFIT in hand. Regula labor.
tion is effected by From the accom
special windings in the generator and by a simplified panying illustration
method of control which is easily grasped in a very it will be seen that
short time by any reasonably intelligent operator. one punch is at-
This is considered to be of utmost importance as most tachedtoa chain.
autogenous welding is done by men who are neither VIEW OF TRACK SPIKE
This punch is re SLOT PUNCH
electricians nor mechanics, and since labor is a great moved and the tool
factor in the cost of welding the machine ought to be is placed against the rail. The loose punch is then in
so simple that it is not necessary to have a highly serted in place and the punches are then run down to
skilled man to do the work. the rail by pinions, meshing into racks on the rams. A
The Lincoln arc welder has been designed to stand few strokes of the pump lever completes the operation,
long, heavy duty and to carry overloads without dam which takes less than two minutes and but little effort.
age to the machine, as emergency service is frequently The punches are pulled back by a rack and pinion move
demanded in arc-welding plants. Every motor-gener ment.
ator is operated in the factory before shipment for The punch is built compactly and is so designed that
five hours under a continuous make-and-break test in the greatest strength is obtained with the least weight.
which the make and break at the rated output of 150 Consequently, it may be easily and quickly handled
amp. occurs at least fifteen times per minute, and when time is a factor. The working parts are readily
under this test the temperature rise is guaranteed not accessible for cleaning and the punches and dies are
to exceed 40 deg. C. in the windings and 55 deg. C. at removable, thus providing for sharpening and renewal.
the commutator. Naturally, this conservative method
of rating and the severe service test insures a liberal
margin of safety in operation, both under normal and Silica-Graphite Paint for Steam Boilers
abnormal operating conditions. A practice that is gaining recognition in power plants
Owing to the fact that no power is wasted in resist is the use of graphite paint for the inner surface of
ance banks the demand for current is small, and in steam boiler drums. This is said to afford pro
ordinary service the Lincoln welder can be operated tection against pitting. For a number of years the
on any power line large enough to carry a 10-hp. mo manufacturers of the paint have coated the steam drums
tor. This permits the installation of the outfit at al of five B. & W. boilers developing 1800 hp., and as a re
most any point in a shop where there is a power line, sult the drums are in almost perfect condition. In an
and if desired the machine may be made portable and other plant equipped with B. & W. boilers developing
connected wherever the exigencies of the work de 8400 hp. the interiors of the drums were scalded, paint
mand it. In operation the machine is thoroughly ed both above and below the water line and allowed to
flexible, and any number of them may be operated indi dry for forty-eight hours. This treatment was repeated
vidually or in parallel. In fact, an operator can, with every ten months, and not only was pitting stopped, but
out the services of an electrician, connect three where it had previously taken six men seven days to
150-amp. plants in parallel to get 450 amp. for heavy clean the drums of one boiler, two men now clean them
carbon electrode work, and can then individualize the in a day. This latter experience is quoted from a letter
plants within a few minutes' time. of the chief engineer of the New York Life Insurance
Aside from providing the feature of portability the Company, in a recent issue of Graphite.
 196 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

Electric Railway Legal Decisions defendant possesses under its franchise no vested right or
option to determine the character of the line in this respect.
CHARTERS, ORDINANCES, FRANCHISES (State ex rel. City of St. Paul v. St. Paul City Ry. Co., 149
Idaho.—Regulation of Utilities—Duplication of Electrical Northwestern Rep., 195.)
Plants. Missouri.—Eminent Domain by Electric Railway—Value of
All property devoted to public use is held subject to the Property for Station Purposes.
power of the State to regulate or control its use in order An electric railway incorporated under the steam railroad
to secure the general safety, health and public welfare of act (Rev. Stat. 1899, Sees. 1034-1174) is entitled to condemn
the people, and when a corporation is clothed with rights, land for railroad purposes, and, if it is an interurban rail
powers and franchises to serve the public, it becomes in road, it has equal right conferred by Laws 1907, page 174.
law subject to governmental regulation and control. Where condemnation of land for railroad freight and pas
Under the State's police power the Legislature has au senger depot purposes was part of a general scheme previ
thority to authorize the utilities commission to determine ously inaugurated for the construction and operation of the
whether a duplication of an electrical plant is required in a railroad in accordance with a lay-out and plat adopted prior
town or city for the convenience and necessity of the inhabi to the construction of railroad buildings on adjoining prop
tants. (Idaho Power & Light Co. v. Bloomquist et al., State erty, the owners of the property sought to be condemned
Public Utilities, 141 Pacific Rep., 1084.) were not entitled to have any increase in value of their prop
Kentucky.—Definition of Interstate Commerce—Reasonable erty by reason of the improvement of the adjoining property
considered in determining the value of their property for
and Unreasonable Municipal Regulation. railroad purposes. (St. Louis Electric Terminal Ry. Co. v.
The traffic carried on by a Kentucky street railway cor MacAdaras et al., 166 Southwestern Rep., 307.)
poration in connection with an Ohio corporation operating
on the Ohio side of the Ohio River, in transporting passen Nebraska.—Permission Required to Discontinue Service.
gers upon continuous and connecting tracks and across an When a company has obtained a franchise from the city to
interstate bridge between points in Covington, Ky., and Cin construct and operate its railways on certain streets of the
cinnati, Ohio, by means of continuous trips and a single city and has constructed its tracks and is operating its cars
fare, and under practically the same management, is inter thereon pursuant to such franchise right, it will be enjoined
state commerce. from removing such lines or withholding its cars from such
The absence of federal regulation does not justify the service without first obtaining authority from the State Rail
city of Covington, Ky., in regulating the interstate busi way Commission so to do. (H. Herpolsheimer Co. et al.
ness of a street railway company principally engaged in (Wolfe et al., Interveners) v. Lincoln Traction Co., 147
transporting passengers from that city to Cincinnati, Ohio, Northwestern Rep., 206.)
by restricting the number of passengers which the com New York. — Certiorari to Review Assessments—Testing
pany may admit to its cars to not more than one-third in Excessiveness of Assessment.
excess of the seating capacity, except on certain holidays, On certiorari to review the assessment of a street railway
and by requiring the company to operate sufficient cars company's special franchise for taxation, where the State
reasonably to accommodate the public within the limits board of tax commissioners in its return stated that it
of such restriction, where compliance with such regulations availed itself of all tests of value within its reach and all in
will require about one-half more than the present number formation bearing upon such value and adopted no certain
of cars operated by the company and more cars than can or fixed rule or method; that it would be impossible to state
be operated in Cincinnati within the present franchise more definitely the mental operation which prompted it in
rights and privileges held by the company or controlled by arriving at the valuation fixed or to state which of the dif
it in that city. ferent elements, theories or methods considered most influ
Municipal regulation of a street railway company, prin enced the minds of the individual members, or to what ex
cipally engaged in interstate commerce, with reference to tent each test was used, but that the valuation was finally
passengers riding on car platforms unless the same are fixed and agreed upon as the combined judgment of the
provided with suitable rails or barriers, and with reference board, irrespective of the individual methods of arriving at
to the cleanliness, ventilation and fumigation of the cars, it, it was not error to permit the railroad company to show
does not infringe upon the federal authority over such that the assessment was excessive under the net earnings
commerce—at least, until such federal authority is exerted. rule, on the theory that as the board was not bound to adopt
A municipal ordinance providing that the temperature that rule, error was not proved by showing excessiveness un
of the cars of a street railway company which is princi der that rule, since the assessments were not conclusive but
pally engaged in interstate commerce shall never be per were subject to review, and the courts cannot review the un
mitted to be below 50 deg. Fahr. must be deemed to be disclosed and concededly indescribable methods followed by
invalid as unreasonable, where the undisputed testimony the State board. (People ex rel. Third Ave. Ry. Co. v. State
shows that it is impossible in the operation of the cars Board of Tax Commissioners (City of New York, Interven
to keep them uniformly up to this temperature, owing to er); People ex rel. Wallace et al. v. Same; 'People ex rel.
the opening and closing of doors, and other interferences Kingsbridge Ry. Co. v. Same, 106 Northeastern Rep., 325.)
that make it impracticable. (South Covington & Cincin New York.—Rights of Transfer Passenger to Travel by
nati St. Railway Co. v. City of Covington, 35 Supreme Most Direct Route.
Court Rep., 158.) A passenger on a street railway car is entitled to be car
Massachusetts.—Crossings of Transmission Lines Over ried to his destination by the most direct route, Hence,
Highways—Abolition of Grade Crossings. where he was accepted on a short service car, which necessi
Where a railroad right-of-way crosses a public highway tated a transfer to a through car, the company cannot re
the land is subject to both easements, each to be exercised quire him to transfer to a parallel line further over, except
reasonably with reference to the other, and under such cir for some most cogent reason, and a mere statement that
cumstances electric wires may be carried over the tracks in such requirement was to avoid congestion and for the con
a proper way without liability to the railroad company. venience of passengers is no reason. (Goodman v. New York
Where grade crossings are abolished in accordance with Rys. Co., 150 New York Sup., 702.)
Stat. 1906, Chap. 463, Part 1, Sees. 29-45, the two conflicting New York.—Transfers Required Between Two Allied Com
easements of the railroad company and of the public in the panies.
street are separated, and an electric company authorized to Public Service Commission Law (Consol. Laws, Chap. 48)
string its poles and wires in the street cannot place its poles Sec. 49, Sub. 7, provides that every street service railroad
over railroad tracks which have been elevated above the corporation entering into a contract with another such cor
street. (N. Y. C. & H. R. R. v. Central Massachusetts Elec poration, as provided in Sec. 78 of the Railroad Law (Laws
tric Co., 106 Northeastern Rep., 566.) 1890, Chap. 565, as amended by Laws 1905, Chap. 695),
Minnesota.—Ordinance Requiring Additional Line. shall carry between any two points on the railroads any
Under the reserved authority of the city to order the con passenger desiring to make a continuous trip for a single
struction of new lines of street railway, the city may direct fare, and such corporation shall, without extra charge, give
whether a new line shall be a single or double track line, and to each passenger paying a single fare a transfer entitling
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 197
the passenger to one continuous trip to any point of any Massachusetts.—Negligence May Be Imputed to Child Nine
railroad embraced in such contract, and for every refusal Years Old.
to comply with the subdivision the corporation shall for Plaintiff, a boy of nine years, was injured while crossing
feit $50 to the aggrieved party. Railroad Law, Sec. 78, behind a street car by being struck by another car on the
provides that any railroad corporation may contract with opposite track. He was familiar with the locality, and al
another for the use of their respective routes and that such though alone there was nothing to distract him from caring
contracts shall be executed by the contracting corporations for himself. There was no evidence that he listened for an
under their seals, and, if it be a lease of any such road and approaching car, and though he testified that he looked
for a longer period than one year, it shall not be binding twice in the direction from which the car approached and
unless approved by the votes of stockholders owning at did not see it, there was no evidence to show that he could
least two-thirds of the stock of the corporation. Held, that not see the car which struck him from the place where he
where two street railroad corporations, though separate looked. Held, that plaintiff was guilty of contributory neg
corporate entities, had the same office, officers and directors, ligence as a matter of law. (McManus v. Boston Elevated
and used and equipped cars interchangeably, paid operating Ry., 103 Northeastern Rep., 284.)
expenses from the gross receipts of both, and were for all Massachusetts.—Duty to Inspect Car Equipment.
practical purposes one line, a passenger on one road could The plaintiff was injured, while a passenger, by the
require a transfer to the other without extra charge, and breaking of a bolt in the back of a seat against which she
could recover the statutory penalties for refusal to issue was leaning. The bolt had a break which was invisible
such transfer, notwithstanding there was no written con when it was in place, but it could have readily been re
tract between the corporations for the lease of one of the moved for inspection. The cars had been in use for five
lines and though the arrangement between the companies years, and there was no evidence that the bolt had been
was purely informal. (Catalano v. International Ry. Co., inspected during that time, although it was an important
145 New York Sup., 1005.) bolt and in a position which subjected it to strains. Held,
New York.—Temporary Injunction Restraining Construc that the question of defendant's negligence was one for
tion of Elevated Railway. the jury, and that it was error to direct a verdict in its
The reconstruction of an elevated railway, so as to de favor. (Murphy v. Milford, A. & W. St. Ry. Co., (two
stroy to a greater extent than before an abutting owner's cases), 210 Federal Rep., 138.)
easements of light, air and access, would be enjoined on a Massachusetts.—Injury to Passenger from Person Not in
preliminary motion, where there was no material disputed Employ of Company.
question of fact, instead of awaiting the trial of the action, Where a passenger, who entered a closed subway car
pending which the structure would probably be completed. through its front vestibule, put her hand back of her on
(Rothschild v. Interborough Rapid Transit Co. et al, 147 the jamb of the door to save herself from being thrown
New York Sup., 1040.) forward when the car started and someone not in the serv
ice of the carrier shut the door on her thumb, the carrier
LIABILITY FOR NEGLIGENCE was not liable, where it was not the custom or duty of its
Connecticut.—Injuries to Alighting Passenger from Car servants to close the door. Tracy v. Boston Elevated Ry.
Overhang. Co., 105 Northeastern Rep., 351.)
Plaintiff, having assumed a position, when she alighted Massachusetts.—Car Passing Stationary Car.
from a car, which was apparently free from danger and The operation of a car on one track on approaching a
without knowledge of the actual danger from the overhang stationary car on another, in violation of the rule requir
of the car as it rounded the curve at such point, was not ing the slowing down of a car and the sounding of the
guilty of contributory negligence as a matter of law. gong when passing a stationary car, is negligence. (Emery
(White v. Connecticut Co., 92 Atlantic Rep., 411.) v. Boston Elevated Ry. Co., 105 Northeastern Rep., 889.)
Illinois.—Liability to Employee Riding on Pass. Missouri. — Responsibility for Panic Following Controller
A provision on the back of a free transportation ticket Explosion.
furnished to a street car employee releasing the company The explosion of a car controller is prima facie evidence
from all liability for personal injuries, was void, where the of negligence, and imposes on the company the burden of
relation of carrier and passenger existed between the com showing that the explosion was due to unavoidable accident.
pany and the employee. Klinck v. Chicago City Ry. Co., 104 The death of a passenger pushed from the rear platform by
Northeastern Rep., 669.) other passengers in their haste to leave the car after such an
Indiana.—Master and Servant; Injury to Motorman—Con explosion was the natural consequence of it, the test of lia
struction Work. bility being whether there was an appearance of imminent
In an action by a servant for personal injuries caused danger that reasonably should have been anticipated as too
by his having an unsafe place to work, the burden is on terrifying for passengers to face without alarm. (Agnew v.
the servant to show that the master had knowledge, actual Metropolitan St. Ry. Co., 165 Southwestern Rep., 1110.)
or constructive, of the dangerous condition long enough be Missouri.—Boarding Moving Elevated Car.
fore the accident to have repaired it or to have given the One who attempted at an elevated station to board a mov
servant timely warning of its condition. ing car, the gates of which were being closed, is guilty of
A motorman operating a car drawing a plow on an un contributory negligence as a matter of law, where the step
completed track on which no passenger or freight trains of the car was within a few feet of the end of the platform,
had been run was engaged in construction and assumed all at which point the company maintained a sign warning the
risks incident to the service. (Egan v. Louisville & S. I. public against boarding moving cars. (Speaks v. Metropoli
Traction Co., 103 Northeastern Rep., 1100.) tan St. Ry. Co., 166 Southwestern Rep., 864.)
Indiana.—Liability to Employee Riding on a Pass. Nebraska.—Injury to Passenger Riding on Steps.
Where a street railway regularly furnished .its servants A person standing on the steps of a moving street car, be
with passes to and from their work, a stipulation in such ing unable to secure a seat or standing room within, is pre
passes exempting the company from liability for injuries sumed to be there with the consent of the servants in charge
caused by its negligence is uninforceable, being contrary of the train. (Kadner v. Omaha & C. B. St. Ry. Co., 151
to public policy, the issuance of the passes being one of Northwestern Rep., 169.)
the considerations for the employment. (Indianapolis Trac New Jersey. — Injury to Pedestrian at Corner from Car
tion & Terminal Co. v. Isgrig, 104 Northeastern Rep., 60.) Overhang.
Kentucky.—Degree of Care Required to Prevent Injury to In view of the well-known fact that in rounding a curve
Property. the rear end of a street car will swing beyond the track and
A street railway is bound to use extraordinary care only overlap the street to a greater extent than the front, the
for the protection of its passengers, and, where its car left motorman is justified in presuming that an adult person
the tracks and injured adjacent property, it was not negli standing in the street near the track, who is apparently able
gent if it used ordinary care to discover obstructions which to see, hear and move, having notice of the approach of the
caused the accident. (Kentucky Traction & Terminal Co. car and of the existence of the curve in the track, will draw
v. Bain (two cases), 170 Southwestern Rep., 499.) back far enough from it to avoid being struck by the rear of
 198 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

"the car as it swings around the curve in the usual and ex the accident being due to the sudden and unexpected shy
pected manner, and under such circumstances it is not negli ing of the horse, there was no presumption of negligence
gent operation on the part of the motorman to continue the on the part of the defendant railway company, the burden
progress of the car without warning such person of the pos was on plaintiff to prove actual negligence. (Kurts v. Phil
sible danger of collision with the rear of the car, because of adelphia Rapid Transit Co., 90 Atlantic Rep., 525.)
the swing, if he remains in the same position. (Miller et al. South Carolina.—Power of Headlight Proper Question for
v. Public Service Corporation of New Jersey, 92 Atlantic Jury.
Rep., 343.) Evidence that a proper street car headlight would throw
New York.—Injury to Boy Who Climbed on Bumper. light on the track 200 yards ahead of the car, and that the
Plaintiff, with five other boys, climbed on the rear bumper headlight on the car by which decedent was killed only threw
of defendant's trolley car and claimed that he intended to a light from 35 to 50 ft., made it a question for the jury
pay his fare. After the car had gone a few hundred feet the whether the street car company was guilty of wanton negli
conductor came toward the boys, called to them to get off gence in not having a proper headlight. (Kirkland v.
-and made threatening gestures but was too far away to Augusta-Aiken Ry. & El. Corp., 81 Southeastern Rep., 306.)
cause serious apprehension. Plaintiff and his companions Texas.—Injuries to Persons on Tracks.
sprang from the car, landing on their feet, when plaintiff Where an intoxicated man negligently stepped in front
ran onto the opposite track without looking for a car and of an approaching street car, his would-be rescuer stands
was struck by a car going in the opposite direction. Held, in the same position as the intoxicated man, and the negli
that the facts were insufficient to raise an inference of ac gence of the latter is attributed to the rescuer, so that no
tionable negligence on the part of the conductor in forcing recovery can be had against the street car company, though
plaintiff from the car by threats of personal violence. (Luter its servants were also guilty of negligence. (Scates v. Rapid
v. Union Ry. Co. of New York, 145 New York Sup., 893.) Transit Ry. Co., 171 Southwestern Rep., 503.)
New York.—Application of Sand and Brakes on Rainy Day. Utah.—Conductor's Assent to Passenger Alighting from
An error of judgment by a motorman as to the time when Moving car.
he must apply sand and brakes on a rainy day, to avoid col Where a passenger on a street car, which he thought
lision, is not negligence as a matter of law. (Koster v. Co would follow one route, upon discovering that it had turned
ney Island & B. R. Co., 151 New York Sup., 56.) off, requested a transfer from the conductor so that he
New York.—Third-Rail a Nuisance on Highway. could catch a car following, and the conductor said that
Where an electric third-rail used by a railroad to furnish he could get off as the car was moving slowly, the pas
motive power projected into a highway crossing unnecessar senger's attempt to alight in accordance with the sugges
ily, it was a nuisance, and the railroad was liable for an in tion of the conductor is not contributory negligence as a
jury occasioned thereby. (Bloss v. Oneida Ry. Co., 147 New matter of law (quoting Paul v. Railroad, 30 Utah, 30, 83
York Sup., 728.) Pac. 564). (Gaines v. Ogden Rapid Transit Co., 141 Pacific
Ohio.—Traffic Agreements—Personal Injuries. Rep., 110.)
When one company makes an agreement with another Washington.—Company Not Liable for Injury to Employee
company, under authority granted by Sec. 3443—17, Rev. Riding on Pass.
Stat., for the joint use of its tracks, it is liable for injuries Even though an employee of a common carrier was prom
caused by the actionable negligence of its licensee thereon. ised free transportation as part of her compensation, yet
The statute does not provide exemption from such liability, where, on applying therefor, she was required to and did
and as against the public it will not be implied. (Quigley v. sign an application stating that the pass issued was a mere
Toledo Rys. & Light Co., 105 Northeastern Rep., 185.) gratuity and based on no consideration, she thereby waived,
Oregon.—Injuries to Persons on Track. as she had a right to do, the benefit of her prior contract
Where there is evidence that a railroad acquiesced in for free carriage, and hence would be a mere gratuitous
the use of a bridge as a footway by the public, an instruc passenger for whose injuries caused by negligence the car
tion requiring of the railroad only the lowest degree of care rier was not liable. (Hageman v. Puget Sound Electric
for the protection of a person on the bridge was error. Ry., 141 Pacific Rep., 1028.)
(Doyle v. Portland Ry., Lt. & Pr. Co., 143 Pacific Rep., 624.) Washington.—Injury to Infirm Passenger from Sudden
Oregon.—Measure of Damages for Death Under Employ Start.
ers' Liability Act. Where an infirm passenger walking on crutches entered
The measure of recovery for death under Employers' a street car it was the duty of the conductor not to direct
Liability Act (Laws 1911, page 17) Sec. 4, giving a right the starting of the car until the passenger had secured a
of action for death caused by a violation of the act, is the seat. (Rice v. Puget Sound Traction, Light & Power Co.,
pecuniary loss sustained, and the jury may not consider as 141 Pacific Rep., 191.)
element of damages deprivation of comfort, society, sup Wisconsin.—Injuries to Passenger from Car Overhang.
port and protection. (Fisher v. Portland Ry., Light & Plaintiff having often boarded street cars before they
Power Co. et al., 145 Pacific Rep., 277.) rounded a corner where she desired to board a car, ap
proached the usual stopping place without notice of an
Oregon.—Violation of Fender Ordinance Negligence Per Se. ordinance requiring the car not to stop until it had turned
The operation of street cars not equipped with a fender the corner. The motorman signaled her to go to the far
as required by a valid city ordinance, from which an in corner, which she started to do. The car was then ap
jury to a child upon the track resulted, was negligence per proaching a curve at about 3 m.p.h., and the speed was in
se. (Rudolph v. Portland Ry., Light & Power Co., 144 creased to 6 m.p.h. before the car got around the curve,
Pacific Rep., 93.) which was on a grade, and, as it did so, plaintiff was struck
Pennsylvania.—Master and Servant—Breakage of Coupling. by the outswing of the car. Held, that there was no evi
Where, in a street railway brakeman's action for in dence of actionable negligence on the part of the carrier.
juries from falling between two freight cars being shifted (Kuhn v. Milwaukee Electric Ry. & Light Co., 149 North
by defendant's motor, it appeared that the cause of the ac western Rep., 220.)
cident was a jar due to the sudden application of power Washington.—Duty of Pedestrian at Street Crossing.
by the motorman causing the coupling to part, and there While one about to cross a street railway track is not
was no evidence that the coupling was out of repair or under an absolute duty to stop, look and listen, he cannot,
defective or different from those in ordinary use, a nonsuit with knowledge that a street car is approaching, step heed
was properly entered on the ground that the proximate lessly in front of it, under the assumption that it will not
cause of the accident was the act of plaintiff's fellow serv overtake him.
ant in the management of the motor. (Cover v. Conestoga Though a street car may have been operated at an ex
Traction Co., 92 Atlantic Rep., 495.) cessive speed, the company is not liable for injuries to
Pennsylvania.—Injury to Passenger on Running Board. plaintiff from being struck by the car, unless the excessive
Since, in an action for the death of a passenger from colli speed was the proximate cause of the injury. (Beeman v.
sion with the shafts of a passing vehicle while he was stand Puget Sound Traction, Light & Power Co., 139 Pacific Rep.,
ing on the running board of a crowded summer trolley car, 1088.)
 JULY 31, 1915] ELECTRIC RAILWAY JOURNAL 199

News of Electric Railways

BOARD APPROVES DETROIT CONTRACT sion that outside of a part of the $1,000,000 due on June 1,
1916, it will never be necessary to call on the city to issue
Terms of Contract Published by Board of Street Railway any of its own bonds to meet payments, but the earnings of
Commissioners—Procedure Outlined for Fixing the railway, plus the borrowing power based upon the pledge
of future earnings, will take care of all future payments."
Price and Transferring Railway to City
The board of street railway commissioners of Detroit on COMPLAINT FILED AGAINST CITY
Wednesday made public the text of the contract which it
has approved for the purchase of the lines of the Detroit Puget Sound Traction, Light & Power Company Alleges
United Railway within the one-fare zone. Publication was Policy of Harassments Is Being Pursued by the
also made of the amendment to the city charter which must Municipality of Seattle
be passed by three-fifths of the voting electorate before the
contract can be carried out by the city. The contract will The Puget Sound Traction, Light & Power Company,
be submitted to the stockholders of the railway on Aug. 2. Seattle, Wash., on July 23 filed a complaint against the
If they accept the contract, as officials of the company will city of Seattle with the State Public Service Commission,
recommend to them, the street railway commissioners will alleging that the municipality has entered into a campaign
take steps to have the Common Council name a date for the of harassments against the company. In filing the com
submission of the purchase question to the electors. It is plaint the company asks that a date for a hearing be fixed,
understood that the election, if one is called, will be held and that an order be entered declaring the provisions in its
about the middle of September. franchises requiring payment for bridges, paving, filling and
The contract provides that the price of the lines within maintenance of streets, and the payment of a percentage
the one-fare zone shall be fixed by the Circuit Court of of the gross receipts of its railway system, discriminatory
Wayne County, sitting as a Court of Chancery. The right and void.
of appeal to the State Supreme Court is reserved for both The company sets forth that in accepting its franchises
parties under an agreement that the decision of the latter it was with the understanding that the corporation should
tribunal shall be final and binding upon both. not be harassed by the city of Seattle. Instead of following
It further provides that the property shall be delivered to that policy, the city has entered into competition in the
the city on a specific date to be fixed by the circuit judges, light and power field and in the operation of street railway
which shall be decided within thirty days after suit has been lines, and has adopted a program of harassments, causing
started to fix the price. This provision allows the city to the company to lose large sums of money in defending
take possession of the lines within sixty days after the elec itself against demands made in conflict with the terms of its
tion, inasmuch as the suit must be started within thirty franchises. One specific instance cited is the fact that the
days after election. City Council passed an ordinance requiring the sale of
The contract provides that the city shall accept the prop twenty-five tickets for $1, or six for 25 cents, in conflict
erty subject to, and shall pay, the existing mortgages upon with the franchises, and that before the court nullified the
the property delivered to the extent of the price fixed by ordinance the requirement cost the company approximately
the court, and the balance of the mortgage debt, if any, shall $60,000 in loss of revenues.
be discharged on maturity by the railway. If the price ex The complaint also cites the fact that paving improve
ceeds the mortgage debts, the excess shall constitute a lien ments planned by the city will cost the traction company
on the property. The city shall be obligated for the exist $223,000 in paving that portion occupied by tracks, and
ing mortgages only to the amount of 2 per cent of the as that the 2 per cent of the gross earnings paid into the city
sessed valuation of the city (about $11,000,000). The yearly amounts to about $70,000. The petition prays that
amount, not to exceed the prescribed 2 per cent, shall be the company be relieved of these burdens. The complaint
fixed in the decree and shall consist of at least $1,000,000, further refers to the passage of a bill requiring the com
falling due on June 1, 1916, and of a portion of the first pany to build a line on East Union Street, where it had no
consolidated mortgage falling due on Jan. 1, 1932. All of franchise, and the effort made to convict officials of the
the purchase price in excess of the amount assumed as a company in criminal proceedings for failure to build such
personal obligation by the city shall be secured by a lien a line.
due on or before Jan. 1, 1932. Payment of this sum shall be The entry of the jitney bus as a common carrier com
provided for from a sinking fund to be set aside from the petitor is further cause for complaint. It is stated that
earnings of the lines. Interest on the mortgage indebtedness the city, in the autumn of 1914, without lawful authority,
which the city assumes is also to be paid from earnings. issued licenses to more than 500 jitney buses to operate as
Provision is made that in order to bind all the mortgage common carriers along lines of the street railway. The
bondholders to the terms of the contract, the trustees of the company asserts that its loss of revenues from Nov. 1 to
mortgages shall be made party to the suit. The railway April 1 has amounted to from $45,000 to $60,000.
agrees that they shall all enter their appearances in the Reference is also made to the practice of the city light
suit "in order that all persons interested may be before the ing department in making excessive charges for street
court, all interests protected and a perfect title passed." lighting, paid by the general public, in order that rates may
Accompanying the contract and charter amendment, the be reduced to private and small consumers. This excess
commissioners issued a statement explaining from their charge, it is said, amounts to $80,000 per year. In other
point of view what the contract really contained. They urge words, the city charges itself for street lighting $80,000 a
that the people trust the Circuit Court judges to give justice year more than what the same service could be obtained
to both parties, and indicate their idea of what the city can for from the complainant.
accomplish through municipal ownership in the following P. R. T. OUTLINES OBJECTIONS
language:
"The whole plan of the commission is to pay for the en Philadelphia's application for a certificate of public con
tire property and its extensions out of earnings, but this in venience, the next step toward building the Broad Street
volves a longer time than sixteen years. If no extensions subway and the Frankford elevated, was argued on July 26
were necessary, the profits would pay the purchase price in Harrisburg before the Pennsylvania Public Service Com
and operating charges at the present rates of fare by 1932, mission. Appearing in opposition to granting the certifi
but as extensions and improvements are necessary to a large cate were E. A. Ballard, chief counsel Philadelphia Rapid
extent, a longer term will probably be necessary, and in the Transit Company; Ruby R. Vale, counsel for D. E. Dallam,
meantime two methods of procuring the necessary addi whose suit for an injunction was described in the Electric
tional capital have been provided by the charter amend Railway Journal of July 24; and Charles L. Fluck, of the
ment. (Pledge credit of city up to $11,000,000, and pledge Northwest Business Men's Association. City Solicitor Ryan
earnings of lines.) was present on behalf of the municipality, and A. Merritt
"It is the confident belief of the members of the commis Taylor, Director of City Transit, was the sole witness heard.
 200 ELECTRIC RAILWAY JOURNAL [Vol. XLVL_ No. 5
All parties will submit briefs, which must be on file within car having its own motors was equipped with fenders
ten days from July 30. which were approved by the municipal board in accordance
After Director Taylor had offered testimony that the city with the company's franchise.
was legally qualified and financially capable of building the In connection with these points the commission decided
lines in question, Mr. Ballard announced the arguments mostly in favor of the company. It stated that it was
that the company will submit in an effort to hold up con not satisfied that the fenders at present in use were unsafe
struction of those lines. The company's brief will cover or inadequate. Until some type was offered which could
these points: be employed in the narrow streets of Manila with more
1. That by the act of March 23, 1866, the city of Phila decided advantage, the defendant company would not be
delphia is prohibited from constructing a railroad on or obliged to make any change. Moreover, in the light of local
along Broad Street. conditions, the commission was unable to find that the
2. That by the act of March 26, 1873, which virtually present brake equipment was inadequate and unsafe. In
formed a contract between the State of Pennsylvania and view of the results of the investigation of the company's
the Thirteenth and Fifteenth Streets line, it was set forth personnel, the commission found that the employees were
that no other line should be built along Broad Street. Ac adequately trained for the operation of the cars.
cording to Mr. Ballard, the Supreme Court has decided that
this contract cannot be abrogated except by condemnation ULTIMATUM IN DES MOINES
proceedings, and such proceedings have not been instituted.
3. That the contract of 1907, section 3, provides that The Harris Trust Company, Chicago, which controls the
Councils shall determine the routes and other conditions un Des Moines (Iowa) City Railway, has delivered an ulti
der which railway lines shall be built, and that the Phila matum to the Des Moines Council, through the Des Moines
delphia Rapid Transit Company shall have ninety days' Chamber of Commerce, in regard to the local franchise sit
option on the right of building necessary lines. uation, which has been hanging fire for several months.
The amount of capitalization has been the question which
all former attempts at a franchise agreement have failed
MERALCO INCOME FOUND ADEQUATE to solve. The company, reducing its capitalization from
$5,400,000 to $5,000,000 in an effort to meet the issue, has
Commission Reports on Financial Ability and Service of been unable to appease Mayor Hanna, who demands a
Manila Electric Railroad & Light Corporation— figure of less than $5,000,000. A committee of the Cham
Fenders, Brakes and Training Suitable ber of Commerce, trying to mediate the differences between
the City Council and the company, recently went to Chi
The Board of Public Utility Commissioners at Manila, cago and sought to have the capitalization figure reduced
P. I., recently handed down a full decision covering various from $5,000,000. The substance of a letter in reply to this
points raised in the investigation of the Manila Electric effort follows:
Railroad & Light Corporation. The company's contention 1. The Des Moines City Railway will not consider or
that under existing rates its revenues from transportation discuss any further reduction of capitalization, which means
are not sufficient to provide for the adequate maintenance that it will not continue the negotiations unless a capital
and depreciation of the property used in the service, the ization of $5,000,000 is recognized.
safeguarding of the investment therein and a reasonable 2. Unless a settlement of the franchise is secured, the
return thereon, is not sustained. The commission expresses company will fight its receivership through with the pur
its belief that the city of Manila is paying such a return pose of attempting to override the decision of the State
on the investment as would entitle it to a thoroughly ade Supreme Court and secure a decision in the Federal Court
quate and up-to-date service. that the franchise voided by the State Court is perpetual.
In rendering its final decision, the board took into con 3. The owners of the system are tired of being pushed
sideration the full financial statement of the cost of the by the city hall officials and now regret the $1,000,000
property operated as of Dec. 31, 1913. This was obtained spent in improvements since the dispute started. If the
from the holding company incorporated in New Jersey. company had obeyed the order of the Supreme Court and
The total investment shown by it on that date was 10,- torn up its tracks, the City Council thus would have been
630,283 pesos, as compared to 11,107,300 pesos, the valua forced by public sentiment to a settlement as the result of
tion set by Manager Duffy a year ago for the local hold public inconvenience.
ings. Several items on this statement were not allowed, The company is still willing to try for a franchise if a
however, and the final estimate of the capital investment basis of agreement can be reached, but at present negotia
made by the board was between 7,500,000 and 8,000,000 tions are at a standstill while members of the Council and
pesos. the Chamber of Commerce committee are on vacations.
In its decision the board took up numerous points in
connection with the street car service in Manila, com RHODE ISLAND ARBITRATION BEGUN
plained of by the Philippine Chamber of Commerce. In
conclusion it required the company to use vacuum cleaners Arbitration proceedings were begun on July 26 at Provi
on its cars during the dry season, to prohibit expectorating dence, R. I., between the Rhode Island Company and its
in the cars and the placing of the feet on seats by pas employees to fix wages and hours of labor. James H.
sengers, to brace all its open cars both longitudinally and Vahey, Boston, Mass., represented the employees' union,
transversely, to treat the roofs of all cars with waterproof and James M. Swift, Fall River, Mass., appeared as counsel
preparation before the setting in of the rainy season, to for the company. President A. E. Potter was the principal
provide all car windows with clutches, to prohibit passen witness.
gers from riding on the sideboards or side steps of the Mr. Potter stated, in answer to inquiries, that his salary
open or closed cars, and to prohibit all overcrowding of is $12,000 per year. Upon consultation, it was agreed that
passengers either on the front or rear platforms of open a list of the salaries of various other officials should be
or closed cars. filed confidentially with the arbitration board, in order to
The attention of the board had been called to street avoid the effects of publicity. Mr. Potter said that the com
railway accidents which had occurred in Manila, with the pany in conference proposed an increase to the employees,
charge that these were caused by defective brakes, im the offer being a guarantee of six hours per day at 25 cents
proper training of motormen and inadequate inspection of per hour minimum, with 0.5 cent increase if the revenue in
rolling equipment. In answer to these complaints the com creased, and a further increase of 1 cent if the revenue in
pany had asserted that the street railway accidents in creased further. This was in place of arbitration, and was
Manila were comparatively infrequent; that the motormen made particularly for the benefit of the spare men, as far
were subject to physical examination and were duly in as hours of labor were concerned. The regular men out
structed before being allowed to take charge of cars; that number the spare men by about two to one. The present
all cars and equipment were inspected once in every forty- wage scale is from 23 cents to 28.5 cents per hour. Mr.
eight hours; that owing to the fact that there were no rains Potter said that the 0.5 cent increase offered was contingent
and the rails were always dry and clean and the cars not upon an increase of 2 per cent in the gross earnings of the
heavy, the brake equipment was adequate, and that each coming year, the adjustment being made quarterly. He
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 201
said that it was impossible to eliminate finances from con cannot make the track a part of its system. The portion
sideration in discussing wages. of Yonge Street dealt with must be regarded as the pro
Mr. Potter felt that the men are getting a living wage, posed site for an extension of the company's railway, which
and that an increase is not necessary as the men are liv brings it under the conditions respecting such extensions.
ing reasonably well. He could not see how the men de In the judgment Chairman Mclntyre took a thrust at the
serve an increase when those on other roads are getting city for causing inconvenience to the public by tearing up
less and could be employed for less. During the strike the the tracks. Referring to the number of complaints re
company did not try to get these men. None were adver ceived from residents and ratepayers of the district, Mr.
tised for, and the company took only those that came along Mclntyre pointed out that the city acted within its strict
and applied for work. Mr. Potter said that if fares could legal rights and that the board was obliged to determine
be increased he would like to see the employees get higher the issue solely upon that basis. He added: "If the city
wages. The company has 1000 cars representing an in authorities have caused discomfort and loss to citizens by
vestment of $5,000,000; 400 miles of track representing destroying, needlessly and in haste, property which might
$15,000,000; a $5,000,000 power plant and a tunnel worth under some interim arrangement have continued to serve
$1,000,000. The physical characteristics of the system were the transportation requirements of a portion of the com
briefly reviewed, and Mr. Potter said that more than half munity, the citizens must carry their complaint to the city
of the men have worked over four years for the company. authorities."
He considered platform work unskilled labor, comparing
the motorman to a truck driver and the conductor to a DEADLOCK ON TOLEDO DRAFT APPROVAL
clerk. Until late in the afternoon of July 29 the franchise com
Recalled to the stand on the second day, Mr. Potter said mittee and representatives of the Toledo Railways & Light
that in his opinion the fact that the men receive free trans Company, Toledo, Ohio, discussed the question of whether
portation and overtime compensation offsets the time re the committee should recommend the tentative draft of the
quired to work up conductor's day cards. On the entire sys franchise to Council and whether that body will take action
tem from thirty to forty accident reports are usually made on it or simply file it for reference to the voters at a refer
out, covering minor troubles as well as serious difficulties. endum election. It was not possible, however, to reach any
Some of the men find suburban runs more difficult than agreement, and the meeting was finally adjourned until the
those in Providence. The witness did not feel that the work afternoon of Aug. 3.
in Providence is more difficult than that in other places. He At the conference on July 28 a deadlock between the com
thought that in Springfield, Mass., and Pawtucket, R. I., the mittee and Henry L. Doherty developed on this point. Mr.
work was more difficult. Counsel for the union initiated a Doherty said the negotiations would be of no avail if Council
line of questions relative to the comparative cost of living did not take some action on the tentative draft before it is
in Providence and elsewhere, but on objection of counsel for sent to the people. He continued:
the company this topic was withdrawn before the board "I would rather go to the people with Council's rejection
ruled, on the ground that it would unduly lengthen the pro and say this administration has failed to do its plain duty
ceedings. Relative to the quality of work done in the shops, than have Council sit back and take no action whatetver.
Mr. Potter said that in the opinion of some of the foremen This draft is according to your views and you frankly state
the work has been done less well since the organization of that it protects the people. They are entitled to know the
the union. result of your work and to ask you whether the draft is a
good one or not."
HASTY BUT LEGAL ACTION IN TORONTO Member F. M. Dotson said that he believed the report to
Chairman D. M. Mclntyre of the Ontario Railway & be made to Council would accomplish the purpose of a rec
Municipal Board has issued his judgment upon the Toronto ommendation, and that the Council members believed the
Railway's application for an order compelling the city to proposed franchise would provide for "a well-operated sys
relay the tracks on Yonge Street. The judgment, which is tem, good service, minimum rates and a workable plan for
in favor of the city, is, in effect, that the purchase of the obtaining municipal ownership." Mr. Doherty replied that
Toronto & York Radial Railway's tracks and equipment by if the committee would say that in so many words to Coun
the Toronto Railway did not give the company the legal cil, it would be all he would ask. Mr. Dotson, however,
right to operate the section of line referred to, and that would not agree to that, and insisted that Council could only
while the company has franchise rights on the street it can receive and file the report. He argued that if Council ac
exercise them only by complying with the terms of the cepts and files the draft, the act would show that it is satis
general agreement—by submitting plans to the city engi fied. Mr. Doherty asserted, however, that such a course
neer, etc., for a new line or extension. would mean dodging the issue and that all he wanted was
The appeal to the board arose out of the action of the for Council to declare itself one way or the other. If the
city on June 26 in tearing up 1320 ft. of track south of draft is not recommended, then some other course can be
Farnham Avenue, immediately after the Toronto & York taken to get it to the voters. "We do not want to be placed
Radial Railway franchise for that part of Yonge Street in a position where Council, after accepting the report, can
expired. The Toronto Railway, which had a few hours be go out and fight the franchise," said Mr. Doherty.
fore purchased the track and overhead equipment, intend N. Y. CONTRACTS LET AND APPROVED
ing to give a service on that section, appealed at once to
the board for an order restraining the city from proceed A contract for the installation of tracks on the New
ing further and for an order compelling the city to relay Utrecht Avenue elevated railroad in Brooklyn has been
the tracks, claiming that since the Toronto & York Radial awarded by the commission to Ward & Tully, Inc., the low
Railway franchise had expired the Toronto Railway auto est bidders, for $71,355. The work must be completed
matically came into possession of rights on the stretch. within five months after the delivery of the contract. The
Counsel for the city denied the jurisdiction of the On New Utrecht Avenue line is a three-track elevated rail
tario Railway & Municipal Board to deal with the matter, road, extending from Thirty-eighth Street, Brooklyn, over
and held that in any case the city was within its rights the route of the so-called West End line of the Brooklyn
in removing the tracks. The only way the company could Rapid Transit Company to Coney Island. It will be oper
operate there was by submitting plans for tracks, etc., to ated by the New York Consolidated Railroad Company as a
the city engineer in the regular way. The board, after branch of the Fourth Avenue subway.
asserting its jurisdiction, proceeded in the judgment to The commission has approved the plans and form of
deal with the claim of the company that it acquired a fran contract for the supply of special work for the new rapid
chise right on the section of Yonge Street referred to when transit system in Queens and will open bids on Aug. 18.
the Toronto & York Radial Railway franchise expired. The special work consists largely of frogs and switches
This claim, which was not argued by the city, the board and will be used upon the new elevated railroad from the
finds to be a just one, but by referring to the terms of the Queensboro Bridge to Corona, on the junction section on
agreement between the company and the city the board the Queensboro Bridge Plaza, for the new elevated railroad
takes the position that while the franchise right exists and from the Queensboro Bridge to Astoria, and for the exten
the company owns the tracks and overhead equipment, it sion of the Queensboro subway from its present terminus
 202 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 5
at Jackson and Van Alst Avenues, Long Island City, Railway relative to arrangements for the removal of trolley
through Davis Street and Ely Avenue to the Queensboro poles in~the heart of the business district between State
Bridge Plaza. Street arid the Union Station. The company has consented
The commission has approved plans and form of con to meet the cost of substituting span suspensions with at
tract, submitted by the New York Municipal Railway Cor tachments to abutting buildings for the existing poles, the
poration, for the erection of steel, construction of tracks, estimated outlay being about $5,000. About forty property
etc., on the Broadway elevated railroad in Brooklyn be owners are to be visited by the commission, and to each will
tween Myrtle Avenue and Aberdeen Street, in connection be submitted a form of agreement which gives the com
with the third-tracking of that line. The commission also pany virtually a license to attach span wires but nothing
approved the company's plans and form of contract for the in the way of an easement. If the owners consent, the City
supply of structural steel for widening and strengthening Council will be asked to grant the company the right to
the Myrtle Avenue elevated railroad from Willoughby string span wires over the sidewalks, and the Massachusetts
Avenue to Wyckoff Avenue for the third-tracking of that Public Service Commission will pass upon the plan.
line. The company must submit both contracts to public Public Utility Committee Drafts Report.—The completed
bidding. draft of the amendment proposed by the committee on
public utilities of the Constitutional Convention was made
Agreement with Employees Extended in Toronto.—The public on July 24. The proposed article will permit the
agreement that existed between the Toronto (Ont.) Rail Legislature to limit the courts' powers of review, a pre
way and the 2100 members of the company's employees' rogative the Legislature already possesses under the present
union for the last three years has been extended for another constitution. The other principal provisions are as follows:
two years. (1) The public service commissioners shall be constitutional
Electrical Prosperity Week Indorsed.—The Electrical officers. (2) The terms are fixed constitutionally at five
Supply Jobbers' Association has passed a series of resolu years. (3) The commissioners may be removed only by
tions indorsing "Electrical Prosperity Week" and giving its majority vote of the Senate upon "recommendation of the
whole-hearted support and co-operation to the movement. Governor stating grounds upon which such removal is
This week occurs Nov. 29-Dec. 4, 1915. recommended." (4) Each commission shall have the juris
New Line Opened in Washington.—On July 28 the Wash diction, powers and duties it now has, but nothing shall
ington Railway & Electric Company, Washington, D. C, prevent the Legislature from enacting laws changing such
put into operation a direct line between the northwest jurisdiction, powers and duties; except that the Legislature
suburbs of the city and the government buildings on Four shall not enact any law prescribing rates or standards of
teenth Street, south of the Mall. The line was established service until after it has received from one of the commis
as a connecting link on the Fourteenth Street line between sions a report thereon or until after the expiration of a
G Street and E Street, thus making the third north and prescribed period.
south line to intersect Pennsylvania Avenue between the Board of Estimate Favors Tube Plan.—The Board of
Peace Monument and the Treasury Building. On account Estimate and Apportionment of New York City on July 21
of the cut off, several changes were made in the route of unanimously adopted a resolution, introduced by President
other lines. McAneny of the Borough of Manhattan, to notify the Pub
Market Street Injunction Stayed in San Francisco.—The lic Service Commission for the First District of New York
injunction issued to prevent the operation of San Fran that in its opinion a tunnel should be substituted for the
cisco (Cal.) Municipal Railway cars over the outer tracks bridge plan for the connection of the new subway system
on lower Market Street, noted in the Electric Railway with the Borough of Queens under the East River at Fifty-
Journal of July 10, was stayed indefinitely on July 20 by ninth Street. It was also stated that the board was pre
a decision handed down by Judge Troutt of the Superior pared to supply the necessary funds for the tunnel work.
Court. In granting the city's petition Judge Troutt sup The total estimated cost for the tunnel plan would be
plemented his written opinion with the statement that he $4,740,000 as compared to $2,340,000 for the bridge connec
intended the stay to be effective until the United Railroads tion. The board was assured by contractors that the tunnel
of San Francisco could get a ruling from the Supreme could be completed within thirty months after the delivery
Court as to his right to intervene in the injunction proceed of the contract, which would be about the time it would
take to complete the unfinished sections of the new system.
ings. The Public Service Commission has withdrawn its objec
Injunction Issued in Montreal Franchise Case.—Justice tions to the tunnel plan and adopted a new route, No. 61,
Lafontaine in Practice Court on July 20 ruled that an in which will be a two-tracked subway under the East River
terlocutory injunction should be issued to restrain the from Fifth Avenue to the Queensboro Bridge Plaza.
Board of Control and the City Council from further deal
ing with the Montreal (Que.) Tramways franchise renewal PROGRAM OF ASSOCIATION MEETING
question, until such time as the Court shall have been af
forded an opportunity to enter upon deliberations as to the Railway Signal Association
merits of the allegations and counter-allegations arising
from the board adopting, on the vote of Mayor Martin and The Signal Appliance Association has issued Bulletin No.
Controllers E. N. Herbert and Thomas Cote, Controller 10. This submits information regarding the arrangements
Herbert's proposal of a thirty-year franchise agreement for the forthcoming convention of the Railway Signal Asso
with the company. ciation, which will be held in Salt Lake City, Utah, on Sept.
14-16. The bulletin states that there will be no official ex
New Pavement the Issue in East Cleveland.—The Cleve hibits at the convention, although informal exhibitions of
land (Ohio) Railway has notified the village of East Cleve devices at the meeting place will be encouraged. Arrange
land that it will not lay the new pavement between its ments have been concluded for a special train from Chicago,
tracks on Euclid Avenue through the town unless it is as leaving at 11.55 p. m. Saturday, Sept. 11, over the Chicago
sured of a renewal of its franchise in 1921. The company, & Northwestern Railway. The train will stop at Omaha,
however, wants to make the fare 5 cents and the village Ogden and Cheyenne to pick up passengers from connecting
has demurred. It has notified the company that the pave lines. It will arrive at Salt Lake City on Monday, Sept. 13,
ment will be laid, and the company held for the expense. at 6.10 p. m. No special trains have been provided for the
The village asserts that the company has no franchise for return trip.
a short stretch of its St. Clair Avenue line, and, if it does The headquarters of the convention will be at the Hotel
not do the paving on Euclid Avenue, the St. Clair Avenue Utah in Salt Lake City, and reservations for rooms are to
cars will be stopped until the bill is paid. This would be made by members and guests direct with the manage
necessitate some arrangement to take care of the passen ment of the hotel. No formal program for the committee
gers on that line, which is the only one reaching Euclid reports has been arranged at the present time, but Secre
Beach at the present time. tary Rosenberg of the Railway Signal Association will issue
Trolley Pole Agreement Reached in Springfield.—An a complete statement on the first day of the convention.
agreement has been reached between the city planning com The annual banquet of the association will be held on the
mission of Springfield, Mass., and the Springfield Street evening of Wednesday, Sept. 15.
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 203

tion the enlarged system will not be completed and ready

Financial and Corporate for operation on Jan. 1, 1917, as expected. A synopsis of
the company's rapid transit work shows that four tracks
ANNUAL REPORTS in the Centre Street loop have been completed; the Thirty-
eighth Street construction substantially progressed; the
Brooklyn Rapid Transit Company four-track Sea Beach line completed and placed in opera
tion; two tracks of the Fourth Avenue subway between
The comparative statement of income, profit and loss of Chambers Street and Sixty-fifth Street equipped and opera
the Brooklyn (N. Y.) Rapid Transit Company for the years tion thereover begun; Broadway and Myrtle Avenue connec
ended June 30, 1914 and 1915, follows: tion and the Lutheran Cemetery line completed; all of the
Per Liberty Avenue elevated extension completed except the
1915 1914 Cent
Revenue from operation : stations; first section of the Jamaica Avenue elevated ex
Transportation $26,096,265 $25,246,452 3.37
Miscellaneous 331,421 311,797 6.29 tension begun; third-tracking of the elevated lines pro
Total $26,427,686 $25,558,249 + 3.40 gressed; 300 new subway cars ordered, 160 of which have
been delivered; comprehensive contract for signal equip
Operating expenses : ment for rapid transit lines entered into and numerous ad
Maintenance of way and struc ditions to power plant supplied. The total expenditures for
tures $2,391,814 $2,021,647 + 18.31
Maintenance of equipment 2,401,841 2,315,990 -(- 3.71 rapid transit work by the New York Municipal Railway
Operation of power plant 1,553,177 1,463,283 6.14 Corporation to June 30, 1915, were $30,010,860. The pool
Operation of cars—trainmen's
wages 4,787,574 4,520,022 + 5.92 ing of earnings with the city, which began on Aug. 4, 1913,
Operation of cars—other ex shows a deficit to June 30, 1915, in meeting the company's
penses 1,744,690 1,696,132 + 2.86
Damages 607,700 543,885 + 11.73 preferentials of $545,413, and a deficit in meeting the city's
Legal expense in connection interest and sinking fund of $714,722.
with damages 261,153 219,758 + 18.84
General law expenses 53,406 65,097 —17.96 Among the items of maintenance, additions and improve
Other general expenses 819,754 822,856 — 0.38 ments on other than rapid transit lines, were the relaying
Freight and mail expenses 338,414 325,054 + 4.11
American Railway Traffic Com of 83,930 ft. of surface track; overhauling and repairing of
pany—expenses 834 823 + 3.76 an additional 96,072 ft. of surface track; the installation of
$13,994,552 + 6.90 154 pieces of special work; the laying of 146,578 sq. yd. of
Net revenue from operation .$11,467,305 $11,563,697 — 0.83 improved pavement; the renewal of 51,658 lin. ft. of track
Income from other sources.. 438,715 451,771 2.S9 on elevated lines; the painting of 22,593 lin. ft. of elevated
$11,906,020 $12,015,468 0.91 structure; the building of 140,508 lin. ft. of footwalk on
elevated structure, and the installation of 16,789 ties on ele
Deductions : vated track and 39,630 lin. ft. of timber guard rail.
Taxes $1,700,035 $1,752,879 — 3.01
Interest and rentals (net) . . 4,693,424 4,946,884 5.12 During the year the company expended in the mainten
. $6,393,459 $6,699,763 4.57 ance and improvement of the club rooms for employees,
in support of the pension system, in medical inspection
Net income . $5,512,561 $5,315,705 - 3.70 service and in sickness and death gratuities in cases not
The net income shows an increase of $196,856 or 3.7 per reached by the employee's benefit association, the sum of
cent over the preceding year, and in addition the system's $78,742. The system of compulsory medical inspection ac
reserves for depreciation were credited with $256,384 as complished during the past year a reduction in the amount
compared to a debit in the preceding year of $53,191. The of time lost by the operating employees on account of
figures for the current fiscal year include the operations of sickness of 13,485 days (or nearly 18 per cent) over the
the Coney Island & Brooklyn Railroad for the entire year, time lost in the year ended June 30, 1914. The milder
whereas for the preceding year those operations were in winter of 1915 accounted for about 7000 days of the total
cluded for only six months. The accumulated surplus on reduction. Making due allowance for this, however, there
June 30, 1915, after making sundry adjustments to the profit still remains a saving of upwards of 6000 days' work for
and loss account, and after the payment of dividends at the the year, or a reduction of 8.6 per cent over the sickness
rate of 6 per cent per annum on the entire amount of capi record of the year ended June 30, 1914. The system was also
tal stock outstanding during the year, namely, $74,520,000, accompanied by a reduction of 24 per cent in the number of
was $10,621,966, an increase of $889,377 over the surplus days' work lost by operating employees on account of ill
on June 30, 1914. ness.
The report calls attention to the fact that, excluding for On account of the high rate of insurance fixed by the
comparison the newly acquired Coney Island & Brooklyn New York Fire Insurance Exchange two years ago the com
Railroad lines, the passenger earnings of the system failed pany was obliged to insure its risks with London Lloyds,
for the first time in the history of the company to show a where a much lower rate was obtainable. Last year the
substantial increase over the passenger earnings of the local exchange offered a rate lower than Lloyds, and about
preceding year. Instead there was a decrease, which is 20 points lower than the rates fixed in the preceding year,
attributed to two main causes: (1) The general depression so that the insurance was placed for three years with do
in business and industry affecting Brooklyn as well as other mestic companies at an average rate of 0.25387, which has
portions of the country, reflected in a large number of men since been reduced to 0.23358. The company's insurance re
and Women out of work and a tendency toward economy in serve fund has reached $787,439, an increase of $188,242 dur
expenditures. (2) The very liberal increase in transfer ing the year.
facilities which went into effect on June 1, 1914, under order
of the Public Service Commission, whereby the total number Liverpool Corporation Tramways
of transfer points on surface railroads in the system was The report of the Liverpool (England) Corporation Tram
increased from 721 to 1008. The first year of operation ways for the year ended Dec. 31, 1914, shows that the total
under this order shows an increase of 10,552,274 transfer revenue for the year amounted to £722,307, operating costs
passengers carried, and a decrease of 2,141,700 cash passen (including rental of leased lines) £473,678, and gross profit
gers. This situation presented not merely a loss in revenue £248,629. The gross profit was apportioned as follows:
but occasioned an increase in expense by reason of the in Interest, £50,082; sinking fund and repayment of loans,
creased service required for the transportation of the large £63,726; reserve, renewal and depreciation account, £34,821,
number of additional transfer passengers. Of the total in and contribution in aid of the general rate, £100,000. The
crease of 6.9 per cent in operating expenses, nearly half, net profit for the year amounted to £134,821, a decrease of
or $456,018.38, was due to charges to maintenance of way £19,341 as compared with 1913.
and structures and equipment, and $267,551.52 to trainmen's The following figures may prove interesting in connection
wages. with the financial position of the tramway since it came
The report reviews the progress of work on rapid transit into the hands of the city: The total sum set apart for sink
lines under contracts with the city, and expresses the opin ing fund and redemption of debt up to Dec. 31, 1914,
ion that owing to delays in letting contracts for construc amounted to £1,177,949; reserve, renewal and depreciation.
 204 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5
£800,623; contribution in relief of rates, £572,898. In addi to meet not only the present but the future requirements
tion, the sura paid by the tramways since 1897 in rates and of the city and surrounding districts. The corporation lays
taxes amounts to £401,383. down various conditions which it would like to see fulfilled,
The number of passengers carried, miles run and traffic and asks if, in the event of the corporation undertaking not
receipts for 1914, compared with 1913, are as follows: to exercise its option of purchasing the tramways, the com
1914. 1913. Increase. pany will make an offer to enter into an agreement based
Passengers 145,656,374 144,085,927 1.1% on these conditions. In the meantime, however, the Bristol
Receipts £684,026 £677,881 0.9% Tramways Company is applying for powers to extend its
Mileage 13,657,888 13,442,605 1.6%
business. It desires not only to continue in the tramway
From the above figures it will be seen that there was an business but to carry on the business of motor-car manu
increase in the traffic receipts of £6,145, notwithstanding facturers, motor-car engine manufacturers, and repairers
the fact that the country was under war conditions for and dealers in motor-cars and their parts. It also desires
nearly five months. The receipts from Jan. 1 to Aug. 1 power to include the manufacture of airships and aero
showed a progressive increase equivalent to 4 per cent. planes, and, quite naturally at present, power to manufac
The average earnings per car mile for the year 1914 ture ammunition, arms and the like. The company has
amounted to 12.02d, as against 12.10d for 1913, a decrease of orders for armed motor-cars, and it desires to do everything
0.08d. This decrease was due to the issuing of one and three- necessary to complete them, putting in the guns, etc.
quarter millions of free passes to members of His Majesty's Being a large generator of electricity, the company also
forces. desires power to supply electricity to other firms, and in
other smaller ways to extend its business.
APPEAL TAKEN FOR BOND ISSUE
Washington Railway & Electric Company Wants Court to Boston (Mass.) Elevated Railway.—The directors of the
Remove Valuation Restriction Imposed by Commission Boston Elevated Railway have declared a dividend of 1%
per cent, payable on Aug. 16 to stockholders of record on
The Washington Railway & Electric Company, Washing Aug. 5. During the year ended June 30 the company paid
ton, D. C, on July 20 appealed to the Supreme Court of the 5% per cent in dividends, the dividend for the last quarter
District of Columbia to set aside a ruling by the Public being 1 per cent. Through Boston bankers the company
Utilities Commission which declined to approve a bond has sold an additional $1,000,000 of 5 per cent gold de
issue of $341,000 requested by the railway. The company benture bonds dated 1912 and due on Dec. 1, 1942, for
a few months ago asked for a total issue of $694,000 in 95.68 and interest, to yield 5.3 per cent. As mentioned in
bonds, but the commission would allow only $353,000 to be the Electric Railway Journal of June 19 in connection
issued at that time or until the commission had completed with the award of the bonds to the syndicate, this sale
its valuation of the company's property. Previous refer makes $5,000,000 of the issue outstanding.
ences to this case were made in the Electhic Railway Federal Light & Traction Company, New York, N. Y.—
Journal of Jan. 23 and April 3. The voting trustees for the capital stock of the Federal
Eight different reasons are set forth in the company's Light & Traction Company gave notice this week that the
petition to substantiate its claim that the failure or re voting trust agreement would expire by limitation on July
fusal of the commission to approve the bonds is illegal. 29 and that on and after that date the voting trust certifi
It has no assurances when, if ever, the valuation will be cates might be surrendered and exchanged for proper
completed by the commission. The commission makes a certificates for the common stock of the company. All hold
distinction between issues of bonds for capital charges ers were required to surrender their certificates on and
sought voluntarily by the company and those made under after the date mentioned to the National City Bank of New
express direction of Congress, issues of the latter class York, depositary.
always having been approved.
There is no question, says the company, as to the Fort Wayne & Springfield Railway, Decatur, Ind.—The
legitimacy of the charges or of the fact of actual expendi Fort Wayne & Springfield Railway will be offered for sale
ture. It is asserted that the law does not contemplate on Aug. 12. Each bidder must deposit a certified check
the completion of valuation before action by the commis for $5,000 and must enter into a contract to pay the bal
sion on its application. The commission is not required ance of the purchase price within sixty days. This will
to have before it the relation which the value of the prop be the fifth time the property has been offered for sale,
erty bears to outstanding stocks and bonds before approv with there being no bidders three different times. In connection
ing the issue. Ascertainment of valuations cannot lawfully the last sale, held on May 4, the bidder forfeited the
enter into or affect the question of the legitimacy of the $1,000 deposit then made. Various petitions carrying exten
capital expenditures for which issuance of bonds is de were sions of the time and asking that the $1,000 be protected
sired. taken into court, but the court finally fixed upon
The question of present capitalization is not drawn into Aug. 12 as the final date for the sale. On July 17 F. A.
controversy, the company contends, by the application for Dolph filed a petition asking that the line be sold to him for
approval of bonds. Even if it were, the company shows that $130,000 and agreed to post the guarantee then. Upon ob
all of its outstanding stocks and bonds were issued and ap jection Mr. Dolph withdrew the offer. Previous references
plied under the act of June 5, 1900, and before the creation were made in the Electric Railway Journal of March 13,
of the Public Utilities Commission, and that the commission May 22 and June 19.
cannot lawfully affect or disturb the existing capitalization Jacksonville (Fla.) Traction Company.—A quarterly
fixed with the express sanction of Congress. dividend of three-fourths of 1 per cent has been declared
The company explains that between Jan. 1, 1909, and Nov. on the 6 per cent cumulative preferred stock of the Jack
30, 1914, it expended for additional equipment and exten sonville Traction Company, payable on Aug. 2 to holders
sions the sum of $457,849. It asserts that it is entitled of record of July 23. Previous payments of 1% per cent
to have its requested issue of $694,000 of bonds approved were paid quarterly.
and asks the court to set aside so much of the order of the Montreal (Que.) Tramways.—The new issue of $1,000,000
commission as denied the right of the full issue. of common stock for the Montreal Tramways, noted in the
Electric Railway Journal of July 24, will be allotted
BRISTOL TRAMWAY SALE NEGOTIATIONS pro rata to the holders of the $3,000,000 of stock now out
Some time ago the option committee of the Bristol standing; that is, one share of new will go to the holder of
Corporation and the representatives of the Bristol (Eng every three shares of old. The proceeds of the issue will
land) Tramways met to see if any arrangement could be be used for the general purposes of the company.
arrived at between the two sides with regard to the future New York (N. Y.) Municipal Railway Corporation.—The
of the tramway undertaking. The company broke off nego Public Service Commission for the First District of New
tiations and the corporation has now reopened the matter York has approved an agreement between the New York
endeavoring to find out from the tramways company Consolidated Railroad and the Nassau Electric Railroad,
whether some arrangement cannot be arrived at so as to by which the former leases for 999 years the terminal of
secure the full development of the transit facilities in order the latter company at Coney Island. The consideration is
 JULY 31, 1915] ELECTRIC RAILWAY JOURNAL 205
the payment of $247,000, which the commission has au placed upon the intentions of the bondholders, who are
thorized the New York Municipal Railway Corporation to prepared to buy in the property.
charge against the cost of construction under the dual West End Street Railway, Boston, Mass.—The West End
system contracts. In accordance with the agreement be Street Railway has sold to F. S. Moseley & Company, Bos
tween the Consolidated Company and the Nassau Electric ton, an issue of $4,743,000 of one, two and three-year notes
Company, the city and the New York Municipal Railway bearing 5 per cent interest. The notes are equally divided
Corporation will agree to a modification of the dual system between the three maturities, making $1,581,000 of each. It
contract whereby the city will obtain a right-of-way for is understood that they were sold at a premium. Several
two tracks into the Coney Island terminal between Avenue bids, naming longer maturing notes or long-term bonds,
Y and Surf Avenue for the use of the trains to be operated were received, but these were rejected, as it was felt it
over the New Utrecht Avenue elevated railroad. The Sea was not advisable to load up with long-term bonds, carrying
Beach Railroad has already obtained the right-of-way into a large interest rate, which would have to be sold at a heavy
the terminal for its trains, so that by the new agreements discount.
trains to Coney Island through the Fourth Avenue subway,
whether operated over the Sea Beach line or over the New
Utrecht Avenue line, will both enter the same terminal at DIVIDENDS DECLARED
Coney Island. Bangor Railway & Electric Company, Bangor, Me., quar
Pacific Gas & Electric Company, San Francisco, Cal.— terly, one-half of 1 per cent, common.
The Pacific Gas & Electric Company has filed an applica Bristol & Plainville Tramway, Bristol, Conn., 2 per cent.
tion with the California Railroad Commission for authority Connecticut Railway & Lighting Company, New Haven,
to buy all the capital stock of the West Sacramento Electric Conn., quarterly, 1 per cent, preferred and common.
Company from G. F. Detrick and H. W. Furlong for Cumberland County Power & Light Company, Portland,
$30,000. The West Sacramento Electric Company operates Me., quarterly, 1% per cent, preferred.
in Yolo County. It has a capital stock of $100,000, divided East St. Louis & Suburban Company, East St. Louis, 111.,
into 1000 shares. The stock is in the hands of the Mercan quarterly, three-fourths of 1 per cent, preferred.
tile Trust Company of San Francisco in escrow. The Pacific Illinois Traction System, Peoria, 111., quarterly, three-
Gas & Electric Company obtained options from Messrs. fourths of 1 per cent, common.
Detrick and Furlong on all of it some weeks ago. This Jacksonville (Fla.) Traction Company, quarterly, 75
company already owns and operates the electric railway cents, preferred.
lines in the neighborhood of the territory owned and served Monongahela Valley Traction Company, Fairmont,
by the West Sacramento Electric Company. W. Va., 2% per cent, preferred.
Puebla Tramway, Light & Power Company, Puebla, Tampa (Fla.) Electric Company, quarterly, 2% per cent.
Mexico.—The holders of the $4,229,200 of first mortgage United Power & Transportation Company, Camden,
thirty-year 5 per cent bonds of the Puebla Tramway, Light N. J., $1.34.
& Power Company were to vote on July 30 in London on a
modification of the trust deed to make the interest on these ELECTRIC RAILWAY MONTHLY EARNINGS
bonds for five years from Jan. 1, 1915, payable only in the ATLANTIC SHORE RAILWAY, KENNEBUNK, ME.
event of sufficient net earnings after providing each year Operating Operating Operating Fixed Net
for $3,000,000 of prior lien 5 per cent bonds. Any part of Period Revenues Expenses Income Charges Income
lm., June, '15 $28,455 $29,883 t$1.428 $653 t*2,081
such interest remaining unpaid at the expiration of the five 1" " '14 29,863 24,075 5,788 680 5,108
years would be satisfied, if required, by the issuance at par BATON ROUGE (LA.) ELECTRC COMPANY
of 5 per cent cumulative income warrants payable only out; lm., May, '15 $14,961 «$8,761 $6,200 $2,166 $4,034
of profits. No dividends would be paid on the common stock 121 14
15 14,964 •111,446
181,149 "9,650 5,314
69,703 2,109 44,576
25,127 3,205
until the whole of income warrants had been redeemed. 12 14 172,632 '112,603 60,029 25,291 34,738
Provision is also contemplated for cancelling the operation BROCKTON & PLYMOUTH STREET RAILWAY,
of the sinking fund for five years from Jan. 1, 1916, and PLYMOUTH, MASS.
for extending the date of maturity of the bonds for five lm., May, '15 $9,473 *$8,484 $989 $1,134 t$145
1 14 10,999 '9,936 1,063 1,082 H9
years from Jan. 1, 1937. The management of the company 12
12"' " 13
'14 120,004 '99,754
122,375 •102,318 20,250
20,057 13,425
12,899 6,825
7,158
states that the average rate of exchange for last year was
less than half of the par exchange or under Is. per peso, CAPE BRETON ELECTRIC COMPANY,
SYDNEY, N. S.
with the result that the earnings in sterling realized little lm.,May, '15 $26,611 '$16,410 $10,201 $6,724 $3,477
more than the amount necessary to meet the interest on the 1 14 29,486 '16,095 13,391 6,438 6.953
prior lien bonds alone. The company does not expect that 12 15 340,034 '207,966 132,068 78,432 53.636
12 14 374,594 '207,657 166,937 74,916 92,021
its earnings will for some time realize in sterling the COLUMBUS (GA.) ELECTRIC COMPANY
amount sufficient to pay the interest on its first mortgage lm., May. '15 $56,471 '$27,395 $29,076 $28,578 $498
bonds. 1 14 54,086 '25,475 28,611 24,781 3,830
12" " '15 694,332 '311,858 382,474 343,840 38,634
St. Louis, Lakewood & Grand Park Railway, St. Louis, 12 14 641,478 '280,681 360,797 296,720 64,077
Mo.—Under an execution entered on a judgment recently DALLAS (TEX.) ELECTRIC COMPANY
given in favor of a former superintendent for salary, a lm., May, '15 $134,612 '$86,273 $48,339 $33,394 $14,945
levy has been made on two of the three cars of the St. 1" " '14 184,844 '105,648 79.196 27,493 51,703
12" " '15 2,012,647 '1,163,449 849,198 402,896 446,302
Louis, Lakewood & Grand Park Railway. 12 14 2,270,243 '1,336.740 933,503 314,938 618.565
Washington (D. C.) Interurban Railway.—Chief Justice EASTERN TEXAS TRACTION COMPANY, BEAUMONT, TEX.
Covington on July 20 authorized the sale of the Washington lm., May, '15 $58,141 '$31,897 $26,244 $8,713 $17,531
1 14 55,084 '32,836 22,248 8,377 13,871
Interurban Railway. The trustees, J. W. Yerkes and Guy T. 12" " '15 672,184 '388,167 284,017 104,205 179,812
Scott, are to conduct the sale in accordance with the decree 12 " " '14 571,267 '362,682 208,585 94,679 $138,775
of the United States District Court in Maryland, where a EL PASO (TEX.) ELECTRIC COMPANY
foreclosure decree was recently entered. lm., May, '15 $71,624 '$42,642 $28,982 $4,187 $24,795
1" " '14 83,286 '47,521 35,765 4,201 31,564
Washington-Oregon Corporation, Vancouver, Wash.— 12 15 1,004,535 '550,173 454,362 50,337 404,025
The property of the Washington-Oregon Corporation, both 12 14 951,588 '521,694 429,894 51,284 J383.622
GALVESTON-HOUSTON ELECTRIC COMPANY,
real and personal, was advertised to be sold under sheriff's GALVESTON, TEX.
sale on July 3 to satisfy a mortgage of more than $1,000,000, lm., May, '15 $169,249 '$101,054 $68,195 $36,059 $32,136
but the sale was adjourned indefinitely. Attorney Lang- 1 14 210,528 '112,367 98,161 35,669 62,492
12 15 2,242,178 '1,245,329 996,849 435,353 561,496
horn asserted that one reason for the postponement was 12 " " '14 2,442,273 '1,376,513 1,065,760 433,155 632,605
the uncertainty existing as the result of certain franchise TWIN CITY RAPID TRANSIT COMPANY,
activities for the use of county roads being carried on by MINNEAPOLIS, MINN,
H. D. Fleischhauer, formerly manager for the Washing lm., June, '15 $768,699 $490,359 $278,340 $132,696 t$147,663
16 14 790,334 470,892 l,5.r>4,793
13 4,589,809 3,035,016 319,442 129,607
800,914 $189,835
1768,607
ton-Oregon Corporation. The county commissioners have
been asked to refuse this grant and have decided to hold 6" " '14 4,513,204 2,859.475 1,653,729 680,790 $877,288
off temporarily, but until this matter is settled a stop is •Includes taxes. tDeflcit. {Includes non-operating Income.
 206 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5
The question whether the bond requirement applies to
Traffic and Transportation buses in interurban traffic entering the city has been taken
into court in an action by the proprietors of the "Little
LOS ANGELES JITNEYS DECLINING Landers" stage, M. Spencer and S. W. Parmenter, which
will also involve other features of the ordinance.. The
Strict Regulation Causes Reduction in Craze—First Driver whole question of regulation of interurban bus traffic is
in Pasadena Quits—Interurban Bus Question becoming of increasing importance, as the number of ve
Put Before Commission hicles so engaged is now fairly large. These buses take
only the cream of the traffic. An example is the forty
Since July 12 regulation of the jitney traffic in Los cars that run from Santa Ana to the beach on Sunday, but
Angeles, Cal., has been on a firm and solid foundation, give no service on week days when traffic is light. This
requiring substantial bond or insurance against personal subject will be put before the California Railroad Commis
and property damage and proof that the driver meets a sion under an application filed on July 12 by the Western
certain standard of competency. It is too early to state Association of Short Line Steam Railroads, requesting a
fully what the effect will be, but hundreds of jitney drivers determination whether buses in interurban traffic are com
have quit, because unable either to pay the cost of securing mon carriers and as such subject to the laws, ordinances,
bonds or to pass the reasonable examinations now conducted rules and regulations governing common carriers. Elec
by the police traffic officials for old and new operators tric railways will undoubtedly be represented at the hear
alike. ings. Up to this time the only regulation of interurban
The ordinance upon which the present regulation is buses of interest has been that by the city of Venice, which
founded is No. 31,877, mentioned in the Electric Railway passed an ordinance permitting the trustees at their dis
Journal of March 6. This contained a requirement for a cretion to permit buses engaged in interurban traffic to
$5,000 bond. The jitney men's association secured an in enter the city on payment of a license fee of $100 a year.
junction against its enforcement which remained in effect The trustees have not yet seen the necessity for issuing
until after the municipal election last June. Then the in licenses to them. At first drivers attempted to evade the
junction was dissolved by Judge Hewitt without any writ effect of this by driving to. the next beach point, Ocean
ten opinion, and the ordinance became effective on July 1. Park, but the number so doing has been gradually dimin
An amendment, ordinance No. 32,518, was passed by the ishing.
Council, to become effective on July 20, replacing the re Some light on the troublesome question of jitney receipts
quirement of a $5,000 bond by that of bond or insurance is given by the retirement of C. W. Home, the first man to
(the insurance option being new) in the amount of $5,000 start a jitney bus in Pasadena, who was widely advertised
for injury or death of one person, $10,000 for injury or in early newspaper articles as an example of success in the
death of more than one person and $1,000 for damage business. He says a good deal of his early traffic was from
done to the property of others. This insurance or bond novelty seekers among people not accustomed to riding in
must be approved by the police commission. The jitney- automobiles. Now many people are getting tired of jit
men's association has some arrangement with the Pacific neys. He stated to a reporter: "I started in business on
Casualty Company whereby protection that is said to sat April 20, 1914, operating between the business portion of
isfy the ordinance is obtained by its members for $24 down Pasadena and Lamanda Park. For a while I needed five
and $8 a month. The $24 pays for the first two months, cars to take care of the business, but now I cannot make a
thus making the cost of the protection $104 a year. living at it."
Immediately after July 1 there was a great reduction in
the number of jitneys on the streets. In the palmy days JITNEY CONTROL REFUSED IN INDIANA
of the jitney craze the largest number counted in service
in a day ran fairly close to 800, and in the middle of June Commission Decides It Has No Jurisdiction Under Utility
a traffic count showed about 425 jitneys in service. After Act—Railway in Kokomo Establishes Bus Lines with
the first week in July there were less than 250 jitneys Schedules and Transfers on Non-Car Streets
actually running. During the interval between July 1 and
July 20, the police commission permitted operation by those The Public Service Commission of Indiana entered an
complying with the ordinance in its original $5,000 require order on July 24 dismissing the petition of the Terre Haute,
ment, and leniency was shown even in the enforcement of Indianapolis & Eastern Traction Company, which sought
this. On July 12, 306 drivers had filed applications with to bring all jitney buses in the State under the control
bonds, and on that day officers were instructed to arrest all of the commission, as noted in the Electric Railway
who were operating without bonds. Journal of July 17. The commission stated that it had
The police traffic department is holding examinations no jurisdiction under the public utility law of 1913.
under the ordinance. Applicants are required by a written A hearing was held on July 22, at which officials of the
examination to show a knowledge of rules and orders gov principal street and interurban railways of Indiana ap
erning traffic and to pass a road test in which they are peared before the commission and joined in the petition of
accompanied by one of the officers competent to judge their the Terre Haute, Indianapolis & Eastern Traction Com
driving. There have been more than 400 applicants exam pany. John T. Beasley, attorney, appeared for that com
ined, of whom about fifty, according to unofficial reports, pany and reviewed the petition and the progress of jitney
failed. A great many of these were weeded out by sheer operations up to this time. Mr. Beasley explained that
illiteracy or ignorance of the English language. On July the petitioners did not contemplate in any way that the jit
16 the department examined sixty-five applicants, includ neys should be wiped out as a competitive factor in the
ing a few held over from the preceding week. The rate at transportation problem, but that regulation on the same
which new applications have been coming in has been de basis as the electric roads was all that was desired. He
clining, but it is difficult to tell when they will stop. Those said that if in the development and advancement of this
who have passed the written tests have usually also passed age, new and better methods of transportation are found,
the road tests, as most of them are men who have been the commission should not be called upon to stand between
operating jitneys. one competing system and another, but it is the province
The police are not troubled much by attempts to evade of the State that the competition should be fair.
the ordinance. The drivers know better, and their associa Mr. Beasley stated that while the Indiana utilities law
tion, after the defeat of its efforts to eliminate the bond specifies certain classes of utilities, among which the jit
provision, is now urging peaceable compliance with the law. neys do not appear, the law refers frequently to "every
One driver on the first day of the new regime was taken public utility," "all public utilities" and "any public utility,"
in for a heart to heart talk with the traffic officers after and therefore, he argued, it was undoubtedly the intent of
he had been operating a few hours with a little slotted box the legislature that the commission should have power over
tacked up under a sign saying that his vehicle was not a such a competitive agent of the traction companies as the
jitney bus, but inviting riders to leave a donation. He jitney buses. Mr. Beasley quoted from decisions of other
promised to quit. The jitneys continue to suffer from over states to prove his contention that where such an act as the
crowding. It is expected that there may be some regulation Indiana public utility commission law specifically refers to
of this feature, which many think will result in a wholesale certain types of utilities it does not exclude from its pro
quitting of the service or higher fares. visions thereby others of a similar type. Commissioner
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 207

Clark asked Mr. Beasley what the commission might do in nance of Dallas, Tex., which was enforced on July 19, pro
the premises, assuming that it had jurisdiction. Mr. Beas viding for a license fee of $75, members of the jitney anion
ley said that it might issue an order citing all jitney bus made preparations to take down their street signs and oper
owners to appear by counsel before the commission to ate their cars as before, but under the guise of rent auto
formulate some method of licensing the jitneys. Com mobiles at the license of $10 provided for rent cars. This-
missioner Clark then expressed his opinion that the elec evasion was thwarted by the city officials through the crea
tric railway companies had the right to go into court asking tion of another ordinance which prohibits the solicitation
restraining orders against the competing jitneys, thus get of patronage by operators of automobiles for hire other than
ting the question judicially settled. a motor bus as "motor bus" is defined in the jitney ordi
Ferdinand Winter, general counsel for the Terre Haute, nance. The new ordinance stipulates that an operator of an
Indianapolis & Eastern Traction Company, argued that the automobile for hire shall be considered as soliciting pat
State has deemed it wise to prevent utilities from earning ronage if he shall announce by voice, sign, writing, color
more than a fair return on an investment, and because of scheme, symbol or advertisement, other than the license
this the State should protect the utility from unfair com number plate, that such automobile is used for trans
petition of jitney buses, so that it might earn this amount. porting passengers for hire. This emergency ordinance
After the decision the Indiana Railways & Light Com compelled compliance with the jitney ordinance, and the
pany, operating the local lines in Kokomo, Ind., announced day following its enforcement there was no attempt to
that it would establish two lines of jitney buses which will operate. Efforts to have this ordinance declared unconsti
operate in portions of the city not now served by street tutional failed.
cars. A regular schedule will be maintained and trans The jitney ordinance in Ashtabula, Ohio, was declared
fers will be given to the street cars, so that passengers may valid on July 12 by Common Pleas Judge A. C. Reynolds.
go to any part of the city for a 5-cent fare. Every point on which the ordinance was attacked by jitney
operators was decided in favor of the city. This decision
MOTOR BUSES FOR BALTIMORE ends a long struggle in Ashtabula. The first ordinance
W. A. House, president United Railways & Electric Com passed by the Council was declared invalid by an acting
pany, Baltimore, Md., stated on July 22 that his company police judge. On June 7 another ordinance was presented
was interested in the Baltimore Transit Company, which in Council which passed under suspension of rules and
will place a number of motor buses in service on the streets became effective on June 15. This also was declared in
of Baltimore. Mr. House said that the railway's interest valid by the police judge, after which the jitney drivers
in the establishment of this service is due to its desire to had full sway until this decision by Judge Reynolds. The
see a bona-fide effort made to ascertain whether or not court decided that the requiring of a license fee of $25 was
that method of transportation is a desirable supplement to a proper exercise of the police power and the license itself
the present methods, and that its future action would de was neither excessive nor unreasonable. The bonds of
pend on this demonstration. He added: "It has been shown $3,000 for less than nine-passenger cars and $5,000 for
by the experience with that type of vehicle elsewhere that, nine-passenger cars were declared to be within the authority
as now operated, they cannot be made to pay, and except of the city in protecting the public and injured persons.
where operated on a 10-cent fare they have gradually dis The court held that the operation of the jitney is itself
appeared from the transportation field. It has not yet been a legitimate business, but that unless it was controlled
demonstrated, however, whether or not they can be oper irresponsible persons would engage in it to the danger of
ated successfully as supplementary to street railway traffic. passengers and pedestrians.
We are extremely doubtful as to whether they can, but we After one ordinance had been declared unconstitutional
shall find out as a result of this experiment." as the result of injunctions secured by the jitney drivers,
The Baltimore Sun states that the Baltimore Transit Mayor Tapps of San Diego, Cal., on July 2 approved a
Company has an authorized capital of $100,000 and that it second ordinance passed by the Common Council. This
is having more than a score of buses made for it by The ordinance provides for an application for an auto-bus permit
J. G. Brill Company, Philadelphia. William H. McKee, by the owners or lessees of cars, the application to state
Philadelphia, is now in Baltimore as the general manager the routes to be followed, the fare, the schedules, the trans
of Baltimore Transit Company. fer points, the type of vehicle, the seating capacity and the
like. The car owner or lessee must file a bond or insurance
JITNEY ORDINANCES RECENTLY PASSED policy of $10,000 to cover accident and damage settlements
and pay a license fee of $10 for each jitney seating five
Wichita, Melrose, Ashtabula, San Diego, Leavenworth and or less passengers, $15 for one seating more than five and
Bridgeport Assume Regulation of Jitneys—Supple less than eight passengers, $25 for one seating more than
seven and less than sixteen passengers, and $40 for one
mentary Ordinance in Dallas for "Rent" Cars seating more than sixteen passengers. Jitney operators
The city of Wichita, Kan., on July 15 passed a jitney must submit to an examination and pay a license fee of
ordinance to take effect after Aug. 1. The feature of this $1. No licenses to operate will be granted to any persons
ordinance is the inducement offered to keep jitneys off under eighteen years of age. The jitneys are prohibited
streets occupied by car lines. No one operating a jitney from running off the prescribed routes, cutting schedules,
may solicit or receive passengers on car streets (though raising the rates of fare and refusing firemen and police
they may travel on such streets) unless the owner shall pay free transportation. Violations are punishable by a fine of
an additional license fee of $300 a year for five-passenger not more than $100 or imprisonment for not more than
vehicles, $350 a year for vehicles carrying from five to ten three months, or both.
passengers and $400 a year for vehicles carrying more than The Leavenworth (Kan.) city commissioners on July 20
ten passengers. All other streets may be traversed at will, passed a jitney ordinance requiring a license of $100 a year
provided the operators designate the route to be traversed and a bond of $10,000. The jitneys must run on a regular
and publish in some public manner the time of departure schedule and a fixed route.
from the designated terminal corner for all jitneys. The An ordinance for the regulation and licensing of jitneys
regular city license for jitneys payable annually is $25 for went into effect in Bridgeport, Conn., on July 1. This
a five-passenger car, $35 for a ten-passenger car and $50 ordinance provides that each jitney shall be licensed by the
for more than a ten-passenger car. No jitney will be superintendent of police, the fee being $10 for the original
allowed to carry more passengers than the license desig license and $10 for each renewal for vehicles and 50 cents
nates, and only one passenger may ride on the front seat. for drivers. The superintendent of police is empowered to
Melrose, Mass., has adopted a jitney ordinance, the fea require a demonstration by each applicant for a driver's
ture of which is that under no consideration shall the seat license. No riding is allowed on the steps, hoods or doors
ing capacity of the car as planned by the maker be over of the jitneys and not more than three passengers above
taxed. In applying for a license the applicant is required the actual seating capacity may be carried at any time.
to show proof of the seating capacity of his automobile as A violation of any provision of the ordinance is punishable
given by the maker, pay a fee of $1 for a license and file an by a fine of not more than $100. It is provided that the
indemnity bond of $5,000. ordinance does not apply to any motor vehicle whose mini
In an effort to escape compliance with the jitney ordi mum charge is more than 10 cents.
 208 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 5
JITNEY JOTTINGS The Des Moines ordinance for the regulation of jitney
buses was declared valid this week in the District Court.
Jitneys in Kansas City Meet Rebuff—Memphis Railway The Court holds that the city has a right to regulate the
Asks Injunction—Bristol Company Buys Buses operation of jitneys and to require an indemnity bond as the
for Jitney Service ordinance provides. The only portions of the ordinance held
invalid are the sections requiring that jitneys take on or
The jitney situation in Kansas City, Mo., became acute discharge passengers within 2 ft. of the curb and that they
last week, when the White Star line of buses raised its fare be halted behind street cars or other jitneys taking on or
to 10 cents and discovered that the people would not pay discharging passengers. The section of the present ordi
this amount. They maintained this rate for a few days and nance requiring bonds is also faulty, because it does not in
then suddenly restored the 5-cent fare. After the failure sure a proper bond. This defect of the ordinance will be
of the Kansas City Jitney Transportation Company, noted remedied by the city at once. Recent investigations show
in the Electric Railway Journal of July 24, plans for that the number of jitneys being operated in the city has
a coalition of jitney forces, abandoned several weeks ago fallen below thirty.
because of lack of support, were taken up and met with
hearty response. The Rapid Transit line got 100 adherents I. C. C. DECIDES TRAFFIC CASE
in a few days. This company had already leased a lot 50
ft. x 115 ft., at 1318 Walnut Street, erected a tent and ar Commission Specifies Basis of Haul Division and Prorating
ranged gasoline stations and small facilities for parking of Joint Rates for Insull Lines Between Louisville
cars. It is now the plan to erect a building, with docks
extending the long way of the lot, the cars to pass along and Indianapolis
one dock inward and out by way of the other. The ingoing After a long controversy between the Board of Trade of
and outgoing cars will be separated by a low curbing, the Louisville, Ky., and the three Insull lines which together
docks being on the outside of the runways. There will be make up the route from Louisville to Indianapolis, the
plenty of seats on the docks, and outside the north and Interstate Commerce Commission on July 23 handed down
south walls will be concessions. an order apportioning between the three roads the rates
The Memphis (Tenn.) Street Railway on July 17 filed a to be charged on shipments of freight north from Louis
bill in chancery to enjoin every jitney owner now operating ville. The contentions also involved the matter of ade
in Memphis. It is asserted that the jitney drivers are quate terminal facilities in Louisville, and the commission
operating without having given bonds as required by the directed in favor of the Board of Trade.
recent Legislative act, without license, permit or franchise, The commission's order provides that the through rate
and are using the streets without lawful authority, control between Louisville and Indianapolis shall be divided into
or regulation of any kind. Jitney corporations and owners three parts, the haul being from Louisville to Seymour,
to the number of 316 are made defendants. The alleged from Seymour to Sellersburg and from Sellersburg to In
infringement on the franchise rights of the railway is said dianapolis. As between these parts, the joint rates shall be
to be causing the company a daily loss of $750 to $1,000. prorated on a mileage basis, with a minimum division of
The United States Circuit Court at Memphis on July 17 20 per cent to the Indiana Public Service Company, a like
denied an injunction sought to void on constitutional minimum division to the Indianapolis & Louisville Traction
grounds the Tennessee statute requiring jitney operators Company, and a like minimum division in the aggregate to
to furnish an indemnifying bond. It was held that the the Louisville & Southern Indiana Traction Company and
Tennessee act was not violative of the fourteenth amend the Louisville & Northern Railway & Lighting Company for
ment of the federal constitution. The opinion is contrary their services south of Sellersburg. The last-named two
to the decision of Judge Pittman of the State Court, whose lines, however, shall have an arbitrary allowance before
ruling was that the act was unconstitutional on account prorating, on account of Ohio River bridge conditions and
of being class legislation. An appeal from Judge Pittman's terminal conditions, of 1 cent per 100 lb. on less-than-car-
decision is pending. Aside from the moral effect on the load shipments, and one-half of 1 cent per 100 lb. on car
appealed case, the federal decision simply confines the case load traffic, this arbitrary allowance to be included in the
to State litigation. minimum 20 per cent division and not to be added to it.
The Bristol (Tenn.) Traction Company has put a 1915 By the ruling the basis of divisions and minima shall also
Buick jitney bus in service to supplement its railway lines govern the apportionment of joint rates applying between
and is reported to have purchased other automobiles to Louisville and points on the Indianapolis & Louisville Trac
enter the service. Half a dozen cars have been bought tion Company line.
and put into service by the local jitney company, which is This finding means a great deal to the Louisville ship
composed of business men. The routes have been definitely pers and is expected to result in an increased volume of
laid out and the cars are operated on a schedule. freight to the railway companies. Heretofore Louisville
Claiming that jitney competition has seriously affected its shippers have been unable to bill shipments through north
business, the Charleston (W. Va.) Interurban Railroad has of Seymour, although shippers in and north of Indianapolis
asked the Public Service Commission to allow it to discon were able to bill through to Louisville and electric railway
tinue traffic on two of its lines, one of them an interurban. points beyond. Traffic by electric railway north of Sey
Judge Robert G. Street of the Fifty-sixth District Court mour meant many changes and many bills for the three
at Galveston, Tex., on July 14 denied the petition of the lines were unable to agree on a division of the rates. As
Texas City-Galveston automobile line for an injunction to a result the traffic was virtually little or nothing. The
restrain the city officials of Galveston from enforcing a basis of division is now specified, and the Louisville Board
regulatory ordinance requiring bus licenses and an in of Trade will take up with lines north of Indianapolis the
demnity bond on each bus to the sum of $10,000. Judge matter of through rates from Louisville, heretofore made
Street held that in the enforcement of the ordinance there impossible by reason of the deadlock south. No difficulties
was no violation of any vested rights of the petitioners are expected in working out these schedules, and through
for using the streets and alleys of Galveston, and that they rates would open up a wide and rich territory to Louisville,
were subject to the ordinance notwithstanding the fact that reaching from Chicago through Toledo, Detroit, around to
they did not operate between points within the city. Cincinnati.
The Philadelphia Jitney Association on July 22 unani
mously voted against the six-for-a-quarter strip tickets Interurban and Steam Lines Running Excursions.—The
which were recently adopted by the Auto Service Associa Fort Wayne & Northern Indiana Traction Company, Fort
tion, the South Philadelphia Jitney Owners' Association and Wayne, Ind., is running popular excursions to St. Louis in
the West Philadelphia Jitney Association, as noted in the connection with the Toledo, St. Louis & Western (Clover
Electric Railway Journal of July 24. As a result of this Leaf) Railroad. The business is handled via Bluffton, Ind.
decision the tickets will be good on only about two-thirds of Holding Cars for Transfer Passengers.—The cars of the
the jitney lines of Philadelphia. The Philadelphia Jitney Louisville (Ky.) Railway are being held at intersecting
Association also passed a resolution that no jitney driver points until it is certain that there are no passengers wish
could belong to both it and the Auto Service Association, ing to transfer from cars on the cross lines. There was
which will cause 300 men to desert one of them. some disposition at first to complain about delays through
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 209
such waiting, but this kind of service now has the full sup
port of the people who ride on the cars. Visitors to the Personal Mention
city write letters to the local papers expressing their ap
proval of this practice and speaking of the distinction it Mr. T. J. Collins has been appointed assistant superin
gives the service. It has not been found that waits of this tendent of the Eastern Pennsylvania Railways, Pottsville,
kind slow up the traffic appreciably. Pa.
June Accidents in New York City.—The engineers of the Mr. C. D. Willoughby has been elected vice-president of
Public Service Commission for the First District of New
York have completed the tabulation and classification of all the Mobile Light & Railroad Company, Mobile, Ala., to suc
ceed Mr. J. H. Whiting.
accidents reported by railroad and street railway com
panies in the district for June. They show a total of Mr. E. S. Gillette, formerly assistant engineer of the
twenty-three persons killed, which is exactly the number Aurora, Elgin & Chicago Railroad, Wheaton, 111., has been
killed in June of last year. Of these fatalities eight oc appointed electrical engineer to take up part of the duties
curred on the surface lines, eight on subway and elevated made vacant by the resignation of Mr. E. F. Gould, noted
lines, six on railroad trunk lines, and one on railroad ter elsewhere in this column. Mr. Gillette will have charge of
minal lines. The total number of accidents decreased from the shop, power house, substation and line departments.
6466 in June, 1914, to 6148 in June, 1915. Mr. J. Dunhill, secretary of the Trinidad Electric Trans
Joplin & Pittsburgh Line to Develop Carload Freight.— mission, Railway & Gas Company, Trinidad, Col., has been
The appointment of a traffic manager, J. D. Cornell, by the elected treasurer of the company to succeed Mr. L. C.
Joplin & Pittsburgh Railway, noted in the issue of July 24, Gerry. Mr. J. B. Marsh has been elected secretary of the
prefaces active efforts for carload business. Heretofore the company to succeed Mr. Dunhill.
line has done considerable freight business, but mostly in Mr. E. R. Peacock has been appointed president of the
broken carloads, handled by the baggage or freight cars of Barcelona Traction, Light & Power Company, Ltd., Bar
the company. Through rates and divisions are being ar celona, Spain, to succeed the late Mr. F. S. Pearson. Mr.
ranged on all commodities from Kansas City, the Missouri Peacock will have charge of the financial arrangements of
River and defined territory to all points on the Joplin & the company.
Pittsburgh Railway. It is expected that preliminary de Mr. C. F. W. Wetterer of Stone & Webster, with head
tails, such as agreements with steam roads, publication of quarters at Boston, is now assisting Mr. C. F. Wallace, now
rates and approval by the commission, will be completed at Dallas, Tex., in charge of the Stone & Webster interests
so that the extended business can begin to flow by Sept. 1. there. Mr. Wetterer was formerly secretary to Mr. M. H.
Petition for Extension of Fare Limits Refused.—The Phinney of Stone & Webster.
Massachusetts Public Service Commission has refused to Mr. J. J. Callahan, formerly superintendent Montreal &
grant a petition of the Selectmen of Rockland for the exten Southern Counties Railway, Montreal, Que., was on July
sion of transfer privileges on the Bay State Street Railway 15 named operating manager of the London & Port Stanley
within the town. The general grant noted in the Electric Railway, London, Ont., which is now being run by hydro-
Railway Journal of July 24 had reference to the consent power by the city of London.
of the company to extend the privileges of an existing
7-cent workman's ticket, good at certain hours only, between Mr. H. S. Cooper, who has been the energetic secretary
Rockland and Brockton to all parts of Brockton. This offer of the Southwestern Electrical & Gas Association for the
was made by the company pending a decision upon the las* three years, has opened an office as consulting and
application which it expects to make for a general revision advisory engineer at Dallas, Tex. This makes no change in
of fares as a result of the recent arbitration award. In re his office as secretary of the association. In his new work
fusing to grant a general free transfer in Rockland, the Mr. Cooper will specialize on the construction, operation,
commission pointed out that passengers boarding a car and maintenance of electric railways, lighting, gas, and
in any part of Rockland would be able to ride to Brockton waterworks properties, not only in engineering cases but in
or vice versa for 10 cents. matters of public policy. He has been very actively con
nected with work of this kind for the last twenty years or
An Investigating Committee Satisfied.—Representatives more, first in Schenectady, N. Y., then in Ithaca, N. Y.,
of the transportation committee of the Louisville Commer and later in Galveston, and he has been conspicuously suc
cial Club recently called on Walter Foreman, superin cessful in rehabilitating poorly-paying properties and in
tendent of the Louisville & Northern Railway & Lighting putting them on a sound financial basis.
Company and the New Albany (Ind.) city lines, to take
up a protest made at a recent club meeting about poor Mr. E. F. Gould has resigned his position as assistant gen
freight and express service between New Albany and eral manager and mechanical and electrical engineer of the
Louisville. Mr. Foreman satisfied the committee that Aurora, Elgin & Chicago Railroad, Wheaton, 111., to become
other circumstances than the delivery system were respon consulting engineer in the Cleveland office to act in a su
sible for delays complained of, and incidentally disclosed pervisory capacity over all the properties in which Man-
the elaborate preparations that had been made to give delbaum, Wolf & Lang are interested. Mr. Gould has been
Louisville merchants a first-class service with the towns with the Aurora, Elgin & Chicago Railroad since 1903, first
across the river. The freight cars of the Louisville & as a mechanical and electrical engineer and later as as
Northern line and those of the Louisville & Southern In sistant general manager and engineer. He designed and
diana Traction Company operate as frequently as the built all additions and improvements to plant and equipment
volume of traffic justifies and this service would be in and paid special attention to power economies. Prior to
creased if the demand for it developed sufficiently. It 1903 he spent four years in the railway engineering depart
was possible, in fact unavoidable, Mr. Foreman stated, that ment of the General Electric Company at Schenectady. For
bulky freight shipments which were not delivered until the last few years Mr. Gould has been consulting engineer
after 5 p. m. would not reach the other side until the next for the Western Ohio Railroad, Lima, Ohio, one of the
morning, but freight in packages of less than 100 lb. was properties owned by Mandelbaum, Wolf & Lang.
normally delivered in New Albany in forty-five minutes, OBITUARY
and similarly in Jeffersonville, while equally quick service
is given in Seymour, Columbus, etc., on small freight from Samuel E. Vincent, author of the Connecticut public
Louisville. The cars for a large part of the day are run utilities commission act, died at his residence in Bridge
on a fifteen-minute schedule, while except at night the port, Conn., on July 19.
service is never slower than half hourly. The motor trucks J. Frank Chapman, who was general manager Thousand
of the company make collections and deliveries in the busi Islands Railway and Oshawa (Ont.) Railway, died at his
ness section of Louisville, from the river to Broadway and home in Gananoque, Ont., on July 19 at the age of fifty-
from Shelby to Fifteenth Street; and collections and de two. When seventeen years of age he entered the employ
liveries are made to all points of the Indiana cities across of the Thousand Islands Railway as junior clerk, from
the Ohio River. After hearing these facts, the committee which position he rose to be chief executive. He was presi
recommended a larger use of the service available. dent of the Canadian Freight Association for one year.
 210 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

Lewiston-Clarkston Transit Company, Lewiston, Idaho.—

Construction News Announcement has been made that tins company plans to
extend its lines in Lewiston about 1 mile and its lines in
Construction News Notes are classified under each head Clarkston about 1 mile at an estimated cost of from $75,000
ing alphabetically by States. to $100,000. Preliminary surveys have been made.
An asterisk (-*•) indicates a project not previously La Salle County Electric Railroad, Chicago, 111.—Plans
reported. for the construction of this company's line have been sub
RECENT INCORPORATIONS mitted to the Public Utilities Commission of Illinois. The
Corpus Christi Traction Company, Corpus Christi, Tex.— contemplated road will connect Ottawa and Mendota.
Incorporated in Texas to cor struct an interurban railway [July 17, '15.]
in and out of Corpus Christi north, west and south. Capi * Peoria, 111.—Peoria financiers are interested in a propo-
tal stock, $100,000. Incorporators: J. S. Caswell, San sition to construct an electric railway from Peoria to-
Diego; J. R. Hopkins, W. G. Blake, Orlan P. Metcalf, Gor Galesburg. The route will probably be via Peoria and-
don Boone and W. E. Pope, all of Corpus Christi, and Farmington, to connect with the Illinois Central Electric
Arthur McEvoy, New York City. [July 17, '15.] Railway extending south from Galesburg into Fulton
County.
FRANCHISES Peoria (111.) Railway.—Material has been received awdi
*Los Angeles, Cal.—P. D. Cornelius has received a twenty- work will be begun at once by this company relaying its
one-year franchise from the Council to construct an electric tracks on Second Avenue from Franklin Street to Staite
railway on Brooklyn Avenue, Evergreen Avenue and Wa Street, Peoria.
bash Avenue, Los Angeles. Tri-City Railway Company of Illinois, Rock Island, IE.—
Los Angeles, Cal.—The Pacific Electric Railway has re This company expects to have its new Fourth Street lime
ceived a franchise from the Council to construct an exten in operation within the next thirty days. The rails being
sion of its lines across the Shoe String Strip. used are of the heaviest type.
San Jose, Cal.—The Council of San Jose has passed a Fort Wayne & Northern Indiana Traction Company, Fort
resolution to grant a franchise for the construction of a Wayne, Ind.—This company is considering the constrnc-
line on Alum Rock Avenue requested by the San Jose Rail tion of a line to Spencer Park, Logansport.
roads. Bids for the franchise will be received by the Indianapolis Traction & Terminal Company, Indianapo
Board of Supervising Engineers until Sept. 7, 1915. lis, Ind.—This company will lay an additional track on
'Clearwater, Fla.—E. W. Parker, Tampa, and associates Indiana Avenue, Indianapolis, from West Street to Blake
have received a franchise to construct an electric railway in Street.
Clearwater and vicinity. Lafayette ft Northwestern Railway, Lafayette, Ind.—The
'Baltimore, Md.—The Idlewylde Park Railway has re people of Rensselaer, Ind., voted down a proposition to give
ceived a franchise from the Council to lay tracks on Reg- a 2 per cent subsidy, amounting to $60,000, for the con
ester Avenue from the York Road to Idlewylde Park. This struction of this company's line through Rensselaer. [April
railway will connect with the tracks of the Towson and 3, '15.]
Catonsville division of the United Railways & Electric Louisville & Southern Indiana Traction Company, New
Company. Albany, Ind.—In connection with the improvement of Mar
Springfield, Mass.—The Springfield Street Railway has ket Street from the Chicago, Indianapolis & Louisville
received a franchise from the Council to construct a rail Railway to Vincennes Street this company will replace its
way from East Springfield to Chicopee. T-rails with girder rails.
Buffalo, N. Y.—The Council of Buffalo has adopted a Fort Dodge, Des Moines & Southern Railroad, Boone,
report granting a franchise to the International Railway to Iowa.—Homer Loring, president of this company, an
lay a special track on Michigan Avenue and Ohio Street, nounces his relinquishment of stock control of the Crooked
subject to the consent of the Lackawanna Railroad. Creek Railroad between Lehigh and Webster City. He
Utica, N. Y.—The New York State Railways will ask the says he has given up the idea of electrifying the line, al
Council for a franchise to extend its Elm Street line east though he has not abandoned the project for an electric
ward on James Street, Utica. line from Fort Dodge to Webster City. The contract for
Wilkes-Barre, Pa.—The Wilkes-Barre Railway has re new $70,000 terminal buildings at Fort Dodge has been
ceived a franchise from the Council to lay tracks on East awarded and work is now in progress. Work has been
North Street between North Main Street and North Penn begun on a new $50,000 warehouse at Fort Dodge.
sylvania Avenue. This track will be used by the Parsons, Ottumwa Railway & Light Company, Ottumwa, Iowa.—
East End and Miner's Mills cars for temporary service A petition will soon be presented to this company by the
during the construction of a new sewer on North Pennsyl residents of Ottumwa for the extension of its Court Hill
vania Avenue. line north about 1% miles.
TRACK AND ROADWAY Hutchinson (Kan.) Interurban Railway.—Plans are being
Columbus, Ark.—Work has been resumed on the pro made by this company to use steel ties in the construction
posed electric railway between Columbus and Washington, of its track on South Main Street and Second Avenue East.
Ark., after having been suspended last fall on account of The base of the right-of-way under the pavement will be of
financial conditions. It is expected that the roadbed will concrete. Under each rail, extending lengthwise of the
be ready for the ties and rails inside of six weeks. Rufus street, will be a section of reinforced concrete on which the
S. Stout, Pine Bluff, is interested. [May 1, '15.] steel ties will rest.
Connecticut Company, New Haven, Conn.—This company Lowell & Fitchburg Street Railway, Ayer, Mass.—This
has agreed to pay $1,250 toward the construction of a company has asked the Public Service Commission of Bos
new bridge over Sumner Creek, Hartford, and work will ton for its approval of the extension of its tracks on Main
be begun at once. The bridge will be 65 ft. long and 32 ft. Street and West Main Street, Ayer, across the Boston &
wide, with a roadway of 26 ft. and 6 ft. for pedestrians. A Maine Railroad tracks to connect with the Ayer terminus
temporary bridge will be constructed for use while the new of the Shirley-Ayer line of the Fitchburg & Leominster
bridge is being built. Street Railway.
Washington Railway & Electric Company, Washington, Bay State Street Railway, Boston, Mass.—This company
D. C.—Work has been begun by this company improving has completed the work of laying new double track on its
its tracks in Anacostia and placing its power underground. line on Lakeview Avenue, Dracut.
Clearwater, Fla.—Work will soon be begun on the pro Boston (Mass.) Elevated Railway.—Work has been be
posed electric line from Brooksville to St. Petersburg, via gun by this company laying new tracks on Washington
Clearwater. Construction will be begun at Brooksville and Street, Brookline.
will extend southward. It is expected that the line will be Worcester (Mass.) Consolidated Street Railway.—This
completed as far as Clearwater by Nov. 1. James Murphy, company has completed the work of relocating its tracks
St. Petersburg, is interested. [Nov. 7, '14.] in Wood Square, Marlboro.
 July 31, 1915] ELECTRIC RAILWAY JOURNAL 211

Detroit (Mich.) United Railway.—Work will be begun at Lehigh Valley Transit Company, Allentown, Pa.—Plans
once by this company on the construction of an extension are being made by this company to lay a second track
into the Fourth Ward. The line will connect the west side along Broad Street, West Bethlehem, near Twelfth Avenue.
with other car lines in the city. Schuylkill Electric Railway, Pottsville, Pa.—The contract
Fallon (Nev.) Electric Railway.—Work has been resumed for the grading and laying of track on this company's line
by this company on the construction of its line from Fallon over Broad Mountain has been awarded to the Trexler
to Sand Springs, 30 miles. The roadbed is completed as Contracting Company, Reading. The railway will connect
far as the heavy grading, cuts and fills are concerned, and Pottsville, Frackville, and Shenandoah, and will form a
work at present will be confined to trimming up the grade complete line between Pottsville and Shamokin. The rails
to get ready for the laying of ties and tracks. It is ex to be used will be of the heaviest type.
pected that track-laying will be begun within the next 'Alexandria, Tenn.—The voters of Alexandria and the
sixty days. Mayor E. S. Berney and Dr. C. A. Hascall are rest of DeKalb County will vote on Aug. 12 on a $150,000
interested. [Dec. 19, '14.] bond issue as its contribution to an electric railway that is
'Landing, N. J.—Decision to build a new electric projected to run through DeKalb County and Wilson
line from Landing to Lake Hopatcong and thence through County. The Nashville, Chattanooga & St. Louis Railway
Fort Morris to Netcong was reached on July 20 at a meet plans to electrify its road from Nashville to Lebanon, to
ing in Pittsburgh of officials of the Morris County Traction connect with the extension which is planned to run from
Company. While this new railroad will be virtually under Lebanon via Watertown, Alexandria, Liberty, and Dowell-
the management of the Morris County Traction Company town to Smithville.
it was decided for financial purposes to form a separate Northern Texas Traction Company, Fort Worth, Tex.—
company, the name of which has not been selected. It is This company plans to extend its Summit Avenue line for
proposed to pay 5 per cent of the gross income to the mu more than half a mile beyond the present terminus, Willing
nicipalities through which the new line will pass. Rox- Street and Folsom Avenue. The line will extend west on
bury Township has already granted the franchise from Folsom Avenue to Gordon Street and south on Gordon
Landing through Port Morris, but the question has not Street to the old belt line tracks. About 2500 ft. of the
yet come up before the Netcong officials. extension will be beyond the city limits.
•Salem, N. J.—Plans are being considered to construct Wheeling (W. Va.) Traction Company.—This company is
an electric railway from Salem to Pennsgrove. Among placing new ties and rails on Eoff Street, Wheeling, be
those interested are Arthur B. Smith, Harry G. Hart, Isaac tween Twenty-seventh Street and Twenty-ninth Street, and
C. Smashey, James S. Wheeler and Wesley F. Sinnickson. laying new brick between the tracks.
New York, N. Y.—Bids were opened on July 27 by the Waupaca Electric Light & Railway Company, Waupaca,
Public Service Commission of the First District of New Wis.—A report from this company states that it expects to
York for the construction of Section 3 of Routes No. 4 and install a small signal equipment some time before fall.
36. This section begins at Thirty-eighth Street, New York, SHOPS AND BUILDINGS
and runs north under Broadway to Forty-second Street,
where it crosses under the line of the existing subway and Illinois Traction System, Peoria, 111.—The Public Utili
continues north through Seventh Avenue to Fifty-first ties Commission of Illinois has approved the plans for a
Street. The lowest bid was that of Holbrook, Cabot & joint station to be built by this company and the Chicago
Rollins Corporation for $3,741,000. Bids were also opened & Eastern Illinois Railroad at Glover, 111.
for the construction of Section 3 of Route No. 12, which runs Arkansas Valley Interurban Railway, Wichita, Kan.—
under Eastern Parkway, Brooklyn, from Nostrand Avenue This company has purchased the property opposite the rail
to Buffalo Avenue. The lowest bid was that of Rodgers & way junction at Burrton for its new interurban station.
Hagerty, Inc., for $2,170,000. The Broadway subway is to Electric Short Line, Minneapolis, Minn.—Bids will be
be operated by the New York Consolidated Railway under opened shortly by this company for the construction of a
contract between the city and the New York Municipal Rail new passenger station at Seventh Street, Holden Street,
way Corporation. The Eastern Parkway subway will be and Third Avenue N., Minneapolis.
operated by the Interborough Rapid Transit Company as New York State Railways, Rochester, N. Y.—Plans have
an extension of the existing subway. Bids were also opened been completed and work will soon be begun by this com
for the supply of 2200 tons to 3000 tons of manganese pany on the construction of a new terminal at Glen Haven.
rails to be used on the new subway and elevated lines to be
owned by the city, for which the lowest bid was that of Goldsboro Electric Railway, Goldsboro, N. C.—A report
Manganese Steel Rail Company, $263,591. from this company states that it has awarded a contract to
Glisson & Sons for the construction of a new carhouse in
Niagara River & Eastern Railway, Niagara Falls, N. Y. Goldsboro.
—Briefs were filed by this company on July 20 with the
Public Service Commission for the Second District of New Oregon Electric Railway, Portland, Ore.—Among the im
York, supporting its petition for permission to build a provements contemplated by this company is the construc
double track fast freight and passenger line from Lockport tion of an extension to its freight sheds in Eugene which
to Niagara Falls to connect with the Buffalo, Lockport & will almost double their capacity, and a warehouse 50 ft. x
Rochester Railway and the International Railway. Con 100 ft. at Harrisburg.
nected with this plan is the proposition to double track the POWER HOUSES AND SUBSTATIONS
Buffalo, Lockport & Rochester Railway. [April 10, '15.]
Manchester Traction, Light & Power Company, Manches
Goldsboro Electric Railway, Goldsboro, N. C.—This com ter, N. H.—J. H. Mendell Company has begun work on the
pany reports that it expects to build 1 mile of new track construction of this company's Brook Street substation and
in Goldsboro. on the auxiliary steam power plant at Kelley's Falls. Con
Cleveland (Ohio) Railway.—Peter Witt, street railway struction will soon be begun on its substation at Garvin's
commissioner of Cleveland, stated on July 21 that the Buck Falls. The Brook Street substation will be 145 ft. x 100 ft.
eye Road line will be extended from East 116th Street to and 64 ft. high. The generators will have a capacity of
East 130th Street and the Woodland Avenue line from East about 3500 kw. The Garvin's Falls substation will be 42
122d Street to East 130th Street. Work will be completed ft. x 70 ft. The Kelley's Falls plant will be 144 ft. x 44 ft.
by Dec. 1. and 75 ft. high, and will be added to the recently completed
Cleveland, Akron & Canton Terminal Railway, Cleveland, substation, forming an L. This plant will generate 10,000
Ohio.—Engineers will begin work within the next few days hp. All the buildings will be of brick and cement construc
along the route of this company's proposed subway under tion. It is expected that the cost of these improvements
East Fifty-fifth Street, preparing plans, specifications, and will be about $300,000.
estimates covering the construction of the subway, freight Union Light, Heat & Power Company, Fargo, N. D —
stations, docks, and water front development. The Founda This company has placed an order through H. M. Byllesby,
tion Company of New York and the Osborne Engineering Chicago, for two 1875-kva., 2300-volt, 3600 r.p.m. turbo
Company have received the contract. O. C. Barber, Bar- generator units. The apparatus has been ordered from
berton, president. [July 24, '15.] the Westinghouse Electric & Manufacturing Company.
 212 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 5

East is of brick and steel construction and occupies 15,000

Manufactures and Supplies sq. ft. of floor space. The officers of the company are:
President, G. E. Pierce; vice-president, F. B. Moorhead;
ROLLING STOCK treasurer, O. C. Hirtzel; secretary, N. P. Fuller. A sketch
of Mr. HirtzeFs business career was published last week.
Humboldt Transit Company, Eureka, Cal., is remodeling This item is a correction of one in last week's issue in which
its cars for pay-as-you-enter service. an error was made in the name of the company.
San Francisco Municipal Railway, San Francisco, Cal., Lord Manufacturing Company, New York, N. Y., an
has received sealed bids for furnishing and delivering a nounces the resignation of E. A. Lightner as manager to
work car. become president of Thompson, Brown & Company, edu
Fort Wayne & Northern Indiana Traction Company, Fort cational publishers. The latter firm is the oldest pub
Wayne, Ind., is considering the purchase of some new ob lisher of school textbooks in the country, having been or
servation cars for interurban use. ganized in 1844 at Boston. The headquarters will here
Corpus Christi & Ward's Island Railway, Corpus Christi, after be in New York. Mr. Lightner became connected
Tex., a new line which is under construction between Corpus with the Lord Manufacturing Company in 1912 as sales
Christi and Ward's Island, is contemplating storage battery manager and secretary. In 1913 he became general man
service and is figuring on a 25-ton storage battery locomo ager and treasurer. He will continue to serve on the board
tive to handle the movement of truck farming products in of directors. C. W. Home, who has been chief engineer of
that section, the locomotive to be capable of handling the company for the past year, has been made general man
100,000 lb. in weight at a speed of 15 m.p.h. on level track. ager. Mr. Home was formerly engineer of tests for the
Richmond & City Point Transportation Company, Rich Interborough Rapid Transit Company. He is president of
mond, Va., J. C. Robertson, has made arrangements with the Home & Crane Engine Company, whose automatic
the Tidewater & Western Railroad for passenger operation train stop and speed control device is being tested by the
over the latter's line in connection with the Virginia Rail Central Railroad of New Jersey.
way, Light & Power Company to operate storage battery ADVERTISING LITERATURE
service to Bermuda Hundreds and thence by ferry to Dupont
City, Va., the population of which latter city has increased Roller-Smith Company, New York, N. Y., has issued a
from 18 inhabitants to 17,000 since the Dupont powder number of sheets describing its precision torsion balances
plant was built there. for weighing lamp filaments and its various types of meters
Public Service Railway, Newark, N. J., has begun work and circuit breakers.
in its shops on the construction of a closed car for city serv Pelton Water Wheel Company, San Francisco, Cal., has
ice. The length over bumpers will be 50 ft. 10 in., or 5 ft. issued a folder describing the individual features of the
longer than the standard cars now in service. Body length exhibit of hydraulic power apparatus and auxiliary equip
will be 36 ft. 6 in. Other details will be as follows: steel ment at the Panama-Pacific Exposition, San Francisco,
underframe, steel sides up to belt rail, tee-iron carlins, no Cal.
bulkheads, longitudinal seats, compromise-type roof, with Standard Underground Cable Company, Pittsburgh, Pa.,
Agasote roofing and no inside lining, Standard Steel trucks, has issued a booklet entitled "Pointers on Telephone Cable
Westinghouse motors and Westinghouse HL control. Specifications." The booklet contains useful information
Maryland & Pennsylvania Railroad, Baltimore, Md., regarding the size of conductor and sheath and type of
a steam road, has leased a storage battery car of the Rail sheath for various conditions, and directions for preparing
way Storage Battery Car Company, New York, N. Y., for specifications.
trial operation under its regular passenger 75-minute Pittsburgh High-Voltage Insulator Company, Pittsburgh,
schedule between Belair and Baltimore, 26.3 miles. The Pa., has issued a folder describing its high-voltage porce
car will make three round trips per day, hauling a 30-ton lain strain insulators of standard styles. These insulators
trailer. The average grade on the line is 2.19 per cent, the are all free from metal parts and are not subject to strains
maximum 5 per cent; there are also a great number of set up by the use of metal expanding in greater propor
curves. If this car meets the requirements of service this tion than the insulation.
railroad contemplates storage battery operation for the Carnegie Steel Company, Pittsburgh, Pa., has issued the
entire passenger service between Belair and Baltimore by fifth edition of the Carnegie Shape Book. This book con
equipping the line with five more cars. tains a complete list of all the products manufactured on
TRADE NOTES the shape, plate, bar and rail mills of the Carnegie Steel
Company with a few unimportant exceptions and is indica
Curtain Supply Company, Chicago, 111., has received or tive of the variety of forms now made in rolled steel. A
ders to equip with its curtain fixtures and rollers the new comparison of this edition with the fourth, issued in 1911,
cars recently ordered by the Corpus Christi & Interurban will show roughly the progress of the introduction of steel
Railway, New York & Queens County Railway and Norton in varied lines within the past four years. Among the rela
& Taunton Railway. tively new lines of manufacture will be noted very many
Esterline Company, Indianapolis, Ind., has received or new sash and casement sections, used in the construction
ders for "Golden Glow" headlights for the following electric of metal window panes, skylights, etc., and a large number
railways: Metropolitan Street Railway, Kansas City, Mo., of automobile sections together with a line of light weight
twenty SM-95 headlights; Beaumont (Tex.) Traction Com beam sections distinguished from the American standard
pany, fourteen SM-95 headlights; Binghamton (N. Y.) Rail sections by the designation structural beams. The book is
way, fourteen SM-95 headlights; Georgia Railway & Power printed on special lightweight thin paper adopted by this
Company, twenty-four SR-95 headlights, and New York & company for publications of this kind and is attractively
Queens County Railway, twelve SE-95 headlights. bound in green leather with gilt edges. Copies may be
Block Folding Step Company, Louisville, Ky., which pro procured at the price of $1.
poses to manufacture and market a folding step for street
cars and other vehicles, has been incorporated in Louis The Port Commission of Seattle, Wash., and the Ferry
ville with $5,000 capital stock. The authorized bonded in Line Auto Bus Company are negotiating for the establish
debtedness is $20,000. Incorporators are Rollie A. Jack ment of jitney bus service in West Seattle in connection
son, Owensboro, Ky., and William H. Bartlett and William with the bay ferry steamers. The plans as proposed call
A. Rosenfield, Louisville. Morton Yonts of O'Doherty & for the operation of three large jitney buses. The agree
Yonts, 906 Inter-Southern Building, is also interested. ment provides for a fare of 5 cents from Seattle across the
Plans of the company are indefinite as yet. bay to West Seattle by ferry, and by jitney bus to nearly
Electric Materials Company, North East, Pa., has been every part of West Seattle, 2 cents of the fare to go to
formed for the purpose of manufacturing electric ma the Port Commission and 3 cents to the jitney bus company.
chinery and repair parts, such as commutators, trolley The proposed buses would compete with the Alki Point and
wheels, line material, copper, bronze and brass castings, Fauntleroy lines of the Puget Sound Traction, Light &
and drop forgings in copper and steel. The plant at North Power Company in West Seattle.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY AUGUST 7, 1915 No. 6

GUARDING ADMIS- The second article of Dr. H. E. quality results. Often labor of the cheapest and most
SION TO OPERAT- Fisher on the medical methods of unskilled kind is employed to lay the pavement. While
ING DEPARTMENT the Elevated Railroads of Chi- the choice of materials and strict adherence to dimen
cago, published elsewhere in this issue, presents a sions will, to a certain extent, affect the workmanship
strong and vividly illustrated argument for the thor obtained from inferior labor, it will not produce the
ough physical examination and rigid method of selection results that skill will obtain with the same material. A
of trainmen. Although the importance of accepting wide variation in the life of various types of pavement,
for railway operating service only those who are phys not particularly as regards wear but as regards main
ically fit is generally recognized in theory, this principle tenance, is found on different properties. Undoubtedly
has not always been carried out in practice owing to the this result may largely be attributed to the character
lax methods employed in examining applicants for phys of workmanship in laying the pavement rather than to
ical defects which are not at first apparent. It is pure the choice of materials and design. Common labor with
folly, from a financial standpoint, for any railway com out experience should not be expected to produce a first-
pany to entertain the possibility, through slipshod phys quality pavement, and neither should ordinary laborers
ical examinations, of risking the lives and safety of its who become skillful pavers be expected to become per
patrons in the hands of motormen afflicted with heart manent employees at minimum day wages.
trouble or any other ailment liable to produce sudden
disablement. Rejection may be a hard blow to the THE COST OF A reference was made in an ed-
motorman who has previously served without mishap PEAK-LOAD itorial in the issue of July 31 to
on another road which was less particular, but his POWER generated energy that cost more
former experience cannot counteract the unfairness of than 50 cents per kilowatt-hour, and although this ap
the latent danger to the public and loss to the company. plied to a combined lighting and railway load subject
The operating department cannot be treated like an to extreme seasonal variations as well as to high interest
old clothes basket but should avail itself of the services charges on distribution equipment, the extraordinary
of an experienced medical man who is not so overbur cost is well worth consideration in connection with prop
dened with other work that he cannot render conscien erties operating only electric railways. Of course, such
tious examinations. We understand that Dr. Fisher's a figure is hardly possible in plain railway service, but
first article, which appeared in our issue of June 26, it is a fact that even under normal conditions the gen
attracted wide attention from operating and medical erally accepted value of 0.8 cent per kilowatt-hour is
men connected with electric railway systems. The one wholly inadequate to express the cost of some of the
this week should be equally instructive. energy that is consumed. Consider, for example, the
daily peaks of a railway load in which the load line is
TRACK CON- Essential to permanent track con- of the same general form day after day. Upon the basis
STRUCTION AND struction in which extreme care of the charges that are common for purchased power,
WORKMANSHIP hafl been exercised in the choice these being probably as low or lower than those that
of materials and design is skilled workmanship. Fre would be involved if the railway generated its own
quently this important element is neglected to minimize power, and with a peak measured arbitrarily by averag
first cost, but greatly to the disadvantage of the life of ing maximum morning and evening hours, all of the
any installation. Slighted workmanship, like the use energy consumed in excess of the average demand of
of inferior materials, must be paid for by increased the adjoining hours would cost at least 2 cents per
maintenance costs. Perhaps the pavement, which is a kilowatt-hour. If the afternoon peaks exceeded the
burden the track must bear although it is of no value in morning peaks, one-half of the excess would cost 3.7
the operation of a street railway, is the most typical cents per kilowatt-hour, these costs being based on the
example of slighted workmanship. As a rule, in pave customary rates of $1 per month per kilowatt of de
ments which are laid by railway companies, extraordi mand, plus 0.4 cent per kilowatt-hour for energy actu
nary care is exercised in the selection of the materials ally consumed. It is through the seasonal variations,
to be used and in the strictness with which concerns however, that power costs reach a real maximum, as the
furnishing materials are required to adhere to dimen peak for one winter month will usually exceed those of
sions and finish. After extreme diligence has been adjoining months by several per cent. Under this con
exercised in this respect, however, many companies con dition the excess energy consumed during the daily
clude that nothing further is necessary to secure first- peaks of the high month (even assuming inappreciable
 214 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

variations from day to day and between night and morn acid test for all acts of directors. If every director were
ing) will cost some 25 cents per kilowatt-hour. The required by law to publish to the stockholders all his
one thing, in fact, that saves the situation is that the transactions in the corporation's securities, so that it
energy which thus has to be supplied at high cost con might be known whether he profited by prior sales or
stitutes only a small proportion of the whole. otherwise while other owners lost, the temptation of
speculation would, we think, be removed. While such
a provision may never become law, we would advise
SPECULATION BY DIRECTORS directors to hold it up before themselves for their moral
The New York Times Annalist in recent issues has guidance. He who would recoil from such a public test
been publishing an unsigned symposium of ideas in re would do well to set up ethical standards of a more
gard to the duties of directors in relation to buying certain propriety.
and selling shares of stock of their own corporations.
We were interested to find that although each of the NEW TECHNICAL TERMS IN HEAVY ELECTRIC
men consulted had a fairly well-defined opinion regard TRACTION
ing the proper practices in such a case, none came out The coinage of new technical words and phrases and
with a ringing statement of a clear-cut standard of the addition of new meanings to existing electrical
conduct to govern market transactions by directors. terms are going on at a tremendous rate, for every new
Each man expressed his personal opinion—some favored development brings with it an array of new equipment
unlimited buying but condemned short selling, and and operations which must be discussed. The new
others upheld all acts not known to be injurious to other terms are likely to be suggested hastily, but so urgent
stockholders. Almost all, however, seemed to be strug is the need for them that the first proposal may easily
gling in an apologetic manner with a subject about find its way into popularity, and usage fixes it for a
which little has been said publicly by corporate leaders time. Take, for example, that flexible and ubiquitous
and for which none desired to be the first to define the word "jitney." Of uncertain origin it appeared in the
limits demanded by sound ethics. It seems to us that West as synonymous with nickel. Next it becomes an
where so few positive statements are available and adjective largely appropriated by a certain, or rather
where none desires to sign his name in defense of acts uncertain, type of motor car, then by buses of more
that he thinks might be condemned, there is an oppor pretentious size. Next it becomes a noun again, mean
tunity for missionary work of a clear-speaking sort. ing a certain type of vehicle. What it will mean next,
Two examples occur to us of the laudable in director nobody knows.
ate affairs. In the above-mentioned review President Another word is pantograph, which is occasionally
Shaughnessy of the Canadian Pacific Railway was not spelled "pantagraph," although the former spelling is
loath to state emphatically under his own name that preferred by both the Century and Webster's diction
from the beginning of his company it was understood aries. This word comes from two Greek words meaning
that no director should speculate in the stock market "all" and "write," and is the name of a very old instru
or take advantage of any information secured in ad ment for the mechanical copying of engravings, dia
vance of other stockholders by virtue of his membership grams, plans, etc., either upon the same scale or upon
on the board. No qualifications can be found in this a reduced or enlarged scale. With this meaning it
platform. The second incident which we have in mind occurs in a number of languages in substantially its
is the recent resignation of William B. Hibbs from his English form. Recently the word has been applied to
directorship of the Washington Railway & Electric a collapsible frame used in collecting current for certain
Company and other public utility corporations. As a types of electric cars and locomotives, the form of which
broker Mr. Hibbs was called upon to buy and sell se suggested the form of the drawing instrument, although
curities of the several companies of which he was di the significance of the name is lost. This is said, not
rector, thus being placed in an embarrassing position to criticise the new use of the word, for the word may be
and sometimes subject to criticism. His withdrawal is as good as any for the purpose, but to point out the
not proof that he could not maintain a rigid separation trifling nature of the origin of a new meaning for an
of his functions as broker and director but rather a established word. This is the way of all but dead
praiseworthy recognition of the broad ethical precepts languages, and we must reckon with it.
making the maintenance of such a position inadvisable. At the recent A. I. E. E. convention, C. J. Hixson dis
The vital point underlying these examples—and a cussed, among other subjects, the need for careful defi
point also which the quoted' directors in the Annalist by nition of terms used and needed in connection with
their very anonymity seemed to emphasize—is that electric railway contact systems. In general we agree
there is in existence, though not entirely crystallized, a with his suggestions, but not when he states that "com
sound public opinion against the propriety of specula mon usage seems to have already classified trolley wire
tion or even the appearance of possible speculation by collectors into wheel trolleys, roller trolleys and slider
directors. Little hesitation would be shown by the trolleys." Now with all respect to common usage, whose
public in condemning directors who used their office for absolute sway in the formation of language the ELEC
personal aggrandizement to the detriment of other TRIC Railway Journal respectfully owns, it seems that
stockholders. For this reason publicity would be an the A. I. E. E., which presumably has considerable in
 AUGUST 7, 1915] ELECTRIC RAILWAY JOURNAL 215

fluence with common usage in its field, ought to remon penses and bond interest but has been unable to make
strate before it is too late. "Slider trolley" breaks loose any consistent appropriation for depreciation. On
from all convention and ignores the history as well as pleasant Sundays in the summer it is almost over
the later uses of the word "trolley." Trolley was orig whelmed with traffic, but at other times earnings are
inally a costermonger's cart, then a small truck or car small, due to the low density of population, to the in
for running on tracks in a rolling mill, then a little creasing use of automobiles and to steam railroad
truck for collecting current from overhead wires, finally competition.
specializing, according to the Century dictionary, into The company asked the commission for a fare in
"a metal roller or pulley arranged to travel over, upon, crease which would yield an estimated additional reve
and in contact with an electric conductor suspended nue of about $11,000 per year, the most important fea
overhead and connected with a flexible conductor or ture of the proposed tariff being the establishment of an
trolley pole for conveying the current into the motor 8-cent fare unit in place of the existing 6-cent rate.
circuit on an electric car." The "Electric Railway Dic A short investigation was sufficient to demonstrate the
tionary," published in 1911, also preserved the distinc company's need of additional revenue, but in carrying
tion between a revolving contact device for use by cars, out its proper conception of responsibility to the public
like the trolley, and a sliding contact device, like the the commission made a very careful study of the finances
bow collector and the conduit plow. of the road, setting forth its reasoning and deductions
We admit that engineering usage in the past has with as much care as though the system were twenty
been somewhat loose in this matter, and we ourselves times as large. Instead of authorizing the use of an
may not always have been consistent in the use of all 8-cent fare unit, however, the commission added a fourth
of these terms. Nevertheless, it has always been the zone and thus made the fare from terminal to terminal
aim of this paper to exert its influence in the direction 21 cents instead of the previous 18. The establishment
of exact and correct terminology, and it appreciates the of this zone enabled the board to standardize a 5-cent
rapidly increasing efforts which are being made by fare unit in three zones, retaining the 6-cent unit in the
technical societies to conserve effort and prevent mis zone nearest Boston, which compensates for various
understandings by means of careful definition. In the inequalities in distance or traffic as outlined in the ab
early stages of an art a certain amount of looseness of stract. The establishment of two-part tickets for use
expression can be pardoned, but as methods and appa at all hours between certain residential and industrial
ratus become more standardized it is the duty of all to points on the southern part of the road was deemed pref
unite upon a common nomenclature. It is to be hoped erable to the issuance of workingmen's tickets good only
that the A. I. E. E. standards and railway committees at night and morning. Such a differential fare arrange
will consider Mr. Hixson's suggestions and recommend ment is most interesting, and would seem to be highly
such terms as will enable us to say exactly what we appropriate under the conditions as a means of provid
mean in a reasonable number of words. ing for short rides at relatively low cost to the passen
ger while affording the company the increased income
THE BLUE HILL FARE DECISION essential to its service.
A consistent policy with respect to the encouragement As in the Middlesex & Boston case, the board dis
of electric railway earnings is evidenced by the recent missed reproduction cost as the touchstone of value upon
decision of the Massachusetts Public Service Commis which to figure rates, adhering to the actual investment
sion in the Blue Hill Street Railway fare case, abstracted for this purpose, safeguarded as the public has been
elsewhere in this issue. Recognition of the needs of by the Massachusetts anti-stock-watering laws for many
struggling companies by the board was so well set years. In this connection, the remarks of the commis
forth in its notable Middlesex & Boston decision last sion upon accrued depreciation are well worth reading,
fall (Electric Railway Journal, Nov. 7, 1914, page for the board emphatically holds to the idea that the
1055) that the finding just announced in the Blue Hill public should pay for the wear and lear upon the prop
case is the logical outcome of the former. In certain erty, and for its deterioration in its service, no matter
aspects, however, the Blue Hill case has unusual fea whether that depreciation is met early or late, by a
tures, and the treatment of these by the commission is road honestly and capably managed, and which has been
most illuminating. unable to set aside funds for this important function by
The road is a small one, serving probably less than reason of its paucity of revenue. Another interesting
20,000 local residents in the outer suburban territory point is the selection of a sum representing the prin
lying around Mattapan Square, Boston, the Blue Hills, cipal upon which the return is to be earned on a total
Milton, Canton and Stoughton. Its total trackage is lower than the company has shown to be correct but
about 20 miles, and the length of the main line only which still demands a substantial increase in rates be
about 12 miles. Built by Stone & Webster fifteen years fore the proper charges can be met. By taking a sum
ago and ever since managed by these interests, the thus so much to the advantage of the remonstrants to
property has rendered valuable service to the public, the increase and clearly demonstrating the inadequacy
but it has never been able to earn a dividend, despite the of the existing rates, the board leaves no opening for
most careful operation. With a gross annual revenue disagreement among those opposed to the increase as to
of about $93,000 the company meets its operating ex the justice of its finding.
 216 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

Examining the Physique of Chicago Elevated

Employees

The Author Treats of the Methods Employed for Determining Physical Fitness and Emphasizes the Importance
to the Traveling Public of Thorough Physical Examination of Applicants and Employees

BY H. E. FISHER, M. D., SURGEON ELEVATED RAILROADS OF CHICAGO, ILL.

After the sight, hearing, color perception and men Failing to understand how a railroad examiner would
tality of an applicant or employee of the Elevated Rail pass such a dangerous risk for the hazardous work of
roads of Chicago have been examined he should pass a a motorman, I questioned the applicant. He informed
series of practical physical tests. To give a thorough me that the doctor had made the heart examination with
examination, it is essential to have the applicant his ear and through the clothing, and I quickly under
stripped, at least down to the waist line. This permits stood how the heart lesion had been overlooked. That
the examiner to have a better opportunity to obtain error in technique on the part of the medical examiner
information which otherwise would be lost. It is not might have resulted in a serious accident in case the
always practicable or feasible to strip a man, but it is motorman had heart failure while driving his car. This
important that he bare his chest and abdomen. In the applicant offered strenuous objection to baring his chest
examination of the heart and lungs it is necessary to when I examined him because, no doubt, he was aware
get down to the skin surface to hear clearly the various of his heart condition and knew that an examination
chest sounds. It is folly and poor practice for a physi with the chest exposed would result in his being refused
cian to try to examine a man's heart or lungs through employment.
a number of layers of heavy clothing. These deaden EXAMINATION OF HEART
the chest sounds, and the delicate murmurs of the heart
and the rales of the lungs are lost. The right and In the medical office of the Elevated Railroads of
wrong ways to examine the heart and lungs are shown Chicago the applicant's or employee's heart is carefully
in the two accompanying illustrations. examined with the latest instruments. The condition
I recently had the foregoing fact illustrated in the of the heart valves, presence or absence of heart lesions,
case of a man who had been examined and accepted for character of the heart and pulse beats, position of the
promotion to motorman on a high-speed interurban rail heart apex, whether normal or displaced, the relative
road. Later I had an opportunity to examine this man size of the heart and any pathological changes in the
for a position as guard. With his chest bared, a danger heart as indicated by the various characteristic sounds
ous organic heart lesion was found by using a stetho are carefully recorded.
scope, much to the embarrassment of the applicant. A rapid beating of the heart found at the time of

CHICAGO ELEVATED PHYSICAL EXAMINATION—IMPROPER CHICAGO ELEVATED PHYSICAL EXAMINATION—PROPER

METHOD OF EXAMINING HEART AND LUNGS METHOD OF EXAMINING HEART AND LUNGS
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 217

examination may often be attributed to some heart Continuing with the examination of an applicant, it
defect when, in fact, it is due to the nervous state of is also important to ascertain whether a rupture is
the applicant when the heart tests are made. It is present. Tests for rupture are so easily performed and
always better practice to put off the heart tests until so quickly accomplished that there is no excuse for
near the end of the examination. By that time the allowing this part of the examination to be slighted.
applicant's excitement has disappeared and the real Neglect in this particular has led to suits for damages
status of the heart can be obtained. for a rupture alleged to have been received in an acci
Any heart lesion is good cause for rejection of an dent after an employee had entered the service, when in
applicant. It is imperative that the heart be normal fact the rupture was of long standing and should have
or nearly so to minimize the risk to the passengers. been discovered before he was given employment. It
All motormen should have normal hearts to avoid the is true that surgeons often can distinguish between a
chance of their losing control of their trains due to a recent rupture and one of long standing, but this is not
heart failure. Some may say strictness in this particu always reliable. It is far better practice to be on the
lar is unnecessary because the installation of the "dead safe side and examine each new man thoroughly before
man's control," which, if an accident occurs, will bring he is engaged.
the train to a stop. Too much reliance for the protec In regard to the claims for damages for ruptures
tion of passengers and property, however, should not be alleged to have been received while in the employ of a
placed in mechanical devices, because they sometimes company, the author knows of three cases which are
fail at the critical moment. being tried at the present time in the courts. In two
In re-examination of old motormen a weak heart of these cases no examination was made at the time of
should receive careful consideration. Such a man is a giving employment, and in the other case the surgeon
dangerous risk to put in charge of the front end of a did not examine for rupture. Medical testimony, also,
train. He should be relieved of his responsibility and bears out the point that the ruptures were of long stand
be appointed to a less hazardous position where he can ing and not of recent origin, but this was insufficient
make a good living. Sentiment in this respect and will to throw the cases out of court.
ingness to take a chance that an old motorman's heart All shopmen, road department men, electrical men
will not fail him open the way to a serious accident. It and ordinary laborers who are permanently engaged
is far better to reduce one motorman with a defective should receive a careful physical examination at the
heart than to allow him to continue work which may time they enter the service and at three-year intervals
not only result in his own death but jeopardize the lives thereafter. This will furnish a record of their physical
of the passengers on his train. Some medical exam condition, and in case any employee meets with an acci
iners, upon finding a motorman's heart defective, believe dent, proof is at hand to determine whether the accident
it can be remedied and recommend a leave of absence to caused the injury, whether they were predisposed to
undergo treatment. When the motorman's heart has such an injury, or that the defect was present when they
improved he is permitted to resume his former duties. were first employed by the company.
To my way of thinking such practice courts disaster and Employees in the electrical department, particularly
should not be tolerated. linemen, should have practically normal hearts. Ex
When an employee returns from sick leave on account perience has demonstrated that a man with a weak or
of rheumatism, gout, contagious or infective diseases defective heart cannot stand an electrical shock so well
his heart should be examined before he is permitted to as a man with a normal or strong heart. A shock which
resume his duties. All employees who have been sick would not necessarily be fatal to a normal heart has in
for more than one week are examined before they are many cases been sufficient to cause the death of men
allowed to return to work. with defective hearts.
Pulmonary Lesions and Ruptures Physical Characteristics and Age
In the examination of the lungs the presence of pul Trainmen, and in fact all employees in the transporta
monary lesions, such as tuberculosis or chronic bron tion service, should be at least twenty-one years of age
chitis, are sought. An applicant suffering from tuber and at least 5 ft. 6 in. in height. The only exception to
culosis should be rejected and urged to secure medical this age should be in the shops where apprentices are
advice and treatment. Those affected with this disease employed. In the train service a man of youthful ap
should not be permitted to serve the public, because pearance does not command respect. Passengers like
they are a constant menace to the good health of others. an older man, and, moreover, the rowdies are more prone
Experience has shown that there is no better habitat to start trouble when a boy is in charge of the train.
for the tuberculosis germ to get in its deadly work than Youths are not disposed to be careful of themselves and
in a closed car, especially in the winter time. The passengers and are inclined to take greater risks than
danger of this disease to those afflicted with it is in their seniors. Some may contend that this is a debata
creased when they work where they are exposed to quick ble question and claim that young men often make better
changes of temperature and humidity. trainmen than old men. I am satisfied that this is not
Recently the author was asked to allow an employee generally true, but of course there will be instances
who had been under the care of a physician for tuber where boys were geniuses, born to be trainmen. The
culosis to return to work as a guard. The employee's older men are conscientious in the discharge of their
physician had advised that the outdoor life on the ele duties, because in most cases they have families de
vated railway would be of great benefit, and besides pendent on them and they cannot afford to take risks
the employee needed money and it was necessary for which might jeopardize their position or their pay
him to return to work. Permission was granted to try envelopes. Before the age of twenty-one years few men
the work for a short while, but the employee was obliged look upon life seriously, and the youthful trainmen often
to give it up because his physical condition grew worse. do not care whether they hold their jobs or not. More
This example is typical of all cases of this kind. Out over, younger men of the class from which trainmen are
door work on a street car in the Central States, where selected are not always as steady workers as older men,
weather and temperature changes come in rapid succes and they change from one position to another.
sion, is not beneficial for those with tuberculosis, and Undersized men, while a valuable asset in other walks
they are always a menace to the public. of life, are not desirable in the train service. Trainmen
 218 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

of this class have difficulty in reaching the bell and may necessitate the payment of damages. On the other
register cords, and they are obliged to stand on the seats hand, care in this respect might have obtained a record
to open ventilators. In a crowded car the small of an old fracture which really contributed to the break
men may occasionally find it impossible to see their sig because the leg was not so strong as, without the pre
nals, fares or streets over the heads of their passengers. vious fracture, it should have been.
On a crowded car platform the short conductor is often
unable to see that passengers have safely alighted but Infectious or Contagious Diseases
takes a chance and gives a hasty bell signal which may Personal appearance was discussed in my first article,
cause an accident. Moreover, the small man is often published in the issue of the Electric Railway Jour
imposed upon by those prone to make trouble, because nal for June 26. In this article it was also stated that
trainmen of diminutive stature do not command the men with infectious or contagious diseases should not
respect that trainmen of normal or large size do. Al be employed. This suggestion applies particularly to
though the small man frequently has greater courage those afflicted with venereal or specific diseases, because
than the large man, the disadvantage to which he is put they may be conveyed to passengers with transfers or
on account of his size more than counterbalances this money. Any man in the acute stages of a venereal or
advantage. specific disease should be relieved from duty and advised
Other Matters to Consider to secure competent medical treatment. In the case
of employing new men, should their examination show
Tests of the various nervous reflexes should be made diseases of this nature, they should be disapproved.
to ascertain the absence or presence of serious nervous These conditions reduce the efficiency of the man and
diseases. It is useless to dwell on the subject of rail- are often the cause of fainting fits or convulsions. Any
man addicted to alcohol or drugs, especially when there
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CHICAGO ELEVATED PHYSICAL EXAMINATION—FORM OF CHICAGO ELEVATED PHYSICAL EXAMINATION—FORM FOR

TRAIN SERVICE EXAMINATION ALL OTHER EMPLOYEES

road employees who have perfect use of their limbs. is an authentic history of such indulgence, has no place
No man should be taken into the train service who has in railroad service because he is not reliable.
lost a leg or an arm or who is crippled so that he cannot When there is a history of fainting spells, epileptic
get about freely. Agility is the watchword of "safety fits or convulsions, applicants should not be admitted to
first." Men who have lost a leg or an arm in the service service. In the case of old employees all fainting at
should be given employment, possibly as flagmen at tacks should receive very close observation, and any
street crossings, providing, of course, that their sight man unable to give a sufficient reason for fainting
and hearing are good. Flagmen whose duties include should be relieved from duty. More than one attack of
the operation of crossing gates should have unrestricted fainting by the same employee should be cause to remove
use of their legs and arms. Experience has demon him from the service. Fainting spells and epileptic
strated that accidents often occur at crossings guarded convulsions are dangerous risks both to the employees
by crippled men and, in addition, the company may be and the passengers entrusted to their care. Men sub
held for negligence because its employee was not in ject to this weakness are liable to become unconscious
good physical condition. at a critical time and cause an accident. A railroad
All applicants should be carefully examined for old keeping in a hazardous occupation an employee with a
fractures or broken limbs. Frequently a trivial accident history of fainting fits is playing with fire and courting
will result in breaking an employee's arm or leg which trouble. Every case of initial fainting should be closely
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 219

investigated to justify the employee and not deprive

him of his usual means of livelihood unless there is
ample reason for it.
Forms Used
The form used by the Elevated Railroads of Chicago
to record the physical examination is shown in one of
the illustrations on page 218. This form is prepared
in duplicate, one copy for the examiner and the other
copy for the superintendent. The latter copy is filed
with the employee's original application for employ
ment.
The other form shown is a combined form used
for all employees other than those in the train service.
Reference to my previous article will show the standard
requirements for physical examination. Where a com
pany benefit association is in operation all employees
and applicants should have a urine analysis, thorough
examination being made to discover any constitutional
and systemic diseases.
On the Elevated Railroads of Chicago all employees in
all departments except the ticket agents and the clerical
forces are examined. This practice furnishes a complete
record of each employee's present and past medical his
tory. Thorough and systematic examinations insure
a better class of employees, greater efficiency and tend
to reduce the number of accidents and injuries. Such a CONDUCTORS AND CARS USED IN ROME
practice is therefore a protection to both the employees
and the corporation, and should be the cardinal safety- Women Conductors in Rome
first measure.
The European war in which Italy is now engaged has
made its draft, as in other countries, upon the able-
Bus Competition with London Tramways bodied men in the country, and a large number of the
At a recent meeting of the London County Council men employed by the different tramway companies have
it was stated that motor bus competition existed on enlisted under the colors and have gone to the front.
100 miles of the Council's tramway routes. The number Under these circumstances the tramways have turned to
of bus-miles run annually over these routes was roughly women as conductors, and the accompanying views show
estimated at 20,000,000, the cost being estimated at 16 some of those employed on the Societa Romana Tram
cents per mile. The number of men employed by the ways-Omnibus, which operates the tramways in the
buses was estimated to be 1500, while the additional Eternal City.
number of men required on the tramways to carry the As shown in the engravings, the women wear a neat
passengers now taken by the motor omnibuses over uniform with badge and carry the usual pouch for
the routes in question would be only 460, the additional holding the pad of fare receipts used by the European
number of cars being 184. Attention was directed to countries for the various lengths of ride paid for under
the loss to the country of the services of more than the zone system of fares. According to the manage
1000 men, whose labor was uselessly performed under ment of the Rome tramways the service of women con
the existing conditions. ductors have been verv satisfactory.

GROUP OF WOMEN CONDUCTORS AT ROME—CONDUCTOR IN UNIFORM

 220 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

Economics of the Jitney Bus Movement*

Factors Contributing to Its Development, Regulation and Cost of Operation—Effect on Owner, Railway and
Public—Possibilities at Higher Rate of Fare

BY F. W. DOOLITTLE, DIRECTOR BUREAU OF FARE RESEARCH

It was not until late in the summer of 1914 that jitney respectively 15, 40 and 60 per cent. It is, of course,
bus transportation was recognized as a type, and it is impossible to say how much of this loss was due to
probably true that a very considerable impetus was competition from jitney buses and how much to indus
given to this business by the extent of unemployment trial depression, and the facts are given only for what
existing at that time. While no accurate and compre they are worth. A somewhat detailed study of the
hensive figures are available showing the number of situation, as will be shown later, indicates to the writer
buses in service from time to time, a rather careful that this type of competition will not be permanent, be
examination of such data as are available indicates that cause the jitney operators are exhausting their capital
we may date the origin of the industry as of Sept. 1, to make a wage which would not be attractive were in
1914. Its extent increased very rapidly until Jan. 1, dustrial conditions better. The permanence of any
1915, after which it fell off slightly, reaching the industry, the returns from which are not sufficient to
previous high point again on March 1. Since that time, maintain the physical property as well as to pay operat
with the advent of more favorable weather conditions ing expenses, is to be seriously questioned; and it is
and the increase in tourist travel, the number of buses evident in some quarters that the continued existence of
in service has increased slightly. The maximum num the jitney bus as a transportation factor has been due
ber in service at any time appears to have been about to the advent of the second or even third generation of
6000. Various factors have contributed since the latter investors in the industry following the exhaustion of
part of 1914 to the growth of the jitney business, and the capital of their predecessors.
these will be enumerated and discussed more fully later.
Factors Affecting the Development of the Jitney
It is apparent, however, that unemployment in the
skilled trades, the accumulation of a large stock of Bus Business
second-hand cars normally idle, wide advertising in the Taking the matter up more in detail we will examine
newspapers of this novel method of competition with the factors which apparently were principally effective
street railways, and the appeal to a large number of in promoting the development of the jitney business.
people made by an opportunity to ride in a car, as is From the standpoint of the owner and operator of the
customary on the part of their more prosperous neigh jitney bus, the most favorable factors have been as fol
bors, are the principal reasons for the very rapid growth lows :
in the number of jitney buses in operation during the 1. Small investment is necessary to engage in the
later months of 1914 and the early months of this year. business. The practice maintained by automobile sales
At present, the total number of buses in operation in men of accepting in exchange for a new car an old one
the cities where the development has been under way at a fair figure has been made possible by the point at
the longest is practically stationary where no regulation which the price of the new car was fixed. These second
has been attempted, and where there is some form of hand cars then, taken in exchange on new cars, have
control the number is somewhat less than it has been been available to purchasers at a very low figure and
in the past. In this connection, however, it is of con they have also been used in the jitney business by auto
siderable import that while the number of vehicles has mobile dealers who hire operators to conduct the busi
remained for some weeks practically stationary, the ness on a salary or on a percentage basis.
personnel of those interested in this industry has been 2. The industrial conditions existing during the past
changing at a rapid rate. In one instance, out of some year, particularly during the latter months, were such
thirty men meeting to organize a jitney owners' asso that a large number of skilled laborers found themselves
ciation none was present at a meeting of a similar out of employment. Frequently these men had accumu
number of men held- a month later, although in the lated a small amount of capital which they have invested
meantime the number of jitneys in operation had re in new low-priced cars or in second-hand cars. A very
mained about the same. striking instance of this occurred in a New England
What the influence on electric railways of this type city where, immediately following the closing of the
of competition may be it is difficult to predict. The mills, a large number of former employees entered the
jitney bus competes for business with the street car, jitney business. It is altogether likely that a return to
but it competes also to a considerable extent with the better industrial conditions would eliminate from the
taxicab and the somewhat more common method of jitney bus business a large number of men who are now
transportation—walking. However, in certain cities willing to accept a smaller wage than they are ac
there has been, since the advent of the jitney, a marked customed to, or who have found that the hazards of
decline in electric railway revenues, traceable no doubt jitney operation are less to their taste than those of
in part to general industrial conditions, but probably the employment for which they have been trained.
more largely to jitney competition. In small towns 3. There frequently arise conditions under which an
where the traffic is light and the length of haul short, individual is willing to make certain sacrifices in order
the advantage of the jitney bus is greater than in large to obtain immediate returns on a prior investment.
cities, and it may be expected to offer more serious Such is no doubt the situation in the case of a consid
competition to the smaller electric railways. Figures erable number of jitney owners. These men, during
for a recent month from three cities, comparable except more prosperous times, acquired cars which they have
for size, show that for populations of 400,000, 40,000 not for some months felt they could properly afford.
and 20,000 the decreases in passenger revenues were To these men the opportunity to obtain a quick return
•Abstracted from an article in The Journal of Political Econo on this capital invested in an otherwise unproductive
my, Chicago, July, 1915. piece of equipment has proved strongly attractive. They
 AUGUST 7, 1915] ELECTRIC RAILWAY JOURNAL 221

have entered the field in spite of the fact that under at will, and there is a certain convenience resulting to
the customary conditions of operation they will, before passengers from this. It should of course not be over
a great while, have so depreciated the car as to make its looked that what is a convenience to one passenger may
remaining value negligible. be an inconvenience to another, but with the small num
In the foregoing we have considered individuals who bers ordinarily handled in an automobile the conflict
could weigh the somewhat involved principles of de of interest is not so certain nor extreme as is the case
preciation and the accounting which should properly with the larger numbers handled in one group by elec
accompany wasting assets. There are, however, a large tric railways.
number of individuals to whom the future is a closed Under the head of convenience may be mentioned the
book, and these probably constitute a major portion of higher speeds of automobiles. This is due to three
those who have attempted to carry passengers for factors: the design of the automobile, its ability to de
various distances at a fixed charge of 5 cents. One of tour, and the smaller number of stops necessary to
the unfortunate phases of this experiment in transpor receive and discharge a few passengers than many.
tation is that it appears to be likely that a considerable The progress being made throughout the country in the
number of those who have engaged in it have been adoption of the designated stop scheme by electric rail
deprived of their accrued capital through their failure ways is tending to lessen the difference in running time
to recognize the fact that profits are properly computed of jitney buses and street cars.
only after the integrity of the investment has been The smoking privilege has very largely been curtailed
assured in addition to the payment of operating ex on electric railway cars because only a minority of the
penses. passengers would be favored by its retention. In open
4. There has been for many years no more popular automobiles smoking is presumably less offensive to
subject for the newspapers of this country than the those who do not indulge than it would be in a closed
public utilities. Any institution which affects as vitally street car. Here, again, the possibility of conflict of
as does the average public utility, and to as wide an interest is less in the case of the small groups riding
extent, the members of a community, carries with it a together in automobiles than in the case of the larger
news value. As a result the competition offered to number riding together in the street car. It should
electric railways in many cities by the jitney buses has not be overlooked that at certain seasons of the year
secured a publicity which the competitors of other in throughout the country, and for a major portion of the
dustries could not have obtained. It is immaterial that year in certain sections, considerably greater pleasure
many newspapers have conducted so-called campaigns results from a ride in the open air than in a street car.
against the public utilities in their communities, for Some .of the privileges and conveniences here
whatever affects any considerable number of the people enumerated are likely to be curtailed by regulation,
has perforce a place in the newspaper read by those but it is evident that there will always be at certain
people. An additional factor of publicity has accrued times and for certain individuals conditions which lead
through the very obvious advertising that the jitneys them to prefer the jitney bus as a means of transpor
have done for themselves by their movements through tation. On the other hand, while the factors here men
out the communities in which they operate. A ride in tioned as favorable to the development of the jitney
an automobile for 5 cents has been until recently some business, both from the standpoint of the owners and
thing to occasion comment, and the appearance on the operators and from that of the patrons, have been de
streets of a city of a large number of these cars carry veloping, other factors have been exerting apparently
ing their advertisements on their wind shields has a greater force toward the elimination of this means of
brought this new industry to the attention of a very urban transportation.
considerable part of all the people. From the standpoint of the owner and operator these
From the standpoint of the patron of the jitney bus, unfavorable factors may be classified as follows:
there have been three factors favorable to the rapid 1. Regulation.—A rather interesting statement of the
growth of the habit of their use: necessity for regulation indicating the point of view of
1. The novelty of going to and from one's work in an a number of city governments is contained in the mes
automobile, riding, as some of the jitney operators sage of Mayor Rose of Los Angeles to the City Council,
have felicitously expressed it, "on rubber and on air," Dec. 23, 1914.1 The statements there made are rather
has no doubt influenced many to use this form of trans typical and their appeal to local interest accounts, in a
portation. This factor is, however, one which will de measure, for the rapid growth of regulation.
crease as time goes on. Many industries have been The communities in which jitney buses have been
built up and have thrived for a short period, particu most rapid in their growth have attempted to regulate
larly in the amusement field, on the principle that them in a variety of ways. The principal features cov
novelty is as salable as more substantial commodities. ered in the earlier ordinances have been followed in the
2. For a large part of the population of our cities, later ones, and the most complete and carefully thought-
in spite of the constantly decreasing cost of automobiles, out regulatory provisions have been based on a consid
their use as a customary means of transportation is eration of the following factors:
rare. No doubt a strong influence in the development (a) Responsibility: To accomplish this there has been
of the riding habit has been the personal satisfaction generally required of the jitney owner a bond for the
which has come to the patrons of the jitney bus through protection of individuals who are injured through the
a feeling, more or less definitely conceived, that they are, carelessness or negligence of the driver.'
by adopting this means of transportation, bridging for (b) Safety: This has been promoted by fixing the
the time being the gulf between themselves and their requirements for drivers in such a way as to eliminate
more fortunate neighbors in the matter of automobile those least fit to operate cars. In certain cities a special
riding. examination of drivers is required, and in most cities
3. The jitney bus is able under an unregulated status which have adopted regulatory measures a complete
to offer certain conveniences which cannot be furnished means of identification of drivers is required for the
by street railways handling passengers in larger groups. 'Spe Electric Railway Journal for Jan. 2, 191"), page 76. [Eds ]
In the first place, the jitney operator is free to run his 2ln one of the Pacific Coast cities each of the three bonding
companies there represented has, since the advent of the Jitnev
car to the curb and in fact on to a side street as an bus, refused to Issue indemnity insurance for such vehicles, and
accommodation to his patron. He can vary his route In another city, somewhat smaller, the rates for such policies
have been increased from an annual fee of 150 to one of $250.
 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

use of the police department. Jitney operators are, of which have previously been furnished by the railways.
course, subject to police regulations as to traffic rules. A similar situation exists in regard to street sweeping,
(c) Reliability: It has been deemed necessary for the sprinkling and removal of snow.
convenience of the public that routes and charges be 3. Depreciation charges.—As has been indicated pre
fixed, and many ordinances contain provisions to this viously, the wasting of capital through the depreciation
effect. The tendency, early observed in many cities, to of the automobile has not been given proper weight in
use the jitney for immoral purposes has led to certain many cases. As the second-hand cars, and to a less
provisions being made with regard to the lighting of extent the new cars which have entered this field of
closed cars. transportation, reach a point at which they can no
(d) There appears in most regulatory ordinances longer be operated, the necessity for considering de
provision for the licensing of jitneys and fees of various preciation is being brought more forcibly to the atten
amounts have been imposed. In general these fees have tion of the owners. Those who entered the business
not been particularly large, although there is a growing first are now rapidly being brought face to face with
tendency to require these carriers to contribute by the this necessity, and although many operators have not
means of special taxes to the extra burdens imposed yet given due weight to this factor, it will have, as
upon the police and street departments in the cities in time goes on, an increasingly greater force in deter
which they operate. These burdens imposed by regu mining whether or not the jitney bus is to remain.
lations have eliminated a considerable number of the 4. Cost of operation.—The chief factor tending to
less efficient and less desirable jitney operators from the discourage owners and operators of jitney buses is the
field, some because of their unfitness to operate a car high cost of automobile operation. This is a subject
and others because the added financial burden made it which has been gone into with a considerable degree
impossible for them to pay current expenses. of care, and the results of the computations based on
2. Community requirements.—Closely related to regu actual operating experience in a number of cities are
lation, although properly classified under a separate such as to indicate that, neglecting for the moment the
head, are the requirements which the communities have wasting of capital, the average jitney operator is un
imposed upon the jitneys in the way of contribution to able to make a reasonable daily wage over and above
public funds. Many cities have taken this step having his cost of operation.4
in mind the fact that the money collected for transpor The Economic Status of the Jitney Bus
tation by the street railways is assessed for general
purposes, and any diversion of this transportation in We will look now at the economic status of the auto
come from street railways will lessen the amount thus mobile engaged upon the public highways as a common
contributed unless the agency to which the payments carrier. It appears that this amounts to a reappear
are diverted has imposed upon it burdens similar to ance of a type of transportation which vanished with
those imposed upon the street railways. In certain horse-drawn vehicles upon the introduction of electric
cities as high as 15 per cent of the money paid to street transportation, and it will be worth while to consider
railways for transportation finds its way into the coffers from various standpoints whether or not under present
of the city, and it is apparent that any considerable circumstances this type of transportation can return
lessening of the street railway's income will constitute to supersede the more systematic type furnished by
a serious decrease in funds accruing to the city from electric railways. While there are at present, in various
this source.3 An interesting phase of this matter is cities, associations of jitney operators, not much prog
that of paving requirements. In the days of horse- ress has been made in the realization of their common
drawn vehicles it was held that since this transporta interest by those engaged in the industry. With such
tion agency in its use of the public streets for gain a realization there would tend to come combinations
damaged the paving to a considerable extent, it should and the formation of companies to take over and control
contribute to the funds necessary to lay and maintain the present scattered businesses. Such a development
paving by means of payments in the nature of a direct would greatly increase the ease of regulation and the
tax. Upon the change in motive power whereby the effectiveness of control, and would probably result in
cable and later the electric motor replaced the horse, making the possession of a franchise a condition of
no corresponding change was made in the assessment operation. Such changes do not appear to be a matter
against the railway for paving, so that at the present of the immediate future.
time street railways face the anomalous situation of Obviously, the jitney bus will continue to exist if it
being required to install and maintain a large amount can render a certain service at a less cost than its
of paving which they damage not at all, the tax being major competitor, the electric railway, or if it can ren
an inheritance from a time when they did contribute in der a better service at the same cost. The word cost
some degree to the wearing out of pavement. Up to in the previous clauses must be assumed to include a
the present time no considerable progress has been proper contribution to state and municipal funds. In
made in the matter of assessing against the jitney buses other words, the existence of a subsidized industry,
an equitable share of the costs resulting from the wear which is what the jitneys will amount to if they are
of paving. It is evident, however, that in those com relieved of their proper share of the burdens of the
munities in which the jitney has made serious inroads community, may or may not depend upon the factors
into the revenues of the electric railways the city treas which will be analyzed in an attempt to determine
ury will shortly be under the necessity of obtaining whether or not under free competition the jitney busi
from some other source funds for paving maintenance ness will be permanent.
The question of the success of this experiment in
sDetailed figures of such loss of revenue are given herewith : urban transportation depends primarily upon three fac
Estimated An tors: (1) Is it profitable for the owner and operator?
nual Reduction Loss in Taxes Total Loss
in Gross Income to State to Public (2) Is it able to furnish a service to, and supply the
Company Due to Jitneys 5% Per Cent 12 per cent needs of, a considerable portion of the community at
San Francisco $920,000 $48,300 $110,400
Los Angeles 730,000 3S.300 87,600 a price within the ability of its natural patrons? (3)
Oakland 300,000 15,700 3fi,000
Sacramento 37,000 1,900 4,400 Is it upon general grounds advantageous to the com-
Miscellaneous (estimated) 513,000 26,900 61,500
«See special report on cost of jitney bus operation by bureau of
Total probable $2,500,000 $131,200 $300,000 fare research abstracted in Electric Railway Journal for March
If the public is not to be the loser this sum must be paid in 27, 1915. Figures on the cost of jitney operation from the report
taxes by the Jitneys. are quoted in part by Mr. Doolittle. [Eds ]
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 223

munity? Obviously an industry might exist and secure, It is such cases as these which point out the need of
at a profit to itself and at a rate within the reach of a scientific traffic surveys in every city. It is as important
considerable number of people, business which it would for city governments to know accurately the movements
be contrary to public policy to permit to exist. We of population from hour to hour as it is for a street
have discussed somewhat at length in previous pages railway company to have this information, and it is
the question of the cost of operation. Assuming that apparent that this is a matter which will be given
the operator of the jitney bus bears his proper share increasing attention in the future. The proper location
of the expenses of the community as a whole and that of bridges and tunnels, both for pedestrians and for
he protects his investment, it becomes evident that vehicular traffic, is a matter which cannot be determined
there is only a relatively small part of the total trans except by an accurate knowledge of the hourly move
portation business in any community for which he can ments of the people in the community. That these
compete. Under these circumstances transportation by change from time to time is well known to those who
automobile at a 5-cent fare cannot supplant for the city have considered the matter, and the future devolpment
as a whole the transportation furnished by the electric of means of travel through the various parts of any
railways. The existence then of competition for what city should be planned always in the light of the best
may best be termed "short-haul" business" appears obtainable information as to the habits of its people.
likely to place upon the electric railways a burden such The use of a car 14 ft. long to carry four passengers is
that it will be necessary, if operation is to be continued an extravagance which few cities can afford when cars
and the property maintained, to charge higher rates to seating fifty people are but 50 ft. in length. It may
those patrons who receive greater service. In other be urged that experience in Europe has indicated that
words, if there are eliminated from the business of the cheap transportation in small units by transient vehicles
electric railway the short-haul passengers, the handling has a legitimate place in the transportation scheme of
of whom presumably shows a profit, the passengers who any community. It should be observed, however, that
are at present carried a considerable distance and the conditions abroad are somewhat different from condi
handling of whom shows a loss must in the future pay tions in this country. In general, workers in Europe
more than they do at the present. It is not within the live closer to their places of employment than they do
province of this article to undertake to say in detail in this country. It appears that the average mileage
how such a change in fares will be brought about nor per ride is considerably less in those countries than it
what effect the adoption of a zone system of fares would is in this. The zone system of fares is very generally
have upon the community in general. However the employed on European electric railways, and a consid
matter might be adjusted, it is apparent that such a erable part of the population other than the laboring
change in the rates of fare on electric railways could classes considers it beneath its dignity to walk a dis
not be accomplished without some difficulty and perhaps tance which in this country the average citizen walks
some loss. with ease and without a thought as to its effect upon
The whole matter of transportation is a vital factor his social status.
in city building, and any situation tending to bring Conclusion
about a change in the system of charging for urban
transportation should be given attention by those within In conclusion it would appear that the jitney bus
whose province it is to give thought to the larger in cannot continue long to carry passengers the distances
terests of the community as a whole. In addition to which it is now attempting to carry them at a 5-cent
the bearing which jitney competition appears to have fare. The jitney bus, however, can compete with the
on the rate of fare for a distance of more than 1 or 2 electric railway for short-haul business. Improvements
miles, which includes, of course, a considerable portion in automobile design tending to lessen depreciation and
of suburban traffic normally handled on urban cars at operating costs will probably from time to time change
a single fare, it should be noted that the confusion the maximum length of ride for which the jitney can
resulting from the addition of a large number of small, profitably compete with the electric railway. It does
independent transportation units to the present complex not appear likely, however, that, within the near future
traffic in city streets is a matter of grave importance. at least, automobile transportation can be furnished to
Various computations would indicate that it would be communities as a whole as efficiently and as economi
not an unusual condition during certain periods of the cally as a similar amount of transportation can be
day to have the average distance between automobiles, furnished by the electric railway. The certain result
engaged in passenger transportation, 5 ft. or less, if of the taking of the more profitable business from the
these cars were to replace the electric cars now furnish electric railways is an increased fare for the balance
ing the same service. Such a situation would doubt of the business. Assuming that the jitney business is
less be considered intolerable. It may be urged that the regulated to a sufficient extent to protect to a reasonable
jitney business is in its infancy and that improvements degree the safety of the passengers and to promote as
in design of these passenger-carrying vehicles will so far as may be the reliability and regularity of the
reduce the cost of operation as to enable them to com service, the interest of the city has not as yet been
pete upon a broader basis for the business of the elec completely cared for. Streets are dedicated to the use
tric railways. That such improvements in the art are of the public, and they will in the long run be so ad
possible cannot be denied ; and as there have been ministered as to provide the greatest good to the
improvements tending to reduce costs in very many of greatest number. On this basis we may look to see
the mechanical arts, it will be indeed peculiar if the considerable attention given to the fact that passenger
costs computed in this article are not lowered at some transportation by automobile is wasteful of space in
time in the future. There will still remain, however, the city streets.
in all probability, some reluctance on the part of cities Considering all these factors, it does not appear that
to give up a major portion of their streets to passenger- this most interesting experiment in urban transporta
carrying vehicles for the rendering of such service as tion will result in the displacement of the present means
is now being rendered by the electric railway cars which of transportation, although for the period during which
use but a small part of the street. this experiment is being carried on individual instances
will doubtless appear where the jitney bus can be
'The Kansas City Star quotes W. H. Miller, Jitney promoter, as operated profitably and with due regard to the interests
saying: "We are trying to select the short, profitable hauls, not
more than 2 miles or 2ys miles at most." of the people as a whole. It may not be out of place
 224 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

to suggest that a limited number of people would prob tramways will be called upon to pay very inflated prices
ably be glad to pay 10 cents or even 15 cents a ride for material of every description. The copper market
for service of a somewhat higher character than it is has already alarmingly increased.
possible for electric railways to furnish. The number Free riding facilities have been granted to soldiers
of such people is not so large that furnishing them in training by a large number of tramways, and other
with transportation de luxe will seriously encumber the free riders include wounded soldiers going to and from
streets; and it appears at the present time probable hospitals, refugee children going to and from school,
that, as the individuals who have already engaged in etc. This concession has cost the Oldham Tramways
the jitney business discover that their profits are less Committee as much as $200 per week, and at the same
than were anticipated, a certain number of them will time the tramway revenue has fallen very much below
try the experiment of furnishing their service for a that of normal times in a majority of towns. Owing
fare of 10 cents. Whether the operation of the "double to anticipated air raids, railways have to be prepared to
jitney" would be a profitable business or not it is not be shut down direct from the power house at any time.
easy to determine; but it is quite likely that there is In the discussion of this paper a member stated that
some form of transportation of this general nature at he had been unable to purchase steel tires and other
a rate between that charged at present by taxicabs and equipment even at a 50 per cent increase in price, but
the rate charged by electric railways at which automo notwithstanding the existing high price of material it
bile transportation will be a profitable venture. It was doubtful whether the postponement of track re
appears quite certain, however, that at the present rate pairs was a measure of economy. Other speakers laid
of fare the jitney bus experiment is doomed to failure. emphasis upon the difficulty of retaining sufficient men
in service to operate the lines, the extent of the war's
influence being indicated by comment to the effect that
British Managers Discuss Conditions tramway employees were, in general, desirous of wear
ing badges similar to those worn by munitions workers
At Meeting of Tramways & Light Railways Association in in view of their services to the community at large.
London It Was Shown that British Tramways Have
Been Seriously Affected by the War Other Papers
At the seventh annual congress of the Tramways & Another paper presented at the meeting was entitled
Light Railways Association in London on July 15, "Glimpses Into the Obvious" by A. V. Mason, general
J. W. Dugdale, general manager Oldham Corporation manager South Metropolitan Electric Tramways &
Tramways, discussed the influence of the war upon the Lighting Company, in which a number of hints on
street railways in Great Britain. He stated that the operating problems were presented. The discussion
number of tramway employees who had given their brought out considerable support of the prepayment
services for the war had reached 18,057, approximately principle and some comment on the advantages of high
30 per cent of the total. Every man who had gone to schedule speed.
the front had been assured that his dependents would A paper entitled "Battery Vehicles as an Adjunct to
be looked after and that if he was spared his situation Tramways" by W. H. L. Watson gave data which indi
would be open when he came back. The cost of these cated the superiority of the Edison nickel-iron cell as
grants amounted at the present time to $7,500 per opposed to batteries of the lead type, owing to its lower
week for the London County Council, $5,000 for Glas cost of maintenance. In the town of Morecambe, Lan
gow, $2,500 for Liverpool, and $6,500 for Manchester. cashire, where the overhead system was regarded as a
Owing to the shortage of labor the car service has menace to the scenic surroundings, a scheme for install
been curtailed in many instances. Extensive experi ing storage-battery cars was considered, this involving
ments with women employees for platform work have a capital expenditure of $90,000 for twelve fifty-six-
been carried out, and in the near future these will un passenger double-deck cars and the necessary depot
doubtedly extend to other departments. Wounded complete with charging equipment. The running cost
soldiers who have been discharged from the army are was guaranteed not to exceed 11 cents per car-mile,
being engaged as guards and are being offered light including charges against interest and depreciation on
employment in various capacities. Under the condi capital.
tions it has become imperative for traffic employees, It was considered that the storage-battery omnibus
especially motormen, to work a great number of hours would prove to be a popular method of building up
each week. In Oldham the hasty training of men to routes prior to the extension of a full tramway service,
fill motormen's positions has been the cause of an in and a number of such buses have been installed. In
crease of some $100 per week in the charges for elec several cases these have shown reductions in operating
tric energy. In that city the unit charge for current is costs of 4 cents per bus-mile in competition with gaso
3 cents per kilowatt-hour, and it is expected that this line-driven vehicles. In one city the power consump
figure will be increased because of the increase in the tion per mile was found to vary between 1.63 kw.-hr.
price of coal. and 2.10 kw.-hr. per bus-mile and the maintenance
In the repair shops, a great scarcity of skilled me charges had proved to be very slight. Even with such
chanics exists, owing to the drafts by private work low average revenue as 12 cents per bus-mile the service
shops that are engaged in manufacturing munitions of covered the expenses.
war. On the Liverpool Tramways, munitions work is In the discussion the advantages of the storage-
being carried out very successfully in the workshops, battery bus were emphasized, but there were some ad
but only the largest tramway systems could cope with verse comments upon the high cost of the vehicle. The
such operations and at the same time keep pace with hill-climbing qualities were praised, it being stated that
their own repairs which need daily attention. Tram on a certain severe hill the gasoline buses were unable
ways are now handicapped in obtaining quick deliveries to stop because they could not start again, but that
of materials, such as carwheels, axles, tires, etc., this the storage-battery buses had no difficulty in this re
condition having been brought about by the makers' gard. Storage-battery service wagons were mentioned
inability to execute orders promptly because of press favorably, a case being cited where an Edison battery
ing government work. Advances in the prices of mate vehicle did as much work for $4.50 as could be done by
rial have already taken place and there is no doubt that horses for $8.40.
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 225

London & South-Western Railway

Suburban Electrification
At This Time 140 Miles Are Being Electrified—The Train
Make-up and Equipment of the 600- Volt Cars
Are Briefly Described
The London suburban lines of the London & South
western Railway now being electrified, following a
slight delay at the commencement of the war, are the
circular route from Waterloo via Wimbledon, Kingston,
Twickenham and Richmond and back to Waterloo, the
Hounslow loop line and the Hampton Court, Claygate
and Shepperton branches. The total length of these
routes is about 47 miles, equivalent to about 140 miles
of single track. At a later date a further system of
about 50 miles of route, the equivalent of 100 miles of
single track, may be undertaken. A map of the electri
fication was published in the Electric Railway
Journal for May 3, 1913, page 799.
After an exhaustive study by the engineers of the
London & South-Western Railway of all systems in com
mercial use, it was decided to adopt direct current with
a pressure of 600 volts on the third-rail. The trains are
equipped for multiple-unit operation, and for con
venience in handling are made up of three-car units
(eighty-four in all), consisting of two motor cars with
a trailer car close-coupled between them. The indi LONDON & SOUTH-WESTERN ELECTRIFICATION—END-ON
vidual three-car units are designed to be permanently VIEW OF MOTOR CAR
coupled, to form convenient units for traffic. It is in
tended to operate these units as either three-car trains A further advantage in placing the control ap
or six-car trains, this being dependent upon the traffic paratus in the motorman's cab is that the weight of this
requirements. apparatus comes over the driving truck and so increases
Each three-car unit is equipped with four Westing- the weight available for traction. For the electric trains
house 275-hp motors, 590 r.p.m., geared 21 :59 on stand the original rolling stock, consisting of the usual com
ard 42y2-in. driving wheels; these motors are arranged partment coaches with side doors, has been used, the
in pairs on the trucks underneath the cabs at opposite necessary alterations being made to fit them for elec
ends of the unit. All electric-control gear is placed in tric service.
the cabs, each pair of motors being controlled from The motors are of box type with commutating poles
its own set of control gear. The installation of the con and with a fan on the armature for internal ventilation.
trol apparatus in the motorman's cab, following the The control is of the Westinghouse all-electric type with
plan of the London tube lines, was selected by the rail automatic acceleration and deadman's handle. The
way's engineers in preference to under-car location in coaches are heated electrically.
order to permit greater ease of access for inspection, The Westinghouse brake used on the electric trains
cleaning and adjustment. Access to the control appara employs cylinders 12 in. and 14 in. In diameter with
tus is obtained on one side from the motorman's cab and triple valves arranged to give almost simultaneous ap
on the other through large hinged doors in the partition plication of the brakes on a train 600 ft. long. All com
between the motorman's cab and baggage compart pressors start and stop simultaneously according to the
ments. maker's governor synchronizing system.

LONDON & SOUTH-WESTERN ELECTRIFICATION—STANDARD FOUR-MOTOR 1100-HP TRAIN OF TWO-MOTOR CARS AND
ONE TRAILER
 226 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

Another Massachusetts Fare Increase

Public Service Commission Adds Another Fare Zone to Blue Hill Line Because It Believes Company Entitled
to a Fair Return on All Capital Honestly and Prudently Invested
without Deducting Accrued Depreciation

In a decision handed down on July 31 and covering shorter branch from Blue Hill Avenue, Milton, to Read-
forty-two typewritten pages, the Massachusetts Public ville Square, Hyde Park. The total trackage is 19.75
Service Commission ordered the establishment of a miles, of which 1.32 miles are on private right-of-way.
new schedule of fares on the Blue Hill Street Railway, At Mattapan Square there is a connection with the sur
a company operated by the Stone & Webster Manage face system of the Boston Elevated Railway, but a
ment Association of Boston, Mass. The case is the through service rendered some years ago has been dis
most interesting of its kind with which the board has continued. At other points there are connections with
had to deal since the Middlesex & Boston finding in other companies and the road substantially parallels
1914, and in reaching its conclusions the commission the New York, New Haven & Hartford Railroad. The
has been guided largely by the latter. The company population of the three principal towns served totals
appealed to the board for authority to increase its fare 21,145, a gain of 27.4 per cent in fifteen years. When
unit from 6 cents to 8 cents, and while the road is a the road was first built its ultimate extension to Provi
small one, operating less than 20 miles of track, the dence, R. I., was contemplated.
financial policy of its managers and the operating his In general, a regular half-hourly schedule is main
tory of the company have been considered at great tained on the main line and an hourly schedule on the
length. The commission soon came to the conclusion Norwood branch. The Readville branch has for some
that the road needed in years been operated only on pleasant Sundays in the
creased revenue but summer season, and at present cannot be operated at
deemed it important to all, owing to a local bridge situation. On Sundays and
discuss its regulative pol holidays in summer a much more frequent service is
icy in considerable detail. maintained on portions of the road to accommodate a
An abstract of the de large travel to and from the Blue Hill Reservation, one
cision is given below. of the most notable areas within the Metropolitan Park
system. The company is not always able to handle all
Outline of Proceedings of this class of traffic. The cars at present are of the
On March 9, 1915, the single-truck, hand-brake type, designed for moderate
company filed with the speed and economy in operation. The road was orig
board notice of a proposed inally equipped with double-truck, air-brake cars, but a
increase in passenger fire in 1909 destroyed these and the present rolling
fares to take effect April stock was specially designed to meet the needs of low-
15, 1915. The company cost service. No attempt is made to conduct a freight
proposed to make the cash and express business, but $3,445 was earned in 1914
fare 8 cents for every from the sale of power to a connecting company. The
ride within the limits of company was organized by Stone & Webster.
any fare zone; to sell Prior to the current finding there were three fare
tickets, each ticket the limits on the main line, viz. : Mattapan Square to Ponka-
equivalent of one cash poag, 5.41 miles; Blue Hill to East Sharon, 6.25 miles,
fare, at the rate of seven and Canton to Stoughton, 4.22 miles. These zones over
for 50 cents; and to sell lapped, the total distance from Mattapan to Stoughton
special school tickets at being but 12.74 miles. The unit fare was 5 cents until
the rate of ten for 40 1908. when it was increased to 6 cents and upheld by
cents to pupils entitled by the Massachusetts Railroad Commission (Fortieth Re
law to half-fare transpor port, page 115).
tation. The existing fare . scale or MILES
unit was 6 cents, none 1 Earning Power and Capital Expenditures
other than school tickets map of road The operating revenue of the road in its fifteen years
being sold, the price of the of life to June 30, 1914, totals $1,021,151, operating ex
latter being ten for 25 cents. The company estimated penses being $770,266 and miscellaneous income $2,417.
that the proposed increase would add from $8,000 to Deductions from income total $277,697, leaving a short
$12,000 to its annual revenue. The total operating age in net divisible income of $24,406. The stockhold
revenue for the year ending June 30, 1914, was $95,224. ers have never received any dividends, revenues have
A public hearing was held on April 14, 1915, and a often been insufficient to meet fixed charges and at
petition was presented by 137 residents of the town of times have failed to cover operating expenses. The
Canton asking the board, if it should allow an increase, gross earnings for the year ending May 31, 1915, were
to order the company to sell a workingman's ticket at $93,126, or $2,440 less than in 1914, and balance for
the rate of 5 cents, good only on working days, between reserves and dividends was $2,352 less this year than
6 and 8 a. m. and 4 and 6 p. m. last. The balance sheet of May 31, 1915, showed total
History of the Company assets of $717,272 and a deficit of $43,202, the cost of
the railway being $409,559, cost of equipment, $137,-
The Blue Hill Street Railway was organized in 1899. 162, and the cost of land, buildings, etc., $113,251.
The main line runs from Mattapan Square, in the out All the stock and bonds were approved by the railroad
skirts of Boston, through Milton and Canton to Stough- commission.
ton, with a short branch from the vicinity of Canton The loans and notes payable account of the com
station to the Norwood-Canton boundary, and a still pany totaled $160,601 on May 31, 1915, or 64.2 per cent
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 227

of the outstanding funded debt. The investment per the property without giving an equivalent in return. As
mile is $33,483. The commission concludes that the stated in the Middlesex & Boston case, to hold under
cost of the road is somewhat high for its location and these circumstances that the accrued depreciation should
questions the advisability of construction upon a per be deducted would amount to saying that money lost
centage basis. Investigation of capital expenditures during the earlier stages of a public service enterprise
was hampered by the loss of construction records in the is irretrievably lost by the stockholders; that if per
carhouse fire of 1909. In the absence of such records, chance rates have been fixed so low that the rate-payer
the board resolves doubts arising from this cause has for a period of years obtained a service at less than
against the company. Some criticism is included as to cost this is the permanent misfortune of the stockhold
the accounting methods of the company and its returns ers, and that the public should never at any time and
to the board. under any circumstances be called upon to make up a
Depreciation deficit thus incurred."
The board therefore rules that in determining the
The total deficiency, as compared with an allowance revenues to which the company is fairly entitled, allow
of 20 per cent of gross revenue per annum for main ance should be made for an amount equal to a fair
tenance and depreciation, since 1905, is $35,341. No return upon all the capital honestly and permanently
fund has been accumulated to offset depreciation. With invested without deducting accrued depreciation. The
respect to accrued depreciation, the board says: board does not hold, however, that if the company earns
"The extent to which deduction should be made for the amount to which it is entitled, it can properly pay
accrued depreciation must, to some degree at least, be dividends before the depreciation and other deficits from
determined by the method employed in ascertaining the past operation have been made good.
gross amount from which such deduction is to be made. The commission holds that if property of a company
Because a method of dealing with depreciation may be is destroyed by fire or other similar catastrophe before
sound where such gross amount represents the cost of it reaches the end of its usefulness, or if it is voluntarily
reproduction new, it by no means follows that the same sold and a loss results over and above accrued depreci
rule can be rigidly applied where the gross amount ation, the amount of this loss should be deducted in
represents honest and prudent investment. Under the determining the basis of a fair return. Such losses are
reproduction cost theory, credit is given to the com risks which the stockholders assume and for which the
pany for appreciation on items entering into the esti company must be held responsible. The loss on the prop
mate of cost (and often for 'going concern value'), and erty destroyed by the fire was in this case inconsiderable,
it is entirely consistent with that theory to make a de but the loss on cars sold over and above accrued depre
duction to the extent of existing depreciation on other ciation came to fully $11,000. The entire amount re
items. On the other hand, if a fair return is to be meas ceived from insurance, salvage and sale was not rein
ured by the 'capital honestly and prudently invested,' vested in permanent property. To the extent of $21,327
and if no credit is allowed for appreciation of the prop it was used in reconstructing roadbed and track, an ex
erty through an increase in land values or higher unit pense properly chargeable to operation. Funds so used
costs of material and labor, it would hardly seem just can no longer be regarded as part of the capital invest
to deduct the full amount of the accrued depreciation ment, whatever bearing they may have in determining
under all the circumstances and without reference to the reasonable charges against operation.
the causes of the failure of the company to make due To all intents and purposes the Readville branch
provision for it. line has been virtually discontinued of late years. In
"The ruling of the commission in the Middlesex & view of the economic value, in general, to the State of
Boston case was accompanied by the express stipulation even street railway lines whose existence seems hardly
'that if there is mismanagement causing loss, such loss justified from the traffic point of view, the commission
must be charged against the stockholders legally respon is not disposed to deny a return upon investment on the
sible for the mismanagement.' In other words, the com ground that an extension was built contrary to reason
pany is held to the same standard of honesty and pru able prudence and sound business judgment, except in
dence in the management and maintenance as in the the clearest cases. The line in question, however, seems
original acquisition of its properties. It must, so far at on the evidence to be of so little economic value to any
least as it reasonably can, keep its investment good. If body that the board would hesitate to approve an in
through some fault of its own it has failed to make due crease of rates upon the other lines merely to enable
provision for depreciation, it cannot reasonably expect the company to earn a return upon the $25,000 invest
the public to pay a return upon that portion of the in ment in this branch.
vestment which it has neglected to preserve. But under
a consistent application of the investment theory it Need for Additional Earnings
would seem in general that deduction should be made The commission finds that a fair return should be
for the depreciation which comes of age and use in so far based upon at least $500,000, an assumption which it
only as the failure to make provision for it is due to the admits is distinctly unfair to the company but which
payment of unwarranted dividends or is otherwise leads to the irresistible conclusion that the fare-paying
attributable to mismanagement. public has been and now is receiving service at sub
"In this case the stockholders have received no divi stantially less than cost. Owing to the uncertainty of
dends whatever. In view of the low earnings, the char the records, the actual amount above this is left open
acter of the territory in which the company operates and without prejudice for consideration in any future pro
its past and present efforts to increase its revenues, and ceedings. This sum is represented by $300,000 out
after careful consideration of its history, the commis standing stock and $200,000 in outstanding mortgage
sion is of the opinion that the failure to make provision bonds. Assuming no interest payments except upon the
for depreciation and the virtual loss of invested capital bond issue and eliminating the floating debt from con
caused thereby cannot justly be ascribed to misman sideration, the net earnings ever and above operating
agement. To sum the matter up, the property has de expenses and fixed charges would yield but 4.61 per
preciated in value in the public service, and the stock cent on the stock in 1915, with no provision for depre
holders have had no dividends. On the other hand, the ciation.
public served has been receiving transportation at less The board holds that the $21,237 of capital funds-
than real cost, and has, in effect, used up a portion of used for reconstruction in 1909 should be treated as
 228 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6
an operating deficit, since the reconstruction was neces diagram for electric railroads are as follows: Those
sary, and if the company had not used available capital roads not handling freight equipment but which may be
funds for this purpose it would have had to borrow governed by a 9-ft. passenger car width are not per
money and to pay interest upon the debt. The company mitted to have track centers less than 12 ft. Switching
is entitled to have the sum gradually liquidated from leads which lie adjacent and parallel to another track in
earnings and to receive interest upon it to the extent which the switches are not operated mechanically, must
that it remains unliquidated. Again, a sum of $13,- have a center to center of track distance of 16 ft. For
750 representing discount on bonds is likewise entitled two switching leads parallel, this distance must not be
to be amortized from earnings during the life of the less than 19 ft. The distance between centers for tracks
bonds and to bear interest to the unamortized extent. given up wholly to passenger service in a passenger
The deficiency was supplied by floating indebtedness, terminal or coach yard is prescribed as 12 ft. This min
and the company is fairly entitled to interest upon this imum distance center to center of track also applies to
indebtedness until the impairment of capital so caused track given up to loading and unloading of freight from
has been made good from earnings. i
The commission has little fault to find with the man
agement of the company and sees no, reason to believe
that operating expenses can be reduced materially, if at
all.
Additional Fare Zone
With the proposed increase to an 8-cent fare unit the
increase, according to the company's estimate, would
add about $10,000 to the gross receipts, but Vice-Presi
dent A. Stuart Pratt held in the hearing that the effect
of such a fare unit would be problematical and that only
a trial would determine its efficacy. Mr. Pratt said
that an increase of about 10 per cent or 12 per cent is
the estimated result of raising the fare unit from 5
cents to 6 cents on the Blue Hill and Brockton &
Plymouth roads, both under Stone & Webster manage
ment. Assuming that the proposed increase would pro
duce as much as $12,000 additional revenue, there is no
ground for a claim that this would result in excessive
and unreasonable profits to the company. "If this were
the only test to apply," says the board, "the commission
would without hesitation approve the new schedule as
filed." But with such a unit fare, the board holds that
the discrimination between the long-haul and the short-
haul rider would be unduly accentuated. Instead, it
recommends the addition of another zone which was an
alternative plan proposed by the company. Under this Heavy Line For Bir'liailroadsV handling freight
equipment only
plan the unit fare will be reduced from 6 cents to Light Line 1 For airKailroada',* Klcc. Typo, handling
5 cents except in the zone between Mattapan and pass, equip, only, Street Hailroad"
Dashed Line h bm For ull "Builroada;' handling freight
Blue Hill, which is much longer than any of the equipment
others, where it will remain 6 cents. The zones will Dotted Line Forall "Railroads-: JSlec. Type, handling
pass, equip, only, i- all "Street Kailroada"
have overlaps, and at one point, between Stoughton and
Canton station, 4.22 miles apart, owing to local condi (Solid lines between stations; dash and dotted lines in stations
and yards)
tions, the company will sell two-part tickets, good at
any time, at the rate of eight for 50 cents, the first part MINIMUM CLEARANCE DIAGRAM FOR FUTURE STEAM AND
of the ticket to be collected in one zone and the second ELECTRIC RAILWAY CONSTRUCTION
part in the other. It is estimated that these changes IN ILLINOIS
will yield between $10,000 and $12,000 additional
annual revenue to the company.
The board recommends a year's trial of the new cars of a passenger or express type, at freight houses,
schedule and orders that the rates take effect in thirty private industries, steam tracks and similar places. It
days. will be noted in the composite diagram that in addition
to loading platforms, canopies and overhead side clear
ances, a third-rail clearance is indicated.
Commission Fixes Railway Clearances For street railways an 11-ft. minimum track center
The Public Utilities Commission of Illinois, after in is allowed. The distance between the centers of switch
vestigating the subject of clearances on steam, electric ing leads and parallel tracks must provide a 3-ft. clear
and street railways, has prescribed minimum dimensions ance between the sides of the cars. In city streets,
to govern future construction. The order states that where the clearance between main tracks is less than 3
hereafter any structure erected adjacent to any railroad ft. between the sides of the cars, the ruling provides that
or street railroad must conform strictly to the minimum the windows of all cars shall be equipped with bars and
clearance dimensions unless permission shall have been that the vestibule doors shall be kept closed while the
received from the commission to vary from them. The cars are in motion.
composite clearance diagram is shown in the accom The clearance dimensions as prescribed in the com
panying illustration. In this diagram the solid lines posite diagram relate only to tracks on tangents or
show the clearances required between stations, the on slight curves. When the curvature is in excess of
dotted lines the clearances within stations and in yards 6 deg., the rule provides that the horizontal clearance
and terminals. shall be sufficiently increased to secure the minimum
Clearances required which could not be shown in the allowance provided under the rules.
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 229

The Orleans -Kenner Electrif Railway The new cars are of combination passenger and
freight express type and were furnished by the Amer
This Is a New 1200-Volt Direct-Curren Interurban Line ican Car Works of The J. G. Brill Company. The oper
in Louisiana ating equipment for each car includes four Westing-
house 50-hp motors with HL control and Westinghouse
The Orleans-Kenner Electric Railway, popularly automatic air brakes. Following Southern practice, sep
known as the "O.K." line, was placed in operation on arate toilets are provided for white and colored pas
March 7. The cars are operated from Canal and Ram sengers. The baggage compartment is available for
part Streets, New Orleans, over 4.3 miles of the New smokers. An interior view is shown herewith. An
Orleans Railway & Light Company's tracks, thence for article giving the general dimensions and other particu
IIV2 miles on right-of-way through the communities of lars of these cars was published on page 270 of the issue
Southport, Shrewsbury and Harrahan City. This right- for Feb. 6, 1915.
of-way is a continuation of the neutral ground or parked
center strip, common to many New Orleans car traction
streets. It is flanked by high-class shell roads. By Bay State Way Organization
the completion of an overhead track crossing by the
Illinois Central Railroad the road has just been finished Division of Duties of Way Department on One of the
to Kenner, and its eventual extension to Baton Rouge, Largest Electric Railway Companies
115 miles further, is contemplated. According to the 1912 census report the Bay State
The 2-mile zone adjoining New Orleans is good dairy Street Railway, Boston, Mass., operated more miles of
land, while the territory beyond is used for truck farm trolley line than any other company in the country and
ing. The Orleans-Kenner Electric Railway will en was second only to the Pacific Electric Company of Los
deavor to build up these industries by a frequent Angeles in miles of track. The recent consolidation in
express freight service. At present the principal trans Chicago and possibly extensions of other systems else
portation means of this district is by a gas-electric car where may have changed the relative positions of com
operated over the main line tracks of the Illinois Central panies as regards length, but the Bay State organization
Railroad between Kenner and New Orleans. remains one of the largest systems in the country. It
serves the eastern portion of Massachusetts outside of
Boston proper, the lines extending from Nashua, N. H.,
to Newport, R. I. There are now sixteen operating divi
sions and the organization of the maintenance of way
department is unusually comprehensive.
The department is headed by an engineer of mainte
nance of way with headquarters at Boston. Under him
as immediate assistants are three engineers and a chief
clerk, the organization further requiring the services of
one bridge superintendent, five inspectors, seven divi
sion roadmasters, twenty-one division foremen, twenty-
one foremen, and ten acting foremen. During the busy
months it is necessary to employ about thirty additional
foremen to assist in supervising the extra men that are
needed.
During the winter season all extra foremen are em
ployed at the regular foreman's rate as trackmen, it
being considered good business policy to retain trained
men of this class. The company has had as many as
INTERIOR OF CAR OF ORLEANS-KENNER RAILWAY eighty-two gangs working at the same time in Massa
chusetts, New Hampshire and Rhode Island. The com
The rail is 70-lb. plain girder on creosoted pine ties pany operates 941 miles of track. The force in winter
laid 2 ft. centers. The overhead construction is a Gen varies from 220 to 1000 men, according to the weather,
eral Electric catenary with %-in. sherardized messen and in other months from 500 to 1500 men.
ger, %-in. sherardized hangers spaced 20 ft. to 40 ft. The engineer of maintenance of way has general su
apart, and No. 0000 grooved copper trolley. This con pervision and responsibility in connection with all work
struction is carried in spans of 125 ft. from creosoted relative to engineering, construction, reconstruction
pine poles. and maintenance of track and bridges on the system.
Energy is purchased from the New Orleans Railway He personally takes up matters regarding locations,
& Light Company and transmitted to the Harrahan City grades, rebuilding of bridges, street widening and high
substation at 6600 volts, three phase, sixty cycles. It is way matters with local and state authorities, including
stepped down to 600 volts by means of three Westing- legislative committees and the Public Service, Metro
house oil-cooled transformers for delivery to the same politan Park and Highway Commissions. He submits
maker's 400-kw rotary which comprises two 600-volt estimates to and receives instructions from the ger •
machines permanently in series. eral manager regarding work to be done; makes a gen
The carhouse, like the substation, is also a brick eral inspection of all work in progress and gives per
structure. It has but one track, and this is equipped sonal instructions relative to the manner in which the
with a pit for repair and inspection. Cars will be stored work is to be handled.
either in the open with tarpaulin sheeting or under an One assistant engineer has personal charge of all
umbrella shed, these practices being feasible because of office work in connection with the preparation of esti
the mild climate. The carhouse is also at Harrahan mates, making surveys, preparing plans for location or
City. Pending arrival of the first four motor cars, oper relocation of track, designing of special work, and giv
ation was begun with cars leased from the New Orleans ing line and grade for track construction. He makes
Railway & Light Company. These cars are operated personal investigation and reports on track conditions
out of New Orleans every hour. whenever requested by the engineer of maintenance of
 230 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

way, and attends public hearings and conferences make a weekf* , inspection of railroad crossings, new
when the latter cannot be present. In connection with rail, special wo™., joints, etc. General correspondence,
this work are employed five assistant engineers in inspection and signing of payrolls fall within the scope
charge of survey parties, one draftsman, three instru of their duties. Under them are various division fore
ment men and two rodmen. men, with a subordinate organization of oilers, black
Another assistant engineer has personal charge of smiths and trackmen.
engineering relative to bridges and structures support
ing track. He is also in charge of engineering relative
to the study of grade crossing abolition and checking Instruction and Handling of Employees
up costs of construction as given in detailed statements at Hampton, Va.
by railroads in connection with the abolition of cross
ings. Special investigations of traffic conditions fall Besides Being Trained in the Operation of Cars, Motormen
upon this engineer. In connection with this work one Are Instructed in Repairing Car Equipment and
draftsman and one rodman are employed. Inspecting for Defects
The third of the assistant engineers has personal
charge of measurements and the preparation of de The following notes on the railway employees of the
tailed reports of new track work completed for the audi Newport News & Hampton Railway, Gas & Electric
tor. Under him come renewals of all track special work, Company cover the practices in the instruction for mo
the repair of all rail joints and general track mainte tormen, in platform wages and in welfare work for
nance and incidental engineering. There are employed all classes of employees.
in this connection two assistant engineers in charge of Instruction of Motormen
survey parties, two instrument men, one rodman and one
draftsman. A new motorman is broken in with a regular motor-
The chief clerk has charge of the general office, in man until the instructor passes him on as fit. This
cluding maintenance costs, checking of tools, railroad period covers ten days to two weeks. Then the men
crossing, special work, construction, reconstruction and spend four days in the shop pits and two days on the
estimate records, material required and on hand, re repair of controllers, compressors, etc. They receive $1
ports of work done, daily reports of maintenance and
construction, the compilation of reports and cor
respondence. For this work are employed three stenog
raphers and five clerks. The chief clerk also has charge
of the division roadmasters' clerks.
The superintendent of bridges has personal charge of
construction, reconstruction, maintenance and inspec
tion of all bridges on the system, of which there are
about 260. In this work are employed one bridge fore
man, and from two to eight carpenters, depending upon
the amount of work. This official also attends to spe
cial work, such as the maintenance and operation of
stone crushers, temporary supports, and structures car
rying track in connection with municipal and state im
provements.
There are one tie and four track inspectors. The
former has general charge of tie inspection of all ties
ordered by the company and makes trips south as oc
casion demands, since some ties are inspected while in
the course of loading. New men are broken in oc
casionally by the tie inspector when he needs assist
ance. He also attends to special work such as investi INSTRUCTING EMPLOYEES AT HAMPTON—ACTUAL ANI>
gating foremen, timekeepers and outside clerks, and PAINTED CIRCUITS IN SCHOOLROOM
notes and acts upon reports submitted by inspectors.
The four track inspectors have similar duties in in
specting track, including construction and maintenance. a day during this shop training. As a final polish the
One, however, pays particular attention to bonding and student is sent to the instruction room for several hours'
acts as division roadmaster in the concentration of teaching by the foreman electrician in cutting-out
work requiring the presence of the regular official of motors, inspecting for troubles, stopping cars with a
this class. Investigations of accidents, complaints, single application of the air brakes, etc.
drainage and tool matters also fall within the jurisdic Although the company has no skeleton instruction
tion of this inspector. Another inspector pays special car it has found a way to make learning attractive to-
attention to paving, another to electric drilling ma future motormen by the use of illuminated circuit dia
chines, electric welders, grinders and hydraulic rail grams. In the instruction room itself are placed the
benders, and another has charge of gravel pits during control equipment for K-28 four-motor and K-ll two-
the busy season with the handling of work cars. Night motor operation, including circuit breaker and hood
work also comes under the supervision of the fourth switch. Pictures of the circuits for each set of motors
track inspector. are painted on a wall of the room, while lamps are wired
Division roadmasters are personally responsible to into the real circuit just below to show the relation
the engineer of maintenance of way for track construc between the resistance steps and motors.
tion and maintenance in their respective divisions. The student is not placed in charge of a car until
Each of these officials has direct charge of from 75 to passed by the foreman electrician and master mechanic.
229 miles of track. They receive and carry out instruc Furthermore, the mechanical department has the privi
tions from the general office, personally inspect and call lege of calling for a motorman's return to the shop if
attention to large repairs required on their divisions. it appears that he is abusing the equipment.
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 231

Motormen are also instructed in the duties of con Members who are not in receipt of regular salary
ductors, as all men must be prepared to operate at either while ill receive $7 a week while totally incapacitated,
end of the car. By this plan disturbance of service due $1 per working day up to the end of the first six months
to absence is reduced to a minimum. and half that rate during the next six months, but not
exceeding a total of $200.
Wages Sick payments begin for all non-salaried members
Platform men are paid as follows: First six months, from the beginning of the eighth day, assuming proper
18 cents; second six months, 19 cents; second year, 20 certification by the physician or presentation of other
cents; third year, 21 cents. Working time includes satisfactory evidence.
thirty-minute meal reliefs and deadhead running. The management is vested in eight men, four of
Platform instructors receive 4 cents an hour extra. whom are car men, two from the mechanical department
Runs are divided into early straights, late straights and two from any other department. This board of
and swings, as the cars are kept on the road from fif managers is elected annually. The managers receive
teen hours to twenty hours a day. The working time no salary but are reimbursed for any time that they
of the crews, including layovers, is kept within twelve lose because of attendance at association meetings. The
hours. The tripper problem is a hard one inasmuch only official of the company regularly connected with the
as the peak loads are only one and one-half hours long, association is the auditor, who is custodian of the cash
both in the morning and evening. Nevertheless, the and securities. If awards are disputed they are open
extra men are guaranteed $1 a day minimum. At this to arbitration by a board, the third member of which
time the company has thirty-three regular and nine must be approved by the parties at issue. Dues are
extra motormen. The number of regular conductors is deducted from the member's earnings in advance.
also thirty-three but the number of extra conductors is Free medical attention is obtainable from any of
twenty because trailers are run during hours of heavy four physicians, and to prevent malingering a man who
travel. reports sick is subject to visitation by fellow members.
Welfare Work The initiation fee is $1 and the monthly payment is
also $1. This is more than customary elsewhere, but it
All white employees who have served the company for should be considered that this association is really self-
five years receive a pass book for their wives while sustaining and that its disbursements include the un
remaining in the service, aside from the monthly pass usual feature of death payments for wife or mother, as
book issued to most of the other employees. Colored already noted. Assessments are limited to 25 cents a
employees who have been in the service for five years month.
receive annually three days' vacation with pay. As On June 1 the company established a pension and in
"lazy nigger" is such a stock expression, it is worth surance system, as described on page 1183 of the issue
mention that most of these men prefer to work in vaca of this paper for June 19, 1915.
tion time and draw double pay. Colored employees, like The clerical employees enjoy at half rates all privi
a few of the white employees, ride on badges. The leges at the Newport News and Hampton branches of
practice of giving premium uniforms every six months the Y. M. C. A., the company paying the other half.
to all conductors and motormen who, during that period, In this way the inside workers are encouraged to use
have not been involved in an accident costing the com as much of their spare time as possible for healthful
pany more than $10, had proven highly satisfactory to exercise.
all concerned. Among the most popular features of get-together
The white employees of the company formed some work are the departmental tournaments at Buckroe
fifteen years ago the Tidewater Relief Association. Beach. These are held annually, and each member of
This body has always been managed directly by the the winning five-man team receives a $5 sweater.
men. The dues are sufficient to cover the relief work
of the association, while the $500 to $600 donated an Employees' Safety Committees
nually by the company pays for four or five entertain Another form of co-operation with the men is found
ments a year. These affairs take the form of oyster in the committees on safety, economy and general effi
roasts and dances which are prolonged into the night ciency. These are of two classes, those made up of
to give every employee a chance to join in the merry groups of department heads and those of groups from
making. The association now numbers about 130 mem the rank and file. The first committees are usually
bers. Among the chief clauses in its constitution and composed of three men, who are assigned to inspect a
by-laws may be mentioned the following: department over which they have no authority. Such
Membership ceases with resignation from the com committees make two inspections and reports a year.
pany's service; and the withdrawing member is entitled The employees' groups, known as sub-committees, are
to receive the full amount of his contributions, less the made up directly of workers in the department to be
pro rata share of disbursements made during his period inspected. The sub-committees report monthly. New
of membership. A member who resigns from the asso committees always have one holdover member to main
ciation but not from the service does not participate tain the continuity of the work from year to year. All
in this privilege. The contrary was the case until it reports whatsoever covering this work are submitted
was discovered that some men resigned as members, for discussion at the weekly conferences of department
got their pro rata and then rejoined a few months heads under the chairmanship of the general manager.
later! Under the present rules benefits do not begin Action on the committee reports has resulted in many
until after four months' membership. improvements, particularly in promoting safer working
The death payment to the heir of a departed member conditions and scientific care of new materials and
is $100, but if a member's wife or mother dies he re scrap.
ceives $50 to cover funeral charges and the like. The Among the suggestions adopted may be mentioned
chief restrictions on the latter unusual provision are the following: Chains on flat cars in addition to coup
that no such benefit shall be paid twice to the same lings; employees' fire gangs; removal of unsightly and
family within two years and that the relative so in dangerous features like a defective rainspout outside
sured had been passed as in good health when the the carhouse and rubbage-gathering shelves for holding
member himself was accepted. fire pails inside the carhouse.
 232 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8, 1915 American Association News OCTOBER 4 TO 8. 1915

Announcement Is Made of the Arrangements for Transportation from the New England Section—Convention
Meeting Places—Engineering Association Committee on Standards Discusses Various Subjects

NEW ENGLAND TRANSPORTATION sible at all times, a club car, two "diners," valet, maid,
ARRANGEMENTS barber and stenographic service, piano, "Victrola," and
For the greater convenience of New Englanders plan ample observation car accommodations. The party will
ning to attend the convention arrangements have been be entertained at Milwaukee, Wis., Spokane and Seattle,
made for special-car service from Boston to the Coast Wash., and Portland, Ore. Already about twenty per
and return in connection with the "Red Special" leaving sons have signified their intention of going to San Fran
for California on Thursday, Sept. 23. Henry E. Rey cisco from New England on this train. Upon the filling
nolds, assistant general manager Bay State Street Rail of an application blank tickets will be prepared and
way, 84 State Street, Boston, Mass., is now making mailed to the signer by Mr. Reynolds about Sept. 1, and
reservations for this trip as chairman of the New Eng- all New England electric railway men and their friends
lang committee, and is prepared to give full information are cordially invited to make full use of these facilities
of this and the other special trains and to handle all either by wire, mail or in person.
details for members and other visitors to the conven
tion from the northeast section of The country. CONVENTION MEETING PLACES
As stated last week, the meetings of the association
in San Francisco will be held in the building of the
Native Sons of the Golden West, which is located be
tween Geary and Post Streets at 414 Mason Street,
directly in the rear of the St. Francis Hotel. The ap
pearance of the front of this building is shown in the
accompanying engraving. This is the building in which
the National Electric Light Association held its con
vention last June.
The building contains numerous rooms suitable for
general and committee meetings. Of these the largest
is the Native Sons' Hall, consisting of an auditorium
66 ft. x 82 ft. or about 5500 sq. ft. It has a stage at
one end, and the estimated seating capacity is about
2000. There are lobbies and a small reception room
near the entrance. The sessions of the American As
sociation and of the Transportation & Traffic Associa
tion will be held in this hall, which is on the first floor
of the building.
The other associations will meet in lodge rooms on
the fourth floor of the same building. The room se
lected for the meetings of the Engineering Association
is called "Yosemite Hall" and is about 31 ft. x 67 ft.
"Sacramento Hall," where the Claims Association will
meet, and "San Joaquin Hall" where the Accountants'
Association will meet, are also on the fourth floor.
These rooms are also commodious, being each 31 ft. x
48 ft. All are well lighted and provided with ante
rooms.
The secretary's office and registration headquarters
will be in the lobby on the main floor of the building.
The Native Sons' Building is in the center of the
hotel, theater and club district of San Francisco and is
used for many meetings in San Francisco.
ENGINEERING ASSOCIATION COMMITTEE ON
EXTERIOR OF NATIVE SONS' HALL, WHERE THE MEETINGS STANDARDS
IN SAN FRANCISCO WILL BE HELD As stated in last week's issue, page 188, a meeting
of the committee on standards was held in New York
By the original plan, New England delegates would on July 29 and 30. In addition to those whose names
have been obliged to join the "Red Special" at Albany, were listed as being in attendance, the following were
N. Y., in journeying by this train, but arrangements present at the second day's sessions: E. R. Hill, E. B.
have now been made for the attachment of a number Katte and J. M. Waldron, all of New York City. The
of cars of the seven-compartment, two-drawing-room purpose of the meeting was to pass upon the recom
type to the 10 a. m. express out of the Boston South mendations of the technical committees in so far as
Station on the Boston & Albany Railroad on Sept. 23, they affect association standards.
these cars to be attached to the "Red Special" at Albany On Thursday, after roll-call, Secretary Burritt read in
and thence to continue across the continent and back full the rules for the adoption of standards and recom
to Boston as an integral part of the tour of this already mendations. The committee then took up one by one
celebrated train. The accommodations of the "Red the recommendations of the committees, giving most
Special" will include a baggage car with trunks acces thorough attention to each.
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 233

Prof. A. S. Richey presented the power distribution the recommendations of the convention for last year.
committee report. The inclusion of specifications for In connection with light aspects for signals operated by
concrete poles in the Engineering Manual, as informa contactors, the use of the terms car-registering and
tion, was authorized, as were also certain improve non-registering were adopted in place of car-counting
ments in the steel-pole tables and formulas. At the sug and non-counting signals.
gestion of this committee the printing in the manual of E. R. Hill then presented a report from the commit
portions of the report of the joint committee on the tee on heavy electric traction in which revisions of
joint use of poles was also approved. The power dis clearance lines for third-rails were proposed, together
tribution committee presented an elaborate, illustrated with recommended designs for protection of over and
set of specifications for 600-volt overhead line material, under-running third-rails and a standard definition for
the printing of which was approved. Recommenda third-rail gage, all of these proposals being approved
tions as to the location of lightning arrester grounds, by the committee on standards. A proposed specifica
involving changes in Sections 81 and 82 of the over tion for coal purchases in the report of the committee
head line construction specifications, were adopted, on power generation was then submitted by Mr. Welsh.
these being in conformity with the report of the com This gives an outline of the points that should be
mittee on lightning protection. brought out in connection with coal contracts and it
The committee on lightning protection made a num was approved for publication in the manual as mis
ber of recommendations as to details of arrester in cellaneous method and practice.
stallation and appended appropriate technical data. Following this the report of the committee on way
These were approved for printing in abstract in the matters was presented by Mr. Kimball, who took up
manual. first the matter of rail foundation construction. The
The committee on buildings and structures recom Type B of track construction as submitted in last year's
mended approval of a set of rules for instruction to report of the committee on way matters was approved
employees for fire protection, which have been before as recommended design. Action on Type C, as sub
the association for several years. These had been re mitted in last year's report, was deferred until after
ferred to Mr. Schreiber for consideration with the the coming convention. A classification of soils and
National Fire Protection Association. They have now screens was then submitted, the plan being approved
the approval of this association. These rules are al for entry in the manual as a miscellaneous method and
ready contained in the manual, Section Bm 2b. They practice. Specifications for special work covering man
were approved by the standards committee. ganese steels, cast steel for track castings, cast-iron
At the session on Friday Mr. Gove presented the rails, splice bars, bolts, tongue switches, etc., were ap
report of the committee of equipment, bringing up first proved for presentation before the convention as a
a revised specification for heat-treated carbon-steel recommended practice.
axles, shafts, and similar parts. It was decided to A design of joints for standard 7-in. 80-lb. and 91-lb.
supersede this with a new specification which differs plain girder rails was proposed as a recommended prac
mainly in being more definite in wording and more tice, together with a specification for drillings in stand
up to date, the title being changed to cover quenched- ard section rails, both of these being approved. The
and-tempered carbon-steel axles, shafts, and similar question of symbols or conventional signs for record
forgings. The specification for annealed carbon-steel ing surveys was then considered and it was suggested
axles, shafts, and similar forgings was then approved that this subject be considered jointly by various com
for revision in certain sections dealing with physical mittees so that the existing symbols can be incor
and chemical properties. New specifications for gears porated with those now bearing the approval of the
and pinions were submitted, these including both the Interstate Commerce Commission in its valuation work.
quenched-and-tempered and the case*-hardened types, It was suggested that the symbols be printed on a
and these were approved by the standards committee larger scale. This suggestion was approved and the
for submission to the convention as recommended spec report was referred to the executive committee for
ifications. amplification by a joint committee so that all classes
The equipment committee's proposal to print in the of symbols may be included. The addition of a miss
Engineering Manual a schedule for proof testing heat- ing dimension in the design of joint plates for 7-in.
treated steel forgings was approved, as was also the girder and grooved rails was then approved as a re
printing of the N. F. P. A. rules. Approval was given vision of the design.
to a revision of the specification for air-brake hose in It was recommended that the term "T-rails" be
which minor changes in detail were proposed, and this changed to "plain girder rails" in several places in the
will be presented to the convention as a recommended manual, owing to confusion that sometimes arose with
specification. A suggested revision of steel-wheel de the present nomenclature. This recommendation was
sign which consisted in drawings for additional sizes approved. The subject matter now in the manual under
extending down to 21 in. was postponed, together with the title "T-rails in Paved Streets" was revised also
the matters of new tread-and-flange-contour designs, by rewording and subdivision, the design for plain
these being held over for consideration by the ensuing girder rail covering the American Railway Engineer
committee on equipment. ing Association standard sections of 80-lb., 90-lb. and
J. M. Waldron then presented recommendations from 100-lb. weight appearing in a separate section.
the committee on block signals which included detailed Chairman Adams then outlined preliminary arrange
drawings for a standard electric semaphore signal. ments that had been made for co-operation with the
The proposal of the 1914 committee for a recom standards committee of the Transportation & Traffic
mended design for a spectacle casting, which was ap Association and Mr. Stocks presented a report regard
proved at the 1914 convention, was passed as a recom ing the extent of the use of association standards by
mended design, this drawing forming part of the pro the member companies, prepared from replies to in
posed details for the standard semaphore, and the quiries sent out from the secretary's office. Owing to
detailed drawings were then adopted as recommended the small number of replies received to the original
designs. A clearance diagram for semaphore signals, circular of inquiry, as well as the apathetic nature of
which had received the approval of the committee on the replies, it was decided to appoint a sub-committee
power distribution, was referred back to the committee to report on the situation to the executive committee
on signals for further consideration in connection with and Mr. Hanna was delegated for this duty.
 •234 ELECTRIC RAILWAY JOTJ^NAL [Vol. XLVI, No. 6

COMMUNICATIONS should have been paid. The entire legal machine is very
much in need of reform. This reformation should be
from within, and were it not from a spirit of indiffer
Is the Ultra-Light-Weight Car a Passing ence, the fear of offending and the horror of being criti
Craze? cised, it would be.
New York, July 30, 1915. The wrongs practised are generally known, they are
To the Editors : numerous and glaring. One of the most damaging to
During the last few months I have been very much the profession and to the general public, perhaps, is the
interested and I must confess somewhat disturbed over present practice in personal injury cases. The loss to
the demand for cars of extraordinarily light weight. the general public by reason of such actions against
I am not referring to the use of cars of small capacity as steam railroads, street and electric railways run into
opposed to large units, as that is solely a transportation the millions annually. However, the sum paid to the
problem, but there has been a great deal of talk about deserving claimants, so long as it is reasonable, is
cars which weigh, completely equipped, less than 10,000 not to be complained of, but that which is paid to the
lb., and, according to all of my past experience, this large army of damage hunters and the 50 per cent that
is far too low to provide proper lasting qualities. is retained by the attorney cannot be criticised too
In the movement toward lighter weights there is a severely.
deadline that has to be recognized eventually. I be This item has grown to enormous proportions and is
lieve that the present demand has passed this. I have increasing from year to year, regardless of the safety
heard of designs for bodies seating approximately thir appliances installed and the care and caution used by
ty-six which are estimated to weight approximately 5000 these corporations to protect the persons of its patrons.
lb., and some reports even state that bodies of a much In fact, it appears that these transportation companies
lighter weight than this have been proposed, but it is a are really reducing the number of injuries, yet the ag
significant fact that none of them is being built. Is it gregate sum paid is growing larger each year. For the
not true that while a great many managers of railway year ended June 30, 1913, the railways of the United
properties are demanding extremely light-weight cars States, not including the street and electric lines, paid
and have ideas of their own as to how they should be for injuries to persons the sum of $30,410,030, an in
constructed, in every case they want the car builders crease over the previous year of $1,639,325. During
to stand behind the design and guarantee durability be the year 1912 the street and electric railways of the
fore they will actually undertake the construction, and United States paid for injuries to persons the sum of
is it not the case that the car builders are unwilling to do $20,707,960, an increase over the year of 1907 of $2,531,-
this? If so, there is not much danger in the movement. 655. If this increase with both steam and electric
But I would not like to see the industry adopt a policy lines has been maintained to date these transportation
of building cars which, like buses, will last only for companies will have expended upon this item for the
four or five years. year ended June 30, 1915, the enormous sum of almost
Naturally, I am interested in knowing whether the $60,000,000. Of this the legal profession will have re
car of extremely light weight is really going to come ceived not less than $30,000,000 for its services, thus
into use. I hope not, because if it does it will be neces damaging the public by reason of these charges in a
sary for all of us to revise our ideas on car construction sum not less than $18,000,000 if we allow them 20 per
and to make extraordinary provisions for depreciation. cent, and $24,000,000 if we allow them 10 per cent for
On the other hand, since the decrease in jitney com their services. The commercial world pays for its col
petition has become evident, the desire for extremely lection when made by suit the sum of 10 per cent on the
light cars seems to have decreased also. Indeed it first $1,000 collected, and 5 per cent thereafter, and
might be daring (in the light of the still-prevalent fever there is no good reason for the attorney charging more
for extremely light cars) to say that the craze is only in personal injury actions.
temporary and will subside. Manager. To this sum retained by the legal profession we can
with certainty add $6,000,000 paid to undeserving
claimants through the efforts of the profession. It can
Injuries to Persons be said with reasonable certainty, therefore, that not
Lincoln, Neb., Aug. 3, 1913. to exceed $24,000,000 of the $60,000,000 ever reaches
To the Editors : the deserving claimant. If the $24,000,000 now un
The legal profession is fast becoming a dollar in justly taken from the railway companies were allowed
stitution. The ethical side of life is being forgotten in to remain in their hands, it would go far toward settling
the mad rush for financial gain. Not only is the pro the transportation question. Think what it would mean
fession destroying itself, but it is drawing into its in one decade, almost a quarter of a billion dollars.
whirlpool of disintegration thousands who are made to The profession has, for years, been educating the
feel the sting of financial loss and starting as many people that the transportation companies were outlaws
more upon a moral decline by inducing them to see a to be preyed upon at will, forgetting to explain that
state of facts that has no real existence. every dollar above a legitimate claim and charge could
The verdict of a jury is hardly to be considered as not be justified, that all personal injury claims are
evidence of the guilt or innocence of the accused. chargeable to operating expenses and must be paid by
Courts are becoming temples of technicalities rather the patrons of these companies.
than of justice. Case law appears to have more weight The sums paid for injuries are becoming more bur
than the principles of law that underlie it. Sight is densome from year to year. Something should be done
lost of the fact that justice is more liable to result from to protect the public as well as the corporations. It is
the application of a principle to a proven state of facts granted that the attorney has the right to contract for
than in applying case law thereto. A little more care his services so long as he is reasonable and just and
on the part of the judges and the members of the bar the public is not damaged thereby. In these cases the
in rendering decisions and giving advice would save public is directly and vitally interested, and if the
our people millions of dollars annually in Supreme attorney forgets his duty to that public, the State
Court expenses, in costs of actions that never should should, at once, remind him of it in such a manner as
have been brought and in attorneys' fees that never to make it impossible for him to go wrong in the mat
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 235
ter of his charges; they should be regulated and fixed. Ambulance Trailers in Hanover
It should be made a crime to charge a contingent fee.
Such regulations would save the public millions an The street railway in Hanover has been rendering
nually, and the deserving claimant be cared for as well valuable aid to the authorities in transporting wounded
as now. It is clear to both judge and jury that the soldiers from the railroad station to the several hos
charges made by the attorney are exorbitant. They pitals in the city in small trail cars like the one shown
understand that the verdict and judgment must be, at in the accompanying illustration. The bodies were pre
least, twice what it should be to remunerate the deserv pared for their purpose by removing the ends and
mounting angle-irons near the floor and at the height
ing claimant. of the window sills. On these, acting as rails, small
The money loss under the present practice is great,
but the loss to manhood is much greater, due to the
manner of procuring and prosecuting these claims.
The attorney who makes personal injury suits his busi
ness has his emissaries at the danger points along the
street car and steam lines. The unfortunate one is
very often doubly injured by reason of the accident
sustained by his person and the blow dealt his moral
fabric at being made to understand that he must see
the facts through the glasses of his attorney.
Not all the members of the profession are guilty of
these practices, nor is it to be presumed that they would
be if they had the opportunity, but the silence of all,
and the indifference of the many, causes the public to
think that one is as bad as the other. Nor has that
public forgotten that in order to protect the old soldier
from the greed and avarice of the pension attorney, a
law had to be promulgated regulating his fee.
Stephen S. Bishop, Attorney-at-Law.

Stone & Webster Official's Views on

HANOVER CARS FOR TRANSPORTING WOUNDED SOLDIERS
Motor Buses
To a representative of the Electric Railway trucks were placed upon which the stretchers carrying
Journal, Frederick S. Pratt, chairman of the board of the wounded soldiers could be readily rolled into place.
directors of the Puget Sound Traction, Light & Power Each trailer accommodates eight stretchers, the length
Company, Seattle, Wash., and a prominent member of of the body being about 16 \'z ft. The ends are closed
the Stone & Webster Management Association, recently with sail-cloth curtains.
outlined his views relative to the motor-bus situation in The company has been operating eight of these trail
the Northwest upon returning to the Boston offices of ers and some weeks ago had already transported more
the firm. Mr. Pratt said that about a month ago a motor- than 7000 men.
bus service was begun between Edmonds and the main
line of the Pacific Northwest Traction Company, the Inventors' Guild Members on Naval Board
electric interurban road connecting Seattle and Everett, In accordance with the invitation of the Secretary
the distance covered being about 3 miles. Sixteen Ford of the Navy, the Inventors' Guild is planning to select
cars are also in use in Everett as an experimental means two of its members for membership in the National
of handling short-interval travel in small amounts, the Naval Advisory Board, the secretary having been in
cars being run by the Washington Auto Bus Company, structed to send to the members of the Guild a brief
affiliated with the local traction company, virtually in statement reviewing the situation and a request that
competition with the latter's service. each nominate by letter ballot not less than two nor
On the Puget Sound Electric Railway, a gasoline more than four members. These names are to be con
motor-bus service is being run by the Auto Bus Com sidered by the board of governors of the Guild with
pany between Auburn and the towns of Buckley and the understanding that from the names received three
Erumclaw, the last-named place being about 20 miles or more will be selected, the president of the Guild
from the interurban road connecting Seattle and Ta- making the final selection of the two nominees.
coma. The buses carry twelve passengers each, and It is expected that the National Naval Advisory
through tickets are sold between points on the bus line Board will be composed of about eighteen members.
and the interurban terminal stations. Thomas A. Edison has already been appointed chair
Mr. Pratt said that the usefulness of the motor bus man, and the large technical societies of the country will
as a feeder to a trunk line seems on the whole fairly each elect two members. The duties of this body will
well established. The company's jitney service has been not lie so much in the actual invention of plans and
in operation too short a time to yield valuable conclu devices as in advising the Navy Department concerning
sions, but it is not regarded as a money-making venture such technical matters as may be submitted for its at
as yet, and there is little reason to anticipate financial tention, assisting in the investigation of such matters
profit from such service on a 5-cent rate. Definite plans as are deemed worthy of consideration, obtaining for
for establishing jitney service in Seattle, as discussed the Navy Department the assistance of the most com
in the local press at various times, are by no means petent men in any special technical branch and in offer
crystallized. It may become necessary to establish such ing a trained and receptive ear to inventors. The board
a service, but at present no complete arrangements have will, in fact, form an effective professional connecting
been determined, and, in any event, the Stone & Webster link between the people of the country and its trained
interests are convinced of the permanence of the elec military experts, it being probable that some arrange
tric railway as the agency for handling the great bulk ment will be made whereby the services of the board
of city and trunk-line transportation. will be at the disposal of both the army and the navy.
 236 ELECTRIC RAILWAY JOURNAL [Vol. XLVI. No. 6

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Hen in the Field Are Solicited and Will be Paid for at Special Hates.)

Resawing Old Controller Segments to slitting saw which is fastened to a mandrel in the lathe
centers.
Smaller Size After a lot of old segments have been cut to the
BY F. A. MILLER, SUPERINTENDENT OF POWER AND EQUIP desired length, the mandrel and saw are removed from
MENT OAKLAND, ANTIOCH & EASTERN RAILWAY the lathe and a drill of proper size is installed in the
The accompanying halftone and drawing show an headstock. The jig is now fed forward until the hole
economical method of using worn segments of hand to be drilled is opposite the drill. The segment to be
controllers by making smaller out of the larger ones. drilled is dropped again into the groove, the V^-in. pin
This practice was devised when the writer was with is inserted in the one good hole in the segment and the
the Puget Sound Electric Company at Tacoma, Wash. tool carriage is fed against the drill.
It is to be understood that when this jig is manufac
tured the holes in the circle are to be the same height
as the drill center in the headstock, and that a separate
jig is to be used for each type of controller where the
arc of the circle is different.

An Improved Method of Applying Rail

Bonds
BY L. P. CRECELIUS, SUPERINTENDENT OF POWER
CLEVELAND RAILWAY
Of all the items entering into electric railway con
struction, the rail bond is not only one of the most im
portant, but it is also one of the most difficult to install
and maintain properly. It is located at or near the ends
of abutting rails where it is subjected to severe vibra
tion and exposure and where it is frequently tampered
with in repairing loose joint plates and resurfacing
Plate for fasteningJig to CroM-lwad tlanp *o tx !w ithen rails. These conditions require the following essentials
in its design and application; first, flexibility graduated
DRILL JIG FOR SEGMENTS OF K-6 AND K-28 CONTROLLERS away from the terminals and apportioned over the
length of the bond to resist injury from prolonged vi
A is a jig counter-bored in order to fasten it to the brations, and second, intimate and permanent union be
tool-post rest by a T-headed bolt, and it also has a cir tween bond terminals and rail from the mechanical and
cular groove in order to receive the segment which is electrical standpoints.
The first of these requirements seems to have re
to be cut down. A saw cut and a row of holes allow
ceived early recognition, for there are available rail
the segment to be cut off to the proper length after it
has been placed in the groove after inserting a Vk-in. bonds equipped with terminals and sufficiently flexible
standard taper pin in the hole in the good end of the to resist an almost incredible amount of vibration. The
second requirement, however, has given rise to a num
segment. The jig is fed forward against the metal
ber of processes for uniting the terminals of the bond
directly to the rail by means of all sorts of externa!
heating agencies, and there are at the present time in
use numerous devices by means of which the bond term
inals are soldered, brazed and even welded to the rails.
Closely related to the second primary requirement is
ease of application and avoidance of injury to bond and
rail. It is also obviously necessary, on busy railways,
that the tracks be left unobstructed so that traffic may
continue over them while the rails are being bonded.
This limitation imposes severe restrictions upon the
use of bonding apparatus satisfactory in other respects.
In a bonding outfit which has been used in Cleveland
during the past two years with very satisfactory results,
notwithstanding the heavy traffic conditions encoun
tered, these requirements have been met in the manner
herein described. The designers of this equipment had
in mind the object of overcoming the difficulties due to
the high temperature encountered in welding by means
of the electric arc, oxy-acetylene flame or superheated,
RESAWING OLD CONTROLLER SEGMENTS TO SMALLER SIZE molten copper. By the new method rail bonds may
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 237

ELECTRIC-CIRCUIT DIAGRAM CLEVELAND RAIL-BONDING

OUTFIT GENERAL VIEW OF CLEVELAND RAIL-BONDING OUTFIT

be electrically brazed to the rails without interfering terminal, all connected electrically in series. By this
with traffic and at a temperature sufficiently low to arrangement there is thus introduced into the circuit,
avoid difficulty. at the desired point, a considerable and effective heating
The device consists of small bonding clamps, which resistance permitting of a very substantial reduction in
are arranged to be clamped to the lower flange of the the amount of current ordinarily required to produce
rail or to the fish plates, and upon which are mounted the necessary PR drop. In consequence, the size of the
two adjustable carbon heating electrodes which are secondary leads from the transformer are reduced
brought to bear against the bond terminal. The elec to a point at which they can be very easily handled.
trode holders are equipped with quickly detachable The electric circuit is illustrated in the accompanying
terminals to which are connected flexible secondary leads diagram.
extending from a transformer of about 18-kva. capacity. To avoid mutilating the bond terminals and over
The transformer is made portable so that it can be lifted heating the rail section, silver solder interposed between
about from place to place. The primary leads to the the bond terminal and rail is employed as a brazing
transformer are connected to a small rotary converter material. Silver solder is an alloy composed of copper,
of about 20-kva. capacity which receives power from the zinc and silver of such proportions that its fusing point
trolley wire. This converter is mounted on any suit is in the neighborhood of 1500 deg. Fahr. This mate
able car or vehicle. One form of mounting is shown in rial has to a marked degree the requisites of conductiv
an accompanying illustration. By extending the prim ity and cementing power, with the additional advantage
ary leads the transformer can be moved along the rails that it forms a perfect union between the bond terminal
as the bonds are applied, to any desired distance from and rail at a temperature sufficiently low to prevent
the rotary converter. The heat is produced electrically injury to either. Standard forged-terminal bonds, which
directly against the bond terminals by the PR loss in have been designed to resist the effects of vibration and
the resistance interposed in the circuit at this point which have contact areas commensurate with the cross-
by the contact of the electrodes with the bond terminal. sectional areas of the bonds, can thus be used. In other
The circuit, therefore, consists of the transformer sec words, in the application of this method most of the
ondary, the flexible leads, the electrodes and the bond objections to the use of thermic processes are removed

APPLICATIONS OF CLEVELAND RAIL-RONDING OUTFIT WITHOUT INTERFERENCE WITH TRAFFIC

 238 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 6

and the bond may be permanently and cheaply brazed to Axle and Armature-Shaft Straightener
the rail.
As shown by the illustrations on page 237, the out BY J. N. GRAHAM, MASTER MECHANIC ROCKFORD & INTER-
fit is assembled into a compact unit and is so arranged URBAN RAILWAY, ROCKFORD, ILL.
as to provide the maximum of portability. In some in A good home-made axle and armature-shaft straight
stances it is placed in a small cart and delivered along ener has been in use for some time in the Rockford &
side the section of special work to be bonded, being Interurban Railway shop with excellent results. The
towed there by an auto-truck and left until the work is machine was made for the most part from material
finished, whereupon it is moved along to the next job. similar to that which can be found in any railway shop.
When the work consists in rebonding rails that have As will be evident from the illustrations, it consists of
been repaired here and there along the street, the out a headstock and a tailstock mounted upon a bed made
fit is placed aboard an auto-truck and the leads extended of rails with provision for applying a straightening
from the transformer to the clamps which have been force at any point by means of an ordinary screw jack.
placed on the rails. In these cases it is unnecessary to A simple heater permits the axle or shaft to be softened
remove the transformer from the truck. In outlying if necessary.
districts where the bonding must be done from the
tracks along the private right-of-way, removed from
roadways, the outfit is placed aboard any suitable car, ^7 TffM
and where traffic conditions warrant the bonding is done
without unloading the equipment. Where conditions
are such, however, as to require the car to be removed
to a siding in order to clear the main line, the trans
former is removed and the primary leads are extended
from the car which contains the rotary to the point
where the bonds are being applied. In fact, in some SIDE AND END ELEVATIONS OF AXLE AND SHAFT
cases the primary leads are extended for a distance of STRAIGHTENER
half a mile or more on either side of the car to the
transformer. This arrangement is such as to afford the /V 3"Iron
greatest utility to the apparatus because of its
flexibility. Axle Yoke
To summarize, the advantages of this method of bond 1
ing have been found to consist of the following: (1) The
entire elimination of obstruction to traffic along the x - 3-6" x
rails which are being bonded; (2) the use of silver Side Yiewof Yoke
solder whereby standard forged terminal bonds can be
applied very efficiently from the mechanical and elec %"x3"Iron
trical standpoints; (3) the absence of pyrotechnical dis
plays in the public highway, due to the low tempera Arma+ure Shaft Yoke
ture by which the union between the bond and rail is Jack
Lever
made; (4) the absence of overheated and broken rail V-»5 "Iron
sections and multilated bond terminals; (5) the high
degree of flexibility which has been incorporated into
the design of the apparatus, resulting in general util Dog -for Turning Axles
ity, and (6) the low cost.
Apparatus making use of the method as described /"x4"Iron I Block -to
Replace
above is manufactured by the Cleveland Rail-bond Com Wedges for (ol H*a°Xf
pany and is known as the "Champion Portable Rail- Yokes L_J Jack yi
bonding Outfit." (Not to Scale)
Combined Wheel and Track Gage
BY C. M. FEIST, MASTER MECHANIC SIOUX CITY (IOWA)
SERVICE COMPANY Rack to Support Heater Pan
Accuracy in special work installations, with particu
lar reference to wheel and track gages, is obtained by ACCESSORIES FOR AXLE AND SHAFT STRAIGHTENER
the Sioux City (Iowa) Service Company by checking
both with a combined The foundation of the straightener consists of three
Roiland wheel and track gage. pieces of 6-in. x 8-in. x 4-ft. oak tie to which, at one end,
6root* This gage is shown in are bolted three pieces of rail about 10 ft. long. This
tf"*%"SfetrBar the accompanying rail may be of any convenient size and the pieces should
KEHA. sketch. It is made of a be placed with spaces of about 2 in. between them.
ffhte!Corriour Vi-in. x %-in. steel bar, On this rail bed rest movable heads, in one of which
andGage
with the American Elec is a fixed lathe center, and in the other a movable cen
COMBINED WHEEL AND tric Railway Engineer ter, operated with hand wheel and screw as in the tail-
TRACK GAGE ing Association's stand stock of a lathe. Patterns had to be made for these
ard wheel contour on the heads. In order to guide the heads on the bed, pieces
underside of the gage bar and the correct track gage of %-in. x 3-in. flat iron, long enough to span the three
to fit this wheel on the opposite side of the bar. This rails, were bolted on the bottom surfaces and to these
device has been found particularly effective in testing were bolted pieces of %-in. x 2-in. flat iron, the latter
the wheel passages through special work, and makes acting as slides to keep the heads in line with the rail.
possible the correction of errors in the track or the The following scheme was devised to permit the
wheel gages. straightening force to be applied to the axle without
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 239
putting a strain on the centers. On the ends of the Economies of the Light Car and of Ball
outside foundation timbers opposite to those occupied
by the rail two stands made of %-in. x 3-in. flat iron Bearings
were mounted, their height being such that a rail laid BY ARTHUR V. FARR, S. K. F. BALL BEARING COMPANY,
across them was level with the lathe centers. The NEW YORK
height of the machine is at the option of the builder,
but the one which we are using has the centers 2 ft. Frequency of schedule and character of service ren
above the top of the bed rails. On the stand was dered are factors upon which success in modern street
mounted a piece of rail 10 ft. long, supported on its railway practice often depend. To operate a faster
side on two pieces of wood sawed to fit the contour of schedule and reduce headway without materially in
the rail. This piece of rail is loose on the stands so creasing operating expense is the problem facing the
that it can be moved back and forth. operator. And its successful solution will be welcomed
To this jack rail was attached an ordinary screw jack by both operator and public.
by means of two iron hooks bolted to its base. It is The solution to the problem depends upon the answer
necessary to use a heavy type of jack for this purpose. to this question: Can a car be made which is accepta
The head of the jack was removed and replaced by a ble to the public and which combines the qualities of
piece of iron cut out to fit around the axle. A pair of light weight and strength to such a degree that the
yokes, like those shown in one of the illustrations, are savings in power and maintenance more than offset the
used to hold the jack rail at the proper distance from additional platform expense where more cars are used?
the axle. These yokes are slipped over the axle and The answer to this inquiry is, "Yes," that the advance
over the jack rail and iron wedges are pushed through in body and truck design not only makes this possible,
slots near the open ends of the yokes and back of the but such cars are being made and operated with notable
jack rail, these wedges being notched to prevent the success to-day.
spreading of the yokes under pressure. A jack lever, The modern type of light car is frequently a single-
made of 1%-in. hexagon steel, with ends rounded to truck proposition, following the practice of modern
fit into the holes in the jack screwheads, is used in ap engineering design in securing greatest strength for
plying the straightening force. least weight. By the use of the radial truck construc
Other auxiliaries which are convenient in the opera tion and long wheelbase the riding qualities of the
tion of the straightener are a dog for turning axles and single-truck car approximate those of the double-truck
a heater pan, details of which are shown. The dog is car.
used for turning axles from which it has been necessary Weight reduction is a matter of recognized impor
to remove the wheels, although in most cases the axles tance. Five cents per pound per year is usually ac
can be straightened without such removal. In most cepted as the saving which can be secured in city
cases, the shaft can be straightened cold but it can be service by cutting down car weight. On this basis the
easily heated, if necessary, with the aid of the heater substitution of a 12,000-lb. car for one weighing 40,000
pans made of No. 16-gage, blue annealed steel. The lb. would save $1,400 per car annually. Against this
pan is fitted with a small piece of pipe at one end, close saving would be the increased platform expense for the
to the bottom, for attachment to an air hose, charcoal daily rush hours, amounting to not more than $300 to
with air blast being used to prevent the formation of $400 per car annually.
smoke and the production of scale on the shaft- The Third Avenue Railway of New York has used

1
V „«.»
r\ \
\—\ -a'
\ ' —
——

6 7 8 9 10 13 14 20 30 40 50 00 70 80
Miles per Hon* ir Mile Miles per Hour
THIRD AVENUE RAILWAY CAR TESTS—FIG. 1—ENERGY CONSUMPTION WITH 9.17 STOPS PER MILE, 26,000-LB.
STEPLESS CAR, BALL BEARINGS, RADIAX TRUCK, FOUR PASSENGERS; FIG. 2—ENERGY CONSUMP
TION AT 7.5 M.P.H. SCHEDULE SPEED, SAME CAR; FIG. 3—COMPARATIVE TRACTIVE EFFORT
WITH PLAIN AND BALL BEARINGS RESPECTIVELY

FIVE SECOND INTERVALS tew,1»J"™1

SAVINGS DUE TO BALL BEARINGS—FIG. 4—CURRENT CONSUMPTION RECORDS SHOWING COASTING WITH PLAIN
AND BALL BEARINGS RESPECTIVELY
Solid Line, Plain Bearings ; Dash Line, Ball Bearings ; Shaded Area, Saving Due to Ball Bearings.
 240 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6
the light type of car to advantage and has reduced the city cars weighing 40,000 lb. and more. Compared
car weight per seated passenger from between 800 and with these the saving would be still more in favor of
900 lb. (average for typical double-truck cars in city the light car.
service) to 650 lb. The comparison is between a forty-passenger car
The biggest item of economy is, of course, power weighing 26,000 lb. and a twenty-nine passenger car
saving, and the use of ball-bearing journals further weighing 10,000 lb., operating over the same route dur
increases this item. The reduction of power consump ing a period of twelve hours daily.
tion, especially at the peak of the load during rush One of the chief considerations of almost every part
hours, affords an opportunity for immense economy. of car equipment is its bearing on accident reduction.
The use of light cars reduces the required investment Doors, steps, brakes, brakeshoes, wheels, axles, and
for power stations and substations to the extent of bearings (if of the anti-friction type), all play an im
$1,000 to $2,000 per car, or, in the case of existing portant part in helping to reduce accident. Ball bear
properties, permits the operation of a greatly increased ings permit a car to be more easily manipulated, and
car mileage. easy manipulation means quicker starts and freedom
Tests show that the starting effort required is re from jolts at starting, as cars can be started with
duced 55 per cent when ball bearings are used. The smooth, constant torque. Not only do ball bearings help
reason for this reduction is this: plain bearings, de to reduce the number of accident claims, but being
pending upon a film of oil to separate the journal from more durable than plain bearings they reduce the lia
the bearing lining, bind when the car stops. The pres bility to car accidents in service.
sure of the car on the journal squeezes the oil out, and Among other advantages of ball bearings are the
in starting the rubbing friction of two metal surfaces following: Lubrication cost is saved to the extent of
85 per cent. As the bearing housings are sealed, there
Forty Twenty-nine is no leakage and lubrication is required but once in
passenger passenger
Length of route—miles Car
4 Mi Car4 Mi three months. There is also a saving of from 35 per
Round trip—miles 9 9 cent to 70 per cent in maintenance cost, and heating of
Maximum speed—miles per hour 30 25
Schedule speed—miles per hour 9.2 9.9 journals is eliminated. When used on the motors the
Stops per mile 8 6 ball bearings insure uniform air gap, aid in commuta
Weight of car complete, pounds 26,000 10,000
Hours operated, per day 12 tion and reduce gearing and bearing wear, at the same
Time each way—minutes 30 27 V*
Time round trip—minutes 5S.7 54 M time permitting a shortening of the motor by from 10
Round trips per day 12Vi 13.2 per cent to 20 per cent.
Seated passengers per round trip SO 58
Seated passengers per day 9S0 766
Gross earnings per car per day $49.00 $3S.30
Number of cars operated on route 4 9 Test of Kansas City Air Washer
Gross earnings per day on route $196.00 $344.70
Headway—minutes 15 6*4 The Metropolitan Street Railway, Kansas City, Mo.,
Capital investment—four cars $24,000
Capital investment—nine cars $18,000 has recently completed the installation of two air wash
Dally mileage per car 110 119
Daily mileage—four cars 440 ers in connection with its largest turbo-generating plant
Daily mileage—nine cars 1,071 at the corner of Second Street and Grand Avenue, and
Power consumption kilowatt-hours per car-
mile 3 1 the company's engineering department now announces
Power consumption kilowatt-hours per day— the successful outcome of its tests of the machines,
four cars 1,320
Power consumption, kilowatt-hours per day— which have a capacity of 80,000 cu. ft. per minute each.
nine cars 1,071
Cost of energy delivered at car, per kilowatt- The installation includes complete equipments of motors,
hour $0.01 $0.01 pumps, patented spray nozzles, spray piping, screens,
Cost of energy per day—four cars $i3.20
Cost of energy per day—nine cars $10.71 eliminator plates and other necessary appliances.
According to the railway officials, the expense of in
in contact must be overcome. The starting friction of stalling and operating the air washers has been more
ball bearings, on the other hand, is no greater than the than justified by the results obtained—the removal of
running friction. They do not depend upon a film of practically all the dust in the air entering the washer
oil, so start easily from rest and operate at uniformly
high efficiency.
The decreased bearing friction with ball bearings
permits a car to coast farther than one equipped with
plain bearings. Because of the higher rate of ac
celeration and the ability to coast at much slower
speeds, the ball-bearing equipped car can be operated a
very much larger part of the time on the coast, between
corners when making stops and on slight grades in
city districts where the grades are of little or no value
to the plain-bearing car.
The advantage which the ball-bearing car secures
from these long coasting periods cannot only be ac
curately determined by experimenting in a congested
city, but by comparing the ease with which a 9000-lb.
car can be moved by hand when mounted on ball bear
ings and the amount of force necessary to move a forty-
passenger bronze-bearing car in the same way. One
can in this way readily appreciate what this coasting
factor amounts to.
The increased revenue by the use of light cars, in
comparison with cars of greater weight is illustrated
by the accompanying table. In this instance nine light
cars replace four heavier cars, making schedules appro
priate to the increased number. It will be noted that the
larger car, weighing 26,000 lb., is small compared with KANSAS CITY AIR WASHER—SPRAYING EQUIPMENT
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 241

result would show in the case of the finest dirt, two

wire screens were covered with a thin film of absorbent
cotton, and one of these was inserted in the air duct
to intercept the air as it entered the washer, while the
other was placed in the duct leading from the washer.
The first screen was allowed to remain in the air cur
rent continuously for six hours and the second for two
weeks. At the end of the latter period it was found
that the second screen showed no more soiling than the
first, which had been exposed for the shorter period.

Grinding Rail with Carborundum Track

Brake Shoes
To hasten the grinding of rail the United Railroads
of San Francisco replaced the blocks used for wooden
track-brake shoes on several of its single-truck service
cars by carborundum blocks which are clamped into
the same holders, four 2-in. x 4-in. x 8-in. blocks being
KANSAS CITY AIR WASHER—PUMPING UNITS AND used per car. The cars are run over the track with
TEMPERING COILS dragging shoes until the rail has been properly
ground, the process lasting from a few days to as
and the cooling of the air to the wet bulb temperature,
thus increasing the capacities of the turbo-generators
from 12 per cent to 15 per cent. The installation will
undoubtedly prevent expensive burn-outs that are liable
to result from carrying overloads, with an accumula
tion of dirt on the windings, and is believed by the
railway electricians to constitute an effective insurance
against the losses due to decreased efficiency and the
delays required for repairs and cleaning the generator
windings.
The new machines, shown in the accompanying illus
trations, were purchased by the Metropolitan Street
Railway from the Spray Engineering Company, Boston,
Mass., which followed its usual custom in erecting them
for the purchaser. About 350 ft. of 1-in. galvanized
steam piping were included in the equipment of each
washer, to be used as tempering coils to reduce the
humidity of the outgoing air, when required. These SINGLE-TRUCK CAR FITTED WITH CARBORUNDUM RAIL-
coils are constructed so as to operate satisfactorily under GRINDING SHOES
a steam-gage pressure of 5 lb. per squara inch. The air-
washer equipment furnished renders it unnecessary to many weeks, depending upon the condition of the
have any extra equipment for washing down the elimi rail.
nator plates, thus considerable expense is avoided. The The cars are run at regular speeds while grind
eliminators consist of vertical plates, so arranged as to ing in this unusual manner, and where possible they
provide a large wet surface. The washers are guar are run back and forth over a given piece of rail.
anteed to operate efficiently for ten years. Owing to the noise made by the grinder, night work is
Each pump unit of the machines is mounted on a carried on only in business sections like lower Market
heavy cast-iron bedplate, so constructed as to extend Street, but on the less-traveled tracks in residence sec
under all parts. This arrangement prevents oil and tions day operation is entirely feasible. No less than
water from dripping from the pumps and motors on to seven cars have been equipped for this work.
the floor, the bedplates being flanged and set at an
incline so as to give perfect drainage. The motors are
capable of operating without deterioration in a moist
atmosphere from 40 deg. to 50 deg. Fahr., and the pumps
operate readily with a 60 per cent efficiency. All piping
and fittings are of galvanized iron to prevent corrosion
incident to a humid atmospheric condition.
The tests made in Kansas City have interested a great
many electricians of the Southwest who came to wit
ness them. The assistant electrical engineer reports that
in the tests thus far made, the washer passes no free
moisture that will show on a plate of clean glass held
at a distance of 8 in. from the eliminator. The test
for cleaning consisted in sifting 5 lb. of dry boiler
soot into the mouth of the washer at a temperature of
70 deg. At the same time, a sheet of clean white
paper was held at right angles to the air flow at about
6 in. from the flow openings. This test was conducted
for ten minutes, after which not a trace of soot could
be found on the paper. With a view to seeing what CLOSE-UP VIEW OF CARBORUNDUM RAIL-GRINDING SHOE
 242 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

A Simple Feed-Water Recorder head of a column that is supported by the cabinet. A

clock movement operates a circular chart on one side,
The feed-water recorder that is furnished by the this making one revolution in twenty-four hours, and
Hoppes Manufacturing Company, Springfield, Ohio, in on the other side is an aluminum disk making one revo
connection with the well-known Hoppes feed-water lution per hour. The pen for making the record on the
heater, is a device of unusual simplicity, although it is chart is attached to a crosshead that moves vertically
guaranteed to be accurate within 1*4 per cent by actual and is directly connected to the weighing vessel. An
weight at any temperature and at any rate of flow. arm is carried to the other side, and this supports a
Its operation is based upon the principle of the V-notch small planimeter which is mounted on a vertical axis
and is revolved by the aluminum disk.
The planimeter wheel moves a train of gears and
operates an integrator which records the amount of
water in pounds that has passed the wheel. When the
water is just starting over the V-notch the planimeter
wheel rests at the center of the disk. As the head in
creases the wheel is drawn downward, and as the wheel
moves away from the center the increase in the radial
distance increases the rate of travel as the disk has a
constant rotary motion.
Where the tank of the feed-water heater is placed
above the floor line, or on a floor that is above the most
desirable place for locating the recorder head, an in
verted head can be attached to the bottom of the cabinet
and can be carried as far below the cabinet as desired.
If it is more convenient to read the record from the floor
above the installation, an extension can be furnished
and the head raised to any height desired above the
cabinet.
EXTERIOR VIEW OF FEED-WATER HEATER, TANK AND
RECORDER Adjustable Seat for Motorman
E. L. Stephens, master mechanic Los Angeles (Cal.)
weir, and no engineering features that are not thor Railway, has recently applied for patents on the motor-
oughly understood have been incorporated in the design. man's seat illustrated as in use in the accompanying half
The meter consists of a storage tank divided into two tone. The seat is attached to a curved arm which sets
parts by a diaphragm with a V-notch at the top. A
cabinet is attached to the side of the tank by a bracket,
and inside of this is a weighing vessel suspended by a
coil spring, the vessel being connected to the interior of
the tank by flexible bronze hose in such a manner that
the water in it will always be at the same level as the
water behind the weir. As the water rises behind the
V-notch it also rises inside the weighing vessel, and as
this vessel is so shaped as to contain just enough water
at each unit of height to draw down the spring in a
direct ratio to the rate of flow, the pen and recorder are
directly attached to it without the use of cam or other
motion-changing device.
The recording and indicating device is located in the

ADJUSTABLE SEAT FOR MOTORMAN

in an automatic eccentric grip attachable to any of the

vestibule stanchions. The seat may be swiveled at any
angle, and may also be raised or lowered at will by rais
ing a cam which compresses a spring that keeps the seat
in any set position. Thus the user of the seat can ad
just it to suit himself. The San Diego Electric Railway
has placed seats of this design on its latest cars.
Another seat designed later by Mr. Stephens includes
VIEW OF RECORDER CABINET WITH DOOR OPEN TO SHOW a spring in which the seat pivot can be set to give
WEIGHING VESSEL easy riding.
 AUGUST 7, 1915] ELECTRIC RAILWAY JOURNAL 243

LONDON LETTER The Dublin United Tramways Company has recently suf
fered loss by the deaths of two of the best-known members
(From Our Regular Correspondent) of its staff. C. W. Gordon, manager of the tramways, died
The work of electrifying the Lancashire & Yorkshire suddenly on May 27 while riding, and R. S. Tresilian, sec
Railway's branch line to Bury, via Prestwich, is now almost retary of the company, died on May 29 after a severe
completed. It had been hoped to have this line opened to operation. Both gentlemen were well and favorably known
the public this month, but that is now found impossible, to most of the members of the tramway fraternity in
because of the war. Experiments have recently been made Great Britain, and members of the two tramway associa
on certain sections, over which trains have been run, cur tions of Great Britain will not be likely soon to forget the
rent for this purpose having been supplied by the Man kindness of these two gentlemen on their visit to Dublin in
chester Corporation. The principal work that remains to 1910. W. M. Murphy, the chairman of the company, who
be carried out refers to the big power station that is being is well known not only in Great Britain, but also in Amer
erected near to Clifton Junction. This new railway scheme ica, has received many tokens of sympathy on his being
is to afford a better service between Manchester and Bury. deprived so suddenly of the services of his two right-hand
In normal times there are about sixty stopping trains on men. In the meantime, George Marshall Harriss, chief
this line. For the new electric service the third-rail sys electrical engineer, has been appointed as general manager,
tem is to be used, this being similar to that on the Liver- and Mr. M'Hugh, chief accountant, has been appointed as
pool-Southport line. There will, however, be this difference, secretary. Other new appointments have been made, all
that a different voltage will be employed. The trains are to from the existing staff of the company.
consist of long and wide corridor carriages of the saloon type, F. Ayton, M.I.E.E., presented a report of the electric
and each is to have accommodation for about 100 persons. vehicle committee to the members attending the meeting
For something like fifteen years the City & South of the Incorporated Municipal Electrical Association re
London Railway—the oldest of the London tubes—has been cently held in London, in which it was stated that there
a subject of special interest to all concerned in the trans were now three municipal tramway undertakings making
mission and distribution of electrical energy. There is no use of the electric bus as an adjunct to their tramway
other railway or tramway in England, and it is a question services, namely, Southend-on-Sea, South Shields and York.
whether there is any in the world, which is worked on the In all three instances it was understood that the vehicles
three-wire system. The "outer wires" are formed by the were giving satisfaction. Other corporations are consid
conductor rails of the two tracks and the running rails ering the adoption of electric vehicles for various purposes,
form the "neutral wire." With such a frequent service and it would appear that before long a number of these
of trains as that run on this railway the load on each side vehicles would be in regular service.
of the neutral is fairly evenly balanced. As a result of the Following the example of other cities and towns—Glas
recent consolidation of interests among a number of the gow, Newcastle, Sheffield, Salford, Aberdeen, Cardiff and
London Underground Railways, the three-wire system is Blackpool—the Birmingham tramways committee has de
likely to be superseded by the method employed on the cided to employ women as conductors to help make good the
other lines, namely, transmission by high-tension three- shortage in this class of labor caused by the war. An
phase current to substations and thence by simple low- experiment will be made on the Bristol Road and King's
tension d.c. circuits to and from the motors of the trains. Norton cars, with fifty or sixty women, and if they come
Thus a very interesting and successful demonstration of up to requirements more will be engaged for other routes.
the three-wire system of traction will pass away. By this means the committee hopes to lessen the difficulties
The bill to authorize the City & South London, the Cen in the working of the system caused by the shortage of
tral London, the London Electric, and the Metroplitan about 120 men as drivers and conductors. The men's union
District Railway companies, to make arrangements with offers no objection whatever to the employment of women
each other and with the London General Omnibus Company as a temporary expedient, and especially in view of the
for the purpose of providing increased facilites for the fact that the old hands have had to work long hours since
interchange and alternative routing of traffic, has been the depletion of the staff began. Evidence obtained from
passed for second reading and committee stages by the other towns where female labor has been employed is with
examiners of the House of Lords. The promoters have out exception to the effect that women have given satis
agreed to amend the bill by deleting all powers dealing with faction as tramway conductors.
interchange of traffic, etc., thereby limiting the measure The Local Government Board has authorized the Man
to the pooling of the receipts of the companies and also chester Corporation to borrow £432,470 to enable it to pro
to insert a clause making it clear that no statutory powers ceed with the erection and equipment of the large new
shall be conferred on the London General Omnibus Com electric generating station at Barton. Some months ago
pany. the station, with its complete equipment, was estimated to
The Bristol Tramways & Carriage Company has been cost £1,775,000. Prices have risen since then, so a larger
successful, in the Chancery Division, in securing the sanc sum will probably now be required. The loan just
tion of the court to the extension of its object to enable sanctioned is, however, deemed sufficient to cover the cost
the company, among other things, to make and arm motor of the first complete section of the scheme. A somewhat
cars and aeroplanes. higher sum was originally submitted to the Local Govern
The Underground and its allied companies have subscribed ment Board in respect of this section, but the estimate
for £800,000 in the war loan. Provision has been made by was cut down to meet the views of the Treasury. The
the T.O.T. group enabling their employees to invest in the scheme for the complete station provides for a plant
loan by deductions from their wages at the minimum rate capacity of 160,000 kw.
of 2s. per week. The introduction of women into the Hull tramway service
The recent strike of the London tramwaymen has re threatens to cause serious trouble among the men em
sulted in a net loss of more than £100,000. Last year's ployees. The tram drivers and conductors have unani
report showed that there was a deficit of £33,000, and mously passed a resolution declaring that they will refuse
nothing was available for the reserve fund. This year's to work with women conductors and calling for their with
estimates, prepared before the strike, anticipated a deficit drawal. They contend that there are sufficient men not
of £91,000, due principally to allowances to those who have eligible for military service who are willing and capable
enlisted. The strike has made the financial situation of taking up temporary positions as conductors, and they
serious, and before the end of the year it is likely that the object to the employment of women on the ground that it
general reserve fund will be exhausted. The men, too, encourages the practice of employing casual labor. Dis
are demanding increases. The arbitration court has just cussing the position, the Lord Mayor, who is chairman of
decided that in the case of the men in the electrical section the Hull Corporation tramways committee, stated that it
the war bonus of 3s. a week shall be extended from men was absolutely impossible to get suitable men. If they
earnings 30s. and under to men earning up to £2, and no could be found they would be employed, but he stated em
doubt the conductors and motormen will secure this con phatically that he would not move from the decision to
cession. Unfortunately, the Treasury has held up the enrnlov women, and the committee would, he believed, sup
Council's scheme of linking up and consolidation. port him. A. C. S.
 244 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 6

News of Electric Railways

ACTION ON RAPID TRANSIT CONTRACTS a half years. If this is possible it will not materially
delay the beginning of operation of the Broadway subway
Three Contracts Aggregating $7,022,540 Awarded by New in Manhattan.
York Commission DETROIT STOCKHOLDERS APPROVE SALE TO CITY
The Public Service Commission for the First District of Stockholders of the Detroit United Railway, at an ad
New York during the week ended July 31 acted upon journed meeting on Aug. 2, approved the proposed purchase
rapid transit contracts aggregating $8,714,911. The total contract between the city and the company. More than 80
awards of the week totaled $7,022,540, and one contract per cent of the stock was represented at the meeting.
amounting to $1,692,370 is expected to be awarded soon. The necessary papers have been signed by the officers of
The contracts awarded included the only remaining section the company and returned to the board of street railway
of the Broadway subway in Manhattan, and next to the commissioners, ending the company's participation in the
last underground section of the Eastern Parkway subway proposition for the present. The next step is to be taken by
in Brooklyn. The contracts follow: the members of the Street Railway Commission, upon whom
Section No. 3 of Routes Nos. 4 and 36, the Broadway devolves the duty of setting the machinery in motion to get
subway in Manhattan. Section No. 3 extends from the purchase contract before the electors. Inasmuch as Chair
Thirty-eighth Street northerly under Broadway to Times man Couzens is absent from the city and his signature is
Square, and thence northerly under Seventh Avenue to required, it probably will be two weeks before the contract
Fifty-first Street. Awarded to Holbrook, Cabot & Rollins is in shape for presentation to the Common Council. After
Corporation, the lowest bidders, for $3,740,913. it reaches the latter body it must lie on the table for thirty
Section No. 3 of Route No. 12, the Eastern Parkway days before it can be placed on a ballot at a special election.
subway in Brooklyn. This section extends from about Nos- It is not expected that the contract will be held up in any
trand Avenue easterly under Eastern Parkway to Buffalo way by the Common Council as the latter body has not been
Avenue. Awarded to Rodgers & Hagerty, Inc., the lowest inclined to interfere with the Street Railway Commission in
bidders, for $2,170,652. any of its proposals. At present the submission of the plan
Section No. 1 of Route No. 49, the Culver elevated line to the electors about Oct. 1 seems likely.
in Brooklyn. Section No. 1 extends from a point near The Detroit United Railway, through Electric Railway
Thirty-seventh Street over Gravesend Avenue to a point Service, its official publication, announced that inasmuch as
near Bay Parkway. Awarded to Post & McCord, Inc., the it is a party to the contract it will not participate in any dis
lowest bidders, for $877,959. cussion concerning it. What is regarded as the company's
The Broadway subway and the Culver line are both for last statement on the proposal says:
operation by the New York Municipal Railway Corporation, "We feel sure we will be pardoned for expressing some
while the Eastern Parkway subway, which is an extension slight objection to one feature of the pending propaganda—
of the existing subway, is for operation by the Interbor- that is, picturing the Detroit United Railway as a sort of
ough Rapid Transit Company. 'foreign devil' because part of its earnings go to the absent
In addition to the construction contracts, the following owners of some of its securities. We particularly object to
awards were made for track materials, which will be used that suggestion because the Detroit United Railway will be
on about 230 miles of single track of the dual system, charged with the responsibility of presiding over more than
covering all lines not already provided for: Track rail 600 miles of Michigan electric railways even after the city
splice bars, the Rail Joint Company, $197,106; nut locks, lines are taken over by the city of Detroit. We further ob
Robert F. Horsey, $735; anti-creepers, the Creepcheck ject because the truth is that almost as many Detroit United
Company, $35,174. Railway securities are owned here at home as are those of
The commission has laid out a new rapid transit route, Detroit's principal newspaper corporations and those of the
to be known as Route No. 61, providing for the construction city of Detroit itself. It is, furthermore, doubtless true that
of a new tunnel under the East River from Sixtieth Street, at least 99 per cent of the automobiles manufactured in De
Manhattan, to the Queensboro Bridge Plaza in the Bor troit are dependent upon the purchasing power of absent
ough of Queens, where it will connect with the new rapid owners. No one should Chinaize or Mexicanize the city of
transit lines in that borough running to Astoria on the Detroit with the thought that outside investors are to be in
north and to Corona on the northeast. This action was vited in only to be snubbed or to have their pockets picked."
taken in pursuance of resolutions adopted by the Board
of Estimate and Apportionment asking that the tunnel
route be substituted for the original route over the Queens NEW YORK'S CONSTITUTIONAL CONVENTION
boro Bridge. The new route is for operation by the New MAKES SLOW PROGRESS
York Municipal Railway Corporation in connection with Senator Root of New York recently warned the constitu
the Broadway subway in Manhattan and the new lines tional convention that it was far behind schedule and that
in Queens, over which this company will have trackage the delegates must give their entire time to the task before
rights. In December, 1914, the Degnon Contracting Com them if they wish to complete their work in time to submit
pany proposed the change from the bridge to the tunnel, a revised constitution to the people this fall. On Aug. 1
and in February, 1915, that board adopted resolutions re the convention had been in session four months and in that
questing the Public Service Commission to submit a plan time had tentatively approved four out of 707 proposals
for a tunnel and to prepare for introduction in the Legis introduced. These four proposed amendments have been ad
lature such amendments to the rapid transit act as would vanced to third reading and put aside for final considera
be necessary to enable the city to make the change. The tion at a later date. Two other proposed amendments have
commission immediately caused to be introduced in the been defeated in committee of the whole. Thirty-four
Legislature the required act, which was enacted into law. others have been reported favorably by standing commit
The proposed change was submitted to Alfred Craven, chief tees, and are now awaiting debate. It was expected that by
engineer of the commission, who made two reports thereon the close of the week ended Aug. 7 the standing committee
in March, in which he favored the bridge route. These re would have placed in its hands amendments embodying the
ports were transmitted to the Board of Estimate, and on projects of the reorganization of the State government by
July 21 that board adopted further resolutions declaring that the co-ordination of departments and by the application of
"it is still the opinion of the board that ultimate economy the short-ballot principle to the elective offices of the State;
will best be served through the substitution of a tunnel the reform of the financial system of the State by the
connection for the proposed connection across Queensboro esablishment of an executive budget; the freeing of munici
Bridge." The Degnon Company in its proposition to the palities from legislative interference with their private af
Board of Estimate stated that it would submit a bid for fairs by a broad grant of home rule, and the attainment
the construction of the tunnel not to exceed $4,500,000, of a speedier and more systematic administration of justice
and it would agree to complete the work within two and by the revision of the judiciary article of the constitution.
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 245
The proposal for an appointive judiciary has been re to meet the three items named, then the fare is abolished
jected by the judiciary committee. The committee on legis and Council has ninety days in which to establish a new
lative powers, of which William Barnes is chairman, has rate of fare, and during the ninety-day period the fare will
reported favorably to the convention Mr. Barnes's amend be seven tickets for a quarter for adults, and if Council fails
ments designed to prohibit the Legislature from enacting to establish a fare within the ninety-day period, then the
advanced social legislation, notably a minimum-wage law. arbitrators or court, as the case may be, may fix the fare
On the other hand the committee on industrial relations has to prevail after the ninety-day period until the Council does
reported in favor of authorizing the Legislature to pass establish a new rate of fare.
a minimum-wage law. Mr. Barnes's committee has also "As to municipal ownership, the ordinance expressly re
indorsed the Dunmore amendment, requiring that all regu serves to the city the full, complete and absolute right and
lations by boards and commissions in the exercise of the authority at any time, upon twelve months' written notice to
police power should be "reasonable," and so subject to re the company, to acquire the railway property at its true
view by the courts. It appears that there is every prospect value, which shall be determined by three arbitrators ap
of the passage of an amendment making cumulative voting pointed, one by the city, one by the company, and the third
compulsory in the election of corporation directors. by those two, and the valuation shall be made as though no
A digest of the proposals contained in the completed franchise rights existed, and all franchise rights terminate
draft of the amendments advocated by the committee on at once when the city takes over the property. This also
public utilities with respect to the public service commis gives the city the right to issue its bonds and make them a
sions was published in the Electric Railway Journal of lien upon the property by a trust deed, together with a
July 31, page 202. franchise to the trustees of the bonds for the benefit of the
purchaser of the property in the event of a foreclosure sale
TOLEDO TENTATIVE DRAFT COMPLETED of the property.
"At the end of ten months a try-out period of twelve
Report of Franchise Committee Reviewing New Grant months begins, during which time the fare for adult passen
gers shall be five tickets for 15 cents, and the entire system
Printed in Full during the try-out period will be under the control, direction
At the close of the conference between the franchise com and management of three commissioners appointed by the
mittee of the Toledo City Council and the representatives of city, thus affording the very best opportunity to the citizens
the Toledo Railways & Light Company, Toledo, Ohio, on to ascertain for themselves whether a 3-cent fare is practical.
the evening of July 29, Henry L. Doherty, chairman of the "These commissioners will have full access to and control
railway board, left for New York to confer with his asso of all the books, records, incomes, expenditures and all the
ciates in regard to the tentative draft of the new franchise affairs of the company, and will be required to furnish
as prepared and the report of the committee, which is to monthly reports to the city setting forth all the information
accompany the grant when presented to the City Council. secured relating to the railway business.
Mr. Doherty and the committee had disagreed on the report "During the try-out period three arbitrators, one chosen
because the committee refused to include anything that by the city, one by the company and the third chosen by the
could be called a recommendation for the action of Council former two, will value the property, which valuation is to
on the franchise. The committee told the railway's repre be made without reference to any franchise rights or privi
sentatives that they did not expect Council to do anything leges, and shall be made as though no franchise rights or
further than refer the grant to the voters for action. Mr. privileges existed.
Doherty contended that the work that has been done in "The ordinance reserves to the city at all times control
preparing the draft would amount to nothing unless Council over the operation of the system, the character of the equip
either accepted or rejected the proposal. ment, the schedule and routing of cars, the maintenance and
A copy of the report was submitted to the Toledo Rail extension of lines and the right to fix the fare to be charged
ways & Light Company on July 29 after it had been re during the time the franchise continues, and control of inter-
vised to some extent by the commitee. When Mr. Doherty urbans.
found that the committee was fully committed to the report "The proposed ordinance contains many other features
as it then stood he asked for time to submit it to his suitable to the needs of the city and of the railway system,
associates. The committee made some objection, but Mr. but the foregoing are perhaps the more salient features of
Doherty said if the report had been furnished to him just the proposal, to which the committee desires particularly to
after the close of the last conference on the previous week call attention at this time.
he would have had his reply ready. It was agreed that "The ordinance provides definitely for maintaining the
another meeting should be held on Aug. 3, when Mr. railway system and property at a high state of efficiency
Doherty expected to give the committee his decision as to at all times, which the committee believes will prove very
both the tentative draft and the report. The report, as it effective and beneficial. It provides for a rearrangement of
stood at the close of the conference on July 29, is as follows: the railway system, the rerouting and scheduling of cars
"At the end of the try-out period Council is required to during the first four months that the ordinance is in effect
establish a rate of fare which will cover the cost of opera by a committee appointed by the city, including a proposed
tion, the cost of maintenance and a 6 per cent return to the crosstown line and necessary extensions. It requires the
company for a period of five years or more if neither party company to equip the entire system with pay-as-you-enter
requests a new fare at the expiration of five years; further, or pay-as-you-leave cars with fare box receivers, and to do
the fare thus established by Council cannot be questioned the necessary work during the first ten months of the ordi
in court or by arbitration until it has been in operation for nance to make the existing lines conform to the rearranged
six months and it cannot be disturbed by any court or by system."
any arbitrators to whom it may be submitted, unless it is Phil Hassenzahl, chairman of the franchise committee,
clearly proved by the company that the fare is insufficient received a letter from Henry L. Doherty on Aug. 2, in
to cover the operating and maintenance costs exclusive of which he said that after a conference with his associates
interest on bonds, and a 5% per cent return upon the value in New York it had been decided that the company could
of the property. not accept the franchise prepared unless the committee
"There is only one condition under which the fare fixed asked Council to approve or refuse it before presentation
by Council may be brought in question before the expira to the voters. Mr. Doherty says that the majority of the
tion of the six months' period, and that is when the com members of the Council were elected nineteen months ago
pany is able to prove to the commissioner of public utilities on their promise to settle the street railway franchise trou
of the city, who will be an officer under the new charter, ble. Only three months of their term remained. He felt,
that the rate of fare fixed by Council is insufficient to pro therefore, that if the members recommend or reject the
duce a return in excess of 3 per cent upon the value of the draft, it can be put before the people upon its merits.
property, in which event the question may be submitted to The letter was read to the committee on the afternoon of
arbitration. Aug. 2 and some discussion followed. The members do not
"If the fare is found by arbitrators or a court, as the case agree with Mr. Doherty in the original understanding that
may be, in a final hearing of the question, to be insufficient the committee was to make the recommendation he asks.
 246 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6
They also consider that the street railway question has al P. R. T. WITHDRAWS OPPOSITION
ready been divorced from politics. The Philadelphia (Pa.) Rapid Transit Company, in a
OFFICERS TESTIFY IN RHODE ISLAND formal document forwarded to the Public Service Commis
sion on July 30, withdrew its opposition to the city's petition
ARBITRATION for a certificate of public convenience, a technical procedure
At the continued hearings at Providence, R. I., in the necessary before the city can proceed to the building of
Rhode Island Company wage arbitration, officers and em the Broad Street subway and the Frankford elevated. The
ployees of the transportation and allied departments have statement sent to Harrisburg sets forth that one of the
testified at length upon the duties, compensation and quali reasons for withdrawing opposition to a certificate of pub
fications of men in the car service. Counsel Vahey for lic convenience is "in order that public improvements, duly
the employees' union stated that the men's side of the case authorized by City Councils, may proceed without delay."
would probably be completed by the end of the first week The memorandum as filed by the company follows in
in August, leaving a week or ten days as the probable time full:
required for the presentation of the company's case. "The Philadelphia Rapid Transit Company, while assert
R. Roscoe Anderson, superintendent of transportation, ing its rights under the contract of July 1, 1907, to a ninety-
expressed the opinion that a guaranteed minimum number day period within which to accept or reject the construction
of hours a day for spare men was undesirable in view of the of the high-speed lines for which the city now asks a
cost to the company and the tendency toward reducing the certificate or certificates of public convenience, and further
amount of work available for the more industrious men. asserting its contract rights on Broad Street vested in
He did not look upon platform work as skilled labor in the the Thirteenth & Fifteenth Streets Passenger Railway un
usual acceptance of the term. Between 50 and 75 per cent der the act of March 27, 1873, whereby, in consideration of
of the blue-uniformed men were first-class workers. No that company surrendering its right to build and operate
change in the schedules was made after the formation of a railway along Broad Street, the State of Pennsylvania
the union, and the speed of the city cars had not been in covenanted that said street should not be thereafter used
creased materially. for transit facilities competing with the lines of said com
William D. Wright, supervisor of equipment, described pany on the adjacent streets, viz., Thirteenth Street and
the duties of the shop organization and carhouse forces. Fifteenth Street, which contract rights it asserts are in
Representative hourly wage rates were: painters, 19.5 to violable, subject only to taking with compensation under
30 cents; wood workers, 25 to 30 cents; blacksmiths, 28 to the power of eminent domain duly exercised.
31 cents; helpers, 22 to 28 cents; toolmakers, 35.5 cents; "Nevertheless, in view of the evidence presented at the
machinists, 29 to 32 cents; machine hands, 22 to 28 cents; hearing before this commission, showing that more than
bench hands, 20.5 to 25.5 cents; overhaulers, 24 to 28 cents; twice as many citizens will be served by the high-speed
firemen, 25 cents. Frank H. Brown, superintendent of the lines if operated by the Philadelphia Rapid Transit Com
northern division, testified that in his opinion the maximum pany than if operated by an independent company, and of
wage of motormen and conductors was sufficient. Several the statement by the Director of City Transit that in his
men who left the road's employ had returned stating that opinion it is preferable to have them operated by the Phila
they could earn more money on the road than outside. Many delphia Rapid Transit Company, and believing that at the
of Mr. Brown's spare men were earning from $12 a week up, proper time a contract for the operation of these lines will
and regular men frequently earned $18 or $20. The younger be offered by the city of Philadelphia to the Philadelphia
men appeared less willing than the older employees to work Rapid Transit Company which can be accepted and which
hard. will fully and fairly protect it from a competition which
Brayton E. Sweet, superintendent of the Mount Pleasant it is asked to set up against itself, and in order that public
division, said that he was "old-fashioned enough to believe improvements duly authorized by City Councils may pro
that if a man was not satisfied with his pay he could go else ceed without delay, hereby withdraws any protest and ob
where." The work of motormen and conductors in Provi jection which it may have entered in respect to the granting
dence had grown lighter in recent years. The majority of of the certificate or certificates of public convenience prayed
men having full day cars were very well satisfied with for by the city of Philadelphia."
wages and working conditions.
William D. Mathewson, superintendent of the Olneyville
division, thought the men were being paid enough under CHICAGO ELEVATED MEN REJECT OFFER
present business conditions. The point was brought out After a series of conferences between the officials of the
that the secret service branch of the company reported mer employees' union and Britton I. Budd, president of the Chi
itorious acts as well as violations of rules. cago (111.) Elevated Railways, a tentative agreement was
Charles E. Redfern, claim agent of the company, informed reached in the settlement of working conditions and wages.
the board that the cost of accidents to the road in 1914 was This was submitted to the employees in referendum, but was
more than $300,000. About 9000 were reported, of which rejected by a vote of 1684 against to 659 for the proposal. The
between 3500 and 4000 called for a money settlement. Many essential points in the company's offer to the men included an
accidents occurring in the neighborhood of cars did not, how increase in the maximum wage, which was 34 cents an hour,
ever, concern the company in any direct way. Ten adjusters of 2 cents an hour for the first year of the contract and an
were employed by the claim department. additional 2 cents an hour for the second year of the con
Upon request of the union, the company presented data as tract. It was also agreed that as soon as a man was made a
to average earnings. In 1908 1343 employees averaged regular motorman he would receive the maximum wage.
$606.17 a year, and in 1914 1634 employees averaged $714.74. Formerly men were required to serve for one year as regular
In the week ending April 9, 1915, 151 spare conductors aver motormen at 30% cents an hour. The plan of advancement
aged $12.82 and 142 spare motormen $14.18. The weekly of trainmen on elevated railways in the past has provided
average for all uniformed men in 1914 was $13. that they should start as guards at 23 cents an hour, which
A. E. Thielson, superintendent of the Danielson division, amount in the offer was increased to 25 cents an hour at the
testified that sixty-three men worked under his direction, in close of the second year, and advanced successively to extra
cluding several power plant employees and linemen. Men in motormen and then to regular motormen. The offer to the
the freight service had no regular hours, but probably employees provided practically no changes in the working
worked from twelve to thirteen hours a day, with an average conditions, which were deemed satisfactory. As a result
wage of 28.5 cents an hour, and 33.5 cents an hour for all of the refusal to accept the tentative agreement, all ques
time above ten hours. On this branch of the system the tions of wages and working conditions will be referred to a
chief engineer of the power station received $28 a week of board of arbitration, of which Mayor Thompson will be the
seven days, working twelve hours a day; two oilers were referee. State Attorney Hoyne, who represented the
paid $21 a week for a twelve-hour day; firemen worked eight employees of the surface lines in their arbitration, will rep
hours daily for seven days a week at 25 cents an hour; track resent the elevated railway employees. Mr. Budd has not
greasers worked ten hours a day at 20 cents an hour; track selected the company's representative in this arbitration.
men received 20 and 22.5 cents an hour, and foremen 25 and It is not regarded as likely that the hearings will be held
35 cents. until early in October.
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 247

INQUIRY INTO ELEVATED THIRD-TRACKING Kansas City, Clay County & St. Joseph Railway, in which
The Thompson legislative committee continued on July the plaintiff was awarded $1,500,000 damages, will be heard
30 its inquiry into the work of the Public Service Com on Aug. 9 instead of Aug. 2, as first set.
mission for the First District. It was expected at the Refund of Excise Tax Ordered.—Judge Dickinson has
session to learn direct from the members of the commis filed an opinion in the United States District Court at
sion the status of the rapid transit work now under way, Philadelphia deciding that five subsidiary electric railways
but none of the members appeared before the committee. operated by the Philadelphia Rapid Transit Company were
The offer of Travis H. Whitney, secretary of the commis not carrying on business within the meaning of the excise
sion, to testify was rejected. An executive session of the tax law of 1909 and therefore were not liable to the tax.
committee was called and it was decided to proceed with The government is ordered to refund $23,913.
the work of looking into the rapid transit situation during Little Rock Honors Judge Kavanaugh.—State, city and
the week ended Aug. 7, although the members of the com county offices and every business house in Little Rock
mittee had hoped originally to adjourn on July 31 until closed on Aug. 4 in memory of the late Judge W. M. Kava
the fall. naugh of Little Rock, president of the Little Rock Railway
On Aug. 2 Chairman McCall of the commission was ques & Electric Company at the time of his death and for four
tioned more particularly with respect to the third-tracking teen years president of the Southern Baseball Association,
of the Fulton Street elevated line of the Brooklyn Rapid for whom Wednesday afternoon was set aside as Kavanaugh
Transit System, to which objection has been raised by Day in the league.
Brooklyn property owners. Mr. McCall objected to elevated Extension of Detroit Interurban Line Opened.—The 8-mile
structures, but he did not see how the city could afford to extension of the Detroit, Almont & Northern Railroad, De
spend from $4,000,000 to $8,000,000 additional for subways. troit, Mich., from Almont to Imlay City will be formally
He said the Fulton Street third-tracking was before the opened on Aug. 20. The new line affords direct connection
courts, but he did not believe that the courts would decree between Detroit and Imlay City. It will be operated as one
the third-tracking to be a nuisance. of the lines of the Detroit United Railway system. Resi
On Aug. 3 Charles L. Woody of counsel for the Brooklyn dents of Imlay City and along the route subscribed funds
Rapid Transit Company said that the consents for the sufficient to buy the right-of-way and fence it, following the
Fulton Street work had been validly and legally procured same plan adopted in the extension to Almont fourteen
and that he was willing to lay the consents before the com months ago.
mittee. Commissioners Williams and Cram also appeared Offer to Operate at Cost Plus 10 Per Cent.—Bridge Com
before the committee on Aug. 3. At the conclusion of missioner Kracke of New York has announced that he is in
the session on that date the committee announced that it receipt of an offer from the Third Avenue Railway to oper
had decided to adjourn until Sept. 7. ate on the basis of cost of service plus 10 per cent profit,
NEW CLEVELAND GRANTS PROVOKE DISCUSSION substantially the same local surface car service over the
Williamsburg Bridge as that now afforded by the Bridge
Business men along East Fifty-fifth Street, Cleveland, Operating Company. The contract with the Bridge
Ohio, are circulating papers indorsing the electric freight Operating Company, which is controlled by the Brooklyn
subway that is to be built under that thoroughfare by the Rapid Transit Company and the New York Railways, was
Cleveland, Akron & Canton Terminal Railroad. This is an entered into by the company and the city in 1905. Mr.
effort to counteract the clamor for a referendum vote on Kracke is also in receipt of an offer for service over the
the franchise recently granted the company. Williamsburg Bridge from the Manhattan Bridge Three-
One of the principal objections to the franchise recently Cent Line, which now operates over the Manhattan Bridge.
granted to the Cleveland & Youngstown Railroad aside from Franchise Interpretation Requested.—The Gary, Hobart
the electrification requirement, which has been promised & Eastern Traction Company has asked the City Council of
through an amendment, is the fact that an agreement was Gary, Ind., to interpret the section of the franchise regard
not secured from the other railroads to build a union station ing the entrance of interurban cars into the city over the
on the lake front. Councilman Fitzgerald and other tracks of the Gary & Interurban Railroad. It is the plan of
minority leaders fear that the New York Central and other the interurban line, if the matter of incoming interurban
large lines will use the station that will eventually be built cars can be satisfactorily arranged, to ask for a franchise
by the Cleveland & Youngstown Railroad and will refuse to on Seventh Avenue or Eighth Avenue east to Virginia
erect the imposing structure on the lake front that the city Street, north to the mill gates and west on Fourth Avenue
desires. or Fifth Avenue to Broadway and east on Fifth Avenue to
H. Holland, manager of the Trolley Supply Company, the city limits, thus allowing the Hobart cars to make a
Cleveland, has suggested that flat, malleable-iron or steel loop and carry workmen to the Virginia Street entrance of
tracks be laid in all the principal streets that have no street the mill as well as handling traffic to the towns of Miller
cars for vehicular traffic of all kinds. Mr. Holland believes and Aetna.
the heavy trucks now in use are very destructive to pave
ments and that these tracks would cost less than the money Dr. Wilcox on the Public Service Law.—Dr. Delos F.
required to keep the pavements in proper condition. The Wilcox has submitted a statement to the New York legis
tracks should be 15 in. or 16 in. wide, he said, and the rails lative committee on investigation of the public service
discarded by the railway company would make a good base commission law, in which he makes a number of criticisms
for the vehicle tracks. In the wide streets he would have of the present law as well as a number of suggestions.
double tracks, and in the narrow thoroughfares a single Among the charges which he brings against the present law
track would do. Mr. Holland also believes this would keep is a lack of responsibility of the commissioners to the local
the vehicles off the streets which have railway tracks and authorities in the case of the First District Commission,
prevent congestion. He conferred recently with Peter Witt, that the commission has power to enter into contracts with
street railway commissioner, in regard to the plan. the same companies whose services it is called upon later
The interest fund of the Cleveland Railway on June 30 to regulate, that the telephone and telegraph services in
was $505,342. It is slowly increasing. When it reaches the first district are under the jurisdiction of the commis
$700,000 the 1-cent charge for transfers will be removed. sion in the second district, that the public service law in
The receipts of the company for June were $721,115, a gain some respects is inconsistent with the present railroad law,
of $78,478 over the same month in 1914. The amount re that some of the franchises are perpetual while others are
ceived from transfers was $65,291. limited or indeterminate, and that the commission does not
have power to require extensions. He recommends the
Cut Asked in Franchise Tax.—The trustees of the Rhode establishment of one State commission with local municipal
Island Company, Providence, R. I., have addressed a letter commissions with certain powers to control the utilities in
to the City Council reminding that body of the petition of the larger cities of the State, and longer tenure of office,
last May, in which the trustees asked that the city reduce but with possibly the power of "recall" in the hands of the
the company's franchise tax. people. He also criticises professions on the part of com
Hearing of Clay County Suit Postponed.—The motion for missioners of belief that the public service corporations are
rehearing of the suit by the Interstate Railway against the making every effort to serve the public interests.
 248 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6
were reduced from 2529 to 2167 during the year. The
Financial and Corporate records for the four year period ended June 30, 1915, show
a reduction of suits pending from 4367 to 2167, a decrease
ANNUAL REPORTS of more than 50 per cent, whereas the accident reserve
during the same four years was reduced only about 20
Philadelphia Rapid Transit Company per cent, or from $1,311,996 to $1,042,555.
The comparative statement of income, profit and loss of
the Philadelphia (Pa.) Rapid Transit Company for the Washington Railway & Electric Company
years ended June 30, 1914 and 1915, follows:
Net earnings of $1,103,942 for the first six months of
„
Earnings : 1915 1914 1915 are shown in the semi-annual report of the Washing
Gross passenger earnings $22,971,594 $23,356,876 ton Railway & Electric Company, Washington, D. C. The
Receipts from other sources 872,011 898,936 gross earnings during these six months were $2,601,738,
Total $23,843,605 $24,255,812 as compared with $2,527,747 during the first six months
Expenses : of 1914. A comparative statement of earnings and ex
Maintenance and renewals : penses follows:
Maintenance $2,435,415 $2,668,752 1915 1914
Reserve fund for renewals 1,141,126 969,620 Gross earnings $2,601,738 $2,527,747
Operating expenses and taxes 1,454,263 1,394,665
Total appropriation $3,576,541 $3,638,372
Operation of power plants 1,417,239 1,557,965 $1,147,475 $1,133,082
Operation of cars 6,205,100 6,297,115 Depreciation of equipment 43,532 30,000
General 1,329,829 1,527,387
Taxes 1,348,723 1.278,406 Net earnings $1,103,942 $1,103,082
Miscellaneonus income and profit and loss
Total $13,877,432 $14,299,245 items : 37,524 12,257
Net earnings from operation $9,966,173 $9,956,567 $1,141,466 $1,115,338
Fixed charges 593,212 578,059
Fixed charges :
Interest $2,259,471 $2,161,696 Net income $548,254 $537,279
Rentals 7,364,997 7,364,635 Dividends (preferred and common) 440,000 440,000
Sinking fund, city contract 120,000 120,000
Balance $108,254 $97,279
Total $9,744,468 $9,646,331 Sinking fund 52,700 49,160
Surplus $221,705 $310,236 Surplus $55,554 $48,119
The gross earnings showed a decrease of $412,207, or 1.7 Announcement has been made of the resignation of Will
per cent for the year, divided 1.65 per cent for passenger iam B. Hibbs from the directorates of all public utility cor
earnings and 3 per cent for other receipts. This is ac porations the securities of which he handles in the capacity
counted for by the continuance of the general industrial of a broker. They include the directorates of the Washing
depression experienced during the preceding fiscal year, ton Railway & Electric Company and its subsidiary com
which was aggravated by the further unsettling of business panies. Mr. Hibbs' resignation was prompted by ethical
conditions occasioned by the outbreak of the European war reasons. As a broker he was called upon to buy and sell
in August, 1914, and also by the jitney competition com securities of the several companies of which he was a di
mencing in the spring of 1915. rector, and he was often placed in embarrassing positions.
Although the taxes increased by $70,317, the total operat Under the circumstances he felt that it would be better
ing expenses decreased $421,813. This saving was accom for him to withdraw from the directorates.
plished by making all operating economies possible without
impairing the standard of service. The operating ratio for
the year was 58.2 per cent. Lima Light, Power & Tramways Company
The fixed charges showed an increase of $98,137 on The Empresos Electricas Asociadas (Lima Light, Power
account of added interest charges. The resultant surplus & Tramways Company), which holds practically a monopoly
for the year ended June 30, 1915, was $221,704, as compared of the electric railway, power and light service in Lima,
to $310,236 for the preceding year, a decrease of $88,531. Callao and several of the suburban towns around these
The capital asset account "Leases, Franchises, Construc cities in Peru, secured revenues from its various branches
tion, Equipment, Advances to Leased Lines, Sinking Funds, during 1914 amounting to $1,913,368, as compared to
etc.," as of June 30, 1915, amounted to $113,010,043, repre $1,981,560 in 1913, a reduction of $68,092. Gross expendi
senting a decrease of $688,381 during the year. Charges tures were $1,328,223 in 1914 and $1,420,594 in 1913, repre
for additions and betterments during the year amounted to senting an economy of $92,371, In view of the fact that
$329,566. these results were obtained during the most abnormal year
The renewal reserve amounted to $1,269,036, as of June in the history of .the company, and the net receipts were
30, 1915, as compared to $1,042,962 at the beginning of the the largest yet obtained, the year's results were considered
year, the increase being occasioned by the appropriation highly satisfactory. The two principal factors affecting
from income for renewals exceeding the expenditures dur the revenues were the disturbed political situation during
ing the current year. This balance of $1,269,036 to the the first half of 1914 and the consequences of the European
credit of the renewal reserve represents the accumulated war during the second half.
total of amounts charged to operating expenses to provide The gross receipts of the urban and interurban tram
for renewals in excess of the actual expenditures for re ways amounted during 1914 to $997,719, a decrease of
newals during the five years to June 30, 1915. The renewal $45,511 in comparison with 1913. The gross receipts of
fund as of June 30, 1915, amounted to $1,250,000, of which the Lima urban tramways were $457,533, or $18,560 less
$128,246 was in cash. This renewal fund is held against than the preceding year. This section was augmented dur
the renewal reserve for the purpose of financing the ex ing the year by twelve new American-built cars of the
penditures for renewals when they may be incurred in the latest type. There was a reduction in the revenues of the
future. Lima-Cherrillas tramway of $11,689, the gross revenues of
The company's equipment trusts, Series B and C, dated the year being $280,616. The branch from Lima to Callao
March 1 and May 1, 1913, respectively, provided for a total also suffered decreased revenues to the amount of $17,465
issue of $6,144,000 of 5 per cent car trust certificates in comparison with 1913. This was caused by the suspen
maturing in equal semi-annual instalments during a twelve- sion of maritime traffic and the limitation of business in
year period from 1913 to 1925. A total of $1,024,000 of Callao. The Magdalena Interurban Tramway was the only
these certificates has been retired during the two years one that showed an increase in gross receipts, which were
ended June 30, 1915. $35,271 in 1913 and $37,481 in 1914. The number of pas
The accident reserve amounted to $1,042,555 as of June sengers transported on all the tramway lines fell from
30, 1915, as compared to $1,110,703 at the beginning of the 29,020,888 in 1913 to 28,120,425 for 1914. A dividend of
year, the decrease being caused by the settlement of cases 1 per cent was distributed during 1914 in accordance withi
pending at the first of the year. The total suits pending an agreement entered into with the bondholders.
 AUGUST 7, 1915] ELECTRIC RAILWAY JOURNAL 249
NEW KANSAS CITY PLAN PRESENTED properties of the Idaho Railway, Light & Power Company
Judge W. C. Hook of the United States District Court of recently decided in the federal court, as noted in the Elec
Kansas City, Mo., on July 29 in Chicago presented sugges tric Railway Journal of May 8. Two eastern directors
tions relative to a reorganization plan for the Kansas City have already resigned, and the local directors are expected
Railway & Light Company. The plan of Judge Hook is now- soon to follow suit. It is understood that H. E. Dalton,
being circulated for signatures among the various security who formerly managed the Boise & Interurban Railway,
committees, and a few details still to be settled are under which was financed by Mr. Jennings, will take charge of
discussion. The plan is said to be satisfactory to the city the Boise Railroad. This railway consisted of the line run
officials, and according to City Counsellor Evans it meets the ning from the Natatorium to Main and Thirteenth Streets,
terms of present franchises and the pending ordinance. At thence north of Thirteenth Street to Eastman Street, west
torneys for the Metropolitan Street Railway are now work on Eastman Street to Eighteenth Street and north on
ing on the plan and a new franchise, which will be taken up Eighteenth Street to Irene Street. The lines on Eastman
later by the city. and Eighteenth Streets were taken up when the property
Judge Hook's plan involves the complete exchange of old was acquired by the Idaho Traction Company. The company
securities and the separation of the railway and the light also owned the line on North Eighth Street as far as
properties. In outline it provides for an indebtedness al Eastman Street, which portion is now used as a part of the
lowance of $28,700,000 for the present companies, which is city belt line. The South Eighth Street line, which oper
to be borne by two new companies, one representing the ated into the Riverside Park district and a portion of which
railway and the other the lighting interests. This indebted was taken up, was also owned by the old company. This is
ness includes some underlying liens and some collateral liens now used for the Cole school car and a portion of it for the
of the holding company. interurban cars running to Nampa. Just what the new
It was decided by Judge Hook that approximately $5,000,- company will do in connecting up its lines after the transfer
000 of the indebtedness allowed should be borne by the new is made is not known, but looking toward that end it has
light company. This would be divided about three-fifths in connected the loop line at Eighteenth and Bannock Streets
first mortgage bonds and about two-fifths in second mort and put in additional switches.
gage bonds. The railway company should issue approxi Brazilian Traction, Light & Power Company, Ltd., To
mately $8,000,000 of 5% per cent three-year notes; an open ronto, Ont.—An announcement will be made to the Cana
first mortgage, of which $10,000,000 of first mortgage 5 per dian Stock Exchange and also in London, England, that
cent bonds, for purposes of the plan, should be issued, and the directors of the Brazilian Traction, Light & Power Com
$5,700,000 of second mortgage bonds. The holders of the pany, Ltd., have decided upon a 2 per cent reduction in the
present securities would be expected to accept the new secur company's dividend. This action is taken in view of the
ities at par and maintain as far as possible the existing liens. unsettled conditions surrounding exchange in Brazil and
There would be issued $1,000,000 of bonds for immediate cap the prolongation of the war. A dividend of one-half of 1
ital expenditures on the railway. All of the bonds would per cent has been announced, payable on Sept. 1, 1915. As
mature in 1944, but a sinking fund has been provided in the the 4 per cent dividend applies for the year 1915, and two
case of the second mortgage, which would retire all of that quarterly disbursements of 1% per cent each have already
issue before maturity. been made this year, shareholders on the present basis
The plan provides for a board of readjustment managers, should receive another 1 per cent in dividends divided into
composed of Kuhn, Loeb & Company, Blair & Company, Lee, the two last quarterly payments. The new arrangement is
Higginson & Company and H. L. Stuart, the latter acting in expected to meet with the entire commendation of conserva
an individual capacity for Judge Hook. tive financiers. The reduction is made in the face of steady
increases in net earnings almost month by month for the
SIX PER CENT RATE FOR BOSTON nine months' war period from September, 1914, to May,
In reference to the quarterly dividend of 1V6 per cent on 1915, inclusive. The increase in earnings are the more
the stock of the Boston Elevated Railway, payable on Aug. interesting because the general impression prevails that
16, as announced in the Electric Railway Journal of conditions in Brazil are bad.
July 31, the directors issued the following statement: Chicago (111.) Railways.—The directors of the Chicago
"Although we do not know whether the earnings for the Railways have declared a dividend of $4 on the Series 1
year ending June 30, 1916, will be sufficient to pay four participating certificates, payable on Sept. 1 as of Aug. 1
quarterly dividends of 1% per cent each, the directors have to holders of record of May 20. The last distribution on the
not deemed it just to reduce the established rate, as there Series 1 certificates was $4 last June, the payment due on
is a chance that 6 per cent may be earned. An estimate has Feb. 1, 1915, having been deferred until that time.
been prepared by the treasurer of the probable net earnings Chicago (111.) Surface Lines.—The Illinois Public Utilities
for the current year, which shows about 5% per cent. This Commission has authorized the Chicago City Railway to
is upon the basis that no additional requirements for de issue first mortgage 5 per cent gold bonds amounting to
preciation shall be imposed upon the company. $2,242,000, the Calumet & South Chicago Railway to issue
"The 6 per cent rate is only about 5 1/3 per cent on the first mortgage 5 per cent gold bonds amounting to $500,000
money actually paid in to the corporation by its stockhold and the Chicago Railways to issue similar bonds for $2,726,-
ers, and is less than a reasonable return on the actual in 000. These issues are to cover contemplated capital expend
vestment. Further, the ability of the company to earn and itures for 1915 and are provided for in the 1907 settlement
pay at least 6 per cent, with a sufficient margin for depre ordinances. Whether they will all be sold at one time or in
ciation and contingencies, is necessary in order to maintain amounts as funds are required depends upon the condition
the credit of the company so that it can obtain from time of the bond market. This item supersedes a notice in the
to time additional capital for the extensions to its service Electric Railway Journal of July 24.
which the public desires. Denver (Col.) City Tramway.—The dispute between the
"The net income of the company has been seriously af city of Denver and the Denver City Tramway over the tax
fected by the large increase in the cost of labor and mate rate for 1912, 1913 and 1914 has been compromised through
rials and by the large burdens which have been constantly the payment by the company of $378,061 to cover the bal
imposed upon the company, and in the judgment of the di ance of taxes in 1912 and all of the 1913 and 1914 taxes in
rectors, it is not likely to be sufficient to provide for con question. Under the assessed valuation made by the State
tinuous 6 per cent dividends, unless some relief is had Tax Commission the taxes for the three years amounted to
either by an increase in the unit of fare or otherwise." $579,273, including interest and penalties up to July 1. The
compromise figures, therefore, show a reduction of about
Boise (Idaho) Railroad.—It is expected that the old Boise $200,000. Under the terms of the settlement the company
(Idaho) Railroad will soon be segregated from the Idaho gave a bond to the city and county of Denver covering any
Traction Company and that the line and all its equipment claims the State may make for its proportion of the taxes
will be turned back to E. H. Jennings and his associates, as assessed by the State commission. It is not expected
the former owners. The line was sold three years ago, that this figure will be more than $25,000, even if the State
when the three city lines in Boise were consolidated. The is successful in its claim. Following the payment of taxes
old owners have asked the directors to return the property the city dismissed the suit for receivership which was
and resign as agreed in the foreclosure case of the other started on account of the non-payment of taxes.
 250 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 6
Glendale & Montrose Railway, Los Angeles, Cal.—The legality of the long series of transactions by which the
California Railroad Commission has authorized the Glen ownership of the Rhode Island Company was brought to
dale & Montrose Railway to issue 400 shares of stock, par its present basis. Mr. Sabre has fought the case since 1902,
value $100, to J. Frank Walters for the purpose of reim asserting that the United Traction & Electric Company
bursing him for capital expenditures made in behalf of the acted beyond its power in voting in favor of leasing the
company. A change in the company's articles of incorpora local street railway to the Rhode Island Company for a
tion must be made to provide for this issue. The applica period of 999 years. The court held that, however just the
tion for this issue was noted in the Electric Railway criticisms made of the financing disclosed and of the
Journal of Feb. 20. mingling of business and speculation might be, the plaintiff
Newark & Marion Railway, Newark, N. Y.—The sale of had failed to show that the traction company had exceeded
the Newark & Marion Railway, which was advertised for its powers or abused his rights as a minority stockholder.
July 20, has been postponed until Aug. 26. This line, which Winnipeg, Selkirk & Lake Winnipeg Railway, Winnipeg,
runs from Newark to Marion, a distance of 10 miles, is Man.—The Manitoba Public Utilities Commission has au
temporarily operated by steam. Harold C. Beatty is the thorized the Winnipeg, Selkirk & Lake Winnipeg Railway
receiver. to issue $1,400,000 of first mortgage bonds. The proceeds
New York (N. Y.) Railways.—The Public Service Com of this issue are to be used for the purpose of putting the
mission for the First District of New York on July 27 de interurban line and the Winnipeg Electric Railway on sep
nied the application of the New York Railways, intervenor, arate footings. The interurban line owes the Winnipeg
for a modification of the commission's order of Dec. 10, Electric Railway $940,000 for money advanced for construc
1912, ordering the company to set aside for depreciation tion and equipment purposes, and the sale of the bonds will
each month an amount equal to 20 per cent of its gross enable it to satisfy this claim. The bonds are to be sold for
operating revenue. This action was taken without preju not less than 85 when approved by the stockholders.
dice, however, to the right of the company to renew its
application after the courts have decided the certiorari pro DIVIDENDS DECLARED
ceedings brought to review orders made by the commission Boston (Mass.) Elevated Railway, quarterly, 1% per cent.
in the Metropolitan reorganization cases. The company de Brazilian Traction, Light & Power Company, Toronto,
sired the commission to modify its order so that 20 per cent Ont., quarterly, one-half of 1 per cent.
of the gross passenger revenue would be set aside for de Chicago (111.) Railways, 4 per cent, participating certifi
preciation instead of 20 per cent of the gross operating cates, Series 1.
revenue. In conformity with the order the company had Citizens Traction Company, Oil City, Pa., 75 cents, pre
set aside the required amount from Jan. 1, 1912, to Oct. ferred.
31, 1914, totalling $7,868,008. During this time the com Ohio Traction Company, Cincinnati, Ohio, quarterly, IV*
pany spent for maintenance $6,224,140, leaving a balance per cent, preferred.
in the reserve of $1,623,867. An amount representing 20 Union Street Railway, New Bedford, Mass., quarterly, 2
per cent of the gross passenger revenue would have accu per cent.
mulated $1,348,867, which the company asserts would be
ample for all depreciation accrued during the period in ELECTRIC RAILWAY MONTHLY EARNINGS
question.
Northern Ohio Traction & Light Company, Akron, Ohio. CITIES SERVICE COMPANY, NEW YORK, N. Y.
—The Ohio Public Utilities Commission has authorized the Operating Operating Operating Fixed Net
Period Revenues Expenses Income Charges Income
Northern Ohio Traction & Light Company to issue $500,000 lm.,June, '15 $294,520 $14,023 $280,497 $40,833 $239,664
of one to five-year 6 per cent collateral trust notes, matur 1 14 269,586 8,947 260,639 29,167 231,472
ing in five equal installments beginning with July 1, 1915, 12" " '15 3,977,733 148,170 3,829,563 490,000 3,339,563
12 14 3,399,187 90,985 3,308,202 298,062 3,010,140
and ending with July 1, 1920. The notes are secured by an
assignment to the trustee of the bonds deposited under the COLUMBUS RAILWAY. POWER & LIGHT COMPANY,
$1,500,000 collateral trust issue of Aug. 1, 1913, subject to COLUMBUS, OHIO,
lm., June, '15 $244,059 •$150,250 $93,809 $39,341 $54,468
the terms of the indenture securing the latter issue. The
bonds when released from that issue will be automatically 121 14 249,684 •1,826,643
15 3,059,929 »169,951 1,233,286
79,733 468,369
38,947 764,917
40,786
12 14 3,056,760 »1,973,309 1,083,451 486,251 597,200
turned over to the trustee for the security of the new issue.
The proceeds are to be used to reimburse the company's COMMONWEALTH POWER, RAILWAY & LIGHT COMPANY,
treasury for money previously expended from income or to GRAND RAPIDS, MICH.
pay obligations for construction work, amounting to $209,- lm.,June, '15 $1,115,495 '$623,533 $491,962 $360,096 $131,866
1" " '14 1,099,429 «607,077 492,352 332,875 159,477
421, and to reimburse the treasury for $300,000 expended 12" " '15 14,033,334 *7.536,389 6,496,945 4,321,269 2,175,676
from income for the redemption of matured collateral trust 12 14 13,929.915 «7,703, 892 6,226,023 4,018,689 2,207,334
notes used for construction purposes. The provisional sale EAST ST. LOUIS & SUBURBAN COMPANY, EAST ST.
of these notes to Hayden, Miller Company, Cleveland, pend LOUIS, ILL.
lm.,June, '15 $193,293 •$118,402 $74,891 $63,906 $10,985
ing the authorization by the commission, was noted in the 1 14 225,180 •140,968 84,212 55,435 28,777
Electric Railway Journal of June 12. 12 15 2,466,923 •1,450,641 1,006,2S2 755,812 250,470
12 14 2,732,541 •1,707, 8S6 1,024,655 619,123 405,532
Public Service Corporation, Newark, N. J.—The directors
of the Public Service Corporation of New Jersey have de PORTLAND RAILWAY, LIGHT & POWER COMPANY,
cided to issue monthly financial statements for the infor PORTLAND, ORE.
mation of the general public, instead of the one customary lm.,June, '15 $474,569 '$256,295 $218,274 $185,589 $32,685
statement preceding the stockholders' annual meeting. The 121 14 530,974 •3,122,692
15 5,737,866 '283,049 2,615,174
247,925 2,208,889
183,987 406,285
63,938
12 " " '14 6,701,878 «3,344, 610 3,357,268 2,116,201 1,241,067
first statement issued in accordance with the new policy is
for the first six months of this year. Future statements PUGET SOUND TRACTION LIGHT & POWER COMPANY.
will cover monthly operations as well as the operation for SEATTLE, WASH.
the proportion of the year up to the date of the report. The lm.,May, '15 $618,364 '$382,464 $235,900 $159,643 $76,257
1" " '14 706,470 '431,010 275,430 153,882 121,548
report now issued states that even with the unsettled con 12 15 7,983,915 '4,856,970 3,126,945 1.8S7.540 1,239,405
ditions of the last six months the corporation shows a 12 14 8,717,661 '5,048,225 3,669,436 1,834,582 1,834,854
gain in gross earnings over the first half of 1914 amounting REPUBLIC RAILWAY & LIGHT COMPANY, NEW YORK, N. Y.
to $631,836, or an increase of 3.6 per cent. The balance lm.,June, '15 $246,691 '$155,948 $90,743 $57,550 $$33,634
available—after the payment of operating expenses, fixed 1 14 247,828 '152,256 95,572 56,838 *39,091
6 15 1,456,919 '916,303 540,616 341,836 J199.545
charges, sinking fund requirements, etc.—for amortization, 6" " '14 1,495,732 '929,107 566,625 336,025 $231,307
dividends and surplus amounted to $1,597,442. This means TWIN CITY RAPID TRANSIT COMPANY, MINNEAPOLIS.
that the increase in surplus available for dividends over the MINN.
corresponding period of 1914 was $149,596. lm.,June, '15 $770,718 $490,359 $2S0,358 $132,696 $147,662
1" " '14 790,334 470,892 319,442 129.607 189,835
Rhode Island Company, Providence, R. I.—Judge Arthur 6 15 4,604,537 3,035,016 1,569,521 800,914 768,607
L. Brown of the United States District Court has handed 6" " '14 4,517,553 2,859,475 1,65S,078 780,790 877,288
down a decision against George W. Sabre upholding the •Includes taxes. Jlncludes non-operating income.
 August 7, 1915] ELECTRIC RAILWAY JOURNAL 251
five passengers or less up to $100 for cars carrying more
Traffic and Transportation than sixteen passengers. The substitute measure also in
cludes the regulations relating to overcrowding of cars,
JITNEY JOTTINGS schedules, routes and other points that up to this time
were contained in the ordinance that was to have been acted
Jitney Seen as a Picturesque Industry Defying Laws of upon by the Board of Works.
Investment and Production The Wisconsin Assembly has concurred in the Senate
bill providing for State regulation of jitney buses by the
In commenting editorially on the refusal of the Public State Railroad Commission. The bill now awaits Governor
Service Commission of Indiana to assume jurisdiction over Philipps' approval. The measure declares jitneys to be
the jitneys, the Indianapolis Star said in its issue of July common carriers and provides that they shall not be oper
30 under the caption "There is Reason in All Things": ated except by permit issued by the State Railroad Com
"It is unfortunate for more than one reason that the mission. A jitney owner is required to file with his appli
Public Service Commission finds itself unable to take cog cation for a permit a bond, to be conditioned on the pay
nizance of the jitney complication in the street car situa ment of damages for personal injuries or death in a sum
tion. No one would wish to visit any needless hardship on not to exceede $5,000 to any one person or $10,000 for any
this new and picturesque industry which cheerfully offers accident caused by negligent use or operation. The Railroad
to defy all laws of investment and production; but if gov Commission is to determine whether the rate is reasonable.
ernment is to be fair and just, it must sooner or later take In the Electric Railway Journal of July 31, page 207,
account of losses sustained by public utilities as well as a statement was quoted from the Baltimore Sun to the
their profits. effect that the Baltimore Transit Company, in which the
"It is all very fine for the authorities of various powers United Railways & Electric Company is interested, was
and prerogatives to say that the street car company is having a score or more of buses made for it. The Balti
making money and must raise wages all around and re more Transit Company has in service fifteen auto buses
duce fares and pay more taxes and build more extensions and has placed an order for five additional cars. The bodies
wherever real estate operators want them and pave 100 are being built by The J. G. Brill Company and the chassis
miles of track and take whatever the State or the Mayor by the Garford Company.
or the Council or the Chamber of Commerce hands it and The Police Commission of Los Angeles, Cal., has notified
like it. But how about when things are going the other the Pacific Coast Casualty Company, which is soliciting
way? Does the State propose to go on indefinitely re business from jitney bus drivers, that it must submit a new
ducing the company's income and increasing its outgo and form of bond, to be approved by the city attorney and the
then when it asks for relief find that nothing can be done? commission. The commission limited the amount which the
The jitney incident is a small matter, of course; but there company may accept to $220,000, the equivalent of the
ought to be some sense of justice in the public mind toward bonds for eleven jitneys at $11,000 each. This is a severe
these utilities in which so many of our citizens have in setback for the promoters of the jitneymen's association,
vested their savings and upon whose ability to show earn
ings depend the quality and quantity of this indispensable who have been waging a campaign for increased member
public service." ship on the basis of some kind of a special deal with the
Following the submission to the City Commissioners of casualty company through which members of the associa
Dallas, Tex., of an ordinance regulating the jitneys pre tion secure their bonds at a reduced rate. The new bond
pared by the jitney men with a petition for an election must be presented to the commission by Sept. 30. The
signed by 4500 voters, a compromise was made and an Employers' Indemnity Exchange is also soliciting jitney
ordinance agreed upon by both parties containing features bond business.
of both previous ordinances to become effective within the The fight between the jitney operators and the Youngs-
next ten days. The license fee under the new ordinance town Park & Falls Railway, Youngstown, Ohio, continues.
remains at $75, but $65 of this amount is for the regular On July 26 the Jitney Bus Association filed warrants for
operator and $10 for a substitute. The principal changes the arrest of seven employees of Idora Park, owned by the
from the city's original law is the privilege to secure per railway company, for violation of Sunday laws. This was
mission from the city automobile inspector to make special in retaliation for the admission charge to the park made to
trips. Operators must live in Dallas sixty days before be all persons who do not go there on the street cars. On
ing granted a license instead of six months as formerly. July 22 the company brought suit against Justice of the
Licenses may be taken out for a period of six months in Peace T. J. Skipp and ten jitney operators for $30,000
stead of one year. Not more than one-fourth of all the damages. The petition charges illegal arrest of several
cars operated on one route may be taken off at one time; of its park employees for violation of the Sunday labor
the section of the first measure requiring lights in the ton- laws. In order to keep the affairs of the park and the
neau and the use of non-skid tires is eliminated. Other railroad separate, the Idora Park Company has been in
wise the ordinance is similar to the original one, limiting corporated with a capital stock of $10,000 by R. P. Ste
the number of passengers, requiring inspection of cars and vens, E. G. Dunlap, John T. Harrington, Fred J. Hein
examination of drivers and barring smoking. The ordi and Richard Wilson. The park has always been operated
nance is said to be more liberal than any of the fifty passed separately from the railroad, although owned by it, but
in various cities and examined in Dallas. the incorporation of a company to own and operate it will
Justice McBride in the Supreme Court at Salem, Ore., result in an entire separation of their affairs. Messrs
rendered an opinion on July 27 to the effect that the city of Stevens and Dunlap are officials of the railway.
Portland must show that the local jitney ordinance was An ordinance has been introduced into the City Council
passed by the City Council before being approved by the of Springfield, 111., for the regulation of jitney buses. It
voters. The decision is regarded as a purely technical one provides for the operation of jitneys for eight consecutive
growing out of a multiplicity of petitions, plans for refer- hours daily, with certain terminals, the filing of a bond
endums, re-enactments, etc., and the court has declared that to be approved by the City Council, which is to have power
the city has a legal right to enact a regulatory ordinance. to revoke all licenses upon infringements of the ordinance.
The opinion reverses the decision of Circuit Judge Ganten- Regarding the jitney situation in Philadelphia the Ledger
bein, sustaining the demurrer of H. R. Albee, Mayor and said in its issue of July 29:
defendant, and the case is remanded with directions to the "War between the rival associations of jitneymen has
Circuit Court to permit an answer to be filed within a had the effect of forcing scores of drivers out of both or
reasonable time. ganizations and throwing the business back to where it
One jitney ordinance, to embrace the features of the two was when the jitneys started in this city. It seems as if
that had been originally drafted for passage in the Board the predictions of those who had observed the rise and fall
of Works and the Common Council of Newark, N. J., re of the jitneys in Western cities are to be borne out here.
spectively, has been decided upon by the finance committee Yesterday some of the local jitneymen themselves admitted
of the Council and the committee appointed by the Board that they could not afford to do business at the 5-cent rate,
of Works, headed by City Counsel Frazer, to provide regu except on Sundays and holidays when they were busy all the
lations for the buses and their drivers. The ordinance pro time. It is the opinion of many of the jitneymen them
vides for license fees ranging from $50 for a car carrying selves that next winter will see the end of about half the
 252 ELECTRIC RAILWAY JOURNAL [Vol. XLVI. No. 6
business in this city, and that the resumption of the busi (a) In the case of employees who, after taking out this
ness next spring will bring out only a small fraction of the insurance, may thereafter be retired under pension pursu
present number of jitneys. Therefore they are not worry ant to the rules and regulations of the pension bureau.
ing about court action on the jitney regulating ordinance. (b) In the case of employees, who, taking out this insur
Having forestalled it until Sept. 20, they are now prepared ance and having served at least ten years with the company,
to let it go by default and regard with unconcern any are obliged by reason of partial disability not due to accident
further action City Councils may take, going out of busi in the service of the company to accept with the company
ness rather than submit to strict regulation." employment materially reducing their earning capacity from
what had been their average annual earnings for the ten
NIAGARA FALLS WRECK INQUIRY years last preceding such change of position.
One hundred and seventy-three passengers, not including (c) In other special cases calling for particular consider
a number of children under five years old, were aboard the ation.
car of the International Railway when it was wrecked on The company states that in making this offer it desires to
the grade near Queenstown, Ont., four weeks ago. reward continuous and faithful service, and by assuming
Among those at the inquest at Queenstown on July 28 the entire premium in such cases will in effect be furnishing
were N. F. Davidson, K.C., of Toronto, Ont., who conducted such employees with a paid-up policy for $1,000 at a time of
the session, representing the attorney general of the prov life when the payment of an insurance premium might be a
ince of Ontario, Canada; A. Monroe Grier, K.C., Toronto, burden. Employees have the option of discontinuing the
and Alexander Fraser, K.C., Niagara Falls, Ont., who have insurance after the expiration of any year.
been retained as special counsel of the International Rail Special privileges have been obtained from the insurance
way; T. Herbert Lennox, Toronto, representing the street company, whereby any employees not remaining in the serv
car union; County Crown Attorney Brennan of Lincoln ice of the transit company, may, within a limited time after
County; High Constable Boyle of the provincial police; F. leaving such service, take one of the regular life or en
Armour, K.C., of the Canada Steamship Lines, Ltd., and dowment policies of the insurance company as of the age at
counsel representing the St. John's and Woodgreen Meth which he entered the insurance group by paying the differ
odist churches, of which the excursionists were members. ence in premiums applicable to the different kinds of poli
The superintendent of the International Railway in com cies. The insurance policy contains also provision for total
pany with Vice-President Dickson and General Counsel and permanent disability, whereby before death the amount
Penney, made a minute inspection of the rails and roadbed of the policy will be paid in installments.
on the steep grade where the disaster occurred and they de
clared everything was found to be in good condition. The New Louisiana Line Completed.—The construction of the
motorman of the car testified at the inquest that weeds had Orleans-Kenner Electric Railway has been completed be
grown over the rails, thus adding to the slippery condition tween New Orleans and Kenner, and it is expected to estab
of the tracks caused by the rain. As the result of the lish service between those places soon.
wreck, orders have been issued by the Ontario Railway
Board that there is to be no overcrowding of electric rail New Limited Car Placed in Service.—The Indianapolis,
way cars in the province. Columbus & Southern Traction Company, Columbus, Ind.,
Mr. Dickson was arraigned by the Canadian police on Aug. has placed in service a new limited car between Indian
5 charged with criminal negligence resulting in death in apolis and Columbus, Ind., to be known as the Columbus
connection with the Queenstown Heights disaster. He was Limited.
released in $20,000 bail. The hearing will be held on Sept. 1. Near-Side Stop Established in Texarkana.—The city lines
of the Southwestern Gas & Electric Company in Texarkana,
GROUP INSURANCE OFFER IN BROOKLYN Tex., have established the near-side-stop practice in order
to comply with an ordinance recently passed by the West
Outline of Liberal Insurance Terms Secured for Brooklyn Side City Council.
Employees Decrease of 25 Per Cent in Accidents.—The Fort Wayne
& Northern Indiana Traction Company, Fort Wayne, Ind.,
The Brooklyn (N. Y.) Rapid Transit Company has en reports that accidents have decreased 25 per cent during
tered into an arrangement with the Travelers Insurance the last two years while the company has been active in its
Company, Hartford, Conn., whereby that company will in safety-first campaign.
sure the lives of the employees of the transit system who
wish to take advantage of the opportunity under the so- Permission to Reduce Wages Asked.—The British Colum
called "group" plan. The offer is extended to all employees bia Electric Railway, Vancouver, B. C, has requested of
who have been in active service for two years or more. Those the arbitration board of Vancouver the privilege of re
eligible number more than 8000. The company will pay one- ducing the existing wage scale for employees by 15 per
half of the annual premium on insurance up to $1,000, and cent. The financial and business depression, the general
in certain cases will pay the entire premium. Any em reduction in wages in practically all industries, and an
ployee, if he chooses, may take insurance up to $5,000, sub alleged drop in the cost of living since 1913, are cited as
ject to the approval of the insurance company as to his phy reasons for making the request.
sical condition. If at least 5000 employees take advantage Plans for Skip-Stop in Milwaukee.—The members of the
of the opportunity no medical examination will be required. Railroad Commission of Wisconsin, City Attorney Hoan of
If at least 1000 come into the group, and less than 5000, a Milwaukee and the officers of The Milwaukee Electric Rail
medical certificate from the Brooklyn Rapid Transit Com way & Light Company have reached an agreement under
pany physicians will be required. Assuming that all the em which the skip-stop plan will be tried for three months on
ployees who are eligible to the insurance join the group and the Wells-Farwell, the Greenfield Avenue and the Walnut
take the minimum amount, namely $1,000, the total insur Street lines of the company. A vote of the passengers
ance will be upward of $8,000,000. will then be taken and it is stated that the commission will
The policy is the so-called "term" insurance, namely, in be governed regarding its permanent order by the senti
surance taken for one year but renewable from year to year ment expressed by riders at the conclusion of the experi
indefinitely. The rate differs with the age of the employee, mental period.
and the annual premium, which will be paid in the first Massachusetts Northeastern Wages Adjusted.—The mem
place by the Brooklyn Rapid Transit Company, is believed bers of the local union of employees of the Massachusetts
to be the lowest at which such insurance has ever been Northeastern Street Railway, Haverhill, Mass., have voted
written. For the employees it will mean that those under to accept the final offer of the company, which grants an
thirty-two years of age will have their lives insured for increased wage scale, with a maximum increase of 2 cents
$1,000 upon the payment of about 7 cents a week; em an hour to 28% cents, to be reached in the sixth year in
ployees more than thirty-two and less than forty about 8 stead of the eighth, as formerly, and readjusts hours and
cents a week, and so on, gradually increasing as the age of other working conditions. The union first demanded 30
the insured employee increases. The company has agreed cents an hour as a minimum wage and 35 cents as the maxi
to assume the entire premium in the following cases and un mum rate, the same as was made by the employees of the
der the following conditions: Bay State Street Railway.
 AUGUST 7, 1915] ELECTRIC RAILWAY JOURNAL 253

Mr. J. W. Hale, formerly with the United Railroads, San

Personal Mention Francisco, Cal., has been appointed manager and purchas
ing agent of the Humboldt (Cal.) Transit Company, to suc
Mr. J. H. Larmonth has resigned as superintendent of ceed Mr. F. C. Morrison, who resigned some time ago on
the Edmonton (Alta.) Radial Railway. account of ill health.
Mr. A. W. Richardson has been appointed trainmaster of Mr. Albert Haines, vice-president of the Burlington
the City Light & Traction Company, Sedalia, Mo. County Transit Transit Company, Mount Holly, N. J., has
Mr. Moritz Rosen has succeeded Mr. George W. Bacon been elected president of the company to succeed Mr. I.
as vice-president of the United Railways Investment Com Snowden Haines. Mr. John D. Johnson, Jr., succeeds Mr.
pany, New York, N. Y. Albert Haines as vice-president.
Mr. M. R. Botkin has been appointed roadmaster of the Mr. Samuel Insull, a director of the West Penn Traction
Denver & Inter-Mountain Railroad, Denver, Col.', to suc Company, Pittsburgh, Pa., president of the Commonwealth
ceed Mr. 0. C. Harrington. Edison Company, Chicago, 111., and well known in the cen
tral station field, has been elected president of the company
Mr. I. N. Randall has been appointed assistant to the to succeed Mr. Guy E. Tripp, who is now chairman of the
general manager of the Ocean Shore Railroad, San Fran board.
cisco, Cal., to succeed Mr. F. S. Brooks.
Mr. O. O. Henson, master mechanic of the Gadsden,
Mr. Norman Coryell has been appointed master mechanic Bellevue & Lookout Mountain Railway, Gadsden, Ala., has
of the Moncton Tramways, Electricity & Gas Company, in addition been appointed superintendent and electrical
Ltd., succeeding Mr. R. A. McCharles. engineer of the company. The position of superintendent •
Mr. H. A. MacLean has been appointed accountant of the with the company is a new one. Mr. Henson succeeds Mr.
Moose Jaw (Sask.) Electric Railway, vice Captain C. E. H. W. Foote as electrical engineer.
McGee, who was killed in action on May 24. Mr. A. J. Mitchell, comptroller for Mackenzie, Mann &
Mr. Guy E. Tripp, formerly president of the West Penn Company, and assistant to the vice-president of the Cana
Traction Company, Pittsburgh, Pa., has been elected chair dian Northern Railway, Toronto, Ont., has been elected vice-
man of the board of directors of the company. president of the Chatham, Wallaceburg & Lake Erie Rail
Mr. George S. Skeen has been appointed superintendent way, succeeding Mr. J. D. Morton, assistant comptroller of
of transportation of the San Diego & South Eastern Rail the Canadian Northern Railway, Toronto.
way, San Diego, Cal., to succeed Mr. R. Craig. Mr. Charles A. Barton, master mechanic of the Rio de
Mr. W. M. Barnum, New York, has been elected a vice- Janeiro Tramway, Light & Power Company, Rio de Janeiro,
president of the Pacific Coast Railway, San Luis Obispo, Brazil, has been appointed superintendent of equipment of
Cal., to succeed Mr. G. H. Higbee, San Francisco, Cal. the company. Mr. Barton has been with the company eight
Mr. Roy Chambers of the inspection staff of the Spring years. He was formerly superintendent of equipment of
field (Mass.) Street Railway, has been appointed superin the Worcester (Mass.) Consolidated Street Railway.
tendent of the Westfield Division, succeeding Mr. V. F. Mr. W. M. Whitenton, formerly general manager of the
Fabian. first district of the Chicago, Rock Island & Pacific Rail
Mr. R. Niver, who has been connected with the power de way, and later with the Chicago electrification committee,
partment of the City Light & Traction Company, Sedalia, has been appointed operating assistant of the Texas &
Mo., has been appointed superintendent of the traction de Pacific Railway, reporting to the general superintendent
partment of the company. and first vice-president, with headquarters in the city of
Mr. Francis Blossom of Sanderson & Porter, New York, New Orleans.
N. Y., has been elected vice-president of the Trinidad Elec Mr. V. F. Fabian, superintendent of the Westfield
tric Transmission, Railway & Gas Company, Trinidad, Col., (Mass.) Division of the Springfield Street Railway, has
to succeed Mr. L. C. Gerry. been appointed superintendent of transportation for the
Mr. Oscar Kellogg, who has been publicity man for the system, with headquarters at Springfield. Mr. Fabian has
East St. Louis & Suburban Railway, East St. Louis, 111., been in the company's service at Westfield for the last five
for the last year, has resigned to accept a position in a years, and had previous railroad experience in clerical, dis
similar capacity in Philadelphia. patching and power station work on the lines controlled by
Mr. George B. Williams, superintendent of the Lansford the New England Investment & Security Company. He
Division of the Eastern Pennsylvania Railways, Pottsville, was at one time engaged in steam railroad work in the
Pa., has been appointed general superintendent of the com West.
pany to succeed Mr. C. F. Crane. Dr. A. S. McAllister, editor of the Electrical World, has
Mr. J. W. Crosby, secretary, treasurer and auditor of the just resigned and will be succeeded by Mr. F. M. Feiker.
Ocean Shore Railroad, San Francisco, Cal., has, in addi Dr. McAllister had been connected with the Electrical
tion to his present offices, succeeded Mr. F. S. Brooks as World since 1905 and had been editor-in-chief during the
purchasing agent of the company. last two years. He will continue as consulting editor of
the paper. At a farewell luncheon extended to him at the
Captain N. C. Pilcher, general manager of the Sherbrooke Engineers' Club on Aug. 6 by his former associates with
Railway & Power Company, Sherbrooke, Que., is in the the McGraw Publishing Company, Inc., Dr. McAllister was
Fifth Mounted Rifles and is going to the front with the presented with a gold watch from the staff of the Electrical
Canadian overseas expeditionary forces. World. Dr. McAllister was graduated from Pennsylvania
Mr. F. A. Miller, superintendent of power and equip State College in 1894 and received the degree of doctor of
ment and master mechanic of the Oakland, Antioch & philosophy from Cornell University in 1905.
Eastern Railway, Oakland, Cal., has succeeded Mr. C. M. Mr. C. F. Crane, superintendent of railways of the East-
Mardel as chief engineer of the company. tern Pennsylvania Railways, Pottsville, Pa., has been ap
Mr. B. A. Duncan, superintendent of the traction depart pointed superintendent of transportation of the Wilkes-
ment of the City Light & Traction Company, Sedalia, Mo., Barre (Pa.) Railway. Mr. Crane became connected with
has been appointed general manager of the Cumberland & the Eastern Pennsylvania Railways in 1907 as general pas
Westernport Electric Railway, Cumberland, Md. senger agent. In January, 1911, he was appointed super
Mr. J. J. Callaghan, heretofore superintendent of trans intendent of railways of the company. Before becoming
portation of the Montreal & Southern Counties Railway, connected with the Eastern Pennsylvania Railways Mr.
Montreal, Que., has been appointed manager of operation of Crane was passenger and freight agent of the Rochester
the London & Port Stanley Railway, London, Ont. & Eastern Rapid Railway. The employees of the Eastern
Mr. C. A. Vermillion, superintendent of car service and Pennsylvania Railways presented a gold watch to Mr. Crane
telegraph of the Spokane, Portland & Seattle Railroad, has as a token of their confidence and esteem for him.
had his jurisdiction extended to include the Srokane & In Mr. Byron T. Burt, who was recently appointed vice-
land Empire Railroad and the Great Northern Pacific president of the Rutland Railway, Light & Power Company,
Steamship Company. has also been appointed general manager of this company,
 254 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6

the Western Vermont Power & Light Company and Pitts-

ford Power Company, to succeed Mr. I. M. Frost, resigned. Construction News
Mr. Burt was formerly manager of the Chattanooga Elec
tric Company until its consolidation with the Chattanooga Construction News Notes are classified under each head
Railway & Light Company. When the Chattanooga & Ten ing alphabetically by States.
nessee River Power Company was organized to construct An asterisk (*) indicates a project not previously
the hydroelectric plant at Hale's Bar on the Tennessee River reported.
he was made general manager of the company. He later RECENT INCORPORATIONS
resigned that position to become vice-president of the Rut
land Railway, Light & Power Company. "Jackson & Eastern Railway, Jackson, Miss.—Incorpo
Mr. W. E. Moore, vice-president and general manager of rated in Mississippi to build a steam or electric railway
the West Penn Traction Company properties, has resigned from Jackson to Union. Incorporators: S. A. Neville, R. W.
his position with the various companies to go into business Harris and C. J. Currie, Meridian.
under his own name as consulting engineer, opening an ♦Cleveland & Sharon Rapid Transit Company, Cleveland,
office in Pittsburgh. Mr. Moore has been with the West Ohio.—Incorporated with a capital stock of $10,000. In
Penn properties for more than twelve years, during which corporators: C. A. Blake, C. H. Felton, A. J. Schneider,
time they have grown from gross receipts of approxi C. A. Snyder and P. J. Potter.
mately $500,000 to about $5,000,000. The properties con *Dayton & St. Marys Traction Company, Covington, Ohio.
sist of 316 miles of city and interurban railway system, —Incorporated to build a section of electric railway that
much of which was built under Mr. Moore's direction. will furnish a short line between Dayton and St. Marys.
There are also many electric lighting companies scattered Incorporators: Judge Dennis Dwyer, Dayton, well known
over the western part of Pennsylvania, a portion of Ohio, in electric railway circles; Julius Boesal, Thomas J. Bren-
and West Virginia, embracing about 125 municipalities. nan, C. V. Ruenke, J. B. Raterman, G. M. Apple, J. Guy
The companies' power system now consists of 80,000 hp. O'Donnell, R. F. Alberry, Perry Moyer and F. E. Ratcliff.
in generating plants and has connected approximately 125,- Capital stock, $10,000.
000 hp. in motors, electric railway, and power, besides a •Mitchell Street & Interurban Railway, Mitchell, S. D.—
large amount of lighting, most of which has been added Incorporated in South Dakota to construct 30 miles of
during Mr. Moore's incumbency. Mr. Moore is to continue trackage in Mitchell and vicinity. Capital, $200,000. In
with the company until the staff can be reorganized, his corporators, O. E. Cassem, L. E. Cassem, D. N. Hill, A. N.
successor not having yet been appointed. Hill, F. E. Hill, all of Mitchell.
Mr. F. M. Feiker, who has been appointed editor of the
Electrical World, has for the last three years been chairman FRANCHISES
of the editorial board of the A. W. Shaw Company, Chicago, *Mt. Clemens, Mich.—A Mr. Jacobson of Detroit has
publisher of System, Factory, and books on business. Born asked the Council for a franchise to construct an electric
in 1881 at Northampton, Mass., Mr. Feiker was in 1904 railway through Mt. Clemens. The line is to extend from
graduated from the electrical engineering course of Mt. Clemens to Armada.
Worcester (Mass.) Polytechnic Institute, and spent the fol Charlotte, N. C.—The Charlotte Electric Railway has
lowing year in special research work on high-potential asked the Council for a franchise to change the location
generation and transmission as private assistant to Prof. of its First Ward line. The company desires to take up
H. B. Smith of Worcester. From 1906 to 1907 Mr. Feiker its tracks on Seventh Street from Davidson Street to Bre
served as technical journalist for the General Electric Com vard Street and on Brevard Street from Seventh Street to
pany. Joining the staff of Factory magazine at Chicago Eleventh Street, and extend its line on Davidson Street
in 1907, he was appointed technical editor, and in 1909 from the point where the removal of tracks is begun to
managing editor. In the latter position he continued until
1912, when he was made chairman of the editorial board of Ninth Street.
both Factory and System, which post he held until his Portland, Ore.—The County Commissioners of Multnomah
resignation to join the staff of the Electrical World. In County have approved two franchises, one for O. M. Clark
1912 Mr. Feiker delivered a course of lectures on industrial and associates, and the other for the United Railways, for
organization at Harvard University. He is an associate use of the St. Helens Road to Linnton. The franchises
member of the American Society of Mechanical Engineers approved were redrafts of franchises submitted by the two
and of numerous organizations for the advancement of interests. Should the franchise to O. M. Clark and asso
science, education and management. He is a member of ciates be accepted, work of constructing the railway to
the Engineers' Club, New York City; the University Club, Linnton must begin in ninety days, and must be completed
Chicago, and the City Club, Chicago. within one year. The United Railways already have track
and equipment in place, so no time limit was made. The
OBITUARY franchise granted to the United Railways provides only
for freight traffic, while the Clark franchise provides for
George William Smith, who was president of the Fred both freight and passenger service to Linnton, with twelve
erick & Middletown Railway, Frederick, Md., before it was passenger trains daily each way, and a 5-cent fare.
consolidated with the Frederick Railroad, now the Hagers-
town & Frederick Railway, is dead. Mr. Smith was born *Bingham Canyon, Utah.—Harry S. Joseph has asked the
near Frederick eighty-three years ago. Council for a franchise to construct an electric railway in
Bingham Canyon to connect with the Salt Lake & Utah
Clark O. Simpson, statistician of the accounting depart
ment of the New York (N. Y.) Railways, died on July 17, Railroad.
after an operation for appendicitis. Mr. Simpson was TRACK AND ROADWAY
born in Troy, N. Y., on Aug. 20, 1865. At an early age he Alabama Power Company, Anniston, Ala.—This company
went to the Southwest, where he took up ranching for a is considering the advisability of building an electric rail
few years. He then entered railway work and held posi way between Anniston and Blue Mountain City as an ex
tions with the United Railways, St. Louis, Mo.; Meridian tension of the lines of the Anniston Electric & Gas Com
Light & Power Company, Meridian, Miss., and the Bir pany.
mingham Railway & Power Company, Birmingham, Ala. Pine Bluff (Ark.) Company.—This company is rebuilding
In 1902 he was appointed auditor of the Montgomery (Ala.) its line on Cherry Street at a cost of $30,000. The orders
Street Railway, and two years later became manager of for material have all been placed.
the Little Rock Railway & Electric Company, Little Rock, San Jose Traction Company, San Jose, Cal.—This com
Ark. In 1905 he went into the banking business, but in pany has placed in operation its 3-mile line from South
February, 1909, he entered the service of the receivers of
the Metropolitan Street Railway, New York. He was Jacksonville to Hollywood.
shortly afterward promoted to the position of statistician, Danbury & Bethel Street Railway, Danbury, Conn.—
which he held until his death. Mr. Simpson is survived by Plans are being made by this company to reconstruct its
his widow and two sons and two daughters. tracks on Main Street and Franklin Street. An extension
 AUGUST 7, 1915] ELECTRIC RAILWAY JOURNAL 255
will also be built to connect with its present road operating Sand Springs Railway, Tulsa, Okla.—This company plans
from Bridgeport to Long Hill, thereby making a through to extend its lines 8 miles to the coal mines.
route from Danbury to Bridgeport. The company is also Shenandoah, Frackville & Pottsville Railway, Pottsville,
extending its power lines. Pa.-^J. B. Trexler, 165 West Windsor Street, Reading, Pa.,
Connecticut Company, Hartford, Conn.—The Public Util has been awarded the contract for grading between Frack
ities Commission- of Connecticut has approved the applica ville and St. Clair, 5 miles distant, for the new line of this
tion of this company for permission to build in Hartford company. The Shenandoah, Frackville & Pottsville Railway
on Myrtle, Grove, Broad and Washington Streets and Farm- will connect at St. Clair with the Eastern Pennsylvania
ington and Commonwealth Avenues for a distance of about Railways.
7200 ft •East Berlin & Abbottstown Railroad, York, Pa.—About
East St. Louis & Suburban Railway, East St. Louis, 111.— 100 citizens of Abbottstown, Gettysburg and East Berlin
This company has established regular service to Jones met at the latter place recently for the purpose of consid
Pool, a popular bathing beach. ering the question of restoring railway communications to
Peoria & Chillicothe Electric Railway, Peoria, 111.—At a East Berlin and Abbottstown. It was decided to organize
meeting of the stockholders of this company held in Peoria a company to be known as the East Berlin & Abbottstown
on July 24, the following officers were elected: E. A. Railroad, with an authorized capital stock of $70,000. A
Mitchell, Chillicothe, president and treasurer; John F. committee of twelve, which is virtually a temporary board
Lynch, Chillicothe, vice-president, and Arthur C. Black, of directors, was appointed to devise ways and means to
Peoria, secretary. [July 17, '15.] perfect a permanent organization. This committee is com
Fort Wayne & Northern Indiana Traction Company, Fort posed of U. L. Gladfelter, S. K. Sowers, E. S. Brown, Dr.
Wayne, Ind.—This company is now operating cars on sched T. C. Miller, P. C. Smith, I. S. Miller, D. E. Brandt, H. J.
ule time between Wabash and Huntington, repairs to the March, W. D. Myers, C. C. Spangler, W. T. Baker, John O.
tracks during the recent heavy rains having been made. Bosserman. A portion of the roadbed of an abandoned
It will not be necessary for this company to build new railroad was purchased several days ago by a private citi
track as was feared at the time of the storms a few weeks zen for $8,000, and the interest of this man will be handed
ago. over to the new company. The road is about 9 miles long,
Union Traction Company of Indiana, Indianapolis, Ind.— and extends from East Berlin to what is known as East
This company is reballasting its Muncie and Portland line Berlin Junction, where there is a connection with the
between Portland and Red Key. Twenty thousand new ties Western Maryland Railroad. The motive power of the road
will also be used in repairs on this line. has not yet been determined upon.
Arkansas Valley Interurban Railway, Wichita, Kan.— Washington Water Power Company, Spokane, Wash.—
Material- has been received and work will be begun at once The municipal affairs committee of the Chamber of Com
on the extension of this company's line on Avenue A to the merce, in proposing the Clear Lake aviation site to the War
east limits of the city. Department Commission, which is searching for a suitable
site for an aviation school, states that this company will
Ohio Valley Electric Railway, Ashland, Ky.—An exten extend its Medical Lake interurban line to the aviation
sion of this company's line from Ashland to Russell is grounds, providing the Clear Lake site is selected. The
under consideration. proposed extension would be 4 miles.
•Winnipeg, Man.—Plans are being made to construct a
line from Winnipeg to Transcona, 10 miles. Gasoline motor SHOPS AND BUILDINGS
cars will be used. It is expected that the line will be com Arkansas Valley Interurban Railway, Hutchinson, Kan.—
pleted by October and will be extended to the south side The construction of the new brick passenger station of this
of Transcona early in 1916. H. W. Adcock, Winnipeg, is company on Second Street East, Hutchinson, will be begun
interested. as soon as the present frame structure now on the site has
Bay State Street Railway, Boston, Mass.—It is expected been razed.
that the work of extending the double tracks of the Bay Detroit (Mich.) United Railway.—The company's engi
State Street Railway in Methuen will start soon. The new neering department has been instructed to proceed at once
line will extend from the present terminus at the corner on plans and estimates to replace the Chelsea depot of the
of Hampshire, High and Lowell Streets to Railroad Square Detroit, Jackson & Chicago Railway, destroyed by fire last
on the east side of the tracks of the Massachusetts North year.
eastern Street Railway. Oregon Electric Railway, Portland, Ore.—The Oregon
Worcester (Mass.) Consolidated Street Railway.—Work Electric Railway plans improvements to its local freight
has been begun by this company repairing its track in terminals in Eugene which will almost double their capac
Grafton. ity. The company has under way a warehouse 50 ft. x 100
ft. at Harrisburg, for the storage of grain, wool, hops, etc.,
'Hillsdale, Mich.—N. H. Pound, who has been at work and warehouses at Forrest Grove, Woodburn and Butte-
on the proposition to establish an electric railway between ville.
Hillsdale and Pioneer, is said to have received a communi
cation from the Toledo & Western Railroad offering to Southern Pacific Company, Portland, Ore.—It is reported
lease the line, furnish the rolling stock and operate it, giv that the Southern Pacific Company will construct a down
ing to the builders of the line 5 per cent on their invest town station in Corvallis for its electric trains after the
ment, and splitting all earnings above that amount. Mr. West Side line between Whiteson and Corvallis is electri
Pounds may be reached through the Hillsdale Improvement fied. The company has an option on property bounded by
Association. Sixth, Monroe, Fifth and Madison Streets, where it is
thought the station will be built.
Cleveland, Alliance & Mahoning Valley Railroad, Alli
ance, Ohio.—This company is now operating its new exten POWER HOUSES AND SUBSTATIONS
sion from Ravenna through Leavittsburg to within 4 miles Ogden, Logan & Idaho Railway Company, Ogden, Utah.
of Warren. The company expects to complete the line to —This company has ordered from the Westinghouse Com
Warren this fall. pany two stationary substations, each consisting of a
Cincinnati, Lawrenceburg & Aurora Electric Street Rail 500-kw. motor-generator set; 2300-volts, three-phase, sixty-
road, Cincinnati, Ohio.—It is stated that negotiations are cycle, 900 r.p.m. synchronous motor; 1500-volt d.c. gener
under way for the building of a high-speed electric railway ator; 10-kw. d.c. exciter; three 235-kva., single-phase sixty-
from Anderson's Ferry, the terminus of the Cincinnati, cycle O.I.S.C. transformers, 45,000/2300-volts and a switch
Lawrenceburg & Aurora Electric Street Railroad, into the board to control same; also a portable substation with
business center of Cincinnati. The lines of the company similar equipment using three 187%-kva. transformers.
stop 6 miles from Cincinnati, and are without an entrance This apparatus is in addition to the original order given
into the city. Plans now provide for securing a franchise the Westinghouse Company a year ago and is for the com
from Cincinnati for the new line, which would be built on pletion of the line between Ogden, Utah, and Preston,
private right-of-way and would cost about $100,000 a mile. Idaho.
 256 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 6
Electric Cable Company, New York, N. Y., has estab
Manufactures and Supplies lished an office in the People's Gas Building, Chicago, 111.,
under the management of James W. White, who, for a
ROLLING STOCK number of years, has been connected with the Union
Switch & Signal Company as special representative and
Salina & Northern Railroad, Salina, Kan., has ordered assistant to the vice-president in charge of sales. James
gasoline locomotives for the passenger equipment of its new M. Brown, formerly with the Lorain Steel Company, and
100-mile line from the Internal Combustion Locomotive Cyrus R. King, formerly with the Pittsburgh Steel Prod
Company, Wilmington, Del. Delivery will be made in ucts Company, have also been assigned to Chicago.
November.
S. K. F. Bali-Bearing Company, New York, N. Y., has
Ogden, Logan & Idaho Railway, Ogden, Utah, noted in received recent orders for journal bearings from the follow
the Electric Railway Journal of July 10 as having or ing electric railways: New York State Railways, for one
dered six trailers from the American Car Company, has experimental maximum-traction truck car, the body of
specified the following details of this equipment: which is now being built by the G. C. Kuhlman Car Com
Seating capacity 72 Cables West. pany; Binghamton (N. Y.) Railway, for one Baldwin maxi
Bolster centers, length, Car trimmings, mum-traction truck car, the body being built by the Cincin
39 ft. 10% in. Brill and Dayton nati Car Company; Norton and Taunton Street Railway,
Length of body. 51 ft. 2% in. Junction boxes West. Norton, Mass., for eight Brill single-truck cars, the bodies
Length over vestibule, Couplers O. B. of which are being built by the Wason Manufacturing
61 ft. 7% in. Curtain fixtures . .Nat'l L. W. Company.
Width over sills 9 ft. Curtain material . . .Pantasote H. M. Byllesby & Company, Chicago, 111., have organized
Width over all 9 ft. 2 in. Pilots Am. Car Co. a trading company to build up commerce between the Unit
Height, rail to sills. .42% in. Hand brakes Lord ed States and Central and South America. This concern is
Sill to trolley base, Heaters Consol. already incorporated and doing business under the name of
9 ft. 8% in. Journal boxes Brill the Byllesby Mercantile Corporation, with offices at 17 Bat
Body all steel Paint Am. Car Co. tery Place, New York City. H. M. Byllesby of Chicago, for
Interior trim, Sash fixtures Nat'l L. W. thirty-five years prominently identified with the develop
polished bronze Seats Brill "Winner" ment of electrical and other utilities, is president; vice-pres
Headlining, Seating material, idents are H. P. Schuck, formerly with W. R. Grace & Com
hard finished Agasote dark green leather pany, T. K. Jackson, president of the Mobile Electric Com
Roof plain arch Springs Brill pany; general manager, Chester H. Lewis, formerly of
Underframe metal Step treads Universal London, England. The new corporation will do a general
Air brakes West. Trucks, type, exporting and importing business with Central and South
Axles Brill Brill 27-MCB-3X America, Mexico and the West Indies, and its radius of ac
Bumpers, Varnish Murphy tivity may later be enlarged. It will be conducted entirely
angle iron, Am. Car Co. Ventilators Ry. Utility separate from the Byllesby steamship enterprise, the Carib
bean & Southern Steamship Company, which is operating
TRADE NOTES freight lines to Central and South America, Russia and
Sweden.
Ohio Brass Company, Mansfield, Ohio, has issued a folder
on its flexible extruded trolley wire ears. ADVERTISING LITERATURE
R. M. Campbell, for several years with the Ohio Brass McKeen Motor Car Company, Omaha, Neb., has issued a
Company and later with the Detroit Graphite Company, has catalog describing and illustrating the latest developments
resigned to accept a position with the Electric Cable Com in its railroad gasoline motor cars. The catalog contains
pany, New York, N. Y. illustrations of a 200-hp. gasoline motor car built by this
company for the Central New York Southern Railroad, and
Federal Signal Company, Albany, N. Y., has appointed S. of a 70-ft. post-office, express, baggage and power (300 hp.)
J. Turreff, formerly superintendent of construction of its car for the Union Pacific Railroad which pulls a standard
Western district, as office engineer with headquarters in steel passenger coach. The catalog also contains views
New York City. and data of the McKeen highway coach, which may be
Automatic Ventilator Company, New York, N. Y., has equipped with rubber tired wheels for street and road
received an order to equip with ventilators the compromise- service, or with railroad flanged wheels, for operation on
type roof car which the Public Service Railway is construct urban rail lines. This highway coach is equipped with in
ing in its shops. dividual chairs, which have special pneumatic shock-ab
Cleveland Fare Box Company, Cleveland, Ohio, has re sorbing cushioned seats.
ceived an order to equip with sixty No. 2 aluminum fare Electric Service Supplies Company, Philadelphia, Pa., has
boxes the new cars recently purchased by the Detroit recently issued a booklet "How Dollars Are Lost," in which
United Railway. This type of box is a size larger than the there is an interesting calculation of the losses which result
standard box used by this company. from poor rail bonding. For the purpose of illustration, a
Edgar F. Fassett, formerly general manager of the single-track railway 5 miles long was selected, with rails
United Traction Company of Albany and for a number of laid on rock ballast or on dry sand soil so that conductivity
years representative of the National Products Company, of the earth as a return conductor could be neglected. The
New York, N. Y., has been appointed special representative resistance of the bonds, contacts and rails, under perfect
of the Electric Cable Company, 17 Battery Place, New conditions, is given as 0.2178 ohm, and a return current is
York, N. Y. assumed averaging 500 amp. at 600 volts, flowing 18 hr.
per day, 365 days per year, at a cost 1 cent per kilowatt-hour.
Westinghouse Electric & Manufacturing Company, East Then the annual loss due to resistance in the rail return
Pittsburgh, Pa., has appointed W. P. Cochran, formerly will amount to $3,577, of which $3,292 is chargeable to the
branch manager at Baltimore, as assistant district manager resistance of the rails themselves and $284.78 to the resist
of the Philadelphia district, including Baltimore, with head ance of the bonds. But if the bond resistances showed in
quarters in the former city. M. H. Jones, assistant to crease to an average of 10 ft. of unbroken rail, the cost of
manager, will have charge of the Baltimore branch office of the increased loss would be $849, or fixed loss, or if the bond
the company.- resistance should increase to an average of 30 ft. of un
Edwin G. Hatch, New York, N. Y., consulting engineer, broken rail, the annual additional loss would amount to
has been retained by the Victoria Falls & Transvaal Power $3,117. It has also been calculated that should 25 per cent
Company, London, England, to handle the testing and in of the 1758 bonds installed in the 5 miles of road have a re
spection of a 9000-kva. transformer now building at the sistance of approximately 0.001 ohm each that they would
Westinghouse works at East Pittsburgh, Pa. Five similar cause an annual loss of $1,951 in addition to the normal or
transformers were shipped to the company's plant in South fixed loss. The book also contains data on rail, contact and
Africa in 1912. bond resistances never before compiled in a single bopk.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY AUGUST 14, 1915 No. 7

IT'S A brief note in this issue reports theory to the immediate and material advantage of
A POOR that a British Columbia railway both employer and employee, especially in an industry
RULE— has asked what is apparently a where the latter comes into direct contact with the
permanent arbitration board for permission to reduce patrons. But the question arises, would the average
wages 15 per cent. This occasions surprise for the employee be willing to divide the future losses as well
same reason that while we should give scant attention as the future profits? In practice, and taking the aver
to the report that a dog had bitten a man, a report that age man, we believe he would not. Until partnership
a man had bitten a dog would be news of the highest agreements meet the stress of such negative circum
order. But why not? If wages are to be raised on stances, their real potency as a solution of labor diffi
the application of employees because business is good culties will not be fairly established.
and the cost of living high, why should not railway
employers seek to reduce wages when, as is set forth CUMULATIVE In the great potpourri of pro
in the Vancouver case, business is depressed, reduction VOTING IS posals that have been placed
in wages is general and the cost of living is going DESIRABLE before the New York constitu
down? Of course, in an "arbitration" such as that by tional convention, there is one deserving more attention
which the Chicago strike was ended, evidence on such than it has heretofore attracted. We refer to the plan
issues has no particular weight. But if we are to de of compelling corporations to adopt cumulative voting
pend upon arbitration as a means of adjusting wages at stockholders' meetings for the election of directors.
it is just as reasonable to propose it as a means of Under this practice each share of stock has as many
lowering wages, when the employer thinks they should votes as the number of directors to be elected, and the
be lowered, as it is for employees to seek arbitration votes may be scattered among the nominees or con
as a means of increasing wages. It would have a very centrated on one or more as desired, with the result
healthy effect on public opinion if there were more that the majority stockholders are not able to elect all
offers to submit proposals to reduce wages to impartial the board of directors, the minority securing at least
adjudication—but preferably not to an "arbitration" in a representation. We believe that this method is an
which a mayor with his eye on the labor vote has the ingenious and praiseworthy way of conducting corporate
deciding voice. elections so as to conserve the rights of minority stock
holders and ameliorate the abuse of directorships.
PROFIT The acclaim accorded the prospect Under the usual American custom, the controlling stock
AND LOSS of a profit-sharing system for the holders elect not merely the majority but all of the
SHARING employees of the Wilkes-Barre directors, and the minority stockholders are often left
(Pa.) railways seems to have been wasted, for the Board unrepresented and powerless. To offset such an evil
of Arbitration, as announced elsewhere in this issue, is English companies very commonly limit by a graduated
now to be reconvened to determine whether it erred in scale the number of votes allowed to one stockholder, the
its recent award. According to the union representa restriction falling most heavily on the largest stock
tives, the basic agreement did not authorize the board holders. On account of the possibility of a man splitting
to fix any profit-sharing plan, and the award has never up his holdings, however, this practice is not so desir
been signed. This state of the case merely shows the able or effective as the cumulative plan adopted by some
opposition of many men to assume any part of the risk corporations in this country.
and responsibility which partnership in any business
enterprise entails. In taking this attitude, any indi PRACTICE The cumulative plan is not a rad
vidual and any body of men are entirely within their CONSERVATIVE ical one but a conservative pro
rights. Some people are so constituted that they prefer AND JUST tection of the rights of minority
to get the money returns for their work at regular in stockholders. There is no more justice in saying that
tervals in a pay envelope. Others are willing to take a minority stockholders should be content under govern
risk for a possible larger reward. Each plan has its ment by a majority board than in propounding the pre
advocates and its advantages, but it is unreasonable for posterous idea that upon the election of a Republican
a man to demand as a right and in addition to his wages or Democratic President all legislative and executive
a share in the profits of a concern when he is unwilling bodies throughout the country should be changed so as
to accept a share in the losses. A partnership plan, hav to conform in toto with the political status of the elected
ing for its basis an equitable division of future increased candidate. Minority representation is peculiarly an
earnings between company and employee, works out in American right, and it is not shunned by intelligent
 258 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7
majorities. There are, of course, some objections to the average between zero speed and 15 m.p.h. being
such representation in corporate affairs, such as the slightly more than 6V2 lb. The ratio of the maximum
possibility of the election of persons without standing to the minimum was, therefore, 41/4: 1 and of the aver
as directors, but it would be a safe wager that the aver age to the minimum about IV2: 1.
age minority director could be as valuable an asset as Elsewhere in this issue are given some results of
the average overestimated and uninterested director- starting-resistance tests made upon the Purdue Uni
in-name-only. The disadvantages of the practice are versity test car during the past year. The values ob
certainly more than offset by the much greater advan tained are quite high because this car is not in con
tages. Whether it should be secured by constitutional stant use, but they should be useful for comparison
amendment, however, may be debatable. We do not among themselves and with the results of free-running
favor the clogging of State constitutions with multi resistance tests described in the issue of the Electric
tudinous details that would better be left to corporate Railway Journal for Aug. 15, 1914, page 304.
by-laws and legislative enactments, but in this particu All of these examples indicate that the familiar "fric
lar case we feel that the reluctance of corporate ma tion of rest" plays a part in acceleration resistance.
jorities to provide for cumulative voting in the by-laws Fortunately, lubrication improves rapidly as speed in
and of legislatures to intervene in protection of minority creases, and the energy loss represented by the excess
stockholders rather urges constitutional provision for of resistance at low speed is not serious. At the same
the plan. The State of Pennsylvania has satisfactorily time more exact information on starting resistance is
handled this question in its fundamental law. greatly desired. The condition is thus stated in the
Chicago report: "The great diversity of opinion and
STARTING RESISTANCE OF ELECTRIC CARS results among various investigators suggests the neces
In starting cars, particularly in city service, the prin sity for further analysis, especially differentiating be
cipal resistance is due to inertia rather than friction. tween train resistance during acceleration and during
The force required to overcome acceleration resistance free running."
is practically 100 lb. per ton per mile per hour per sec
ond, including a 10 per cent allowance for spinning the THE DETROIT SITUATION
armatures. That is to say, at the ordinary rate of Within a few weeks the people of Detroit will decide
IV2 m.p.h.p.s. a tractive effort of 150 lb. per ton is re whether or not they want to purchase and operate the
quired. Compared with this, the starting friction is surface lines of the city, beginning Jan. 1, 1916. The
small, but it becomes relatively more important as the outcome of the forthcoming plebiscite is forecasted by
rate of acceleration is reduced. the vote taken in 1913 when there was created the
There are indications of increasing interest in car Board of Street Railway Commissioners, empowered to
friction at low speeds as greater attention is directed negotiate for the purchase of the city lines. Various
to the reduction of energy consumption. There are articles in this paper have described how the city
numerous formulas, with curves based thereon, which is to acquire these lines at a price fixed by the Wayne
indicate a minimum resistance at zero speed, although County Circuit Court. Thirty days after a vote favor
this condition is known not to exist. The fact is that able to the purchase has been taken and suit begun by
these formulas are based upon data obtained at ordi the city to compel performance of the purchase con
nary running speeds, and the constant term which they tract, the company must surrender its property, the
all contain is correct only under the conditions of the profits from operation thereafter going to the city.
experiments. It is misleading, therefore, to plot curves This situation is suggestive of what may happen in
from these formulas down to zero speed. This fact is any city where franchises expire and there arises
referred to in the recently issued sixth annual report simultaneously a demand for municipal ownership. Ob
of the Board of Supervising Engineers, Chicago Trac viously under such circumstances the city has the whip
tion, page 425, where we read: "None of the empirical hand in negotiations that may be undertaken to acquire
curves for free-running train resistance recognizes the the property, and about all the owners of it can do is
fact that the resistance during acceleration is consider to protect themselves against confiscation. The fact
ably greater than indicated by this curve, * * * that that good service has been rendered and exceptionally
the curve of resistance is very high at the start, mini low fares charged will not save a railway system from
mum at a moderate speed, rising with increasing wind municipalization—if Detroit is to be taken as a ruling
resistance at higher speed." The board's engineers precedent.
use 22 1 2 lb. per ton for their calculations of train re It is true that the vote has not been cast, but the
sistance during acceleration of city cars, or nearly atmosphere is one in which a vote favorable to pur
double the free-running resistance. chase by the city is most likely. Out of eleven men
To quote another specific case: On page 239 of the interviewed in Detroit ten agreed that the service was
issue of the Electric Railway Journal for Aug. 7 good and the rates low; that there was no reason for
are given the results of friction tests made on a 13-ton municipalization except the "feeling that the city ought
car by the Third Avenue Railway in New York. The to own its car lines." This feeling has been actively
resistance falls from 18 lb. per ton at zero speed to promoted by the most widely-read Detroit newspaper
about 4% lb. at 11 m.p.h., rising to 5 2/3 lb. at 30 m.p.h., and a number of leading citizens. If Detroit does buy
 August 14, 1915j ELECTRIC RAILWAY JOURNAL 259

the urban lines it will be done not on the basis of rea road has ever duplicated the performance of the gov
son but as the outcome of a "feeling." Against an ernment in the parcel-post business. It has ruined two
influence of this kind the exercise of reason is express companies and has the others struggling to pre
helpless. serve their existence. In accomplishing this the gov
If reason entered into the transaction the city's ex ernment has not merely accepted rebates; it has de
perience with its municipal paving plant would have manded and received free transportation for the greater
a bearing upon the transaction, for without allowing part of the parcel post. There has been some sympathy
anything for overhead, profit or a guarantee, the city for the railroads in this connection, but has anyone
cannot compete with private contractors in laying pave observed a moral revulsion against the unfairness of
ments. It nevertheless is drifting into municipaliza the government, the postmaster-general or the commit
tion of a much more complicated and difficult business. tees of Congress having this matter in charge? Seem
As to the lessons to be gathered from the experience of ingly the public is willing to accept the position of
other cities in the electric railway business, those en particeps criminis and enjoy participation in the ill-
gaged in the industry and familiar with the results of gotten gains secured by cheap parcel-post rates. We
municipal ownership and operation will be surprised to are glad to see, however, that the railroads are plan
learn from the columns of the newspapers already re ning to seek justice in the courts. Last month seven ot
ferred to that municipalization is uniformly successful the principal railroads in New England filed claims for
—in fact, a blessing wherever tried. The articles writ various sums ranging from $4,424,713 down and mak
ten by correspondents dispatched to various parts of ing a total of $10,880,865 on the plea that they have
Canada and the United States to investigate the sub been wrongfully deprived of their property by govern
ject prove this to be true. mental act.
So why argue about it? If the people want it or The latest example of governmental disregard of
think they want it, they are going to have it. Those property rights is the order issued by the Secretary of
who have built up the Detroit system and have given the Treasury, effective on Aug. 16, that all public money
not only good but enlightened and progressive service, and securities be transported by mail instead of ex
and at the same time reduced fares to a minimum, have press. This is said to be a "reform" by which the gov
at least this satisfaction, that municipalization will not ernment, by means of its frank, will save money. In
come about as a consequence of their errors but as a other words, the government will let the railroads worry
result of an artificially created sentiment, opposition to about the increased weight, the extra precautionary
which would only have increased its intensity. measures needed and the higher costs. If the trans
mission of this matter by the mails is desirable, the
CORPORATION AND PUBLIC MORALITY order to put it in force would have come with better
As a result of a persistent campaign, with Righteous grace if it had awaited the decision of the Court of
ness on its banner and the usual conglomeration of Claims on the recent petition of the seven New England
human motives in the hearts of its leaders, the idea has railroads, which involved as one of its counts the en
been widely spread that the conduct of corporations is forced carriage of gold as mail of the fourth class "in
on a lower moral plane than that where walks the aver violation of law and without compensation to carriers."
age man, and immeasurably below the plane from The "you-are-another" argument never proved any
which, in a rarified atmosphere of virtue, our rulers dis thing. It is not the purpose to employ it here. The
pense a government guided by supreme wisdom, strict purpose is to show that our governments do things so
justice and a constant regard for moral values. This unmoral that no corporation would dream of doing them
is what we are told, and it has been reiterated so fre and that the public, far from condemning these things,
quently and so loudly that many of us have come to frequently applauds them and in no case refuses to
believe it. But it isn't true. profit by them.
What "franchise grabber" has ever duplicated our This is convincing evidence to reasonable minds that
performance in seizing the Panama Canal zone? The our government is, to say the least, no better than those
justification of this act or its condemnation is not to whom it is supposed to instruct in good morals and to
the point so far as this discussion goes ; the point is keep in the paths of rectitude. It suggests that the
that there was no general public disapproval of the existence of new and higher moral standards is largely
government's act. Nor was there any considerable dis a myth so far as the general public is concerned ; for of
approbation heard when it was proposed to tear up the what value is "moral consciousness" if it remains awake
scrap of paper upon which the Clayton-Bulwer treaty only for its own profit and sleeps while the other fel
was written and discriminate as to toll charges in favor low is being deprived of his rights? By all means let
of our shipping. Where was our enlightened moral us have the highest standards of conduct for everybody,
sense when these things were going on? This question but let us not deceive ourselves into the belief that
is pertinent because we are told that it is a wave of morality means the crucifixion of one class for acts
moral ideas that has swept men in the mass and gov which are approved or condoned if performed by an
ernments in particular to the safe if shifty sands of other class. We are not likely in this way to maintain
probity and left the corporations struggling in the high standards in any part of the social organization
breakers of their own iniquity. or greatly to impress the supposedly unregenerate with
No rebate-taking corporation or discriminating rail the enormity of their crimes.
 260 ELECTRIC RAILWAY JOURNAL, [VOL. XLVI, NO. 7

Route Signs for Surface Cars

Description of Novelties in Car Signs in Several Different Cities—Development of Route Numbers in Place
of Destination Signs—Car-Diversion Signs in Boston

The importance of keeping the riding public informed that it is not found necessary to refer to the schedule
as to street-car routes has, of course, been recognized of the line, since the headway in large American cities
at all times, fn the early days of the street railway in is much shorter than on most of the European routes
dustry, when even the smallest cities had a half-dozen and since cars are operated during a longer period of
railways, cars were identified not only by their colors the day.
but by very elaborate lettering on the sides of the car In Philadelphia each line is indicated by a separate
showing the terminals and all intermediate places of number. Experience has shown that a distinctive
importance. Some cars even carried elaborate paintings numeral is the simplest method of designating a street
of the "moving van" school of art. As the small sys car route, not only because it is easily remembered but
tems were consolidated, the scheme of colors for identi because it lends itself most readily to display as a large
fication was abandoned, and the signs were reduced to illuminated sign on the front of a car, which can be
the simple route indications still in common practice in easily distinguished as the car approaches.
this country. The principal departures in the East Auxiliary to this route number sign, the destination
from this standard practice are found in Philadelphia toward which the car is moving is indicated immediately
and Buffalo. beneath the route number. A recent refinement in this
The signs in those cities were the outcome of the sign system is a red band or signal which can be dropped
development of the near-side car when a special study into place by the motorman so that it shows diagonally
was made of car signs in this country and abroad. As

ROUTE SIGNS—ILLUMINATED ROOF SIGN USED ON PITTS ROUTE SIGNS—LOS ANGELES FRONT-END SIGN WITH ROUTE
BURGH CARS AND CAR NUMBER

a result a system was developed in the belief that it in across the illuminated route number on the front of
cludes the best features of European practice, namely, the car. This signal is used whenever the car is
a simple outside sign which can be seen by a passen destined to turn "short" of the full route or is sched
ger at a great distance, and a long descriptive sign uled to go into the depot before reaching the end of the
posted inside the car, usually over the archway, where trip. The object is to call the attention of prospective
it can be read at leisure. The departure from the Euro passengers to the fact that the car is carrying a "short"
pean practice is that the letter or initial sign is carried destination sign, so that they may avoid boarding a car
in the vestibule window instead of being placed on top of which is designated to turn before reaching the through
the hood, and the roof has no long, wooden signs. The terminal.
inside sign is like those used abroad with the exception The name of the line and the route number are also

ROUTE SIGNS—VIEW OF INTERNATIONAL RAILWAY CAR, SHOWING LOCATION OF SIDE AND FRONT SIGNS
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 261

shown on both sides of the car in the panels immedi that when a change in route is made the metal plate may
ately forward of the first window, the theory of this be shifted with less danger of breakage than one made of
location being that passengers can thus get more par glass.
ticulars just as they are preparing to enter the car than One of the illustrations on page 260 shows a novel
they can get from the route number. For the further route sign used in Pittsburgh. This is made of sheet
information of the public, a descriptive sign showing metal with a hinged top of wood, the numbers showing
the route number and the names of the streets traversed white on a black
is displayed inside the car in the arch at the forward background and
end. being illuminated at
In Buffalo much the same system is used except that night by interior
a side sign is carried below the eaves in the middle of lamps. The signs
the car. The front signs invariably indicate the names are mounted on the
of the route, and the side signs indicate the routing. roofs of the cars,
For example: the name "West Utica" shown in the ac one being located
companying illustrations indicates the name of that near each end, fac
particular line. The side sign, "West Utica-Ferry," in ing toward the end
dicates the general route of that line. of the car.
Numbered route signs are a feature of the Pacific A novel illumi
Coast electric railways. It is stated that the presence nated end destina
of large numbers of strangers is customary in the west tion sign is manu
coast cities, and it is much easier to explain to them the factured by the Los
method of reaching a given point in a city by giving the Angeles Railway
number of a route than by repeating a combination of Corporation for its
names. The use of the number also relieves regular pas city cars. The case
sengers from reading more than one sign and in addi is of No. 24 gage
tion makes possible a very large indication. Illuminated galvanized iron,
interior signs, furnished both with ground glass having stiffened with two
the number painted thereon and with perforated metal %-in. x 1-in. iron
plates, are widely used, the advantage of the latter being bars and supported
by cast end brack
ets. "Hunter" sign ROUTE SIGNS—CAR-DIVERSION
cloth with soft SIGN USED IN BOSTON
copper edges is
used. This keeps the curtain straight and prevents the
annoyance of raveling on edges. The cloth is 55 Va in.
wide and 40 ft. long, and the block letters are 5 in. high.
The present number of names used is fifty-four, and
there is sufficient spare cloth for seventeen additional

ROUTE SIGNS—PHILADELPHIA SYSTEM—THE VIEW AT THE LEFT SHOWS AN INTERIOR SIGN ; THE VIEW AT THE RIGHT
SHOWS ROUTE NUMBER AND LINE ON SIDE PANEL AND ROUTE NUMBER AND DESTINATION ON FRONT WINDOW
 262 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

In the latest equipment the sign box is built into the

monitor, as illustrated. The Boston Elevated Railway
also employs on its surface lines a system of car-diver
sion signs which is of great convenience to the public
when normal routes are altered. An illustration on
page 261 shows one of these signs used on lines of
cars which ordinarily traverse Boylston Street between
Exeter and Arlington Streets, but were diverted on
account of subway construction. The diversion signs
are 14 in. wide by 21 in. high, and are printed on pink
paper inserted in tin clips attached to the dash. The
main feature is a broken arrow calling attention to the
change of route and the name of the thoroughfare tem
porarily traversed in place of the normal route. The
arrow is IV2 in. wide. In some cases these signs are
used in pairs at each end of the car, when the diversion
involves more than one important street.
Diversions or the establishment of new routes are
ROUTE SIGNS-—VIEW SHOWING LOCATION ON CAR OF explained by the Twin City Rapid Transit Company in
PITTSBURGH ROUTE SIGN advertisements published in the daily papers. Such
advertisements are used in connection with the com
names. The car number is shown at the lower left- pany's regular advertising of special features along its
hand side of the sign. It is 2% in. high and is painted line, such as parks and other pleasure resorts. In
directly on the glass. The run number appears at the Topeka, Kan., also the changes in routing or schedules
lower right-hand side of the sign, is 3 in. high and is are advertised in the daily papers. However, it is found
made on two separate strips of cloth. One strip, 3V2 here that the press generally considers the matter of
in. wide by 7 ft. long, carries numbers from 0 to 9, schedule or route changes to be of sufficient importance
and the other strip, 3';•> in. wide by 9 ft. long, carries for classification as "news." Topeka also advertises
numbers from 1 to 20, thus giving a range of numbers special events on its lines, and states in these notices
from 1 to 200. The sign is illuminated by three inside where cars are to be found when an occasion such as
16-cp lamps, which are connected by wires running a concert warrants storing a number of extra cars to
through 12-in. gas-pipe supports. The extreme dimen take care of the rush of traffic at its conclusion.
sions of the sign are 16 in. x 11 in. x 5 ft. 3V2 in., and
it is reported that the sign may be read distinctly one Fire Insurance
block away during the day or night. The cost of con
struction, ready to be installed on the car, is $23.75. The Writer Describes the Three Kinds of Insurance
Companies and Gives Suggestions as to
Standard surface car route signs on the Boston
Elevated Railway are numbered according to a system Forms of Policies
by which the number of the division is indicated by BY W. H. FORSE, JR., SECRETARY AND TREASURER UNION
the first figure and the number of the route by the two TRACTION COMPANY OF INDIANA
right-hand figures. Thus, the meaning of the numberThe Association of Lloyds, with offices in London,
942 is Route 42 in Division 9. The standard end sign
insures ships and cargoes on every sea. The organi
is ft. long by 11 in. high and contains a possible
zation is more than 200 years old and still clings to
set-up of about twenty-three routes and destinations.
its ancient custom of tolling a bell and crying the name
of a vessel which has been lost. It is said that when
news was received in the Lloyd's board room, of the
loss of the German cruiser Emden which had sunk
numerous British vessels, the members of the asso
ciation drowned out the noise of the tolling bell in ap
plause. The Emden had destroyed so many ships and
cargoes insured by the Lloyds that its removal was a
distinct relief to the brokers who were carrying marine
risks.
Within recent years the Lloyds Association has ex
tended its activities to embrace risks of almost every
conceivable description. The underwriting members
of the association deposit securities to guarantee their
engagements, and when a ship or other risk is offered
for insurance, each member indicates the amount he
will underwrite, the insurance being effected as soon as
the amount has been made up. The members gen-
'erally act in groups through an agent, and there may
be fifty to 100 or more underwriters to one policy, not
all of whom assume the same percentage of the risk.
Each underwriter under such a policy deposits with
the committee of Lloyds a policy of insurance against
his insolvency, in a form approved by the committee.
In the year 1913 the Brooklyn Rapid Transit Company
transferred about $22,000,000 of its fire insurance from
ROUTE SIGNS — PERFORATED METAL SIGN USED BY THE companies represented by the New York Fire Insur
UNITED RAILROADS OF SAN FRANCISCO ance Exchange to the Lloyds of London, thereby sav
 AUGUST 14, 1915J ELECTRIC RAILWAY JOURNAL 263

ing about $27,000 a year in premiums. This action was of the amount of property insured, the factory mutuals
taken, according to President Timothy S. Williams of have in very rare instances agreed to write the sprin
the transit company, because the rate of premium had klered buildings in their own association and to under
been arbitrarily raised from 34.7 to 62.3 per $100 by write the unsprinklered portions in the "old line" or
the exchange representing the companies which had stock companies. The stock companies will usually
been carrying the insurance. In 1914 the transit com meet the competition of rates on sprinklered properties
pany again placed its insurance with American stock made by the factory mutuals, and competition of this
companies. It was stated at the time the insurance was sort, at living rates, is good for the industry.
placed with Lloyds that the Brooklyn Rapid Transit A very large percentage of the total fire insurance
Company had for some years been accumulating an in written in the United States is carried in "stock" com
surance fund which then aggregated $600,000, and it panies with stockholders incorporated to engage in the
was hoped that the company would eventually carry all insurance business for profit. There are about 200
its own insurance. American stock companies and about fifty foreign com
Within the past two years, Lloyds of London has panies with American branches writing fire insurance
written a few policies for American electric railways, with assets ranging from a few hundred thousand dol
indemnifying them for sums which they shall be re lars to more than $20,000,000 each.
quired to pay persons, not employees, as compensation
for injury or damage arising out of accidents caused Forms of Policies and Tendencies op Premiums
by or growing out of the operation of the cars of the It is customary for the insurance company to demand
railways. It is expressly stipulated in these policies the insertion of a "co-insurance" clause in return for a
that Lloyd's shall be liable only for an accident whose concession in the rate which is charged. The insertion
total cost is more than $20,000, and then only up to of such a clause compels the assured to carry a stated
$100,000 for such accidents. In other words, if a com percentage of insurance to value or, in the absence of
pany has an accident causing the payment of damage such insurance, to carry a portion of the risk, thus act
claims to the amount of any sum less than $20,000 it ing as co-insurer ot his own property. These percen
is not insured; if the claims paid amount to $20,100, tages commonly range from 80 per cent to 100 per cent,
Lloyds will pay $100 ; if the accident costs $120,000 or the latter percentage being applied to rolling stock, be
more Lloyds will pay $100,000, the amount of excess cause it is considered, of all electric railway property,
over $20,000. This is specific insurance against an ex to be that which is most subject to destruction by fire.
traordinary casualty, and as such is written at a much It is necessary, when a loss occurs under a blanket form
lower rate than a policy which insures the carrier item, to make an inventory of appraisal of all the dam
against any and all accidents. aged and undamaged property under that item in order
The premium for insurance against bodily accident to be certain the proper . percentage of insurance has
which the ordinary individual carries is written at a been carried. If the item is rolling stock, for instance,
high rate because it includes provision for minor acci this is objectionable on the score of inconvenience and
dents and partial disability, which are by far the most the possibility of differences of opinion regarding
numerous; on the same principle the insurance com values. The form should contain a provision to the ef
pany must charge a prohibitive rate if it takes all the fect that an inventory or appraisal is not necessary or
risk of public liability of the railway. The Lloyd's required when the loss does not exceed a certain per
plan, which is mentioned, corresponds, in a sense, to centage (say 5 per cent) of the total amount insured
the payment of the capital amount only under an or under that item. This is very convenient and obviates
dinary accident policy, and as such is correspondingly the necessity of making an inventory or appraisal after
cheap. the majority of rolling stock fire losses. Its inclusion,
if insisted upon, will save considerable inconvenience
Factory Mutual and Stock Companies and expense to the insured.
Factory mutual fire insurance was originated by It is encouraging to note that because of the con
Zachariah Allen, a prominent manufacturer of Provi stant improvement in construction standards, in wiring
dence, R. L, eighty years ago, and the policy always fol specifications and in fire-protective devices, the
lowed has been to conduct a business without purpose premium rates of electric railways tend downward. The
of profit but based on recognizing and encouraging ap premiums paid by the Chicago City Railway Company
paratus and organization for fire prevention. When were reduced from $2.22 in July, 1905, to 68 cents in
the automatic sprinkler was invented, almost its sole October, 1907, and 48 cents per $100 of insurance in
encouragement during the first decade was found in November, 1909. The Public Service Corporation of
the factory mutual risks, and to-day the risks insured New Jersey in December, 1914, carried $29,000,000 of
in factory mutuals are almost without exception insurance at 35.4 cents, which was a decrease from
equipped with automatic sprinklers. 38.3 cents in 1913 and 44 cents in 1912. In June, 1914,
The six senior companies associated in the office of the Philadelphia Rapid Transit Company took out
the Manufacturers' Mutual Fire Insurance Company policies of insurance aggregating $23,000,000 for three
had at the end of 1914 almost $888,000,000 of fire in years to June, 1917, which was written at the annual
surance in force. These companies have reduced the rate of 25 cents per $100. There had been previous
cost of insurance from 84 cents per $100 in 1835 to 5.9 reductions from 50 cents in 1911 to 45 cents in 1912
cents per $100 in 1914, notwithstanding they suffered and 35 cents in 1913.
in the year 1914 the heaviest loss in their history.
The factory mutuals have not confined their protec Deliveries have been begun on the 478 all-steel car
tion to textile mills or to factories. They are at the bodies with which the Interborough Rapid Transit Com
present time carrying insurance on carhouses and other pany is replacing all the composite bodies in its subway
properties of electric railways. When such buildings system. The shipments will probably be completed
are equipped with automatic and other devices designed before the end of the year. The bodies will be the same
to prevent and extinguish fires, arrangements can be as the latest type of all-steel bodies in service in the
made with the factory mutuals to carry the insurance subway. The new bodies will be equipped in the rail
at rates which are exceedingly reasonable. In cases way shops with trucks, wiring and control. New con
where the sprinklered risks are a goodly percentage trollers will be applied.
 264 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

Ironing Out the Wrinkles

The " Wrinkles " to Which the Author Refers Are the Annoyances, Fancied or Real, Felt by Passengers—
Examples Are Given, with an Account of the Methods by Which
the Company " Irons " These Wrinkles Out

BY A. W. WARNOCK, GENERAL PASSENGER AGENT TWIN CITY LINES, MINNEAPOLIS AND ST. PAUL

Wrinkles are always annoying. They tend to dis exactly the kind of change they ask for. One passenger
turb peace of mind, they indicate wrong conditions, wants nothing but paper money, while another wants
and they are always an economic waste even though nothing but quarters or half dollars, and if they do not
they may be unavoidable. Wrinkles are only another receive exactly what they request they feel that the
name, in the transportation business, for complaints. conductor should be severely reprimanded.
Executives the country over are busy these days ironing Other passengers complain because conductors allow
out the wrinkles and, to continue the metaphor, endeav disorder on cars, intoxicated persons, whether objec
oring to keep the fabric smooth. tionable or not to passengers, as well as spitting and
What are the general basic causes for complaint on smoking in cars. While there may be ordinances
the part of patrons as far as street railway trainmen against spitting, nevertheless, passengers may do so
are concerned? Undoubtedly there are some standard surreptitiously. Some passengers feel that the con
mistakes that trainmen the country over make every ductor should have spitters arrested, even though the
day with resulting trouble to the employing companies. conductor did not see them commit the offense. The
As years have gone by, we have been interested to list same principle applies to smoking, which is permitted
the causes that have come under our observation. in many cities under certain circumstances.
First, there is the general fault of incivility on the It is proverbial that many passengers (usually
part of employees, and that sweeping charge can easily women) have easy consciences as to the age of children
cover a multitude of offenses. If all employees were in their charge, and while conductors may properly put
civil and used good judgment under all circumstances, questions, the average passenger resents strenuously
most of the other complaints would vanish. Then the implication thereof, asserting that the child should
comes the collection of cash fares, disputes over the not pay fare and that doubting the child's age is an
amount of money paid by the passenger and the change insult. Other passengers of the genus "butt-in" who
returned by the conductor, the collection of fare twice are not inconvenienced themselves complain because
from persons not sitting together for whom fares have they see children, for whom fares have not been paid,
already been paid by some other member of the party, occupying seats. The refusal of a conductor to allow a
as well as the familiar one, sometimes anonymous, that baby go-cart to be taken on a car starts more trouble.
the passenger did not see the conductor ring up his This is a privilege that may be allowed if the go-carts
fare or that of others. Then there is the complaint are of a certain size and type. It is hard to argue with
of the passenger who, in payment for his fare, tenders a parent that there is a difference in baby carriages.
a bill of large denomination which the conductor is One woman contends plausibly that, if her neighbor is
unable to change. allowed to carry a go-cart of collapsible shape, there is
Transfers are a fruitful source of complaint. We no reason why she should not take a perambulator
all know the passenger who complains because the con aboard with her.
ductor did not give him a transfer, usually because he Watches do not always agree, yet many a passenger
refused to accept the transfer when it was offered. who has missed his car is sure the train crew wilfully
Transfers that are not valid make much trouble, and left the terminal ahead of time and want the men laid
the reason for non-acceptance is as likely to be the off for a week, particularly in view of the fact that the
fault of the passenger as of the conductor. Perhaps passenger says he "gives the road 20 cents a day." Just
the passenger has used his transfer as a stop-over1 as though we gave him nothing in return!
ticket and still feels that he has a right to continue We all know that it is a difficult matter to have con
his ride on it. A transfer that is mispunched as to time ductors use tact in seeing that the seats are properly
or direction, exposing the passenger to trouble with the occupied. No matter how gently they may hint that
second conductor, is a mistake clearly attributable to passengers move over, resentment is likely. The pas
the conductor. While a conductor may issue a muti senger who is looking out to regulate the company's
lated transfer to a passenger, the chances usually are business feels sure it is easy for the conductor to see
that when such a transfer is tendered to the second that all of the seats are properly filled and that no pas
conductor, it was the passenger's fault in the way he senger plays the role of car-hog to the inconvenience
took care of the transfer, or rather the way he did of his neighbor.
not take care of it after it was given to him. Com If all our conductors had good carrying voices and
panies have always reasonably required that transfers were never distracted from such a duty, how our
should be used at regularly designated transfer points, patrons would appreciate it if they would always call
so that when passengers get on at the wrong place by the names of streets or stations clearly! As we know,
walking some distance away from the transfer point, that is a feature of service that is not always well done,
maybe to do some errand, another complaint is sure to and so the man looking for trouble has another
arise. grievance.
The responsibility for mistakes in change usually may A passenger may get on a car without knowing where
be divided evenly between the passenger and the con the car is going, and if he finds he is on the wrong car
ductor. There are passengers who are sure they re he will complain with vigor that the signs on the car
ceived short change. Others are sure that the bad coin were not only set wrong in the first place but were
they got was given to them by a conductor, while other changed en route in the second place. Sometimes such
passengers object strenuously if they do not receive a mistake is made by a conductor, but more often the
 AUGUST 14, 1915] ELECTRIC RAILWAY JOURNAL 265

passenger has only himself to blame for not making In the early days of street railways, patrons were not
sure that he was getting on the proper car. captious about the distance between stops, but every
Companies generally take great pains to restore lost street railway to-day is besieged with applications for
articles to their owners, so some passengers take it for new stops. Every passenger seems to feel that he must
granted, when they do not recover their articles, that be carried to his doorstep. He can see no fairness in
they have been taken by the conductor. A man is sure the idea that regularly opened streets are not sufficient
he left the article on the car and, because he has not stops to take care of the public.
been able to find it, that the conductor must be in pos Some patrons have a cold-air monomania, while
session. How often have well-meaning persons main others are warm-air crazy. What a difficult matter it
tained that such and such a conductor is dishonest is to have cars ventilated and heated to the satisfaction
without any evidence on which to base such a charge! of all ! When one considers the odors clinging to many
Only recently we had a case where a woman was positive passengers, is it any wonder that sometimes, particu
that she had lost a well-filled purse on a car, that the larly in the winter time, the air does not resemble a
conductor was the only man on the car when she fresh rose? Persons with soiled, wet clothing, working
got off and that he had her property. She was a men with the smell of their toil on their garments, as
woman of high character, and her assertion necessarily well as sick persons exuding an unhealthy fragrance,
was taken seriously. We had a careful check made. seriously vitiate the air in any car, no matter how
The conductor stoutly maintained that he was innocent. efficient the ventilating system may be. While we may
Three days elapsed and, to the credit of the woman be be doing the best we can to supply efficient service in
it said, she came to the office and frankly admitted that that respect, nevertheless there are passengers who feel
she had not lost the purse in the car at all but had left that if they could look after the heating and ventilating
it at home on her dressing table. Passengers often of equipment it would be done much better. The pas
think it unjust not to be allowed to reclaim their articles senger who is sure that Car No. 8003 has a flat wheel
from conductors without the articles going through the is numerous, and the one who declares the brake on Car
lost article department, providing they meet the car No. 7008 is particularly and peculiarly noisy, has many
on its return trip and know that the article has been following in his train. Sometimes, by the way, both
found. They do not stop to think that when they get complaints are true.
off they ceased to be passengers and that it is the duty There is just complaint from passengers when they
of the company to have the property go through author see employees in uniform occupying seats to the ex
ized hands, only with the idea of restoring it to its clusion of cash-paying passengers. There are those
proper owner. who feel that they should be permitted to carry their
We all wish to make good transfer connections be dogs or cats a few blocks on cars and that the rule for
tween lines that intersect, but in rush hours it is im bidding it infringes on their rights as free-born Amer
possible to hold cars any considerable time to do so. ican citizens.
When a passenger misses connections because one car Perhaps you will think of other causes for criticism
does not wait for the other, he rarely stops to think and will feel that the above list is incomplete. Perhaps
that a wait of several seconds means delaying a large it is incomplete, but we are inclined to the opinion that
number of other passengers. all matters of criticism will readily classify themselves
Some passengers blame us if they get on wrong cars under one of these headings, if not under the general
either as to route or direction. They do not seem to heading of incivility. So many folks have been insulted,
think it necessary to ask a question or two to humiliated, abused and on most occasions because of
make sure that they are getting on the car they need. trivial errors on our part which might have been avoided.
Others, regardless of the comfort of fellow passengers, With such causes for criticism, what is the best way
open or shut windows in inclement weather to suit their to meet the complaining passenger and iron out the
own convenience, and conductors are held responsible particular wrinkle he brings?
for such lack of consideration. Timid passengers are
positive that cars run too fast and make serious charges Answering Complaints
against trainmen of reckless operation. Trainmen for For a long time we have made a practice of adver
get to throw off bundles of newspapers, and then com tising for complaints in frequent newspaper advertise
plaints come from those for whom such service is ments, and in a card displayed in every car we always
rendered. have a foot line in large type reading as follows:
The failure of motormen to stop cars to take on pas "Complaints and Suggestions Always Receive Prompt,
sengers, to stop exactly on crosswalks, at station plat
Courteous Attention."
forms, or when bell signal is given for the next stop,
opens up other avenues of trouble. Perhaps the car We believe the policy expressed in that line carefully
has a heavy load and cannot take on more passengers; carried out will do more to make good will than can
perhaps the rails are slippery and the car may slide be easily estimated. Furthermore, we do everything
by the crosswalks or the station platform; or perhaps in our power to back up such a promise with faithful
the signal bell, like any mechanical contrivance, has performance and make good in that policy in every
suddenly got out of working order so that the signal practicable way. It has worked and is working to our
bell in the motorman's cab does not ring. The passen great satisfaction.
ger is likely to feel that the motorman has wilfully To carry out such a policy it is necessary to have
inconvenienced him. strong faith in human nature and to entertain the feel
General criticism of service is perennial. Insufficient ing that the average passenger is as responsive to good
service and interrupted service, no matter what the treatment and is as desirous to be fair as we are. In
cause, are sure to bring down a shower of protests. Is the executive offices of a large mercantile establishment
there ever a time when everybody feels that he is get the writer remembers to have seen this motto: "The
ting sufficient service and that conditions are entirely Customer Is Always Right." That is a principle which
satisfactory? Sometimes we are inclined to question can certainly be applied by transportation companies to
whether that happy condition can be realized, and in the hundreds of minor complaints. Of course, such a
our pessimistic moments we feel that nothing we are principle would be disastrous if followed in the claim
doing is being done properly. department, but in the present article we are discuss-
 266 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

TWIN CITY LINES—Cash Fares and Transfers been any more aggravating than the delay a passenger
Please try to provide yourself with small change—a dollar experiences if he puts in a complaint as to some in
or under—with which to pay your fare. It is physically justice which he thinks has not received the attention it
impossible for conductors to carry enough silver conveniently
to break many bills or gold coins. Conductors are frequently deserves. Delayed apologies never do the same good
obliged, when large bills or coins are offered, to give passen that apologies do directly after the trouble. That's
gers small and bulky change, often to the annoyance of the
recipient. If the passenger will exercise a little forethought, human nature. Making apologies in a straightforward
not only to see that he has money for his fare, but that it
Is not of large denomination, he will escape change annoy way does anybody good.
ances. We are all striving for the good will of our patrons.
Aak for and see that you receive your transfer when you
pay your fare. While the conductor is supposed to offer a It is our sincere intention to give our patrons the very
transfer to the passenger when he collects the fare, there is
also a responsibility resting upon the passenger to see that best possible service under all circumstances, and we
he gets his transfer. Conductors are permitted to issue trans want the friendly support of the people who give us
fers only at the time of receiving fare. This is the convenient
system used in all large cities and it is designed particularly their nickels every day. Perhaps some patrons bring
for the benefit of patrons. It disposes of the entire fare us complaints that are amusing or unfair, but neverthe
transaction at the one time. Remember to get your transfer !
Be sure to tell the conductor to what line you desire to less the executive who receives the complaints, whether
transfer, so that he may punch your transfer correctly. Al
ways bear this in mind, and you will be better served. from the person direct, by letter or by telephone, should
Do you know the general conditions under which transfers exercise good humor, kindness and sympathy to the
are issued? Have you ever read the few paragraphs on the
back of a transfer, stating the general privileges extended complainant in such a way as to mollify him. Take his
by the Company to you?
We reprint here the information borne on the back of our point of view. Never become embittered and never
transfers. It is easily understood. If any of these conditions resent hotly any charges made. There is not one occa
are not quite clear to you, we will be pleased to make them
so on request, and will gladly furnish any other transfer sion in ten thousand when we can afford to lose our
information you desire.
In all cases of dispute regarding cash fares or transfers, tempers, although undoubtedly we all fall short of that
passengers are requested to pay conductor's claim and report standard. Losing tempers has done much to cause hos
the facts for prompt adjustment. Patrons will appreciate
that conductors are governed by rules which they are not tility to "big business." There's nothing gained by
authorized to change. Necessarily they must be guided by
rather rigid rules in such matters. A passenger can depend riding a high horse.
upon it that we will always make right any overcharge or Long-winded arguments over trivial points do not
adjust any fare troubles he has had. Compliance with this
suggestion of bringing all such matters to our attention, convince, they only irritate and annoy, and after such
without controversy with the conductor, will save you an
noyance. an argument the patron, who may have become angry,
leaves with hatred rankling in his breast, whereas with
ADVERTISEMENT USED BY TWIN CITY LINES tactful treatment he might have left with the kindliest
feelings toward the company. It is not always possible
to win over everybody, and we all regret when a patron
ing the average complaint, which has no farther-reach comes in wrought up over some trifling matter and it
ing effect than that it may continue to irritate the is impossible to iron out his wrinkle, try as hard as we
passenger who has had the experience in such a way may. To the credit of human nature we believe that
that he will tell his story to many persons and harbor such cases are exceptional. The average case can be
a grudge against the company. In the aggregate such handled in the manner suggested and an enemy turned
grudges work serious detriment. into a friend, with the resulting corollary of a liability
Lincoln contended that yielding larger things to being turned into an asset. We believe that the average
which one could show no more than equal right, and kicker can be turned into a staunch supporter if he sees
yielding lesser ones though clearly one's own, was the that our disposition is to treat him fairly. Ignorance
best way to avoid a quarrel, and our experience would of conditions is the reason why many find fault. If
lead us to believe that making all reasonable concessions you can explain to him, talk or write to him, you will
to patrons not only irons out the wrinkles but is the best find the average passenger disposed to be fair and
way to make friends. reasonable.
Take the matter of making change. A passenger The average suggestion for the improvement of serv
claims that the conductor said that he received only a ice received from patrons may be impracticable, but
nickel, whereas the passenger says he gave him a quar once in a while we have received a good suggestion, and
ter. The old-time method of handling a complaint of its adoption has meant a step forward in serving the
that kind was to take the matter up first with the con
ductor and let the passenger wait a while. The con
ductor, of course, says he was right. After great delay TWIN CITY LINES—General Suggestions
perhaps the matter was settled as the passenger de Many patrons, desiring to assist us in giving good service
and for the comfort of all, have suggested that we remind
sired, but with no thanks on his part. Why would it passengers to help abate the following nuisances, some of
which are against health :
not have been better to have accepted the passenger's Do not bring dead or smoldering cigars into a Car.
word at the outset and handed him back 20 cents at Do not spit in any part of a Car. The law forbids this
practice, and in the interest of health, comfort and cleanli
once, or whatever was the disputed amount of money, ness you are asked to comply with this sanitary regulation.
usually not large? We have settled hundreds and hun Do not deposit nutshells, fruit skins, papers or other litter
in any part of the Car.
dreds of cases of this kind, and it has been our experi We desire to keep our Cars in a clean and sanitary condi
tion and we are employing every means to do so. To
ence that the amount of money in dispute would not achieve this result we must have the co-operation of passen
average over 35 cents in each case. We never had a gers.
Be sure that you get on the right Car. Sometimes a pas
"repeater," despite the possible charge that we were senger will get on a Short Line Car, taking it for granted
that he is getting on a Long Line Car, and then later finds,
easy and could be worked, all of which shows the hon to his inconvenience, that he is not being carried to his des
esty of the average passenger. Every time we have tination. It is always best to be sure that the Car you are
boarding Is the one you need. Look at the signs the Car
settled we have pleased the passenger. Scores of appre carries.
Do not occupy more than one seat. If a passenger will
ciative letters have come to us after such incidents. extend the courtesy of "moving over" for others, he will
A passenger claims that he himself, his wife, or some find other passengers more disposed to extend a like courtesy
to him. We are sure that a little consideration also extended
member of his family received discourteous treatment to the conductor will inspire him to a much higher quality
of service.
at the hands of a conductor. Why not admit to the Some writer has wisely said : "There is no place in which
passenger that the conductor was wrong and that he the Golden Rule can be so effectually employed or will pay
such large dividends, both as to one's relations with the Car
will be checked at once, even though results may show, employees and fellow passengers, as on a modern Street Car."
when the matter is investigated, that the conductor was
not entirely to blame? The law's delays have never ADVERTISEMENT USED BY TWIN CITY LINES
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 267

On July 12, 1915, 2927 members were enrolled for

TWIN CITY LINKS—Strbet Car Delays the International Congress, the membership of the five
Delays to Minneapolis Street Car Service on Thursday, participating societies being represented as follows:
April
An 15, were as broken
follows :down on the track at Laurel Ave. American Society of Civil Engineers, 780, or 10.1 per
automobile
and Ash St., held the Bryn Mawr line at that point 66 min cent; American Society of Mechanical Engineers, 454,
utes
Thefrom 9:35 a.m.
Snelling-Minnehaha line was held 20 minutes from or 7.4 per cent; American Institute of Electrical Engi
2 :15 p.m. by a fire at Bates Ave. and 7th St., St. Paul. neers, 393, or 5.1 per cent; American Institute of Min
On account of trolley wire being torn down at Virginia and
Como Aves., St. Paul, by a grading machine, the Corao- ing Engineers, 320, or 6.4 per cent; Society of Naval
Harriet line was delayed 17 minutes. This gap in the service Architects & Marine Engineers, 69, or 8.3 per cent.
reached Central Ave. and 4th St. S.E. at 2:41 p.m. from
which point the station filled in for the delayed cars. The foreign membership is 27 per cent of the total en
As the result of sand and water on the track at Como and
Bedford Aves., St Paul, the Como-Harriet line was held at rollment. California leads the States with 466 mem
that point 32 minutes from 5 :25 p.m. bers, New York comes next with 446, Pennsylvania has
Complaints and Suggestions Always Receive Prompt,
Courteous Attention. 176, Illinois 111, and Massachusetts 88. Among the
A. W. Warnock, General Passenger Agent.
Telephones—Main 4580—Center 3134. foreign enrollments are: Canada, 106; Great Britain,
91; Germany, 59; France, 58; Japan, 54; Australia, 41,
and Brazil, 40. Official delegates have been appointed
ADVERTISEMENT USED BY TWIN CITY LINES by Switzerland, China and the Royal Institute of Engi
neers of the Netherlands.
public. We acknowledge with gratitude having received On July 12, 1915, 192 papers had been received, dis
many good ideas from patrons in answer to the invita tributed as follows:
tion we extend to send in suggestions as well as com
plaints. Of course, we have received hundreds of half- Vol. 1 20 Vol. 7 9
baked, amusing ideas, but given in such evident good Vol. 2 21 Vol. 8 11
Vol. 3 16 Vol. 9 27
faith that the smile was repressed. Perhaps the blue Vol. 4 19 Vol. 10 22
Vol. 5 IS Vol.11 7
ribbon suggestion of this class was given to us recently Vol. 6 22
by a very tall, thin gentleman wearing bushy side
whiskers and wearing his hair brushed back, as George Mr. Brownell Continues Popular Safety
Ade said, "like a sea lion." He wanted to sell hot
coffee, sandwiches and "sinkers" from a little counter Lectures
to be installed on the rear platform of each car. He An account of the safety educational work of H. L.
said that such a quick lunch service would make us very Brownell, safety inspector Chicago Surface Lines, by
popular with those who had hurried off without their means of moving picture lectures in parks and schools,
meals and would be a boon to husbands whose wives were was contained in the Electric Railway Journal of
away on vacations. He also pointed out that it would April 17, 1915. Evidence that this safety work, which
be rather sociable to see a carload of passengers munch Mr. Brownell has conducted regularly for the third
ing sandwiches and drinking hot coffee together ! summer in the Chicago parks, cannot be classed as
In the past year we have printed many newspaper
advertisements with the idea of taking patrons into our
confidence and of asking their co-operation to reduce
the little frictions between them and our conductors.
The gist of some of these advertisements, with the text
as printed in the papers, is given herewith. Perhaps
they may be suggestive to Journal readers.
"Safety First" is good, but "Safety and Courtesy
First" is better, and we believe that is the general
watchword all along the line in electric railway circles
to-day. We all want our trainmen to live up to our
highest ideals as to proper treatment of passengers.
No matter how hard these men may try to perform
their duties efficiently, there is bound to be a crop of
dissatisfied passengers. Our work is to get after the
dissatisfied passengers, no matter whether they are
right or wrong, try to get their point of view, try to AUDIENCE AT A SAFETY LECTURE IN LINCOLN PARK,
straighten out their difficulties, and do everything rea CHICAGO
sonable to show them that we want to serve them well.
It is the best and most sensible policy to pursue in being merely of the spasmodic "brass band" variety is
building up a good feeling in the community which we well shown by the accompanying flashlight photograph
serve. of part of an audience of 10,000 persons who gathered
to hear him. The photograph was taken from the
Engineering Congresses at San Francisco marble grandstand in Lincoln Park.
In connection with his safety work Mr. Brownell has
More Than A Quarter of the Enrollment for the Inter recently issued a pamphlet entitled, "Safety for You
national Engineering Congress Is Foreign and I," which contains a series of safety instructions,
The ten days from Sept. 16 to Sept. 25 will be devoted divided into three parts ; instructions for small chil
to engineering congresses in San Francisco. The largest dren, instructions for older children and those for
four engineering societies will hold separate conven grown-ups.
tions on Sept. 16 and 17, the A. S. C. E. at the St.
Francis Hotel, the A. S. M. E. at the Native Sons' Hall, In a recruiting campaign inaugurated in Toronto dur
the A. I. M. E. at the Hotel Bellevue and the A. I. E. E. ing July one of the Toronto Railway cars was utilized.
at the Civic Center Auditorium. Sept. 18 and 19 will It was decorated with bunting, and bore a destination
be given up to excursions and Sept. 20-25 to the Inter sign of Berlin and signs of various sorts to induce men
national Engineering Congress. to enlist.
 268 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

Scientific Coasting at Oakland

Even with Faster Schedules, Coasting Has Increased from an Average of 15 Per Cent to 34 Per Cent and Energy
Consumption Has Decreased Materially

During the early part of the year 1913, the San averaged 22.4 lb. wear per 1000 miles; whereas four
Francisco-Oakland Terminal Railways installed for cars of the same type and in the same service, but
trial use ten Rico coasting recorders, enough to equip equipped with coasting recorders, averaged only 13.5
completely all cars on its West Eighth Street line at lb. wear per 1000 miles between June 11 and June 22,
Oakland. 1913—a saving of 39.7 per cent. The money value of
For seven weeks before the trial, weekly records the brakeshoe saving was estimated at 3 cents per
were made of total kilowatt-hours, of kilowatt-hours pound, which for 65 per cent wear of the shoes worked
due to propulsion alone (average lighting hours out at a saving of $5,256 a year on the basis of 35,000
and number of heating units being known), total car- car-miles or 480 lb. shoe wear per day.
miles, total car-miles of coasting clock cars alone and As the result of these tests on the West Eighth
total passengers. Similar records were made weekly Street line, the company placed an order for 350 coast
during the four-weeks' test period, from May 24 to ing recorders, enough to cover all the city and high
June 21, and for four weeks following the test period. speed suburban lines. All cars were so equipped by
The three sets of observations gave these significant May 31, 1914.
results: Before the recorders were installed the energy
consumption per car-mile averaged 3.31 kw.-hr., or 174 Records and Follow-up Work
watt-hours per ton-mile, and coasting was but 7.84 per All records are in the hands of the efficiency depart
cent, although it may be added that the coasting aver ment, which was organized originally as the coasting
age for the system as a whole was about 15 per cent. department when the clocks were installed; however,
With the inauguration of the coasting clocks and in since November, 1914, the department has borne its
struction service on the cars the percentage of coast present title. Its work, which is under the direction of
ing rose to 27.60 per cent, and for the week ending the U. S. Sliter, now embraces also traffic counts and
test the coasting was 41.70 per cent. The result is analyses (including jitneys), transfer checking, cost of
reflected in the averages of 35.34 per cent coasting, 2.5 operating specific services and accident analyses.
kw.-hr. per car-mile and 131 watt-hours per ton-mile The coasting tape records as taken from the clock
shown in the accompanying graph, the whole mean show in order the number of the car, which is also that
ing a saving of 24.5 per cent in energy. of the clock ; the coasting minutes record, and the num
The need for the continued use of recorders and a ber of the motorman, an "E" being added to indicate an
regular follow-up system was quickly demonstrated in extra. In adding coasting time, a horizontal line is
the period after the coasting recorders had been re drawn across the tape for every hour, the number of
moved. During these four weeks the energy require coasting minutes being written in the hour space
ments rose from 118 watt-hours per ton-mile to 157 formed by the horizontal lines. This is done for con
watt-hours, so that for the last week of the period the venience in making additions at the office of the effi
energy saving over the original conditions was but 9.3 ciency department. The envelope for holding the tape
per cent. differs from others in not bearing time-clock stamps.
Appreciable savings in brakeshoe wear were also Instead the envelope carries the detail story of each run,
made on the same line. Thus between April 13 and including not only time on and off but also a record of
May 6, 1913, before the use of coasting clocks, five cars all layovers and delays. Any delays exceeding three

OAKLAND COASTING—MAIN ROOM OF EFFICIENCY DEPARTMENT, SHOWING ADDING MACHINES AND OTHER EQUIPMENT ;
LOCATION OF RECORDER OVER BULKHEAD OF CAR
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 269
Table I—San Francisco-Oakland Terminal Railwatb—Summary Shkkt of Test
Before Test Period

a
Feb. 22...
March 1..
March S..
March 15..
March 22..
March 29..
Aprils 15, 090
Total and
101,906 98,337.53 31,465.04 29,672.95 389,724 3.31 174 7.84
Teat Period
May 24. 3,660 3,541.80 1,393.70 1,314.32 17,135 2.6!) 141 27.60 18.7
May 31 . 12,350 11,297.00 4,687.90 4,222.90 59,417 2.68 140 27.30 19.0
June 7. . 11,910 11,508.00 4,687.90 4,410.86 56,996 2 111 137 33.80 21.1
June 14. 11,040 10,683.60 4,687.90 4,420.90 58,760 2.42 127 39.30 26.7
June 21. 10,260 9,898.20 4,687.90 4,420.90 57,969 2 24 118 41.70 32.3
Total and
average... 49,220 46,929.60 20,145.30 18,789.68 250,277 2.50 131 35.34 24.5 Coasting In <
After Teat Period—Recorders Removed Ave. 7.84
June 28 . . 12,840 12,478.20 4,687.90 4.420.90 56,168 2.82 148 14. S
July 5... 13,060 12,698.20 4,687.90 4,420.90 58,505 2 S7 151 13.3
July 12 13,150 12,795.20 4,590.16 4,328.73 55,023 2 95 155 HI ii
uly 19 13,350 12,995 20 4,590.16 4,328.73 57,913 3.00 157 9.3 8avlng In %
Before Ten >• After Teit >
minutes are taken into account in calculating the per 3.42 3.15 Clocks Removed
centage of coasting minutes. 3.21 3.28T • I 3.26 3.24 3.31 Ave Before Ta«t 3.81K.W.H.pcr CM.
The records as taken from the coasting recorders are
turned in daily to the district and division superin
tendents for inspection and they in turn forward them
to the efficiency department. Coasting percentages are
then computed by means of Burroughs listing and non- ITO 131
listing machines and a comptometer. These calculations 171 171 | [ 170 170 1-^-
Watl.Hr. per Ton iitlv. 155 167
are first made on a semi-monthly basis, line for line,
but divided according to regulars and extras. These
semi-monthly lists are posted conspicuously at the dis
trict and division headquarters concerned. Monthly
lists are made up to show what percentage of men are June 22 July It) ;J
making certain coasting records. These lists also show - Feb.13 Anr.5
the record of the preceding month. Other monthly rec
ords are worked up into graphs which compare the OAKLAND COASTING GRAPH DERIVED FROM COASTING
northern, eastern, central and western districts of the TESTS AS DETAILED IN LOG SHEET
traction division, also the Key division, according to
their coasting averages and according to the average been thoroughly educated to the meaning of efficient
coasting on the system as a whole. Another set of coasting. Should a man prove incorrigible after re
graphs shows the coasting percentages and the average peated instruction, but be satisfactory otherwise, he is
number of passengers carried per diem plotted against disciplined by being placed on the extra list or treated
watt-hours per ton-mile and kilowatt-hours per car- as a recruit motorman. Naturally an experienced
mile. motorman does not care to be seen in the role of a
Men whose coasting records are low are placed in the student who has to learn his lessons all over again.
charge of a coasting instructor, who devotes an entire So far it has not been necessary to discharge one man
day to the delinquent. If necessary the treatment is because of poor coasting alone.
repeated two or three times. On these occasions the The progressive improvement in coasting is shown
motorman and conductor check the instructor to see that not only by the figures quoted, but by the fact that
he is making all the time points correctly. The very some 400 motormen are kept up to high coasting pitch
next day the motorman is likely to do just as well as with the aid of but one instructor. At first two coast
the instructor, and if he fails to keep this up it is ing teachers were constantly engaged.
evident that his backsliding is due to the fact that he A large number of men had the impression that the
is paying less attention to the refinements of operation. best coasting records were to be obtained by allowing
Generally speaking, about 90 per cent of the men have the car speed to die down and then jerking the controller
handle over for a short spurt and so on repeatedly- Of
Tabu II—San Francisco-Oakland Terminal Railways—Brakishor. Wear Test course, this mode of operation is disagreeable to pas
Without Coasting Clocks sengers, and it does not produce the best coasting rec
Pounds Miles per Pounds
Car Pounds Pounds Wom Pound Wear ords. The men are taught that the best results are
Number Applied Date Removed Date from Mileage Wear per 1000
Shoe Miles Tabli III—San Francisco-Oakland Terminal Railways—Classification of Coasting
354 ISO 4-13-13 112 5 5-6-13 67.5 3,595 53.2 18.42 Skill of Motormen
3W 207 4-13-13 149 0 5-6-13 58 0 3,087 53 2 18.42 Per Cent Motormen
403 180 4-13-13 135.0 .5-6-13 45.0 1,576 35 0 28.55 on Traction Division
405 ISO 4-13-13 128 0 5-6-13 52 II 2,263 43 5 22.98 Per Cent of Motormen on
410 180 4-13-13 100 5 5-6-13 79.S 2.966 37.5 26.65 Period Period
Coasting
927 625 0 302.0 13.487 44.6 22.40 Percent Central Western Korthem Eastern Ending Ending
age District District District District May 31 June 15
With Coasting Clocks 20 to 25 2.3 4.0 0.0 20 4.11 2.41
351 ISO 6-13-13 167.0 6-22-13 13 0 1.077 82 S 12 06 25 to 30 23.4 20.2 6.8 5.1 22.60 17.10
.352 180 6-14-13 171 5 6-22-13 s5 508 59 7 16 73 30 to 35 43 II 38.4 43.2 31 .3 36.76 39.04
354 ISO 6-11-13 160 5 6-22-13 l!i 5 1,336 lis 5 14.58 35 to 40 21.0 26.3 31 S 31.3 23.97 25.44
355 ISO 6-12-13 167 0 6-22-13 13 0 1,074 82 6 12 10 40 to 45 7.0 8 1 13 7 is 2 9.13 9.87
45 to 50 33 70 4.5 g i 2.74 5.48
Total .. 720 666.0 54.0 3,995 74 0 13.50 50 or Over 0.0 0.0 00 30 0 89 0.66
 270 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

secured by accelerating and braking to maintain a uni gave some of the men the impression that they would
form rate of speed and by anticipating stops so that the have to do less coasting. The result of this wrong im
car will do part of the braking. pression appears clearly in the graph showing the rec
Hitherto the low and high-coasting men have met ord of the Key division. In this case energy consump
separately to discuss their records, but now joint meet tion went up from 3.25 kw.-hr. to 3.65 kw.-hr. per car-
ings are held. A number of the high men have freely mile as the coasting went down from 42.8 per cent to
undertaken to show others how they obtain their rec 37 per cent between September, 1914, and January, 1915.
ords. The degree of coasting still shown by the men is To correct this condition a special coasting campaign
presented in the accompanying classification by per was inaugurated and the instructor found that even with
centages. 40 per cent coasting the schedule could readily be main
Coasting Bogies tained. The coasting on the Key division now averages
Reference has already been made to the subdivision 40 per cent or better.
In making coasting tests on the Key division, the in
of coasting records by lines and classes of men. To
afford a still fairer basis of comparison, the coasting in structor operated one-half of his time during the rush
structor began about April 1, 1915, to work up a bogie period. All delays incidental to operation were included
in running time. A statement showing the result of
or standard for each line instead of determining stand
ards from the work of all men. In one instance the these tests under date of May 17, 1915, gave the follow
visit of the instructor on a certain line to make this de ing standards- for these lines :
termination spurred on the local motormen to improve Line Per Cent Line Per Cent
their average coasting 5 per cent. This improvement Berkeley 34.40 Twelfth Street 51.98
Piedmont 36.27 Claremont 40.39
was made within the two weeks that the instructor was Twenty-second Street. ... 36.33 Northbrae 44.50
making the tests. Average 40.07
Should a time-table be changed, the instructor rides Although the company has maintained careful analy
all over the line again to establish a new standard if ses of accidents by divisions, it did not begin until
that appears necessary. However, the fact that there recently to check against the coasting records those
is often room for a little more efficiency appears from accidents, like collisions and thrown passengers, which
individual cases of time-table change. For example, might be promoted by a too eager desire to coast. As
when the running time between Oakland and Berkeley yet there is no evidence to show that increased coasting
was cut from thirty-five minutes to thirty minutes, the has added to the number of accidents. It has been ob
coasting percentage showed a decrease until the in served, however, that following the semi-annual selec
structor demonstrated that it was still possible to main tion of runs, accidents tend to go up until the men who
tain the same ratio. have changed are accustomed to new conditions.
For certain reasons on another occasion the most
rigid adherence to schedules was desired and this fact Maintenance Records
Clock troubles are recorded on a defect sheet similar
to that shown on page 1200 of the June 26 issue. This
sheet was devised by the Railway Improvement Com
pany. During the first four months of 1915 the fail
ures of clock mechanisms were respectively 30, 28, 31,
and 20. Failures of printing mechanisms were 30, 23,
22 and 19, and other failures were 24, 27, 33 and 28.
The average number of troubles per car per month
were 0.248, 0.231, 0.254 and 0.198. One of the earlier

July Aug. , Oct. 1 Sot. Dec. .1 on. Feb. Mar. Apr. 1 May •luui
42*
41* \N
40*
\ J!
\ /

37* \ juh\

36* /r\N > a

\
35f T \ V i—
V"
/ ~@< V
W -'./Y J •
.
33* N
{r otfWo
32 \i \\
31*
o0;; \
BUetric adjournal Central *■Ke> •-o-Syatom-<§H
■F,a.siern--o©---Northern- ■-WestLTD.-4
EUctrie R^Jtmrnal
OAKLAND COASTING—THREE-DAY TEST SHOWING RESULT OAKLAND COASTING—COMPARATIVE COASTING RECORD
IN ENERGY CONSUMPTION OF HIGH COASTING AS GRAPHS OF VARIOUS DISTRICTS OF THE TRACTION
COMPARED WITH LOW COASTING PERCENTAGE DIVISION AND OF THE KEY DIVISION
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 271

36* J 230000
35 f Q S20000
J■ 8i 2.70 -g 34* =
i 140 o 2.«» ° 33* « :>oooco
= 130 "LSO 32* 3.70
h m
~ 130 g 2.40 I 31* £ 180000 3.00
£ 110 « 3.30 O 30* S 1711000 I v
Watt Hri.p«r Tod Mile —Coasting Per Cent o 3 130 3.50
K.W.H. per Our Mile -Arg.No.Paaa.Carried per Day o 120 5 3.«0
OAKLAND COASTING—RECORD OF TRACTION DIVISION WITH g.m 110 o•- 3.30 °o 30* |d 30000
= li'O 3.20
RELATION BETWEEN COASTING AND ENERGY o3 n -2 •*
CONSUMPTION 3.10 " 34,; - 37000
«£ »o a 3.00 »s a i -■► 36000
Ooaiting Per Cent <
Wait Hrt per Ton Mile
sources of trouble was in the piston and contact plates. -ATg.2Jo.Paii.Carried per Day
K.W.H. per Car Mile -
This has been overcome largely by substituting grease Elte'.rte Ky.Jountal
for oil in the motorman's valve. Formerly, the oil OAKLAND COASTING—RECORD OF KEY DIVISION WITH
from this valve would be blown through the air pipe RELATION BETWEEN COASTING AND ENERGY
into the relay box, thus causing poor contact in the CONSUMPTION
armature. Another trouble, that of dirty mechanism
causing slow clocks, was due to the entrance of dust "Figuring the cost of the power at 1 Vs cents per kilo
into the clocks by way of the paper chute. However, watt-hour we find that the man with the low-coasting
this is not allowed to interfere with operation to any record costs $1.29 more for power on a run of nine hours
appreciable extent. Clocks reported slow are checked and twenty minutes, making an average of 116 miles per
during a trial coasting period by means of a stop watch. day, than the man with the high-coasting record. The
average power consumed by the low man was 5.26
Checking with Watt-Hour Meters kw.-hr. per mile. The average power consumed by the
One feature in the education of the trainmen was the high-cdasting-record man was 4.25 kw.-hr. per mile.
publication of the results of a three-day test when a "This shows that the high-coasting man operates his
low-coasting and a high-coasting motorman were car under practically the same conditions as the low-
checked by means of watt-hour meters. This test coasting man with 0.991 kw.-hr. less per mile, or a
demonstrated conclusively that the man who did the little over 1 cent less per mile.
most coasting was using the least energy, and that low "Employees who read this bulletin and give a few
coasters consume power to the value of $1 to $2 a day seconds' thought will readily understand why this com
more than high coasters, even when energy is figured pany is anxious to increase the coasting records of the
at but lVs cents per kilowatt-hour. The test, its re low men. The low men are consuming too much power
sults, and its purpose were placed before the trainmen and costing all the way from $1 to $2 per run more
in the following circular posted Nov. 11, 1914: for power than the high-coasting men.
"To All Concerned: "Your hearty co-operation is earnestly solicited. Men
"In order to determine the exact amount of power whose records are low are requested to give their full
consumed by a motorman with a low-coasting record time and attention—concentrating their minds on the
as compared with a man with a high-coasting record, operation of their cars and increase their records.
we have caused a test to be made for a period of three (Signed) "J. P. Potter,
days on the northern district. We have taken the same Superintendent of Transportation."
car, same run, which has made practically the same The result of the test described is also embodied in
number of miles and handled the same number of people. the graph reproduced on the opposite page.
"We are posting these figures in order that the em
ployees may study the results and be convinced beyond Conclusion
a question of doubt that the cost of power consumed in The company, in viewing the advantages of its car
operating a car depends entirely upon the coasting rec recorders, naturally is gratified at the savings obtained.
ord made, showing a three-days' test on Run No. 17, But it is still more gratified by the fact that the proper
Richmond line, with a coasting record of 29.1 per cent. use of such devices produces better men. From an at
Coasting titude of skepticism, the men have been converted to
Percent Kw.-hr. Passengers Miles C:ish see iH the recorder a device which makes their work
First day 29.0 61S 598 116.16 $33.40
Second day 2X.7 576 592 116.16 33.15 lighter and more interesting in many ways.
Third day 29.8 639 496 116.16 27.80
Total 87.5 1830 1686 348.48 $94.35
Average 29.1 610 562 116.16 31.45 Jovian Convention in Chicago
"Showing a three-days' test on Run No. 17, Richmond The thirteenth annual convention of the Jovian Order
line, with a record of 42.9 per cent. will be held at the Hotel Sherman, Chicago, 111., Oct. 13,
Coasting 14 and 15. The program outlined includes a reception
Per Cent Kw.-hr. Passengers Miles Cash and dance on the evening of Oct. 12. On Oct. 13 there
First day 44.3 429 589 116.16 $33.85 will be a business session in the morning, luncheon as
Second day 36.4 469 472 116.16 26.95
Third day 47.9 588 509 116.16 30.10 guests of business associations of Chicago, an outing
Total 128.6 1486 1560 348.48 $90.90 trip in the afternoon and an elaborate pageant and en
Average 42.9 495 526 116.16 30.30 tertainment in the evening. On Oct. 14 there will be
"You will note that the man coasting 42.9 per cent a business session in the morning, degree team com
of the time only consumes an average of 495 kw.-hr. as petition in the afternoon and the annual rejuvenation in
compared with the man coasting 29.1 per cent, con the evening. On Oct. 15 there will be a business session
suming an average of 610 kw.-hr., making a difference in the morning, closing session and election of four
of 115 kw.-hr. in favor of the man with the high-coast teenth congress in the afternoon and banquet in the
ing record. evening.
 272 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

Car Service Inspection in Seattle

Methods Followed by the Department of Public Utilities in Checking Car Loading and Blanks Used for
Recording Data Are Described

BY J. W. MC CLOY, CAR SERVICE INSPECTOR DEPARTMENT OF PUBLIC UTILITIES, SEATTLE, WASH.

Practically all of the street railway franchise ordi the hours of heaviest travel and extending over a period
nances granted in Seattle contain the clause providing of several months. In this manner data were secured
that cars shall be run over the various lines at such from which it was possible to determine with a fair
reasonable intervals between 6 a. m. and 12 o'clock degree of accuracy the average number of passengers
midnight as the City Council may from time to time carried into and out of the downtown delivery district
prescribe by ordinance. This, apparently, put within on each line and group of lines during the so-called
easy grasp of the Council the matter 'of adjusting rush hours. The department was then in a position to
street railway schedules to suit the public convenience, determine the characteristics of travel of the various
but in practice the authority so conferred was found lines and to make a critical analysis of the service.
difficult of enforcement from the fact that the Council The evening rush-hour period was interpreted to
had no adequate means at its disposal of determining include that interval between 5 p. m. and 6.30 p. m.
just what a reasonable service would be. Furthermore, when the cars of the various lines were passing the
the obvious impossibility of a legislative body like a points of maximum load on the way out of the down
city council successfully attempting to assume so purely town delivery district; the morning rush period varied
a managerial function as schedule making will be readily considerably according to the class of patronage served,
appreciated by those familiar with the constantly fluctu and different classifications were made to suit the
ating demands of street railway service in a large city. varying characteristics of the different lines.
From time to time numerous and frequent complaints It was early decided to make no attempt to limit
were made of the service, general and in particular, individual car loads but simply to prescribe a certain
and although no serious attempts were ever made by standard of service which would extend over the entire
the Council to assert its prerogative it was evident rush-hour period. Analysis of the service checks had
that some means of exercising the city's regulatory shown that of the total number of passengers carried
functions must be devised. past the points of maximum load during the evening
In April, 1908, the responsibility for the enforcement rush-hour period the number obliged to stand ranged
of franchise obligations was more clearly defined in an all the way from 10 per cent on certain lines to as high
amendment to the city charter authorizing the appoint as 45 per cent on others, with a number of routes on
ment by the mayor of a superintendent of public which the total number of seats furnished actually out
utilities, and in perfecting the organization of the numbered the passengers carried. After careful con
department thus created provision was made for the sideration it was finally decided to fix the allowable
appointment of an inspector of car service. overload at 25 per cent, in other words, to require a
The Alaska-Yukon-Pacific Exposition was held in service which would supply sufficient cars on all of the
Seattle during the summer of 1909, and realizing that most heavily traveled lines to provide seats for at least
abnormal travel conditions would be the rule during 75 per cent of the total number of passengers which
this event, the department confined its activities to would, under normal conditions, be carried past the
service and equipment inspection of a general nature, points of maximum load. The inability to provide such
and it was not until early in the following year that a service on a certain few lines owing to physical con
the problem of determining a standard of reasonable ditions, such as grades, insufficient trackage, etc., was
car service was seriously taken up. At the very outset recognized, but in all its general particulars this idea
a difficulty in the shape of an almost total lack of prece has been followed ever since and, while refusing
dent presented itself. As far as could be learned there officially to recognize this principle as a standard, the
were no American cities where a definite standard of largest of the local operating companies has tacitly
loading was prescribed or followed, and it was not agreed to accept the figures of the Department of Public
thought advisable, in view of the excessive overcrowd Utilities and to increase its service whenever it can
ing which had characterized the travel on certain of conclusively be shown that a maximum overload in
the local lines and which had come to be looked upon excess of 25 per cent consistently exists.
as part of the regular order of things in all large How closely this standard of service has been ob
American cities, to attempt to insist upon the stand served can be gaged by the fact that prior to the
ards of the municipally-owned European tramway sys December, 1914, holiday season the principal electric
tems. There arose the doubt as to what constituted car lines of Seattle were on the average week-day
excessive overcrowding, where the line was to be drawn evening between 5 p. m. and 6.30 p. m. hauling out of
between good service and bad, what the traveling public the downtown business district an average total of
had the right to expect, and what the limit of good about 27,500 passengers, of whom 20,635, or just a
service was which would still permit the operating com fraction more than 75 per cent, secured seats.
panies to make a reasonable return upon their invest The jitney invasion reached Seattle about the middle
ments. Such data as could be gathered from reports on of December, 1914, and within six weeks had assumed
traffic conditions in Eastern cities were of little value such proportions as to reduce the street car travel by
from the fact that the standard of loading was usually nearly 20 per cent, thus upsetting for the time being
found to be higher than was deemed desirable to estab all of our carefully prepared statistics. In the face
lish in Seattle. of this decrease in business the operating companies
Consequently it devolved upon the Department of have continued to run practically the same service as
Public Utilities to pioneer in the field of traffic regula before with the result that the percentage of passengers
tion, and as a preliminary thereto an extended series obliged to stand has been very materially reduced on
of passenger checks was taken, covering particularly all lines. Within the last few weeks, however, condi
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 273

tions from a street railway standpoint have improved,

and there is every evidence that within a short time CITY OF SEATTLE
the jitney bus, owing to regulative legislation and the Department or Public Utilities
pressure of the economic law, will have ceased to cut Car Service
much of a figure in the local field of urban trans Date, June 22nd, 1914.
Route, Westlake Avenue Lines. Weather, Pleasant.
portation. Taken at Westlake Avenue & Stone Way By Hadeen.
As a general rule in securing traffic data all lines
passing the point of maximum load are checked simul Out Load
Car Route bound Intcrva
taneously, an actual count, in so far as it is possible,
being made of the passengers. This is a practice which
comes easily with experience, as the checkers are fa 547 Fremont-Ballard 4:37
592 Meridian Avenue I 4: 38
miliar with the seating capacity of the cars and have 525 Phinney Avenue I 4: 39
581 Wallingford Avenue... 4:42
only to count the standing passengers in order to obtain 560 Green Lake 4:43
very accurate results. From these data a report is 571 West Woodland 4:44
:.sr Phinney Avenue 4:45
•made up on a form provided for this purpose showing 599 Meridian Avenue 4:46
540 Fremont-Ballard I 4:47
the car number, time at which it passes the point of 709 ;Green Lake 4:49
observation, the interval between cars, and the number 5.10 Phinney Avenue 4:50
552 Wallingford Avenue... 4:54
of passengers. This is further summarized so as to .',39 Phinney Avenue I 4:56
565 West Woodland 4:57
show the average interval, weather condition, cars in 708X Green Lake 4:58
service, total number of passengers, total number of 597 Meridian Avenue I 5:00
541 Fremont-Ballard 1 5:00
seats and, finally, the percentage of passengers obliged 7111 Green Lake | 5:01
535 Wallingford Avenue . ! 5:02
to stand. Those lines which serve the same contiguous 585 Phinney Avenue , 6:05
territory are grouped in preparing these reports. 707X IGreen lake I 6:06
Portions of a typical form used for recording these 586 Wallingford Aveuue.. 6:26
.'.■111 Fremont-Ballard 6:27
data are shown in the accompanying table. The group 54S West Woodland 6:2H
of lines reported is the Westport Avenue lines, of which 535 Wallingford Avenue . 6:2*
553X Green Lake 6: 29
there are six. After leaving the business district these 589 Meridian Avenue . . 6:3(1
704 Green Lake 6:30
six lines follow the same tracks for about 2 miles to 527 Wallingford Avenue . 6:3(1
the point where check is taken. From that point the 583X Phinney Avenue. . . . 6:32
585 Phinney Avenue . . . 6:33
lines pair off, serving various of Seattle's northern 692 Meridian Avenue . . . 6:34
555 Green Lake 6:36
suburbs. The Union Street Loop, from which the Phin- 541 Fremont-Ballard . . . 6:38
ney Avenue and Green Lake cars, marked (X), are 529 Wallingford Avenue . 0:3*
563 West Woodland !'.: 39
operated, is located about % mile from the depot loop, 542X Phinney Avenue. . . . 6 41
557 Phinney Avenue. . . . 6:42
the downtown terminus of all the lines. It is the inten 7113 Green Lake 6:43
tion to have these Union Street loop cars pull out imme Meridian Avenue . . . 6:11 ID
diately ahead of the through cars as they arrive at
Union Street and pick up all passengers from that SUMMARY 5 P.M. TO 6.45 P.M.
Average
point out. In theory about one-half of the traffic orig Interval Cars in Total Total Per Cent
inates beyond the Union Street loops. The summary in Minutes Service Passengers Seats Standing
Wallingford Avenue. 7H 11 905 672 26
shows how well this theory works out in actual practice. Meridian Avenue 7 12 1093 868 21
Fremont-Ballard 7 14 998 720 28
This method of presenting the traffic count is pre Phinney Avenue 3^ 25 1995 1506 28
ferred to the more generally practiced scheme of using West Woodland 11 7 605 480 20
Green Lake 17 1592 1332 16
a graphic chart for a number of reasons. To begin Fifty-two per cent of the Phinney Avenue cars operated from the depot loop carry
ing 53 per cent of the passengers. Sixty-three per cent of the Green Lake cars operated
with, the numerical statement is considered more con from the depot loop carrying 64 per cent of the passengers. Cars marked thus (X)
vincing and accurate, both in showing the load and the operated from the Union btreet loop.
Servtcb and Equipment Inspector.
interval than any system which involves the use of the
graphic curve. By showing the car number a definite
record is made which is useful in the event of a dispute FORM USED FOR RECORDING CAR LOADING AND SERVICE,
and also establishes the seating capacity. As many as DEPARTMENT OF PUBLIC UTILITIES, SEATTLE
six lines, all operating into the same general territory,
can be shown on one form, and the effect of the travel continue a demand is made for more service. The de
on one line on the travel on another traversing and partment is frequently able to point out that, while more
serving adjacent territory can be noted. Another ad service is needed during certain periods, a slight change
vantage of the typewritten report is that duplicate in the schedule, using the cars to a better advantage,
copies can be made as desired. Duplicates of all traffic will afford the necessary relief without the necessity
counts are furnished to the transportation department of adding more cars.
of the Puget Sound Traction, Light & Power Company, Early in the study of car-service inspection it became
operating the majority of the Seattle lines, and the com apparent that the one thing above all others to be
pany's operating officials will testify to their value in sought for in the operation of the cars was regularity.
assisting in the study of traffic conditions whereon to It was very evident that an irregular headway resulted
establish schedules. in the excessive overcrowding of certain trips, while
Care is taken not to jump at conclusions or to follow others immediately following would scarcely have their
first impressions in recommending improvements in seats filled. It has therefore been the aim of the
the service. Whenever a check shows a certain line Department of Public Utilities to assist by every means
to be overcrowded an endeavor is made to ascertain the possible in securing an uninterrupted operation of the
reason therefor. If the overload is an unusual occur cars. To this end several ordinances have been passed
rence on this line it is usually found that there is some making it a misdemeanor for teamsters or others will
extraordinary condition, not apt to be repeated, which fully or carelessly to interfere with the expeditious op
is responsible. If, however, subsequent checks show eration of the cars. While conditions are still far from
a frequently recurring overload with no apparent cause being entirely satisfactory in this respect, substantial
excepting increase in travel, this line is closely studied progress has been made and better results are looked
for several weeks, and if the overload seems likely to for in the future.
 274 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

Union Traction Safety Magazine All articles are furnished by deparement heads and
employees generally, and every article deals with some
The Author Tells How the Publication of This Magazine phase of the safety movement or welfare work, directly
Has Been of Assistance to the Various Safety or indirectly. Each issue is well illustrated, particular
Committees ■ attention being given to portraits and biographies of
BY E. E. SLICK, CLAIM ADJUSTER UNION TRACTION old and faithful employees and the local safety boards.
The editor being the secretary of the general safety
COMPANY OF INDIANA, ANDERSON, IND. board is in close contact with the work of the local as
Demand for an organ of communication among the well as the general organizations. The magazine is
company's employees to improve esprit de corps and distributed free to all employees through department
encourage enthusiasm in the safety movement was met heads, and the expense of its issuance has been amply
by publishing the Union Traction Company of Indiana's justified by the increased interest in safety and wel
magazine Safety. The first issue of this magazine ap fare work.
peared in April and contained twelve pages, including
the cover. The Union Traction Company has one of the
Handling Troop Trains in Iowa
oldest safety or
ganizations in the
country, having Inter Urban Railway of Des Moines Meets Severe Test in
been organized in Carrying Troops from Their Various Headquarters
May, 1912, and the to the State Encampment
safety magazine is Recently the electrical equipment and the transporta
really an outgrowth tion department of the Inter Urban Railway of Des
of the demand for Moines, Iowa, were put to a severe test when it was
closer relations be called upon to move 3500 Iowa troops over a section of
tween the various its line. The troops arrived in cars containing fifty or
local safety com sixty men, or in trains containing from 200 to 500 men.
mittees. The head The contract to move them from the steam road con
quarters of these nection to the place of encampment was obtained only
committees are es by the transportation department's agreeing to move
tablished at five troops as fast as they arrived. Consequently all trains
terminals on this were special and during the period the troops were
company's lines and being transported regular service, which provides for a
each committee one-hour-and-fifteen-minute schedule, was operated
consists of sixteen without any delays. At the steam road connection con
members. These siderable time was consumed in transferring the men
members are taken and their baggage. The total time required, however,
from all depart to move the 3500 men and their baggage was five hours.
ments of the road The troops were handled in trains of from one to twelve
and serve for a pe cars each and the movement from the connection to the
FRONT COVER OF SAFETY riod of six months. place of encampment was 25 miles.
MAGAZINE Each committee In connection with the handling of these troops it is
holds monthly interesting to note that one train of twelve steam road
meetings, and the chairman and secretary of the local passenger cars arrived at the connection. To eliminate
committees meet with the general board once each transferring, the entire train was delivered to the elec
month. The general board is composed of all depart tric road. One of the company's electric engines was
ment heads, who serve permanently. coupled to this train and moved it over the road and
At the March meeting of the general safety board it up grades averaging about 1 per cent without delaying
was decided that an organ of communication among the regular service. A view of this train and the electric
employees devoted to the subject of safety and other engine is shown in the accompanying illustration. On
matters of common interest was necessary. Accord the return trip at the close of the encampment, the
ingly the claim adjuster, who was secretary of the board, same electric locomotive moved a train of fourteen cars,
was appointed editor, and plans were immediately per and the maximum ascending grade in this direction was
fected so that the first issue of Safety appeared early in 3 per cent. These electric engines are equipped with
April. Interest in the safety movement has been kept four GE-207-D, 110-hp., 600-1200-volt motors and Type
up from the beginning, but through the medium of the M control. The total weight of the locomotive is about
magazine additional enthusiasm among employees has 55 tons and the effective tractive effort at 160 amp.
been encouraged. input is 3700 lb.

VIEW OF TWELVE-CAR TROOP TRAIN, DES MOINES INTERURBAN RAILWAY

 August 14, 1915] ELECTRIC RAILWAY JOURNAL 275

COMMUNICATIONS solidify and extend its prestige in the railway industry

generally by recognizing in its standardization rules the
established good practice in the art.
Contact System Nomenclature It is a debatable question as to how far the institute
McHenry & Murray, Engineers should endeavor to create new engineering methods
New Haven, Conn., Aug. 10, 1915. through the medium of its standardization rules. I
To the Editors : think that we should assume a progressive attitude in
Referring to the editorial on "New Technical Terms formulating these rules, but it is not the medium
in Heavy Electric Traction," which appeared in the issue through which we should endeavor to create radically
of the Electric Railway Journal for Aug. 7, I would new engineering practices. The open forum of the
offer the following suggestions regarding conductors institute is the proper place to present and discuss new
and collectors in electric railway service : ideas, theories and practices. The standardization
rules, it seems to me, should be the crystallization of
Classification of Elements of Contact System. the best practice of the times, with the supreme object
Contact Conductors of receiving general approval and adoption in practical
Contact wire.
Contact rail—"Third-rail." work.
There are many situations in which the continuous
Contact Collectors rating is preferable and, if the general practice can
Contact trolleys—"Trolleys." in course of time be brought around to the exclusive
Contact rollers. use of the continuous rating, it will be most appropri
Contact shoes—"Sliders." ate for the institute to then discontinue the recognition
Contact shoes may be further classified under— of the nominal rating. The rules as issued recognize
"Engine shoes." either the flat, continuous rating or the nominal rating,
"Motor-car shoes." and in this respect, as in substantially all other essen
"Pantagraph shoes." tial matters, appeal to me as being in excellent prac
The suggested classification at least has the merit of tical shape and should be left unchanged for a con
uniformity. siderable period so they may be digested and assimilated
The term "trolley wire" is certainly inapplicable when into the regular commercial channels of the industry.
sliding shoes are used for making contact, and the term W. A. Del Mar, in his communication printed on page
"contact wire" which may be more generally applied 21 of the issue of the Electric Railway Journal for
and is in common use upon the New Haven system, July 3, advocates the continuous rating to the exclusion
seems to be altogether better. It is improbable, how of the nominal rating, but at the same time proposes
ever, that the suggested terms "contact rail" and "con that a special specification be prepared for every indi
tact trolleys" will displace the older and better estab vidual case in which there would appear not only the
lished names "third-rail" and "trolleys." The trolley- continuous rating, which represents the energy-dissi
wheel form of contact is so narrowly limited to this pating ability of the machine, but also some expression
particular use as to make unnecessary a further descrip representing the thermal capacity. It is entirely con
tive prefix, but it is believed that the term "contact ceivable that for every situation there is an ideal rela
shoes" will be considered preferable to the term "sliders" tion between continuous capacity, short-time capacity
and will secure universal acceptance. and momentary capacity, and it is also possible with
The writer confesses to a prejudice in favor of the complete knowledge of the railway service to express
older form of spelling "pantagraph," as preferred by these different requirements in a specification in each
the lexicographers. E. H. McHenry. individual case. Railway engineers who are familiar
with the industry will realize, however, that this would
be practically very difficult if not impossible. The
Nominal Rating of Railway Motors capacity of railway motors for rolling stock is deter
mined in this way, but this is a relatively simple prob
General Electric Company lem as compared to a similar method for substation
Schenectady, N. Y., Aug. 6, 1915. apparatus because the load or duty on railway motors
To the Editors : is not subject to a great deal of change after the initial
Now that the committee on standards of the Amer determination. If it were possible to specify the exact
ican Institute of Electrical Engineers has reached a railway service and exactly to match the service re
decision on the subject of rating railway substation quirements as to continuous and overload capacity when
machinery, and has issued the new rules, I wish to the substations were installed, the requirements un
express my belief that the committee acted most wisely doubtedly would be modified so radically, as the business
in retaining in the rules the so-called "nominal rating" of the railway company increased or when its lines
for railway apparatus. One of the strongest reasons were extended, as to make the apparatus unfit unless
for retaining this rating, in my mind, is the fact that a large factor of safety were applied in the first in
the nominal rating, involving the two-hour overload stance. It would, moreover, be manifestly very unde
after a continuous run, has been in general use in this sirable to impose upon the manufacturers the great
country for many years, is well understood by railway variety of converter, generator and transformer speci
engineers and operating men generally, and has been fications that such a scheme would entail. This would
entirely satisfactory in the vast majority of cases. The tend to make all machines special and vitally affect the
proposition to eliminate this form of rating and sub cost and deliveries. The attempt to use such an ideal
stitute a single continuous rating has, so far as I know, scheme would in a short time, I believe, evolve a gen
arisen within the institute and not from any general eral rating which would probably be expressed in terms
dissatisfaction with the existing rating. very similar to, if not identical with, the present nom
I most thoroughly indorse the excellent work of the inal rating, which does take care of continuous capacity,
standards committee of the institute and sympathize short-time overload capacity and momentary maximum
heartily with their attitude as respects the simplifica capacity.
tion of ratings. At the same time I have been much While the present nominal rating may not accurately
impressed with the opportunity for the institute to represent the duty in every particular case it does in a
 276 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 7

general way define those characteristics of the appa that the surface bend, caused by low joints, is much
ratus which are important and makes it possible to less in the 7-in. than in the 9-in. rail. The reason for
compare different machines in a way that represents this is not clear to the writer although it is the usual
their ability to meet the service for which they are cause for renewals.
intended. G. H. Hill, Assistant Engineer, The wear of rail heads is not proportional to years
Railway and Traction Department. of wear but to car traffic, particularly since automo
biles have become common for trucking. Data are
much needed on the number of million tons of ordinary
Girder and High T-Rail Renewals double-truck car traffic which will wear out the rail
Detroit, Mich., Aug. 7, 1915. head of common 7-in., 91-lb. T-rail, when laid with
To the Editors : welded joints.
The article on girder and high T-rail renewals in the The writer, after making thousands of railographs
Electric Railway Journal of July 31 was of unusual and after long experience in track construction and re
interest. One year ago my assistants and I wrote let newals and in track appraisals, holds to the following:
ters to the chief or maintenance engineers of steam 1. Rail heads of modern 7-in., 91-lb. T-rail with weld
roads with whom we were acquainted and asked for the ed joints, laid on broken stone or on concrete ballast, on
limit of wear, or the life of rails, in their practice. On tangent level track, can be worn to 50 per cent of the
these roads the traffic and management differ widely. rail-head area with safety.
Extracts from the answers to our letters follow: 2. Common concrete ballast with 8 in. of concrete sur
Union Pacific.—"On main track, on main lines, the rounding the ties, in paved streets, lasts twice as long
wear on the head of 80-lb. and 90-lb. A.S.C.E. and as the rail.
A.R.A. open-hearth rail when released is seldom more 3. Common oak ties buried in concrete, on paved
than V8 in. At this time it has carried 100,000,000 tons streets, will last thirty to thirty-six years.
of traffic, but there are many other factors, such as 4. Economy of operation demands that advantage be
threatened breaking down of the head, excessive batter taken of the above three facts in planning future re
at joints and the development of defects of various newal of rails, ballast and ties.
kinds in increasing number as the rail gets older. On Edward P. Burch, Consulting Engineer.
tangents, the wear on the side of the head is usually a
negligible quantity." Hand -Brake Pressures
M. K. & T.—"In main-line service using 75-lb.
A.S.C.E. sections, the limit of wear is not more than Office of Albert S. Richey, Electric Railway
Vi in., or about 15 per cent of head area." Engineer
Missouri Pacific.—"On main lines we allow from Worcester, Mass., July 29, 1915.
4/16-in. to 5/16-in. vertical rail head-wear, by meas To the Editors :
urement directly over the inside line of the web. On One may be led astray in trying to compare the
branch lines, 6/16-in. wear is permitted." formulas corresponding to Figs. 3 and 1 in the instruct
Rock Island.—"Have considered that when 10 per ive and valuable article by Mr. Home on page 67
cent of the rail, or 25 per cent to 30 per cent of the of the Electric Railway Journal for July 10, 1915,
head area, is worn, the rail should be scrapped. This in the manner suggested in that article. The following
may not be definite but is representative." study gives a comparison of the total available truck-rod
A. T. & S. F.—"We generally replace main-line tan tensions resulting from a given hand-brake rod tension
gent A.S.C.E. rails when they are worn about J/4 in. applied to each of the systems illustrated by Figs. 1 and
from flange wear."
Michigan Central.—"In most cases, main-line rail is
not renewed on account of a worn head, its life being
generally determined by the battering of the ends at
joints. Our rail-saw foreman advises that 7/64 in. is
the average amount that our 100-lb. rails, taken from
the main track, are worn down when they are turned
in for sawing before relaying on branch lines."
Grand Trunk.—"We permit our 70-lb. to 90-lb. rails
to wear on the heads about % in. before removing them
from main lines to side tracks."
In the appraisal of electric railway properties, the
railographs of the actual wear of the rail head show
the following:
On interurban lines in high-speed service, the wear
at the flange side of the rail head is as great and is as
important as the wear on the top of the rail head. Fig. 1 Fig. 3
Flange wear at the middle of the rail is usually greater BRAKE RIGGINGS WITH FLOATING AND PIVOTED LEVERS
than at the ends. RESPECTIVELY
On city lines in low-speed service with standard 7-in.,
91-lb. T-rail and welded joints, the wear on the head 3, respectively. In the original article the ratio between
of the rail is much greater than the gage side, therefore the length h and the length g in Fig. 3 is one-half the
wear on the head of the rail determines the life. In a ratio of h to g in Fig. 1. The distances between the
comparison on the basis of service, a rail which is well truck rods and between the hand-brake rod and the
worn may be safe for low-speed service and not safe for truck rods are respectively the same in both figures.
high-speed service. Therefore, if the two systems are to be compared, it is
In a comparison on the basis of height of rail, a care necessary to give the lengths their true values. To ac
ful examination of 7-in. and 9-in. rails with continuous complish this it is convenient to express the length h
joints and with about the same sectional area in the in Fig. 3 in terms of h in Fig. 1. This gives the true
base and in the head and under the same traffic shows value h/2, which should be instead of h in connection
 AUGUST 14, 1915] ELECTRIC RAILWAY JOURNAL 277

with Fig. 3. This has been indicated on the accompany Thomas, city editor Oregonian; R. L. Withrow, Evening
ing drawings reproduced from the article but with the Telegram; Marshall N. Dana, Oregon Daily Journal;
change suggested. L. R. Alderman, superintendent of schools; A. S. Kirk-
If now the hand-brake rod tension X be applied to patrick, city traffic engineer, who has installed about
the system shown by Fig. 3, we have the equation of 500 warning signs in various parts of the city, drawing
equilibrium the attention of the drivers of vehicles to conditions
ahead; Guy Talbot, president Pacific Power & Light
'(•+4)-*(t)+*(t) ' « Company; F. L. Burkhalter, general superintendent at
Portland of the Southern Pacific Railway and chairman
from which the sum of the tensions in the truck rods is of the committee of safety in transportation; A. M.
X(2g + h) Churchill, a prominent attorney, and A. H. Averill, a
Pr + Pr (2) well-known merchant. •
Considering now the system shown by Fig. 1. The
tension X in the hand-brake rod will give the tension Southern California Committees
in the front truck rod
The southern California committees, the headquarters
P> = ¥ (3) of which are 794 Pacific Electric Building, Los Angeles,
are getting together on a plan of entertainment for the
and in the rear truck rod delegates of the American and Manufacturers' Asso
X (g + h) ciations to the convention. While no definite plans for
Pr = (4) entertainment have yet been made, the general plans
have been discussed and the following organization is
Adding equations (3) and (4), the sum of the ten in charge: General chairman, J. McMillan, Pacific Elec
sions in the front and rear truck rods is tric Railway; secretary-treasurer, K. E. Van Kuran,
p,p_Xa X(g + h) (5) Westinghouse Electric & Manufacturing Company, and
Pf + P—r +
h the following committee chairmen : Finance, Paul Shoup,
X (2g + h) Pacific Electric Railway; San Diego entertainment, B.
(6) M. Warner, San Diego Electric Railway ; reception, Sey
mour Swarts, Great Western Smelting & Refining
The right-hand members of equations (6) and (2) Company;, publicity, D. W. Pontius, Pacific Electric
are equal, therefore a given tension applied to the Railway; program, R. H. Husbands, Pierson-Roeding
hand-brake rod will produce the same total truck-rod Company ; club courtesies, C. A. Henderson, Los Angeles
tension in the systems shown by Figs. 3 and 1. Railway; transportation, A. W. Arlin, General Electric
William C. Greenough. Company; barbecue and music, L. O. Lieber, Los An
geles Railway; evening entertainment, S. I. Wailes,
[Note.—A copy of Mr. Greenough's letter was sent manufacturers' agent; Catalina trip, F. F. Small, Pa
to Mr. Home, who replied as below.—Eds.] cific Electric Railway, and San Francisco registration,
Lord Manufacturing Company H. H. Hale, Galena Signal Oil Company.
There is very great interest in the coming of the
New York, Aug. 12, 1915. visitors in Los Angeles, Pasadena and San Diego. The
To the Editors: southern California railway men are also planning for
I think that Mr. Greenough's points are very well a special train to San Francisco, with provision for the
taken and that perhaps my explanation of the formulas comfort and convenience of the delegates from this
might have been more clearly set forth. However, the section.
data contained in the article referred to are absolutely
correct, but I find upon going over the entire matter
that my illustrations may have been somewhat mislead Joint Order by New York Commissions
ing, and I am sure it was the illustrations that led For the first time in the history of the Public Service
Mr. Greenough astray when perusing the article. Commissions of New York State a joint order was
The figures illustrating the article were taken from adopted during the week ended Aug. 7 at a joint meet
the Lord Manufacturing Company's "Hand-Brake Bul ing of the two commissions. Commissioner J. Ser
letin" and, as the illustrations were on different pages geant Cram acted as chairman of the commission for
of the bulletin, it was not noted that the dimension h the First District, while Chairman Seymour Van Sant-
shown in Figs. 1 and 3 was not made to the same scale. voord was presiding for the second district. The joint
Assuming that the dimension h is equal for both of the order provides for the removal of grade crossings and
types of brake rigging shown, the formulas contained other obstructions on the lines of the New York &
in the article on hand-brake pressures will be found to Harlem Railroad (New York Central) and the New
be correct. L. W. Horne, General Manager. York, New Haven & Hartford Railroad near 241st
Street in The Bronx. It also orders a shifting of the
tracks and the construction of a viaduct to carry the
Safety Commission at Portland, Ore. street, so that present dangerous and inconvenient con
Portland, Ore., has one of the most representative ditions will be done away with and the full effect of re
"safety" commissions in this country. The chairman cent grade-crossing improvements in Mount Vernon
is H. P. Coffin, an active member of the Automobile will be enjoyed. Mount Vernon is in the second district,
Club of Portland and an indefatigable worker for and the improvements there were ordered some time ago
safety. The other members are as follows : B. F. Boyn- by the second district commission, but owing to con
ton, claim agent Portland Railway, Light & Power Com ditions in New York City, just south of the Mount Ver
pany; John T. Moore, captain of police and chairman of non line, the new highway there could not be used until
the bureau of the city in charge of traffic ; B. F. Dowell, a connection from the New York City end was provided,
chief of the fire department; Jay Stevens, fire marshal, and the joint order adopted during the week is to bring
who has personally delivered a number of lectures dur about the completion of the improvement on the New
ing the past year to the school children on safety; H. E. York City side.
 278 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
• (Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Rates.)

Trolley Wheels of 10-In. Diameter Nov. 1, 1913, trolleys and trolley poles have caused 5
per cent of the delays chargeable to car defects, and at
BY F. A. MILLER, SUPERINTENDENT POWER AND EQUIPMENT present a trolley defect is almost unknown.
OAKLAND, ANTIOCH & EASTERN RAILWAY Fig. 3 shows a 10-in. wheel and harp. Figs. 4 and 5
On Sept. 3, 1913, the Oakland, Antioch & Eastern show a 10-in. wheel which has been worn through after
Railway commenced to operate trains between Oakland the car cn which it had been installed had run 5600
and Sacramento, Cal., a distance of 85 miles. This dis miles. The bushing shows very little sign of wear. The
tance is covered in from two hours and forty-five min wheel weighs IOV2 lb. and operates on a tension of 35
utes to three hours ; from nine to eleven minutes of this lb. 21 ft. above the rail ; the harp is made of manganese
time is taken by the train ferry, 38 miles from Oakland.
Direct current at 1200 volts is used, and each motor
car is equipped with four 120-hp. motors, Westinghouse
Type 322-E, two trolleys of the ordinary type and a
pantograph collector for operation over the lines of the
San Francisco-Oakland Terminal Railways. Figs. 1 and
2 nhow the appearance of the cars with trolley up over
the pantograph and with the trolley down and the pan
tograph up.
The trolley wheel first in use was the No. 4 Kala
mazoo. This size gave trouble at the very start. Dur
ing September and October more than 50 per cent of
delays due to car defects were caused by trolley wheels
and poles. While trains were crossing on the ferry the
trolley wheels would be changed, and in the case of
limited trains they had to be changed again at Sacra
mento. Even then many wheels were lost because the r
arcing was so severe that the pins would be burnt off. A 10-IN. TROLLEY WHEEL—FIGS. 3, 4 AND 5—THE 10-IN.
Of course, the wheels became very rough. In particular, WHEEL NEW AND AFTER 5600 MILES OF SERVICE
where the old type of overhead construction was used,
they would jump off the trolley wire a great deal, dam
aging the overhead, bending trolley poles and causing bronze. The price of the wheel is $3.20 f.o.b. Oakland
other trouble common to trolley operation. complete with bushing, and the price of the harp is
On Oct. 2, 1913, the first of the 10-in. trolley wheels $1.20. The ordinary car oil used to lubricate the wheels
was placed in service on car No. 1011. This was ex seems to be of just about the right consistency for this
actly like the No. 4 Kalamazoo except for the larger work. The most noticeable difference in the operation
diameter. A trolley harp of the Kalamazoo type was of these two sizes of wheel is the absence of arcing with
made to take this large wheel. The same contact the larger one. The wheels have a very smooth appear
springs, washers, bushing and %-in. pin were used as ance after having made the mileage stated, and pres
for the No. 4 wheel, so that if the large wheel should ent operating conditions show an average life of 6500
be lost on the road the small one could be installed. trolley-wheel miles.
Up to Nov. 6, 1913, Car No. 1011 had made more than At the present time bus lines have been installed so
5200 miles and it was evident from an inspection at that one trolley can supply more than one motor car,
that time that the bushing would outwear the wheel. and one trolley is used on five-car trains consisting of
Other wheels installed have a similar history. Since two motor cars' and three trailers on a maximum grade

A 10-IN. TROLLEY WHEEL—FIG. 1—WHEEL UP FOR 0. A. A 10-IN. TROLLEY WHEEL—FIG. 2—PANTOGRAPH UP FOR
& E. SERVICE AND PANTOGRAPH DOWN KEY-ROUTE SECTION AND WHEEL DOWN
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 279

of 4.6 per cent. Under these conditions one wheel col used was calibrated by checking its readings against
lects as high as 900 amp. continuously for thirty min those of an Olsen testing machine.
utes and 450 amp. continuously for one and one-half In both methods of determination the car was moved
hours, there being no noticeable heating until 1200 amp. alternately forward and backward over the test sec
has been reached. tions of track. As the current or force was always a
maximum the instant before the car started to move, in
taking readings it was only necessary to note the
Train Resistance of Electric Cars at maximum current or force exerted during the start
Starting ing period.
BY D. D. EWING, ASSISTANT PROFESSOR OF ELECTRICAL A summary of the test data is given in Table III.
ENGINEERING PURDUE UNIVERSITY, LAFAYETTE, IND. The tests were not all made on the same day, but they
were made under similar weather conditions and, as
A vast amount of experimental work has been done may be seen in the column of Table III headed, "Air
and much has been published on the general subject of Temperature," the temperature of the air for the dif
train resistance. There is not, however, a great deal ferent tests was approximately the same.
of published material available on the subject of train Two different bearing conditions are recorded in
resistance of electric cars at starting. Some interest Table III. In all of the tests the wheels were turned
ing data on the subject have been obtained during the over a sufficient number of times to insure a film of
past year by means of the Purdue University test car lubricant between bearing materials, but in the third
which has the dimensions and equipment, as shown group of tests the car was operated for a sufficient
in Table I. length of time to bring the bearings up to the condi
As this car is not in regular service it is, no doubt, tion which they might be expected to have after an ex
"stiffer" than one which works the usual daily mileage,
tended run.
and the starting-resistance values obtained are higher Under the heading, "Total Applied Force," the mini
than those to be ordinarily expected. The tests are to mum and maximum observed values as well as the aver
be continued on cars in regular service. The results of age of the observed values are recorded. The varia
the present tests are of interest for comparison with tions in the applied force seemed to be caused largely
running resistance for the same car and with such few by faults in the rail alignment, the minimum values
starting resistance data as are available. obtaining when the car was started with one or more
To determine the effect of track characteristics on wheels moving down into a depression and the maxi
starting resistance, tests were made on sections of mum values obtaining when the wheels were moved out
track having different characteristics. These charac
of the depression. The great majority of the observa
teristics are tabulated in Table II.
The average super-elevation of the outer rail of track tions gave results which were very close to the calcu
"C" was SVs in. The minus sign before the per cent lated average.
grade for track "C" indicates that the grade was a de The force in pounds per ton of car weight was calcu
scending one for forward motion of the car. The align lated by dividing the total applied force by the weight
ment of the rails was good but not first class. of the car.
Two different methods of determination were used. The figures in the last column of Table III were
In the first, or current-tractive effort method, the found by taking the arithmetical average of the aver
starting resistance was determined by measuring the ages for forward and backward motion of the car.
motor current that was just sufficient to perceptibly Comparing the results obtained by the two methods
move the car and then, from the performance curves of it will be noted that the results agree very well for
the motors, finding the tractive effort which corre straight level track. In general, for the data which
sponded with this current. The motor performance are comparable, the dynamometer method gave slightly
curves had been determined in a previous test. In mak higher values than the current-tractive effort method.
ing the starting resistance tests the motor current was This is as it should be, since the tractive effort which
increased very gradually until the car started to move, was read from the motor performance curves was com
by decreasing the resistance of a water rheostat which puted from the torque of the motor as measured at the
was connected in series with the motors. motor shaft, and, therefore, did not include the tractive
In the second method the external force applied at effort necessary to overcome the motor journal and
the drawbar, which was just sufficient to start the car, brush friction.
was measured by a traction dynamometer. This force Some measurements were made with the dynamom
was applied by means of a windlass. The dynamometer eter with the car on track "C," but they were not very
satisfactory as it was difficult to keep the direction of
Table I—Dimensions and Equipment of Test Car
Weight 27 tons (appro*. ) Table II—Track Characteristics
Length over bumpers 43 ft. 4 In. Tie Average Average
Distance between truck centers 20 ft. 11 in. Track Spacing, Grade, Degrees
Length of rigid wheeibase 6 ft. 1 in. Section Ballast In. Per Cent Curvature
Diameter of wheels 33 in A Concrete 0.00 0.00
Trucks Brill No. 27 B Dirt (well settled) 24 0.00 0.00
Motor equipment. .4 Westinghouse No. 56 motors, gear ratio, 24 :58 C Cinders 20 —0.25 17.50
Wheel gage A. E. R. A. Standard Weight of rail 60 lb.
Table III—Summary op Data
Number . Total Force,
Air Applied Force Founds per Ton
of Observa Track Direction Tem Condition Force, Pounds per Ton
Method tions Section of Motion perature Bearings Min. Avg. Max. kin. Avg. Max. Average Both Directions
Current-tractive 47 "A" Forward 72 Cold 660 990 1190 25 37 44 38
Current-tractive r,» "A" Backward 72 Cold 7-10 1060 1340 27 39 42
Dynamometer in« "A" Forward 75 Cold 84 0 1050 1320 31 39 in 39.5
Dynamometer en "A" Backward or, Cold sin 1070 1350 31 40 r,o
Current-tractive 9 "A" Forward 72 Warm 7fi0 860 1000 2S 32 37 36
Current-tractive 27 "A" Backward 72 Warm 790 1100 1300 29 II 4S
Current-tractive 20 "R" Forward 70 Cold sun 1020 1200 .12 3S 44 38.5
Current-tractive 20 "B" Backward 70 Cold 940 1060 1400 3r, 3H 52
Dynamometer r,o "B" Forward 70 Cold S00 1100 1480 30 41 54 40.6
Dynamometer r,o "B" Backward 70 Cold son 1070 1120 30 40 42
Current-tractive 20 "(— Forward 70 Cold 900 1200 15S0 33 44 58 47
Current-tractive 20 "C" Backward 70 Cold 1150 1340 1540 43 :.n 57
 280 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 7

the moving force parallel to the car axis and so they sary to keep it moving. A number of tests showed
were not recorded in the summary. However, the data that a force of approximately 600 lb., or 22 lb. per ton
thus secured seemed to indicate, that on curved track of car weight, was necessary to keep the car moving
the dynamometer method gave lower values of starting perceptibly on track "A," while Table III shows that an
force than the current-tractive effort method, although average force of 1060 lb. was required to start the car.
the values of starting force thus secured were, as might Of course, part of the force necessary to start the car
be expected, higher than for straight track. The fact was required to accelerate it and its rotating parts but,
that with driven wheels on a curve there is greater as the rate of acceleration was very low, the accelerat
tendency for the wheels to climb the outer rail than ing component of the starting force was small.
with trailing wheels may explain the reason for the Previous tests have shown that for track conditions
lower values of starting force secured with the dyna a little below average, the train resistance of this car
mometer method in the curved-track tests. With the is about 12 lb. per ton at 5 m.p.h., and 22.5 lb. per
exception of the second group of dynamometer tests ton at 20 m.p.h. (Electric Railway Journal, Aug.
the results indicate that a larger starting force was 15, 1914, page 304). Its train resistance when just per
required for the backward direction of car motion than ceptibly moving is, therefore, equal to that at 20 m.p.h.,
for the forward direction. No satisfactory explanation approximately double that at 5 m.p.h. and one-half that
was found for this difference. If the current-tractive which obtains at the instant of starting.
effort method only had given such results the differ Briefly summarized the results show that for the
ence might have been attributed to the motor-brush particular car used and conditions of test:
settings. As far as the past history of the car is The force necessary to start the car on straight
concerned, it has been operated as much in one direc track is about 40 lb. per ton.
tion as in the other and therefore unequal wear of the The starting force is slightly less on a rigid roadbed
gearing as a cause for the difference seems to be out than on an elastic one, but the difference is not great.
of the question. The curve resistance at starting is between 0.4 lb.
... With the bearings warm, the average value of the and 0.5 lb. per ton per degree of curve, for curves of
starting force for both directions of car motion was fairly long radius.
lower than for bearings cold, other conditions being On straight level track the current-tractive effort
similar. Also the average value for the starting force method and dynamometer method give results which
in the backward direction was slightly higher than for agree very well.
the same direction of car motion over the same track The tests described were carried out as thesis work
with bearings cold. The difference is not great, how by C. L. Lett and M. V. Kroft, under the writer's di
ever, and as fewer observations were taken with the rection.
bearings warm there is greater chance of the difference
being due to observational errors.
The dirt ballast of track "B" was well settled and as Gas Heater for Commutators
the ground was dry the track was almost as rigid as BY R. H. PARSONS, ELECTRICAL FOREMAN
track "A." Both methods of determination gave To obtain the best results in soldering armature coil
slightly larger starting forces for track "B" than for leads into the commutator bars, the latter should be
track "A." preheated by means other than the soldering iron. The
The grade of track "C" caused a greater difference accompanying illustrations show a simple torch for this
between the starting forces for forward and backward purpose, which operates with gas and compressed air
car motion than was found in the other two track sec and heats about one quarter of the commutator bars at
tions. The effect of grade averages out, however, if the a time. In operation it is placed underneath the com
average force for both directions is found. As shown in mutator, thus heating one side while soldering is being
the last column this average force is 9 lb. per ton
greater than was found by the current-tractive effort DETAIL OF
COHBIHINS TEE
method for straight, level, rigid track. This difference Gas Connection Hose Connections
is partly due to the curve and partly to the ballast, as ToSurncr
the cinders used in ballasting the curve made a road
bed which was somewhat elastic. With the data in
hand it is not possible to separate the above difference Adjustable for "ke forCombmation
He/qntatthis of AirandGas
into its components. Comparing the average results, fbtfit
both directions, secured by the current-tractive effort
method on tracks "B" and "C," the train resistance of
the car on track "C" is 8.5 lb. per ton greater than on Hose
track "B." It is quite probable that a small part of this Connections
difference is due to the difference in ballast, but the Plan Elevations
greater part of it is due to the track curvature. If it
all be charged to the account of curvature the curve re CONSTRUCTION OF GAS HEATER FOR COMMUTATORS
sistance would be 8.5/17.5 or 0.48 lb. per ton per de
gree, a figure which compares favorably with that used done on the other. As the heater consists chiefly of
by many engineers for curve resistance. pipe and pipe fittings, it can be made easily in any
Of the two methods of determination employed, the shop.
current-tractive effort method was by far the most con The standard is a piece of l^-in. pipe about 14 in.
venient in its application. On curves it gives values long, to the bottom of which is screwed an ordinary 1*4-
of starting force which are higher than those given in. pipe floor flange. Brackets made of %-in. x 1-in.
by the dynamometer, but these values more nearly cor flat iron are attached to the bottom of the standard ex
respond with the actual conditions for motor cars while tending in four directions and forming a stable base.
the dynamometer values would be more nearly correct On the top of the standard is shrunk a %-in. x %-in.
for trail cars. ring for the purpose of holding the thread of an adjust
As was pointed out in a preceding paragraph, the ing screw. The torch or burner consists of two pieces
force necessary to start a car is greater than that neces of %-in. pipe bent in the arc of a circle to conform to
 AUGUST 14, 1915] ELECTRIC RAILWAY JOURNAL 281

the circumference of the commutator. It has a number promptly decide to forego the pleasure of quenching
of Vg-in. holes bored in the top for the exit of gas and their thirst until the car or train has arrived at the
air, which have been combined in the combining tee. end of the journey.
The torch is supported on a 1-in. pipe which slides in To overcome the objectionable features referred to,
the standard, being clamped thereto by means of a set this company is supplying water from inverted glass
screw. This arrangement permits of adjustment of the bottles supported on porcelain jars. Fresh bottles of
height of the torch. water are placed in the cars each morning and replaced
The combining tee is the most important part of the during the day as required, and once each week the jars
torch, but is very simple, consisting of a ^-in. tee fit are thoroughly cleaned. The water is supplied from a
ting, to the middle outlet of which is connected a Vs-in. spring located in the company's park and, as this water
nipple, bushed to fit the Vi-in. thread in the tee and ex is analyzed periodically, the public can feel reasonably
tended well into the larger tee which forms a part of sure that pure water is being supplied. On account of
the torch support. The air nipple is made in the form the limited space available in the toilet rooms, which
of a nozzle, blowing straight ahead, in order to draw were already built in the cars, no arrangement has been
the gas along with it rather than to blow it back. This made for icing, and so far the absence of ice has not
is necessary as the gas is let in at a low pressure. been found objectionable. However, this can be taken
The cocks which control the flow of gas and air are care of by inclosing the porcelain jars in receptacles for
mounted on the wall so that there will be no more holding ice, and such would be an ideal arrangement
pressure than necessary on the air hose and gas hose. where a space of about 12 in. square to 13 in. square is
These must be of good material, light and flexible. In available.
operating the torch the gas must be lighted first after Free-cup dispensers are supplied and, since the cars
having been turned on in nearly full volume. The air is were equipped with water in August, 1914, a total of
then turned on and the pressure increased until all of 30,000 cups have been used, indicating the demand for
the yellow flame disappears, as the blue flame gives the service of this kind. The sanitary cups, including the
greatest heat. printing on both sides, cost $1.40 per thousand, which
The torch has been found useful not only in solder expense is more than offset by the advertising that is
ing but also in assembling and tightening commutators obtained.
when repairing them. The large electrical companies For the primary purpose of building up a freight
recommend the application of heat for this purpose. business for the railway company, directors and officers
of the company have organized a separate company to
promote the sale of the spring water in Erie, Pa., and
Dispenser for Drinking Water Conneaut, Ohio. On the water dispenser is some let
BY R. W. PALMER, MANAGER CLEVELAND & ERIE RAILWAY, tering stating the kind of water that is being dis
GIRARD, PA. pensed, and this acts as an advertisement for the water
company.
This company recently decided to equip all of its cars
with water dispensers similar to the one shown in the
accompanying illustrations. This decision was reached
because the general conditions as they exist in connec
tion with the supply of drinking water are far from
satisfactory. In this day and age of the "public-be-
pleased" policy, it has seemed to the writer that the
very important duty of supplying
the traveling public with pure drink
ing water has been overlooked by
many interurban and steam rail
roads. Most up-to-date interurban
cars are equipped with water tanks
for this purpose and these tanks are
filled and iced when the cars are first
placed in service, but it is not sur
prising that the traveling public does
not use the water drawn from the
coolers as there is every reason to be
lieve that it is not fit to drink. It is
a common sight, where trains are
being made up and there is a layover
of sufficient length, to observe a car
cleaner armed with a dirty hose climb
to the top of a coach and after remov
ing the cover of the water tank ram
the hose, dirt and all, into the cooler
to replenish the supply of "pure"
drinking water which must, by law, be
dispensed in sanitary drinking cups.
After the necessary amount of water
has been run in, the hose is removed
and a second car cleaner fills the re
maining space with ice as dirty as
the hose.
Those who are fortunate enough
to witness the tank-filling process CLEVELAND & ERIE RAILWAY SANITARY WATER DISPENSER
 282 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

Hydraulic Press for Bearing and Bushing Center-Entrance Cars for Suburban
Changes Service
BY E. L. STEPHENS, MASTER MECHANIC LOS ANGELES The Washington-Virginia Railway recently placed
(CAL.) RAILWAY in service five new center-entrance, all-steel cars, for
A small hydraulic press of 15 tons capacity has been operation on the Mt. Vernon and Falls Church di
designed and built by the Los Angeles Railway. The visions of the system. The design was adopted be
press illustrated herewith was designed for pressing cause of the large tourist travel that exists on these
armature bearings in and out of the housing, and the lines in uncertain numbers during the mid-day hours
same press is now used in various maintenance repairs, the year round, as well as a heavy suburban com
muter traffic during the morning and evening hours,
these conditions creating a traffic problem of unusual
difficulty. The company's lines extend from the busi
ness section of Washington, D. C, through the his
toric counties of Alexandria and Fairfax, and form
the means of transportation to Mt. Vernon, the home
of George Washington, which is maintained in the
same state as it was when occupied by him. Service
is furnished to Alexandria City, Arlington National
Cemetery, Fort Myer and through Falls Church to
Fairfax Court House. To the many points of historic
interest en route several hundred thousand persons
come each year to pay homage to past history, and
it was to carry such pilgrims as these, together with
the caring for the steadily increasing number of
suburban commuters, that the lines were built.
The traffic conditions encountered on one division
at present necessitate the operation of two-car trains
(motor and trailer), with a combined seating capacity
of 104 and weighing 37 tons, total, for handling the
rush-hour traffic. During the mid-day and late
evening, one fifty-two-seat car weighing 25 tons is
insufficient and two fifty-two-seat cars are too much.
The traffic encountered on the other division is
handled by single forty-four-seat cars, weighing 22
LOS ANGELES HYDRAULIC PRESS FOR BEARING AND tons each, which are insufficient during the rush
BUSHING CHANGES hours, unless a large number of units are operated,
but which are ample to handle the traffic during the
such as rebushing trolley base stands, trolley wheels, mid-day and late evening. In order to meet all these
broaching of controllers and air-brake handles, and in conditions the new cars were designed with a seating
handling many removable parts where bushings and capacity of sixty-four, thereby giving a flexibility of
pins are applied under pressure. equipment suitable to the needs on both divisions and
For this press there is also an attachment used for reducing the number of units that have to be oper
pulling and driving pinions, which has given excellent ated. The use of a center entrance permitted this
results. large seating capacity without excessive car length
or weight, so that its incorporation in the design was
an obvious step.
United States Consul William J. Grace at Aden says
that an electric railway between the various parts of Car Bodies
Aden—Tawahi, Maala, Crater and Shaikh Othman— The new car bodies, which were built by the South
would undoubtedly pay well upon the comparatively ern Car Company, High Point, N. C, are all-steel, ex
small capital required for its installation. Mr. Grace cept the inside trim which is of cherry with a natural
says that not only could it carry passengers between finish, and Agasote headlining with a white-enamel
these places, but also freight from Tawahi and Crater finish. A feature worthy of mention in connection
to the wharves at Maala. with the center entrance iB the elimination of the ob

EXTERIOR AND INTERIOR VIEWS OF CENTER-ENTRANCE CAR FOR SUBURBAN SERVICE

 August 14, 1915] ELECTRIC RAILWAY JOURNAL 283
£3 08 Over Dumpers
U-i 3 Door Opening*"'
SlWrtlng | Sliding 11
I , ^^fgi^j I

5 Enrnj^

SEATING PLAN OF WASHINGTON-VIRGINIA RAILWAY CAR

jectionable well at the center, a 5-in. longitudinal an insulated steel cabinet that is located in the motor-
ramp in the floor permitting the use of 34-in. wheels man's cab.
without excessive step heights. One stationary step The trucks are the Standard Motor Truck Company's
and one folding step are installed, making three steps make, with Association standard axles and rolled-steel
to platform level, respectively 13 y?. in., 12% in. and 34-in. wheels with 3V2-in. treads and %-m. flanges.
9 in. high. The upper step leaves a 6-in. opening The Westinghouse Air-Brake Company's type S.M.E.
along the doorway, but this is entirely Covered over brake apparatus with type D.I.F. compressor, de
at the blind side of the car by sliding seats, which signed for continuous running, is installed, together
are concealed under the longitudinal seats adjacent with a pneumatic slack adjuster. The Sterling ratchet-
to the door openings when not in use. To secure ob type hand brake, with Pittsburgh drop handle, is pro
servation facilities for passengers and a maximum vided.
seating capacity the motorman's cab has been made to The well-known H.L. electro-pneumatic control, pro
occupy only one-half of the vestibule, the balance of viding for double-end and train operation, with a
the space at the ends being utilized for bulkhead seats. specially-designed electro-pneumatic circuit changer
The seats are rattan covered and are supplied with was supplied by the Westinghouse Electric & Manu
aisle arm rests, cherry finish, and sanitary porcelain facturing Company. The circuit changer was intro
enamel grab handles. They are 38 in. wide and in duced because the cars have to run on the under
general are transverse, with Hale & Kilburn reversible ground, metallic-return circuit over the streets of
backs. Washington, D. C, and on the rail or ground-return
A table of the general dimensions of the car follows: circuit outside of the city limits. Formerly, when go
ing from one circuit to the other the change was ef
Length over bumpers 50 ft. 8 in. fected by means of a double-pole, double-throw knife
Length over vestibule sheathing 49 ft. 4 in. switch which was located in the motorman's cab, and
Length between bolster centers 28 ft.
Width over all 8 ft. 9 in. as all current for every device on the car passed
Height from top of rail to top of trolley plank 12 ft. % in. through this switch, it necessitated careful manipula
Wheelbase of trucks 6 ft. 1 In.
Weight complete 58,000 1b. tion on the part of the motorman or else severe arcs
would develop and cause considerable damage. All
The company's system of fare and ticket collection such circuits have now been removed from the plat
necessitated a door-opening device that would be form, and a like function is performed with consider
under the conductor's control from any point within able saving in time and increased reliability by the
the car. This reduces to a minimum the time lost in adoption of the electro-pneumatic circuit changer,
opening and closing the doors, which are electro-pneu- which, together with all other heavy current-circuit
matically controlled but which are provided with apparatus, is suspended from the under side of the
hand control at the entrance for use in case of failure car and is manipulated by means of low-voltage re
of the electric device. This control has a safety lock mote control from the motorman's cab. All control
whereby the doors cannot be opened while the car is apparatus is interlocked to prevent current from get
in motion nor can the car be started while the doors ting to the motors before the reverser and circuit
are open, the position of the door being indicated in changer are in the desired positions, and the master
the motorman's cab by means of signal lights. controller has to be in the "off" position before
The cars are heated by means of twenty electric heat the overload trip relay or the circuit breaker can be
ers with thermostat control, these being distributed closed.
under the cross-seats. The passenger push-button The motors are the No. 306-C-A, box-frame type,
buzzer system which operates from trolley voltage, to which embodies all of the well-known features of the
gether with the heating and door control system, was Westinghouse design, including strap-wound, asbestos-
furnished by the Consolidated Car Heating Company. ribbon, impregnated field coils, thoroughly secured
Ventilation is provided by ten Railway Utilities suc against vibration by means of heavy springs. The
tion ventilators. commutator mica is undercut 3/64 in. and extends be
The straps for the conductor's signal bell, register yond the commutator bar V$ in. to prevent short cir
rod and door control are suspended from the headlin cuits or other trouble arising from foreign matter ac
ing by means of brackets run on the longitudinal cen cumulating at this point. All armature coils are re
ter line of the car. The curtains are double covered inforced at the ends of armature coil slots to prevent
Pantasote, fitted with Curtain Supply Company's in rupture of insulation. The gears are the Nuttall
closed groove-type fixtures. All windows are pro Company's BP grade with 22:62 ratio. The Standard
tected with outside-hung diamond-mesh guard and oil and waste method of lubrication is used on all
the upper sash are provided with plain pressed prism bearings. Maximum protection against lightning for
plate glass, Pullman style. The lighting layout pro all apparatus is secured by K condenser-type arresters
vides for five circuits with five 23-watt Mazda lamps, with choke coils.
each set on the perpendicular line over a seat. All The general plan of the above cars was designed by
auxiliary apparatus, switches and fuses are inclosed in E. W. King, general manager, and C. A. S. Sinclair,
 284 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

chief engineer of the Washington-Virginia Railway.

The cars were built by the Southern Car Company at
High Point, N. C, under the joint supervision of the
railway engineer, and J. W. Rich, superintendent Wash
ington-Virginia Railway.

A New Illuminated Warning Sign

The Pacific Electric Railway, Los Angeles, Cal., has
designed and constructed an unusual type of warning
sign, shown in the
accompanying illus
tration, which is sit
uated adjacent to a
much-used station
where several of the
company's tracks in-
hit LOOK OUTLiJ* tersect- This is one
of the many safety-
■P FORCARS Bwl first signals that
have been erected
by this company.
The sign performs
effective service dur
ing the hours of the FLOW METER FOR FEED-WATER HEATER TANKS
day, while through
out the night the The cam follower is attached to the pen carriage
warning, "Stop ! and the pen rests lightly against a chart drum, the
Look out for cars on chart being driven uniformly by a clock. The pen,
other track!" is bril therefore, not only records the rate of flow at each
liantly illuminated instant, but the area under the pen line is proportioned
by light from an in to the total flow for any elapsed period. The total flow
candescent lamp sit is registered directly without the use of a planimeter
ILLUMINATED WARNING SIGN uated in a box sus by an integrating attachment which consists of a
pended above it, the counting train suspended from the pen carriage. This
light being reflected downward upon the sign. The is driven by a small roller, which rests upon the cen
wires which feed this light are run underground from ter of an aluminum clock-driven disk. As the pen car
the station a short distance away, and up through the riage is moved away from the zero position by increased
hollow pipes which serve as supports for the sign. flow the small roller is carried away the same distance
from the center of the rotating disk, and hence is ro
tated at a rate corresponding to the amount of move
Measuring Boiler Feed Water ment. The total movement of the counting train will
The demand for an accurate continuous record of the therefore correspond to the total flow. A visible pointer
weight of water evaporated by the boilers of every moving along a large scale with open divisions is pro
power station has led naturally to the development of vided to make it possible to read the rate of flow from a
the flow recorder, and one of these devices, which is distance.
illustrated herewith, is now regularly supplied with
the Cochrane feed-water heater that is manufactured Production of Bituminous Coal in
by the Harrison Safety Boiler Works, Philadelphia, Pa.
This flow recorder makes use of the clearly-established Pennsylvania
law governing the flow of water through a V-shaped Pennsylvania produced 147,983,294 tons of bituminous
weir, practical application being made by dividing the coal in 1914, according to figures made public by the
storage tank under the feed-water heater by a dia United States Geological Survey, the value of the output
phragm having a V-notch cut at the top. All water at the mines being $159,006,296. The great economic
fed to the boilers must pass through this notch. The loss due to strikes is emphasized by the statement that
rate of flow through the weir is dependent upon the during the year an aggregate of more than l,00Ot000<
head of water, and the record that shows this rate is working days was lost on this account; at the same time
made automatically by continuous measurement of the the enormous magnitude of the Pennsylvania coal in
water level in the first section of the storage tank. dustry is shown by the further statement that this lost
The measurement is accomplished by means of a time represented only about 2y2 per cent of the total
float that moves vertically in response to changes in amount of time worked. The number of men employed'
head. This actuates the recording device, through a in the bituminous mines of the State was 184,201, the-
cam mechanism installed between the float and the re average production per man for each of the 214 days
cording pen to make allowance for the fact that the flow worked being 3% tons.
of water over a V-notch weir varies as the 5/2 power
of the head. The cam is laid out as a spiral groove on At the July meeting of the British Diesel Engine-
a flat circular plate, and a small drum is mounted upon Users' Association it was decided that the allowance
the cam spindle, a thin metal cable connecting this to made for depreciation by wear and tear on Diesel en
the float and a counter-weight on another cable serving gines by the revenue authorities was inadequate and
to keep the first cable taut. The cam serves for any that an allowance at the rate of at least 15 per cent a
weir, and to accommodate the recorder for use with year should be provided. This high rate is interesting
weirs of different heights it is necessary only to sub in view of the 5 per cent rate that is generally charged!
stitute cable drums of the proper respective diameters. against steam-driven power plants.
 AUGUST 14, 1915] ELECTRIC RAILWAY JOURNAL 285

News of Electric Railways

STRONG COMPANY PLEA FOR WAGE REDUCTION Columbia Electric Railway, while the case of the employees
is being presented by tred a. Hoover, business agent of
fcr'ef Review of Significant Statements Made by British tne Vancouver union, with Business Agent Yates, of New
v olumbia Electric Railway in Its Plea for 15 Per Westminster, and the local presidents of the unions assisting,
Cent Reduction in Wages CALIFORNIA ENLARGES C'OirilU.SSiON JURISDICTION
At the op ning session recently of the Conciliation Board The public utilities act, re-enacted at the last session of
meeting in tl..- wage dispute between the British Columbia the California Legislature, went into effect in that State
Electric Railway, Vancouver, B. C, and its employees on Aug. 7. It places under the jurisdiction of the Rail
officials of the company asserted that unless some method of road Commission all privately-owned public utilities within
reducing expenses was adopted it was only a question of municipalities in the State. Though many cites of Cali
time before the company would become insolvent. In his fornia had by vote placed their privately-owned utilities
statement to the board W. G. Murrin, superintendent, pro under the control of the commission, a number, including
posed a general reduction of 15 per cent in all wages. He some of the largest cities, had not. These, by constitu
said that the alternative would be to cease altogether to give tional amendment, now lose jurisdiction over the utilities in
service in certain places, even though that would mean the question, so that the fixing of rates for water, gas and
forfeiture of the franchises. He is quoted as follows: electricity and other regulation of public service corpora
"Where companies are making big profits it is always tions is entirely in the hands of the Railroad Commission.
urged as a ground for increasing the wage scale. We think The only exceptions are utilities owned by municipalities
it is a proper point to urge the opposite when we no longer themselves. For instance, the Municipal Railway of San
are making profits. If we were making profits we probably Francisco does not come under the jurisdiction of the com
would be quite willing to run on liberal lines and not urge mission, nor does the Owens River aqueduct and water
the general depression. But we are now making no profits system of Los Angeles. However, the commission has con
at all." trol of these in so far as they operate outside their municipal
It was shown by means of figures and charts that whereas limits.
the use of the so-called tango, or eight for a quarter tickets, The California State Constitution was amended in 1911,
had increased the number of passengers on the company's so as to enlarge the power of the Railroad Commission,
cars, the receipts were slightly less and the cost of operation theretofore existing only over railroads, to control all classes
slightly more. For the month immediately preceding May of public utilities that the State Legislature should specify.
10 (the day on which the tango tickets were inaugurated) This amendment took effect on March 23, 1912. The munici
the passengers carried in the city totaled 1,630,000 and the palities then had power under the constitution to regulate
receipts $79,898. For the month following the use of the rates of all utilities, public or private, within their bounds
tango tickets the passengers had increased to 2,051,000, but as the constitution expressly stated that the cities should
the receipts were only $79,042. In addition to the slight retain all existing control of these utilities unless they
decrease in receipts the company ran 8000 more car-miles. voted them to the Railroad Commission. The amendment
The chairman asked if the chief result of the reduction in which has just gone into effect was passed in November,
fare to the company had been to discourage the jitney com 1914.
petition.
Mr. Murrin said: REVIEW OF MISSOURI COMMISSION
"We must not blame the jitneys too much. I think the
drop due to business depression has been underrated. There The Public Service Commission of the State of Missouri
are probably 35,000 people who have left Vancouver, and of has issued a statement reviewing its work during the last
those who remain large numbers are out of work and do two years. This statement, slightly condensed, follows:
not, therefore, use the cars. The greatest drop in our traffic "The commission, since its creation, has issued 631 formal
has been on some of the lines where there is no jitney orders, and so far the utilities have only appealed from
competition, as, for instance, the interurban traffic on the nineteen of said orders. Not a single order of the com
Lulu Island branch." mission has yet been set aside by the circuit courts of this
Comparing June, 1913, with June, 1915, Mr. Murrin pointed State or the Supreme Court of this State. In every case
out that in 1913 the receipts for June were $185,000, of passed upon by either of the courts mentioned the orders
which $50,000 had been paid in wages to car crews. In June, of the commission have been affirmed as reasonable and
1915, the receipts were only $84,000, while the wages of just. The Springfield light case and the Kansas City, Clay
car crews were $41,000. Comparing the receipts and revenue County & St. Joseph Railway commutation fare case are
for the railway system in the city Mr. Murrin is quoted as the only cases pending in the federal court to review orders
saying that it cost the company in May, 1915, 40 per cent of the commission. After two arguments in the Springfield
more to operate than the receipts, and on the entire system case, the federal court has granted temporary injunctions,
35 per cent more than the receipts. but only upon condition that the company put in a 10-cent
The statement of capital invested and dividends for the rate instead of its old rate of 15 cents, which had been
last ten years showed that the capital had increased from ordered reduced to 8 cents by the commission.
$7,000,000 in 1906 to $46,000,000 in 1914. This was for all "In some instances the utility is only reviewing a certain
the company's enterprises, including its railway, light, gas part of the order. For instance, in the order issued by the
and power properties, and represented actual cash sub commission against the United Railways, St. Louis, the
scribed by debenture shareholders. The largest dividend company is accepting and obeying all of the provisions of
paid was in 1908, when on a capital of $9,000,000 the com the order with one exception. The commission ordered
pany had earned in the previous year 7.82 per cent. In three extensions into new territory. These will require the
1913-1914, on a capital of $46,000,000, the company earned company to obtain new franchises from the city. The
4.69 per cent, and in 1914-1915, 2.76 per cent. Since June new city charter of St. Louis provides that at the end of
30, 1915, there have been no profits; in fact, the earnings, ten years the city may condemn the property of any utility
after paying operating expenses, have not even been suf accepting a franchise granted under the new charter. An
ficient to pay interest on the debentures. interesting question of law is raised as to what will be
The Conciliation Board, before which the question of the effect if the street railway accepts from the city fran
wages has been brought, is composed of A. G. McCandless, chises to make these three extensions under the new
ex-president of the Board of Trade, named by the company; fharter; that is, whether or not the acceptance of the
J. H. McVety, president of the Trades and Labor Council, franchises to make these extensions will place the old
named by the men's union, and Justice McDonald, of the franchises of the company under the provisions of the new
Supreme Court, named by the Ottawa government, to act charter.
as chairman. Mr. Murrin and William Saville, chief of the "The commission feels that a question of such a serious
payroll department, are presenting the case for the British nature should be determined by the courts, so the effect of
 286 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

the new charter on the old franchises may be known by the thickly settled and further-developed sections of the city.
company. All other provisions of the order, regulating the An argument pressed by the subscribers to the fund was
number of cars, sanitation, heating, etc., have been accepted that the street cars stood six minutes at the terminus,
by the company and will be complied with, pending the giving time for the car to run to the State line. Adjust
review of the above question in the courts. ments of service have recently reduced that idle time
"During the year the commission has adjusted more than materially.
800 informal complaints, where no testimony was required
to be taken or formal orders entered. The above figures CONFERENCE CALLED ON VALUATION
show that the number of appeals from the orders of the A conference on the principles and methods of valuing
commission is less than 3 per cent. This is far below the public utilities, to be held under the auspices of the Utilities
appeals taken from the judgment of the circuit courts of Bureau, will take place in Philadelphia, Pa., on Nov. 10 to 13.
this State. Among those who have already agreed to take part are Milo
"The public service commission law provides a speedy R. Maltbie, Clifford Thorne, John M. Eshleman, Charles A.
and simple procedure for reviewing the orders of the com- Prouty, Prof. Edward W. Bemis, Dr. Delos F. Wilcox, Prof.
mision. The commission in no way attempts to obstruct John H. Gray and Max Phelan.
or prevent any utility from reviewing its orders if the util According to the announcement of the bureau: "The
ity is dissatisfied with the findings of the commission. The methods and principles adopted in arriving at 'fair value'
counsel to the commission does not invoke technicalities to will determine, if regulation persists, the rates and service
prevent the courts from passing fairly and justly upon any standards for the patrons of all public utilities. Moreover,
order entered by the commission. In all hearings before the the question as to whether public ownership and operation
commission, all technicalities are disregarded and the com will prove more advantageous than private ownership under
mission attempts to get at the merits of the controversy regulations will be determined very largely by the relation
as shown by the evidence." that valuations bear to the cost of new plants.
"It is a matter of first importance, therefore, that all
NEW OHIO ROAD PERFECTING PLANS interested in the city's welfare should be informed as to the
The Cleveland & Ohio Central Electric Railway, formerly valuation, principles and methods that are being and should
the Cleveland, Barberton, Coshocton & Zanesville Railway, be adopted. It is equally important that experts and public
has made a number of very important changes in its service commissioners should not only be informed as to
original plans, both as to route and mode of operation. The what the guiding principles are and should be, but also alert
original route was from Cleveland to Orrville, through to the significance and future bearing of all these principles.
Barberton and Doylestown. The new route, approved by "It is the purpose of the Utilities Bureau to forward both
a certificate of the Secretary of State on July 19, extends of these ends through this conference on valuation. All
from Cleveland to Wadsworth, thence by way of Rittman experts on valuation, public service commissioners, public
and Smithville to Wooster, which will be the southern ter officials and interested citizens are invited to attend."
minus of the first division. The final destination of the
line is Columbus. ELECTRIFICATION IN CHICAGO NOT FEASIBLE
The first division is 55 miles in length by the surveys.
Most of the right-of-way and terminal rights have been Reported Conclusions on the General Situation Reached by
secured and the contract to build and equip the first divi Terminal Committee
sion has been awarded to the Lathrop-Shea interests, J. J. Newspaper dispatches from Washington, D. C, purporting
Shea, Buffalo, N. Y., being the president of the three con to contain authentic information taken from the forthcoming
struction companies included. The road will be equipped report of the smoke abatement and electrification of rail
with gas-electric cars manufactured by the General Elec way terminals committee of the Chicago Association of
tric Company. It is also proposed to operate a freight Commerce state that the committee has decided that the
service with 60-ton gas-electric locomotives. The tracks electrification of Chicago's terminals is impractical and im
will be laid with 80-lb. rails. Limited cars will make the possible to finance. The proposed electrified zone contains
distance between Cleveland and Wooster in two hours. The 4501 miles of track of which 2819 miles are within the city
road will enter Cleveland on West Twenty-fifth Street or limits. Some of the items of expense included in the esti
Fulton Road. The contract calls for the completion of the mates for electrification are 1600 locomotives at $40,000 each
road in 1916. The application for the change of name was and several power houses having a total capacity of from
made on June 5 and was granted on July 19. General offices 1,000,000 to 1,500,000 kw. and costing $100 per kilowatt.
are at 548 Rockefeller Building, Cleveland, Ohio. E. A. These, with the cost of the propulsion current conductors
Norton is the general manager and has the original con and changes in the existing property, make the total esti
tract for constructing and equipping the line. George J. mated cost $280,000,000. It is also said that the reports
Hewlett is the secretary of the company. convey the impression that the fixed charges on this large
investment would cripple some of the railroads beyond re
PRIVATE LINE LIKELY TO ANTICIPATE FRANCHISE covery. The report also attempts to show that electrifica
PROVISION tion in Chicago is much more intricate than in other cities
The franchise of the Kansas City Railways, the company where such work has been done.
which probably will succeed the street railway companies Another portion of the report devoted to the question of
of Kansas City under reorganization, provides for the ac smoke pollution is said to contain the following figures:
ceptance by the city of street car lines or extensions pri Percentage of the total fuel consumed within the city limits
vately built, and for their operation by the street railway of Chicago: by steam locomotives, 11.9 per cent; by all
organization. The residents of a restricted district in a other services, 88.06 per cent. Percentage of the total
suburb have preliminary steps under way to take advantage visibility of smoke emitted within the city limits of Chicago:
of this franchise provision. This district extends from by steam locomotives, 22.06 per cent; by all other services,
Broadway and Seventy-fifth Street (Seventy-seventh Street 77.94 per cent. Percentage of total solid constituents of
being the south city limits) westward to the State line, smoke emitted within the city limits: by steam locomotives,
about half a mile. More than 150 families live in the re 7.47 per cent; by all other services, 92.53 per cent. Per
stricted residence district in Kansas City, Mo., and a resi centage of the total cases of combustion in smoke emitted
dence section is being exploited further westward, in Kansas. within the city limits: by steam locomotives, 10.31 per cent;
These people now walk half a mile to 1% miles to the by all other services, 89.69 per cent.
terminus of the street car line, Seventy-fifth Street and From the foregoing information the committee is said to
Broadway. They have subscribed $23,000 for the building conclude that air pollution so far as it is affected by the
of an extension westward to the State line. David M. smoke of railroad locomotives is not injurious to the city's
Proctor has charge of the movement. The project has been health. While there is reason to believe that this informa
discussed with city officials, who are said to have encouraged tion is correct, it was impossible to obtain a confirmation
it. The building of the line probably will not take place at the committee headquarters, in Chicago. The statement
soon, as it is represented that the present equipment of the was made there that the first abstract of the report will be
street railway is needed for more urgent demands in more given to the press on or about Sept. 15, 1915.
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 287
TERMS OF NEW OAKLAND POWER CONTRACT INTERSTATE RAILWAY SUIT HEARING
The Consolidated Electric Company and the San Judge E. E. Porterfield of Division 7 of the Circuit Court
Francisco-Oakland Terminal Railways have filed with the of Jackson County, Mo., heard on Aug. 9 and 10 arguments
Railroad Commission of California their proposed new con on a motion for rehearing of the case of the Interstate
tract under the terms of which the Consolidated Electric Railway against the Kansas City, Clay County & St. Jo
Company will sell electric energy to the Key Route rail seph Railway, in which a verdict for $1,500,000 was awarded
way. The commission will pass upon the contract. about a month ago. Judge Porterfield will receive briefs
The electric energy for the Key Route division of the and probably give a decision in three or four weeks. The
San Francisco-Oakland Terminal Railways has heretofore Kansas City, Clay County & St. Joseph Railway is now op
been supplied by the United Light & Power Company. In erating under Receivers Inghram D. Hook and J. G. L. Har
a recent decision the commission found that the rate vey, appointed by Judge Bird of the Circuit Court of Jack
charged the Key Route was excessive and unreasonable. son County, as a result of an application of the Interstate.
The Consolidated Electric Company, which will be a sub The application for rehearing was argued by these attor
sidiary of the Great Western Power Company, has made neys: Senator James A. Reed and J. G. L. Harvey, for the
arrangements to take over the properties of the United Interstate Railway; Frank Hagerman, Henry M. Beardsley,
Light & Power Company, and will hereafter sell electric William G. Holt, E. E. Yates, for the Kansas City, Clay
energy to the Key Route. Under the new contract the County & St. Joseph Railway, the latter also being repre
Consolidated Electric Company will charge the Key Route sented by Richard Saltonstall, Boston, and Charles German
9% mills per kilowatt-hour. The contract will run for a appearing for the estate of George Townsend. The defend
period of seven and one-half years, terminating on Dec. ants argued that the Interstate Railway had never legally
31, 1922. It is estimated that the new rates will save the secured its charter and was therefore not entitled to begin
Key Route company from $25,000 to $50,000 a year. The work on its line, the work being one element of the claim for
lease of the steam plant of the Key Route to the United damages; that the titles to right-of-way had never been per
Light & Power Company has been cancelled and the plant fected, claims being for such right-of-way; that failure to
returned to the railways. comply with various features of the statutes regarding rail
roads had resulted in vitiation of the charter and the com
pany's privileges, so that it was in effect a "dead body" that
FIGURES OF LONDON MOTOR BUS COMPETITION could not be sued, and that could not sue; that the alleged
At a recent meeting of the London County Council the "titles" to right-of-way were only options that had long ago
chairman of the highways committee said that there was expired; that these "titles" were largely promised privileges
at the present time motor-omnibus competition on 100 to cross certain lands, indefinite as to the places of location
miles of the Council's tramway routes, the number of miles of such crossings, and therefore not enforceable; that nu
run annually by the omnibuses over the tramways being, merous errors relating to testimony were in the record; that
roughly, 20,000,000, and the cost, at 8d. per mile, £666,000. the instructions were inconsistent and improper; that the
The number of men employed on the omnibuses might be instructions commanded a verdict for the plaintiff if the
taken as 1500. The additional number of men which would plaintiff was found to have intended to build a line between
be required on the tramways to carry the passengers now St. Joseph and Kansas City, whereas the charter provided
taken by the motor-omnibuses over the routes in question for a road to the Iowa line.
would be 460, and the additional number of cars 184. These An eleventh-hour complication was an injunction suit
figures only related to the county area and would be con brought in the federal court at St. Joseph, Mo., by Vinton
siderably increased if Croydon, West Ham, etc., were Pike, an attorney of St. Joseph, Mo., in behalf of C. N. At
taken into account. Having regard to the pressing need for kinson, now of New York, formerly of St. Joseph, one of the
economy in men and money in the national interest, he original promoters and incorporators of the Interstate Rail
would certainly bring the matter before the highways com way. Mr. Atkinson claims to own practically all the stock
mittee with a view to an early report as to the extent to of the Interstate Railway, and alleges that if anybody is to
which the traveling facilities provided by the Council were receive benefit from the verdict of $1,500,000, it is himself.
duplicated by private enterprise. When asked whether the He asks that the Kansas City, Clay County & St. Joseph
highways committee had given consideration to the possi Railway be restrained from paying the judgment until his
bility of reducing redundant services on traffic routes in claims are adjudicated, and that a receiver be appointed for
London, in co-operation with the motor-omnibus companies, the Interstate Railways. It is asserted by the present plain
with a view to releasing men and machinery for government tiffs that Mr. Atkinson sold his stock in 1905. It is asserted
purposes, the chairman said that the time was clearly by Mr. Atkinson's representatives that he was a contractor,
coming when the committee would have to consider what an original promoter who owned all but a few shares of the
steps should be taken to avoid wastage in money and labor stock of the Interstate Railway and that he still owns this
in connection with the street services intended for passenger stock. The federal court term in St. Joseph opens Sept. 20.
traffic. Judge Van Valkenburgh will probably sit there then; the
term in Kansas City opens Sept. 10.
STRIKE IN HOLYOKE
Inquiries at Pittsburgh.—Inquiries have been received by
The lines of the Holyoke (Mass.) Street Railway are tied the Foreign Trade Commission of Pittsburgh, Pa., for prices
up by a strike which was declared on Aug. 8. Negotiations on an order which will aggregate many hundreds of thou
regarding wages and terms of service had been under dis sands of dollars. The inquiry was from the purchasing
cussion by L. D. Pellisier, president of the company, and department of the French government and includes the fol
representatives of the men for some time. The old contract lowing items: 5835 cars and coaches; 1750 journal boxes and
between the company and the men expired on June 1. The 80 tons of drawbars.
principal differences were over the desire of the company to
pay only for platform time and its insistence on a three-year No Bids for Newport Franchise.—Not a bid had been
agreement, whereas the men wanted a day rate and the con received for the street railway franchise in Newport, Ky.,
tract to continue for one year only. Charles G. Wood, chair at 11 o'clock on Aug. 2, the time set for closing the bidding
man of the State Board of Arbitration and Conciliation, at by the City Commission. The franchise was passed on
tempted to bring the officers of the company and the men May 31. Commissioner McCrea opposed the condition that
together, but without result. The directors of the company the successful bidder must pay $1,500 per route mile an
opposed accepting the service of the State Board as arbitra nually for the use of the streets on the ground that no
tors. The representative of the executive committee of the company could afford such a rental, but he was overruled
men, on the other hand, reiterated the determination of the by the majority. Commissioner Morlidge is reported to
men to accept no other form of arbitration except that pro have said that the Cincinnati, Newport & Covington Rail
posed by the State Board, and the men themselves subse way, which is now operating local lines, will submit a bid
quently rejected the proposition calling for an arbitration within a few weeks.
board consisting of three Holyoke men to whom it was pro Dismissal of Complaint Against Seattle Asked.—Instead
posed to submit the questions in dispute. of filing an answer to the complaint of the Puget Sound
 288 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

Traction, Light & Power Company, Seattle, Wash., made Manhattan Bridge Three-Cent Line and the Bridge
recently to the Public Service Commission, alleging that Operating Company, the stock of which is owned jointly by
the municipality has entered into a campaign of harass the Brooklyn Rapid Transit Company and the Third Avenue
ment against the company, Corporation Counsel Bradford Railway.
of the city of Seattle has filed a motion to dismiss the com Reconsider Strike Award.—Dr. John Price Jackson, com
plaint of the company, on the grounds that the State Public missioner of the Department of Labor and Industry of
Service Commission has no jurisdiction or power to hear or Pennsylvania, who served as umpire on the board which
determine the matters set forth in the complaint. Until arbitrated the wage question between the Wilkes-Barre
this motion has been acted upon the city of Seattle will not Railway and its employees, has notified officials of the
file its answer to the charge of the company. union that he will reconvene the board of arbitration for
Seattle Valuation Halted.—Councilman Allen Dale of the purpose of determining whether the board had erred
Seattle, Wash., has introduced a resolution providing for a in its award. The arbitrators fixed a sliding scale award,
conference between members of the State Public Service and the union officials say that the agreement gave the
Commission and the City Council, with a view to having the board no authority to fix anything but a flat rate. The
city aid the commission in completing a valuation of the union leaders contend also that the award was indefinite,
Puget Sound Traction, Light & Power Company's properties and that the fixing of a profit-sharing plan was a mistake.
in Seattle. The work of valuation is about three-fourths The union leaders point out that the board sent them a com
completed, according to a statement by Charles C. Reynolds, munication notifying them of the award, but allege that
chairman of the commission, but because of a lack of funds the award has not been properly drawn up and has never
cannot be finished until after the next session of the been signed.
Legislature. Councilman Dale and other members of the Detroit Purchase Argreement Signed by Mr. Couzens.—
Council believe that it would be to the interests of the city The proposed purchase agreement between the city of De
to extend such aid as is necessary in order to hasten the troit and the Detroit (Mich.) United Railway by which the
completion of the work. city would take over the property of the company within the
Company Must Obey Terms of Franchise.—The Supreme one-fare zone has been signed by James E. Couzens, presi
Court of Michigan has decided in favor of the city of Monroe dent of the Street Railway Commission, who is now in Cali
in its suit against the Detroit, Monroe & Toledo Short Line fornia. It is expected that the agreement will be submitted
Railway, Detroit, Mich., to compel the latter to operate at to the Common Council on Aug. 17, at which time some com
least one car in both directions every hour. The railway mittee probably will be empowered to report out a date for
took the position that jurisdiction rested with the State the special election necessary in connection with the propo
Railroad Commission as to the necessity of operating in ac sition. Inasmuch as the agreement must lie on the table for
cordance with the franchise provisions, but the Court held thirty days it is probable the election will occur late in Sep
that inasmuch as the franchise was accepted before the tember or early in October. When the agreement is sent to
change in the State railroad law, the railway must abide the Council the Street Railway Commission plans to offer
strictly by its terms. The company has been operating in figures setting forth in detail the earnings of the company
accordance with the franchise in summer, but it has removed within the one-fare zone and showing what the city expects
one car from the schedule in the winter months because to get to meet its obligations after acquisition of the lines.
business did not warrant its operation. Bill of Particulars Filed Against New Haven.—The
Power Contract Renewal.—The Chicago & Joliet Electric United States Government has filed in the Federal District
Railway, Joliet, 111., announces the renewal of its contract Court the bill of particulars asked for by the officers and
for power with the Public Service Company of Northern directors and counsel of the New York, New Haven & Hart
Illinois to cover the period up to 1930. The terms of this ford Railroad to enable them to answer the Sherman law in
contract have been submitted to the Illinois Public Utility dictment charging them with engaging in a conspiracy to
Commission, which has informally approved them. Under monopolize interstate trade and commerce between the
the old contract the railway received all its energy from New England and other States. The government alleges
the Public Service Company's plant at Joliet, 111. Under that in each of the matters specified in the 188 paragraphs
the new contract the local Joliet lines will continue to of the bill of particulars it was with the purpose and intent
receive energy from the Joliet plant, but the interurban of aiding, abetting and carrying out the conspiracy that the
lines will be supplied from Blue Island, 111. This change defendants adopted the plans and became responsible for
required the installation of a substation at Summit, 111., a them. The bill of particulars, after explaining in detail the
point on this company's interurban line near Chicago. The acquisition of the various railroads, electric railway and
plant there is equipped with three 1000-kva. transformers. steamboat lines, states that it was the purpose of the
Results with Surface Contact Systems at Lincoln, Eng alleged conspirators in making the combination to control
land.—The result of last year's working of the G.B. sur each of the common carriers absorbed and to induce and
face-contact system at Lincoln has been the slight increase compel them to engage in the combination.
in running costs per car-mile of from 5.91d. to 6.37d. The Joliet Wage Demands to be Arbitrated.—The demand for
cost of repairs to the G.B. equipment, while slightly less an increase in the hourly wage of the employees of the
than in the previous twelve months, is still considerably in Chicago & Joliet Electric Railway Company, Joliet, 111.,
excess of the average guarantee of £90 given by the com was refused, and the question is to be submitted to arbi
pany, and the actual average cost of repairs to the equip tration. Under the terms of the contract which expires on
ment has now increased to £110 per annum. The tramways July 1, 1917, the employees were permitted to open the
manager, however, points out that evidently the £90 guar question of wages July 1, this year. Accordingly they
antee was on the basis that the G.B. system would be demanded an increase in the present scale, which provides
applied in many other towns, and that in consequence the for 23 cents an hour for the first six months, 24 cents an
cost of repair parts would be considerably less than was hour the second six months, 26 cents an hour the second
now actually the case when they all had to be made specially year, 27 cents an hour the third year, if they are promoted
as required. to the suburban division, and 30 cents an hour when they
Temporary Extension of Manhattan Bridge Contract.— are advanced to trainmen on the interurban line between
The present contract for the operation of surface cars on Joliet and Chicago. The employees demanded an increase
the Williamsburg Bridge, New York, will be continued until to 25 cents minimum and 30 cents maximum on the city
Nov. 30, by mutual understanding between Bridge Commis lines, a 34-cent scale on the suburban lines and a 36-cent
sioner Kracke and the Bridge Operating Company. The scale on the interurban line. These demands did not include
agreement expires on Aug. 31, but to enable all the com employees outside of the train service because the court
panies concerned in the controversy over the new contracts had decided several years before that employees other than
to reach some sort of a settlement the time has been trainmen could not be included. There are about 150 em
extended by the Board of Estimate. Three railroad com ployees in the train service. They have selected F. A.
panies were concerned in the postponement of the expiration Drew, a Joliet attorney, as their representative in the
date—the Third Avenue Railway, whose offer for operation arbitration. The company's representative will be selected
is the one now favored most by the Bridge Department; the within a short time.
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 289

ANNUAL REPORT
Financial and Corporate
Montreal Tramways
CONFIDENCE IS RETURNING The statement of income, profit and loss of the Montreal
American business of to-day is like the small boy who, (Que.) Tramways for the year ended June 30, 1915, follows:
after he got through the woods, wondered why he had been Gross earnings 16,525,231
scared. A year ago, at the outbreak of the European war, Operating expenses 3,713,996
dire predictions of all sorts of certain disaster were made, Net earnings $2,811,235
but now the country is beginning to smile at its apprehen
sion. The pessimistic view that saw only possible weak Deductions :
City percentage on earnings $414,149
nesses and took no account of points of strength, gradually Interest on bonds and loans 825,415
gave way to a feeling of optimism as the country at large Interest on debenture stock 800,000
Taxes 92,800
came into a fuller recognition of its position in world com
merce. Total $2,132,364
Last August the declaration of war overseas seemed to Net income $678,871
arouse here an immediate feeling of impotence and danger. Dividends 278,880
There was an adverse trade balance of about half a bil Surplus $399,991
lion dollars; it was deemed certain that our international Transferred to contingent renewal account 275,000
commerce could be saved only by some desperate expedient Transferred to general surplus $124,991
like a government merchant marine; an extended raid on
our coffers by foreign liquidation of American securities The gross earnings decreased during the year $617,572
was feared; the cotton crop was doomed, and the price of or 8.65 per cent on account of the war and the financial
capital for American use was sure to rise to prohibitive depression. The operating expenses, however, decreased
heights. Bugaboos, one and all! $492,118 or 11.70 per cent, so that the net earnings decreased
The trade balance in favor of Europe settled itself. By only $125,454 or 4.27 per cent. The ratio of operating ex
July, 1915, the balance had shifted in favor of the United penses to earnings was 56.92 per cent, compared to 58.89
States to the extent of a net credit of $1,094,422,792, per cent yast year.
brought about by the tremendous excess of exports to The sum of $212,732 was charged to the contingent re
Europe over imports from Europe. Instead of being a bor newal account during the year, representing expenditures
rowing nation, this country found itself all at once the only made for special renewals. An amount of $666,429 was ex
country with capital, credit and goods to lend. We did not pended in the maintenance of the company's properties,
need any governmentally-owned marine, miraculously cre plant and equipment. This, together with the amount
ated out of credit, for Europe sent ships for the goods she charged to renewal account, made a total expenditure on
wanted. The cotton crop financed itself with the aid of upkeep of $879,161. During the year there was expended
banks. Moreover, liquidation of European-held American on capital account the sum of $621,125. There was also
securities on any very large scale failed to materialize, for it redeemed and cancelled $144,906 of the underlying bonds
seems that Europeans unexpectedly believed that the United of the company. The amount redeemed to date is $983,513.
States, the only large neutral country endowed with suffi The total passengers carried during the year numbered
cient industrial and financial powers to furnish Europe with 206,992,801.
the necessary food and goods for war consumption, was the LINE REORGANIZES TO ELECTRIFY
safest place to have money invested. Last July, it is true,
the bond market was overshadowed by some foreign selling F. A. Dolph, Chicago, 111., who purchased the property of
to provide funds to meet the colossal British war loan, but the Cincinnati, Bluffton & Chicago Railroad, Huntington,
the investment demand here was sufficiently keen to absorb Ind., last October, has announced the reorganization of the
such sales at comparatively small recessions in price. Nor company under the name of the Huntington, Bluffton &
has the price of American capital risen to prohibitive fig Portland Railroad. When $113,000 of the purchase price of
ures, notwithstanding the unexpectedly large war loans $357,000 is paid on Sept. 6, the deed for the property will
floated abroad. In June of this year New York City placed be delivered to the new company. The first payment is
a large issue of 4% per cent securities at a lower cost than being advanced by a three-year 6 per cent gold debenture
in 1913, and fixed capital has been no harder to borrow this issue limited to $150,000. When possession of the property
year than last. Interest rates on commercial paper, call is thus secured, the company plans to put out a first mort
money and time loans were lower in the first half of 1915 gage bond issue of $700,000 to refund the debentures, to
than in the corresponding period of 1914. pay the second and third installments on the purchase price
The foregoing are simply some of the features that mark and to provide for the electrification of the line. The
the recovery of the United States during the last year and organization will ultimately have $278,000 of common stock,
the recognition of its financial and economic independence. $220,000 of preferred stock and $700,000 of bonds, a total of
The position of this country in world commerce has become $1,200,000. The new company will be capitalized at only
so powerful that the Bank of England has shipped more 40 per cent of the old.
than $50,000,000 of gold and securities to these shores in The railroad is now operated as a steam line, with a pres
order to strengthen British financial prestige in New York ent valuation of $901,964, according to the J. G. White
markets. It should not be understood, however, that the Engineering Corporation. It has 50 miles of main line and
future will be one of unalloyed prosperity. With a long 8 miles of branch and spur lines, operating in an ideal inter-
continuance of the war the cost of capital and of living may urban territory. The betterments, electrification and equip
rise slightly, and the degree of engagement of the coun ment are estimated to cost about $300,000.
try's industrial capacity for foreign consumption and the As noted in the Electric Railway Journal of June 19
sharing of profits with workmen may prove an embarrass and July 31, Mr. Dolph has made an offer for the Fort
ing over-extension when war is ended, but America is now Wayne & Springfield Railway, Decatur, Ind., which was
more experienced in its abiilty to adapt itself to economic scheduled to be sold on Aug. 12. It is reported that this
conditions. The greatest encouraging general factor now interurban line would become part of a 420-mile electric
is the prediction of favorable crops, with increased acreage, railway system reaching into Ohio and northwestern
quantity and diversification. The National Chamber of Indiana.
Commerce stands sponsor for the statement that confidence
in the future is growing apace with the steady progress of Aberdeen (S. D.) Railway.—The Aberdeen Railway has
the crops and the slow but continual improvement in in been sold at receiver's sale to Charles A. Howard for $21,-
dustrial affairs. Although electric railways have their own 000. It is reported that the stockholders of the old com
peculiar problems of rates, wages and now jitney compe pany will reorganize a new corporation sufficiently financed
tition that demand special solution, they and other carriers to operate the system. Already more than 85 per cent
should be benefited by the present improvement, which it of them have joined in subscriptions to the new company,
is believed would persist even in the face of our own en and it is expected that practically a.11 of them will be sq
tanglement in foreign troubles, interested.
 290 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

American Railways, Philadelphia, Pa.—The directors of to on Aug. 4 in a statement by W. C. Hawkins, managing

the American Railways on Aug. 10 declared a quarterly director and secretary of the company. Mr. Hawkins de
dividend of 1 per cent on the common stock, payable on clared that no negotiations were on at the present time.
Sept. 15 to stock of record on Aug. 29. This dividend compares The last deal for the sale of the property, which was with
with a last previous dividend of 1 M per cent. In explanation Toronto financiers, fell through. The price mentioned at
of the reduction the directors issued the following state the time was $16,000,000. The fact that the company is
ment: "The falling off in earnings of the subsidiary com erecting a steam plant at a cost of about $2,000,000 is taken
panies, caused almost entirely by business depression and as evidence that it has no plans at present for selling out,
the rainy summer, and very little by jitney competition, despite the fact that civic officials here understand that as
made the board feel that the conservative thing to do was soon as the Canadian Northern Railway resumes activity in
the reduction of the common stock dividend to a basis of this district it will endeavor to secure the private power
4 per cent per annum." plant in opposition to hydro-radials.
Ardmore (Okla.) Electric Railway.—David E. Booker has Hagerstown & Frederick Railway, Frederick, Md.—The
been appointed receiver for the Ardmore Electric Railway total operating revenues of the Hagerstown & Frederick
to succeed John F. Easley, resigned. The appointment of Railway for the year ended June 30 were $424,347 as com
Mr. Easley was noted in the Electric Railway Journal pared to $404,088 last year, an increase of $20,258. The op
of Jan. 16. erating expenses for 1915 were $255,373 as compared to
British Columbia Electric Railway, Ltd., Vancouver, B. C. $261,911 last year, a decrease of $6,538. The operating in
—The directors of the British Columbia Electric Railway, come for 1915 was $168,973, an increase of $26,796. Income
Ltd., state that, owing to the large decrease in the com from other sources was $9,662 in 1915 and $1,566 last year.
pany's earnings since the first of the year, they are unable The gross income this year was $178,636, as compared to
to recommend any further dividends on the preferred and $143,743 in 1914.
the deferred ordinary shares of the company for the fiscal Hudson & Manhattan Railroad, New York, N. Y.—The
year ended June 30. The net earnings for the last six months board of directors of the Hudson & Manhattan Railroad
of 1914 were $942,500, a decrease of $306,000. For the has declared a semi-annual interest payment of 1 per cent
first six months of 1915 the decrease was $761,500, making or $10 on each $1,000 adjustment income bond for the half
the total decrease for the fiscal year approximately $1,068,- year ended June 30, 1915, payable on Oct. 1. This pay
000, or 44 per cent. The net earnings for the year ended ment is at the usual rate.
June 30 were $1,352,500. Interurban Railway & Terminal Company, Cincinnati,
Cincinnati, Dayton & Toledo Traction Company, Ham Ohio.—The report of Charles S. Thrasher and Charles M.
ilton, Ohio.—The Cincinnati, Dayton & Toledo Traction Leslie, receivers of the Interurban Railway & Terminal
Company recently settled two judgments, for $5,479 each, Company, to the Common Pleas Court for the nine months
obtained in the United States District Court in December, ended June 30, states that the receipts amounted to $180,874
1914, and representing the principal and interest of de and the expenses to $168,668, leaving a net income of $12,-
benture bonds of the subsidiary Dayton Traction Com 205, from which had to be deducted taxes of $9,791. There
pany. The company made an arrangement to pay $3,125 was a net surplus of $2,562 for June, but there is a deficit of
on each claim at once and the remainder on Dec. 24, when $1,086 for the nine months. The car-miles operated during
a rental instalment will be received from the Ohio Elec the nine months numbered 752,107.
tric Railway. There is no connection between the above
mentioned debentures and the $250,000 of first mortgage Minneapolis, Anoka & Cayuna Range Railroad, Minne
5 per cent gold bonds, due on July 1, 1916, of the Dayton apolis, Minn.—The Minneapolis, Anoka & Cayuna Range
Traction Company. Railroad, the successor of the Minneapolis & Northern
Railway, on July 28 filed for the purpose of record a
Cincinnati, Newport & Covington Light & Traction Com $2,500,000 mortgage to the American Trust Company and
pany, Covington, Ky.—The stockholders of the Cincinnati, C. H. Bowen, Boston, as trustees. President F. H. Stev
Newport & Covington Light & Traction Company have ens is reported to have said that under the new mort
authorized the directors to agree to a plan for the refunding gage $250,000 is already available and of this amount
of the bonded indebtedness of the Union Light, Heat & $125,000 will be applied to the purchase of the railway
Power Company proposed by the Columbia Gas & Electric property from C. P. Bratnober and others, who came into
Company, which leases the property from the Cincinnati possession by foreclosure liens for labor and material.
company. Under the plan the present bonded indebtedness, The other $125,000 will be used to complete the connec
which matures in 1918, will be refunded by a new issue of tion with the street railway line at Marshall Street, Min
$5,000,000 of fifty-year bonds, which will be used to take up neapolis, and the electrification of the service. The com
the present issue of $2,000,000 with the remainder held for pany expects now to complete promptly the plans for
betterments. The Columbia company will provide a sinking through passenger service from Anoka to the corner of
fund for the new bonds. Marquette Avenue and Sixth Street in Minneapolis. It
Cleveland & Ohio Central Electric Railway, Cleveland, is expected that electric cars of the type used for the
Ohio.—The Cleveland, Barberton, Coshocton & Zanesville Twin City Rapid Transit Company will be running by
Railway on July 19 received permission to change its Sept. 1. Pending completion of the trolley construction
name to the Cleveland & Ohio Central Electric Railway. this line is being operated by steam.
An amendment also approved at this time, changing the Nova Scotia Tramways & Power Company, Halifax, N. S.
route of the company from that prescribed in its charter, —The Nova Scotia Tramways & Power Company, which
is to go into effect on Aug. 14. The new route is de was incorporated in 1914 to take over the Halifax Electric
scribed elsewhere in this issue. Tramway, Ltd., has asked the Nova Scotia Public Utilities
Denver (CoL) Tramway.—The Denver Tramway has noti Commission that its capital be increased to $10,000,000 and
fied holders of the first and refunding sinking fund mort that $5,000,000 of first mortgage thirty-year bonds be issued
gage twenty-five-year 5 per cent gold bonds of the Denver at 5 per cent, $3,000,000 to be presently issued, and the
City Tramway, its predecessor company, that it will pay to balance only to be issued for future requirements under
the Bankers Trust Company, New York, successor trustee, restrictions against 80 per cent of expenditures on capital
a sum equal to 1 per cent of the principal issue of the bonds account. The petition also requests the board to approve
and an additional sum equal to the annual interest on all $3,000,000 par value of bonds, 32,500 shares of preferred
the bonds, amounting in the aggregate to about $124,000, stock and 62,500 shares of ordinary or common stock, to the
to be used for the redemption of bonds for the sinking order of the Nova Scotia Light & Power Company. The
fund. Sealed proposals for the sale of the bonds will be proceeds would be devoted to the following purposes:
received by the Bankers Trust Company on or before Aug. $800,000 to the retirement of mortgages outstanding on the
24 at not exceeding 105 and accrued interest. Halifax Electric Tramway, Ltd.; $1,227,780 to construction
Dominion Power & Transmision Company, Hamilton, Ont. of works; a certain amount to provide for taking over of
—The talk in financial circles of the purchase of the plant the various properties, and the balance for contingencies
of the Dominion Power & Transmission Company by the and working capital. A report by The J. G. White Com
Hydro-Electric Power Commission of Ontario was alluded pany showed that within only 55 miles of Halifax on the
 AUGUST 14, 1915] ELECTRIC RAILWAY JOURNAL 291

property owned by the company there is a lake area that had up to July 17 converted their holdings into 6 per
would give a storage of 2,000,000 cu. ft. of water, which cent cumulative first preferred stock. The second pre
would produce about four times the electric power at pres ferred stock outstanding before the exchange privilege
ent available in Halifax. The estimated cost of works neces was offered amounted to $2,108,700. The privilege ex
sary for the development of this power was put at tends until Aug. 15, when the company may exercise the
$1,534,000. The report of P. Sothman, formerly chief engi right to designate whether the stock still outstanding
neer Hydroelectric Power Commission of Ontario, confirmed shall be converted into first preferred stock or common
this report. stock.
Pacific Gas & Electric Company, San Francisco, Cal.— West End Street Railway, Boston, Mass.—F. S. Moseley
The California Railroad Commission has authorized the & Company, Boston, are offering, to yield 4% per cent,
Pacific Gas & Electric Company to acquire the capital stock the unsold portion of the two and three-year maturities
of the West Sacramento Electric Company, now owned by of the $4,743,000 of securities recently sold to them by
George F. Detrick and H. W. Furlong. Messrs. Detrick and the West End Street Railway, as noted in the Electric
Furlong have agreed to sell all their interests to the Pacific Railway Journal of July 31. These one, two and three-
Gas & Electric Company, which pays $27,000 to the former year 5 per cent obligations are known as "serial deben
and $3,000 to the latter, they to invest the money in pre ture bonds," dated Aug. 2, 1915, and maturing $1,581,000
ferred stock of the purchasing company at $82.50 a share. each on Aug. 1, 1916 to 1918, inclusive, without option of
The Pacific Gas & Electric Company already owns and prior redemption.
operates the electric railway lines in the territory served by
the purchased company. DIVIDENDS DECLARED
Port Jervis (N. Y.) Traction Company.—A Philadelphia Lincoln (Neb.) Traction Company, quarterly, 1% per
syndicate headed by Edward E. Mandeville has formed a cent, preferred.
merger of the public utility companies, including the Port Massachusetts Consolidated Railways, Greenfield, Mass.,
Jervis Traction Company and the Port Jervis Light & quarterly, 1% per cent, preferred.
Power Company, in the territory around Port Jervis. The Pacific Gas & Electric Company, San Francisco, Cal.,
new company will be known as the Orange County Public quarterly, 1% per cent, original preferred and first pre
Service Company. ferred.
Richmond & Rappahannock River Railway, Richmond,
Va.—The Richmond & Rappahannock River Railway has ELECTRIC RAILWAY MONTHLY EARNINGS
filed a mortgage to secure $500,000 of first mortgage bonds, BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR, ME
due in 1935. This line operates between Richmond and
Pamunkey, 7.5 miles by electricity and 17.9 by steam. It is Operating Operating Operating Fixed Net
Period Revenues Expenses Income Charges Income
expected that the line will be extended to Urbana in the lm.,June, '15 $60,968 »$34,019 $26,949 $19,160 $7,789
near future. 12 14 71,595 *41,215 30,380 17,567 12,813
12 15 780,504 »375,107 405,397 211,518 193,879
San Joaquin Light & Power Corporation, Bakersfield, 12 14 782,952 '365,001 417,951 208,791 209,160
Cal.—The California Railroad Commission has issued an CHATTANOOGA RAILWAY & LIGHT COMPANY, CHATTA
order authorizing the San Joaquin Light & Power Corpora NOOGA, TENN.
tion to pledge as collateral security $205,000 of first and lm., June, •15 $87,846 •$60,831 $30,371 t$3,35G
refunding mortgage forty-year Series "C" 6 per cent bonds 1" '14 91,477 •68,434 $27,015
33,043 28,190 4,863
12 " •15 1,042,100 •707,321 334,779 349,613 U4.834
for an issue of promissory notes not exceeding $153,750. 12 " '14 1,162,036 •707,128 454,908 320,791 134,117
The notes are to be in such ratio that their face value shall
not be less than 75 per cent of the face value of the pledged GRAND RAPIDS (MICH.) RAILWAY
bonds, and are to mature on or before two years and to lm. June, '15•14
$92,411 •$70,399 $22,012 $13,961
109.413 »70,651 38,762 13,361 $8,051
1" 25,401
•15 1,226,269 '834,703 391,566 163,156 228,410
bear interest of not more than 8 per cent, April 1, 1916, 12 "
being the limit of issuance. 12 " '14 1,297,010 '837,793 459,217 157,880 301,337
Toledo, Ann Arbor & Jackson Railroad, Toledo, Ohio.— JACKSONVILLE (FLA.) TRACTION COMPANY
On Aug. 5 the Ohio Public Utilities Commission authorized lm., May, '15 $53,337 •$36, SSI
•44,571 $16,456 $15,323 $1,133
this company to sell $523,000 of 5 per cent bonds at 85 to 1" '14 76,647 •452,217 32,076 11,523 20,553
12" '15
•14 654,297 •459,214 202,080 151,492 50,588
secure funds to complete its line to Dundee, Mich. The 12 " 727,975 268,761 140,074 128,687
company was authorized in June, 1913, to sell $850,000 of LEWISTON, AUGUSTA & WATERV1LLE STREET RAILWAY.
bonds at 80 for the purpose of extending the road to Ann LEWISTON, ME.
Arbor, but according to report was never able to sell them. lm., June, •15 $67,446 •$40,379
Underground Electric Railways, Ltd., London, England. 1" '14 62,002 •40,257 $27,067
21,745
$16,011 $11,056
15,579 6,166
12 " •15 703,897 •459,876 244,021 187,543 56,478
—The directors of the Underground Electric Railways, 12 " '14 677,723 •458,174 219,549 184,834 34,715
Ltd., have declared a distribution of interest at the rate of NASHVILLE RAILWAY & LIGHT COMPANY, NASHVILLE,
6 per cent per annum (free of income tax) on the non- TENN.
cumulative income bonds of 1948 for the half year ended
June 30, payable on Sept. 1. This is the rate paid for lm.,June, '15 $165,511 »$102,583 $62,928 $42,101 $20,827
121 14 2,180,942
15 184.538 •1,282,296
'109.548 898,646
74,990 41,337 33,653
the last three years. Among the controlled companies 12 " " '14 2,242,003 •!,405,496 S36.507 492,793 405,853
486,516 349,991
the Metropolitan District Railway has declared a divi
dend at the rate of 3 per cent per annum (less income NORTHERN TEXAS ELECTRIC COMPANY, FORT WORTH,
tax) on the second preferred stock for the half year TEX.
ended June 30, and the London Electric Railway at the lm.. May, '15 $134,790 •$86,142 $48,648 $24,533 $24,115
rate of 1 per cent per annum (less income tax) on ordi 1 14 178,918 '98,380 80,538 23,179 57,359
12 15 1,866,673 '1,065,484 801,189 289,689 511,500
nary shares, interim, these payments being the same as 12 14 2,154,828 '1,207,578 947,250 270,247 677,003
those of last year. The London General Omnibus Com PADUCAH TRACTION & LIGHT COMPANY, PADUCAH, KY.
pany has declared a dividend at the rate of 6 per cent lm., May, •15 $21,927 •$14,334
•15,i71 $7,593 $6,891 $702
(free of income tax) on ordinary shares, interim, as com 1" '14
•15 24,552 8,981 6,856 2,125
12 " 295,356 •188,897 106,459 80,943 25,516
pared to 8 per cent in 1914. The City & South London 12 " '14 307,163 •195,688 111,475 80,567 30,908
Railway has declared an interim dividend at the rate of PORTLAND (ME.) RAILROAD
5 per cent on the outstanding preferred stocks of 1891, $90,039 •$56,808
1896, 1901 and 1903, while the Central London Railway
lm. June, '15
1" '14 •55,584 $33,231
93,108 •647,596 37,524
$21,160 $12,071
20,143 17,381
has declared an interim payment at the rate of 3 per cent 12 " 'i r, 1,043,735 396,139 261,730 134,409
•14 1,046,674 •642,867 403,807 247,561
12 " 156,246
per annum on the ordinary stock and at the rate of 4 per TAMPA (FLA.) ELECTRIC COMPANY
cent per annum on the preferred stock.
lm. May, •15■14 $81,422 •$42,851
•44,264
$38,571 $3,630 $34,941
United Light & Railways Company, Grand Rapids, Mich. 1" •15 83,719 39,455 3,698 35,757
—Under the offer noted in the Electric Railway Jour 12 " 991,481 •509,481
•511.968 482,000 43,933 438,067
12 " '14 921,648 409,680 46,588 363,092
nal of June 12, holders of $1,617,300 of 3 per cent second
preferred stock of the United Light & Railways Company •Includes taxes. tDeflcit.
 292 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7
Western Association of Short Line Railroads. This asso
Traffic and Transportation ciation has asked the California Railroad Commission to
declare all auto lines running on regular schedules and
JITNEY JOTTINGS having fixed passenger and freight rates public utilities
and to take jurisdiction in their operation and financing.
New York and California Commissions Have Jitney Regu This is the first time since the start of the jitney craze
latory Problems Before Them—Further Legislative that concerted action on the part of steam railroads has
Developments been taken.
The gross receipts of the Puget Sound Traction, Light
The Second District Public Service Commission of New & Power Company, Seattle, Wash., have fallen off $360,000
York has taken the first steps toward the enforcement of in the past six months. Since the city gets 2 per cent of
the so-called jitney bus law passed at the last session of this gross a reduction in the city revenues form this source
the Legislature by applying through its counsel to Supreme has been at the rate of $14,200 per year. The decrease is
Court Justice Hasbrouck at Kingston for a permanent in attributed largely to the jitneys. During March between
junction restraining James E. Adams, Corning, and Elmer 600 and 700 jitneys were in operation in Seattle. At the
G. Booth, Rochester, from operating jitney lines without height of their prosperity these machines are estimated to
the consent of the local authorities or a certificate of public have carried 45,700 people a day, cutting heavily into the
convenience and necessity from the commission. Justice off-peak load, which affected the company much more
Hasbrouck will hear the petition on Sept. 4 in Kingston. seriously than inroads during peak traffic. There are now
Other proceedings will also be brought against other al only about 350 jitneys operating and they cut into the off-
leged violators of the statute. This statute requires all peak load very little, as their traffic is chiefly during rush
bus lines, motor vehicles, stage routes, any vehicle carrying hours. There are now ten to fifteen applications a week
passengers for 15 cents or less, or any vehicle operating for new jitney driver licenses, but cars are deserting the
in competition with a common carrier required to procure business faster than new ones enter it. The business of
the consent of the local authorities, to obtain a certificate the company is now about 14 per cent below normal. The
of public convenience and necessity from the Public Serv average for the last six months was 19 per cent below
ice Commission before operating in the streets of any of normal and it has been at times as far as 25 per cent be
the cities of the State. Hitherto the commission has con low normal. As stated previously in the Electric Rail
sidered the enforcement of this law in the hands of the way Journal the company is considering a light-weight
local authorities and has withheld action on its own part one or two-man car to compete with the jitneys. The com
until the local authorities had been afforded time to act. pany has put competitive jitneys in Everett and has driven
Recently, however, a number of complaints have been the independent jitneys out of business there to a large
lodged with the commission against so-called jitney bus extent.
lines apparently operating without authority. At the last F. T. Griffith, president, and F. I. Fuller, vice-president,
session of the commission its counsel was directed to take of the Portland Railway, Light & Power Company, Port
court action against the alleged violators mentioned. Com land, Ore., are concerned with the recent complication of
plaints also have been received against other alleged viola the jitney problem resulting from the act of the Supreme
tors and these will be handled either in the regular way Court on July 26 in invalidating the jitney ordinance. The
before the commission, or before the courts. The statute jitneys in Portland are not now required to carry surety
in specific terms makes all persons and corporations en bonds and the company is in just about the same position
gaging in the jitney business, as defined, common carriers as it was when the jitneys arrived. Both Mr. Fuller and
and subject to all provisions of law as such. The present Mr. Griffith look upon the jitneys as more or less of a per
applications to the Supreme Court are under Section 57 of manent institution. While they have not yet definitely
the public service commission law which authorizes the settled upon a solution to the problem, they are looking to
commission to apply to the court for injunctions to restrain ward lighter cars and quicker service.
violations of this law. The jitney regulatory ordinance passed in Scranton, Pa.,
The United Railroads, San Francisco, Cal., has filed with to go into effect on Sept. 1, provides briefly that auto
the Railroad Commission a complaint against the Penin mobiles in public service in that city shall secure a license
sula Rapid Transit Company, asking that the commission from the director of public safety; that the names of the
require the Peninsula Company to file with the commission owners and operators shall be filed with the city, to
a schedule of rates, fares, charges and classifications, as gether with facts about the cars, such as name, seating
prescribed by the public utilities act; that the company ob capacity, etc.; that the routes shall be specified; that a
tain from the Railroad Commission a certificate of con bond in the sum of $2,500 shall be filed for each vehicle
venience and necessity, as required by that act; and that having a seating capacity of not more than five passen
the company otherwise fully comply with the provisions of gers, including the driver, with $500 additional for each
the public utilities act. The complaint says that the Penin permanent seat in excess of the seating capacity of five;
sula Rapid Transit Company is a California corporation, that any person owning more than one car shall be per
authorized as a common carrier of passengers for hire, mitted to substitute a general bond covering all of his
particularly in San Francisco and San Mateo Counties; that cars, such bond to be in the sum of $25,000 for not more
the company carries all persons offering for hire from than ten vehicles, for $50,000 for not more than twenty-
San Francisco through Daly City, Millbrae, Easton, Bur- five vehicles and for $100,000 for more than twenty-five
lingham to San Mateo and return; that the company oper vehicles. The license fee for each vehicle seating five
ates automobile buses with a capacity of twenty each, on people or less is placed at $10, for each vehicle seating
regular schedules, and that for those reasons it is a com six or seven people $15 and for each vehicle seating more
mon carrier and should be under the jurisdiction of the than seven people $25. The carrying capacity of vehicles
Railroad Commission, but that it has not secured from the is fixed at the seating capacity and it is made unlawful
city and county of San Francisco, nor from San Mateo to charge more for transportation along and over the
County, nor from the governing bodies of the other cities route designated than the amount set forth in the license.
whose streets it uses, authority as a common carrier. After eliminating the provisions calling for the pay
The United Railroads' complaint says that it has fran ment of license fees, the Board of Works of Newark, N.
chises and authorization as a common carrier, and has in J., on Aug. 5 passed the jitney ordinance on first reading.
vested many hundreds of thousands of dollars in securing The sections relating to fees were taken out on the ad
its right-of-way and building and maintaining its suburban vice of City Counsel Frazer. The finance committee of
railroad line between San Mateo and San Francisco, and the Common Council had agreed at a recent conference
was operating this long before the other line began. The with a Board of Works committee to the fees that should
complaint says further that the railroad company gives an be paid, placing them at $50 for a car carrying five pas
adequate service at all times between these points, and sengers or less and ranging as high as $125 for cars car
that there is no necessity for the establishment of the serv rying more than twenty passengers. The jitney owners
ice of the Peninsula Rapid Transit Company. and operators will be heard in opposition to the measure
Action has been brought against the Wichita Transpor on Aug. 17.
tation Company, a recently established auto-truck service The "owl" and "anywhere" jitneys operating in San
between San Diego, Cal., and the Imperial Valley, by the Francisco have been excluded from the jitney bus class
 AUGUST 14, 1915] ELECTRIC RAILWAY JOURNAL 293

by order of the San Francisco Police Commission. Here TRANSFER ORDER IN ALBANY
after jitney drivers must keep to specified routes and On the complaint of the Civic League of Albany against
limit charges to 5 cents and 10 cents. Otherwise they the United Traction Company and the Schenectady Railway,
come under the livery class, must have stands and load the Public Service Commission for the Second District of
at certain points, with charges regulated by ordinance. New York has made an order directing that when local
The local branch of the street railway employees' union passengers are accepted on the west-bound cars of the
at Portsmouth, Ohio, asked the City Council on Aug. 5 to Schenectady Railway a transfer must be issued on request
pass an ordinance regulating jitney buses and jitney-bus for any of the intersecting lines of the United Traction
traffic in that city. The men ask that the ordinance con Company between State Street and Broadway and Water-
tain provisions for a license fee of $80 annually, fixed vliet Avenue inclusive, such transfers to be issued in all
routes and terminals, the number of passengers to be respects in accordance with the rules of the United Trac
carried to be limited to the rated seating capacity of tion Company. The traction company is directed to accept
the vehicles, the deposit of $5,000 by each owner as a these transfers.
protection for passengers who may be injured, and such One of the clauses of the commission's order in the general
other measures as govern the operation of utilities. case against the United Traction Company, made on Dec. 11,
The City Council of Temple, Tex., has formally adopted 1914, provided that the Schenectady Railway must give
the jitney ordinance which it has had under consideration transfers to passengers boarding its east-bound cars within
for the past two months. The ordinance becomes effective the city limits, and that order is now being complied with.
immediately after publication. The new law follows that The present order rounds out the transfer situation between
of Fort Worth rather closely. the two companies so far as it relates to local traffic. The
Judge Brumm at Pottsville, Pa., has refused the appli latest order of the commission says:
cation of the jitney owners of Pottsville for a permanent "It is not the regular practice of the Schenectady Railway
injunction against Pottsville city officials, preventing the to pick up west-bound local passengers destined to points
enforcement of an ordinance regulating the jitneys, but east of Watervliet Avenue, but only passengers bound
said that he would permit the temporary injunction against beyond the limits of the city of Albany. However, it does
the city to stand until September, to give the jitney owners carry such passengers from time to time, but they do not
and city officials a chance to agree on a compromise. receive a transfer to the lines of the traction company. If
Alderman Dodd of the City Council of New Westminster, it was the regular practice to carry such passengers it
B. C, has introduced a jitney regulation by-law containing would, of course, be very detrimental to the through service.
the following provisions: Before a license is issued, the * * * The commission is of the opinion that if the
inspector shall satisfy himself that the auto to be used is Schenectady Railway voluntarily carries west-bound local
in good order; driver must be twenty-one years of age, passengers it should give to any such passenger who may
speak English, be physically and mentally fit to operate a request the same a transfer good on the connecting lines
car, and skilled therein, and not be addicted to the use of of the traction company. * * *"
intoxicants or drugs; passengers must not be carried in
excess of the seating capacity of the machine; passengers
must not be permitted to board or alight from a car, nor
may the driver collect fares or give change, while the car SAFETY-FIRST SINS OF OMISSION BY EMPLOYEES
is in motion; Council may from time to time designate An interesting safety-first suggestion comes from A. D.
routes, say where cars will be allowed to stand; drivers Garriott, foreman of a carhouse of the Louisville (Ky.)
must not solicit passengers on business streets; no Asiatic Railway Company. Mr. Garriott says:
or negro may be allowed to enter a car in which there are "If the principle of safety was as readily followed as is
already white passengers; every jitney must put up a bond, the sometimes careless indifference to our rules and regula
the amount of which has not been determined. tions, we would all soon be perfect and avoidable accidents
Enforcement of the jitney bus ordinance in Flint, Mich., would be a thing of the past. But it is much easier for us
in which city the Detroit United Railway operates a city to see the carelessness of the public or of some one else
service, has been held up by the Circuit Court issuing an than it is to hold ourselves from violating some of the prin
order for the city to show cause why a permanent injunc ciples of safety and of the company's rules. How often we
tion should not be made restraining the municipality from see men who advocate safety first and make suggestions
enforcing the provisions of the ordinance. along this line, and men who are really interested in the
George K. Weeks, president of the San Francisco-Oakland safety movement, do things on a sudden impulse of the mo
Terminal Railways, was quoted recently as follows in regard ment that are a bad example to anyone who may see them.
to the jitney decrease in Oakland: "At the end of last week We see a car approach a carhouse or some place that is not
(July 16) there were 177 jitneys of all sorts plying in a regular stop, the motorman catching the front of the car
Oakland and the transbay cities, in comparison with while it is in motion. We see employees run after cars or
more than 300 when the craze was at its height. The climb over the rear dash or ride the coupling to the next
fact that the Superior Court has refused the injunction stop. Again we see motormen stand on the lifeguard and
demanded by the jitney bus owners, and that consequently reach through the front vestibule and move the car. We
the ordinance is to be strictly enforced, should result in see carhouse employees stand in passageways where cars
diminishing the number very materially. At the same time might split switches and cause serious accidents. We could
it must be remembered that so long as jitneys were un also show where track men and men in all departments of
taxed and unlicensed they operated in an irregular way, the company violate the principle of safety. Now we cannot
chiefly during the hours of the greatest pressure of travel. say that these things are done deliberately, or simply be
The licensed cars, on the other hand, ply on a more or less cause we do not think, or to save a few steps or a little
regular schedule. I am convinced from a close study of time. I think if every man would make a resolution to set
the problem that if the gasoline car is to become a perma an example of safety, much good could be accomplished.
nent factor in the transportation business, its proper field Don't look for some defect in equipment or something some
of usefulness will be the interurban run and not in con one else should have done, but ask yourself the question:
gested city streets. Were the jitneys taxed, as are the 'What am I doing to prevent accidents and am I practising
street cars, and made to comply with paving requirements, safety first?'"
they would not last twenty-four hours. They exist only by
virtue of legislative discrimination." REFUSAL TO EXTEND FARE LIMIT
An ordinance before the Council at Akron, Ohio, prescribes
severe conditions for the jitney bus operators and taxicabs. The Connecticut Company, New Haven, Conn., has refused
Jitney bus drivers must be men of good character, must not the request of residents of Prospect Beach who requested
smoke while carrying passengers, and must not carry more the company to extend the fare limit on its line out of
than the rated seating capacity of their machines. They New Haven from Cox's to Sea Bluff. In its reply the
must specify the routes they wish to traverse, and must company said in part:
cover them each trip. The license fee has not been de "In regard to the fare limit, we are obliged to advise
termined. The fare charged by taxicabs is limited to 25 you that we cannot under present conditions extend this
cents a mile by the ordinance. beyond its present location at Cox's. This seems to us
 294 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

the logical place for the fare limit, and when the length separate railway systems. From Worcester to Uxbridge
of ride for 5 cents is considered from Church and Chapel the route is over the lines of the Worcester Consolidated
Streets, New Haven, to Cox's, a distance of 4.82 miles, with Street Railway. From Uxbridge to Milford the route is
transfer privileges of anywhere from 2 to 9 miles further, over the Milford & Uxbridge Street Railway, and from
Lighthouse Point, a distance of 9.60 miles; Short Beach Milford to North Attleboro via the Milford, Attleboro &
road, 9.90 miles; Dixwell Avenue terminus, 9.15 miles; Woonsocket Street Railway. From North Attleboro to
Barnes and Quinnipiac Avenue, 0.20 mile; you certainly Providence the trip is over the Interstate Consolidated
must agree with us that our rate is more than reasonable. Street Railway and the lines of the Rhode Island Company.
"As you are well aware, the last decade has seen a
tremendous increase in the cost of material of every descrip St. Louis Skip-Stops Allowed.—The Missouri Public
tion, labor charges are much higher, in fact, every item Service Commission has made an order authorizing the
entering into the operation of street railways has made United Railways, St. Louis, to abolish 102 stops for three
this business more expensive. On the other hand, our months. Sixty-two of the stops to be eliminated in the
fares have remained the same, and while the purchasing test are on the Broadway line. The remainder are on the
power of the nickel to us has vastly decreased, we are, in Olive-University, Olive-Delmar and Olive-Maryland lines.
many cases, giving a very much longer ride for the same The opinion holds that the United Railways in asking that
money. 770 stops on various lines be eliminated did not submit
"In addition to the increase in operating expenses, the sufficient proof that the changes sought would not incon
street railways at the present time are laboring under venience the public or result in greater safety to passen
extremely heavy burdens imposed by State and municipal gers and pedestrians. The experiment eliminating the 102
governments, expensive permanent pavements, oiling and stops will begin on Sept. 1. The order states that if at
sprinkling of streets, maintenance of highway bridges; the expiration of the test period it is determined that better
these charges, combined with the recent unrestricted com service can be rendered to the majority of passengers on
petition of the jitney which is extremely serious, inasmuch those lines, the United Railways will be permitted to peti
as it is taking from us our profitable short-haul passengers, tion the proper municipal authorities of St. Louis for the
all tend to make street railway returns less profitable necessary modification of regulations to eliminate all use
each year." less stops.
P. R. T. to Carry Postmen for $24,000 a Year.—The Phila
delphia (Pa.) Rapid Transit Company and the United States
Licenses Trolley Cars.—At the meeting of the Commis government have entered into a new contract dating from
sioners of Hoboken, N. J., on Aug. 4, an ordinance was July 1, 1915, and extending to June 30, 1916, under which
adopted under which every car of the Public Service Rail letter carriers will be carried at an annual rate of $24,000,
way, Newark, entering Hoboken must have a license, for an increase of $10,000 over the contract executed five years
which it must pay $25. ago by the government with the company at a rate of
Cash and Transfer Registers in Springfield.—The new $14,000 a year. When the agreement expired on July 1,
system for the use of cash and transfer registers on all cars the company refused to renew it on the ground that the
on the Springfield (Mass.) Street Railway went into effect rate was too low. An investigation by the company is
on Aug. 1. Under the new system a minute report of the said to have shown that it would collect $95,000 a year in
various details of operation is required. Passes are no fares from carriers at a 5-cent cash charge. In declining
longer issued to employees or others, but tickets have been to renew the agreement the company is said to have sug
issued to replace them. This facilitates the accounting. gested $71,000 per annum as compensation under a new
Each car is equipped with two registers. The one is used to -. ; contract. The postal officials demurred and it was finally
record cash fares, while the other records transfers and tick- i agreed to grant an extension of the old agreement for one
ets received. !' month, or until Aug. 1, to allow a further investigation in
Westchester's Punctuality Record Better Than Ever.— an effort to reach an adjustment of the dispute which would
In connection with the details of the New York, West be acceptable to both sides.
chester & Boston Railway's remarkable punctuality record Favorable Brooklyn Accident Record.—On the subject
for the last twelve months ending June 30, 1915, which of safety the Brooklyn (N. Y.) Rapid Transit Company's
were published in the Electric Railway Journal of July activities have been numerous and far-reaching. Accord
31, additional figures now availiable for the month of ing to the annual report of the company the various de
July show that this railway's average for promptness is still partmental organizations were completed during the autumn
on the increase in spite of the narrow margin possible for of 1914. In each of the last six months boarding and alight
improvement. Out of 6536 trains run during July 6505 ing accidents, car collisions, accidents in which cars strike
trains, or 99.5 per cent, were on time, as compared with persons, and car and vehicle collisions, make a more favor
this company's average for the last twelve months of 99.2 able showing than in any one of the corresponding months
per cent. of the previous year—and this in spite of the fact that the
Enforcing the "Jim Crow" Law.—The State law requir hazard of accident was increased substantially by the recon
ing the separation of whites and blacks in railway trains is struction of several of the elevated lines and the construc
being strictly enforced by the Louisville & Interurban Rail tion of new lines, with operation over the same routes pro
way, Louisville, Ky. Since cards have been posted stating ceeding uninterruptedly during the progress of the work.
the terms of the State law there has been little difficulty in While there were 1333 fewer accidents on the system during
obtaining compliance with the measure, although this is the fiscal year than during the preceding year, the payment
sometimes grudgingly given. The compartment in each for damages showed an increase owing to the fact that the
car reserved for the negro traffic is not as commodious as number of actions tried representing accidents of previous
that for the whites, although it is not as frequently filled. years shows an increase of 42 per cent.
On Sundays, however, there are sometimes more colored Excursions by Trolley and Boat to Niagara.—The Fort
passengers than can be accommodated in their compartment Wayne & Northern Indiana Traction Company, Fort Wayne,
regularly and easily and delays while they pass along the Ind., has adopted a joint passenger tariff in connection with
aisles are unavoidable. the Ohio Electric Railway, the Detroit & Cleveland Naviga
Express Service Between Springfield, Worcester and tion Company, the Cleveland & Buffalo Transit Company
Providence.—The electric express service of the Springfield and the International Railway, Buffalo, naming excursion
(Mass.) Street Railway was extended on Aug. 2, when rates from various points on the Fort Wayne & Northern
special service between Springfield and Providence by way Indiana Traction Company's line to Niagara Falls, N. Y.,
of Worcester was begun. The decision of the officials to and return. The Union Traction Company of Indiana is also
run a special car making the through trip in twenty-two concurring in the excursion, routeing people from Indianap
hours was made in response to a demand which has been olis and points on its line in connection with the Fort Wayne
most pronounced from Providence shippers. Starting from & Northern Indiana Traction Company to Fort Wayne and
Springfield over the lines of the Springfield Street Rail turning them over to the Ohio Electric Railway. The full
way, the new express car travels over the tracks of five excursion fare to Niagara Falls from La Fayette, the most
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 295
westerly point on the line of the Fort Wayne & Northern
Indiana Traction Company's line, is $10. This, of course, Personal Mention
does not include meals, berths or staterooms. The route
from La Fayette is via Logansport, Peru, Fort Wayne and Mr. Clinton D. Kellogg, Chicago, has been appointed
Lima to Toledo, and thence by boat across Lake Erie. general superintendent of the Gary, Hobart & Eastern
Causes of Delays Advertised in Kansas City.—The re Traction Company, with headquarters in Hobart, Ind. He
ceivers of the Metropolitan Street Railway, Kansas City, succeeds Mr. B. J. Schramm resigned.
Mo., recently advertised in the daily papers of that city Mr. W. H. Given has resigned as assistant general man
in a space 11 in. square a record of delays in service. The ager of the Waterloo, Cedar Falls & Northern Railway,
statement introducing the tabulation of interruptions to Waterloo, la., to become manager of the Arkansas Valley
service follows: "Reports of every delay in the street Interurban Railway, a new position with that company.
railway service are made to the headquarters at Grand
Avenue and Fifteenth Street. Whenever a delay occurs Mr. R. W. Emerson, superintendent of the New York &
the nearest division station is immediately notified and North Shore Traction Company, Flushing, N. Y., has re
either a repair motor truck or car is at once ordered to the signed effective on Aug. 20, to become assistant superintend
scene. Many of these delays are due to causes over which ent of the Cleveland (Ohio) Railway, a newly created posi
the company has no control. Last week two were due to tion with that company.
parades, one tying up most of the downtown service from Mr. J. C. Blackburn has accepted a position as superin
ten to forty minutes. Fires, wagons or automobiles break tendent of the street car lines in Marshalltown, Iowa,
ing down on car tracks and freight train blockades are effective Aug. 1. Mr. Blackburn has been associated with
other instances. Where possible cars are routed around the lines in Galesburg, 111., since horse cars were used. He
blockaded sections. In all cases the street railway com was also in service in Cedar Rapids, Iowa.
pany uses every means to overcome obstructions to regu Mr. Milo R. Maltbie, formerly a member of the Public
larity in service. A record of delays in service for five Service Commission for the First District of New York, and
days of last week is given here in the belief that it will recently chairman of the valuation committee of the Na
be of interest to the patrons of the company." tional Association of Railway Commissioners, has been
Order Regarding Substitution of Open Cars for Closed appointed a member of the advisory board to Mr. C. A.
Cars.—Under date of April 15, 1913, the Public Service Prouty, director of the valuation division of the Interstate
Commission of the District of Columbia notified the Wash Commerce Commission, Washington, D. C.
ington Railway & Electric Company that open cars could be Mr. William H. Hitchcock, formerly general manager of
substituted for closed cars on the basis of five open cars the Trenton & Mercer County Traction Corporation, Tren
to furnish the service supplied by eight closed cars. Sub ton, N. J., has been appointed general superintendent of the
sequently it passed an order prohibiting passengers from Jersey Central Traction Company, Keyport, N. J., to suc
standing on the running boards. This resulted in passen ceed Mr. Samuel Barnes. Mr. Hitchcock began his career
gers standing between seats on open cars. In a letter to the as a conductor in Washington, D. C, in 1896, and served
company on Aug. 6 the commission states: "The commis the Washington Railway & Electric Company in several
sion recognizes the objection to the practice of passengers capacities until 1910, when he was appointed superintendent
standing between the seats and therefore believes that this of transportation of the Wilmington & Philadelphia Trac
space should not be taken into account in calculating the tion Company and the Southern Pennsylvania Traction Com
capacity of cars. While open cars have much greater seat pany, Wilmington. In January, 1913, he was appointed
ing capacity than the closed cars, these restrictions reduce general superintendent of the Trenton & Mercer County
the standing room in open cars to such an extent that the Traction Corporation, and subsequently was made manager.
capacity of the two types of cars, including standing pas Mr. Cecil G. Rice has been appointed assistant to the
sengers, is nearly the same. It, therefore, appears to the president, Mr. James D. Callery, of the Pittsburgh (Pa.)
commission that the capacities of open cars and closed Railways, the Duquesne Light Company and the Beaver Val
cars do not warrant the substitution of only five open ley Traction Company. The position of superintendent of the
cars for eight closed cars, and that they should be consid claim department, formerly held by Mr. Rice, has been abol
ered on the same basis, and when open cars are operated the ished, and the work handled by that department will be di
same number of open cars should be placed in service as vided among five associated bureaus with Mr. R. B. Gribble,
is called for by the schedule in effect during the period of chief of clerical bureau; Mr. C. C. Mullen, chief of inspection
closed-car operation." bureau; Dr. W. M. Holtz, chief of medical bureau; Mr. Au
Fourth Report of New Jersey Welfare Committee.—The gustus Baker, chief of adjustment bureau; Mr. H. B. Ock-
fourth annual report of the welfare committee of the Public ington, principal adjuster; Mr. G. E. Clarkson, chief of
Service Corporation of New Jersey has just been issued. litigation bureau, and Mr. F. A. McKenry, auditor of asso
As its name implies, the committee administers the welfare ciated bureaus. Mr. Rice will direct the work of these bu
work of the corporation and its subsidiary gas, electric and reaus in addition to looking after such other matters as may
railway companies, which work covers sick benefits, pen be assigned to him by the president. Mr. Rice was born in
sions and life insurance. In addition the committee looks Harrisville, W. Va., on Nov. 15, 1878. He attended the
after the payments made necessary by the employers' lia State Normal School at Fairmont, W. Va., and the Univer
bility and workmen's compensation act. The corporation's sity of West Virginia. Upon the completion of his studies
voluntary welfare work and the operation of the State law he read law and later took up newspaper work. Before en
are made somewhat reciprocal in that the employee re gaging in such work in Pittsburgh, he was city editor of the
ceives the benefit of the one which redounds to his greater Parkersburg Daily News. Although not a resident of Pitts
advantage. For instance, if the company's own plan called burgh he was selected by the Mayor, George W. Guthrie,
for a larger payment than the liability law in any specific now ambassador to Japan, for special work, and in this ca
case, the company would not stand on the strict letter of the pacity served the city for two and one-half years. In Jan
law, but would make the larger payment. During the four uary, 1907, Mr. Rice was appointed private secretary to Mr.
Callery, president Pittsburgh Railways, later being made
years that the plan has been in effect the company has dis general agent of that company and still later being em
bursed to employees, their relatives or dependants $370,990. ployed in different capacities in the operating department at
Of this amount $144,697 was compulsory under the State the shops and carhouses. In August, 1908, he temporarily
law, the balance, or $226,292, having been voluntarily paid left the traction field to become credit manager of the Colo
for pensions, sick benefits and life insurance under the cor nial Trust Company and also represented that institution as
poration's own plan. For the last year the corporation paid a member of the Pittsburgh Stock Exchange. In July, 1909,
$68,744 under the head of welfare work and $53,301 required he assumed direction of the claim department of the Pitts
by the compensation act, a total of $122,045. This was an burgh Railways, the Duquesne Light Company and the
increase over the preceding year of $12,319 in voluntary Beaver Valley Traction Company. In addition to introduc
payments and of $5,443 in compensation required by the ing advanced ideas in connection with the handling of claims,
State law. The corporation has close to 15,000 permanent Mr. Rice has for years been a close student of scientific
employees. management and business psychology.
 296 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7

ing proper maintenance provisions are made. Otherwise

Construction News such tracks may be used for a distance of only five blocks
under the same conditions. The city is ready to begin
Construction News Notes are classified under each head laying tracks in lower Market Street, it is asserted, and Mr.
ing alphabetically by States. Shaughnessy has asked the board for an early declaration of
An asterisk (*) indicates a project not previously policy on the matters in question so that the work may pro
reported. ceed.
FRANCHISES San Francisco-Oakland Terminal Railways, San Fran
San Jose, Cal.—The San Jose Railroad has applied to the cisco, Cal.—Assurances were received from the San Fran
Board of Supervisors of the County of Santa Clara for a cisco-Oakland Terminal Railways at a recent conference
franchise to construct, maintain and operate a single or between officials of the company and the city of Berkeley
double track standard gage electric railroad with the neces that work would begin within a comparatively short time
sary sidings, turnouts, switches, poles, etc., over a specified on the improvement of the company's roadbed on Adeline
route in the county. Street from Woolsey to the Oakland line, to be followed by
Macon, Ga.—The Macon Railway & Light Comapny is rebuilding of the company's line on Bramcroft way from
authorized to lay double track on Broadway between College to Telegraph Avenue. The work contemplated will
Boundary and Giles Streets. cost about $28,000.
*Berwyn, 111.—A petition has been received by the City Wilmington & Philadelphia Traction Company, Wilming
Council of Berwyn, 111., from E. G. Wright and others ton, Del.—Employees of the Wilmington & Philadelphia
stating that they are ready to build a street railway upon Traction Company have begun the work of connecting its
Harlem Avenue from Thirty-ninth Street north to Twelfth lines with the People's Railway, which was recently pur
Street, to be operated at a 5-cent fare with transfers from chased. Several miles of track will be taken up and the
all crosstown lines, provided they are guaranteed a twenty- running direction of other lines will be changed.
year franchise. Jacksonville (Fla.) Traction Company.—The committee
United Railways & Electric Company, Baltimore, Md.— recently appointed to prepare a statement showing the
This company will extend its Columbia Avenue double- advantage to the company should it extend its tracks from
track line 2100 ft. from the present terminus at Gwynn's Ortega to the State camp grounds, has completed its labors,
and has submitted to Hardy Croom, manager for the com
Falls to Lansdowne. pany, a report which tells in detail of the immense amount
Fairhaven, Mass.—The Selectmen have voted unanimously of development work accomplished and still going on at the
to grant a franchise to the Massachusetts Highway Service grounds, as well as a sketch of its history, its prospects for
Company, Boston, to install wires on poles of the New the future, and a statement of the probable earnings of
Bedford Gas & Edison Light Company and the New England the proposed extension.
Telephone Company, along the Sconticut Neck Road from Evanston (111.) Railway.—This company has promised
Washington Street to the Daniel W. Dean farm, a distance service to a now unoccupied tract of desirable building lots
of 2% miles, and to operate trackless trolley buses over if the city will annex the tract and provide it with sewers
that route. The company has arranged to purchase its and water. The company has begun operation on its Howard
power for the operation of its Sconticut Neck line from the
Street extension.
Union Street Railway.
Pottsville, Pa.—Pottsville City Council has granted a Chicago & Milwaukee Electric Railway, Highwood, 111.—
franchise to build an electric railway to St. Clair, a distance This company has been asked to consider the possibility
of 3 miles. The Pottsville & St. Clair Electric Railroad is of a west side loop for Evanston, 111.
the name of the new corporation. Chicago, Peoria & Quincy Traction Company, Peoria, 111.
Petersburg, Va.—The Wythe Street franchise for an —A statement in regard to the plans of this company was
electric railway from Petersburg to City Point, for which made by Judge Albert Akers, Quincy, following a meeting
a bid of $25 was made by the Petersburg & Appomattox of the directors on July 24. Judge Akers is quoted as stat
Company, has been awarded to R. H. Mann and S. W. ing: "A large banking house has come forward with an
Zimmer of Petersburg, who have taken over the interests offer to take sufficient bonds from us to provide funds not
only for the building of the first section of the interurban
of the Appomattox company. line but the entire line. Coincident with this offer has
Petersburg, Va.—The City Council awarded to the Peters come the Talbott Construction Company's written propo
burg & James River Corporation the Bollingbrook Street sition, which the board of directors has accepted, making it
franchise for the proposed electric railway from City Point practically a contract, stating that the construction com
to Petersburg. pany regards this bond issue as cash and that the company
TRACK AND ROADWAY will undertake the building of the entire line from Peoria
Fresno (Cal.) Interurban Railway.—Construction work on to Quincy." [July 12, '15.]
the extension of the Fresno Interurban Railway has been Lafayette & Northwestern Traction Company, Lafayette,
started at the Barton Vineyard. It is possible that 3% Ind.—A hearing was held on July 24 before Commissioners
miles of the line may be finished before it is announced McClure and Edwards of the Indiana Public Service Com
whether the road will go to Clovis or Centerville. mission to inquire into the matter of the Lafayette & North
western Traction Company, which recently announced that
Municipal Railways, San Francisco, Cal.—The city of San it contemplated the construction of a road from Lafayette
Francisco has been requested by the United States Army to Chicago, and which, it was stated, had undertaken to
authorities to extend its Union Street line through the issue securities without the permission of the Public Service
army reservation to Fort Scott. The government is pre Commission. O. L. Brown, general manager of the pro
paring plans for extensive new officers' quarters at the posed line, stated that the Tippecanoe Construction Company
Presidio, to cost about $400,000, and the new line would had been organized among local farmers to finance the pre
care for the additional traffic expected by the erection and liminary steps in building from Lafayette to Rensselaer;
occupancy of the proposed army buildings. City Engineer that about $10,000 in stock had been sold, and that about
M. M. Shaughnessy and T. W. Ransome, chief engineer $6,000 in notes had been issued. Subsidies had also been
of the railway company, are investigating the feasibility of voted by some of the townships through which the proposed
the extension. Work on the Church Street extension of the road was to pass.
Municipal Railway in Market Street and the proposed Twin
Peaks Tunnel line of the same company is being held up, it Topeka (Kan.) Railway.—The contract for a concrete
is claimed, on account of delay by the Board of Supervisors bridge over Shunganunga Creek, Kansas Avenue and Twen
in declaring a policy toward questions of franchise require tieth Street, has been let to Arthur E. Allen, Topeka, at
ments as they affect competing lines. The charter provides $15,468, of which the Topeka Railway will pay $4,500. The
that when a new street railway franchise is granted the street railway will extend its line on Kansas Avenue to
company obtaining the franchise may use existing lines of Twenty-first Street and over the bridge as soon as the
a competing company fpr ten blocks on any street, provid structure is finished.
 August 14, 1915] ELECTRIC RAILWAY JOURNAL 297

Detroit (Mich.) United Railway.—This company's 1915 the proposed subways to the new high-level bridge across
program contemplates 14 miles of city track reconstruction the Cuyahoga River were discussed. If such a plan is
in Detroit and a new crosstown line, including % mile of carried out, one of them will extend from the Public Square
double track and 1 mile of single track in Flint, Mich. In through Superior Avenue to the river for the eastern
addition the company will double track 7500 ft. of the approach. On the west side of the river two lines would
Michigan Avenue line in Detroit and extend the Kercheval be necessary, one on Detroit Avenue to West Twenty-ninth
Avenue line 4500 ft. Interurban line extensions for this Street and the other on West Twenty-fifth Street to Frank
year include 7% miles from Almont to Imlay City, Mich. lin Avenue. These tubes would be for the use of street
This will form a part of the new Detroit, Almont & North cars only. County Engineer Stinchcomb estimated the cost
ern Railroad, and it will be opened for service about of the subways at $2,200,000.
Aug-. 20. Butler & Grove City Railway, Grove City, Pa.—This
Electric Short Line Railway, Minneapolis, Minn.—Plans company has contracted and bought nearly all the ma
are being contemplated by this company to construct a terial for the equipment of its line. Eleven carloads of
45-mile extension of its lines. Two plans are under con rails have been received and these are now being laid.
sideration. One is for an extension from Winsted to Clara Two cars and material for three bridges remain to be pur
City, via Hutchinson. The other plan is to build south. chased.
'Faribault, Minn.—W. K. Palmer, Kansas City, is con Chattanooga (Tenn.) Traction Company.—The extension
templating the construction of an electric railway from of this company's lines to Hixon, north of the city, is being
Faribault to Waseca and possibly to Blue Earth, Minn. considered. It is suggested that later the extension might
Twin City Rapid Transit Company, Minneapolis, Minn.— go on to Dayton, in the north end of the county.
As soon as the company receives permission from the War Dallas (Tex.) Consolidated Electric Street Railway.—
Department for the use of a right-of-way over a short strip This company is relaying with new rails the portion of its
of government property, the work on the extension direct Oak Lawn line along Bowen Street, between McKinney Ave
to the Snelling Speedway will begin. A double track line nue and Cedar Springs Road, and is welding the joints with
will be laid to within a few feet of the St. Paul side of the thermit.
racetrack, with a tunnel leading to the track for the ingress El Paso (Tex.) Electric Railway.—Plans are being made
and egress of passengers. by this company to construct a line on Piedras Street from
Fallon (Nev.) Electric Railroad.—This company, which Tularosa Street to Alameda Avenue, El Paso.
has completed the grade for its line between Fallon and Ogden, Logan & Idaho Railway, Ogden, Utah.—This com
Sand Springs, is reported to have arranged to proceed at pany plans to purchase the right-of-way surveyed last fall
once with construction work. for a new interurban line from Ogden to Brigham City.
United Traction Company, Albany, N. Y.—General Man As soon as possible after the right-of-way is secured, con
agers Carl H. Graf of the Municipal Gas Company and struction work will be started. Although the right-of-way
Charles F. Hewitt of the United Traction Company have was secured and a new line is to be constructed, the
agreed to recommend to their respective boards of directors present line from Williard to Brigham City will continue
the placing underground of electric wires in South Pearl to be operated by the company, making two interurban
Street from Madison Avenue to Fourth Avenue. routes to Brigham City. The new line will parallel the
Buffalo (N. Y.) Southern Railway.—This company will Oregon Short Line, with the exception that it will run
extend its tracks through Buffalo Street, Long Avenue, and through the center of Parry and Williard. Operation has
Pierce Avenue, Hamburg. been begun on this company's extension to Huntsville.
Hornell (N. Y.) Traction Company.—The directors of Petersburg & James River Corporation, Petersburg, Va.
Hornell Traction Company have decided to double track —The Petersburg & James River Corporation has begun
the lines of the company through Main Street and part of the construction of an electric railway between Petersburg
Broad Street. and Hopewell. Three miles of the road have been graded.
New York, N. Y.—P. Clingman, 33 Pine Street, New York, J. Walter Long, president of the corporation, says the road
N. Y., and certain property holders are interested in a plan will be completed and open for traffic by Dec. 1.
to built a single-track electric railway along public high Richmond & Rappahannock River Railway, Richmond,
ways between the towns of Sea Cliff, Glen Cove, Oyster Bay Va.—This company is said to contemplate extending its
and Roslyn, to connect there with the New York & North line to Urbana in the near future.
Shore Traction Company's line. Three routes have been Tacoma Railway & Power Company, Tacoma, Wash.—It
suggested and preliminary surveys have been made. No is reported the City Commissioners have received the as
incorporation has yet been made and the proposition is surance of Louis Bean, manager of the company, that the
still in its preliminary stages. Storage-battery cars may Pacific Avenue line will be extended as a concession for a
possibly be operated. franchise to cross South Tacoma cars over the new Ta
Schenectady (N. Y.) Railway.—The Public Service Com coma Avenue fill.
mission for the Second District has authorized the exten SHOPS AND BUILDINGS
sion of this company's lines from their present terminus at
Nott Street and Wendell Avenue, Schenectady, along Nott Municipal Railways, San Francisco, Cal.—The contract
Street to the Grand Boulevard at East Alley and thence for constructing the second story of the Municipal Railway
along the Grand Boulevard on private right-of-way in the carhouse at Geary Street and Presidio Avenue has been
town of Niskayuna to Van Antwerp Road. The franchise awarded by the Board of Works to James L. McLaughlin
for the extension was approved by the Common Council, for $26,747.
Mayor and Board of Estimate last January. Union Traction Company of Indiana, Indianapolis, Ind.—
Northern Ohio Traction & Light Company, Akron, Ohio.— This company expects to remodel its station at Pendleton.
A special committee of the Council of Canton will confer with Albuquerque (N. M.) Traction Company.—George Ros-
the officers of the new industries now being located in the lington, receiver of this company, has been authorized by
northeast manufacturing district and will then take up with the court to replace the carhouse of the company destroyed
the traction company the question of the best route to be by fire recently.
followed by the railway extension which is to be built Philadelphia & Western Railway, Upper Darby, Pa.—This
into the district now being so rapidly developed. company is working on plans for a proposed overhead station
Cleveland (Ohio) Railway.—Director of Public Service on Swede Street, Norristown. When these plans are finished
Sidlo of Cleveland, Ohio, after making an investigation, will the Council will be asked to permit the company to cover
recommend to the City Council that the proposed extension over two and a half squares of Swede Street in an effort
of the East Seventy-ninth Street crosstown line of this to overcome the congestion complained of by the Town
company to Broadway and Aetna Road be built on two Council in making a station of the public street at the court
parallel streets instead of having a double track on one house at Swede and Penn Streets, where both the Phila
street. At a meeting of business men, city officials and delphia & Western Railway and the Lehigh Valley Transit
county officials at the Chamber of Commerce on Aug. 5, Company have been loading and unloading passengers.
 298 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 7
promotion profit of any kind whatever in connection with
Manufactures and Supplies the organization of the company. It has also been arranged
that a representative of the company shall visit some of the
ROLLING STOCK localities where the best opportunities now exist, for the
purpose of securing, subject to the approval of the directors,
Worcester Consolidated Street Railway, Worcester, Mass., such business as can be negotiated on a decidedly favorable
expects to purchase twenty-four four-motor equipments. basis. Application for a charter has been filed at Dover,
Indiana Railways & Light Company, Kokomo, Ind., has Del. The incorporators are: J. G. White, president of J. G.
ordered two very light cars from the Cincinnati Car Com White & Company, Inc.; Douglas I. McKay, assistant to the
pany. president J. G. White Engineering Corporation, and Severo
Mallet-Prevost, of the firm of Curtis, Mallet-Prevost & Colt.
Butler & Grove City Railway, Grove City, Pa., expects
immediately to purchase two cars for its new line. John ADVERTISING LITERATURE
Carruthers is president. Templeton, Kenly & Company, Ltd., Chicago, 111., have
San Francisco Municipal Railway, San Francisco, Cal., issued a catalog describing its various types of Simplex
has ordered one work car body from the Pacific Car & Equip jacks for electric railway use. The catalog contains con
ment Company, to be equipped with Westinghouse motors. venient instructions for the proper operation of these jacks
TRADE NOTES when moving or setting machinery, such as lathes, lifting
or straightening telephone or trolley poles or extricating
Charles F. Etter, Harrisburg, Pa., manufacturer of ready trucks or removing wreckage from tracks. These jacks are
change carriers for street railway conductors, has moved made in a number of different sizes and capacities from that
his Harrisburg office from 904 North Second Street to 907 suitable for track or ballast work to that required for lift
North Front Street. ing heavy cars.
Ohmer Fare Register Company, Dayton, Ohio, has issued Sauvage-Ward Brake Company, New York, N. Y., has
a folder describing the economical service provided by this issued a catalog describing the savings effected in the life
system. The folder reports that since January, 1915, the of brakeshoes by the use of its S. W. automatic shim slack
company has received forty-three contracts covering various adjusters. A 95 per cent increase of life for brakeshoes is
types of registers for registering collections ranging in de asserted to have been saved on a certain road by the use
nomination from two to sixty different classes of fares. of the slack adjuster. These adjusters have been adopted
Spray Manufacturing Company, Boston, Mass., recently by seventy-five roads throughout the United States. The
incorporated to construct Spray cooling systems, gas scrub catalog contains a trial offer to equip from one to twenty-
bers, odor and fume condensers, etc., has changed its name five cars at the expense of the manufacturer for a period of
to the American Spray Company, as it will engage in gen from two to three months.
eral engineering work involved in the use of spray systems. General Electric Company, Schenectady, N. Y., has issued
The management of the company remains unchanged. Bulletin No. 44407, which describes the GE-225-B, 600/1200-
Pratt & Whitney Company, Hartford, Conn., has opened volt ventilated commutating pole railway motor. This type
an office and showroom at 16 and 18 Fremont Street, San of motor has characteristics which adapt it especially to
Francisco. S. G. Eastman, formerly manager of the Chi high-speed interurban service. It is built on substantial
cago office, is in charge. A large stock of machinery, small mechanical lines, and in details of design and construction
tools and gages will be carried for the convenience of cus follows the general GE practice for railway motors. The
tomers. The company has been appointed agent for the en bulletin gives a complete description of the construction
tire Niles-Bement-Pond line of machine tools, cranes, steam details and shows some characteristic operation curves.
hammers, etc. Bulletin No. 44090 gives an analysis of the equipment for
International Oxygen Company, New York, N. Y., has various forms of up-to-date railway substations, and speci
received an order from the United States Navy Department fies suitable apparatus for different voltages. The details
for the erection of a hydrogen generating plant for balloon of the apparatus required are given for permanent indoor
ing purposes at the Aeronautic Station of the Navy Yard and outdoor substations, and also for portable substations.
at Pensacola, Fla. This company has also received an The bulletin is amply illustrated from photographs of
order from the Government for the installation of a system typical installations, supplemented by detailed views of
for generating oxygen and hydrogen at the Washington substation apparatus, complete tables of ratings and dimen
Navy Yard, Washington, D. C. sions, together with drawings showing the location of the
Joseph T. Ryerson & Son, Chicago, 111., have just com apparatus in both indoor and outdoor substations. This
pleted new warehouses on Westside Avenue, Jersey City, bulletin should be of particular interest to the practical
N. J. The company has maintained an office at 30 Church railway operator for the reason that, in addition to the data
Street, New York City, and steel warehouses at Boonton, specified above, it gives a very comprehensive set of rail
N. J., for some time. This new move, however, will in way switchboard wiring diagrams.
crease its stock and service to a marked degree and will
mean a great deal in immediate shipments to steel buyers NEW PUBLICATIONS
of the Eastern territory. The new warehouses have been The Utilities Magazine. Vol. I, No. 1, July, 1915, published
built on a 10-acre site of the junction of the Hackensack by the Utilities Bureau, 216 City Hall, Philadelphia.
River and Newark Bay, thus affording facilities for mak Price, $1 per copy.
ing water shipments to all parts of New York harbor and The organization of the Utilities Bureau, as the outcome
adjacent waters and for transshipment to ocean liners. of the convention of mayors in Philadelphia last November,
The plant is provided with switches from the Central Rail was reported at the time in the Electric Railway Journal.
road of New Jersey. The company has also acquired, in Under the direction of the bureau, of which Morris L. Cooke
addition to the former trucking capacity, a fleet of motor is acting director, "The Utilities Magazine" has been pub
trucks for making deliveries in Greater New York. lished "as one medium through which the Utilities Bureau
Latin-American Public Works Corporation is the name will give to officials and city residents information of inter
of a new company which will be organized for the general est and usefulness in utility matters." The need of such a
purpose of developing business in Latin-American countries. magazine is explained by the statement that "so many
The activities of the company are to be directed specially magazines misrepresent the truth as to public plants." The
toward the acquisition, on favorable terms, of concessions first number contains a digest of jitney ordinances, a dis
and contracts for public works and also of existing public cussion of the right of a plaintiff to examine the books and
utility or other properties which may require extension or property of a utility company, the decision of the New York
improvement or both. It is also planned to conduct studies Public Service Commission, First District, in the New York
and investigations of business opportunities in South and Edison-Stadtlander case and one or two shorter articles.
Central America. The authorized capital will be $1,000,000, No statement appears in the first number as to whether the
divided into 10,000 shares of the par value of $100 each. magazine is to be published at regular intervals or spas
The shares will be all of one class, and there will be no modically.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal Journal and Electric Railway Review

VoJ. XLVI NEW YORK, SATURDAY, AUGUST 21, 1915 No. 8

RECALLING An engineer's ability to remem- of energy and brakeshoes. In short, in this relation of
PLANT ber p]ant dimensions and the sizes coasting to running time the coasting recorder has
ST VTISTICS and capacities of apparatus under proved an even greater means of economy in practice
his charge is not much of a test of his fitness to hold than in theory.
his position, but, for a little thing, a poor memory as
to essential details unquestionably plays its part in SPECIFICATIONS The increasing activity of the
giving a bad impression of an operating man on super AND American Electric Railway En
PROGRESS gineering Association and other
ficial acquaintance. Even at the cost of repeated efforts,
it pays to remember such data as the general dimen organizations concerned with applied technology in pre
sions of boiler and engine rooms, the exact ratings, paring detail specifications of materials and appliances
main dimensions and speeds of prime movers, height is a sign of the times. These are the contributions of
and diameter of the stack, dimensions of the more im the large roads to the small ones and are an evidence of
portant pumps, capacity of the coal pocket and a few a highly commendable spirit of co-operation. They con
other "bird's-eye" statistics that visitors often inquire stitute the text-book of the technical departments of the
about. All of these data can, of course, be extracted in industry. They result from the combined efforts of
stantly from a loose-leaf book, but useful as such a user and manufacturer. Specifications are simply defi
book is, it should not be allowed to become an entire nitions of good usage in their field, and their purpose is
substitute for the engineer's personal recollections. not primarily to prevent manufacturers from foisting
Prompt and accurate answers to questions about the unsatisfactory products upon customers but rather to
plant indicate a live interest in its service with an alert indicate the quality which is most suitable, that is to
and responsive mind, and defects in this direction are say, most economical, under given conditions. Specifi
decidedly worth eliminating. cations should lean toward a somewhat better quality
than is absolutely necessary so that they may exert an
COASTING When coasting recorders are first influence in the direction of progress. This practice also
AND installed by a railway company provides a factor of safety and a reserve capacity. While
RUNNING TIME its chief aim is to decrease the specifications make dry reading, it is the manifest duty
cost of energy and of brakeshoes. But experience has of the members of the Engineering Association to study
shown that the savings possible in another respect are those which have been laboriously prepared by their
far greater than either of these items. After the re representatives in the committees and to apply them
corders have been in service for some months the men as far as possible. There will be an unusual opportunity
have approached the maximum percentage of coasting. for preconvention assimilation this year.
Now, assuming the absence of severe down grades, this
percentage of coasting is a good measure of the slack BEAM-TYPE While the old style, beam type of
in the schedule running time. For example, if a line TRACK FOUNDA- track foundation has been aban-
runs 35 per cent to 40 per cent coasting time it is evi TION IMPROVED doned by most street railway com.
dent that by a longer period of energy-using time the panies the conclusion must by no means be drawn that
running time will be decreased. If a condition of this improvements which overcome the disadvantages of this
kind is developed on a line with, say, fifteen-minute old type will not resurrect it. In this issue of the
headway and few cars the running time might be re Electric Railway Journal E. R. Horton, Jr., of the
duced to permit possibly a thirteen-minute headway Southern Public Utilities Company, is quoted as de
with the same number of cars. In this case it might be scribing a type recently installed by that company.
found more profitable to get maximum coasting than Improvements in his construction include an 8-in. plate
to speed up the line, as the headway improvement might under the rail base, intended to spread the track loads
not be enough either to get more business or to cut out over a wider area on the beam and consequently to
one car. On the other hand, if the line is operated on reduce or possibly to eliminate the tendency of the con
a five-minute headway a reduction of coasting time crete to pulverize under traffic vibration. The rein
under conditions of maintained coasting ability would forcement at the bottom of the beam should also prevent
be far more likely to permit a reduction in the number its breaking up under track loads when the sub-founda
of cars. Of course, some slack must always be allowed tion is properly prepared. Hook bolts used to fasten
in any schedule, but when coasting regularly exceeds, the rail also serve to bind the beam and the rail together
say, 30 per cent, the economy of fewer cars for the same vertically. The hooks pass around the reinforcements
headway as before must greatly exceed the extra cost in the bottom of the beam, hence provide a secure an
 300 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8
chorage. Another feature in this construction is the themselves are not at fault. As a rule, even under the
provision of reinforcing channels under the joints in most severe conditions, when storms cause the failure
addition to the 8-in. plate under the rail. Wooden of many electrical circuits, transmission lines come
washers on the anchor bolts below this bearing plate through all right. As regards the insulators, there is
provide for shrinkage in the concrete when it sets. no difficulty now in taking care of 50,000 or 60,000
Under track loads these washers will compress until volts as easily as half this pressure was handled a few
the space beneath the bearing plates has been closed. years ago. The suspension insulator has saved the day
It is quite possible that this form of construction will for high voltages, and on more modest ones such as
prove satisfactory on light traffic lines, and it may be those mentioned renders it easy to get a large factor
that the improvements in the beam construction would of safety. Lightning is the most serious danger to be
give it merit under comparatively heavy traffic. In any considered, and it seems to have been sufficiently well
event this foundation construction is worth watching demonstrated that not even well-installed ground cables
to determine its serviceability. can entirely relieve transmission lines from this par
ticular risk. The use of arc extinguishing devices seems
TRANSMISSION LINE PROGRESS to offer a very considerable measure of relief and de
Since the security of a transmission system depends serves more extensive use than at present.
chiefly on the performance of the line it is imperative The general line of progress then would seem to be
to take every possible step toward securing continuity the employment of rather high voltages with duplicate
of service by suitable construction. In the case of main supply lines, suspension insulators giving a large
traction lines in particular, the loss of power even for factor of safety, and persistent study of methods of
a short time works disaster. It not merely cuts off lessening the danger from lightning which at present
the load but disorganizes the system for a much longer is dominant.
time than that covered by the mere interruption. It
therefore behooves the engineer to look a little way A YEAR OF THE DEPARTMENT ON "EQUIPMENT
ahead and see what can be done to render the electrical AND ITS MAINTENANCE"
supply more secure. When the subscribers to a periodical become contrib
Taking up the situation as it stands, the three ele utors in large numbers direct evidence is afforded that
ments in line construction are the poles, the wires and they are active rather than passive readers. This con
the insulators. As regards the first-named there seems dition indicates that degree of intimacy between read
little doubt that, more and more, steel must be the ers and editors which is essential if the paper is to serve
material as it is now in a large number of cases. But its clientele in a truly successful way. From this point
when a steel line fails it is likely to fail rather badly, of view the editors of the Electric Railway Journal
and, looking ahead, the indications are that whenever view with satisfaction the record of the department on
practicable one should not trust even to a single well- "Equipment and Its Maintenance." This department
designed tower line but for many transmissions should now numbers in its widening circle of contributors more
provide a complete duplicate tower line. To do this than a hundred men who are directly engaged in using
economically means higher voltages than those com and bettering electric railway equipment.
monly employed because the size of the members in With the first issue of the Electric Railway Journal
the supporting structure must be determined by the for 1914 the practice of segregating short articles on
stresses put upon it. A good deal of the work in the details of equipment practice was inaugurated. Allow
past has been on the basis of using public rights-of-way ing a half-year for the promotion or accelerating period
in such cases, and these have generally been fitted for we may consider that the new department was well un
modest voltages only. At present, when private rights- der way by the end of June, 1914, and therefore com
of-way are becoming common, there seems to be no good pleted a year of mature life a few weeks ago. An ex
reason why the voltage should not be higher and hence amination of the pages devoted to this department will
the wires which have to be carried considerably lighter show how fully the results justify the effort to secure
than they now average. As Dr. Steinmetz wisely re descriptions of those devices and methods which have
marked in a recent discussion, the insulator is no longer produced maintenance economies or aided equipment re
the weakest point in the line, and there is no good reason liability.
from the standpoint of insulation why the general aver During the period mentioned signed articles from
age of working voltage could not be doubled with posi ninety-five writers, located in sixty-one cities in twenty-
tive advantage. Given a light line, the conditions of two States and five foreign countries were published.
supporting it become very much relieved so that it Omitting the numerous descriptions of recent manufac
should be possible to use fairly long spans on lighter turing developments there were 217 signed and eighty-
supporting structures than are now usual. six unsigned editorial and contributed articles in the
As regards the line itself experience has shown that following divisions of the electric railway field: Shops
failure of the wires, except from short-circuits, is a and shop practices, eighty-two, or 27 per cent; car
very unusual contingency. Break-downs, when they equipment, fifty-four, or 17% per cent; track and pav
occur, are commonly at the supports, and the wires ing, forty-five, or 14% per cent; power generation and

-
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 301

distribution, thirty-seven, or 12% percent; transporta own automobiles and never will do so unless unforeseen
tion kinks, twenty-nine, or 9% per cent; overhead and reductions in the cost of their maintenance and housing
return circuit, twenty-seven, or 9 per cent; cars and take place.
car construction, twenty, or 6% per cent, and records The thing that is important is that the use of indi
and costs, nine, or 3 per cent. In addition every new vidual automobiles is evidently extending. If this
device of interest to railway men, of which information extension is caused by an increase of those who ride
could be obtained, was carefully described. No expense principally for entertainment and would not patronize
has been spared in the effort to give the man in the the street cars if automobiles were not available, there
shop, on the line and the track or in the power house, is nothing very alarming about the movement. On the
the information which he needs but finds it difficult to other hand, if these riders are drawn from the ranks of
get. the railway's patrons, the result will be a diminution
A comparison of the above data with the tabulated of receipts that will ultimately become a very serious
results of an analysis of readers' preferences, printed matter.
on page 52 of the issue of this paper for Jan. 2, 1915, However, every figure in the Denver analysis is in
indicates that the supply of articles follows closely support of the first-mentioned possibility, and therein
the desires of the readers. The canvass made last year the results are distinctly encouraging. It is apparent
showed that a very considerable portion of the readers from the report that the travel for purely business pur
take great interest in the department on equipment and poses (not for amusement), included in the 1915 totals
maintenance, although at that time it was still in its of the Denver traffic, is less than in 1914, the condition
infancy. being due, no doubt, to the business depression accom
It is obvious that this department of the paper more panying the European war. Evidence to this effect will
than any other must depend upon the co-operation of be found in the decreased total travel, in the decreased
those who benefit from its work. Its future is in the number of men on freight vehicles, and above all, in
hands of its friends. The editors look forward to the the marked decrease in the number of pedestrians.
time when each of several hundred successful equipment Consequently, the total number of riders of all classes
men will send in, as a matter of course, short descrip should have decreased also under the influence of these
tions of every new "stunt" which makes their own abnormal circumstances.
work lighter. With the field work of its own staff sup The fact that the total number of riders actually re
plemented in this manner, the Electric Railway Jour mained constant can be ascribed only to non-business
nal well may claim that it is in the closest touch with riders in automobiles. In short, it appears to be un
every worth-while development of electric railway likely that the increased use of the automobile, as
operation. recorded, came about by anything other than joy-riding,
so that after all, the gasoline vehicle could not have
INFLUENCE OF AUTOMOBILES IN DENVER been a basic cause of the street railway's traffic loss.
The actual figures submitted with the exceptionally As a matter of fact, the 9 per cent loss of the street
thorough traffic analysis that is outlined on another railway might well be considered as a natural sequence
page of this issue by Roger W. Toll, chief engineer of the 4 per cent decrease in pedestrians, and, although
Denver Tramway Company, have a value that is largely the decreased walking might appear to indicate an
local; at the same time, the inferences that may be increased riding habit, it could do so only in times of
drawn from them can hardly fail to be of general inter business prosperity that would be accompanied by a great
est. The most striking feature is, of course, the fact increase in total travel in and out of the business
that the automobile and bicycle combined appeared to district.
have gained during the year almost exactly what the Among the other interesting items that appear in the
street cars lost. Compared with the preceding year, analysis is that of a 10 per cent increase in the use of
the net decrease in total traffic, including pedestrians, the bicycle. We had been of the opinion that this form
was 1.2 per cent, but, strange to say, there was prac of locomotion had become a negligible consideration,
tically an equal decrease in the number of pedestrians, yet in Denver it appears to serve some 5 per cent of
so that the total number of riders of all classes actually the traffic, a figure which may be otherwise expressed
remained the same as on the corresponding count dur as a number equal to no less than one-fifth of the num
ing the preceding year. ber of pedestrians. The freight automobile also shows
The gain for the automobile was equivalent to about up in an interesting light, as the increase for the year
8 per cent of the street car passengers, and the increase was offset by the retirement of roughly the same num
was caused by three factors, namely, an increased num ber of horse-drawn trucks, about four of the latter
ber of trips per day, an increased number of passengers making way for three of the former. From the figures,
per trip, and an increased number of automobiles in the rate of replacement of horse-drawn trucks by auto
service. Although the latter factor is the largest of mobile trucks appears to be less than 10 per cent per
the three, its importance is minimized by the fact that year, and if this is the case in general, the gasoline
the bulk of the street railway traffic is, of necessity, truck can hardly be such a gold mine as it is pictured
drawn from that part of the population which does not by some of its advocates.
 302 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

Safety of Trains on the Chicago Elevated

The Organization of This Property Has Been Built Around the Safety Idea—Special Fitness for Safe Train
Operation Governs the Selection of All Employees

More and more interest is taken by the traveling the dispatching of trains are stationed at each of the
public in the protective measures provided by trans terminals. All of these transportation officials have
portation companies. This is justly so and, in recogni been promoted through the ranks, the dispatchers and
tion of this fact, a general outline of that part of the service inspectors being selected from the motormen
organization of the Elevated Railroads of Chicago, 111., and switchmen classes and the superintendents and
bearing most directly on the safety of their patrons is trainmasters from the dispatchers. A chart of this or
given. ganization is shown in one of the illustrations.
The Elevated Railroads of Chicago transport 170,- Selecting and training the rank and file of the trans
000,000 people annually, hence the responsibility for portation department also receive careful attention.
their welfare and safety is not a light one, a fact which The first step to obtain employment on the Elevated
is thoroughly appreciated by both the management and Railroads after being tentatively appointed as an extra
the employees. They believe that safety is, after all, trainman, is the physical examination by the medical
largely a matter of the personal equation, and to get examiner, Dr. H. E. Fisher, whose methods have been
the proper results great care is exercised in the selec described in detail in the Electric Railway Journal,
tion of men for each responsible position. After that, issues of June 26 and Aug. 7, 1915. An extra train
the make-up and routine of the organization enters man is instructed for a period of one week by an ex
very largely into the kind cf results that are obtained. perienced conductor in the proper handling of gates,

SAFETY ON CHICAGO ELEVATED—ORGANIZATION CHART OF SAFETY ON CHICAGO ELEVATED—ORGANIZATION CHART OF

TRANSPORTATION DEPARTMENT MAINTENANCE OF WAY DEPARTMENT

Accordingly, a description is given cf the operating bell signals and calling stations. He must serve as an
and maintenance departments, their relation to the extra trainman for two or three years before he is
special work of the safety engineer and his committees, given a regular run. To break in as conductor, the
and the work of the medical department as it bears trainman is taken to the yards and shops and in
on the safety both of employees and passengers. structed in the mechanical and electrical features of
the equipment. To break in as motorman he must
Transportation Department Organization and make a more detailed study of the equipment, after
Methods which he is required to spend about three months in
First in the public mind, so far as safe operation is learning to handle a train and to read signals in actual
concerned, is the transportation department because it operation. At the end of this time the extra trainman
is this department with which the public is in closest is certified by the instructing motorman, after which
contact. The head of this department is M. J. Feron, he is finally examined by the trainmaster and division
general superintendent of transportation, who has been superintendent to determine his fitness. If these vari
twenty years in the service, having started as a switch ous tests are passed satisfactorily, the student is eligi
man and advanced from dispatcher, trainmaster and ble to work as an extra motorman.
division superintendent to his present position. Previ An applicant may break in as a switchman or tower-
ous to entering the service of the Elevated Railroads Mr. man, providing that he shows sufficient aptitude for
Feron was for several years in the operating depart this work to give his superiors confidence that he will
ment of the Chicago & Northwestern Railroad. make good. In either of these classes he is instructed
Under the general superintendent, there are five by a regular towerman or switchman, certified and
division superintendents in direct control of train finally examined by the trainmaster and the superin
operation in their respective parts of the city. Each tendent. A towerman also must be examined regard
of these division superintendents has his office and ing mechanical and electrical details of a plant by the
corps of assistants at a convenient point on the division interlocking foreman. From the foregoing, it
division. The assistants of the division superintendents will be appreciated that much attention is given to
are the day and night trainmasters and the service in schooling prospective employees. Moreover, after a
spectors. There are four to each division, and to super man is considered qualified for the service, he is closely
vise the operation of the trains and the crews, they are supervised by the department and a permanent record
kept on the road continually. Dispatchers who are in of his work is kept for reference. In this connection
immediate charge of the motormen and trainmen and it is interesting to show a list of the periods of em
 AUGUST 21, 1915] ELECTRIC RAILWAY JOURNAL 303

ployment of the regular motormen and conductors who

have been in the employ of the Elevated Railroads of
Chicago for periods varying from five to twenty-three
years:
Period of Employment Motormen Conductors
Less than six years ...
Six to ten years 114 247
Ten to fifteen years 149 102
Fifteen to twenty years 97 21
Twenty to twenty-three years 57 5
Total number at present employed 417 375

Way Department Organization and Work

Public interest is next attracted to the maintenance
of way department, which maintains the tracks, struc
ture, signals and buildings in proper condition for the
operation of trains. At the head of this department is
B. J. Fallon, engineer maintenance of way, who has
been eight years with the Elevated Railroads in this
capacity, and eight years in the engineering depart
ment of the Chicago, Burlington & Quincy Railroad. SAFETY ON CHICAGO ELEVATED—VIEW AT JUNCTION
Immediately under him is an assistant engineer, who SHOWING HEAVY EXTRA GUARD RAILS AND
has been in the service ten years, and a signal engineer FIRST-AID STATION SIGN
who supervises and inspects all signal and interlocking
work, who has also had ten years' experience with the department, outside of power houses and substations.
signals. The way department staff also includes a These, together with the regular force of the mainte
bridge engineer, who supervises and inspects the ele nance of way department, comprise about 300 men.
vated structure, bridges and buildings. This number is increased by approximately 200 men
A general foreman is in charge of the men in the during the months from April to November, when most
maintenance of way department on each one of the of the construction and rehabilitation work is done.
five divisions of the elevated lines. He has full super At each track junction on the Elevated Railroad sys
vision of all the work of this department and inspects tem a modern interlocking plant has been installed.
the condition of the property periodically. The physi These plants protect all train movements on tracks
cal property under this foreman is divided into the fol through the junctions, and are so constructed that the
lowing three classes; track work, structure and build failure of any part of the apparatus automatically stops
ings, and interlocking and signal devices. An experi all traffic on the tracks controlled by the plant. All of
enced foreman is in charge of each class on each these plants are under the direct inspection of experi
division, and he in turn is aided by competent assist enced interlocking repairmen, one or more being sta
ant foremen. tioned at each important junction.
All electrical work, including the maintenance and Each of the five elevated railroads is divided into
installation of electrical circuits and the third-rail, is track sections, and a number of section men or track
handled by a separate department. This is under the walkers are regularly assigned to each. These men
electrical engineer, who with his assistant has juris continually walk and inspect their track sections and
diction over the division electrical foremen. There are make all light repairs necessary for safe operation.
about sixty men engaged in the work of the electrical Extensive repairs and renewals are made by track con

SAFETY ON CHICAGO ELEVATED—VIEW OF CROWDED TRANSFER PLATFORM AND BRIDGE. ALSO SHOWS CLOSE TIE SPACING
 304 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

other committee members are the division general fore

man of the shop department, the supervisor of service
and a representative from the claim department. Thus
a diversity of viewpoints is brought to bear on all
safety problems.
All of the safety committees hold weekly meetings
at which they discuss suggested improvements, and the
causes of accidents that may have occurred, while from
time to time inspections are made. A record is kept
of each committee meeting. These records are ex
changed with the other committees and in this way all
committees may benefit. Safety suggestions are sub
mitted to the department heads or the general manager
for action.
Each month the central committee publishes a
"Safety Bulletin," which keeps constantly before the
men the principles of safety. The articles contained
in these bulletins are written by employees and depart
ment heads. To supplement the bulletin, the safety en
SAFETY ON CHICAGO ELEVATED—VIEW OF SIGNAL AND gineer periodically gives lantern slide lectures, both for
TRIP IN STOP POSITION employees and the public.
Perhaps the most unique and helpful feature of the
safety work of this company is a carefully prepared
struction gangs. During the last several years the Ele "Safety Rule Book." This is given to each employee
vated Railroads have maintained a large force of extra upon entering the service, along with a safety-first but
men to improve the various physical features of the ton which is worn quite generally. The safety rule
property. Tie renewals are constantly necessary and book is a compendium of the findings of the safety
in addition, as shown in one of the illustrations on organization since its inception. Through it the new
page 303 of a crowded loop platform, the ties have been employee may benefit by the experience of his prede
placed unusually close together. This was done cessors. The contents of this rule book are revised and
throughout the Union Loop to deaden noise and at the extended from time to time to keep it up to date. It
same time it resulted in a perfectly safe track without was carefully compiled by the department heads so
the use of tie plates. Incidentally at all platforms that not only is the motorman able to see at a glance
where crowds assemble during the morning and even the rules for the safe handling of a train, but the line
ing rushes several guards are stationed to safeguard man has before him the rules for safe handling of live
the public. conductors. The back of the rule book contains com
The loop junction at Fifth Avenue and Lake Street, plete first-aid instructions. In the maintenance of way,
illustrated on page 303, shows a special outer guard rail shop and electrical departments, these rules are read
of very heavy construction. This has been provided and discussed periodically.
along track special work to keep inside the outer guard
rails any cars which may be derailed. Another of the Safety in the Medical Department
accompanying illustrations of the same junction shows The medical department plays an important part in
a track trip installed beside the semaphore signal. In safeguarding and assuring the patrons of the Elevated
case a train fails to stop at this signal the trip sets Railroads of Chicago that every possible precaution is
the air brakes. The signal set at danger, the track taken for their safety. The public scarcely realizes the
trip and the diverting track terminating at a bumping results that are accomplished by the safety movement
post installed each side of a bridge are also shown in or the vast amount of detail necessary to assure the
one of the illustrations. In case the bridge is open and success of a crusade for the protection of human life.
a motorman runs by the signal, the train will take the The company surgeon believes that it is essential that
diverting track and at the same time the brakes will be a public service company employ only men and women
thrown into "emergency" by the track trip. The fore who are physically fit and not handicapped by poor
going protective devices are typical of the unusual pre
cautions taken within the last few years by the Elevated
Railroads of Chicago to avoid accidents. This is true Ml
not only of the operation of trains, but the principle has
been applied to every department of this railroad.
The Safety Organization
The management of the elevated railroads was quick
to recognize the value of the safety-first movement, and
a number of years ago perfected a permanent safety or
ganization. Experience soon demonstrated that satis
factory safety work could only be accomplished by
forming special organizations and committees to sup
plement and co-operate with the regular operating or
ganization. All safety work is under the supervision
of J. H. Mallon, safety engineer. He is aided by a
central committee composed of two department heads
and himself. In addition, there are four division safety
committees working in conjunction with the central
committee. The chairman of these division committees
is the division superintendent. He is aided by the divi SAFETY ON CHICAGO ELEVATED—VIEW OF DIVERTING TRACK
sion general foreman of the way department, and the AND SIGNALS AT A CHICAGO RIVER BRIDGE
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 305

health or physical defects. Transportation or railroad

work is hazardous at best and for that reason it is _ELEVATED_____ =.
SAFETY FIRST Chicago 191..
especially necessary to have men in charge of the This is to certify that I,
was called
WesttoSide
the Elevated
office of Railway
the Superintendent
Company onof the
operation of trains who will assure the maximum de the . Metro
politan . .• .day
gree of safety to the thousands of passengers intrusted .... 191 . . and instructed as to the safe and proper way to run
my train when working as motorman.
to their care. I was positively forbidden by the Superintendent to ever
To guard against physical defects being either the take a train out on the road, from any yard or terminal, before
testing the brakes on my train, and I was instructed that I
direct or indirect cause of accidents, the medical de must De positive and sure brakes are working properly on all
cars on my train before starting out with same.
partment was organized. When an applicant seeks a He also called my especial attention to the danger of round
position in any of the departments, he is obliged to ing curves
Boards at aat higher
placed speed than
the entrance to all that designated
curves. ^J^J .on Speed
undergo a thorough physical examination to ascertain My attention was also called to the extra caution, 'I must
take when operating over the road in foggy, thick or stormy
whether he is physically equipped to bear the respon weather, and I thoroughly understand that 1 must ' always
sibilities which will devolve upon him. In the train operate my train, and have it under such control, that I am
positive I can stop in the distance I can see.
service every employee and applicant has his sight, This especially so, in foggy weather, or when my view is
hearing, color sense and physical condition carefully obstructed from any other cause.
Signed in presence of
examined. Only those men are employed who have This day of 191. ..
successfully passed the medical examination, hence
equal the standard set by the medical department. SAFETY ON CHICAGO ELEVATED—RECORD OF CAUTIONING
Perfect sight is essential to safe train movements, as TRAINMAN
a trainman must be able to see long distances perfectly
to interpret signals. At night the safety of train injured system. Regardless of all the safety-first meas
operation is largely controlled by the signal lights, and ures adopted there will be accidents, and to meet these
for that reason it is necessary that an employee have emergencies the first-aid system was inaugurated. It
perfect color vision or perception. Unfortunately, it is includes more than 100 first-aid stations located at
a fact that the two colors that are most often confused frequent intervals over the entire mileage. At each
by people who are color blind are the two principal station is a complete surgical and medical outfit con
colors used for train operation, viz., red and green. taining all the necessary supplies required to give aid.
The public quickly appreciates the great care that must Each station is designated by a red cross in a white
be exercised in examining trainmen for this condition, circle conspicuously displayed. In connection with the
as it is the chief factor in assuring safety at night. first-aid system it was necessary to train employees in
Trainmen must have perfect hearing to be efficient, the rendering of intelligent first aid. More than 400
a fact so readily recognized that further comment is employees of the Elevated Railroads have received lec
unnecessary. To insure safety in operation, railroads tures and practical demonstrations in giving first-aid
can hold no place for men with weak hearts or any heart treatment, and the work of these men during the past
disease. Quite frequently the heart fails at the critical two years has been instrumental in saving a number of
moment when a trainman should have full possession of lives and in preventing complications in injuries.
all of his faculties. All employees are examined every From the foregoing the valuable work accomplished
two years, and all new men are examined at the time of by this class of procedure may be readily observed. It
entrance into the service. Every employee in every de assures passengers on the elevated trains that the men
partment except the office force and the ticket agents in charge are in good physical condition and that their
receives a physical examination, and each department health is constantly under observation. It also assures
has a set of standard physical requirements. the public that in time of accident when injuries may
The medical department has organized and had in occur there are at hand the necessary first-aid supplies
practical operation for two years a first-aid-to-the- and employees competent to render the necessary relief
until a physician arrives.
THE METROPOLITAN WEST SIDE ELEVATED RAILWAY
COMPANY
Chicago 191. . Standards for Graphic Presentation
INSTRUCTION BLANK
Motorman Badge No The joint committee on the above subject, comprising
Mr student motorman, has been as
signed to you to be instructed in the duties of a motorman. representatives of sixteen national societies and the
You must see that the student thoroughly understands the United States Bureau of Standards, has prepared a
operation of a train in accordance with the rules and regula
tions of this Company, and is fully acquainted with all con preliminary report which is being published by the
ditions, a knowledge of which is necessary for safe operation.
You will be in charge of the train and will be responsible for American Society of Mechanical Engineers, by which
its safe operation. the committee was organized. The committee makes a
You will permit the student to operate the train only when In
your Judgment it is safe to do so. number of suggestions regarding the preparation of
You will keep close by your student so as to be able to act
quickly. diagrams and illustrates these by means of typical dia
When following train ahead closely, or approaching signals, grams. The purpose of these suggestions is to foster
keep right at the student's elbow.
Keep a specially• close •watch *when *the rail• is bad. the development of as uniform a style in the making
I have instructed student motorman of diagrams as is possible. This will increase the legi
badge No. in the safe operation of a train in service, and bility of diagrams and will tend to promote the use of
have fully acquainted him with all signals, speed limits, station
stops, and general conditions existing on the branch. graphical presentation of data. The suggestions in gen
191..
• • * Signed
* • eral conform to usual good practice which they merely
I have received Instructions from the motorman whose name attempt to codify. Sample suggestions are these : "For
appears above in the safe operation of a train in service, and
have been fully advised as to all signals, speed limits, station a curve the vertical scale, whenever practicable, should
stops and general191..conditions existing
Signed
on this railroad.
• * • • • be so selected that the zero line will appear on the dia
Mr. J. A Jarvis, gram. If the zero line of the vertical scale will not
Asst. Superintendent. normally appear on the curve diagram, the zero line
Dear Sir :
I have examined the student whose name appears above, and should be shown by the use of a horizontal break in the
am fully satisfied that he is competent to operate a train with diagram. The zero lines of the scales for a curve should
I safetv and according to rules and regulations of this Company.
| 191.. Signed be sharply distinguished from the other co-ordinate
I . lines." Copies of the report can be secured from the
SAFETY ON CHICAGO ELEVATED—INSTRUCTION FORM A. S. M. E. office, 29 West Thirty-ninth Street, New
LETTER TO MOTORMAN York, N. Y., at 10 cents each.
 306 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

Operating Cost and Shifts in Service

Cost of Service Should be Considered in Making Schedules—Increased Rush-Hour Service Causes Higher Unit
Costs—Standard Is Greatest Good to Greatest Number

BY F. W. DOOLITTLE, DIRECTOR BUREAU OF FARE RESEARCH, AMERICAN ELECTRIC RAILWAY ASSOCIATION

The peculiarities of traffic, and the various methods the case where the service furnished had a demand
used to determine them with the idea of using the in uniform throughout the twenty-four hours.
formation in the construction of time-tables, were dis 3. The liability to accident during rush hours is pro
cussed at some length in a previous article.* Before portionately greater than during non-rush hours, owing
proceeding with a further discussion of schedules, how to the congested condition of the streets and the haste
ever, it will be well to consider in some detail the fact of passengers at these periods.
that the "car-hour" is not a basic unit of cost. It is 4. Investment in additional cars, car-housing facili
obvious that while the average cost of operation per ties and car-handling facilities, being idle during the
car-hour may be $2.75, it will cost a company very non-rush hour period of the day, fixed charges upon
much more than $27.50 to place ten cars in service for such investment are accordingly higher per unit of serv
an hour at the time of the evening rush. This fact, ice during the rush hours.
which is evident upon a consideration of the factors The results of this study of costs may be stated in
entering into cost, is made the basis of the present two ways. In the first place, Table I shows for a hypo
article, in which it is shown that the schedule which thetical urban electric railway the costs per car-hour at
provides for the smallest number of standing passen different periods of the day and the cost for each in
gers is not a schedule which keeps constant throughout crease in the number of car-hours per hour. For
the day the relation between seats and passengers. In instance, an increase of 3650 car-hours over the service
other words, a standard for car loading permitting more rendered from 6 a. m. to 7 a. m. costs $6 per car-hour,
passengers per car during rush hours than at other and a similar increase from 160,600 car-hours between
times is justified on the grounds of the greatest good 6 p. m. and 7 p. m. to 164,250 car-hours between 5 p. m.
to the greatest number of passengers. and 6 p. m. costs $11.50 per car-hour. This illustrates
In the example which is here worked out, it is shown very forcefully the fact that in the construction of time
that, owing to the high cost of rush-hour service, the tables attention cannot be confined to car-hours to the
use of a lower standard of car loading at that time per
mits a saving of 350 car-hours, which, with advantage Table I—Showing Increment Costs for Car-Hour
to the patrons and at the same cost to the company, can o o- s
be replaced by 890 car-hours during other periods of --
the day—a gain of 540 car-hours for the use of the a
s I«
passengers. The net result in the case assumed is the .EI
seating of 16,950 more passengers out of a total of I'eriod of Day Uo—
300,000 riding. 3 <- -
The first step is the determination of the cost of s*u II — •- i° CJ u
operation per car-hour at different periods of the day, -- ~B W CO
_ a;0 2.*
o B O
operating expenses and depreciation, taxes and return 12 a. m. — 5 a. m. 6,570
on investment being taken into account. When a de $17,322 $2,635 $2,635
5 a. m.— 6 a. m. 41,975 35,405 101,778 $84,456 2.420 2.385
tailed study is undertaken of each element of cost, the 8 p. m.—1 2 p. m. 70,445 28,470 170,436 68,658 2.420 2.410
9 a. m.— 4 p. m. 77,745 7,300 189,612 19,176 2.440 2.620
effect of the occurrence of a large part of the riding 7 p. m.— 8 p. m. 99,280 21,535 248,676 59,064 2,510 2.745
8 a. m.— 9 a. m. 118,625 19,345 323,059 74,383 2.725 3.840
during two short periods of the day—or "concentration
of traffic"—is strikingly evident. The increased unit 64 a.
p. m.—
m.—■ 57 a.
p. m.
m. 122,275 3,650 340,673 17,614 2.785 4.825
127,750 5,475 366,206 25,533 2.870 4.655
7 a. m.— 8 a. m. 131,400 3,650 388,058 21,852 2.95S 6.000
costs following increased service during the rush hour 6 p. m.— 7 p. m. 160,600 29,200 573,459 185,401 3.570 6.350
5 p. m.— 6 p. m. 164,250 3,650 615,449 41,900 3.735 11.500
arise from a number of facts, among which are :
1. Operating expenses for platform labor are mate Note.—This table is based on one year's operation.
rially increased per car-hour run where additional serv
ice is furnished for short periods. Under usual operat
ing conditions, only a limited number of men can be
secured for rush-hour service at the usual rates, in
anticipation of advancement to full day runs. Addi
tional inducements must be made in order to secure
labor for a few hours per day. The operating condi
tions of the company do not readily present other types
of employment by which such labor can be employed
during non-rush hours in order to secure a full day's
work.
2. Rush-hour service creates a peak on the generating
plant and the cost per kilowatt-hour for electrical en
ergy for cars is much increased during such peak
periods. Investment in necessary generator and trans
mission capacity must lie idle during the greater por
tion of the day and in readiness for rush-hour service.
The ordinary fixed charges upon such investment can
not be spread over the company's output, as would be TRAFFIC SURVEY—FIG. 1—SHOWING INDEX OF CONCKN
•Ki.kctric Railway Journal, July 17, 1915, page 94. TRATION OR DEVIATION FROM UNIFORM SERVICE
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 307
-•- dex of concentration is 410. A
4 company with a less pronounced
I peak load would show a smaller
.£ figure and one with a peak
greater than normal a larger
c figure than this as a measure of
s its deviation from uniformity.
I Fig. 1 shows the results of a
—— series of computations along
4
this line.
ieA-i ssengers The application, to a particu
lar case, of the data from which
Fig. 1 was drawn is shown in
B Fig. 2. The line A-A represents
1 IT, < passengers and the line B-B
„..L c cars in service at each hour. It
will be observed that the line
— B-B follows proportionately the
—— 8 ——.
variations in the line A-A, keep
c ing constant the relation be
5ervice as indicated by line C ■C-6540 car-hours per iay II tween service and traffic. Table
Service as indicated by line B 'B-6000 car-hour^ per ■Jay II, based on the data from which
the line B-B was drawn, shows
A.M. Noon P.M. the deviation from uniformity
to be 410. Assuming that 6000
TRAFFIC SURVEY—FIG. 2—SHOWING HOURLY RELATION BETWEEN PASSENGER car-hours distributed as indi
TRAFFIC AND SERVICE ON TWO DIFFERENT BASES cated by the line B-B ex
haust the financial ability
exclusion of the time of day at which they occur. Re of the company to provide service, it will be found
duced to its simplest terms, the proposition gains force. by reference to Fig. 1 that if service can be so dis
Compare the cost of operating twenty-four cars be tributed as to reduce the deviation from uniformity
tween 5 p. m. and 6 p. m. with the cost of operating from 410 to 325, the cost per car-hour will be but 92
one throughout the twenty-four hours. This seems too per cent as great and consequently the number of car-
elementary to warrant statement, but it has been so hours which the company is financially able to supply
often overlooked, in attempts to regulate service by will be 6000 divided by 0.92, or 6540. Service on this
those unacquainted with the facts, as to make its inclu basis is shown by the line C-C.
sion here important. It is of interest to note that the 160 car-hours in the
The second way of stating the results of the studies morning and the 190 car-hours in the evening, 350 in
of costs above referred to involves a measure of the all, have been replaced with 890, leaving a net gain of
concentration of the service rendered as shown by the 540 car-hours. The distribution of car-hours indicated
cars in service at different hours of the day. Assum by the line C-C is the more common, but it is imma
ing as the zero of concentration, from which to measure, terial to the company whether, under the conditions
a schedule which is uniform throughout the twenty-four stated, 6000 or 6540 car-hours are provided each day.
hours, it is obvious that 10 per cent of the service is Such redistributions of car-hours as are frequently
rendered in 10 per cent of the time, 20 per cent of the
service in 20 per cent of the time, 70 per cent of the Table III—Showing Relative Service Furnished Under Plans
service in 70 per cent of the time, etc. Taking the Indicated by Lines C-C and B-B in Fig. 2
schedule of cars in use on the lines of a typical com Line C-C in Fig. II Line B-B in Fig. II
Index of Concen Index of Concen
pany, it was found that in one hour, or 4 1/6 per cent tration, 324.7 tration, 41 n
of the time, only 1 per cent of the car-hours occurred; Cost Factor, 92 Cost Factor, 1 00
in the six hours when the fewest cars were in service, Number Number of Number Number of
Number of of Seated of Seated
or 25 per cent of the time, 7 2/3 per cent of the car- Hou.r Passengers Cars Passengers Cars Passengers
hours; in 75 per cent of the time, 52 2/3 per cent of the 12— 1 a. m . . . . 5,000 118 4,820 100 4,100
1— 2 a. m . . . . 4,000 1 (in 4,000 ■SO 3,270
car-hours, etc. This is shown more fully in Table II. 2— 3 a. m. . . . 3,000 SO 3,000 60 2, 450
The use of this means of measuring concentration and 3— 4 a. m . . . . 3,000 so 3,000 on 2,4 50
its relation to cost assumes of course the same general I— 5 a. m . . . . 3,000 SO 3,000 60 2,450
5— 6 a. m. . .. 8,000 2no 8,000 100 6,550
distribution of traffic throughout the day as indicated 6— 7 a. m. . .. 24,000 400 16,350 4 SO 19,630
7— S a. m . . . . 24,000 400 16,350 ISO 19,630
in Fig. 2.
The sum of the numbers used to measure the amount 8— 9 a. m . . . . 13,000 313 12,800 2 on 10,630
SI—10 a. m . . .. 12,000 313 12,000 24 0 9,825
by which the service varies from uniformity or the in 10—11 a. m . . . . 11,000 3 1 3 1 1,000 220 0,000
11 —12 a. m . . . . 12,000 313 12,000 240 9.S25
Table II- ■Showing Percentage Relation Between Time and 12— 1 a. m . . .. 14,000 :: 1 3 12,800 2>-0 11,450
Car Hours 1— 2 a. m . . .. 13,000 313 12,800 2 on 10,630
2— 3 a. m . . .. 13,000 313 12,800 2i;n 10,630
Per Cent Per Cent of Per Cent Per Cent of 3— 4 a. m . . . . 14,000 :; 1 3 12.SO0 2sn 11,450
of Time Car-hours Difference of Time Cftr-hours Difference
4 1/6 1 3 1/6 54 1/6 311 1 3 23 5/6 4— 5 a. m . . . . 18,000 1 10 18,000 360 14,720
8 1/3 2 6 1/3 58 1/3 31 2 3 23 2/3 5— 6 a. m. . . . 32,000 r.or, 20,650 04 0 26,170
12 1/2 9 1/2 62 1/2 39 23 1/2 6— 7 a. m. . .. 28,000 :,nr, 20,650 r.co 22,900
16 2/3 1 1/8 12 1/3 66 2/3 43 1/3 23 1/2 7— 8 a. m. . .. 16,000 4 00 16,000 3 20 13,100
20 6/6 <; 14 5/6 70 5/6 48 22 5/6
25 7 2/8 17 1/3 75 52 2/3 22 1/3 8— 9 a. m . . . . 11,000 270 11,000 220 9,000
29 1/6 10 19 1/6 79 1/6 58 21 1/6 9—10 a. m. . . . 7,000 17ii 6,950 110 5,720
S3 1/3 12 1/8 21 83 1/3 HI 19 1/3 10—11 a. m. . . 7,000 17H 6.950 1 1" 5,720
37 1/2 in 22 1/2 87 1/2 72 15 1/2 11—12 a. m. . . 5,000 US 4,820 100 4,100
41 2/3 is 2/3 23 91 2/3 80 11 2/3
45 5/6 22 1/3 23 1/2 95 5/6 89 1/3 6 1/2 Total 300,000 6,540 262,540 6,000 245,400
50 26 1/3 23 2/3 100 100 0 or or
87.5% Of 81.8% of
Total difference or index of concentration 410 total total
 308 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 8

desired by patrons should be considered, however, as Operation of Safety Zones in Kansas City
depending upon the ability and willingness of the "Safety zone" standards were recently set up on sev
patrons to pay for them, and when there is no other eral of the downtown crossings of Kansas City, Mo.
determining factor on the basis of the greatest good to Their use is being tested, as well as the methods of
the greatest number. placing them. Temporarily, they are placed 7 ft. from
On the assumption that the line C-C represents serv the nearest rail, and about 50 ft. apart, in pairs, de
ice sufficient to provide a seat per passenger from 8 fining a zone within which persons boarding or leaving
a. m. to 4 p. m., it will be of interest to note the rela cars may be safe from vehicle traffic, as shown in the
tive service furnished under the two plans indicated accompanying illustration. It is likely that lines may
by the lines C-C and B-B, as measured by the per be painted on the pavement defining the safety zones,
centage of passengers seated at the point of maximum and extending to the sidewalks so as to indicate more
loading. Under the method of procedure previously clearly to pedestrians crossing the road the exact
outlined, Table III has been computed and it is found straight course they should take. There is still some
that the advantage of lower off-peak costs has been confusion among motor car drivers, because of the
utilized to seat about 17,000 additional passengers out ordinance prohibiting automobiles from passing a car
of 300,000, or 5.6 per cent. taking on or discharging passengers, and requiring the
In all the above computations, it is assumed that the automobiles to stop 10 ft. from such a car. The new
average length of ride is the same throughout the day, rules will allow automobiles to pass standing cars, but
and that the same routing is employed under both probably at slow speed. Some streets are so narrow
schedules. This permits the quality of service to be that automobiles cannot safely pass the cars, and in
measured by the number of passengers standing at the these streets they are being allowed to follow the cars
point of heaviest loading. A more critical analysis through the zones on the tracks. There was opposition
would consider in addition the miles ridden by standing from the police to the installing of the standards, be
passengers. cause of the problem of their care at night. However,
The foregoing is set forth in some detail as furnish the police are temporarily caring for the standards,
ing a mental background which is very necessary if the
maker of time-tables is not to be drawn into unwise
and expensive deviations from what his company can
do in the way of providing car-hours without being
neglectful of the interests of the capital which makes
the transportation industry possible.

Railway Co-operating to Beautify Towns

Along the Louisville & Eastern division of the Louis
ville & Interurban Railway there are several suburban
towns in which the "community beautiful" movement
has been receiving attention. The town of Anchorage,
for instance, engaged a landscape architect to make
plans for it, while the people harbor a desire to see the
railway replace its present station with something more
to their liking. O'Bannon's, Pewee Valley and Crest-
wood, also have their own particular movements. In so
far as it is possible the railway is co-operating. R. H.
Wyatt, freight and passenger agent of the company, de KANSAS CITY SAFETY ZONES IN OPERATION
scribed what the company had done at O'Bannon's to
satisfy the people. The station there was located for removing them to the sidewalks at night, and replac
purely utilitarian purposes. When the landscape gar ing them at 8 a. m. It is possible that the standards
dening fever struck the community Mr. Wyatt was may be discarded when the lines showing the zones are
visited by a delegation of citizens who suggested that painted. The present standards are about 5 ft. high, on
the station be faced differently. It was agreed that the bases about 16 in. in diameter, with circular white-
commuters were right, and a gang of men with jack- painted signs on top, bearing the following wording:
screws and rollers relocated the station in a way that "Safety Zone," "Load," "Stop." The face "Stop" stands
met the idea of the landscape artists. Planting around at the point where the motorman stops the front end
the station grounds and grading of unequal places, etc., of the car. The face "Load" is at the rear end. The re
is making progress. It is felt that co-operation with verse of each standard bears the words "Safety Zone."
the local residents wherever possible is good business The crossings at which the safety zones can be es
for the traction company. tablished, the width of the zones, and the regulations
as to motor car and vehicular traffic are now the sub
ject of study by the experts of the board of control.
The Fort Wayne & North Indiana Traction Company, So far the public has shown timidity about standing
Fort Wayne, Ind., is holding safety-first meetings for in the zones, and an almost unconquerable inclination
employees in which recreation, entertainment and in to wait until the last minute, as under previous condi
struction are provided. The day employees were taken tions, before approaching the car. It is believed, how
to Robinson Park recently for an evening outing. ever, that when patrons learn to reach the safety zones
James M. Barrett, president of the company, was the by way of the street crossings, and that it will be rea
principal speaker at this meeting. A meeting was held sonably safe there while they wait for the car, traffic
in the Holman Street carhouse at 12.30 o'clock mid will be very greatly expedited. The recent growing
night for the night employees, at which S. W. Green tendency to disembark by the front doors is an im
land, general manager of the company, made an address. portant factor in promoting the utility of the zones,
Similar meetings will be held by the company at La since passengers can immediately mingle with the pe
fayette, Ind., and Logansport, Ind. destrian stream at the crossings.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 309

Traffic Investigation in Denver

Counts of All Vehicles and Pedestrians Passing Into and Out of the Business District Showed a Marked
Increase of Automobile and Bicycle Traffic Notwithstanding an Actual Decrease in the
Total Traffic Compared with That of Last Year

BY ROGER W. TOLL, CHIEF ENGINEER DENVER TRAMWAY COMPANY

In order to obtain information as to the relative car traffic. This table shows the large increase of pas
importance of the various methods of city transporta senger automobile traffic on Sunday, amounting to 41.6
tion in Denver, a traffic investigation was1 conducted in per cent, and also the decrease of freight traffic, both
May, 1915, under the direction of John A. Beeler, vice- automobile and horse-drawn, amounting respectively
president Denver Tramway Company, as a supplement to 77.7 per cent and 83.8 per cent. The great decrease
to the investigation of the year before which was re in bicycle traffic, amounting to 59.3 per cent, shows that
ported in the Electric Railway Journal for Aug. 29, most of the bicycles are not used for pleasure, but
1914, page 380. As it was desired to investigate traffic primarily either for transportation to and from work
conditions on Sunday as well as on a weekday, the re or for business purposes. A large part of the bicycles
cent investigation covered two days, namely, Sunday, are used by messenger boys and delivery boys.
May 9, and Tuesday, May 11. The weather was good Table III shows a comparison of the records obtained
on both of these days, and the results obtained repre last year and this year, relative to the total number
sent typical traffic conditions. of persons counted. An increase of 6.8 per cent is
The basis of the investigation was a count of all shown in the total number of persons entering and leav
persons and vehicles entering and leaving the business ing the business district, exclusive of street car traffic.
district of the city upon the dates selected, the assumed A considerable variation is to be expected from one day
boundaries including the greater part of the retail and
wholesale districts of the city as well as a portion of Table I—Inbound and OtTBorND Street Traffic—Persons
the railroad terminal yards. Observations were taken Means for Transportation Sunday,■ 5/9/15 > Tuesday, 5/11/15 .
under the direction of J. D. Rich of the engineering Inbound Outbound Inbound Outbound
department, and the data collected were also compiled Passenger autcs 32,798 33,104 23,408 23,117
Freight autos 569 650 2,658 2,795
by him. Through the valued co-operation of W. M. Motorcycles 2,227 2,248 2,072 2,115
Casey, W. H. Seip and J. L. Adams of the transporta Bicycles 4,221 4,323 10,393 10,558
Passenger horfe-drawn vehicles 2.333 2,344 2,350 2,118
tion department, trainmen were secured as observers, Freight horse-drawn vehicles 1.874 1,878 11,529 11,593
Pedestrians 53,155 48,331 54,081 48,820
and because of their interest in the work and conscien
tious attention to duty, the results obtained are ac Table II—Sunday and Wkekdat Travel—Persons—1915
curate and reliable. Means for Sunday,■ 5/9/15. Tuesday,■ 5/11/15. . Increase
■ . . Decrease
■ .
It was desired to make a complete count of all traffic Transportation Per Per Per Per
entering and leaving the entire district in a single day, Persons Cent Persons Cent Persons Cent Persona Cent
Passenger autos 65,902 34.7 46,525 22.4 19,377 41 6
and as the number of available observers was limited, Freight autos 1,219 0.6 5,453 2.9 4,234 77.7
it was necessary to use a long shift. Thirty-nine men Motorcycles 4,475 2.4 4,187 2.2 288 6.9
Bicycles 8,544 4.5 20,951 10.1 12,407 59.3
were on duty for a continuous eighteen-hour period Passenger horse-drawn
vehicles 4,677 2.5 4,468 2.2 209 4.7
from 6 a. m. until midnight. In order to provide for Freight horse-drawn
meals and short rests, a relief, consisting of four men, vehicles 3,752 1.9 23,122 11. 1 19,370 83.8
Pedestrians 101,486 53.4 102,901 49.6 1,415 1.2
was maintained from 9 a. m. until midnight. Each Total 190,055 100 207,607 100 17,552 8.5
relief man was assigned to a certain number of the ob
servers, each of whom he relieved three times during Table III—OoypARisoN or Weekday Travel—Persons—1914-1915
the eighteen hours for a period of one-half hour. Means for Tuesday,
■ ■ 5/5/14. Tuesday,■ 5/11/15. . Increase
■ , , Decrease
■ .
Thirty-eight thoroughfares cross the assumed boun Transportation Per Per Per Per
daries of the business district. In the case of a few Persons Cent Persons Cent Persons Cent Persons Cent
Passenger autos 30.804 15.9 46,625 22.4 15.721 51.0
streets with very light traffic, one observer could record Freight autos 3,735 1.9 5,453 2.9 1,718 46.0
Motorcycles 3,923 2.0 4,187 2.2 264 6.7 ..,
the traffic on two streets, but as a rule a man was sta Bicycles 18,950 9.3 20,951 10.1 2,001 10.5
tioned at each street entering the district, and, owing Passenger horse-drawn
vehicles 4,710 2.4 4,468 2.2 242 5.1
to particularly heavy traffic, two simultaneous observers Freight horse-drawn
vehicles 25,344 13.5 23,122 11.1 2,222 8.8
were placed at each of the four busiest locations, and by Pedestrians '. 106.990 55.0 102,901 49.6 4,089 3 8
dividing the work reliable results were secured. Ob Total 194,456 100 207,607 100. 13,151 6.8
servations were recorded in half-hour periods through
out the eighteen-hour day. To make the data compara to another, in the same month, due to weather and
ble to the data on street car passengers, children under other conditions, and therefore too great weight should
six years old were not counted. not be given to this increase in any general conclusion
regarding the two years. However, a comparison of
Number of Persons Inbound and Outbound the results of the two days is very valuable. The total
Table I shows the number of persons entering and number of persons in passenger automobiles shows an
leaving the business district by each method of trans increase of 53 per cent and the number of persons in
portation, exclusive of street cars, on Sunday, May 9, freight automobiles increased 46 per cent. Much
and Tuesday, May 11, respectively. The excess of in smaller gains are shown in the motorcycle traffic and
bound pedestrians over outbound pedestrians was 5261, bicycle traffic, while the horse-drawn traffic, both pas
which agrees closely with last year's results and indi senger and freight, and the pedestrians count have
cates that more people walk to business than walk home. each decreased by a small percentage. The comparison,
Table II shows a comparison of the Sunday and Tues as a whole, shows a decided increase in automobile
day traffic as to the total number of persons entering transportation.
and leaving the business district, exclusive of street The number of vehicles entering and leaving the
 310 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 8

business district was recorded, as well as the number Table IV—Inbound avd Outbound Street Traffic—Vehicles
of persons in the vehicles. Table IV shows the vehicu Class of Vehicle Sunday.
■—■ 5/9/15 . . Tuesday.■ 5/11/15 ■
lar count on May 9 and May 11, and Table V shows a Inbound Outbound Inbound Outbound
comparison of the totals of the vehicle count on these Passenger autos 11,848 11,938 11,980 11,904
Freight autos 350 396 1,874 2,013
two days, together with the average number of persons Motorcycles 1,653 1,665 1.786 1,830
Bicycles 3,898 4,245 10,388 10,503
carried by each class of vehicle. The marked decrease Passenger horse-drawn vehicles 1.218 1,211 1,684 1,533
in the use of freight vehicles, both motor and horse- Freight horse-drawn vehicles 1,376 1.412 9,455 9,636
drawn, is to be expected on Sunday. The large de TABLi V—SUNDAT AND WeEIDAT TRAVEL—VEHICLES—1915
crease in the use of bicycles, above referred to, may Average
Number of
also be noted. The use of passenger horse-drawn vehi Sunday, Tuesday, Persons per
Class of Vehicle 5/9/15
* . 5/11/15
■ . Inciease
-—■—. . Decrease . . Vehicle .
cles also decreased on Sunday, showing that this class
of transportation is used more for business purposes IS■S 8fc !S 8 !S 8 » g^i
-8
than pleasure. > cu > cu>eu> 0.^*0
The number of passenger automobile trips and motor Passenger autos 23,786 57 7 23,884 32 0 .. .. 98 0.4 2.77 t.tS
cycle trips remained about the same, numerically, on Freight autos 746 1 8 3,887 5 2 .. .. 3.141 80 8 1 63 1.40
Motorcycles 3,318 8 0 3.616 4.9 .. .. 298 8.2 1 35 1.16
Sunday as on the weekday count, but it was very evi Bicycles 8.143 19 8 20,891 28.0 .. .. 12,748 61.1 1.C5 100
Passenger horse-drawn
dent that their use on Sunday was largely for pleasure vehicles 2,429 5 9 3,217 4 3 .. .. 788 24.5 1.83 1 39
trips. This is also indicated by the increased number Freight horse-drawn
vehicles 2,787 6 8 19,091 25 6 .. .. 16,304 84.5 1 35 1 21
of passengers per vehicle on Sunday for both autos and Total 41,209 100 74,591 100 33.382 44 8 2 15 I 40
motorcycles. Incidentally, the number of vehicles of
each class entering and leaving the business district in Table VI—Comparison of Weekday Travel—Vehicles—1914-1915
any one day should balance almost exactly, and Table IV Average
furnishes a good indication of the degree of accuracy Number of
Tuesday, Tuesday, Persons per
obtained in the traffic count. Class of Vehicle • 5/5/14
■ ■ • 5/11/15
■ > • Increase
■ • Decrease
■ • < Vehicle
* ■
Table VI gives a comparison between the vehicle
counts obtained last year and this year. The total trips I 1 1 1 I 1 1 I * I
on Tuesday, May 11, this year show an increase of 12.7 >&, > c > a, > a. »o
Passenger autos . . .17.212 26 0 23.884 32 0 6,672 38.8 1.79 1.95
per cent over the total trips of last year. The number Freight autos 2,630 4.0 3,887 52 1,257 47.8 1.42 1.40
of passenger automobile trips shows 38.6 per cent in Motorcycles 3,452 5 2 3,616 49 164 4.8 1.14 1.16
Bicycles 18,667 28 2 20,891 28 0 2,224 11.9 1.01 1.00
crease, and the number of freight automobile trips Passenger horse-
drawn vehicles . . 3.459 6 2 3,217 4.3 242 7.0 1.36 1.S9
shows an even greater percentage of increase. Motor Freight horse-
cycles and bicycles show small increases, but horse- drawn vehicles. .20,747 31.4 19,091 25 6 1656 8.0 1.22 1.21
drawn vehicles, both passenger and freight, show a de Total 66,167 100 . 74,591 100. 8.424 12.7 1.47 1.40
crease. These comparisons are closely analogous to the somewhat different basis, since a certain proportion of
comparisons, for the two years, of the total number of the passengers carried on cars do not enter the busi
persons, as shown in Table III. In each case, the num ness district. The car data, therefore, included all of
ber of passengers per vehicle is nearly the same for that class of traffic in the entire city, while the street
both years. traffic data are confined to that crossing the boundaries
The passenger automobile is shown as the most nu of the business district.
merous class of vehicle, with the bicycle in second place The total passengers carried by the city cars on May
and the horse-drawn freight vehicle in third place. 9 and 11 of this year were as follows: Sunday, May 9,
Last year the horse-drawn freight vehicle had first
place, the bicycle second place and the passenger auto
mobile third place.
The ratio of the motorcycle trips to the bicycle trips
is 1 to 5.6 as compared with the ratio last year of 1 to
5.4. This indicates that the bicycle is holding its own
as compared with the motorcycle. The ratio of the
freight auto trips to the passenger auto trips is 1 to
6.1, as compared with the ratio of last year, which was
1 to 6.5. Of the horse-drawn vehicle trips, 86 per cent
were for freight purposes, which is the same per
centage as that of last year. Of the total vehicle trips,
31 per cent were for freight purposes, as against 35 per
cent for last year. Contrary to last year's records, the
automobile trips are in excess of the horse-drawn vehi
cle trips, being 37 per cent of the total number of vehi
cles, as compared with 30 per cent for the horse-drawn
vehicles. Last year, these percentages were exactly re
versed.
The accompanying chart shows graphically the num
ber of persons entering and leaving the business dis
trict during each half hour of the day for each method
of transportation on Sunday, May 9, 1915. This indi
cates that the Sunday peak for automobiles occurred at
about 5 p. m., but that the peak for pedestrians was not
reached until nearly three hours later.
Car Traffic
The best statistics that are available for comparison
with street traffic are the figures of total passengers DENVER TRAFFIC—CHART SHOWING NUMBER OF PERSONS
carried in the city, regardless of the business district. ENTERING AND LEAVING BUSINESS DISTRICT
This comparison, while it is the best available, is on a DURING SUNDAY
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 311
Table Vll—Comparison op Railway and Street Trappic—Scnday and Weekday with 1914, the car travel on these two days showing a
ToUls of Persons on Sunday, May 9. 1915, and Tuesday, May 11, 1915 decrease of 8.9 per cent for 1915, and the total street
Method of Sunday,■ 5/9/15. Tuesday,
. 5/11/15 . Increase
■ . , Decrease
- . traffic showing an increase of 6.8 per cent over the pre
Transportation Per Per Per Per vious year.
Persons Cent Persons Cent Persons Cent Persons Cent
Streetcars 201,005 51 4 183.888 46 9 17,117 9.3 On Tuesday, May 5, 1914, the total number of per
Passenger autos 65,902 16.8 46,525 11 9 19,377 41 6
Freight autos 1,219 0 3 5,453 1 4 4,234 77 7 sons carried on the street cars and in passenger auto
Motorcycles 4,475 1 1 4,187 1 1 288- 6.9 mobiles was 232,598. Passenger automobiles carried
Bicycles 8,544 2.2 20,951 5.4 12,407 59 3
Passenger horse-drawn 13.2 per cent and the street cars 86.8 per cent of this
vehicles 4,677 1 2 4,468 1.1 209 4.7
Freight horse-drawn ve number. On Tuesday, May 11, 1915, the total number
hicles 3,752 1.0 23,122 5.9 19,370 83 8 of persons carried by these two methods of transporta
Pedestrians 101.486 26.0 102.901 26 3 1.415 1 2
Total 391,060 100 391.495 100 435 0 1 tion was 230,413, passenger automobiles carrying 20.2
per cent and street cars 79.8 per cent. On Sunday, May
Table VIII—Comparison op Railway and S reet Trappic—1914-1915 9, 1915, the total number of persons carried by these
Totals of Persons on Tuesday, 5/5/14, and Tuesday, 5/11/15 two methods was 266,907, passenger automobiles carry
Method of Tuesday,
. 5/5/14. Tuesday, 5/11/15. , Increase
■ . . Decieaw* . ing 24.8 per cent and street cars 75.2 per cent.
Transportation Per Per Per Per The number of persons carried by the street cars,
Persons Cent Persons Cent Persons CeDt Persons Cent expressed as a multiple of the number of persons car
Streetcars 201,794 50 9 183,888 46 9 17,906 8.9
Passenger autos 30,804 7 8 46,525 11 9 15,721 51 0 ried by passenger automobiles, is as follows: Tuesday,
Freightautos 3,735 0.9 5.453 1.4 1,718 46 0
Motorcycles 3,923 1 0 4,187 1.1 264 6.7 May 5, 1914, 6.6; Tuesday, May 11, 1915, 3.9; Sunday,
Bicycles 18,950 4.8 20,951 5 4 2,001 10 5 May 9, 1915, 3.1.
Passenger horse-drawn
vehicles 4,710 1.2 4,468 1 1 242 5 1 Automobile Traffic
Freight horse-drawn
vehicles 25,344 6 4 23,122 5.9 2.222 8 8 It may be assumed that the number of automobiles
Pedestrians 106,990 27 0 102,901 26 3 4.089 3 8
Total 396.250 100 . 391,495 100 4,765 1 2 in use in Denver at the time of the traffic count was the
same as the number registered by owners at that time,
1915, 201,005 passengers; Tuesday, May 11, 1915, 183,- namely, 6000. This is an increase of 1372 over the cor
888 passengers. responding figures of 4630 for the previous year, the
As noted above, no observations were taken of the number of motorcycle licenses being 927 in 1914 and
street traffic between the hours of midnight and 6 944 in 1915.* The vehicle count on Tuesday, May 11,
a. m. It is estimated that only 1 per cent of the total showed the total number of automobile trips in and out
traffic for the twenty-four hours passes in and out of of the city as 27,771. The percentage of trips made
the business district during this six-hour period, so by freight automobiles was 14 per cent of the total
that the figures obtained for the street traffic represent automobile trips. Freight autos make more trips per
99 per cent of the total for the twenty-four-hour day. day, in and out of the business district, than passenger
Regarding the effect of weather conditions upon street automobiles do, and it is assumed that 7 per cent of the
traffic and car passengers, some observations were total autos are freight vehicles. This is consistent
taken on two successive Sundays in May, the first being with the figures of the United States Census Bureau,
cold and windy and the second warm and mild. On the that from 4 per cent to 7 per cent of the automobiles
pleasant Sunday there was an increase of 11.1 per cent produced are for freight purposes. Therefore, the
in the number of passengers carried on the street cars, number of passenger automobiles in use in Denver is
and an increase of 32.8 per cent in the number of per 93 per cent of 6000, or 5580. Roughly speaking, the
sons traveling by other methods. average passenger automobile makes two round trips,
It therefore seems that while the weather has a de or four single trips, per day in and out of the business
cided effect upon Sunday street car travel, its effect district, and carries two people per trip, making a total
upon other methods of travel is still more pronounced. of eight passenger trips per day. The exact figures
Table VII shows a comparison of the total traffic on for Tuesday, May 11, establish the average number of
Sunday, May 9, and Tuesday, May 11, of this year. The single trips per day at 4.27, the average number of pas
number of passengers carried by the cars in the entire sengers per trip at 1.95, and the average number of
city is combined with the total street traffic in and out passengers per day at 8.35, as compared with 7.1 for
of the business district. An interesting coincidence is last year. Both the number of trips per auto per day
seen in the fact that the total number of persons travel and the number of passengers carried have increased.
ing on these two days is almost identical. With the If this average rate of 8.35 passengers per day is
population of Denver in the neighborhood of 200,000, maintained through the year, an auto would carry 3000
the above total represents an average of one trip in and passengers per year.
out of the business district per person per day. Assuming the population of Denver at 200,000 and
Table VIII shows a similar combination and com the number of passenger automobiles in use at 5580,
parison for Tuesday, May 5, of last year and Tuesday, there is an average of one auto to every thirty-six per
May 11, of this year. As will be noted in this table, the sons, or one to every eight families.
total travel is 1.2 per cent less for 1915 as compared A "Denver Automobile Directory" has been pub
lished, containing the registration number, name and
address of owner, and make of automobile, for all 1915
registrations up to March 13. This directory contains
5340 registrations, and it shows that the business dis
trict has the most dense ownership owing to the many
machines owned by firms for business purposes, in
either freight or passenger service. Of the 5340 autos,
1317, or 25 per cent, are Fords, the figures for the en
tire United States showing that 33 per cent of the cars
in use are Fords. Comparison of a map showing dis
tribution of population with one showing location of
automobiles indicates that the distribution of automo
biles is in general similar to the distribution of the
DENVER TRAFFIC—GRAPHIC COMPARISON OF WEEKDAY population.
TRAVEL, EXCLUSIVE OF THAT IN FREIGHT VEHICLES •There are no Jitneys in Denver. [Eds.]
 312 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

Mesaba Railway's New Repair Shops and

Office Building

These New Buildings Replace Those Which Were Destroyed by Fire in November, 1913, and Contain a
Number of Interesting Features—Details of Construction and Description
of the Various Shops Are Given

BY GOTHARD SARGL, SUPERINTENDENT OF CONSTRUCTION CLEVELAND (OHIO) CONSTRUCTION COMPANY

After a year in temporary quarters following the dis Steel trusses supported on the brick walls span each
astrous fire which destroyed the shops and office build bay, and in the intervals between these are concrete
ing, the Mesaba Railway office and repair force is now roof slabs reinforced with Ferroinclave and carried on
housed in new quarters. Situated on the frontier of steel purlins. These slabs are 1% in. thick, formed of
Minnesota, 80 miles north of Duluth, the nearest city 1 in. of concrete on the upper side of the reinforcement,
of any size, the Mesaba Railway, a 35-mile interurban 3 in. on the under side and covered with a five-ply tar
road, connects a number of villages and mine locations and gravel roofing. Eight flat wire-glass skylight open
in the Mesaba Iron Range. The construction features ings were provided in the roof along the fire wall to
of this road were described in the Jan. 10, 1914, issue provide a uniform natural illumination in all parts of the
of the Electric Railway Journal on page 68. building. A liberal spacing of windows in the side and
end walls of the repair shop section insures ample nat
Repair Shop Construction Details ural illumination in all parts of the machine shop. The
Essentially the new layout conformed to the original four car door openings at each end of the building are
plan in that the foundations of the original repair shop 12 ft. wide by 16 ft. 6 in. high and are equipped with
were used and a separate office and dispatcher's building Kinnear rolling steel doors. The openings in the fire
constructed. In addition, a paint shop, also in a sep wall between the two bays and those leading to the store
arate building and more than 60 ft. away from the re room and boiler room are fitted with standard Under
pair shop, was also provided. writer's fire doors.
The new repair shop is a brick, steel and concrete Three 2-in. hose connections with hose and racks were
structure, 86 ft. x 122 ft. in plan. This area is divided installed in the repair shop building, and two standard
into a car-storage bay and repair and machine-shop bay fire hydrants were provided in the storage yard adjoin
a portion of which is given over for a storeroom and a ing the building. In addition to these a Gamewell fire-
heating plant. A 13-in. fire wall extending 3 ft. above alarm box connected to the Virginia city fire alarm sys
the roof separates the car-storage bay from the repair- tem was installed near the office building so that the
shop bay. Trackage in each of these sections provides city fire department may be called. Water is supplied
for the storage of four cars, and all of the car-storage to the fire-protection system through a 6-in. water main
space in the repair-shop bay is constructed over repair which connects to the city water system.
pits.
Following the fire the original pits were restored with Arrangements of Shops and Equipment
timber which was permitted to remain in the new struc Conveniently located in the repair-shop bay beside the
ture. These pits were extended, however, so that stor repair pits in a space 25 ft. wide by 75 ft. long is the
age space was provided for four cars. The pits in this machine shop. This contains the usual machine tool
extension are of concrete construction, and it is contem equipment necessary to handle all repair work, all driven
plated that later the old wooden pits will be replaced from an overhead line shaft which is belted to a 25-hp.
with others built of concrete. Experience during the three-phase, 600-volt induction motor. Energy is sup
first winter in this extremely cold climate demonstrated plied to this motor through a three-phase line from the
that additional pit area was necessary to thaw out the company's power house. The hoists in the repair shop
cars. To minimize the time required to thaw out the include a hydraulic lift for handling armatures, motors
frozen car equipment, however, radiation considerably and truck parts, and two 8-ton Yale & Towne chain
in excess of that ordinarily required was installed on blocks suspended from one of the roof trusses and used
the pit walls. for lifting car bodies.

Office auiid'ng " Siding-^ "~ 'JwcrterUne*

S3=S To Virginia -
Main Track-*
Right of Way
MESABA REPAIR SHOPS—GENERAL PLAN OF PROPERTY
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 313

Reinforced with —>. t

Pipe Hanger Barsf Diam.*l4,
Poultry Netting spaced 4'Centers j
throughout^ is"--- f—*!
T!7*
[Hot Water Piping
\\Cold Water Piping
"to ]
| Space around Piping
' i throughout to be
; filled with Bulk
,' Mineral Wool

Typical Section Underground PipeConduih

MESABA REPAIR SHOPS—PLAN OF SHOPS AND SECTION THROUGH PIPE CONDUIT

Energy for lighting is obtained from the 600-volt, with %-in. ribbed glass. Other construction details in
single-phase motor service which is stepped down to 110 clude concrete floors, wooden trolley trough and ten
volts through a 7y2-kva. transformer. All wiring in the drop lights wired in conduit. Three attachment plug
carhouse is installed in conduit, and tungsten lamps on outlets on the side walls were supplied for extension
brewery cord drops furnish individual illumination. In cord connections.
addition to these six 300-watt nitrogen-filled lamps with Other Features
Abolite shades were installed in the repair shop and car-
storage bay for general illumination. All the lighting The new office building is a two-story frame and
circuits are controlled from a cabinet situated in the brick structure situated 60 ft. from the car repair shop
passageway beside the storeroom. building. An unusual feature in the construction of
Installed in the basement below the storeroom is a this building was the provision of an entirely fireproof
low-pressure heating plant of sufficient capacity to heat room to contain the dispatcher's equipment. This room
the repair shop, paint shop and office building, as well is surrounded with 9-in. brick partition walls and has
as the manager's residence, which is situated about a reinforced-concrete ceiling and sub-floor. Openings
600 ft. from the carhouse. All radiation is of the wall from this room to the interior building are protected
type, except that in the storeroom and passageway, and with Kinnear steel rolling fire doors. Added importance
is so installed on the walls and between the columns is given the protection of the dispatcher because his
that the radiators occupy very little floor space. The outfit includes a Simmen automatic railway signal dis
radiation in the pits is fastened to the concrete walls patcher's board.
and to the supporting timbers of the wooden constructed To protect the records of the road a 5-ft. 9-in. x 8-ft.
section. A hot water tank in the boiler room supplies 8-in. reinforced-concrete vault occupies one corner of
the office and paint shop. In one corner of the boiler the office building and extends the full height of the two
room four Bowser oil tanks containing lubricating and floors. In connection with this vault it is interesting to
signal oils have been installed. These tanks are equipped note that the one now serving the first floor was formerly
with measuring pumps located on the main floor. on the second floor of the original office building. At
Situated about 60 ft. from the repair shop building that time this vault was supported on steel columns and
is a brick and concrete paint shop, 20 ft. 8 in. x 64 ft. during the fire it fell from the second story to the
in size. The walls of this building are 9 in. thick with ground. This caused no apparent injury and all the
4-in. x 26-in. pilasters, and the roof is a 3-in. reinforced- records in the vault were fully protected.
concrete slab supported on ten 9-in. I-beams and cov An interesting feature in connection with the elec
ered with a five-ply tar and gravel roof. Suitable ven tric wiring of the office building, as well as the man
tilation is supplied by three Ohio Blower Company's ager's residence, is that the wiring provides for elec
16-in., Swartwout, rotary ball-bearing ventilators. The trical heating. Separate circuits in conduit run from
size of this building is just sufficient to accommodate the lighting cabinet to baseboard receptacles in each
one car, one track of the yard lay-out passing through office room. To these ordinary car bank-heaters are
the building. The track entrances to this building are connected during the cold spring and autumn days when
fitted with Kinnear steel rolling doors, and the window steam heat is unnecessary but some heat is required in
openings are equipped with Fenestra steel sashes glazed the office and residence.
 314 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

Digest of Jitney Ordinances*

Fundamental Provisions and Important Details of Ordinances for the Regulation of Jitney Traffic in American
Cities Are Abstracted and Compared

BY CLYDE LYNDON KING, PH.D.

This digest was made from ordinances sent to The In addition to the annual license fees certain other
Utilities Bureau in response to a request made to the charges incidental thereto are sometimes required.
mayor of every city and town of considerable size in the These charges are 50 cents/" $1," $2,: and $2.50."
United States. The ordinances used have all been re
ceived since June 15. The text gives as succinctly as Bonds or Insurance Policies
possible the provisions found in the ordinances of the Bonds or insurance policies are often required as a
various cities, the names of which are, for each pro protection against injury of persons or destruction of
vision, given in the foot-notes. property. These bonds are usually conditioned, as in
A typical definition of the jitney or the motor bus, Utica, N. Y., that "licensees will indemnify and save
as regulated by these ordinances, is found in the jitney harmless the city of Utica, N. Y., and its officers or
ordinance of Dallas, Tex. This ordinance makes subject agents, from any and all causes and actions, and the
to its provisions and the rulings of the authorities made costs and expenses of defending same, growing out of
thereunder "any automobile, auto truck or trackless mo the operation of motor-propelled vehicles ..."
tor vehicle engaged in the business of carrying passen and "satisfy any and all judgments by any person, firm
gers for hire within the city limits of Dallas, which is or corporation for personal injury or property damage
held out or announced by sign, voice, writing, device or caused by the operation of said licensed vehicle, upon,
advertisement, to operate or run, or which is intended in and over the streets and public places of Utica,
to be operated or run, over a particular street or route, N. Y.""
or to any particular or designated point or between Not all the cities by any means require bonds or in
particular points, or to or within any designated terri surance policies." The amounts of the bonds or insur
tory, district or zone." Many of the ordinances, as ance policies in the ordinances of two cities" are stated
does that of Spokane, Wash., specifically exclude cabs, to be such as are "reasonable." The amounts designated
taxicabs, automobiles for hire, stages running on regu in other cities include: $1,000," $2,000," $2,500,"' $5,000'°
lar schedules and used exclusively for transporting pas
sengers from points outside of the city, sight-seeing teen to twenty-six, $35 ; more than twenty-five, $40 : Okla
buses, hotel buses, hearses, ambulances, pall-bearers' homa City, Okla., eight or less, $50 ; eight to twelve, $75 ;
twelve or more, $150; Syracuse, N. Y., five or less, $75; five to
vehicles, and railway or street cars. ten, $100; ten to fifteen, $125; more than fifteen, $150; Hunting
ton, W. Va., four or less, $50 ; five or more, $75: Tulsa, Okla., $5
The usual method by which regulation is assured is for each passenger seat with a minimum of $20 ; Schenectady,
that of requiring the owner or operator of each such N. Y., as many times $5 as number of passengers, with a mini
mum of $25 ; Galveston, Tex., five, Including driver, $30 ; five to
vehicle to secure a permit or license1 as a prerequisite seven, including driver, $35 ; more than seven, including driver,
$45 ; Grand Rapids, Mich., $3.50 for each passenger, maximum
to the privilege of using the streets and other public fee, $50. payable in advance; Louisville, Ky., eight or less, $10:
places as a common carrier. As pay for this super nine to fifteen, $20 ; more than fifteen, $25 ; Pasadena, Cal., five or
leBB, including driver, $30 ; more than five, less than eight, $35 :
vision, or as a source of revenue to the city, or both, more than seven, less than sixteen, $45 ; more than fifteen, less
than thirty, $55 ; thirty persons or more, $75 ; Providence, R. I.,
license fees are required, though these are so evidently $5 per seat exclusive of driver's seat, maximum fee, $50; If route
exorbitant in some instances as to raise the presump extends Into another town requiring license, fee or $3 per seat ;
Little Rock, Ark., per month, five to seven, including chauffeur, $3 :
tion that they are more a means for abolishing the eight to twelve, $6 ; twelve or more, $8 ; San Antonio, Tex., seven
seats or less, $25: each seat more than seven, $3.50 ; Fresno, Cal.,
jitney than regulating it. five or less, including driver. $40 ; five or more, $50 ; more than
seven less than sixteen $60 ; more than fifteen, less than thirty, $75 ;
License Fees and Other Charges thirty or more, $100; Portland, Ore., per month, seven or less, $2:
more than seven, $2, and 25 cents for each seat in excess of
seven ; Long Beach, Cal., six or less, including driver, $25 ; more
License fees are occasionally designated as definite than six and less than ten, $30 ; more than nine and less than
sums to be paid annually, regardless of the seating sixteen, $35; more than sixteen and less than thirty, $75; Fort
Smith, Ark., $20 per year, $12.50 for six months, payable in ad
capacity of the vehicle. In the larger majority of the vance : Tacoma, Wash., per month, five persons or less, $1 ; more
than five, 25 cents in addition to $1 for each additional seat : driv
ordinances, however, the amounts of the license fees are er's license, $1 : renewal of driver's license, $1 ; transfer of license,
very properly based on seating capacity, as the relation 50 cents; Ogden City, Utah, not exceeding five, $75; five to ten,
$100: ten to twenty, $150. payable in advance; if route extends
between seating capacity and wear and tear on streets, bevond limits of city license fee shall be $25 per annum : driver
must pay $1 for permit and badge: Fort Worth. Tex., change of
as well as earning power, is quite direct. Where the license, 50 cents; five or less, including driver, $10; seven or less,
ordinances require flat-rate license fees, the sums speci more than five, $20 ; more than seven, $30.
'•Pueblo, Col.; Tacoma. Wash, (for transfer of license) ; Fort
fied include: $5/ $10/ $25/ $30/ $50/ $60' and $75.5 Worth. Tex. (for changing license); Grand Rapids, Mich.: Oak
In general, when based on seating capacity, the license land, Cal.
11 Schenectady, N. Y. (driver's license) ; Providence, R. 1. : Au
fees range from $25 for a car carrying five or less to gusta, Ga. (for badge) ; Los Angeles, Cal. : Dallas, Tex. (for sub
stituting one car for another, altering cars or losing license plate) ;
$200 for cars carrying more than sixteen." Ogden City, Utah ($1 for permit or badge).
'- Birmingham, Ala. : Tacoma, Wash.
>» Seattle, Wash., and Spokane, Wash, (renewal, $1: reissue,
•Reprinted from The Utilities Magazine, July, 1915, by permis $1.50) : El Paso, Tex. (for changing route or termini, $2.50, and
sion for examination, $2.50).
I InofDenver,
The Utilities
Col., a Bureau.
franchisePhiladelphia,
is required. Pa. "The ordinance of Louisville, Ky.. requires that the bond be
* Orange, N. J.; Battle Creek, Mich.; Staunton, Va. (the fee is conditioned that the person injured or having his property dam
$6)I Lansing:,
: Little Rock, aged through defect or negligence in operation has a right to
Mich. Ark.($5 for the second and $2 for each additional action ; that the applicant pay all sums due the city, such as
vehicle) ; Warren, Pa.Ocean
(hacksCity,
only—no jitneys). licenses, taxes, fines and forfeitures, and indemnify the city
•Ashtabula, Ohio: Passaic, N. J. ($5.50 per year against any loss and damages for accidents.
for« Norfolk.
automobile hacks) ; Fulton, N. Y. 15 Salem, Mass.; Dallas, Tex., and Portland, Ore., do not, among
Va. • Pueblo, Col. ; El Paso, Tex. others.
'"Pine Bluff, Ark., and Fitchburg, Mass. (determined by Mayor
•7 The
Oakland,
licenseCal.fees based on carrying8 Dallas,
capacityTex.
are as follows for or Hoard of Aldermen).
various cities: Davenport, la., seven or less, $25; seven, $35: 17 Lansing, Mich, (conditioned on observing provisions of charter
seven or more, $50 ; Utica, N. Y., five or less, $75 : five to eight, and ordinance and duties of common carrier).
$100: eight to sixteen, $150; sixteen or more, $200: Augusta, '» Little Rock, Ark., and Fort Smith, Ark.
Ga., five or less, $25 ; five to seven, $35 : seven or more. '•Fort Worth, Tex.: Austin, Tex. ($2,500 to any one person,
$50 : Austin, Tex., five or less, $50 ; seven or less, $75 ; eight and $5,000 for all damages on account of death or injuries of all
or more, $100; Joplin, Mo., five or less, $10; five to eight, persons occurring in one accident).
$13; seven to thirteen, $20; twelve to seventeen, $25; six- '•Huntington, W. Va. ; Louisville, Ky. ; San Antonio, Tex.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 315

and $10,000." Other cities base the amount of the blindness, or any other infirmity of body or mind which
bond or insurance policy on the carrying capacity of the would disqualify him from serving as a driver of a
respective cars." public vehicle.
Qualifications of Drivers Routes and Termini
Proper qualifications for drivers are assured in the It is a usual provision of the jitney bus ordinance to
great majority of ordinances by requiring at least that require that the operator shall set forth in his applica
the application for the license or permit shall indicate tion or in his permit the route over which it is pro
for all chauffeurs the name, age, residence, address, posed to operate such motor bus and the terminal points
previous addresses, length of residence in each, whether of such routes, and to require, though less often, a map
previously engaged in transporting passengers for hire, of the route or the designation of the particular street
nationality, married or flingle, and experience in driv or streets over which the vehicle is to run." In a few
ing." In addition to this a few cities definitely require ordinances the routes and termini are to be indicated by
testimony of two citizens, or other similar evidence, as signs only, the authorities not assuming any other con
to the moral character of the driver." With one excep trol thereover.'3 Many of the ordinances requiring
tion," the age limits, if stated in the ordinances, are routes to be designated also require that the vehicles
either eighteen years of age or more,30 or twenty-one or shall not depart from this route, and must go to the end
more." Occasionally the chauffeur is required to carry of the route on each trip.™ When routes must be speci
with him at all times an identification card, including fied before the permit or license to operate the bus is
his photograph,2" while a number of ordinances particu granted, authority is usually either reserved by the
larly require that the chauffeur shall give evidence as Council or delegated to specified city officials to change
to sober habits, or that he is not addicted to the use of cr modify the route at any time.31 A few ordinances
liquors or drugs.2" Occasionally there is a specific re specifically make it unlawful to deviate from the route
quirement that the chauffeur shall be able to speak the established, or, if deviation is necessary, the vehicle
English language.50 Written or oral examination is must return to the point of deviation as soon as possi
sometimes specifically required as to the driver's knowl ble and proceed in the direction the motor was headed
edge of the ordinances and traffic regulations of the city before deviation." In order to retain for the city one
and state." Very frequently the chauffeur must give of the chief advantages of motor transit, mobility, cer
evidence as to his ability to drive a car, and also evi tain ordinances particularly provide that buses may de
dence that he has no physical disabilities, such as being viate from their designated routes for stated purposes."
deaf, or partially deaf, near-sighted, etc.,'2 and occasion Legible signs which can be read at a distance of 100 ft.
ally must take a medical examination to show that he is or more are particularly required, setting forth the
not subject to epilepsy, vertigo, heart trouble, color- fare, the termini and the routes."
($5,000 the maximum for one person, and $10,000 for one acci How long the route shall be is not readily discernible
dent) ; Memphis, Tenn. (for each car for one accident) : Taunton, on examination of an ordinance, as the length is usually
Mass. ($6.-000 for one vehicle and $1,000 for each additional expressed by names of streets. Austin, Tex., requires
vehicle) ; Pasadena, Cal. ($5,000 for any one person injured, and
$10,000 for all persons injured in any one accident) ; same in Long that they must average at least thirty blocks, and Dav
Beach, CaL, and Tulsa, Okla. ; Duluth, Minn. : Syracuse, N. T.
(limited to $15,000 for one accident) : Oakland, Cal. ($5,000 for enport, Iowa, requires that when the route of a motor
any one person injured: $10,000 for any one accident resulting in bus parallels a street-car line, its termini shall be that
injuries to or death of more than one person) ; San Antonio. Tex.
(a total of $50,000 for five vehicles or less, or a total of $100,000 of the car line or beyond., unless the Council otherwise
for any number of vehicles in excess of five) ; Melrose, Mass.
" Pueblo, Col. : Oklahoma Citv, Okla. ; Ogden Citv, Utah (if decides. In the cities where the routes over which the
more than one car. $20,000) ; Fresno. Cal. ; El Paso, Tex. ($10,000 vehicle is to run must be specified in the application the
for each car up to ten cars, and $500 for each additional car).
a Grand Rapids, Mich., seven persons or less, $10,000 for dam proper authority would have the power to lengthen or
ages or accidents; $2,000 for each passenger more than seven; up shorten the route. Certain ordinances definitely pro
to $10,000. Schenectady, N. Y., as many times $1,000 as carry
ing capacity of car, but at least $5,000. Ashtabula, Ohio, in lieu vide that the route may be changed at any time by the
of liability insurance policy, a bond of $3,000 for buses carrying
nine
LTtica,persons or less,
N. Y.. eight and $5,000
passengers for more
or less. thaneight
$10,000; nineto persons.
sixteen Council, the Board of Police Commissioners, or other
passengers, $15,000: sixteen or more, $20,000.
=" Ogden City, Utah ; Dallas, Tex. ; Lansing, Mich. : Davenport, M Spokane, Wash. : Seattle, Wash. ; Schenectady, N. Y.
Iowa ; Spokane, Wash. ; Austin, Tex. ; Joplin, Mo. : Oklahoma City, ** Los Angeles. Cal. ; Dallas, Tex. ; Utica, N. Y. ; Orange, N. J.
Okla. : Birmingham, Ala. ; Seattle, Wash. ; Providence, R. I. ; (routes designated by Mayor—only two lines are operating, each
Fitchburg, Mass. ; Grand Rapids, Mich. ; Long Beach., Cal. ; making three trips daily): Davenport, Iowa; Spokane. Wash.;
Louisville, Ky. ; Los Angeles, Cal. ; Duluth, Minn. : Oakland, Austin, Tex. (must operate at least thirtv blocks) : Oklahoma
Cal. : Pasadena, Cal. : Tacoma. Wash. : Schenectadv, N. Y. ; Fort City, Okla. ; Pueblo, Col. ; Fresno, Cal. : Ogden Citv, Utah ; Fitch
Worth, Tex. ; San Antonio, Tex. burg, Mass. : Syracuse, N. Y. : Tulsa, Okla. ; Galveston, Tex. : Au
** Davenport, Iowa ; Spokane, Wash. : Joplin, Mo. : Seattle, gusta, Ga. ; Grand Rapids, Mich. ; Portland, Ore. ; Louisville, Ky. ;
Wash. ; Galveston, Tex. ; Grand Rapids, Mich. ; Little Rock. Ark. ; San Antonio, Tex. ; Oakland, Cal. : Pasadena, Cal. : Tacoma,
Oakland, Cal. ("worthy") ; Schenectady, N. Y. Wash. ; Schenectadv, N. Y. ; Fort Worth, Tex. ; Huntington, W.
a Long Beach, Cal. Va.K New Orleans, La. ; Hartford, Conn. : Joplin, Mo. : Providence,
a Birmingham, Ala.; Austin, Tex.: Fresno, Cal. (and under
fifty) ; Providence, R. I. (over twenty) ; Fitchburg, Mass. ; Syra It. I. (license granted subject to prescribing of route).
cuse. N. Y. ; Grand Rapids, Mich. : Little Rock, Ark. ; Tacoma, " New Orleans (as announced on sign and "provided there is a
Wash. : Portland, Ore. ; El Paso, Tex. (and shall have lived in passenger on said vehicle"); Los Angeles, Cal.; Dallas, Tex.;
El Paso for six months). Davenport, Iowa; Spokane, Wash.; Austin, Tex.: Fresno, Cal.;
a Davenport, Iowa ; Ashtabula. Ohio : Spokane, Wash. : Pueblo, Ogden City, Utah ; Tulsa, Okla. ; Galveston, Tex. ; Portland, Ore.
Col. ; Seattle, Wash. ; Augusta, Ga. ; Schenectady, N. Y. ; Melrose, ( "between the hours of 6 and S p. m. all motor buses shall be
Mass. operated to outer tei minus of their routes, but may turn back
"Providence, R. I.; Grand Rapids, Mich.; Oakland, Cal.: Los upon discharging the last inbound passenger, and between the
Angeles, Cal. ; Schenectady, N. Y. ; Spokane, Wash. : Seattle, hours of 4.30 and 7 p. m. all auto buses shall be operated to the
Wash. inner terminus, but may turn^fcack on discharging the last out
28 Dallas, Tex. ; Spokane, WTash. ; Austin, Tex. : Joplin, Mo. ; Bir bound passenger." During another hours must complete the
mingham, Ala. : Seattle, Wash. ; Galveston, Tex. ; Schenectady, trip) : Oakland, Cal. : Spokane, Wash. ; El Paso, Tex.
N. Y. ; Fort Worth, Tex. " Los Angeles, Cal. ; Davenport, Iowa ; Fresno, Cal. : • Ogden
"Atlantic City, N. J. (read, also) : Spokane, Wash. : Joplin Mo. City, Utah; Syracuse, N. Y. ; Galveston, Tex.; Grand Rapids,
( "properly understand the traffic rules and ordinances of the Mich, (temporary change with application of superintendent of
city"); Seattle, Wash. ; Schenectady, N. Y. (read and speak). police) ; Portland, Ore. : San Antonio, Tex. ; Pasadena, Cal. ; Au
"Los Angeles, Cal.; Hartford, Conn, (any "suitable" person gusta, Ga. (licensee may change route by notifying treasurer of
with proper experience and character") ; Harrisburg, Pa.; Atlan city) ; Fort Worth, Tex. (may be changed upon application by
tic City, N. J. (familiar with territorial limits and principal licensee).
places); Spokane, Wash.; Birmingham, Ala.; Seattle, Wash.: ^ Los Angeles, Cal. (for more than three blocks) ; Spokane,
Ogden City, Utah; Galveston, Tex. (thoroughly acquainted with Wash. : Fresno, Cal. : Tulsa, Okla. ; Galveston, Tex. ; Portland,
all the streets and locations) ; Grand Rapids, Mich. ; Portland, Ore. : Oakland and I'asadena, Cal.
Ore. ; Little Rock, Ark. ; El Paso, Tex. "9 Thus in Los Angeles they may deviate to transport passenger
to and from any public demonstration or attraction, church op
33 Los Angeles, Cal. ; Seattle, Wash. ; Providence, R. I. : Dallas, public school, or to designated points in the business district. In
Tex.; Davenport, la.; Austin, Tex.; Pueblo, Col. (requires one Grand Rapids they may go to the railroad station if route is
year's experience) : Birmingham, Ala. (must be "experienced") ; within three blocks of any such station.
Fresno, Cal. ; Grand Rapids, Mich. ; Portland, Ore. ; Little Rock, m New Orleans, La. ; Hartford, Conn. ; Providence, R. I. : Au
Ark. (requires six months' experience). gusta, Ga. ; Louisville, Ky. (routes only) : Joplin, Mo. (fare only).
 316 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

stated officer or officers. As one means of exterminat vehicle run all the way from the prohibition of the use
ing the jitney under the guise of regulating it, the of dangerous cars" to requirement of inspection before
routes required are sometimes so long as to be unprofit use and during use, to see if running gear, brakes,
able. Transfer systems" may be or are compulsory. chassis, wheels, etc., are safe." Some ordinances specify
The ordinances often require that applications for the intervals at which such inspection shall be made."
licenses shall show the number of hours per day which General requirements are that cars shall be sanitary,"
the vehicle will be operated and the schedule for such while Portland, Ore., requires that they be cleaned and
operations," or require operation continuously between fumigated at stated intervals.
the hours designated in the license certificate." Oc
casionally, however, eight hours of continuous service Receiving and Discharging Passengers
are required," and rarely twelve," or even sixteen" or A number of ordinances specifically state that the
more.41 motor vehicle must, in receiving and discharging pas
Safety Precautions sengers, draw up at the right-hand curb.*4 Require
The safety precautions included in the ordinances ments are also included that these vehicles must stop
either require the passengers to ride on the seats only," for this purpose at least 25 ft." 50 ft." 60 ft." and
or particularly prohibit riding on doors, dashers, fen 75 ft." respectively from the near side of the intersect
ders or running boards, or the protrusion of the body ing street. Other cities specify distances of 10 ft."
outside of the car." It is occasionally provided spe and 20 ft."
cifically that the car must be brought to a full stop be It is further specified, though rarely, that the vehicle
fore crossing steam railway tracks." These provisions, must come as near to the curb as possible," or come
of course, are all in addition to the traffic and ordinance within 2 ft. of the curb." One city, Pueblo, Col., re
provisions as to speed limits, speed at intersections quires that the bus stop in the middle of the block.
and cutting corners.
Other safety requirements are set forth in the vari Restrictions as to Overcrowding
ous ordinances. Thus tire chains are required, espe The ordinances of some cities restrict the number of
cially in winter and wet weather." It is likewise re passengers that can be carried to two, including the
quired in some cities, that the cars be equipped with driver, in excess of the manufacturer's rating as to the
non-skid tires." When cars are to be run between sun capacity of the car." In most of these cases children
set and sunrise, the cars must be provided with lights." under seven years of age are excepted. One city, Oak
Various kinds of signs are required, such as giving the land, Cal., allows one passenger in excess of the seating
route,14 termini," fare," license number," name of opera capacity. In many other ordinances the number of pas
tor " and carrying capacity of car.™ sengers that the car may hold is restricted to the num
The provisions of these ordinances to assure a safe ber stipulated in the manufacturer's statement as to
41 Syracuse. N. Y. the car's capacity.'4 In these cases children under the
"Austin, Tex.: Oklahoma Citv, Okla. ; Pueblo, Col.: Fitchburg, age of five years are excepted. In the majority of cities
Mass. : Syracuse, N. Y. : Galveston, Tex. ; Pasadena, Cal. ; Tacoma, where jitney ordinances are in operation it is spe
Wash. : Utlca, N. Y. : San Antonio, Tex.
" Dallas, Tex. (except Sundays and in case of illness, accidents, cifically stated that but one person may ride with the
etc.).
44 Spokane, Wash. ( each day of the year) ; Grand Rapids, Mich. chauffeur."'
(6 to 10 a. m. ; 12 noon to 2 p. m. : and 5 to 8 p. m., with but
one-half of buses on any route on Sunday) : El Paso, Tex. Other Police Regulations
"Austin, Tex. (twelve hours consecutively, Sundays excepted,
with reasonable time for meals and due allowance for delays and A sign stating that the car is filled, visible at a
interruptions) ; Portland, Ore. (6 to 10 a. m. and 3 to 11 p. m.,
except in case of unavoidable accidents ; 7.30 a. m. on Sundays) ; distance of 100 ft., is required in Fresno, Cal. The
Fort Worth, Tex. (for twelve consecutive hours except Sunday). number plate is to be displayed conspicuously in Utica,
"Davenport, Iowa: Fresno, Cal. (from 6 a. m. to 10 p. m.) ;
Tulsa, Okla.: Schenectady. N. Y. (for six davs per week).
"Ogden City, Utah (5.30 a. m. until midnight on a "regular M Austin, Tex. ; Oklahoma City, Okla. j Tulsa, Okla. ; Louisville,
schedule").
" Atlantic City, N. J. ; Davenport. Iowa ; Augusta, Ga. ; Duluth, Ky.
Minn. "Grand Rapids, Mich, (sign front and rear—to be illuminated
" Ashtabula, Ohio ; Dallas, Tex. : Utica, N. T. ; Harrisburg, Pa. after
"•Newdark).
Orleans ("no vehicle which is dilapidated, worn, or in
(no ordinance) ; Hartford, Conn. : New Orleans, La. ; Austin,
Tex. : Oklahoma City. Okla. : Svracuse. N. Y. : Birmingham, Ala. ; other ways dangerous
n Atlantic City, N. J.to; passengers may; be
Seattle, Wash. used").
Little Rock, Ark. ; Au
Portland, Ore. : San Antonio. Tex. : Tulsa, Okla. ; Galveston, Tex. ;
Spokane, Wash. ; Louisville. Ky. : Grand Rapids. Mich. : Provi gusta,
■ In Ga Portland, Ore., and Providence, R. I., cars must be in
dence, R. I. : Fresno, Cal. : Tacoma. Wash. ; Pasadena, Cal. ; Oak spected at least once in thirty days, and in Dallas, Tex., once each
land, Cal. ; Fort Worth, Tex. : Reading, Pa. : El Paso, Tex.
Policemen and firemen are excepted from the operation of these week ; El Paso, Tex., every two weeks.
provisions " Augusta, Ga. ; Joplin, Mo. : Little Rock, Ark.
M Duluth,byMinn,
a number
(stop atof least
these 30cities.
ft. from track) : Joplln, Mo. ; 54 Harrisburg, Pa. ; Hartford, Conn. : New Orleans, La. : Los
Grand Rapids, Mich. ; Ogden City, Utah (electric cars or other Angeles, Cal. ; Joplin, Mo. : Austin, Tex. ; Grand Rapids. Mich. :
wise) ; Portland, Ore. (applies only to vehicles with capacity of Tacoma. Wash. ; Utica, N. Y. (on streets with car bervice) ; El
more than fourteen passengers) : Oakland, Cal. (except that Paso, Tex.
orders of flagmen must be obeyed). " Birmingham, Ala. : Atlantic City, N. J. : Fitchburg, Mass.
B Los Angeles, Cal. : Joplin, Mo. : Pueblo, Col. : Ogden City, "Hartford, Conn.; New Orleans, La.; Los Angeles, Cal. (75 ft.
Utah : Providence, R. ; I. Dallas,
: Oakland, of a street railway on the street) : Dallas, Tex. (not nearer than
M Los Angeles. Cal. Tex. Cal.
; Ogden City, Utah. 50 ft. or farther than 100 ft. from Intersection) ; San Antonio,
K Davenport, Iowa : Utica, N. Y. ; New Orleans, La. : Joplin, Tex.; Duluth, Minn.; Providence, R. I. (not within 25 ft. of place
Mo. : Oklahoma City, Okla. ; Syracuse. N. Y. : Portland, Ore. ; San designated by white post or in manner prescribed for receiving
Antonio, Tex. : Tulsa, Okla. ; Dallas, Tex. : Galveston, Tex. : Spo and discharging street railway passengers).
kane, Wash. : Grand Rapids, Mich. : Fitchburg, Mass. : Ogden City, "•* Spokane. Wash.
Harrisburg, Pa. ; Tacoma, Wash. ; Reading, Pa.
Utah : Tacoma, Wash. ; Pasadena, Cal. ; Fort Worth, Tex. "Fitchburg, Mass. (not within 10 ft. of white pole designated
64 Utlca, N. Y. : Los Angeles, Cal. : Augusta. Ga. ; Oklahoma for a street-car stopping place or 25 ft. of intersection of streets).
City, Okla. ; Syracuse, N. Y. ; Portland, Ore. ; Dallas. Tex. : San "Ogden City, Utah (not within 20 ft. of crossing).
Antonio, Tex. : Davenport, Iowa ; Tulsa. Okla. : Galveston, Tex. :
Spokane, Wash, (signs to be hung on both sides of car) : Louis « Oakland, Cal. ; Ashtabula, Ohio.
ville, Ky. : Grand Rapids. Mich. ; Ogden City. Utah : Providence, 72 Fresno, Cal. : Shreveport, La.
R. I. : Shreveport, La. ; Tacoma. Wash. : Oakland, Cal. ; El Paso, 73 Ashtabula, Ohio (applies to standard touring cars or limou
Tex. sines) : Spokane, Wash.; Hartford, Conn.; Fort Smith, Ark.;
M Los Angeles, Cal. : Augusta, Ga. : Joplin, Mo. : Austin, Tex. ; Fitchburg. Mass. : Fresno, Cal. ; Long Beach, Cal.
Oklahoma Citv. Okla. : Dallas, Tex. : San Antonio. Tex. ; Tulsa, 74 Ashtabula, Ohio (applies to all cars except standard touring
Okla. ; Galveston, Tex. ; Louisville, Ky. : Grand Rapids, Mich. ; cars and limousines): Duluth, Minn.; Davenport, Iowa; New
Ogden City, Utah : Oakland, Cal. : Little Rock, Ark. ; El Paso, Tex. Orleans, La. ; Portland, Ore. : Atlantic City, N. J. ; Dallas, Tex. :
M Los Angeles, Cal. : Augusta, Gn. : Joplin. Mo. : San Antonio, Grand Rapids, Mich. ; Providence, R. I. (except children under
Tex. : Grand Rapids, Mich. : Ogden City. Utah ; Providence, R. I. ; seven vears of age) : Taunton, Mass. : Tacoma, Wash. : Schenec
Shreveport, La. : Tacoma, Wash. : Oakland, Cal. : Little Rock. Ark. tady, N. Y. ; Little Rock, Ark. ; El Paso, Tex. ; Melrose. Mass.
57 Hartford. Conn. : Los Angeles, Cal. : Austin, Tex. ; Portland, 75 Duluth, Minn. : Davenport, la. ; Reading, Pa. ; Harrisburg,
Ore. : Atlantic City, N. J. : San Antonio, Tex. (copy of license to Pa. ; Hartford, Conn. ; Los Angeles, Cal. ; Joplin, Mo. (no person
be displayed) : Tulsa. Okla. : Galveston. Tex. : Spokane, Wash, ahead of front seat) ; Austin, Tex. (unless seat is designed to ac
(both sides of car) : Pueblo. Col. : Louisville, Ky. : Grand Rapids, commodate more than one passenger) ; Portland, Ore. ; Dallas,
Mich. ; Fitchburg, Mass. ; Ogden City. Utah : Providence, R I. : Tex. : San Antonio, Tex. (with child in arms) : Pueblo, Col., and
Fresno. Cal. : Shreveport. La. : Long Beach, Cal. (permit number Fitchburg, Mass. (same as San Antonio): Ogden City, Utah;
also) ; Tacoma, Wash. : Pasadena, Cal. : Schenectady, N. Y. : Little Providence, R. I. (no passenger with child In arms) ; Shreveport,
Rock, Ark. ; Davenport, Iowa. La.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 317
N. Y. The words "jitney bus"™ or "motor bus"" must from thirty to ninety days." The fines are limited as
be attached or painted on the car in some cities. Dallas, follows: to not more than $25,M $50,M $100," $200,"
Tex., requires that a safety certificate be hung in the $300*" and $500." It is usually provided that licenses
car. New Orleans, La., requires that the name of the may be revoked upon conviction or violation thereof or
corporation owning or operating the car be displayed of the ordinance on traffic regulations. Dallas, Tex.,
in the car. provides that when so revoked a license may not be
Some ordinances make stipulations as to where cars reissued within six months. Galveston, Tex., and Ash
shall stand and as to the length of time they shall tabula, Ohio, automatically revoke licenses on the second
stand." Special provisions are made in some cities as and third convictions respectively.
to cars running on streets on which street railways
are in operation.™ Salem, Mass., requires that two
means of exit must be provided for cars with a carry Traffic Notes from Hampton, Va.
ing capacity of more than eight persons. Some ordi
nances specifically state that no advertising shall be Following the Consolidation of Five Companies the Com
allowed."1 San Antonio, Tex., requires that no umbrella bined Properties Were Rehabilitated—Schedule,
shall be raised by any person occupying the front Publicity and Fare Systems
seat. On Jan. 12, 1912, Allen & Peck, Inc., took over the
Penalties following five companies: Newport News & Old Point
The penalties for violation of the ordinances are Railway & Electric Company, Citizens Railway, Light
usually expressed in terms of fine or imprisonment or & Power Company, Newport News Gas Company,
both, the maximum period of imprisonment ranging Hampton Roads Traction Company, Hampton, Phoebus
& Fort Monroe Gas Corporation. On Jan. 1, 1914, these
utilities were merged as the Newport News & Hampton
"Atlantic City, N. J. (words must be on rear part of car, not Railway, Gas & Electric Company. In addition to the
less than 8 In. in length and 24 in. wide).
"Dallas, Tex. (words to be painted on rear of car in letters not activities named in the title of the company, it conducts
lessn Utica,
than 6 N.in. Y.high).
; Providence, R. I. ; Little Rock, Ark. ice manufacture with retail distribution. Since the
" In Oklahoma City, Okla., cars are not allowed to run longi present operating company took charge of these proper
tudinally on streets on which street railways are in operation,
except within Are limits of city. They may operate for more than ties, with J. N. Shannahan as general manager, it has
two blocks in one direction where necessary in crossing fire limits.
Tulsa, Okla., requires that cars shall not run longitudinally on spent about $600,000 for- rehabilitation:
streets having street railways. Briefly stated the main improvements comprised the
""Augusta, Ga. ; Grand Rapids, Mich. ; Providence, R. I. ;
Shreveport, La. following:
"Los Angeles, Cal., however, provides a maximum imprisonment
of six months. Re-equipment of the power house, except for the
"New Orleans, La. (not less than $10 or more than $25) :
Ocean City, N. J. (or thirty days' imprisonment in default of boilers and one vertical turbine (the latter now used
fine) ; Fort Smith, Ark. (not less than $5 or more than $15) ; only for peak loads), without serious interruption of
Little Rock, Ark. (not less than $5).
^Huntington, W. Va. (not less than $10 or more than $50) ; the traction and lighting service, although no other
Atlantic City, N. J. (or not to exceed ten days in Jail) ; Ashtabula,
Ohio; Providence, R I.; Fltchburg, Mass. ($20) ; Louisville, Ky„ source of energy supply was available.
(not less thanConn,
MHartford, $10). (fine only) ; Lansing, Mich, (or imprisonment Reconstruction of the pole lines for 11,000-volt trans
until fine is paid, not in excess of thirty days) ; Utica, N. T., mission and 3450-volt lighting.
Davenport, Iowa (or thirty days in Jail) ; Duluth, Minn, (or sixty
days in Jail); Spokane, Wash.; Oklahoma City, Okla. ; Seattle, Modernization of the lighting system by the installa
Wash. ; Syracuse, N. Y. : Tulsa, Okla. ; Galveston, Tex. ; Grand tion of luminous arcs, nitrogen-filled lamps and tungsten
Rapids, Mich.; Shreveport, La. (not less than $5) ; Long Beach,
Cal. ; Portland, Ore. ; Salem, Mass. : Oakland, Cal. ; Pasadena, lamps.
Cal.; Tacoma, Wash.; Memphis, Tenn. (not less than $50—
a ffiSchenectady,
state law). Construction of a gas holder at Newport News and
N. Y. (not more than $150) ; Austin, Tex. ; San installation of a high-pressure main from the Newport
Antonio, Tex. ; Fort Worth, Tex. ; El Paso, Tex.
^'Denver, Col. (not less than $100 or imprisonment of ninety News plant to Hampton, the Hampton low-pressure
days or both) : Joplin. Mo.: Fresno. Cal.; Pueblo. Col.
"Los Angeles, Cal.; Dallas, Tex. (not less than $5). plant being discontinued.

HAMPTON TRAFFIC NOTES CAR REBUILT FOR POSSIBLE ONE-MAN OPERATION

 318 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

HAMPTON TRAFFIC NOTES—STANDARD DOUBLE-TRUCK CAR

WITH SMOKING COMPARTMENT

Replacement of worn special work.

Rehabilitation of all rolling stock, part being rebuilt
from the sills up. In repainting the cars, their color
was changed from dark yellow to Sherwin-Williams HAMPTON TRAFFIC NOTES—BULLETIN BOARD ON A
light body color traction green, partly because this color STREET CORNER IN HAMPTON
was considered an improvement and partly to make the
public realize the betterments which the company was
effecting in the service as a whole. Streets, Hampton. A third and still simpler way is to
Purchase of four Brill arch-roof semi-convertible cars erect a signboard at outlying stops to show at what
fitted with smoking compartment and carrying four minutes past the hour the cars for given directions are
203-H tap-field motors with K-49-A controllers. Further to be expected. The company also issues a pocket book
purchase of eight single-truck second-hand cars each let with detailed time-tables of all lines, including ferry
equipped with two GE-1000 motors. connections to Norfolk. The cost of this booklet is
Lately the management has looked into the possibility defrayed by advertising revenue from local merchants
of one-man cars for certain feeder lines. One of its and banks.
eight single-truck cars has already been rebuilt for The popularity of Old Point Comfort and vicinity as
longer platforms (from Bl/z ft. to 4^2 ft.). A locking a pleasure resort the year round is a matter of national
arrangement also has been provided for the rear folding knowledge. For its transient patrons the company is
doors on the right-hand side of each vestibule. The sues a finely-illustrated folder with map, the descrip
convenient control handle for these doors and the simple tions in the folder being placed in the order in which
leverage for the same are shown in the accompanying a rider starting from Old Point would see the places
illustration of the rebuilt vestibule. described. To aid the passenger still further, the same
The following paragraphs will give some details of number which distinguishes each place in the text is
the railway service which is now being conducted by repeated on the map. The summer schedule calls for
this company. such short headways that this folder is printed without
a time-table.
Service and Publicity For It The 10-mile run between Old Point Comfort, Phoebus,
Hampton and Newport News is made in 45 minutes. In
On a system of this character where shorter head the towns the speed may be as low as 6 m.p.h. because
ways than fifteen to thirty minutes are uneconomical, of ordinances, while it is as high as 30 m.p.h. on the in
the maximum traffic can be obtained only by keeping termediate right-of-way. Cars are despatched by tele
resident and visitor alike fully acquainted with the phone. U. S. block signals are standard.
schedules. This end is achieved in several ways. One
way is to print the schedule of all lines on a card which Fares
is then distributed for display in all hotels, important The distance between Old Point Comfort and New
stores and waiting rooms. A second way is to paint port News is 10 miles. This run is divided into three
on a bulletin board a schedule of cars passing a certain zones at 5 cents each. Under a franchise provision,
prominent corner, such as the sign reproduced which is workmen's tickets good between the hours of 5 and 7,
installed at the northeast corner of King and Queen both morning and evening, are sold in books at half
price. Half fare is also granted to children going to
NEWPORT NEWS WINTER & HAMPTONSCHEDULE - EFFECTIVERAILWAY, SEPT.GAS IB. -IBM& ELECTRIC CO. and from school.
Iclwta Newport Newt, Hampton, Phoebut <rn8 Old Point Via MAIN LIKE Em, 30 Aside from these half-rate fares the company is also
LaavtTfcreasb
l«l Shipyard Old Balprard
Oar Laa.aa Point Santa 11 06Tlaae
P M. ludULaaaea rtlnataeOldpartPoint
it. Sow
HQS and via Banlavaad 11-SB P. It obligated to sell six tickets for 25 cents for use in
Jel«M N.News. Boulevard. Hampton. Phoebus & Old Point Via BOLLEVARD Newport News only. In summer a voluntary reduction
lanf»la»wf»art>rwaYaiall<rMaTaanBMaa>. Latfatb——P. 1UI rBLBraan a a iraaPetal
Laa.. SSta Bl B WuUhU A.. IS tad 48 mini put Ua Hoar. Lwt, Old and BO mLaaEvery
LtdOaSOna^aWrtgnnnamn. pant30
thaMiMils
Baor«. is made in the form of a 20-cent round trip between
OataMaa NORTH END and, C * 0. DEPOT, VY4*tnUNCTt>N AVE. USE Every U MJnules
El, 'SI laarn) BBtk Si 10, SB. 40 aad If Banna pant laa Bona. Leeae Q k a Depot IX IT, 4B aad BT sine, paat the Beai Newport News and Buckroe Beach, valid between mid
-a Aii Tali
M uanli iia IMS
liiilmia
P.M. na Mala
iBi llaaiUna IS10aad
Car Laa.at43Norm
nlaim
BadpanII n-ctoi
tea Hear.Nlffcl Wiafcnal 1. 10. M aad SO wlanwa aaaltan Hma day and midnight. The going ticket is sold on the car
Di(|»| SHIPYARD and CITY LIMITS, via Main
HIlM Laaaa Shipyard SO aad 10 atiaa anal laa Hoar. Leave Oaartaal Line Every » Minnies
An aad SSth It 4 aad 34 aalaa. part IBa Boar by the conductor, and includes a stub which is ex
DsIvm =Mh SL ail VVA.SHIM, ION AVE. Hal and (HI-STNVT
nll'He Laa.a HUB aad WaaBlaaraa Aw. 1 aad M anna nati tha Hqui ln.r ll.i AVE. ViatadBrdCatalan.
ST. Every
A.t. IdSBaadMinnies
4B auawaa paai laa Want changed within the Beach limits for a return coupon.
The ordinary fare for this trip is 30 cents. Owing to
antlBnl Laa.. mat, t and 11 lalaalaa paM At Hour Laa.r !a»wnr-» ll.a.l. 1.1 t.* . 10 aad M>Mmlaataa
Ditrnaa WASHINGTON AVE. awl JAMESTOWN HOTEL Via lay Ave. Every Minute*paet tha Hear the varieties of fares and the use of zones, the Ohmer
b\m NEWPORT NEWS A NORFOLK. Every Hour & IS Mills. Via table Ess FEMV
■Bsdl In Win V txcrj* 10*9 TM tnt> wtitrb H»ttt 1M In to* Winvbinr™ T" 1JrJ " *** " *~ register is employed.
i NOBFOLM 41 HAMPTON ^J^fSXBt '*MU^ *io.*M.*20.i(*il.iiM.i-i»T*.il»ll-.3y*M.+<ii,7.30.iM,l*ii> Aside from individual excursion tickets, the company
QitiMi —* <*-UMmrm mm*own.tarn nMf>w rwy »• '»*■»■'—'-«■'♦«
•tflM P-> rtw H<pspt Us,,. Wewr.Co.rvw l] .rxHl Birr, r-». ib* Hot.. U^KM_m^U_]iMfM LaM Cssr Urt, fcifl CmmJ »•>»»■■»•■ <>~*^m•«•■ w«-'—— handles entire groups for pleasure trips in chartered
tm"r"m' B MMnlajtu. tan,. cars or for tickets sold at 20 cents per person and valid
all day. In such cases, the organization which conducts
the excursion receives 10 per cent of the fares collected.
HAMPTON TRAFFIC NOTES—CAR SCHEDULE CARRIED IN Sometimes these trips take the form of night trolley
STORES AND HOTELS rides, with music, to Buckroe Beach.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 319

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8. 1915 American Association News OCTOBER4 T08 1915

The Nominating Committee of the Engineering Association Reports Names of Candidates for Office—Convention
Committees of the Manufacturers' Association—"White Special" Folder Issued—
Accountants' Association Educational Courses

ENGINEERING ASSOCIATION NOMINATIONS cles & Smith Company ; Richard R. Carr, The Lorain
Steel Company; H. S. Clark, Westinghouse Traction
The committee on nominations has reported the fol
Brake Company ; H. B. Green, Pennsylvania Steel Com
lowing list of names of its candidates for offices and
pany ; R. A. Holabird, Ohio Brass Company; F. L. Jones,
membership in the executive committee: President,
John Lindall, Boston Elevated Railway; first vice-presi General Railway Signal Company ; H. R. Noack, Pierson,
Roeding & Company; J. H. Steiger, American Brake
dent, F. R. Phillips, Pittsburgh Railways; second vice-
president, G. W. Palmer, Jr., Bay State Street Railway; Shoe & Foundry Company, and J. B. Struble, Union
third vice-president, W. G. Gove, Brooklyn Rapid Switch & Signal Company.
Transit System, and secretary-treasurer, E. B. Burritt, Press and Publicity Bureau—N. A. Bowers, Electric
Railway Journal, chairman; A. H. Halloran, Journal
New York, N. Y.
Executive committee (in addition to the above) : of Electricity, Power & Gas.
E. R. Hill, Pennsylvania Railroad; C. S. Kimball, Wash Hotel and Registration—C. E. Heise, Westinghouse
ington Railway & Electric Company; C. L. Cadle, New Electric & Manufacturing Company, chairman; R. F.
York State Railways, and C. F. Bedwell, Public Service Behan, Westinghouse Electric & Manufacturing Com
pany; H. A. Beuter, Baldwin Locomotive Works; E. F.
Railway. Bodler, Tool Steel Gear & Pinion Company ; E. C. Myers,
General Electric Company; F. A. Richards, The J. G.
MANUFACTURERS' ASSOCIATION COMMITTEE Brill Company; S. P. Russell, H. W. Johns-Manville
APPOINTMENTS Company, and E. Sullivan, Pantasote Company.
Vice-President F. A. Elmquist of the Manufacturers' Information Bureau—W. P. L'Hommedieu, Westing
Association, in charge of finance, has announced the house Electric & Manufacturing Company, chairman;
appointment of C. P. Billings, Westinghouse Traction Stuart Hazelwood, Midvale Steel Company; G. Koch, St.
Brake Company, Pittsburgh, Pa., as chairman of Louis Car Company ; S. H. Lanyon, Federal Signal Com
the finance committee for the San Francisco convention. pany ; F. H. Leggett, Western Electric Company ; W. P.
Millner, Dearborn Chemical Company; C. H. Pennoyer,
National Conduit & Cable Company, and 0. W. Woll-
cott, Sherwin-Williams Company.

THE "WHITE SPECIAL"

Complete information concerning the transportation
arrangements made by the Chicago transportation com
mittee for the "White Special" train from Chicago to
San Francisco is given in a folder, appropriately in
closed in attractive white covers, distributed this week
from the office of H. G. McConnaughy, director of trans
portation. This train is in charge of L. E. Gould,
Electric Railway Journal, Old Colony Building, Chi
cago, 111., who will furnish additional information, and
reserve space and tickets.
The train will leave the Grand Central Depot, Har
rison Street and Fifth Avenue, Chicago, via the Chi
cago Great Western Railroad, at 6.30 p. m., Friday,
Oct. 1. At Omaha passengers from St. Louis, Kansas
City, St. Paul and Minneapolis will join the train, which
will leave at 8.30 a. m. on Saturday. Cheyenne, Wyo.,
LOBBY WHERE SECRETARY'S OFFICE AND REGISTRATION will be reached at 8.30 p. m. on the same day. The
DESKS WILL BE LOCATED, IN HALL OF THE NATIVE train will arrive at San Francisco at 10.25 o'clock on
SONS OF THE GOLDEN WEST Monday morning. The train will be a counterpart of
the "Overland Limited." Tourists on the "White Spe
The appointment of the following committees has also cial" can return on the "Blue Special" or "Red Special,"
just been announced: or individually.
Local Transportation Committee—A. G. Jones, Gen
eral Electric Company, chairman ; G. H. Barker, Stand ACCOUNTANTS' ASSOCIATION EDUCATIONAL
ard Motor Truck Company ; W. P. Bell, Standard Under
ground Cable Company; S. M. Gilman, John A. Roeb- COURSES
ling's Sons Company; G. R. Murphy, Electric Storage As an outgrowth of the course administered last
Battery Company, and F. W. Webster, Allis-Chalmers season by Prof. John R. Wildman under the auspices
Manufacturing Company. of the educational committee of the Accountants' Asso
Entertainment— (Under the direction of Thomas Fin- ciation, three courses have been planned for the coming
igan, vice-president, vice-president Pierson, Roeding & year. These are as follows : Elementary course, course
Company, San Francisco, Cal.) ; A. V. Thompson, General in general theory and practice of accounts, and course
Electric Company, San Francisco, Cal., chairman ; W. E. in advanced accounting. The third course will be taken
Amann, Galena-Signal Oil Company; C. F. Bulotti, Ec- by the students who followed the course begun in 1914.
 320 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

The subjects to be taken up in the elementary course treated rail and untreated is shown in the following
are: Qualities essential to efficient office work; busi table :
ness English ; mathematics of business ; office practice— Repout on Corrugated Rails in Standard Track Construction
care of correspondence, filing, forms, functions, method Lorain steel 106-422 rail on ties spaced 2-ft. centers with 9 In.
of preparing and handling invoices, checks, vouchers, of rock ballast and asphalt or basalt block paving. All rails open-
hearth steel with or without titanium. All corrugations where
notes, etc. ; principles of double-entry bookkeeping, with noted are just starting or have developed sufficiently to be quite
illustrations from the street railway field; practice in noticeable, but are not yet bad.
double-entry bookkeeping, with material from the street Track Kind of
Laid in Paving Kind of Rail Condition
railway field; major and minor reports of the account 1909 Asphalt Open hearth No corrugation
ing department—why and how made up, and the use to 1910 Macadam Open hearth No corrugation
1910 Asphalt Open hearth Corrugated
which they are put; brief history of Interstate Com 1910 Asphalt Open hearth Corrugated
1910 Asphalt Open hearth Corrugated
merce Commission, its relation (as well as the rela 1910 Asphalt Open hearth Corrugated
tions of various State commissions) to the street 1910 Asphalt Open hearth Corrugated
1910
railway companies, the scheme of the classification, 1911 Asphalt Open hearth Corrugated
1912 .
explanation of accounts, etc. 1911 \ Asphalt Soft titanium Corrugated
The topics to be followed in the course on general 1912
1911 J Block Soft titanium Corrugated
theory and practice of accounts are as follows: The 1911 } Asphalt Soft titanium No corrugation
1912 }
purpose and scope of accounting; the relation of ac 1911 Asphalt Soft titanium No corrugation
counting to allied subjects, such as economics, law, 1911 Asphalt Soft titanium Corrugated
1911 Macadam Soft titanium Corrugated
finance and organization ; the methods of keeping books 1912
1912 Asphalt and
and the media for recording financial transactions; 1913 block Hard titanium No corrugation
accounts—their philosophy, construction and classifica 1913 Asphalt Hard titanium Corrugated
1912 1 Asphalt Hard titanium Corrugated
tion; discussion of balance sheet accounts; discussion 1913 {
1912 Asphalt Hard titanium Corrugated
of revenue and expense accounts; preparation, inter 1912 Asphalt and
pretation and use of balance sheets, income statements, block Hard titanium No corrugation
1913 Asphalt Hard titanium No corrugation
etc.; graphs, charts and statistics as aids to operation 1913 Asphalt Hard titanium Corrugated
1913 Asphalt Hard titanium No corrugation
and management. 1913 Asphalt Hard titanium Corrugated
In advanced accounting the following subjects will be 1913 Asphalt Hard titanium Corrugated
1913 Asphalt Hard titanium Corrugated
covered: Organization and development; operation; 1913 Asphalt Hard titanium No corrugation
1913 1 Asphalt Hard titanium Corrugated
merger; consolidation; holding companies; receiver 1914 J Asphalt
ship ; reorganization ; dissolution. 1912 Hard titanium Corrugated
In a pamphlet just issued by the committee, a number Welded and Riveted Joints.—I do not agree that
of testimonials expressing satisfaction with the first- welded and riveted joints have had a tendency to reduce
year course are printed. joint difficulties. I think this statement is too optimis
tic. For a certain time after installation it would appear
that such was the case. After a few years, however,
COMMUNICATION when the steel adjacent to the joint begins to break on
account of the great heat applied when the joints were
Girder and High T-Rail Renewals installed, the trouble and expense of keeping these in
United Railroads of San Francisco good condition is far more than that of the standard
San Francisco, Cal., Aug. 11, 1915. plate joint. Riveted joints cannot be made perfectly
tight on account of the shrinkage of the rivets when
To the Editors : cold. Furthermore, after they loosen they cannot be
I have read the article in the Electric Railway tightened without cutting them off and reriveting.
Journal of July 31 regarding rail renewals, and I want B. P. Legare,
to make the following comments : Engineer Maintenance of Way and Construction.
Flange Bearing.—In proper rail sections it is not
necessary to renew as soon as the wheel flange rides or
touches the floor of the groove or tram. We have rail Train Resistance of Electric Cars
in service where the groove has been cut through. It On page 239 of the issue of the Electric Railway
had to be removed from the street two years ago, al Journal for Aug. 7 a pair of resistance curves, Fig.
though still good for a year or more. This condition ap 3, was inadvertently included with two energy con
plies only in asphalt and concrete paved streets, other sumption curves plotted from Third Avenue (New
wise the head of the rail would bend over and break off. York) Railway tests. They were also referred to ed
Corrosion.—The statement made that corrosion ad itorially as from Third Avenue Railway tests in the
vances more rapidly where the track drainage is good, issue for Aug. 14. These curves were intended to rep
as on steep grades, is rather novel. This, if true, would resent heavy railroad conditions and had no relation to
seem to indicate that poor drainage is an advantage and, the Third Avenue Railway tests.
therefore, draining track is a useless expenditure. Per
sonally, I believe that the drier the track can be kept A bit of freight business of which the Louisville &
the longer the rail will last, so far as corrosion is con Interurban Railway is sure, is represented by water
cerned. Wherever we have had bad cases of corrosion from two locally famous springs near LaGrange, Ky.,
of the web and base of the rail, the track was located in which is bottled by two concerns in Louisville. Ship
poorly-drained flat-grade streets. Electrolytic action ments have been made daily from each of the springs
takes place more readily, also, where the drainage is in galvanized drums and taken from the interurban
poor, and where the rail, therefore, is constantly in depot by the wagons of the bottling company. The
damp, moist ground. Merchants' Ice & Refrigerating Company, which re
Corrugation.—Our experience does not lead us to be cently acquired the bottling rights of one of the springs,
lieve that titanium prevents or delays corrugation, but is planning to haul the water in carload lots, storing
it might lengthen the life of the rail because the metal it until it is bottled. The water is used for carbonating,
is practically free from impurities. This has not yet as well as for other purposes, and the volume of this
been demonstrated on our property as we have only used business is increasing. In carload lots the water might
titanium for four years. A comparison of titanium- be delivered to the merchants' plant.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 321

1
Equipment and Its Maintenance
Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Rates.)

Los Angeles Commutator Slotter

BY E. L. STEPHENS, MASTER MECHANIC LOS ANGELES
(CAL.) RAILWAY
The advantage of slotting commutators has been so
fully recognized that the practice has almost become
universal, as nearly every company has in some way
or other endeavored to develop some means whereby
this slotting can be done in the most satisfactory and
economical manner. Our idea was to develop something
simple and efficient for a small outlay and we have
finally developed a slotter which combines accessibility
and ease of operation for a wide range of motors.
Fig. 1 shows an end view of the machine with the
saw swung clear of the centers. In this position it re
ceives the armature which is conveyed by chain block
from a truck to the centers. The wrought-iron yoke
which carries the centers for the armature shaft and
machine proper is now swung into position, bringing COMMUTATOR SLOTTER—FIG. 2—SLOTTER AT WORK
the saw in line with the center of the commutator. The
centers are then tightened on the end of the armature end of the shaft. Hence the saw when worn may be
shaft, making the whole rigid. easily removed and replaced by a new one.
Fig. 2 is a three-quarter view of the slotter with the This machine is easily adjusted to a commutator
armature in place and the machine in operation. of any diameter, by using a hand screw, as shown below
Fig. -3 is a general view of the machine, of the stand the centering frame, which raises or lowers the saw
and of the air hose, which is used to keep the commu shaft to the proper position and depth of cut, as checked
tator clean and free from mica dust. The working by a thumb screw.
parts, in this instance, were constructed mostly of The hand wheel at the side is for adjusting the saw
wrought iron with brass bushings for the saw spindle. when segments of the commutator are not in line with
This is driven by a ^-in. round belt on a grooved its shaft center. After this adjustment has been made
pulley at about 1500 r.p.m. We use a %-in. diameter cir the workman slots the commutator by pushing the lever
cular metal saw, held in place by a nut as shown at the

COMMUTATOR SLOTTER—FIG. 1—VIEW BEFORE FRAME IS COMMUTATOR SLOTTER—FIG. 3—THREE-QUARTER VIEW OF

SWUNG INTO PLACE MACHINE WITHOUT ARMATURE
 322 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

toward the armature, moving the sliding carriage which the cap screw and the usual spoiling of the device
supports the saw spindle. The saw runs clockwise, when removed are points against its popularity.
facing the front of the machine (as in Fig. 3) and is In San Francisco years ago a feed-in device was de
driven from a countershaft overhead. With this de signed after unfortunate experiences with those then
vice a Westinghouse 38-B commutator of 135 segments on the market. The working drawings and sketches
can be cut 3/32 in. deep, in a minimum time of ten make plain its construction and method of use. It
minutes and a maximum of twenty-five minutes, accord consists of two special grooved brass washers that in
ing to the hardness of the mica. close the feed-in cable, one above and one below, the
The standard or armature support is constructed of whole affair being bolted rigidly to the common trol
two %-in. wrought-iron forgings held together by Mi-in. ley ear with the usual ^i-in. square-head tap bolt and
rods running through %-in. gas pipes, which makes it spring lock washer. It has proved to have all the
strong and rigid, yet light. This machine has been good features of all the other devices and some addi
in use for several years, and has given perfect tional ones, with none of the defects of the others.
satisfaction, not only in reduction of time saved but in It is light in weight, cheap in price, quickly installed,
permitting better work at reduced cost. inconspicuous, foolproof and everlasting. It has ample
current-carrying and contact-pressure capacity. It re
quires no soldering, clinch tips or set screws and, as
An Unusual Feed- In Clamp it has no sharp edges, it safeguards the stranded soft-
copper feed-in cable from breakage.
BY S. L. FOSTER, CHIEF ENGINEER UNITED RAILROADS OF It is readily and rapidly taken off for moving or for
SAN FRANCISCO re-earing and can be used over and over again indefi-
For the important matter of connecting the main
feeder cable with the trolley wire at the span-wire
support several methods, involving different devices
and giving different degrees of satisfaction, have been
used.
In one type the feed-in conductor is independent of
the span wire and is connected to the brass trolley
ear by a small iron set screw or else is attached to a
separate ear by set screws.
Experience has shown that the cost of the labor and
material of this method of providing the feed-in con
nection by a separate conductor is the highest of all.
The current-carrying capacity of the copper supple SIDE AND END VIEWS OF FEED-IN CLAMP
mentary feed-in cable fastened with set screws is un
certain originally and is not permanent, and the feed-
in cable is difficult to move because the iron set screws
rust in place and break off when attempts are made
to loosen or tighten them.
In a second type the contact surface for transferring
the current from the feed-in cable to the trolley wire
is furnished by using the feed-in cable as the span
wire and relying on the pressure of this feed-in span
wire, bared, against an uninsulated metal feed-in-
yoke, straight-line suspension body or round-top sus
pension body.
This type of feed-in costs less to install than the first
and its parts last practically forever. The area of con
tact for current-carrying purposes is not great, how
ever. Again, the contact pressure between the bare
copper feed-in cable and the metal body varies with
the span-wire tension and is uncertain and the con
ducting surfaces are liable rapidly to become tarnished
and corroded by their exposure to the weather so that
their conductivity is reduced.
In a third type the feed-in cable, used as the span
wire, is held by a clamping or clinching arrangement CONSTRUCTION DETAILS OF FEED-IN CLAMP
and soldered in place. This soldering-in process makes
a solid piece of the stranded cable, and in the alternate nitely. It has proved entirely satisfactory in more
up-and-down motions of the span wire imparted by than ten years of continuous use and is standard for
the passing trolley wheels the copper strands are liable this company. It is so installed that an approaching
to break off one after the other until the whole conduc wild trolley pole will drive the feed-in cable against
tor fails. This soldering-in also proves expensive if the steel cap screw and not against the lips of the
the track centers are changed and the trolley wire has brass washer. These brass washer feed-in devices
to be moved. cost 15 cents each, exclusive of the short 2-in. sher-
The cap screw in this type of feed-in yoke, located as ardized tap bolt and sherardized spring washer, and
it is under the feed-in cable and span-wire combined, weigh but 7 ounces. This light weight is an impor
is very inaccessible for rapid manipulation with a tant point in minimizing the hammer blow of the pass
wrench in re-earing work. The current-carrying ca ing trolley wheel.
pacity of this type of soldered-in yoke is, of course, Of course, by drilling one or more holes through the
the best possible, but the failure of the feed-in cable top washer the inclosed cable can be soldered into
i;i the sharp edges of the yoke, the inaccessibility of this feed-in device, if this is considered desirable.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 323

Vacuum Cleaning Cars

BY E. J. HAINES, ASSISTANT TO SUPERINTENDENT OF
EQUIPMENT, BAY STATE STREET RAILWAY,
BOSTON, MASS.
On a system where there are more than two or three
carhouses the number of cars at each station might not
warrant the installation of a vacuum cleaning plant at
each one of these stations. In order to overcome this
difficulty on the Bay State Street Railway, where there
are thirty-seven operating carhouses scattered over a
large territory, the vacuum cleaning plants are installed
on cars, four of which are in service, one for each gen
eral division. This arrangement admits of the use of
apparatus of larger capacity and greater efficiency for
the same investment than would be possible with a plant
at each station. EXTERIOR OF VACUUM CLEANING CAR
The vacuum cleaning cars were formerly single-truck
box cars used in passenger service, having 20-ft. car The other vacuum cleaner is of the turbine type, four-
bodies and longitudinal seats. All seats and seat backs sweeper, direct-connected to a vertical shunt-wound mo
were removed, cables were placed in troughs and the tor of 10 hp. capacity. There is a primary separating
insides of the cars were sheathed up to the windows. tank of 30 in. diameter and a secondary separator of
The 4-in. axles of the Peckham single trucks under the 36 in. diameter with 14-in. bags for separating the fine
cars were replaced with others 4% in. in diameter, and dust. These dirt bags are so arranged that they can
new journal boxes and heavier springs were installed. be taken out and emptied after each day's run. Two
The vacuum cleaning apparatus was then installed, hundred feet of hose and renovators similar to those
great care being taken to properly distribute the weight. in the other equipment are used.
In addition to the vacuum cleaner a 50-cu. ft. air com Each one of these vacuum cleaners has some advan
pressor was installed in each car for the compressed-air tages and some disadvantages, so that the selection of
supply in carhouses not having compressors. either would depend a great deal on the service de
Two different types of vacuum cleaners are used. The manded. The turbine cleaner has the advantage of
first consists of a four-sweeper, horizontal motor- being lighter and the current consumed is in proportion
driven, vacuum pump, with a cylinder of 14 in. diam to the work done, while with the horizontal type the
eter and 10 in. stroke, operating at approximately 150 greatest efficiency is obtained with all sweepers in op
r.p.m. The motor is of 20-hp. capacity, 550-volt, type eration. Both 1-in. and l^U-in. hose has been used.
CQ, compound wound, and drives the pump by means The smaller is easier to handle but it clogs up more
of a beveled steel chain, covered with a continuous strip easily, and as there is a great deal of rubbish, such as
of rawhide. There are two separators, each 24 in. in peanut shells, etc., to be cleaned up at times, it is a
diameter by 48 in. long, one wet and one dry, which distinct advantage to have the larger hose.
deposit the dirt at points for convenient handling in the One man is assigned to stay with each car in charge
most efficient manner. The tools used are four cushion of the apparatus. He is assisted at the various car-
renovators, four special cushion-edge renovators, four houses by one or more car cleaners. Two men can
long bristle brushes for cleaning flat woodwork and ceil in a day thoroughly clean fourteen box cars with longi
ings of cars, four special renovators for cleaning grooves tudinal seats and plush cushions, and more of the semi-
in molding, etc., four special renovators for cleaning convertible cars with cane seats.
heaters and four extension handles. There are 200 ft.
of 1-in. or l'-j-in. special wire reinforced vacuum hose
in four 50-ft. lengths. This hose is supported on hang Hydraulic Wheel and Armature Presses
ers bracketed on the body posts when not in use. BY "VULCAN," A.M.I.C.E., A.M.I.E.E., ENGLAND
Boxes with hinged covers are installed under the win To give very heavy pressure the ram of a hydraulic
dows for the storing of tools and a large closet is built wheel press must of necessity move very slowly. With
at one end of each car, the air compressor and switch the ordinary type of machine having only one belt-
board being located at the other end. driven, constant-speed pump plunger the traveling speed
of the ram is practically the same whether the latter is
exerting a light or a heavy pressure.
In forcing axles into or out of car wheels the hy
draulic ram often has a considerable amount of idle
travel before reaching the object to be forced; in fact,
on many jobs this idle travel almost equals, and on cer
tain work considerably exceeds, the load travel, i.e., the
distance moved under appreciable pressure. The time
wasted on the idle movement is proportionately very
high, and various arrangements have therefore been de
vised with the object of increasing the ram speed at this
period.
With this object in view some makers provide the
hydraulic press with two pump plungers of different
diameters, power-driven from the same crankshaft, the
larger one or both together being for use on the idle
movement of the ram and the smaller one for providing
the greater ram pressures required when the work is
VIEW OF HORIZONTAL TYPE VACUUM CLEANER AND HOSE reached.
 324 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

Others have used a single pump plunger driven from Armature Bearing Jig
a two-speed countershaft, and in this case the high speed
is employed for small ram pressures, and the low speed BY W. E. NEES, SUPERINTENDENT SELMA STREET &
when the loading is great. SUBURBAN RAILWAY
Such methods have been more or less successful, but The advantage of using a jig for boring motor arma
the following device, which has been adopted by the ture bearings has been generally evidenced by the large
writer on presses having only one pump plunger, meets number of devices of this character that have been de
all requirements in the simplest possible manner, and veloped, and a simple device of this type is used by the
obviates the mechanical disadvantages of the double Selma Street & Suburban Railway in its shops, the de
type. tails being shown in the accompanying illustration. This
It consists of a tank fitted on the wall of the building jig is made large enough to take the largest diameters
as high as possible above the press cylinder, and con of bearing, and bushings are inserted for the bearings
nected to the latter through a 1-in. pipe and a %-in. of smaller size. By adjusting four set screws, of which
hydraulic valve on the press. The tank is connected to two are shown in the illustration, it is possible to ar
the local water mains through a ball float valve. range the jig so that the bearing is bored off-center, and
Thus, supposing the tank is 20 ft. above the press,
this arrangement, with valve open, is capable of impos
ing on a 10-in. ram a total pressure of about 680 lb.,
which is more than sufficient to move the ram forward
up to the object to be forced.
By coupling the press to the tank on the idle forward
travel, a ram speed many times greater than that pro
duced by the operation of the pump may, therefore, be
obtained. When the normal forcing pressure is re
quired the tank supply valve is, of course, closed.
This addition to an ordinary hydraulic press will be
found to increase the output capacity very considerably
and costs very little to install.

Electric Welding with Dynamotor Sets

BY DANIEL DURIE, MASTER MECHANIC WEST PENN
RAILWAYS
In order to save the great waste of current (7 to 1) JIG FOR BORING ARMATURE BEARINGS
when using resistance to obtain power direct from the
trolley line for electric welding on motor repairs and
the life of the bearing is thus increased about 50 per
on track work, this company has had constructed some
dynamotor sets. These consist of 15-kw. machines with cent. It has been found that through the use of the jig,
an apprentice boy can learn within a short time to bore
double commutators and armatures having double wind
out bearings as quickly as an experienced machinist.
ings, one side wound for 650 volts and the other side
As shown in the illustration, the jig consists of two
for 80 volts, running at 2200 r.p.m. The 650-volt com parts, one of which is screwed on to the spindle of the
mutator is in series with the series winding on the field lathe. This is bored out to a taper, and in the recess is
and the shunt field receives its current from the 80-volt inserted a bushing, the latter being bored out to fit any
commutator, so the wire is comparatively rugged. This particular size of armature bearing. By screwing in the
makes the machine self-starting by simply hooking a set screws that are located on one side of the jig, the
fish-pole connection over the trolley line. At the same
bushing is moved off the center line and the bearing
time it has sufficient shunt field strength to prevent its held in it is thus bored eccentric to any desired degree.
running away. This makes a very compact, light-weight,
efficient and economical machine.
One point especially important in connection with Standard Paved Track Construction[of the
welding with a machine of this class is having sufficient
inductance in the welding circuit. Welding with the Southern Public Utilities
arc electrode was very difficult and with metal electrodes In a recent issue of the Southern Public Utilities
was practically impossible until after the welding cur Company's Magazine, E. R. Horton, Jr., of the engi
rent was stabilized by inserting an inductance coil. An neering department, described the new form of con
inductance coil was finally made out of the core of an struction which is being installed in Anderson, S. C,
obsolete type of 4-kw. transformer wound with No. 4 during the present summer. A cross-section of this is
Deltabeston wire. This inductance coil was used dry shown in the accompanying illustration. The rail sup
without a case. After its introduction the welding arc port is a concrete beam reinforced with corrugated steel
became very stable, and more suitable than when weld bars in accordance with modern concrete practice. The
ing from 650 volts. Moreover, practically no resistance rail is mounted on the beam on wide bearing plates dis
was required, as the strength of the welding current tributing the weight over 8 in. of width. Long hook
could be regulated by the length of the arc. bolts, placed at 2-ft. intervals, are used to anchor the
The provision of ample inductance in the welding cir rail, the hooks being turned under the reinforcing bars
cuit is absolutely vital to the success of the low-voltage in the concrete beam. To insure permanent contact of
welding apparatus. It also enables the machine to do the rail with its supports, wooden washers are placed
far better work than when using 650 volts. under the base plates and strong lock washers are used
Our welding machines are hung underneath ordinary on the upper ends of the anchor bolts. This design pro
push carts with the axles arched up sufficiently to make vides for the forcing of the rail down by the weight of
room. The bodies of the push carts are used as lockers the cars if there is much shrinkage.
for helmets, cables, electrode holders and supplies. It At the joints extra support is given by the base plates
is easy for one man to handle the apparatus around the which run unbroken past them, and the plates are heav
shop or on the track. ily reinforced underneath by means of steel channel.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 325

CROSS-SECTION NEW STANDARD TRACK CONSTRUCTION

SOUTHERN PUBLIC UTILITIES COMPANY

The hook bolts anchor all parts of the joints together.

In addition the splice bars are bolted up with Mayari
chrome-steel bolts. To avoid pounding of the joints
the heads are carefully ground and the rail ends are
butted close together.
A monolithic track foundation and pavement are pro
vided in this construction, the concrete paving being
favored because it is believed that if properly con
structed it is entirely satisfactory, while at the same
time it is cheap. Mr. Horton states that in a few places
concrete pavements have not been satisfactory on ac WORCESTER CONSOLIDATED STREET RAILWAY—RELAYING
count of the use of inferior mixtures and poor work BLOCKS BETWEEN RAIL AND OLD PAVEMENT
manship and of ignorance of the proper method of mak
ing expansion joints. The method for making such In laying the new track no ballast was required, an
joints which has been found satisfactory by the Southern excellent gravel foundation being available. The ties
Public Utilities Company is as follows: A smooth piece were laid upon a bed of gravel, leveled to within 3 in.
of weather boarding, greased, is placed in the track and of their tops. Concrete of one part cement, three parts
the concrete is carefully edged on both sides, the edge sand and six parts crushed stone was poured around
being slightly rounded and compacted thoroughly so as the ties to a total depth of 5 in., thus surrounding the
to be very hard when the concrete sets. The surface base of the rail. On top of the concrete a 1-in. cushion
of the street is laid off into large blocks similar in ap of sand was placed, the paving blocks being bedded
pearance to large bricks, the surface being scored by upon this by the city. The blocks were laid about Yi
means of a large scoring board which lays off four rows in. apart and grouted with a mixture of one part
of block at once. The scoring board is made of heavy cement and two parts sand to a point near the top of
timber sawed out to the proper crown and having on its the blocks and above this a 1.25 : 1.5 mixture was used.
face V-shaped oak strips suitably placed. A dressing of pea stone was then broomed upon the
There is no groove next to the rail in this construc granite.
tion as the residents of the towns served by the com Between Lincoln Square and School Street a strip
pany prefer this crown construction to the groove con of felt 6 in. wide and l/z in- thick has been placed
struction. There is no jolt when vehicles cross the track vertically between a row of blocks laid parallel to the
and there is nothing to catch the wheels of vehicles. outer rail of each track and the heads of the other
paving blocks laid on the street, the axes of the latter
being at right angles to the rail. These strips are de
New Track and Conduit Construction at signed to reduce the noise of the cars by the insertion
Worcester, Mass. of a break between the track and the solid structure
formed by the paving blocks and the grouting. Pend
The Worcester Consolidated Street Railway is en ing a test as to the water-tightness of this construc
gaged in reconstructing double track on Main Street tion, which was introduced largely as an experiment,
between Lincoln Square and Chandler Street and is it has been decided to omit it in the remainder of the
placing the feed wires underground. The grouted job. The opinion is held in some quarters that with
granite-block paving, laid in 1901 at a cost of $3.50 the felt strip in service it may be difficult to prevent
per square yard, is the oldest of its type on any busi water from getting between the block and the rail and
ness street in the country. The track laid in 1901 con ultimately reaching the ties. The space required by
sisted of Pennsylvania Steel Company's Sec. 222, 95-lb. the rail braces prevents the application of a continuous
girder rails, 8 25/32 in. high, laid on 7-ft. ties. The strip of felt between the rail and the first row of blocks.
small amount of wear shown by the pavement upon the
removal of the grouted blocks from between the rails
and from a strip 2 ft. wide outside each track is indi
cated by the accompanying halftones.
The new track consists of Pennsylvania Steel Com
pany's Sec. 273, 9-in. 125-lb. girder rail in 50-ft.
lengths. The rails are of Mayari steel and the track
bolts are of the same material. The rails are laid on
6-in. treated chestnut ties, 8 ft. long, with a minimum
face of 7 in., the ties being spaced 2 ft. apart on cen
ters. Rail braces are provided on alternate ties and
the joints are of the suspended type, with twelve-hole
plates. The track bolts, 1 in. in diameter, have 1/1 6-in.
raised threads and Harvey grips, the guaranteed ten
sile strength of the material being 100,000 lb. per
square inch. Each joint is provided with the American
Steel & Wire Company's compressed-terminal copper
bonds, one 3 in. and the other 10 in. long, giving full
rail-section conductivity. A 500,000-circ-mil cable
is bonded around all special work, and cross-bonding is WORCESTER CONSOLIDATED STREET RAILWAY—RELAID
done every 500 ft. PAVEMENT WITH EXPERIMENTAL EXPANSION JOINT
 326 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8
The feeder conduit consists of thirty or thirty-six gap. The other side of
3V2-in. Orangeburg fiber ducts laid in a trench 5 ft. the air gap goes to a
deep and 30 in. wide at the bottom. This will contain hook by means of which
both positive and negative feeders, and rental space the device can be hung
has also been provided. Special manholes were de from a line wire. This
signed for this work by Howard R. Whitney, engineer hook is suitably insu
maintenance of way Worcester Consolidated Street lated from the condenser
Railway. These are of an offset type, with entrances hood. A loop is provided
30 in. in diameter located at one side of the track. The in the suspension hook
working chamber, brick-lined at the sides, with an 8-in. to permit the indicator
concrete base and concrete, brick and steel roof, is 8 ft. to be hung over the line
long and 5 ft. wide, the height being 7 ft. 6 in. At by means of the ordinary
one side is a step 3 ft. high and 2 ft. 9 in. wide, below switch hook used for
the entrance, which was required by the city to facili operating disconnecting
tate the location of future underground structures. lever switches. GLOW POTENTIAL INDI
The negative feeders are carried from duct to duct Mounted inside the CATOR FOR USE AS A
along the roof, the other cables being racked on the hood is a switch for SYNCHROSCOPE
wall in the usual way. A sump at one end of the floor cutting the glower in
provides for drainage into the surrounding gravel soil. and out of circuit, this switch being connected be
The roof is composed of old rails laid parallel to the tween the hood and the line hook. When the switch
track, the rails being spaced just far enough apart to is opened the glower is connected between the line and
allow a course of bricks to be threaded into place be the hood through the spark gap and will light up if
tween the webs. The bricks are used in place of there is potential on the line at least equal to the ten
wooden forms and a 3-in. layer of concrete is poured sion between the line and ground on a three-phase sys
upon the bricks, forming the roof slab. Thirteen bull tem carrying 15,000 volts. When the switch is closed
rings attached to walls and floor provide means for there is a low resistance path between line and hood,
the handling of cable from the street into ducts by and the glower is cut out of circuit.
snatch-blocks and pulleys. The short-circuiting switch can be opened and closed
by pulls on the cord by means of this construction : The
Electrostatic Potential and Synchronism switch consists of two blades, the upper of which rides
Indicators on the lower, the latter being raised by a spring not
shown. On the upper edge of the lower blade is a notch
The General Electric Company has developed several with which the end of the upper blade engages when the
devices employing the electrostatic glower for use on lower blade is pulled down a certain distance. To open
high-tension lines. This glower consists of a spherical the switch the string is pulled downward, bringing the
lamp bulb with the usual base but without a filament, lower blade downward also and the upper blade follows
in fact with no terminal inside the vacuum space. One by gravity, its end sliding along the upper surface of
terminal consists of a brass cap on a glass tube pushed the lower blade. After the end of the upper blade has
up inside the stem to the point near the center of the passed the notch on the lower, the pull on the string is
bulb. It is connected by a copper wire to another cap stopped and the lower blade starts upward under the
mounted on the opposite end of the tube. The base action of the spring until the two blades are locked by
forms the second terminal. When the two terminals the engagement of the notch and the end of the upper
are subjected to a sufficient difference of potential a blade. To close the switch the lower blade is pulled
glow is produced in the bulb. down some distance, say 3 in., and released suddenly,
In using the glower for indicating potential on a causing the end of the upper blade to jump over the
transmission line, it is mounted on a porcelain base in notch, both blades rising under the action of the spring.
an inverted position in a metallic condenser hood as A portable form of the indicator is also made in
shown in two of the accompanying illustrations. The which the switch is omitted and the hood is attached
inside terminal is connected direct to the hood while the to a long wood rod. In both forms there is provision for
screw-base terminal is connected in series with an air protecting the user by means of suitable grounding
gap formed by two plates mounted on the under side of devices.
the porcelain base. An adjusting screw, seen in the Another use for the electrostatic glower is in syn
illustration, permits variation in the length of the air chronizing, especially on circuits where transformers
are not used for indicating or measuring purposes. The
electrostatic synchronizer operates from the line charg
ing current. The glowers are arranged in a case, as
shown in one of the illustrations, and are connected to
the line through condensers consisting of suspension
insulators. The terminals of one glower are connected
through the insulators to the leads of the same phase
of running and incoming lines. The others are each
connected across dissimilar phases of the remaining
leads. When the lines are not in synchronism the glow
ers indicate the relative frequency of the lines in the
usual manner. When they are in synchronism the ro
tating effect disappears, the glower connected to the
corresponding lines being darkened and the other two
showing about one-half brilliancy. The minimum volt
age for operation is 13,200, and the maximum depends
only upon the use of the proper number of insulators.
The synchronism indicator can also be used as a
CROSS-SECTIONS OF VACUUM-LAMP-TYPE ELECTROSTATIC ground detector by connecting one terminal of each
POTENTIAL INDICATOR, SUSPENSION DESIGN glower to the ground and the other terminal to the line.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 327

News of Electric Railways

WASHINGTON BUS COMPANY SUSPENDS operating four large buses which have since been disposed
of, the operating conditions of the company for the year
Herdic Line, in Hands of Receiver, Returns Coaches to 1913 approximate more closely to the present conditions
than do those for the year 1914, and therefore the report
Manufacturer of the company for the year 1913 is selected for the pur
The Metropolitan Coach Company, Washington, D. C, has pose of comparison. The net operating revenue for that
suspended operations, and the route along Sixteenth Street year was $1,080.12. Assuming that the revenue passengers
through which it has been running is now being served by will number the same as in 1913, the annual revenue will
two different jitney lines under permits from the Commis be increased by $4,172.14 over that year by an increase in
sioners of the District of Columbia. The coach company fare to 5 cents, and assuming that the operating expense
has surrendered to the Internatonal Motor Company, New will remain the same as in 1913 the annual net operating
York, the electric coaches it has been using in this service revenue will be $5,252.26. Assuming the life of the coaches
and they have been shipped back to New York in connection to be six years, the company should be setting aside an
with a claim for an unpaid balance on the vehicles. nually for depreciation $3,750, and assuming yearly taxes
The suspension of service followed negotiations with the at 1% per cent on a valuation of $11,000, the company
Public Utilities Commission of the District of Columbia, should provide $165 annually for taxes. This total annual
during which the Metropolitan Coach Company was refused charge of $3,915, with a net operating revenue of $1,080
permission to issue $150,000 of bonds. Permission was when operating under the conditions for the year 1913,
granted to issue $118,000 of bonds, however, but was not would leave a deficit of $2,834, but with a net operating
availed of, by reason of a number of circumstances, chief revenue of $5,252.26 when operating under the same con
among which was, according to statements made at the ditions except for an increase of fare to 5 cents it would
office of the Public Utilities Commission, that the coach leave a gross income less operating expenses and taxes of
company refused to furnish information, except such as $1,337.26."
could be obtained from annual reports, as to the use to
which the money desired from the bonds was to be put. In
this connection an officer of the commission stated to a rep RAPID TRANSIT PROGRESS IN PHILADELPHIA
resentative of the Electric Railway Journal:
"The commission was never able to obtain enough data Bids Received for the Construction of the Broad Street
from the company until toward the end of the service to Subway and the Foundations for the Frank-
afford any authority for the issue of bonds. The commis
sion might have authorized bonds and complaints might ford Elevated
have been made by the public afterward who purchased The Public Service Commission of Pennsylvania on Aug.
them that there were not enough assets behind the bonds. 14 gave A. Merritt Taylor, director of city transit of Phila
The company could not show property enough. The com delphia, a certificate of public convenience, granting the
pany also applied for an increase of fare from six tickets application made for authority for the construction of a por
for a quarter to a straight 5-cent fare and the commission tion of the subway from a point in Broad Street, at the
stated that while such an increase might be justified if bet north side of the existing subway structure north of City
ter service were furnished, the service before the suspension Hall, to a point in Broad Street at the south side of the
would not warrant an increase in fare. existing subway structure, including station platforms and
"About a year ago the commission received numerous entrances, and also granted a certificate for the construc
complaints as to the condition of the equipment of the coach tion of the elevated from Front and Arch Streets to Rhawn
company and the service afforded. The commission notified Street, Frankford, by way of Front Street, Kensington
the company again and again to repair the coaches. The Avenue and Frankford Avenue.
company urged the condition of coaches and the necessity On Aug. 16 the bids for the construction of the west
for providing new coaches as a reason for the bond issue, City Hall section of the Broad Street subway and the
and desired to erect a $30,000 garage and pay off outstand foundation for the Frankford elevated line were opened by
ing indebtedness. Director Taylor, in the City Transit Department's offices.
"The commission desired to know what had been done Seventeen proposals were placed before Director Taylor.
with previous funds raised by the company, but no satis For the subway section, the larger operation, there were
factory information was obtained on this point. The com six estimates, four of which were made by New York
mission also required as a condition for the issue of bonds firms. Of the eleven bids for the "L" foundation work,
that the old stock outstanding of the company should be three were from New York concerns, and the rest from
withdrawn, but nothing was done about that. There was an Philadelphia. One of the Philadelphia bids, that of James
agreement as to the exchange of transfers between the Connor, however, was thrown out, since he had failed to
Washington Railway & Electric Company and the Capital file a bond with the City Solicitor. His offer was $194,875.
Traction Company, which was automatically done away with The names of the bidders and the prices quoted by them
by the suspension of the company. It could not be expected follow:
that either of the street railways would honor tickets or Broad Street subwav : Lump Sum
transfers of the coach company when it had suspended Bid lor Aggregate
service." Biddder Item No. 1 of Bids
The coach company went into the hands of a receiver Keystone State Construction Company.
Philadelphia $1,700,000 $1,737,320
shortly before its suspension. The Public Utilities Commis The Foundation Company, New York 1,720,815 1,763,870
sion of the District of Columbia is of the opinion that the Arthur McMullen Company, New York 2,250.000 2,286,060
Frederick L. Cranford, Inc., and Smith,
present traffic along the route served by the coach company Hauser & Maelsaac, Inc., New York 2,350,000 2,404,770
will be suitably taken care of for the present by the two New York and New Jersey Construction
Company, New York 2,449,000 2,486.980
jitney lines which have been authorized to conduct business. The Snare & Triest Company, Philadelphia. 2,758,000 2,787,240
The Metropolitan Coach Company owned no land and such Frankford Elevated Line : Lump Sum
expenditures as it made for garage and plant facilities were Bid for Aggregate
Biddder Item No. 1 of Bids
made for leased land. The company owned six coaches, the Kdwnrd Fay & Son, Philadelphia $179,400 $188,278
cost price of which was $3,749 each, making a total of Robert Lombardi, Philadelphia 149,000 155,150
Keystone State Construction Company, Phila^
$22,494. According to statements made by the commission delphia 179,000 185,970
there is a balance still due thereon of $2,894. The commis Peoples & Ruch, Philadelphia 227,000 235,240
American Paving & Construction Company,
sion estimated the value of the property of the company Philadelphia 307,000 315,640
just before the suspension at $11,000. In one of its orders Oscar Daniels Company, New York 217,000 225,815
Millard & Lupton Company, Philadelphia. . . . 260,000 273,150
in connection with the case, the commission said: James D. Dorney, Philadelphia 142,590 149,235
"Since the company, during a large part of the year 1914, New York & New Jersey Construction Com
pany, New York 282,200 290,450
was operating over a longer route than at present, and was A. L. Guidone & Son, Inc., New York 190,000 202,334
 328 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 8
DETROIT COUNCIL ACCEPTS M. O. PLAN tained a provision, known as Article XII, providing that if
Accompanying the plan of purchase and a statement of any work was not susceptible of classification that it should
the prospective profits of the Detroit United Railway city be done and paid for at cost plus 10 per cent. In view of
lines under the proposed municipal ownership and operation, the great number of unit prices and the fact that the great
the Street Railway Commission of Detroit, Mich., sent an bulk of the work is comprised in the units of excavation,
explanatory communication to the Common Council on the steel and concrete, Article XII is practically restricted to
evening of Aug. 17. The Council accepted the financial a very small amount of incidental work.
statement, the plan of acquiring the lines and the explana With two years' experience under the unit price contracts
tory communication. All were laid on the table until Aug. it was found that the practical workings of Article XII
23, when the Council will meet as a committee of the whole could be greatly improved if an alternative method was
to discuss them and possibly set a date for a special election allowed, whereby the chief engineer, with the approval of
at which to submit the proposition to the electors. the commission, could fix unit or lump sum prices for in
In its statement to the Council, the commission bases its cidental work as it arose in lieu of the percentage plan.
estimate of profits on the 1914 earnings of the company. One of the advantages resulted from eliminating the con
Its accountants, the commission says, have separated the siderable expense of supervision and cost accounting under
earnings of the so-called one-fare zone from the earnings of the percentage provision. Accordingly, early in 1913 the
the interurban lines included in the Detroit United Railway. commission submitted to the corporation counsel such an
The commission places the earnings of the one-fare zone alternative provision. This was approved by the corpora
in 1914 at $7,889,570. This, added to the earnings from tion counsel, and has been in every construction contract
chartered, express and freight cars, and sundry earnings, since that time.
makes a total of $8,096,011. From the grand income total The contracts incorporating this alternative provision
the commission subtracts $6,191,304 for operating expense, amount in value to more than $73,000,000, and during the
maintenance, depreciation and reserve, leaving a net income past two years have been consented to by the Board of
of $1,904,707. This amount, of course, does not include in Estimate without question. On the work to date under
terest and taxes. those contracts the orders under Article XII, including or
In a statement to the public, the commission says it has ders under both the percentage and unit price provisions,
figured that the earnings of the lines will pay for the lines amount in gross to about eight-tenths of 1 per cent of the
within thirty years and allow $10,000,000 for betterments. work done to date. Many of those orders, however, are in
This, naturally, is a speculation, because until the price of substitution for work which would otherwise have to be
the property has been fixed by the circuit court the com done so that the net increased cost due to orders under
mission cannot estimate what the interest charges on the Article XII would be probably less than half of eight-
debt assumed will be. tenths of 1 per cent. When several large contracts came
before the Board of Estimate after being advertised and
INDUSTRIAL RELATIONS COMMITTEE COMPLETES awarded by the commission that board suddenly insisted on
WORK the elimination of Article XII. This raised the questions,
first of the legality of the action of the Board of Estimate
The United States Commission on Industrial Relations, in giving a consent upon condition, which, the corporation
which for two years has been investigating industrial un counsel holds, is equivalent to a refusal; and, secondly,
rest and its causes, concluded its session in Chicago, 111., whether the commission itself could change a form of con
on Aug. 14 and adjourned. tract after its being advertised and bids being received
The life of the commission expires on Aug. 23. On Aug. upon it. These questions are now brought before the courts
17 it was announced that two reports had been prepared— in mandamus proceedings, instituted by the Holbrook,
a majority report signed by the three representatives of Cabot & Rollins Corporation, one of the contractors con
capital and by Prof. John R. Commons and Mrs. J. Borden cerned, and action will have to 'be withheld pending the
Harriman, and a minority report signed by Chairman determination of the legal questions.
Frank P. Walsh and the three representatives of labor. In
a statement Harris Weinstock, an employed member of the PROVIDENCE ARBITRATION HEARINGS
commission, said the members found themselves to be un Hearings in the Rhode Island Company's wages arbitra
alterably divided on social questions and that the presenta tion case at Providence were resumed last week, with little
tion of two reports was the only solution of the deadlock. prospect of their termination before Labor Day. The time
One of the points on which the commission split was a has been chiefly occupied by the evidence of motormen and
recommendation in the report drafted by Chief of Staff conductors as to the difficulties of their work. At a recent
Basil M. Manley, and fostered by Chairman Walsh, that session Mayor Gainer, chairman of the board, ruled that
Congress enact laws confiscating, upon inheritance, all for some weight would be given to comparative wage tables.
tunes in excess of $1,000,000. Another ground of difference Efforts were made by the men to show that the work of plat
was that after the whole commission had agreed to recom form men in Providence is more difficult than in Boston, but
mend the establishment of a permanent bureau of industrial without much success. The company has not yet begun its
relations, the Walsh wing of the commission wanted to put rebuttal. Owing to the indisposition of counsel no sessions
the bureau under the Federal Department of Labor. The were held on Aug. 17 and 18, the hearings being continued
majority took the stand that this would destroy the very until Aug. 19.
purpose of the bureau because capital would have no con
fidence in arbiters controlled by labor. HOLYOKE STRIKE ENDED
MANDAMUS PROCEEDINGS HOLD UP RAPID TRAN After a complete suspension of service lasting eight and
one-half days, the operation of cars on the Holyoke (Mass.)
SIT CONTRACTS Street Railway was resumed at noon on Sunday, Aug. 15,
The Board of Estimate and Apportionment of the city by the striking employees of the company. The issues be
of New York has had before it recently a number of rapid tween the men and the company, relating chiefly to wages
transit contracts awarded by the Public Service Commis and methods of their payment as affected by figuring plat
sion for the First District. Under the provisions of the form time or time by the day, are to be arbitrated by a
rapid transit act the following procedure is necessary be board of three members. One member of this board will be
fore a rapid transit contract can legally be entered into: chosen by the company, one by the union and the third
Public hearing must be held after due advertisement upon by Governor David I. Walsh of Massachusetts. Each party
the draft form of contracts, it must then be advertised to the agreement is to name his arbitrator by noon on Aug.
for bids, and then receive approval as to form by the cor 21. A conference relative to the third arbitrator was sched
poration counsel and receive the consent of the Board of uled at Boston early in the week between Governor Walsh
Estimate, which, at the same time, must prescribe a limit and Mayor Woods of Holyoke. The interruption of traffic
of bonds available for such contracts. affected more than 65,000 persons in Holyoke and Amherst,
All the rapid transit construction contracts prepared by and seriously cut into the traffic on the Springfield-Holyoke
the commission since September, 1910, have been unit price route of the Springfield Street Railway. The local service
contracts. All the unit price contracts of the commission of the Boston & Maine Railroad between Springfield,
since the change from lump sum to unit prices have con Holyoke and Northampton was heavily patronized during
 AUGUST 21, 1915] ELECTRIC RAILWAY JOURNAL 329
the strike and a large jitney bus traffic developed in public official, who occupies a position of trust. A director
Holyoke.. The latter fell off to insignificant proportions who submits blindly to the exploitation of his company is
soon after the resumption of street railway traffic. The a party to its undoing, and he should be held responsible to
arbitration agreement was ratified by the members of the the same extent as if he had been a principal instead of
union at a meeting in Silverman's Hall on Sunday morning. an accessory before the fact. The greater his prominence,
Cars were placed in operation immediately after the meet the greater his responsibility and the greater his derelic
ing, but normal service was not restored until the evening. tion. Obviously a man of large affairs could not attend
to all the details in intricate transactions, but it is incon
New Electric Line Opened in Utah.—The Ogden, Logan ceivable that a director of ordinary business prudence and
& Idaho Railway, recently completed between Ogden and sagacity would sanction large expenditures without an
Huntsville, Utah, has been formally opened to traffic. inquiry as to the purposes of such disbursements. So long
Louisiana Line Converted to Electricity.—The line of the as this situation exists, however, it suggests the need of a
St. Tammany & New Orleans Railway & Ferry Company, law to charge such directors with individual responsibility
Mandeville, La., is now being operated by electricity be for the dissipation of corporate funds."
tween Mandeville, Abita and Covington. The road has been
operated with motor cars. The cost of conversion for elec PROGRAM OF ASSOCIATION MEETING
tric operation is said to have been $80,000.
Proposal for Operating Harbor Lines at Los Angeles.— International Engineering Congress
The Harbor Commission of Los Angeles, Cal., has under
consideration a proposition made by the Pacific Electric The International Engineering Congress will be held in
Railway and recommended by Clarence H. Matson, secre San Francisco, Cal., from Sept. 20 to 25. All sessions are
tary and traffic manager of the commission, for the opera to be held in the Auditorium Building, Civic Center, Hayes
tion of the city's harbor belt line tracks by the Pacific and Larkin Streets, at Market Street. At the general and
Electric Railway. Mr. Matson points out that the pro sectional sessions a very large number of papers will be
posed plan will offer the city practically all the advantages presented by eminent specialists. There will be an opening
of the terminal agreement that failed to be consummated. general session on Monday morning, Sept. 20, at which ad
Thirty-three Mile Michigan Line Planned.—The Michi dresses will be presented by the Mayor of San Francisco,
gan Traction Company, Jackson, Mich., announces that an Gen. G. W. Goethals, honorary president of the Congress,
appropriation has been made for the construction and and by distinguished delegates. The John Fritz medal will
equipment of a 33-mile connecting link between existing be presented to Dr. James Douglas. A general closing ses
divisions of its property now having terminals at Owosso sion will be held on Saturday morning. The balance of the
and Saginaw. Construction surveys have about been com week will be occupied with sectional meetings. Among the
pleted, but the final route has not been chosen. This new many papers of interest to electric railway men the follow
line will make possible high-speed service between Bay ing may be mentioned:
City, Saginaw, Lansing, Jackson, Detroit, and Kalamazoo. "Status of the Railways of North and South America,"
by F. Lavis, New York, N. Y.
Back Franchise Fees an Issue in Los Angeles.—The Los "Italian Railways," by Prof. Luigi Luiggi, Rome, Italy.
Angeles Public Utilities Board, in a recent communication
to the City Council, declares that the Los Angeles Rail "The Status of Railways and Tramways in the Nether-
way owes the city between $18,000 and $20,000 for back land East-Indies," by E. P. Wellenstein, The Hague, Holland.
franchise fees. The board's claim is based on the con "Economic Considerations Controlling and Governing the
tention that franchise privileges originally granted to the Building of New Lines," by John F. Stevens, New York,
company by the county no longer hold, since certain terri N. Y.
torial annexations have brought into the city limits and "City Planning," by Nelson P. Lewis, New York, N. Y.
under city jurisdiction certain of the railway's lines. "London Traffic in 1913," by Sir Albert Stanley, London,
England.
Mayor Resurrects Chicago Subway Plan.—Mayor Thomp "Transit Problem in American Cities," by W. F. Reeves,
son of Chicago, 111., has in the process of preparation his an New York, N. Y.
nual message to the City Council. He has announced that "Machine Shop Equipment, Methods and Processes," by
he will resurrect the plans for a subway system for Chicago E. R. Norris, East Pittsburgh, Pa.
and make a strenuous effort to get actual work started at an "Machine Shop Equipment, Methods and Processes," by
early date. The city's traction fund now totals approxi H. F. L. Orcutt, Rowington, England.
mately $16,000,000, an amount which the Mayor deems suf "High Temperature Flames in Metal Working," by H. R.
ficient to begin construction at once. He will advocate the Swartley, Jr., Jersey City, N. J.
initial or downtown subway plan for immediate relief of "The Internal Combustion Engine," by Prof. C. E. Lucke,
congestion in the loop, after which a comprehensive system New York, N. Y.
may be undertaken. "The 1915 Steam Turbine," by E. A. Forsberg, Stockholm,
New Haven Men Ask More Particulars.—Further particu Sweden.
lars were asked on Aug. 16 by the directors, officers and "The Diesel Engine in America," by Max Rotter, St.
counsel of the New York, New Haven & Hartford Railroad Louis, Mo.
who were indicted some time ago by the Federal Grand "Streets," by George W. Tillson, New York, N. Y.
Jury for alleged conspiracy to violate the Sherman law. "Economics of Electric Power Station Design," by H. F.
On Aug. 2, in reply to orders of the Federal Court, Assistant Parshall, London, England.
United States Attorneys Swacker and Batts filed a bill of "Track and Roadbed," by George H. Pegram, New York,
particulars containing sixty-three printed pages and 189 N. Y.
paragraphs. Counsel for the defendants, however, have "Electric Welding," by C. B. Auel, East Pittsburgh, Pa.
asked Federal Judge Hunt to direct the Government to fur "Effects of Electrolysis upon Engineering Structures," by
nish further and more sufficient specifications. Decision Prof. A. F. Ganz, Hoboken, N. J.
has been reserved. "The Mechanical Problem of the Electric Locomotive," by
I. C. C. on Directors' Responsibility.—The Interstate G. M. Eaton, East Pittsburgh, Pa.
Commerce Commission on Aug. 17 handed down a report "Utilities," by President A. C. Humphreys, Hoboken,
on the financial transactions and the operation of the N. J.
Rock Island Railroad under the Reid-Moore syndicate and "Public Utilities," by Edward Willis, Chiswick, England.
the history of the management which finally placed the "Electric Motive Power in the Operation of Railroads,"
road in bankruptcy. An aggregate of losses amounting to by William Hood, San Francisco, Cal.
more than $20,000,000 is charged to have been caused by "Electric Motive Power in the Operation of Railroads,"
the syndicate. In its conclusions the commission has the by E. H. McHenry, New Haven, Conn.
following to say in regard to the responsibility of directors: "Signals and Interlocking," by Charles Hansel, New York,
"This record emphasized the need of railway directors who N. Y.
actually direct. There are too many directors who ac "Safety Engineering," by F. R. Hutton, New York, N. Y.
quiesce in what is being done without knowledge and with "Motor Vehicles," by Ethelbert Favary, New York, N. Y.
out investigation. A director of a railroad is a quasi- "The Boiler of 1915," by Arthur D. Pratt, New York, N. Y.
 330 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 8

become a party to the plan on or before Oct. 1. The pend

Financial and Corporate ing franchise required the Kansas City Railways to acquire
within six months, or such extended time as the city might
KANSAS CITY PLAN FILED give, the portion of the street railway system in Missouri.
This time was extended to July 7, 1915, and again to Nov. 7,
1915, upon the express condition that the reorganization fol
Judge Hook's Arrangement Accepted by City and Reorgan low Judge Hook's plan now published.
ization Managers—Railway and Lighting Properties Judge Hook's plan provide 3 that the lighting and street
to Be Segregated railway properties be separated in ownership and control
so that they may be financed and operated by companies
Another important step toward the reorganization of the wholly independent of each other. It is now generally ad
Metropolitan Street Railway, Kansas City, Mo., was made mitted that there should be no holding company owning
on Aug. 16, when Judge Hook's plan was accepted by the the stocks of both, nor should the stocks or properties of
managers who will supervise the refinancing of the street both be mortgaged or pledged to secure the same obliga
railway and electric light systems of the city, and a certified tions. With minor exceptions, the present holding com
copy of the plan was filed with the clerk of the Federal pany, the Kansas City Railway & Light Company, now
court. The agreement, which embodies as its main features holds or controls, subject to pledges, the stocks of the light
the almost complete exchange of old securities and the ing company and the street railways, and has outstanding
separation of the railway and the lighting properties, was $15,678,000 of its own funded obligations. In Judge Hook's
described briefly as to its principal provisions in the Elec opinion, the separation presents little difficulty if a just
tric Railway Journal of Aug. 7. City Counselor Evans, proportion of that indebtedness be unconditionally set off
who has approved the plan on behalf of the city, says: against the lighting company to the relief to that extent
"The way is now clear for the refinancing of the com of the street railways. Previous plans suggested that an
pany and for putting it on a strong and permanent financial amount in excess of $5,000,000 be so set off, but the amount
basis by which it can meet all of its obligations under the now fixed as the conservative proportion is $4,977,300. This
franchise extension and give Kansas City a better street would leave $23,722,700 of the old funded debt to be cared
car service than ever." for by the new Kansas City Railways. The new company and
The three banking houses, Kuhn, Loeb & Company, Lee, the lighting company should each take care of its own part
Higginson & Company and Blair & Company, which have of the debt by its own obligations, and the equity then left
had much to do in the past with the securities of the old for the stockholders of the Kansas City Railway & Light
companies, have by their acceptance of the plan become Company should be distributed among them as they may
reorganization managers for carrying out its provisions. determine, without supervision or approval by Judge Hook,
H. L. Stuart, of N. W. Halsey & Company, Chicago, 111., is provided no common corporate control of the electric and
designated as the personal representative of Judge Hook street railway properties is maintained or created.

Table - Showing New Securities and Basis of Exchange

New Company New Company Light First Light Second
Three-Year First and Refund Mortgage 5 Mortgage 6
5% Per Cent ing 5 Per Cent New Company Second Per Cent Per Cent
Existing Securities Notes Bondsf Mortgage Bondsft Bonds
* t BondsJ
Per I'er Ser- , Per Per
Class Per
Metropolitan Street Railway Amount Cent Amount Cent Amount Cent ies Amount Cent Amount Cent Amount
consols $7,242,000 100 $7,242,000
Coriigan Consolidated Street
Railway 55,000 100 55,000
East Side Electric Street Rail
way 250.000 100 250.000
Kansas City Banks 375 000 100 375,000
Kansas City & Westport Belt
Railway 500,000 100 $500,000
Kansas City Railway & Light
Company 5's 10,200,000 70 7,140,000 30 $3,060,000
Kansas City Railway & Light
Company 6's 5,478,000 65 $3,560,700 35 $1,917,300
Central Electric Railway 2,000,000 50 1,000,000 50 1,000,000
Kansas City Elevated Rail'y 6's 600,000 110 •660,000
Kansas City Elevated Rail'y 4's 2,000,000 42.51 •850,200 36.515 A '730,300
Total $28,700,000 $7,922,000 $10,150,200 $5,291,000 $3,060,000 $1,917,300
NOTE- -Interest will be adjusted as of July 1». 1915, and holders of the bonds will, in addition to the new securities, receive in cash
the interest accrued and unpaid on the existing bonds to said date, as well as additional interest as stated in the plan.
•Approximate.
tAdditional bonds of same lien not presently issued to bear interest not exceeding 6 per cent, as determined by directors.
tfSerles A, 6 per cent: Series B, 5 per cent. Sinking fund, $105,820 per annum.
{Sinking fund, $38,346 per annum.

to co-operate with the foregoing. These managers are to It is stated "that the stockholders of the Kansas City
take such steps as may be required to vest the necessary Railway & Light Company who own the equity in the light
titles in the proper parties, and by foreclosure at Kansas ing and street railway properties should not be assessed
City, exchange, purchase or otherwise acquire for the further than as provided in this plan for, since the receivers
new street railway company, the Kansas City Railways, and were appointed and up to May 31, 1915, the stockholders
the Kansas City Electric Light Company or its successor all have received no dividends. In addition to interest paid on
the street railway and electric light properties, s}> as to the bonds, $4,486,755 has been expended on the properties
clear the same of all existing mortgages, pledges and liens, —$1,664,142 upon the lighting company and $2,822,613 by
except as to the Kansas City Elevated Railway and Kansas the receivers upon the street railways. Furthermore, the
City & Westport Belt Railway mortgages, for which special defaulted franchise obligations of the old street railways,
provisions are made. Details in conformity with the plan claimed by the city to be about $7,000,000 and to be superior
may be adopted by the managers. to the rights of existing bondholders, are cared for in the
When such acquisitions and the releases in addition jus new franchise in a modified and extended form and assumed
tify, the managers may declare the plan operative and cause by the new company, and that much of the burden will fall on
new securities to be issued, in the meantime issuing interim the stockholders without corresponding increase of income.
certificates if necessary. Protective committees represent Moreover, the franchise provides that $6,300,000 of the sur
ing Metropolitan Street Railway consolidated 5's, Kansas plus earnings of the new company shall be used for "ex
City Railway & Light Company collateral note 6's and re tensions and additions to the property" without increase
funding 5's and Central Electric Railway 5's have already of capital value on which returns are available for divi
approved the agreement and in addition as of Aug. 19 the dends to stockholders. It is proposed, however, that the
terms of participation therein. Any person interested may stockholders shall take or cause to be taken at par suffi
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 331
cient of first and refunding bonds to pay the reorganization ANNUAL REPORT
expenses chargeable to the street railways and not paid
from current funds, the liabilities, claims and charges Illinois Traction System
judicially determined to be prior and paramount to the The comparative statement of income, profit and loss of
bonds to be refunded, and to supply the new company with the Illinois Traction System, Peoria, 111., for the calendar
$1,000,000 in cash for new capital expenditures. Pending years 1913 and 1914 follows:
reorganization all necessary steps will be taken to provide
for advancements of capital value required by the franchise Earnings: 1914 1913
Interurban Hne3 $3,626,636 $3,604,265
by the issuance of receivers' certificates. City lines 3,021,859 3,072,236
The holders of the bonds of the old companies who be Gas 877,982 816,911
Electric 3,002,378 2,636,714
come parties to the reorganization are to receive interest Heat 314,640 274,672
at the rates last paid, respectively, to July 1, 1915, the date Water 14,386 13,539
Miscellaneous 254,973 102,761
of the bonds of the new company, except that the holders of
the Kansas City Railway & Light Company 5's shall re Total gross earnings $11,112,854 $10,521,098
Total operating expenses, including taxes 6,587,462 6,198,873
ceive an additional 1 per cent per annum from May 15,
1913, to the date above mentioned, and the holders of Net from operation $4,525,392 $4,322,225
Interest on bonds, etc 3,290,787 2,883,239
Metropolitan Street Railway consols shall receive additional
interest at the rate of 1 per cent per annum for the period Available for depreciation, etc $1,234,605 $1,438,986
Less depreciation 309,580
from May 1, 1913, to Nov. 1, 1913.
The bonds of the new company are to run for the life of $925,025
Less bond discount for 1914 47,956
the franchise. The manner in which it is intended that
the new securities shall be distributed is shown in the table Surplus, 1914 $877,069
on page 330. In 1914 the arrangement which had been under considera
Judge Hook states that a reorganization of the Metro tion for several months, covering the consolidation of the
politan Street Railway system and the acceptance of the Western Railways & Light Company with the Illinois Trac
new thirty-year franchise, which has been conditionally tion Company, was consummated on a basis acceptable to
tendered, are imperative if even the bondholders are to the directors of each company. The operating properties of
save their investments intact. The funded debt amounts the Western Railways & Light Company included the Atchi
to $28,700,000 (part electric lighting debt), of which more son Railway, Light & Power Company, the Cairo Electric &
than $25,000,000 is past due. There is also a large amount Traction Company, the Cairo & St. Louis Railway, the
of other liabilities, part of which is claimed to be superior Chicago, Ottawa & Peoria Railway, the Galesburg Railway,
to the bonds. In commenting on the plan Judge Hook says: Lighting & Power Company, the Northern Illinois Light &
"This plan is not framed to make a profit or to give an Traction Company, the Quincy Railway and the Wichita
advantage to any security holder. It is not intended to Railroad & Light Company. The above financial statement
make the old bonds worth par in the present market ex for 1914 includes the reports of the newly acquired com
cept as the assurance of safety and intrinsic worth of the panies, so that the results of the two years are not strictly
bonds of the new company for which the old ones can be comparable.
exchanged at par may so result. So far as practicable and The interurban and street railway receipts for the year,
just the old status has been carried forward and the relative however, were affected by the general business depression,
rights of each class of creditors, preferred, secured and which caused the closing of many manufactories in whole
unsecured, have been preserved. The franchise tendered or in part, and also by the increased use of the automobile,
by the city offers a way out of much difficulty and loss. both in town and country. The general result was a slight
It is not likely another will be granted, certainly not with decrease in the earnings of these properties. Satisfactory
out extreme sacrifice. This plan is recommended to every increases in the electric and gas departments were obtained
person having an interest in the property." by judicious advertising and strenuous campaigns for the
introduction of improved appliances. There was a gratify
ing decrease in the operating costs at generating stations,
OHIO TAX VALUES $160,887,220 but this was partly offset by the increase in taxes and the
The value of the street, interurban and suburban rail increases in the wages of trainmen. Taxes for the year
ways of Ohio, according to the figures of the State Tax were $61,484, or approximately 16.6 per cent above the
Commission, is $160,887,220. This is a net increase of amount expended during the preceding year. New wage
$8,450,700 over the valuation fixed for taxation purposes schedules decided by arbitration increased this item of
in 1914. Approximately one-fifth of the total increase was expense $31,617.
assigned to the Cleveland Railway, thus placing its valua Between Springfield and Carlinville and between Staunton
tion far above the figures on which the company has several and Edwardsville the installation of electric automatic block
times refused to pay taxes in the past. The increase on this signals was completed, and now all the interurban trackage
property over 1914 is $1,717,320, making the total for the contemplated when the installation was decided upon is
year $24,470,050. The Cincinnati Traction Company with a protected by this type of signal. During the year the de
valuation of $19,232,270, an increase of $471,870 over 1914, mand on the freight equipment was such as to justify the
is second to the Cleveland Railway. purchase of additional cars, and an order was placed for
The valuations of other large properties follow : fifty standard hopper-bottom coal cars of 50-ton capacity.
Value Increase
Ashtabula Rapid Transit Company 241,330 6,950
Cleveland, Alliance & Mahoning Valley Rail Alton & Jacksonville Railway, Alton, 111.—In an appeal
road 707.540 347,750 from the decision of the Illinois Public Utilities Commis
Cleveland, Painesville & Eastern Railroad.... 1,825,260 66,850 sion the Alton & Jacksonville Railway, the successor to
Cleveland, Painesville & Ashtabula Railroad. . 489,390 11,890
Cleveland & Eastern Traction Company 718,090 the Alton, Jacksonville & Peoria Railway, has filed a suit
Cleveland, Southwestern & Columbus Railway 4,574,770 150,930 in the Sangamon County Circuit Court in an effort to re
Cleveland & Erie Railway 22,970 250
Cleveland, Youngstown & Eastern Railway... 415,750 440 organize with a capital stock of $750,000 and a bond issue
Lake Shore Electric Railway $4,965,240 $221,390 of $500,000. When the company decided to extend its lines
Lorain Street Railway 852.900 26,800
Mahoning Vallev Railway 3,453,700 137,500 from Jacksonville to Peoria, application was made to the
Mansfield Railway, Light & Power Company. 833,630 13,990 commission for permission to reorganize with the above-
Mt. Vernon Railway 20,000 «7,920
Northern Ohio Traction & Light Company. . .14,410,540 379,690 stated capitalization, but its ruling cut the capital stock
Pennsylvania & Ohio Railway 499,220 »102,370 down to $192,000 and the bonds to $450,000. Although this
Plymouth & Shelby Traction Company 100,000
Sa'nduskv, Norwalk & Mansfield Electric Rail order has not been accepted, the old company has been
way 263,530 *36,470 taken out of receiver's hands and the new company is
Sanduskv. Fremont & Southern Railway 270,820
Stark Electric Railroad 1,337,680 85,060 operating the electric railway from Alton to Jacksonville.
Youngstown Park & Falls Railway 764,070 124,190
Youngstown & Sharon Street Railway 4,832.210 260,640 Argenta (Ark.) Railway.—The Argenta Railway was sold
Youngstown & Southern Railway 646,080 »44,040 on July 28 to the Intercity Terminal Railway Company for
Youngstown & Ohio River Railroad and
Salem Street Railway 1,059,320 97,090 a nominal consideration. The latter company was incor
•Decrease. porated a few weeks ago and held a franchise for the opera
 332 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, Nn. *

lion of street cars or motor cars from Markham and Main uation, and since then the company has paid the regular
Streets, Little Rock, to the center of the free bridge. The 4 per cent dividend on the preferred stock. Now a dividend
Argenta Railway held a franchise for the operation of cars will be declared and paid on this stock from the date of
from Argenta to the center of the free bridge, in addition the last dividend payment to the date from which the
to the street railway system in Argenta. With the consoli dividend on the new 7 per cent first preferred stock will
dation of the two companies and the installation of bridge accrue. A two-thirds vote of both preferred and stock
car service, transfers will be issued to passengers from the is necessary for the adoption of the plan.
Argenta lines to the bridge cars or vice versa. It is said Kansas City Viaduct & Terminal Railway, Kansas City,
that arrangements will also be made for the transfer of Mo.—The protective committee for the first mortgage 4%
passengers from the bridge cars to the Little Rock street per cent bonds of the Kansas City Viaduct & Terminal Rail
cars. It is reported that three large motor buses with seat way has called a meeting of the holders of its certificates
ing capacity for twenty passengers are now being con of deposit for Sept. 9 to vote on a proposition to extend
structed on the order of the Intercity Terminal Railway and for a period of two years the life of the protective agree
will be placed in service on the bridge. The officers of the ment, which expires by limitation on Jan. 1, 1916. Within
Intercity Terminal Railway are: C. C. Kavanaugh, presi this period the committee hopes to procure a purchaser for
dent; E. W. Jackson, vice-president, and F. J. Schmutz, the property. Since the receivers of the Metropolitan Street
secretary and treasurer. Railway in 1911 failed to secure a reduced toll charge for
Boise (Idaho) Railroad.—As stated in a preliminary an the viaduct structure, there has been no street car service
nouncement in the Electric Railway Journal of Aug. 7, upon the viaduct. Negotiations for the disposal of the
the lines of the Boise Railroad and the Idaho Traction Com structure have been carried on unremittingly with various
pany have, been separated. The Boise Railroad has refused prospective purchasers, but with no results thus far. It is
to honor the transfers given by the Idaho Traction Com stated that until the Metropolitan Street Railway property
pany and it is understood the matter is to be taken before is reorganized, no plan can be intelligently worked out for
the Public Utilities Commission for a hearing. The Boise the rehabilitation or sale of the viaduct property.
Railroad has reorganized, with W. E. Pierce, president; Montreal (Que.) Tramways.—The stockholders of rec
H. E. Dalton, general manager; R. G. Jennings, vice-presi ord on Sept. 10 have been offered the right to subscribe
dent; J. M. Haines, secretary, and L. H. Cox, treasurer. until Oct. 25 for $1,000,000 of common stock of the Mon
Fort Madison (Iowa) Street Railway.—The election that treal Tramways in the proportion of one new share for
was to have been held on July 17 for the approval of the every three shares held. The subscriptions are payable
Mississippi Valley Electric Company franchise in Fort 10 per cent on Oct. 25, with the balance in assessments on
Madison has been postponed until Sept. 9. This company two months' notice.
recently took over the property of the Fort Madison Street Newport & Fall River Street Railway, Boston, Mass.—
Railway on the condition that the new franchise for the The stockholders of the Newport & Ball River Street Rail
latter company, recently passed by the City Council, be way at their recent annual meeting approved a proposition
approved by the voters. to issue $100,000 of additional capital stock and $123,000
Grand Valley Railway, Brant ford, Ont.—The negotiations of bonds, both in accordance with leases to the Bay State
between the Lake Erie & Northern Railway and the city Street Railway.
of Brantford, with reference to a portion of the Grand Oakland, Antioch & Eastern Railway, Oakland, Cal.—
Valley Railway section of the lines operated as the Brant The California Railroad Commission has authorized the
ford Municipal Railway, have been concluded. As a result, Oakland, Antioch & Eastern Railway to issue two notes,
the Lake Erie & Northern Railway has acquired for $30,000 one for $90,400 to the Union Trust Company, San Fran
the portion of the Grand Valley Railway from Paris to cisco, and the other for $10,000 to A. W. Maltby, in place
Gait, a distance of about 13 miles. The Brantford Munici of a note for $100,400 previously authorized for issuance
pal Railway will in the future consist of the old Brantford to the Union Trust Company.
Street Railway and the Brantford-Paris section of the old Pacific Gas & Electric Company, San Francisco, Cal.—
Grand Valley Railway, the latter being about 8 miles long. The gross operating revenue of the Pacific Gas & Electric
The feature of rearrangement is the electrification of the Company for the calendar year 1914 was $16,912,688, as
entire Lake Erie & Northern Railway line from Fort Dover compared to $15,869,006 in 1913. The maintenance, operat
to Gait, as described elsewhere. Until this electrification is ing expenses, taxes and reserve for uncollectible accounts
completed, the purchased section of the Grand Valley Rail and casualties in 1914 amounted to $8,913,922, and for 1913
way will be operated by the Brantford Municipal Railway to $9,331,206, leaving net earnings from operations of
Commission. $7,998,766 in 1914 and $6,537,799 in 1913. After adding the
Idaho Traction Company, Boise, Idaho.—The United other income and deducting fixed charges, the balance for
States Circuit Court of Appeals at San Francisco has 1914 was $3,645,666, as compared to $2,723,044 in 1913.
handed down an opinion affirming the findings of Judge Of the year's gross, including miscellaneous income, only
Dietrich of the Idaho Federal District Court, who cancelled 3 per cent came from street railway operation, that of the
$718,000 of bonds held by the Idaho Traction Company on Sacramento Street Railway. This company's gross revenue
the property of the Idaho-Oregon Light & Power Company. for 1914 was $556,908, a decrease of 2.79 per cent, as com
The fight for the cancellation of the bonds was made by pared to the result for 1913. This decrease was caused by
what was known as the Priest committee against the so- temporary local conditions and also, to some extent, by the
called New York committee. competition of jitney buses. The total number of passen
International Traction Company, Buffalo, N. Y.—The gers carried during the fiscal year amounted to 12,256,142,
directors of the International Traction Company have and the car mileage to 2,481,968. During the year the stock
formulated a plan for the retirement of the present $5,000,- holders of the holding company increased 133 per cent. Since
000 of 4 per cent cumulative preferred stock, together June 3, 1914,, the company has sold $10,177,300 par value
with the accumulated and unpaid dividends thereon, by of first preferred 6 per cent stock, $6,039,600 or 59 per
the issuance on a share for share basis of new 7 per cent cent of which was purchased by stockholders and $4,137,700
cumulative first preferred stock, which will have priority or 41 per cent by employees, patrons and others. The total
in all respects over the existing 4 per cent issue. Under amount realized was $8,396,272, of which $7,840,229 has
this plan, which has already been approved by the greater already been paid in.
part of the preferred and common stockholders, the elim San Francisco-Oakland Terminal Railways, Oakland, Cal.
ination of 42 per cent of accumulated and unpaid dividends —The United Properties Company, which is the holding
will increase the company's credit and the value of its company for the San Francisco-Oakland Terminal Rail
outstanding securities. The accumulation of dividends on ways, was on Aug. 11 sued for approximately $2,500,000 in
the 4 per cent stock came about through the restrictive pro a San Francisco Court by the Anglo-California Trust Com
visions of the original collateral trust indenture, which pany, trustee. The suit was brought on behalf of N. W.
prevented the International Railway, the operating com Halsey & Company, who loaned that sum to the Oakland
pany, from issuing any securities to provide for improve Railways in August, 1912. The loan bore interest of 6 per
ments and extensions required by its rapid growth. The cent and was payable June 12, 1913. No part of the prin
readjustment of the indebtedness in 1912 obviated this sit cipal has ever been paid, according to the complaint. It
 AUGUST 21, 1915] ELECTRIC RAILWAY JOURNAL 333

is said that at the time the loan was made the outstanding
stock of the Oakland Railways was 270,000 shares, of which Traffic and Transportation
the United Properties Company owned 169,990. The com
pany's proportionate stockholders' liability for the loan, JITNEY JOTTINGS
therefore, is stated to be $2,488,796. Simultaneously with
the filing of this suit, a similar suit was filed against sev Eighteen Paragraphs Which Deal Briefly with the Mori
eral hundred owners of stock in the San Francisco-Oakland bund Jitney
Terminal Railways, which the complaint says is the actual
holding company of the Oakland Railways. These stock The jitney in Camden, N. J., has proved to be a financial
holders are declared to be liable according to the number failure. Competition has ruined the business, according to
of shares owned. The same judgment is asked in this suit. Charles Austermal, president of the Camden Jitney Com
Virginia & Ohio Securities Corporation, New York, N. Y. pany, which has suspended operation. The Camden Jitney
—The controlling stock interest in the Steubenville, Wells- Company was incorporated at $50,000 and was one of the
burg & Weirton Railway and the Wellsburg Electric Light, first in business there. It started with three large touring
Heat & Power Company, formerly held by the Tri-State cars. Business proved to be so profitable that, after a
Railway & Electric Company, was recently acquired by the month's operation, the company was incorporated and ran
Virginia & Ohio Securities Corporation. The railway and twelve cars. Other companies which operate jitneys in
the lighting companies, however, have not yet been merged. Camden are the West Jersey Jitney Company and the Win-
ton Line. Including the independent operators, it is said
there are about 300 cars doing business in Camden.
DIVIDENDS DECLARED Numerous arrests of jitney drivers at Galveston, Tex.,
American Railways, Philadelphia, Pa., quarterly, 50 cents, have followed the failure of the drivers to provide the bond
common. of $10,000 as protection for passengers and the public
Central Arkansas Railway & Light Corporation, Hot against accident. Steps are being taken by the jitney
Springs, Ark., quarterly, 1% per cent, preferred. operators to carry one of the cases now pending on the
Connecticut Valley Street Railway, Greenfield, Mass., corporation court docket here through the higher courts
quarterly, three-fourths of 1 per cent, common. for an opinion from the State Supreme Court. The Gal
Northern Texas Electric Company, Fort Worth, Tex., 3 veston ordinance affects the automobiles now running on
per cent, preferred; quarterly, 1 per cent, common. the Galveston-Houston line, and the contention of the jit
Terre Haute Traction & Light Company, Terre Haute, ney men will be that neither Houston nor Galveston has
Ind., 3 per cent, preferred. jurisdiction over the business as the men in the business
are operating strictly an inter-city line.
The City Council of El Paso, Tex., has revised its jitney
ELECTRIC RAILWAY MONTHLY EARNINGS ordinance by providing for larger indemnity bonds by jitney
BROCKTON & PLYMOUTH STRIIET RAILWAY, drivers. Under the old requirement companies owning and
PLYMOUTH, MASS. operating as many as ten cars were required to give bond
Operating Operating Operating Fixed Net for only $500 per car. Under the new requirement, a bond
Period Revenues Expenses Income Charges Income of $1,000 per car is required regardless of the number of
lm., Jun., '15 $10,420 $7,960 $2,460 $1,123 $1,337 cars a company operates.
1 14 11,458 8,870 2,588 1.085 1.503 A grievance committee has been named by the jitney men
12" " '15 118,966 98,844 20,122 13,463 6,659
12 14 121,731 102,208 19,523 12,868 6,655 of Dallas, Tex., to express their objections to the new ordi
CLEVELAND, PAINESVILLE & EASTERN RAILROAD, nance which was agreed upon by the president of the jitney
WILLOUGHBY, OHIO union and the City Commissioners. The head of the
lm., Jun., '15 $39,213 '$21,790 $17,423 $10,953 $6,470 chauffeurs' union is opposed to the ordinance and says it
1" " '14 41,178 '20.501 20.677 11,075 9,602 has never received the sanction of the membership. The
6" " '15 179,739 '106,410 73,329 65,724 7,605
6 14 187.069 '101,811 85,258 65,933 19,325 new ordinance is being strictly enforced.
EL PASO (TEX.) ELECTRIC COMPANY Another test of the rights of cities to regulate jitneys
will be made in the case of the jitney men of Austin, Tex.,
lm.. Jun., 'IE $72,931 $40,496 $32,435 $4,194 $28,241 where a recent city ordinance has been enforced. An effort
1" " '14 80,052 49,850 30,202 4,202 26,000
12 15 997,414 540,820 456,594 50,328 406,266 will be made to get the case before the Supreme Court of
12 " " '14 963,471 532,768 430,703 47,961 382,742 Texas and avoid the Court of Criminal Appeals, which has
HOUGHTON COUNTY TRACTION COMPANY, HOUGHTON, already upheld the cities' right in the case of I. W. Sullivan
MICH. concerning the Fort Worth ordinance.
lm.. May, '15 $21,897 '$12,601 $9,296 $4,644 $4,652 A petition asking for a referendum election on the new
1" " '14 24,176 '15,669 8,508 4,438 4,070
12 15 265,217 *170,818 94,399 55,677 38,722 jitney ordinance of Houston, Tex., was presented to the City
12 14 290,023 '177,504 112,519 55,695 56,824 Council on Aug. 7, following the refusal of the city to re
LAKE SHORE ELECTRIC RAILWAY, CLEVELAND, OHIO duce the license fee from $72 to $36. All of the principal
lm., Jun., '15 $119,785 '$78,189 $41,596 $36,350 $5,246 requests of the jitney men were granted by the city except
1 14 127,203 *76,702 50,501 35,470 5,031 as to license fee. The ordinance does not require a bond
66 15
14 625,124 '434,619 190,505 216,277
658,106 •431,645 226,461 211,721 t25,772
14,740 and in many respects is regarded as very liberal to the
NORTHERN OHIO TRACTION & LIGHT COMPANY, jitney interests. The new regulations were to have gone
AKRON, OHIO into effect on Aug. 10, but the referendum election will
lm., Jun., '15 $331,977 suspend them indefinitely. Mayor Campbell is in favor
1" " '14 317,780 *$200.879
•199,525 $131,098
118,255 $52,504
51,020 $78,594
67,235 of having the voters express themselves on the subject.
6 15 1,756.651 •1,101,646 655,005 308,465 346,540 R. E. Piatt, manager of Idora Park at Youngstown, Ohio,
6" " '14 1,721,700 *1,059,635 662,065 301,835 360,230 and five of his employees on Aug. 7 filed suits for damages
PENSACOLA (FLA.) ELECTRIC COMPANY aggregating $60,000 on the charge of false arrest against
lm., May, '15 $20,789 •$11,690 $9,099 $6,083 $3,016 ten jitney bus owners and their attorneys. When the
1" " '14 22,746 «14,393 8,353 6,065 2,288 Youngstown Park & Falls Street Railway began charging
12 15 251.397 '156,464 94,933 73,766 21.167
12 14 285,349 '178.830 106,519 71,780 34,739 an entrance fee of 10 cents to people taken to the park by
PUGET SOUND TRACTION, LIGHT & POWER COMPANY, the jitney buses, the owners retaliated by having the park
SEATTLE, WASH. employees arrested on the charge of violating the Sunday
lm„ May, '15 $618,364 $382, »64 $235,900 $181,306 $54,594 closing law. They were dismissed recently.
1" *' '14 706,471 431,041 275,430 175,324 100,106 The new ordinance in Des Moines, Iowa, regulating the
12" " '15 7,983,915 4,956,970 3,126,945 2,147,088 979,857 operation of jitney buses did not go into effect on Aug. 9
12 14 8,717,662 5,048,226 3,669,436 2,091,915 1,577,521
because of an appeal to the Supreme Court from the de
SAVANNAH (GA.) ELECTRIC COMPANY cision of District Judge Utterback, who held that the jit
lm., May, '15 $64,413 '$41,188 $23,225 $21,453 $1,772 ney ordinance recently passed by the Council was valid
1 14 71,500 '46,310 25,190 21,249 3,941
12 15 822,339 '533,831 288,508 257.019 31,489 in every particular. It provided that jitney operators must
12" " '14 844,556 '560,819 283,737 253,712 30,025 designate their routes and give bond for the protection of
•Includes taxes. tDeflcit. passengers and pedestrians.
 334 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

The City Council of Charlotte, N. C, has passed a jitney ALBANY SERVICE ORDER
regulatory ordinance. The feature of the ordinance is the
provision requiring the filing of a bond for $1,500 for the Summary of the Provisions of the Latest Order of the
first bus operated and of a bond for $1,000 for each bus Commission Regarding Cars
after the first one. Routes must be designated and a record
filed of the hours during which it is intended to render serv The Public Service Commission for the Second District
ice. The routes are subject to approval by the officials of of New York made an order on Aug. 13 for the improve
the city. ment of the rolling stock of the United Traction Company,
On July 30 Mayor Grace of Charleston, S. C, ratified Albany, in the case which has been before the commission
the ordinance passed by City Council recently for the since May 1, 1912. The latest order provides as follows:
regulation of the jitney bus traffic in Charleston. Thirty The immediate purchase of fifteen new modern cars,
days after the affixture of the Mayor's signature are al completely equipped, seating capacity at least thirty-four,
lowed jitney operators in which to file the bond assessed to be put in service in Albany before Dec. 1.
according to the provisions of the ordinance. The purchase of ten more like cars to be placed in service
On Aug. 3 the City Commissioners of Passaic, N. J., in Albany during 1916.
passed, an ordinance on first reading to regulate the jit Removal of present cars from "A" Belt Line to be rebuilt
neys. The ordinance provides that the license for a bus and re-equipped for service on the Albany-Troy lines.
carrying twenty or more passengers shall be $25 a year. Fifteen double-truck, double-end cars now on Albany-
Smaller buses will be charged $15, and $5.50 will be asked Troy line to be rebuilt for tripper service on the belt and
from those using automobiles as jitneys. other lines.
The Muskogee (Okla.) Electric Traction Company has Eleven double-truck, double-end cars to be rebuilt for the
announced that it will operate one-man cars in that city Troy-Albany lines.
on account of jitney competition. Eight single-truck, double-end prepayment cars with 21
The Dominion Power & Transmission Company, which ft. 3 in. bodies to be improved as to entrances and exits.
owns the street railway at Hamilton, Ont., has reported Sixteen single-truck cars with 21 ft. 3 in. bodies to be
to City Treasurer Leckie that the jitneys have been re similarly rebuilt.
sponsible for a decrease in its receipts of $24,218 for One single-truck car to be similarly improved.
three months. The number of jitneys on the main streets Ten single-truck, 18-ft. cars to be rebuilt into five double-
is now about 200. The city is taxing cars at the rate of truck, center-entrance cars for use on various lines in
$5 a seat. Albany.
Police Judge Meyers at Cedar Rapids, Iowa, holds the General overhauling and repairing of twenty-eight sin
bond feature of the jitney ordinance recently adopted in gle-truck cars which have already been rebuilt for prepay
City Council to be unconstitutional. The measure provided ment operation.
for a bond of $3,000 to guarantee indemnity to passengers These alterations, repairs and additions will cost the
injured through the carelessness of a jitney bus operator. company between $100,000 and $200,000, will increase the
The court held this amount to be prohibitive. number of cars available by about fifty and the seating
The City Council of Albuquerque, N. M., by a vote of capacity of the system by between 400 and 500.
five to two has served notice on the Albuquerque Traction The order is made as the result of the decision of the
Company that the franchise of the company will be forfeited Appellate Division, which compelled the United Traction
if within thirty days it does not show to the satisfaction Company to fulfill all but one of the provisions of the com
of the Council that arrangements have been made for ade mission's order of last December. Upon that one, involv
quate service before October. This is the reply of the city ing the purchase of new cars, the commission was ordered
to the receiver of the company, who threatened to continue to give the company a rehearing, the company alleging
the present curtailment of service for six months unless the that financial difficulties incident to the war in Europe
Council passed a jitney regulation prepared along lines made it impossible to purchase the new equipment ordered.
suggested by him. Of this impossibility the present order of the commission
The Mayor of Quincy, 111., has returned to the Council says with regard to the evidence submitted at the rehear-
without his approval the ordinance to regulate the jitney ings held on May 25, June 1 and June 23:
passed there. He considers the ordinance unduly burden "While it did not appear on the hearings to the entire
some. He expressed the hope that the Council will see its satisfaction of the commission that the respondent was
way clear "to prepare a new ordinance which will be fair unable to comply with the provisions of Paragraph 7 of
and reasonable, and generally acceptable." the order of Dec. 11, 1914, because of the European war,
In Kansas City the opportunity to go into the jitney busi yet it did appear that the earnings of the respondent in
ness, hailed as a godsend to the laboring man and mechanic Albany had decreased very materially during the first half
to get into business for himself, turned into a catastrophe of the year 1915 and that there would probably be no ma
when companies were organized to give scheduled service, terial improvement in the earnings of the company during
largely eliminating the "little fellow." The companies in the continuance of the present business depression. No
turn quickly got into trouble through inability to handle la evidence was submitted to the commission to show that
bor questions with facility, and through inexperience in the the purchase of new cars and improvements in the present
management of the new form of industry. Leavenworth, operating equipment of the respondent were unnecessary,
Kan., offers another phase of the distressing situation. and the commission is still satisfied that the respondent
Here the jitney owners were called upon to provide the same should improve its service in these respects forthwith. The
protection to the public, the same contribution, proportion respondent also indicated that it was willing to purchase
ately to the incomes, to the public, as other institutions, and and place in service in the city of Albany during the pres
had to quit business. In Muskogee, however, the alleged ent year at least fifteen new cars in order partially to com
profits of the business have appealed strongly to the City ply with the provisions of Paragraph 7 of the order of
Commissioners, who advocate establishing a municipal sys Dec. 11, 1914."
tem to eliminate the private owner. One of the most illu Paragraph 7 of this order called for the immediate pur
minating incidents of the recent news is the estimate at chase of twelve new modern cars seating forty, to take
Muskogee that the city could set aside $30,000 a year from the place of the 18-ft. cars then in use and the subsequent
the proceeds of a municipal jitney system for street mainte purchase of thirty more new cars. While the present order
nance. does not provide for the purchase of quite so many new
The city of Ottumwa, Iowa, has been sued by the estate cars it provides in addition a practical rehabilitation of all
of Charles Chesser for $20,000, the deceased having been of the rolling stock of the company, bringing it all up to the
killed in an accident involving a jitney bus and a street car. most modern standards of prepayment cars.
The attorney for the estate asserts that the street railway The order is based to some extent on a recommendation
is not liable, but that the city is, one point being that the of Charles F. Hewitt, the company's manager, and C. O.
jitney skidded on an iron grating in a gutter and was thrown Birney, the car expert of Stone & Webster, Boston, who
into the street car, and another that the city has adopted no made a report to the commission, checked by the commis
regulatory measures intended to govern the operation of sion's own experts in which the recommendations of the
jitneys. order of Aug. 13 were embodied, with the reasons there
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 335

for and the expense of carrying out the improvements. tween the two cities, and was arranged to meet steam
The present Belt line cars are ordered rebuilt for the railroad competition.
Troy service in accordance with the recommendations of Hearing on Trenton Fares in September.—Following a
Messrs. Hewitt and Birney by installing bulkheads, re hearing on Aug. 17 before the Board of Public Utility Com
modeling doors so that the rear doors will slide one on the missioners of New Jersey at Trenton, that body announced
other for entrance and exit, dividing rails and fare boxes that it would delay for three months the plan of the Trenton
to be removed and wood slat seats placed about the rear & Mercer County Traction Corporation to abandon its six-
platform for ten passengers, making a total seating ca for-a-quarter strip tickets in favor of a flat 5-cent fare.
pacity of sixty-two, and the wheels, axles, gears and motors The commission has announced that a hearing on the mat
of the present Troy cars be substituted for those now on ter will be held on Sept. 21.
the Belt line cars. Progress in Physical Connection Case.—The result of the
The fifteen cars now in Albany-Troy service will be re hearing of the Public Service Commission of Oregon on
built for Albany service by lengthening the platforms and the petition for physical connection of the Oregon Electric
providing folding doors and folding steps on each side, re Railway and the Southern Pacific Company lines at Albany
moving the bulkheads and installing the fare boxes, wheels, will not be made public for at least six weeks. After the
axles, gears and motors taken from the present Belt line testimony is filed the plaintiffs will have twenty days to
cars. All defects will be remedied and the cars painted file a brief. The Southern Pacific Company, contesting the
and varnished. petition, will then have fifteen days to file its answer, and
Eleven cars now in service to Troy will also be brought
up to date by lowering and lengthening the platforms, in the shippers five days.
stalling folding doors and steps, the rearrangement of bulk Operating Agreement Between Ohio Roads.—An ar
heads and the removal of the smoking compartment and the rangement has been completed between the Northern Ohio
placing of all cross-seats on one side as in the present Belt Traction & Light Company and the Cleveland, Alliance &
line cars. These cars also will be thoroughly painted and Mahoning Valley Railway by which limited trains will be
varnished. run between Cleveland and Alliance. They will operate
Eight of the present single-truck, prepayment cars in over the Northern Ohio Company's tracks to Ravenna and
use on the Quail Street division are to be remodeled by from there to Alliance over the Cleveland, Alliance &
rearranging doors and steps in a safer manner with the Mahoning Valley Railway. Warren, Niles and Youngs-
steps folding automatically with the doors, the sagging ends town may be reached over lines connecting with the latter
trussed up and the cars touched up and varnished. These road at Newton Falls and Leavittsburg.
cars are those numbered between 554 and 573. Sixteen cars Sign Changes in Cleveland.—In accordance with an ordi
numbered between 501 and 535 will be rebuilt by having nance passed recently the Cleveland (Ohio) Railway has
the bulkheads removed, folding doors and steps on each arranged the signs on the front and sides of all cars so
side of each platform with doors opening outward, all de that the destination is shown. Signs are changed to com
fects remedied, cars painted and varnished and arranged ply with the direction in which the car is going. The
for prepayment service. Car 570 will be equipped with street signs at the top of the cars, of course, are retained.
folding steps. Some further changes will be made in signs relating to
The rebuilding of ten of the old 18-ft. cars into five the payment of fares, but before this can be done satis
double-truck, center-entrance cars will give Albany and factorily some standard policy for the payment of fares
vicinity the first cars of this type used here. Each of these will have to be adopted by the street railway commission
new cars will have a seating capacity of fifty-four, or 270 er's office.
seats in all as against the 240 seats now available in tin- "Your King and Country Need You; We Can Spare You."
ten 18-ft. cars. The work of rebuilding these and all the These words were written on all the pay checks of the
other cars, including shortening of the trucks, etc., will be British Columbia Electric Railway, Vancouver, B. C, that
done in the company's own shops. were handed out to employees recently. A. T. Goward,
Mr. Bimey and M,r. Hewitt in their report recommend local manager at Victoria, said: "There is no other meaning
that the fifteen new cars to be purchased be used in the Belt to the statement than that which the words convey. If any
line service and prescribe their construction, but only the of the men feel called upon to go to serve their king and
purchase of the cars is ordered by the commission. Accord country, the company will not hinder them in doing so. We
ing to the report these cars would be the most modern are following along the lines of the Canadian Pacific Rail
single-truck cars, 32 ft. long over the buffers and seating way and other big Canadian companies who have written
thirty-two passengers, doors, steps and platforms to be of similar intimations on pay checks."
the automatic folding prepayment type and the seats ar Rules for Dogs on the Northern Ohio System.—A new
ranged six reversible and two cross-seats on each side with rule regarding the carrying of dogs other than lap dogs on
birch-wood slats and frames. They would weigh 21,000 lb. cars of the Northern Ohio Traction & Light Company,
each and would cost about $52,000. Ten of these cars Akron, Ohio, is now in effect and duly covered by a supple
would furnish 640 seats for the 635 passengers on the line ment to the authorized tariff. Under this rule dogs other
at the noon hour. The total weight of these cars would than lap dogs may be taken on cars only when a permit
thus be 210,000 lb. against a total weight of 460,000 lb. for has been obtained from the company. A charge of 25
the present ten Belt line cars. Affording sufficient seats, cents will be made for any distance. Permits will not be
the report says that thus in lighter weight $12,500 in power issued to take dogs on the limited cars. During the hunt
can be saved annually. It recommends the use of twelve ing season the necessity of obtaining a permit will be
cars on the belt line with three extras each way during waived, but the charge will be as above stated. In all
the rush hour. The details of this report are not approved cases dogs must be properly secured by strap or collar
by the commission. For instance, it insists that the new
cars contain two more seats than those recommended by and chain.
Messrs. Hewitt and Birney. The company has until Aug. Transfer Controversy in Boise.—Further development
25 to notify the commission whether it will comply with in the situation brought about by the refusal of the Boise
the terms of this last order or further appeal to the courts. (Idaho) Railroad to exchange transfers with the Idaho
Traction Company is the order by the Public Utilities Com
Milwaukee Skip-Stop Order Sept. 1.—The Railroad Com mission of Idaho directing Attorney General Peterson to
mission of Wisconsin expects to issue its order calling for file a complaint against the companies, in order that the
experimental skip stops on the Wells-Farwell, the Green matter may be formally brought before the commission for
field Avenue and the Walnut Street lines of The Milwaukee discussion. The lines of the Boise Railroad, for two years
Electric Railway & Light Company so as to be effective a part of the Idaho Traction Company's system, were re
on Sept. 1. cently taken over for separate operation by the Boise Rail
Electric Meets Steam Competition.—The Alton, Granite road, and that company has refused to exchange transfers
City & St. Louis Traction Company, Alton, 111., has an with the Idaho Traction Company. The commission's pres
nounced that it will sell ten-ride tickets between Alton and ent idea is to compel the interchange of transfers, and the
St. Louis for $4, good for sixty days, with transfer privi railroad companies will have to show cause why such an
leges in Alton. This is the cheapest rate ever made be order should not be issued.
 336 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

Personal Mention Construction News

Mr. Frank H. Miller, superintendent of the Louisville Construction News Notes are classified under each head
'Kv.) Railway, has been elected to the Louisville Rotary ing alphabetically by States.
Club, as the railway power plant member. An asterisk (*) indicates a project not previously
Mr. John Holley Clark, formerly counsel of the Flushing reported.
Association, has been appointed secretary to Col. William RECENT INCORPORATIONS
F. Hayward of the Public Service Commission for the First •Rapid Transit Company of Illinois, Murphysboro, 111.—
District of New York. Incorporated in Illinois to construct an electric railway from
Mr. Willis J. Ripley, who has been assistant secretary, East St. Louis to Mount Carmel, via St. Clair, Monroe,
assistant treasurer and auditor of the American Public Randolph, Jackson, Williamson, Saline, Hamilton, White,
Utilities Company, Grand Rapids, Mich., has been elected Edwards and Wabash counties, with special branch lines to
treasurer of the company. Chester and Murphysboro. Capital stock, $100,000. In
Mr. Guy E. Tripp, chairman of the board of directors corporators: Joseph Vonnhame, Daniel P. Roberts, Conrad
of the Westinghouse Electric & Manufacturing Company, B. Vonnhame and M. Harned, East St. Louis, and Louis T.
has been elected a director of the Chase National Bank, Hooltman, Collinsville.
New York, N. Y., succeeding Henry M. Conkey, deceased. *Fort Wayne, Decatur & Southern Railroad, Decatur, Ind.
Mr. Bradley B. Hogue, formerly associate editor of the —Incorporated in Indiana to build and operate an interur-
Times-Herald of Dallas, Tex., has been made assistant to ban railway. Capital stock, $10,000. Incorporators: M.
Mr. Edward T. Moore, secretary and manager of the Dallas Gerke, C. Oetting and C. Dirkson.
Consolidated Electric Street Railway and has been placed •Tennessee Electric Railroad, Nashville, Tenn.—In
in charge of the publicity department of the company. corporated in Tennessee to consolidate the interests of the
Mr. A. L. Farquharson, manager of public utilities, Fort Cumberland Valley Railroad, Tennessee & Kentucky Rail
William, Ont., has taken over the management of the mu road and the Nashville, Springfield & Northern Railroad.
nicipal electric railway there, succeeding Mr. M. O. Robin Capital stock, $50,000. Incorporators: Lee Baker, William
son, formerly manager of both the Fort William and the Myers, S. W. Thompson, E. G. Stribling, Robert C. Leonard
Port Arthur Municipal Electric Railways, who continues to and H. L. Shoulders.
manage the Port Arthur Electric Railway.
Sir Albert H. Stanley, managing director of the London FRANCHISES
tramway, omnibus and tubes companies, is defraying the South San Francisco, Cal.—The South San Francisco Rail
cost of providing tea at treats for the wives and children road & Power Company has asked the Council for a fran
of the London United Tramways employees now serving chise to construct, maintain and operate a single-track or
in the army. The treats takes place at some rural spot near double-track, standard-gage railway in South San Fran
each depot, and the incidental expenses and the cost of cisco. Bids will be received by William J. Smith, city clerk,
prizes are defrayed by the employees and the various clubs until Aug. 30 for this franchise. A certified check of 10 per
and institutes. cent, payable to the treasurer of the city of South San Fran
Sir Adam Beck, chairman of the Hydro-Electric Power cisco, must accompany each bid.
Commission of Ontario, received an electric automobile at Aurora, 111.—The Aurora, Mendota & Western Traction
the opening of the London & Port Stanley Railway in Company has received a twenty-year franchise from the
London, Ont., on July 22, in conformity with the motion Council which gives the company the right to use the
made by Mayor Church of Toronto last February at the highways between the southern city limits of Aurora near
convention of the Hydro-Electric Union. The presentation the Spring Lake cemetery and the limits of the village
was made by Mr. Philip Pocock, London, chairman of the of Montgomery.— [June 26, '15.]
London & Port Stanley Railway.
Waukegan, 111.—The Chicago & Milwaukee Electric Rail
Mr. Thomas B. Smith, Philadelphia, has been appointed road has asked the Council for a franchise to operate cars in
to the Pennsylvania Public Service Commission by Gov Waukegan.
ernor Brumbaugh, taking the place of Congressman Keiss,
who did not accept the appointment offered by the Gov North Andover, Mass.—The Bay State Street Railway
ernor. Mr. Smith was born in Philadelphia in 1869 and has asked the Council for a franchise to lay double tracks
was postmaster there during the administration of Presi on Sutton Street, North Andover.
dent Taft. He served in the Philadelphia Common Council Webster Groves, Mo.—The United Railways Company of
and was elected to the Legislature for two terms. St. Louis has received a new twenty-eight-year franchise
Mr. Harro Harrsen, who had charge of the Dr. Pearson from the Council of Webster Groves, which carries with it
interests in Mexico until he was driven out by the revolu the improvement of Lockwood Avenue from Summit Avenue
tionists, and in April last went to Barcelona to take charge to Rock Hill Road, about 1 mile, at a cost of approximately
of the Pearson syndicate's interests in Spain, has, accord $80,000. New rails will be laid.
ing to advices from there, been elected vice-president of Corpus Christi, Tex.—By a referendum election held in
the Ebro Irrigation & Power Company, managing director Corpus Christi on Aug. 10, the Corpus Christi Traction Com
of the Barcelona Tramways, managing director of the pany was awarded a franchise to build and operate an elec
Barcelona Electric Company and director of the Sarria tric interurban line to connect with the county line. The
Railway. principal terminal of the proposed road will be Ward Is
OBITUARY land, 8 miles south of Corpus Christi, where it is proposed
Albert Siegel Mohr, Lincoln, 111., special agent for the to build an amusement park and pleasure resort. J. H.
Illinois Traction System, Peoria, 111., is dead, following a Caswell, San Diego, is interested. [July 31, '15.]
stroke of paralysis. •Bremerton, Wash.—W. D. Peters, Bremerton, has asked
Edward H. Hoyt died at his home in Haverhill, Mass., the Council of Bremerton and Charleston for franchises to
on Aug. 6, aged sixty-six years. Mr. Hoyt began his rail construct an electric railway in both towns.
way career with the Haverhill & Groveland Street Railway, Vancouver, Wash.—The ordinance repealing the fran
Haverhill, Mass., afterward becoming electrical engineer chise of the Washington-Oregon Corporation on Fifth
for the Merrimack Valley Street Railway. Following the Street through the garrison at Vancouver Barracks, and
consolidation of these lines, he became electrical engineer on East Seventh Street has been put over until the latter
for the Haverhill & Georgetown Street Railway. Later he part of August by the Council at the request of H. K.
became president of this road and was also prominent in Lugger, manager of the corporation, who explains that the
the People's Telephone Company of Haverhill. He served company was in the hands of a receiver, and that it expects
in the Massachusetts House of Representatives in 1898 and to reorganize and consequently may have money with which
1899. to build the line.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 337

TRACK AND ROADWAY pany, the advisability of constructing an electric railway

Pacific Electric Railway, Los Angeles, Cal.—Surveys are from Topsham to Monmouth. Under the plan outlined by
being made of the last link of this company's line between Mr. Teeling, the road would start at Topsham or Bruns
Los Angeles and Corona. The road has been completed and wick, go to Bowdoinham, thence to Richmond corner, pass
in operation as far as Yorba Linda and Stern for some time. ing through Litchfield, crossing the Lewiston, Augusta &
Waterville Street Railway at Tacoma and going to Litch
Municipal Railways, San Francisco, Cal.—The Board of field Mills and on into Monmouth. The road would be 33
Public Works has passed a resolution awarding the contract miles in length.
for furnishing and delivering track special work, under con
tract No. 7, Section "E" Municipal Railway System, bond Portland (Me.) Railroad.—This company has been
issue of 1913, to the United States Steel Products Company, granted trackage rights on York Street in order to connect
at its bid on file. its tracks on the new Portland bridge with its regular
West Sacramento Electric Company, Sacramento, Cal.— street lines.
This company, which was incorporated in February, 1915, Boston (Mass.) Elevated Railway.—A contract has been
will be dissolved on Sept. 5. The company, with the consent entered into between the Port Directors of South Boston
of the California Railroad Commission, recently sold its and the Boston Elevated Railway to lay double tracks and
properties to the Pacific Gas & Electric Company for the install overhead equipment and necessary connections for
sum of $30,000. [Feb. 20, '15.] a line from Summer Street along the viaduct to the new
East St. Louis & Suburban Railway, East St. Louis, 111.— Commonwealth Pier, thence down the ramp, crossing D
This company reports that it expects to install track circuit Street and coming back up Northern Avenue to a point
signals on two miles of single track between French Vil directly opposite the entrance of the Fish Pier. The exten
lage and O'Fallon division. Apparatus has been purchased sion will cost approximately $50,000.
from the United States Electric Signal Company. Detroit (Mich.) United Railway.—This company is recon
Chicago, Ottawa & Peoria Railway, Joliet, 111.—This com structing its tracks in Birmingham on the Pontiac division.
pany reports that it expects to build two plate girder Twin City Rapid Transit Company, Minneapolis, Minn.—
bridges, one to consist of four 43-ft. spans and one to con This company reports that it plans to build a double-track
sist of two 35-ft. spans. extension from the Snelling-Minnehaha line to the new Twin
Murphysboro Electric Railway, Light, Heat & Power City motor speedway, IV* miles, with storage tracks for 100
Company, Murphysboro, 111.—Work has been begun by this cars. The company has just completed a steel-plate girder
company on the reconstruction of its line in Murphysboro. bridge to carry the county road over the traiks of the Lake
Peoria & Chillicothe Electric Railway, Peoria, 111.—A Minnetonka line at Brookside Station.
mortgage of $1,500,000 was authorized at a recent meeting Metropolitan Street Railway, Kansas City, Mo.—John M.
of the stockholders and directors of this company. [Aug. Egan, 1500 Grand Avenue, Kansas City, has been delegated
6, '15.] by the receivers of this company to solicit sealed proposals
Union Traction Company of Indiana, Anderson, Ind.—This on or before Aug. 25, 1915, to construct and complete ready
company is placing the massive 50-ft. steel girders used in for operation on or before Dec. 31, 1915, double track on
building the tracks over the Milton Avenue subway in An portions of Broadway, Twenty-fourth Street, Thirty-first
derson. Street and Main Street and single track on Prospect Ave
Kansas City, Kaw Valley & Western Electric Railway, nue and Twelfth Street, Kansas City, in all about 38,935 ft.
Bonner Springs, Kan.—It is stated that work will be begun Plans and specifications will be furnished upon application.
at once on the construction of this company's extension from Bids to be received for this work are officially advertised
Bonner Springs to Lawrence. elsewhere in this issue.
•Salina, Kan.—It is reported that a company is being or •Three Forks, Mont.—Construction has been begun on a
ganized to build an interurban railway from Salina to Fair- new line between Three Forks and Radersburgh. It is re
bury, Neb., via Concordia and Belleville. The Arkansas ported that Julius Rosholt, Fairmount, N. D., is financing
Valley Interurban Railway will connect with the proposed the new railway.
line at Salina. Alamance, Durham & Orange Railway & Electric Com
Salina (Kan.) Northern Railroad.—The Salina Northern pany, Burlington, N. C.—Plans are being considered by this
Railroad will be operated as a standard gage steam rail company to build an extension of its line from Burlington
road; but for the passenger service General Electric gaso to Elon College and Gibsonville and then to Altamahaw and
line-electric motor cars will be used. The contracts for Ossipee. Junius Harden, Burlington, is interested. [June
the equipment, and for materials for construction have been 26, '15.]
made. The railroad will be 90 miles in length, extending Cincinnati (Ohio) Traction Company.—The Council of
from Salina through Salina, Lincoln, Mitchell and Osborne Cincinnati recently authorized a bond issue of $3,000 to ex
counties, all in Kansas, to Osborne and Downs. Three miles tend and improve Reading Road in order to allow the con
of track have been laid out of Salina, the grading is prac struction of this company's extension to Bond Hill. It is
tically completed between Salina and Lincoln, 35 miles, and proposed to build the line on Reading Road, as the courts
several bridges are under construction. The Salina North have ruled that it cannot be built on Paddock Road because
ern Railroad is being built by the Keystone Construction consents of the property owners cannot be secured.
Company, Salina, Kan., of which E. A. Tennis is president. Cleveland (Ohio) Railway.—County Commissioners An
Officers announce that they hope to have the line in opera drews and Metzger declared in favor of the issue of $2,200,-
tion by Jan. 1, 1916. 000 in bonds on Aug. 14 for the construction of subway ap
'Cumberland Traction Company, Edmonton, Ky. — This proaches to the new bridge across the Cuyahoga River from
company has been formed by G. H. Greenup, Elizabethtown, both the east side and west side for the use of the Cleveland
with a capital stock of $50,000, to build and operate a line Railway and interurban traffic. The commissioners have
between Edmonton and Elizabethtown. Plans as to the ter authority to issue bonds for this purpose, according to
minus of the road have not matured, although it is stated Assistant Prosecuting Attorney Green. J. J. Stanley, presi
that the line may connect with the Hodgenville and Eliza dent of the Cleveland Railway, has expressed a willingness
bethtown branch of the Illinois Central Railroad or with the to pay rental for the use of the subways and Street Rail
Louisville & Nashville Railroad in Hart County. The first way Commissioner Witt has been quoted as saying that the
step proposed is the construction of the line between Edmon saving in time and expense on the part of the railway will
ton and Hiseville, 16 miles. Right-of-way has been secured. almost equal the amount that will be paid in rental.
St. Tammany & New Orleans Railway & Ferry Company, Oklahoma (Okla.) Railway.—A report from this company
Mandeville, La.—Operation by electricity has been begun on states that it will rebuild at once 1 mile of roadbed, using
this company's line to connect Mandeville, Abita and Coving 100-lb. steel ties and concrete and brick paving.
ton. The line was converted from motor-car operation to Hamilton, Ont.—The Hamilton Hydro-Radial Union was
electric operation at a cost of $80,000. [April 17, '15. ] informed on Aug. 10 that the engineers of the Hydro-
Lewiston, Augusta & Waterville Street Railway, Lewis- Electric Power Commission of Ontario at work to the south
ton, Me.—Frederick B. Teeling, Litchfield, has suggested to of Hamilton are surveying for an electric line not only from
A. H. Ford, third vice-president and manager of this com Hamilton to Port Dover and other points on Lake Erie, but
 338 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 8
for a line which will enter into competition with those of Angelo, Brownwood, Lockhart, San Antonio and probably to
the Dominion Power & Transmission Company, as well as other towns. The Dallas & Northwestern Traction Com
the steam road of the Toronto, Hamilton & Buffalo Railway. pany, which is owned by the same interests, is preparing to
The plans call for a Hydro-Radial railway to St. Catherines construct an interurban railway from Dallas to Denton.
and all intermediate points, including a branch line to Dunn- The cars will be operated by gasoline motors. [July 10, '15.]
ville, Cayuga, etc. Northern Texas Traction Company, Fort Worth, Tex.—
Portland Railway, Light & Power Company, Portland, This company advises that construction has been begun on
Ore.—The Portland Railway, Light & Power Company is the extension of its Summit Avenue line about 1 mile south.
relaying its double tracks on East Glisan Street, between San Antonio (Tex.) Traction Company.—Work has been
East Sixtieth and East Seventy-fifth Streets. resumed by this company on the construction of double
Southern Pacific Company, Portland, Ore.—D. W. Camp tracks on Goliad Street, San Antonio, after a delay of al
bell, assistant general manager of the Southern Pacific Rail most a year. The work of concreting the tracks on South
way, stated recently: "We are ready to start work on our Presa Street has been completed.
electrification to Corvallis as soon as the City Council of that Petersburg & Appomattox Railway, Petersburg, Va.—A
city grants us a franchise." The Southern Pacific's proposi contract for the construction of this company's line from
tion to the Council asks permission to lay a second track Petersburg to City Point has been awarded to the Vaughan
on Sixth Street, paralleling the existing track of the old Construction Company, Roanoke, for about $200,000. [Aug.
Oregon & California Railroad; a second track on Ninth 14, '15.]
Street, paralleling the existing track on the old Corvallis Radford-Willis Southern Railway, Radford, Va.—Grading
& Eastern Railroad; a track on Van Buren or some other has been begun at Little River between Snowville and the
parallel street, satisfactory to the people of Corvallis, and mouth of Indian Creek for this company's 28-mile line from
another track on Washington Street, making a complete Radford to Willis. Williams Brothers Construction Com
loop. The Southern Pacific Company has set aside money pany, contractor. J. L. Vaughan, president. [July 10, '15.]
to pay for an electric extension from Whiteson, the present
terminus, to Corvallis, 43 miles. This will give the company SHOPS AND BUILDINGS
an electric line from Portland to Corvallis, 97 miles, with Pacific Electric Railway, Los Angeles, Cal.—Plans are be
an alternate route between McMinnville and Portland of 50 ing considered by this company to construct a new passenger
miles. The proposition of granting the franchise will come station at Pomona. No definite location has as yet been se
before the Corvallis Council at an early date. lected.
Philadelphia & West Chester Traction Company, Upper Municipal Railways of San Francisco, San Francisco, Cal.
Darby, Pa.—The Philadelphia Ledger said recently: A —The contract for the construction of the second story of
determined effort on the part of the Philadelphia & West the carhouse of the Municipal Railways of San Francisco
Chester Traction Company to force an entrance into Chester at Geary Street and Presidio Avenue has been awarded
is believed to be behind a purchase of a tract of 5 1/3 acres to James L. McLaughlin by the Board of Works for $26,747.
of land in Sharon Hill immediately opposite the Collingdale
terminus of the Philadelphia & Garrettford Railway, one Wilmington & Philadelphia Traction Company, Wilming
of the subsidiaries of the Philadelphia & West Chester ton, Del. — William D. Haddock & Company have been
company. While entrance to Chester is believed to be the awarded the contract to build an addition to this company's
object of the company, the obvious route, which would be carhouse at Delaware Avenue and duPont Street, Wilming
through Darby and Ridley townships, would strike almost ton, and work will be begun at once. The American Bridge
through the property of the Baldwin Locomotive Works, Company received the contract for the steel structural work.
and one of the most densely populated districts of the county New York, N. Y.—Following are unofficial totals of bids
would be traversed. opened by the Public Service Commission on Aug. 3 for
'Washington, Pa.—Business men of Washington are in station finish on Route No. 50, the Queensboro Subway ex
terested in a proposition to construct a street railway to tension, and on Sections Nos. 1 and 3 of routes Nos. 36 and
connect Washington with the mining communities of Ells 37, the Corona elevated railroad in Queens: Snare & Triest
worth, Cokeburg, Bentleyville and adjoining districts. The Company, New York, $611,563; Marble Arch Company, New
proposition as outlined calls for a line about 11 miles in York, $750,000. Bids opened on Aug. 4 for station finish
length that would join the Pittsburgh Railways system in on Section No. 2 of Routes Nos. 36 and 37, the Astoria ele
Washington with the terminus of the Bentleyville-Charleroi vated railroad in Queens: Charles Meads, New York,
Street Railway at Cokeburg. $272,000; Snare & Triest Company, New York, $274,296;
Simon Russeck, Inc., New York, $285,270.
Montreal & Southern Counties Railway, Montreal, Que.,
Can.—This company reports that it expects to install an in Toronto (Ont.) Civic Lines.—Works Commissioner R. C.
terlocking plant and signals for a single-track diamond at Harris told the Board of Control in a report on Aug. 11 that
Abbotsford, Quebec. it would cost $285,000 for the city to establish car shops with
Tennessee Electric Railroad, Nashville, Tenn.—This com a maximum capacity of fifty car bodies a year. The com
pany has recently been organized to consolidate the interests missioner repeated his former report that car shops are not
of the Cumberland Valley Railroad, Tennessee & Kentucky' necessary at present and that after the franchise expires the
Railroad and the Nashville, Springfield & Northern Rail city would not be warranted in establishing a manufacturing
road. The rights-of-way of these three projects, two of plant, inasmuch as the requirements of a street railway sys
which have already been surveyed and secured, aggregate tem can be provided more economically by the car builders.
275 miles of road, which at present has no railroad facilities Marshall (Tex.) Traction Company.—This company re
whatever. Nashville, it is stated, will be the pivotal point. ports that it has just completed an addition to its carhouse
The first step proposed is to be the construction of the Cum to accommodate three new cars received in June and July.
berland Valley road, which is to extend from Nashville via POWER HOUSES AND SUBSTATIONS
Smithville to Sparta. The Southern Finance & Construc
tion Company is named as having arranged the financing Montreal & Southern Counties Railway, Montreal, Quebec,
of the project. Canada.—This company reports that it has awarded a con
Dallas (Tex.) Southwestern Traction Company.—J. O. tract to the Nicholson Construction Company of Montreal
Andrewartha, consulting engineer of the Dallas & South for the construction of a substation at Granby, Que. A con
western Traction Company, has advised the Board of Com tract has also been awarded to the Canadian Westinghouse
missioners that the interurban railway of that company will Company for one 400-kw. motor generator set and to the
be built from Dallas to Austin and that a system of inter Northern Electric Company for a switchboard.
urban lines will be constructed with Austin as the radiating Salt Lake & Utah Railway, Salt Lake City, Utah.—This
center. He says that all financial arrangements for the con company has contracted with the Westinghouse Electric
struction of several hundred miles of interurban lines have & Manufacturing Company for a substation at Springville.
been made and that the work will be carried on as rapidly as The station will be equipped with three 250-kw. rotary con
the material can be handled. Besides building a trunk line verters but will be designed to accommodate additional ma
south from Dallas to Austin, branch lines will extend to San chines as needed.
 August 21, 1915] ELECTRIC RAILWAY JOURNAL 339
W. S. Barstow & Company, Inc., New York, N. Y., have
Manufactures and Supplies reorganized their department of construction engineering,
with Arthur M. Torrey, formerly with Hildreth & Com
ROLLING STOCK pany, New York, in charge. Prior to 1908, this firm was
very active in railway, public utility and industrial con
St. Albans & Swanton Transit Company, St. Albans, Vt., struction. In that year it branched out into the ownership
has purchased one set of double trucks and two new four- and management of public utilities, of which it now con
motor equipments, complete. trols about forty in the Eastern and Middle Eastern States.
Anaconda (Mont.) Street Railway reports the addition During the past seven years less attention was given the
of six new 50-ft. cars to care for increased business on local construction engineering department than formerly, though
lines. The new cars will be similar to the large motor cars the company never retired from this field. The reorganiza
now in use. tion of the department betokens greater activity along this
Albuquerque (N. M.) Traction Company has ordered from line. In connection with the construction engineering de
the St. Louis Car Company seven steel underframe double- partment, the company has instituted an industrial bureau
end, one-man cars to be mounted on St. Louis 9-ft. wheel- for the purpose of assisting in developing industries in the
base trucks equipped with Westinghouse WEE motors. communities where it controls utility properties. In these
The cars complete will weigh 11,500 lb. places working arrangements have been made with the
United Traction Company, Albany, N. Y., has been di local chambers of commerce and a co-operative plan of
rected by the Public Service Commission of New York, locating industries is being worked out.
Second District, to purchase immediately fifteen new mod Esterline Company, Indianapolis, Ind., manufacturer of
ern cars, completely equipped, with a seating capacity for "Golden Glow" safety illumination headlights, reports ship
at least thirty-four passengers, to be put in service before ment of headlight equipment to the following railways dur
Dec. 1, and ten more similar cars to be placed in service ing the month of July: Altoona & Logan Valley Electric
during 1916. The company is also required to rebuild its Railway; Fort Smith Light & Traction Company; Wichita
present car equipment as noted in detail elsewhere in this Railroad & Light Company; Southern Traction Company,
issue. Waco, Tex.; Kentucky Traction & Terminal Company; Den
New York & Long Island Traction Company, Long Island ver (Col) Tramway; Sioux City Service Company; St. Louis
City, N. Y., has specified the following details of equipment Car Company for new cars of the Southwestern Gas &
for the six double-truck end-entrance car bodies recently or Electric Company; Southern Car Company for new cars of
dered from the Southern Car Company : the Corpus Christi Railway & Light ompany; Tidewater
Power Company; Gulfport & Mississippi Coast Traction
Length over all. . .42 ft. 5 in. Registers Dayton Company; Hutchinson Interurban Railway; Wason Manu
Length of body ... 31 ft. 8 in. Gears and pinions West. facturing Company for new cars of the Tucson Rapid
Bolster centers 19 ft. Gongs Brill Dedenda Transit Company; Shreveport (La.) Railways; Windsor,
Width over posts . . 8 ft. 6 in. Hand brakes Lord Essex & Lake Shore Railway; Detroit United Railway;
Height, rail to sills.. 35^ in. Hand straps Rico Terre Haute, Indianapolis & Eastern Railway; McGuire-
Body composite Heaters Consol. Cunrvmings Manufacturing Company for new cars of the
Interior trim cherry Headlights ..."Golden Glow" Iowa Railway & Light Company; Omaha & Council Bluffs
Roof arch Journal boxes Symington Street Railway; East St. Louis & Suburban Railway; New
Air brakes West. Type H Motors West. 307-V York, Westchester & Boston Railway; Metropolitan Street
Bumpers, Paint Chicago Railway; El Paso (Tex.) Electric Railway; New York &
Hedley anti-climbers Resistances E.M.B. Queens County Railway; St. Louis Car Company for the
Cables West. Seats Hale & Kilburn Wisconsin-Minnesota Light & Power Company's new cars;
Control West. K 35 G Springs Southern Rockford & Interurban Railway; Packard Motor Car Com
Curtain fixtures . Cur. Sup. Co. Trolley Nuttall pany for new trucks of the Honolulu Rapid Transit Com
Curtain material . . . Pantasote Trucks Brill 27-M.C.B.-2 pany; Mason City & Clear Lake Railroad; Lebanon-Thorn-
Destination signs Hunter Ventilators Ry. Utility town Traction Company; Hattiesburg Traction Company;
TRADE NOTES Cincinnati Car Company for new cars of the Binghamton
(N. Y.) Railway.
Tubular Woven Fabric Company, Pawtucket, R. I., has
been awarded the highest prize, a gold medal, for Duraduct, ADVERTISING LITERATURE
the well-known flexible non-metallic car conduit, by the
award jury of the Panama-Pacific Exposition, San Fran Tool Steel Gear & Pinion Company, Cincinnati, Ohio, has
cisco. issued a folder which contains service comparison between
tool steel gears and pinions and special quenched gearing,
Metals Coating Company of America, Chicago, 111., has which show a greater length of life in favor of the former
opened an office at 100 Summer Street, Boston, Mas-., in type.
charge of Herbert Jaques, Jr., who is prepared to furnish
information and demonstrate the Schoop metal coating General Electric Company, Schenectady, N. Y., has is-
• ued Bulletin No. 47,406, which describes the company's
process.
Type F, Form K-20 oil switch, for use on voltages up to
Walter A. Zelnicker Supply Company, St. Louis, Mo., 2500. These switches are built in three capacities: non-
has purchased the good-will and stock of the Bintliff Supply automatic and automatic, for use on two, three and four-
Company, successor to Bintliff & Herb, who did a general wire systems, and for current up to 300 amp. They are
railroad, mill and factory supply business and specialized especially adapted for conditions where inflammable ma
in railroad track tools, such as Jim Crow rail benders, track terials or explosive gases are present.
drills, etc.
S K F Ball Bearing Company, New York, N. Y., has just
Ellcon Company, New York, N. Y., has received an order made a notable contribution to the light car and power econ
from the Connecticut Company for forty-six sets of un omy situation, by issuing a booklet entitled, "Economies of
breakable E. M. B. resistances for the new cars recently the Light Car in Electric Railway Service." At a time
ordered by this company. The cars will weigh 17 tons and when electric railways are finding it necessary to use every
will be equipped with two GE 40-hp. motors and K-6 control. possible source of economy, this book should be very wel
These resistances are also specified on the six cars recently come indeed. Facts and figures are presented to show why
ordered by the New York & Long Island Traction Company. the big heavy car really is not as economical and efficient in
Harrisburg Water Laboratories, Harrisburg, Pa., have the end as the small car, equipped with such modern de
been organized for the purpose of making chemical exami vices as ball bearings. The problem is viewed broadly from
nations of water. The organization consists of L. McCreath the maintenance of car details to the promotion of travel
of the firm of Andrew S. McCreath & Son, analytical and by giving higher speed and shorter headways. A number
consulting chemists, Harrisburg, Pa.. Dr. G. R. Moffitt, city of illustrations show what progress has been accomplished
chemist, and Farley Gannett, consulting engineer, formerly in light car construction to date, while others show energy
engineer of the Water Supply Commission of Pennsylvania. tests and excellent drawings of the S K F bearings.
 340 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 8

W. H. Huff, Beverly, N. J., successor to the Stokes Wood sentative would include lectures, the systematizing of meth
Preserver Company, has issued a catalog describing its pre ods for reporting accidents and the resultant grading of
servative paint, "Locustine," for treating ties and poles. departments in safety work, methods for keeping minutes
This compound increases the life of wood, toughens the of safety meetings and the disposal of recommendations
wood and makes it less liable to mechanical abrasion, nota made by workmen, and plans for future inspection of acci
bly in the case of rail cutting on railroad cross ties. It dents and fire hazards. The bureau will also issue a
alos increases the holding power of spikes and log bolts. monthly publication devoted to accident prevention, welfare
The catalog shows illustrations, accompanied by testimonial and sanitation, which will be supplied to companies availing
letters, showing two black oak ties which have been under themselves of the services of the bureau. It is also pre
track on the Pennsylvania Railroad continuously for nine pared to counsel and furnish information with reference to
teen years and which are still in a fine state of preservation. general accident prevention or with reference to any special
Another illustration shows ties in process of treatment for accident prevention problems. The bureau will make regu
use on the Phiiladelphia (Pa.) Rapid Transit Company. lar inspections of the physical and mechanical conditions of
Stow Manufacturing Company, Binghamton, N. Y., has plants and submit recommendations and suggestions for
issued Bulletin 400 describing and illustrating a few of its improvement.
portable tools, both belt and electric driven. Special effort NEW PUBLICATIONS
has been made to design these tools with a maximum pro
portion of power to size. Several of the designs are con Standard Handbook for Electrical Engineers, Fourth Edi
structed to save floor and bench room, being of the suspend tion. Prepared by a staff of specialists under the edi
ed types, thus putting them out of the way in a safe place torial direction of Frank S. Fowle. McGraw-Hill Book
when not in use and always in easy reach of the operator. Company, Inc., New York, N. Y. 1984 pages. Leather,
The tools described in the catalog include two spindle drills, $5 net.
electric breast drills, Sl-U universal drills, drills for heavy The fourth edition of the well-known "Standard Hand
work, friction sensitive drill, tool post grinder, electric book for Electrical Engineers" is practically a new work
bench grinder, electric hand buffer with flexible shaft motor although it is based upon previous editions. The book is
combination, motor-driven screwdrivers, flexible shaft cen divided into twenty-five sections, each prepared by one or
ter grinders, radial flexible boring machines, suspended more specialists of international reputation. The sections
drills, portable energy grinders and suspended-type direct- from the old edition have been rewritten, simplified and re
connected buffer or grinder. arranged in accordance with a more comprehensive editorial
Q. & C. Company, New York, N. Y., has issued a large, scheme, while entirely new sections on the following sub
complete and handsomely bound catalog describing and illus jects have been added: Industrial motor application, elec
trating its railway materials, including Bonzano rail joints tric vehicles, electric ship propulsion, mechanical engineer
(used on the Pennsylvania Railroad), rolled steel step joints, ing and general engineering and central station economics.
cast metal rail joints, insulated rail joints, special reversible From the standpoint of the electric railway engineer the
tie plates, Vaughan automatic rail anchor, guard rail clamps, most important sections are those treating of electric rail
adjustable rail braces, guard rail braces, portable rail saws, ways, power plants, power transmission, properties of mate
Samson rail benders, rail inspecting device, derails, Fewings rials, and industrial motor applications. He will also find
wrecking frogs or replacers, skid shoes, Gilman-Brown other sections, particularly that on units, conversion factors
emergency knuckles, Ajax vestibule diaphragms, snow and tables of great reference value.
Hangers and Edman refrigerator car doors. All the illus The section on electric railways was written by A. H.
trations and diagrams, especially those showing the rail de Armstrong, General Electric Company; N. W. Storer, West-
vices, are large and clear, and in the case of the rail joints inghouse Electric & Manufacturing Company; Azel Ames,
show how the lower part of the splice-plate projects between Kerite Insulated Wire & Cable Company, and A. F. Ganz,
the ties below the base of the rail, thus forming a splice Stevens Institute of Technology. One hundred and fifty
approximating the strength of the rail. pages are devoted to this subject, which is subdivided under
three main heads; electric traction, railway signaling and
F. D. Spots wood. Lexington, Ky., safety promoter, has electrolysis. The text on electric traction is a revision by
issued a catalog which describes and illustrates completely Messrs. Armstrong and Storer of the former's section in
his illustrated safety-first campaign accident blotters, warn earlier editions of the Handbook. It takes up the character
ing newspaper cuts, two color car signs and safety-first istics of railway operation, types of motors, braking, trucks
buttons. The catalog recommends especially the use of and car bodies, self-propelled cars, electric locomotives,
warning blotters in schools where their pictorial appeal to power distribution, distributing systems, etc. Mr. Ames
the children, when one design at a time is distributed, gives an interesting general treatment of the intricate sub
with explanation from teachers, is especially profitable, not ject of signal systems, while Professor Ganz covers the
only because of the widespread and permanent effect upon much-discussed subject of electrolysis. In the last-named
the growing generation, but also because it is the best and subject the bibliography is of particular importance.
easiest way to interest and educate the general public The section of power plants is by R. J. S. Pigott, formerly
through parents and friends of the children. The catalog mechanical construction engineer Interborough Rapid
illustrates a large number of designs which are being used Transit Company, New York; A. T. Safford, consulting
by the Bay State Street Railway, St. Joseph Railway, Light, engineer, and G. I. Rhodes of White, Weld & Company.
Heat & Power Company; Waterloo, Cedar Falls & Northern More than 200 pages are devoted to the subject and the
Railway; Milford & Uxbridge Street Railway; San Diego elements of steam, gas, oil and hydraulic power plants are
Electric Railway; Sheboygan Railway & Electric Company; thoroughly covered. A special division is allotted to elec
Roanoke Railway and Electric Company; Great Falls Street trical equipment, and power-plant economics is also ade
Railway; York Railways; Tri-State Railway & Electric Com quately treated. In view of the attention given to power
pany; Des Moines City Railway; Union Traction Company plants in the Standard Handbook this subject was omitted
of Indiana; Knoxville Railway & Light Company; Georgia from the electric railway handbook, recently issued by the
Railway, Light & Power Company; Reading Transit Com same publishers.
pany; Chattanooga Railway & Light Company, and Michi It would, of course, be futile even to attempt to list the
gan United Railway. topics covered in the several sections, but the above illus
Bureau of Safety, Inc., Chicago, 111., has just organized trations will serve to indicate the general plan. In all
and has sent out its first circular. In it is outlined the sections particular attention is paid to definitions and
purpose of the bureau, namely, to conserve human life and bibliographical references and to useful typographical dis
to prevent needless physical and mental suffering by re play. The total issue of the Standard Handbook to date
ducing the number of avoidable accidents. It also pro is 35,000 copies, indicating the place which it occupies in
poses to prevent needless loss of property by reducing the the industries. Its many friends will appreciate the efforts
number of preventable accidents and fires. The plan of the of the editor and his collaborators, during two and a half
special service offered by this bureau contemplates the years of continuous effort, in giving to the engineering
formation of a practical scheme of safety work, and the profession what eight years of experience in publishing
assignment of properly qualified representatives for carry the Standard Handbook have shown to be the most useful
ing out all the necessary details. The work of this repre data.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY, AUGUST 28, 1915 No. 9

THE SKIP STOP Since the skip-stop idea has begun in favor of its retention, a popular petition resulting in
AS AN to take hold in the electric rail- its reintroduction some time afterward upon an adjoin
ECONOMY way industry we have made sev ing route. In the first case the 30 per cent opposition
eral comments upon its time-saving features to the was sufficiently bitter and sufficiently well organized
traveling public, and it might be proper to refer to to influence the local authorities regardless of the wishes
the advantages that it offers as well to the railway of a non-aggressive majority, and this, no doubt, will
companies. To this end it is, of course, necessary to be a prominent characteristic of the movement else
make rather broad generalizations, for the possibilities where. To meet it there seems nothing better than a
of the skip stop vary through a wide range even on long-continued reiteration of the facts regarding the
adjoining lines of a single property, but on this basis loss in time that stops entail. For a railway line with
it may be said that the gain to the railway is an in a schedule speed of 8 m.p.h., and averaging ten stops
crease in schedule speed without necessity for any per mile, the time spent in stops is of the order of
increase in the maximum running speed. This results two and one-half minutes per mile—no less than 33 per
in a proportional decrease in the number of cars re cent of the whole schedule. A skip-stop plan that saved
quired to do the work, which in turn directly reduces even one-third of this to the passengers ought to be
several of the items that comprise the operating ex welcomed by them, and if they really understood the
penses, most prominent among these being platform facts there is hardly a doubt but that the innovation
costs. According to the last census report the latter would be welcomed.
item alone constitutes nearly 30 per cent of the oper
ating expense of the average electric railway, and as FARE INCREASES It is satisfactory to note that
the same thing applies to the charges for power, AND REASONABLE the Massachusetts Public Service
amounting to some 18 per cent more, nearly half of RETURNS Commission has authorized an
the operating expenses are reduced proportionately to other road in that State to charge 6-cent fares because
the increase in speed obtained by omitting stops, even at the former rate there had been an inadequate return
neglecting the savings in inspection, insurance, super on the stockholders' investment. Some interesting fig
intendence, and the like, which must follow a decrease ures are also cited in the decision, showing the traffic
in the number of cars. Since the operating expenses before and after similar increases in fares on other
average 60 per cent of the revenue, an increase of 10 roads. These figures show a falling off in number of
per cent in schedule speed, which may be reasonably passengers carried from 2 to 18 per cent in the seven
expected from the skip stop, will decrease at least one- roads mentioned. Of course this does not mean a loss
half of these expenses by 10 per cent, resulting in a in income; in fact, if the average fare increase in each
saving equal to 3 per cent of the gross revenue. This is case was 20 per cent or that from 5 cents to 6 cents it
almost one-third of the average net income for the would mean an increase in practically every case. Nor
street railways of the country, as shown in the last can we assume that the increased fare is the only cause
census, and it is an economy that is well worth the for the loss in traffic, although it might fairly be as
effort involved in its introduction. sumed to be an important reason. Presumably such a
loss will be temporary only and until the community
MEETING The proposed three months' trial served becomes accustomed to the higher price. Then
OPPOSITION TO of the skip stop on several lines the traffic will resume its normal volume, and the bene
THE SKIP STOP in Milwaukee is a most encourag ficial effect of the rate increase will be appreciable. It
ing sign that the time-saving idea is making headway. may be assumed that there is a more or less fixed volume
Of course, the fact that the Milwaukee authorities are of traffic which is normal for a given community at a
consenting to a short trial by no means establishes a given time. Reductions in rates of fare cannot mate
foregone conclusion that the skip stop will be perma rially increase this volume nor reasonable increases
nently adopted, but it does provide an entering wedge reduce it permanently. At the same time it must be
which is bound to exert a future influence even if the remembered that the traffic will only bear a certain
present experiment fails to achieve popular support. charge which is set by conditions of competition, in
This is an outcome that is by no means improbable in herent value of the service, etc. Along with increasing
view of the experience in Denver. Here the skip stop rates of fare must go amelioration of the tax and
was discontinued on one line by city ordinance, not other burdens carried by the utilities. When a company
withstanding the result of a referendum vote that later is practicing all possible operating economies and pro
showed 70 per cent of the affected householders to be viding for the future by proper depreciation allow
 342 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

ances, and cannot make ends meet, it is justified in Each nation wishes to be adequately represented
pressing for relief from financial loss in all directions in such a symposium of engineering progress, and
practicable. loyalty to country as well as to profession furnishes
an unusual incentive. We may therefore confidently
INTERNATIONAL ENGINEERING CONGRESS expect that the publications of the congress proceedh gs
Two hundred and thirty-nine papers in all are sched will furnish a valuable epitome of the present status
uled for presentation at the International Engineer of engineering throughout the world.
ing Congress which is to be held in San Francisco
during the week beginning Sept. 20. Of these, fifty- COURT DECISIONS AFFECTING LABOR
eight, or nearly 25 per cent, are from foreign countries, A very useful publication has come from the bureau
an indication that the congress will be truly interna of labor statistics in the form of a review of 1914 de
tional in character. England leads the list with fourteen cisions affecting labor. These cover at some length the
papers and with her colonies, twenty-three; Italy fol many new workmen's compensation statutes, employ
lows with ten papers, France with six, the Netherlands ment contracts, hours-of-labor laws, employers' liability
with five, Sweden and Japan with three each, Argentina, and related subjects.
Russia and Switzerland with two each, and Austria In reading the excellent summary that accompanies
and China with one each. This is a good showing in the decisions quoted, as well as in looking over the de
view of the distractions to which foreign engineers are cisions themselves, employers will be forced to a realiza
subjected at present. The topics favored by the foreign tion of the fact (if they have not already reached this
writers are municipal engineering, irrigation, railway conclusion) that we are now living under a new body of
engineering, electrical engineering, mechanical engi laws and judicial interpretations so far as workmen's
neering, mining engineering, naval architecture and compensation is concerned. Under the Michigan statute,
marine engineering, material of construction and water for example, it has been held that an employee who in
ways, in the order named. jured himself while running to punch the time clock
On page 329 of the issue of this paper for last when the noon whistles blew was entitled to compensa
week attention was directed to the titles of some of tion. The courts of the State have also held that a
the papers which are likely to be of great interest to workman leaving a roof for lunch at the invitation of his
electric railway men. These were selected from the employer and injured while coming down by a way of
programs of a number of sections of the congress. While his own choosing, while other uninvited employees came
there is no section devoted exclusively to electric rail down safely by another course, was within the protec
ways, papers of interest to workers in this field will tion of the act. The Wisconsin act was held to cover an
be delivered before several sections, such as those on injury to a workman on the way to the place of his
railway engineering, municipal engineering, mechanical employment. Compensation was allowed under the New
engineering, electrical engineering and metallurgy. Jersey act to a girl who was hurt while combing her
Among the list of names of writers well known in the hair to remove particles of wool acquired in the course
electric railway field are those of Sir Albert Stanley, of her employment in a mill.
general manager Underground Electric Railways A new twist in the fellow-servant doctrine, now modi
(London, England) ; George H. Pegram and W. F. fied or entirely changed by statute in several states, is
Reeves, engineers Interborough Rapid Transit Com found in a North Carolina case. There it was held that
pany J William Barclay Parsons, E. H. McHenry, H. S. the incompetence of a fellow servant was the cause of the
Putnam and H. F. Parshall (London, England), con liability of the employer, the court stating that a work
sulting engineers, and Prof. L. Luiggi (Rome, Italy), man assumed the risk of negligence of his fellow ser
former member Italian State Railway Board. vant but not of the negligence of the employer in select
The subjects considered by these authors are also so ing incompetent employees. Extended and developed as
varied as to include in a very comprehensive manner many decisions of this character have been, it may read
the general field of electric railway engineering. Thus, ily become a rule that injuries resulting from what it
transportation methods, considered broadly, are repre is easy to show is the "incompetence" of a fellow servant
sented by the papers of Sir Albert Stanley and Mr. are chargeable to the employer. Placing incompetents
Reeves, as well as by those on city planning and streets. in positions where they endanger other employees is evi
Track and way questions are treated directly by Mr. dently as unsafe as it is indefensible.
Pegram and indirectly by the papers on electrolysis and One of the Supreme Court decisions reported empha
electric welding by Professor Ganz and Mr. Auel ; heavy sizes the value of this review to electric railway man
electric traction by the papers of Messrs. McHenry, agers in particular. In this case (Smith vs. Texas)
Eaton and Hood; power stations by those of Messrs. the court held unconstitutional a Texas statute restrict
Parshall and Putnam and many papers on prime movers, ing the employment of railroad conductor to persons
boilers and station apparatus; and the broad problems of certain specified experience, it being decided that the
of utilities in general by the papers of President Hum requirements were arbitrary and unreasonable and so in
phreys and Mr. Willis of England. These, of course, violation of the fourteenth amendment. The applica
are in addition to the many other related topics in elec tion of this decision to laws which seek to prevent elec
tric railway engineering which will be discussed by tric railways from employing non-residents or others
authors of international reputation. who may be available during strikes is clear.
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 343

It is not so much, however, the direct application of DISARM THE YELLOW JOURNAL WITH FACTS
many of these decisions to the railway business that Newspaper reporters as a rule dote on the sensational
makes this review of great importance; it is the in side of any accident regardless of how trivial it may
sight given into the later interpretation of laws which be, but after all they are human and generally have the
change the whole structure of employers' liability and layman's viewpoint. This was clearly demonstrated re
workmen's compensation, define the responsibility of cently when two trains on the Elevated Railroads of
labor unions (as exemplified in the Hatters' case and Chicago came together in an insignificant collision at a
others) and put on a new basis such issues as were in point near one of the Chicago River bridges. An acci
volved in the interpretation of the Kansas statute which dent as slight as this would ordinarily have been in
sought to make it unlawful for an employer to require of stantly forgotten. Unfortunately, this trivial collision
employees that they should not be members of labor immediately followed the sinking of the steamer East
organizations. Justice Pitney's opinion in the latter land in the Chicago River, since which disaster the
case (Coppage vs. Kansas) is a veritable employers' bill Chicago public has been working under a nervous ten
of rights. sion that is reflected in every phase of the transporta
tion business. Newspapers took advantage of this sit
BROADER STANDARDS IN TRAINING MEN FOR uation and emphasized the sensational side of this col
PLATFORM SERVICE lision, dwelling upon what might have occurred if the
The new schoolroom of the Brooklyn Rapid Transit river bridge had been open and the car had been pushed
System, described elsewhere in this issue, is a splendid off the end of the structure.
example of effective co-operation between the trans Undoubtedly the yellow journalist made a deep im
portation and mechanical departments of that company pression upon his readers, but to counteract this Pres
in broadening the instruction of platform men. Time ident Budd of the Elevated Railroads immediately re
was when a man was declared a full-fledged motorman quested the manager of one of the prominent Chicago
or conductor on the strength of a week's platform train morning newspapers to send a reporter to examine the
ing under men who knew but little themselves. In those entire situation in detail. The request was granted and
days non-technical men in the transportation depart the reporter was taken in tow by the electrical engineer
ment were responsible for the curriculum, and but and the engineer of maintenance of way, and every
little thought was given toward achieving economical phase of the accident was carefully explained to him.
operation and avoiding the abuse of equipment. If the He was then taken to the site of the accident, where the
motorman made his schedules without accidents and various functions of the interlocking plants which pro
if the conductor gave an honest accounting, no more tect all bridges were carefully demonstrated, as well as
was expected of them. all the auxiliary protective devices which each plant
That these requirements must now be exceeded is controlled. Fortunately while the reporter was in the
evident from a survey of instruction practices devised tower a signal indicating that the bridge was to be
during recent years. The skeleton car and dummy opened was received. This, of course, necessitated the
stand have been supplemented by complete floor lay sequence of operations required to protect traffic before
outs of the standard equipments so that each part can the bridge could be turned from its normal position. As
be inspected and explained in detail; simplified wiring he watched these operations the reporter was deeply im
diagrams and demonstration boards have been devised pressed with the great number of protective devices in
to show the course of current from trolley to rail in an stalled to safeguard the public. Armed with these facts
interesting way; moving-picture scenarios have been he returned to his desk and worked up a half-column
written to point out the consequences of wrong and of article in the usual sensational style. The sensational
right operation; tracks have been built for trial runs feature in this case, however, consisted in showing how
and, as at Brooklyn, even full-section car models and mechanically impossible it was for a train to plunge
portions of track and line construction have been into the river, and how untruthful were the reports con
incorporated. tained in his competitors' newspapers.
The elaborate equipment which has been assembled This incident seems to indicate that when a news
by the Brooklyn company is not for the purpose of paper is not obsessed with the idea of disparaging pub
making expert mechanics of the platform men, but to lic utilities in general, the reporters and editors are
make them appreciate the correct use and value of the open to conviction. It is certainly a good policy for the
electro-mechanical equipment placed in their charge. railway managers to devote sufficient time and atten
If the new Brooklyn school will produce a larger pro tion to furnishing newspaper reporters, and in turn the
portion of men who can meet schedules without baking public, with the facts. It is particularly important that
armatures and make stops without excessive use of these facts be presented so as to be clearly understood
brakeshoe metal, the money that the school has cost will by the layman. As a rule a layman is more easily con
soon prove well spent. Yet the excellent work that this vinced by a demonstration, and undoubtedly so it is with
school can do for the benefit of the mechanical depart newspaper reporters, who cannot always be expected to
ment is but a trifle compared to the excellent results it understand a technical description given from the office
can achieve in lower energy consumption, in decreased desk. The reporter is liable to construe such a technical
number of accidents and in fewer interruptions to the description as "bunk" and proceed to write a sensational
service. story drawn from his own imagination.
 344 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

A Modern Railway School

In the New Surface Car Schoolroom of the Brooklyn Rapid Transit System the Operation and Equipment of
Each Important Type of Car Is Taught by Means of Full-Section Models—Moving Pictures
and a Miniature Trolley-to-Rail Demonstration Board of Original Design Are
Among the Instructive and Interesting Features

The Brooklyn Rapid Transit System completed this As first impressions are often lasting, the very
past spring, after nine months' work, a most ex entrance to the school has been laid out in a way that
tensive and modern surface railway school, chiefly for will place the students in a friendly and receptive mood.
the instruction of platform men. The location of the On entering the office of the supervisor of instruction
old school, at Fifty-eighth Street and Second Avenue, they will see some tastefully-grouped photographs which
was retained on account of the facilities on Second illustrate different features of B. R. T. employees' wel
Avenue for the road instruction of the men in connec fare work. Here, for example, they see the interiors
tion with their work at the school. The new school of the several welfare centers with their restaurants,
occupies approximately three times the space of the reading rooms, pool tables, bowling alleys, electric
former school, or more than 5000 sq. ft. of floor space. driers for clothing, etc. Thus they are impressed with
It comprises a conductors' room, motormen's room with the fact that the relations with their future employer
apparatus, and the office of the supervisor of instruc will have human as well as business aspects. Groups
tion. of safety campaign pictures framed uniformly serve
The installation is most attractive and substan to impress the new men that the physical well-being
tial, all layouts being of steel as far as possible, while and consequently the happiness of many passengers
all wiring is inclosed in conduit pipe. will lie largely in their care.

BROOKLYN SURFACE CAR SCHOOL—INSTRUCTION SLIDE TO BROOKLYN SURFACE CAR SCHOOL—INSTRUCTION SLIDE
SHOW POSSIBLE DANGER OF FORBIDDEN TALKS SHOWING HOW CONDUCTOR CAN AID PASSENGERS

The new school is the result of co-operation of the As each class of motormen or conductors is taken in
operating and mechanical departments throughout, hand by the supervisor of instruction he addresses
William Siebert, superintendent of transportation, them briefly on the scope of their duties, on the possi
designating E. C. Clarke, supervisor of instruction, in bilities of their future career, on the functions and
charge for the operating department, and W. G. Gove, value of the Employees' Benefit Association, and on
superintendent of equipment, designating 0. T. Kreus- the need for safe operation and courteous treatment of
ser as engineer in charge for the mechanical depart their patrons. The classes then go to their respective
ment, to design and care for the work involved. rooms for the instruction hereinafter described.
All construction was handled by the company, the
engineer of way and structure caring for the remodel Conductors' Room
ing of the building and heating, the line department The room for conductors is equipped with fifty-four
for the illumination, and the Fifty-second Street sur benches and desks of the public school type. It is
face shops for the makeup and installation of the equip devoted chiefly to instruction in fare collection, in the
ment and apparatus. preparation of reports, and in such other matters as can
The stationary equipment hereinafter described is not be demonstrated on the full-section car models in
to be supplemented by a specially designed and equipped the motormen's room. As accompanying views show,
instruction car which will be operated over the system the conductors' room has no other mechanical appara
on regular schedule, for any specific purpose or for any tus than two frames with cash and transfer registers
reinstruction found necessary at the different operating thereon, including ringing devices. The use of signal
depots. bells and cords is also shown. The register frames are
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 345

BROOKLYN SURFACE CAR SCHOOL—INSTRUCTION SLIDE

SHOWING HOW A WAGON MAY OBSCURE VIEW OF BROOKLYN SURFACE CAR SCHOOL,—INSTRUCTION SLIDE
PLAYING CHILDREN SHOWING CONDUCTOR'S CORRECT POSITION
WHEN PUNCHING TRANSFERS
mounted on the instructor's platform at the front of the
room. Behind him and on part of the side walls are not remain constantly on the platform or at the black
blackboards. Enlargements of the principal report boards but is always prepared to give individual in
forms used by conductors, such as the day sheet, gen struction to the more backward students. Moreover,
eral time slip and car-service time slip, are painted on all the pupils are supplied with a series of pamphlets
part of the side wall blackboards to permit the instruc whereby they can refresh their memories of the knowl
tor to illustrate his talk. The use of other forms, such edge gained in the classroom.
as accident reports, is also illustrated and taught to
the men. Motormen's Room
In addition to the instruction of this formal charac As the recruit motormen and conductors enter the
ter, a more attractive and unusual form of teaching is motormen's or apparatus room, they are likely to
afforded by the use of a series of stereopticon slides, be bewildered by an array of car equipment so exten
the room being equipped with a stereopticon machine sive that it looks like an electric railway convention
and spring roller curtain. These slides show enlarged exhibit on but a slightly reduced scale. Yet, a few
views of the register dials, the correct positions that minutes' inspection will convince the visitors that they
the conductor should assume in registering fares, in have before them an attractive as well as an instructive
issuing transfers and in assisting passengers to enter array of apparatus and equipment. In fact, news of
or alight. The slides also illustrate the need for con the very elaborate outfit of this school has brought to
stant watch of street conditions to avoid accidents to the room many car platform veterans who have come
persons and collisions or side-wipes with vehicles. Mov on their own time to get a clearer idea of the apparatus
ing pictures of the same tenor, including the now that they handle every day. On a recent day, for
famous "Price of Thoughtlessness," are also used. example, 120 regulars visited the school.
Although, as noted, the embryo conductors can be The motormen's room contains all the working ap
handled up to classes of fifty-four, the instructor does paratus, equipment and car sections beside the audi-

BROOKLYN SURFACE CAR SCHOOL—ONE SIDE OF THE CONDUCTORS' CLASSROOM SHOWING ENLARGED REPORT FORMS
 346 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

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BROOKLYN SURFACE CAR SCHOOL—PLAN OF NORTHERN H ALF OF SCHOOL LAYOUT SHOWING AUDITORIUM, FULL-SIZE
SECTIONS OF TWO TYPES OF CARS, FIFTEEN DRILL PLATFORMS, INSTRUCTOR'S PLATFORM, COMPLETE
FOUR-MOTOR OPERATING EQUIPMENT AND DISPLAY STANDS
AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 347

BROOKLYN SURFACE CAR SCHOOL—PLAN OF SOUTHERN HALF OF SCHOOL LAYOUT SHOWING CHIEF INSTRUCTOR'S
OFFICE, CONDUCTORS' ROOM, MODEL CENTER-ENTRANCE CAR, ELECTRIC TRACK SWITCH, SIG
NAL OUTFIT AND FULL-SIZE SECTION OF CONVERTIBLE CAR
 348 ELECTRIC RAILWAY JOURNAL [Vol. XLV1, No. 9

BROOKLYN SURFACE CAR SCHOOL—INTERIOR OP CONDUC BROOKLYN SURFACE CAR SCHOOL—CONTACTOR AND OTHER
TORS' CLASSROOM WITH STANDS FOR REGISTERS EQUIPMENT ALONGSIDE CENTER-ENTRANCE CAR

torium, which has individual seats for 120 persons, a vestibules and platforms are fitted with every part of
lecturer's platform and a moving picture booth and the equipment in its standard location, such as the
equipment for illustrating lectures. switch boxes, controller brake staff and ratchet, brake
valve, conductor's emergency valve, record card holder,
Full Section Car Models etc. Many of the items bear metal signs to accustom
As shown on the accompanying plan, immediately on the men to call things by their proper names so that,
entering the room the visitors will observe at their for example, a man will not refer to a contrivance as
left a series of three full-size sections of the general a wheelguard when he means a fender. The drills which
types of drop platform cars used in Brooklyn, com the recruits receive on these models help to teach them
prising the cross-seat convertible four-motor type car, their proper position on the cars and the correct opera
the semi-convertible closed two-motor type car, and the tion of controllers, brakes and circuit breakers, closing
open car. Each model is 10 ft. long, so that it com or fastening of platform gates, adjustment of fenders
prises not only a complete and operative vestibule but and wheelguards, and the use of the switch irons, foot
has also enough interior to show the seating arrange gong, conductor's emergency valve, etc., also the proper
ment, the location of register mechanism, signal cords, position and methods for the registration of fares and
the position of the sand box, transfer box, heater switch the transmission of signals.
and positions of most company announcements; also The wheel-guard equipment has also been compre
all bulkhead fittings, including curtains and the door hensively covered, showing the two different types used
mechanism. In the case of the convertible car, one in Brooklyn, and demonstrating their operation and the
side is shown with summer sash and the other with proper use of the emergency hooks during heavy snow
winter sash, while the open car has the regulation storms, or when the guard becomes damaged. The
standard running boards and guard bars which can be two standard types of fenders also are shown, and in
raised and lowered. This car also has a composite struction is given in their proper handling. The proper
platform equipment, representing the heavier open cars location and use of drawbars are also covered.
which have air brakes and pneumatic sanders in addi Three-Quarter Model of Center-Entrance Car
tion to the standard geared hand brakes, while the
lighter cars of this type are without air brakes and To teach the men the use of the center-entrance car
have mechanically-operated sand boxes. it was deemed desirable to build a three-quarter length,
While, of course, the models are not movable, the full-section model of the body in order to include the en

BROOKLYN SURFACE CAR SCHOOL—REAR OF THE AUDITORIUM, SHOWING THREE FULL-SIZE SECTIONS OF CARS AND
THE MOVING PICTURE BOOTH
 AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 349

BROOKLYN SURFACE CAR SCHOOL—SIDE VIEW OF THREE-QUARTER LENGTH CENTER-ENTRANCE CAR SHOWING LAYOUT
OF EQUIPMENT ALONGSIDE, SPECIAL TRACK AND STUDENTS' STAIRWAY AT THE REAR

tire well construction and the ramps leading therefrom. under the cars and consisting of the contactor box, re
In short, this model, which is built of steel, is a faith sistors, relays, air compressor, governor, tanks, brake
ful replica of an actual car except that a portion of the cylinder, slack adjuster, brake rigging, etc., is installed
seating is absent to give room for class instruction and beside the car on the floor in approximately the same
to permit the exposure of the electropneumatic opera relative positions that the parts have under the opera
tion of the doors. Further, the working of the door-oper tive cars. This permits ready inspection and examina
ating mechanism by hand or air is visible through the tion. Following the practice applied throughout this
screens which replace the usual steel casing at this room, each piece of apparatus is neatly finished in light
point, and a portion of the ceiling remains open to show colors and bears a metal sign with its name or identify
the duct and fan motor used in the vacuum ventilating ing number, like the following: "Contactor Box"; "Air
system. Reservoir, Drain Cocks and Safety Valve"; 1—"Control
Unlike the other models, this car is equipped with Resistance," 2—"Control Relay," etc.
all the electrical and pneumatic apparatus connected and The roof of the car is equipped with two trolley poles
working. However, all the equipment ordinarily used connected as in service, the entire equipment obtaining

BROOKLYN SURFACE CAR SCHOOL—THREE-QUARTER LENGTH MODEL OF CENTER-ENTRANCE CAR WITH AUTOMATIC
TRACK SWITCH IN FRONT AND SIGNAL MECHANISM ALONGSIDE THE FRONT HALF OF THE CAR
 350 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9
its current from a standard trolley wire overhead. The cars are operated over elevated tracks. As one of the
rear pole in addition has a sliding device, used in illustrations shows, the equipment includes a dwarf sig
connection with the electric track switch located ahead nal, two-arm semaphore and switch levers with me
of the car. chanical locks.
In the case of the center-entrance car, therefore, the
equipment is operated from the cab in such fashion Describing the Course of the Current
that when the students are on the floor they can see The demonstration board which has been devised to
what takes place in the main control and braking ap show the course of the current and the operation of
paratus. Further, they can see the workings of the the control equipment from the point of entrance at
several safety relays which prevent opening of doors the trolley wire to the point of return at the rail, is
when power is applied as well as the opening of the most ingenious and instructive. It is built of steel and
control current when doors are open. Other operations ebony-impregnated asbestos and is placed in the front
observed by the pupils are fare collection, door opera of the auditorium section on the lecturer's platform.
tion, response to door and buzzer signals, automatic The accompanying illustration of the front of the
control of heaters by means of the thermostat, proper board shows that it is laid out for a two-motor equip
use of switches, replacement of fuses, etc. ment with the usual appurtenances in miniature, all
suitably designated. The energy for operating the
Track Switch and Signal Instruction devices on the board and for its lighting effects, is ob
The use of the electric automatic track switch is tained by means of the trolley wire on the board and a
taught in connection with the operation of the center- standard K-ll controller with a special geared supple
entrance car equipment. A suitable area in front of mentary drum, carrying twenty-five fingers.
this car is paved and equipped with a complete operat It will be seen that by use of the trolley cord a mini
ing electric track switch. Placed on the wall to face ature trolley pole and stand of metal can be put in or

RROOKLYN SURFACE CAR SCHOOL—MODEL BOARD SHOWING THE COURSE OF CURRENT FROM THE TROLLEY TO GROUND

the motorman is the standard warning sign "Electric out of contact with the strip of copper which is the
Switch—100 ft.," used in connection with automatic source of all power supply. When the main switch is
switches. As the car itself cannot be moved, the rear in, energizing the trolley wire and the trolley wheel
trolley stand and pole are moved to produce the same placed against the wire, small cut lenses are illuminated
condition that arises when the current collector of a at the trolley pole and stand, showing the live condition
moving car enters the insulated section of the overhead of these parts. When the circuit breaker is cut in, the
contactor which is used in operating the automatic lamp at that point is lighted as well as the one at the
switch. The trolley stand is mounted on a ball-bearing fuse box, and when the controller is opened the slots
track and returns to its normal position automatically. representing the trolley fingers are also illuminated,
This movement of the trolley stand is obtained by means showing the live condition of all the various apparatus
of electropneumatic mechanism similar to that of the to that point.
center doors. This mechanism is operated by the in Near the base of the board are cross-sections of two
structor from a push button in the cab. four-pole motors which are also arranged with lenses
The students are shown that for straight rail the illuminated to various intensities. The shafts of these
car must be run over the switch without power, while sections are extensions of the shafts of real motors in
for taking the switch they should apply power only stalled behind the board. Each extended shaft carries
on the first point of the controller. The instructor a pinion which meshes with a corresponding gear. As
meanwhile presses the button provided, which causes the controller handle is turned, the slots inside the
the trolley pole to move past the contactor located on miniature controller are illuminated showing the vari
the trolley wire and to cause the track switch to throw ous combinations of connections in the controller and
automatically. Of course, the proper throwing of the motor armature and gearing. The connections made
switches by hand is also taught. in the real controller at each notch and the path of the
A portion of the space alongside the center-entrance current through the real, though concealed, resistors
model is employed for an exhibit of the signals which are ingeniously shown in the miniature controllers (the
are used on those portions of the system where surface covers of which are hinged) by adapting the punctured
 AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 351

roll principle of automatic piano players and by throw

ing lamps in or out of circuit by means of the contacts
on the supplementary drum.
This third drum in the operating controller is used
to secure the lighting, current flow and heating effects
shown on the front of the board. When so employed,
several banks of lamps behind the board are placed in
circuit, but their illumination cannot appear on the
front of the board because intervening brass screens
cut them off from all openings. These brass screens,
however, are perforated at such intervals that at each
notch of the controller the various slots, of which there
is one for each controller finger, are either covered,
shutting off the light, or uncovered, permitting light to
shine through and show the "live" condition. The
screens are moved mechanically by means of a pinion
and rack which is actuated through gearing on the
K-ll controller. The slots representing the fingers
have their connections painted and lettered so that the
path of the current from the energized fingers can be
readily traced out to the main cable through the resis
tors and motors. By the use of red lamps behind the
miniature resistors a simulation of their heating is ob
tained, each point of resistance having a separate BROOKLYN SURFACE CAR SCHOOL—DETAIL VIEW OF BOARD,
screened lamp put in or out by means of the supple SHOWING INSIDE OF MINIATURE CONTROLLER,
mentary drum at the proper time. The board is oper GEARING AND SECTION OF MOTOR
ated directly on the regular 550-600-volt circuit, and
the lamps used are 23-watt and 10-watt, with five or models and elevated above the floor is another feature
more in series. of the auditorium section. The special resistors neces
The demonstration board is supplemented by a dia sary to reduce the 550-600-volt current are located in a
gram on which the circuits and apparatus are shown housing under the booth and these, as well as the booth,
in heavy white lines against a faint outline of a two- are ventilated by means of a duct. A buzzer circuit
motor car to indicate the position of each piece of ap enables the lecturer to signal the picture operator con
paratus on the car. The diagram also bears the neces cerning changes in slides or films. A large spring
sary explanatory words and phrases to make it as clear roller curtain for images up to 12-ft. square is pro
as possible. vided over the lecturer's platform for use with the
A modern moving picture and stereopticon equipment stereopticon equipment.
with a steel and asbestos booth placed between two car
Demonstrating Motor
At the left of the instructor's platform is an opened
GE-800 motor with a K-ll controller, standard resist
ors, circuit breaker, ammeter and bank of lamps above
the breaker. A foot brake and brake drum are pro
vided to demonstrate with the help of the ammeter how
the energy consumption of the motor is increased when
it is running against brake friction.
As this motor is open the explanation of the function
of its various parts is understanding^ made. This
motor is also arranged to be operated as a generator by
permitting the armature to spin and then throwing the
circuit breaker and reversing the controller. Visual
evidence of generation is afforded by means of the lamp
bank which is momentarily lighted by the current gen
erated. The brush-holders and revolving armature as
well as all resistors are protected to prevent anyone
making contact with them.
Heaters, Fuses and Other Details
Directly in line with the demonstration motor is a
rack showing the company's different types of heater
switches, with and without covers. These are used to
teach the correct way of cutting heaters in and out in
operation. On the same stand and in electrical connec
tion with the switches are one cross-seat and one panel
heater.
On the opposite side of the same stand are mounted a
group of 150-225-300-amp cartridge and one-ribbon
type of motor fuse. Here the students are shown how
to insert fuses correctly and to distinguish between the
BROOKLYN SURFACE CAR SCHOOL—TEST EQUIPMENT WITH different sizes.
AMMETER AND BANK OF LAMPS TO ILLUSTRATE Boards are also provided on the columns for carry
USE OF MOTOR AS A GENERATOR ing the controller and air-brake handles used for the
 352 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

BROOKLYN SURFACE CAR SCHOOL—INSTRUCTOR'S PLATFORM BROOKLYN SURFACE CAR SCHOOL—DISPLAY OF DIFFERENT
WITH PORTION OF OPERATING FOUR-MOTOR EQUIPMENT STANDARD TYPES OF FUSE BOXES

students' dummy platform outfits hereinafter men piping are cut in section so that the instructor may de
tioned. Each handle is stamped with the number of scribe the internal operation and connections. This
its location, partly for convenience and partly to in equipment is used not only for the enlightenment of
culcate the student's mind with the absolute need for platform recruits but also for men from the mainte
orderliness. nance forces of the company.
Another display bench, 18 in. high, carries a complete
current-collecting outfit made up of a trolley base, pole, Drill Platform Instruction
harp, wheel and catcher. The instructor shows how For instruction in the correct handling of controllers,
emergency repairs can be made to current collectors fifteen drill platforms have been equipped with dummy
quickly and safely. The same bench has a geared hand geared hand brakes, controller, circuit breaker and foot
brake which is standard for Brooklyn cars, cut in sec gong, but with operative motorman's brake valves.
tion to show the features of its design, and a pneumatic The stands are so placed that all members of the class
sand box in operating condition. at drill can see every move of the instructor, whose
A more elaborate detail equipment is that of a com own stand comprises operating equipment throughout.
plete semi-automatic surface-car air-brake equipment Between the instructor and his class is installed a com
with live and dead levers, connecting rod, pneumatic plete four-motor car apparatus layout, including semi
sand box, slack adjuster, etc. All the apparatus and automatic air brakes, whereby the instructor demon

BROOKLYN SURFACE CAR SCHOOL—SPECIMENS OF THE DIFFERENT STYLES OF HEATER SWITCHES AND HEATERS USED
ON SURFACE CARS
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 35a

circuit; a double-face gage on the brake cylinder to

show the entire class how much air has been used in
different applications; a turnbuckle in one of the pull
rods to illustrate the working of the slack adjuster;
a system of double-faced signs to designate properly
every device; a complete car circuit of lights to illus
trate the distribution of the different lamps of each
circuit.
As most Brooklyn cars are equipped with semi-auto
matic air brakes and pneumatic sanders, instruction in
their safe and economical operation receives much at
tention. The instructor, therefore, takes special pains
to show the danger and waste inherent to excessive use
of air, particularly by making needless emergency appli
cations, as well as the proper methods in applying and
releasing brakes so that smooth and efficient stops will
be obtained.
Instruction in Telephoning
To educate the students in the correct use of the tele
BROOKLYN SURFACE CAR SCHOOL—SECTIONALIZED AIR phone, a standard pay station with slot machine has
BRAKE AND PNEUMATIC-SANDER EQUIPMENT been installed. This outfit is connected with a telephone
in the outer office so that a regular conversation can be
strates the different features of controller and brake conducted. The need for instruction of this kind, even
operation. on city systems, is illustrated by instances where ex
The trucks of the M. C. B. type are raised off the cited platform men have called up headquarters for a
floor and are equipped with two GE-800 motors, each wrecker or other service but before hanging up the
of which has been rewound for slow speed since they receiver have failed to mention the place where succor
are run without load. They operate with noiseless fiber was needed.
pinions. As the air brake is operative from the valves
on all sixteen platforms, a compressor of extra large Overhead and Way Signs
capacity is used. The brake equipment consists of To familiarize the recruits with the overhead and way
governor tanks, cooling coil, emergency valve, brake signs, standard steel placards are suspended from span
cylinder, slack adjuster and conductor's valve completely wires bearing such markings as the following: "Trolley
connected with the standard foundation rigging right Station" ; "Cars Will Not Pass On This Curve" ; "Sec
to the trucks. tion Insulator—Shut Off Power"; "Theater Stop";
To simplify instruction the following features have "School Stop" and the arrow signs which are placed at
been incorporated : Different colors for the various cir intersections to show what lines have the right of way.
cuits and air pipes; illumination for each point of the The meaning of the different signs is explained to the
screened resistors to show what resistance grids are in men during their course of instruction.

BROOKLYN SURFACE CAR SCHOOL—A CLOSE VIEW OF APPARATUS ALONGSIDE DRILL STANDS SHOWING THE SYSTEM
OF APPARATUS SIGNS
 354 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

Another Massachusetts Fare Increase

The Public Service Commission Grants a 6-Cent Fare to the Norfolk & Bristol Street Railway—The Reason
Given Is "Inadequate Return on the Stockholders' Investment"

The Massachusetts Public Service Commission issued The company is the successor of the Norfolk Southern
a decision on Aug. 19 granting to the Norfolk & Bristol Street Railway, organized in 1897 which went into a
Street Railway authority to establish a 6-cent fare unit receiver's hands in 1899, with liabilities at the time of
upon its lines, in accordance with the petition of the $493,000. The road was sold in 1901 to a syndicate in
company addressed to the board on March 12, 1915. cluding the National Shawmut Bank, Boston, and other
The present cash fare is 5 cents. The company further concerns. The total investment of the syndicate was
desired to charge 1 cent per transfer issued, but the $303,670, in March, 1902. The Norfolk & Bristol com
board refused to allow this. The decision is the third pany was organized in 1901 and purchased the road
of its kind within a year, the Middlesex & Boston Street from the syndicate for $345,000. It appears that the
Railway and the Blue Hill Street Railway being the amount of stock and debts of the new company exceeded
other companies to receive fare increases according to the replacement cost of the property by $8,000. A part
a well-defined policy of the commission, which recog of the property was also involved in the claims of other
nizes the importance of additional revenue in cases parties supplying rails and car equipment, totaling
where the petitioner demonstrates its necessity. about $21,000. In 1908 the company effected a cancella
The main line of the Norfolk & Bristol runs from tion of liabilities amounting to $147,168 by agreement
Norwood through Walpole, South Walpole and Foxbor- of note holders in order to float a new bond issue. Since
ough to Mansfield, with a branch from Foxborough to 1904 the present management has been in charge. Up
Wrentham and a shorter branch from Walpole to East to the present there has never been a fare increase, due
Walpole. This main line substantially parallels lines in part to the 5-cent fare provisions in some of the orig
of the New York, New inal grants of location. The population of the territory
Haven & Hartford Railroad, increased from 19,044 in 1900 to 28,721 in 1915, a gain
the total trackage covering of 50.8 per cent. The respective towns on the system
22.02 miles. All but 0.5 mile have the following populations by the 1915 State cen
is in the public streets. sus: Norwood, 10,970; Walpole, 5478; Foxborough,
In brief, the company's 4115;, Mansfield, 5765; Wrentham, 2393. No freight or
petition asked: express business is conducted.
1. To make the cash fare
6 cents within the limits of Operating Results
any fare zone. Since the beginning of operation the property has had
2. To charge 1 cent for hVrcnthai a total operating revenue, to June 30, 1915, of $1,003,-
every transfer issued. 012; operating expenses, $848,726; net operating reve
3. To sell ticket books con nue, $154,286; miscellaneous income, $2452; gross in
Mansfield come less operating expenses, $156,739, with a deficit in
taining fifty tickets each at Plainvi
$2.75 and books of 100 tick net divisible income of $18,191. The only dividends paid
ets for $5.50. At present have been two of 3 per cent in 1912 and 1913. Earnings
there are no tickets of this have been falling off since 1913, the gross operating rev
kind, but on certain routes LINES OF NORFOLK & enue then being $96,007 against $88,435 for 1915. The
round-trip tickets are sold at BRISTOL STREET RAILWAY accumulated deficit is $30,191. The total assets are
15 cents under restrictions. $488,714, and the company has a capital stock of $200,-
4. To sell for school children, entitled by law to half- 000 and funded debt of $200,000, with no outstanding
fare transportation, special ticket books containing notes. Since the date of the last bond issue (1909)
thirty-four tickets for $1 and strips of ten tickets for permanent additions have been made to the extent of
30 cents. At present strips of ten tickets are sold for $30,009, taken from surplus earnings.
25 cents. The book value of the permanent property is only
5. To issue transfers on the East Walpole branch be $21,627 per mile, a low figure in comparison with other
tween Lake Avenue, Walpole and the Norwood town Massachusetts companies. The engineering department
line, and vice versa, for a single fare plus the 1-cent of the board estimates the cost of the property at $449,-
transfer charge. 837, or only $24,000 less than the total permanent in
6. To establish fare limits providing for one zone on vestments reported in the company's balance sheet. The
the Wrentham branch with no transfer privileges, and board holds, as in the Middlesex & Boston and Blue Hill
to eliminate the zone between the Foxborough-Walpole cases, that the capital honestly and prudently invested
and the Foxborough-Mansfield town lines. must, under normal conditions, be taken as the con
After presenting the petition, the company, in con trolling factor in fixing the rates, and sets forth $400,-
ference with citizens of the affected towns, agreed to 000 as the amount upon which the return should be cal
modify the proposed schedule as follows : culated, in view of the fact that the failure of the com
In addition to the ticket books and school tickets, the pany to make adequate provision for depreciation does
company proposed to issue strips of ten tickets for 50 not appear upon the evidence to be due to the payment
cents, good for one ride within any fare limit when ten of unwarranted dividends or to mismanagement.
dered at a point which the car is scheduled to pass be The income record of the company from 1909 to 1915
fore 8.30 a. m., and between 5 and 7 p. m. inclusive shows a net divisible income ranging from
The company estimated that the changes proposed nothing to 6 per cent on the stock and averaging 3.27
would, if allowed, and if no decrease in traffic resulted, per cent over and above operating expenses and fixed
produce about $10,000 additional revenue per year. The charges. The commission states that "as they stand,
total operating revenue for the year ending June 30, these figures indicate an inadequate return on the stock
1914, was $93,978. holders' investment," but before determining the need
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 355

of additional revenue, the board considers a study of the year. The evidence does not indicate that the return to
operating expenses essential. This study shows that the stockholders, allowing for depreciation and an ac
the company's officers have devoted part time to the cumulation of proper surplus funds, would have been
management of the Norwood, Canton & Sharon Street adequate if earnings had been more nearly normal,
Railway, operating 6 miles of track in adjacent terri considering the effect of the financial depression. With
tory, and the Norfolk & Bristol road rents equipment to a steady increase in population in the territory served
the former at 1.5 cents per car-mile, while it actually and improving business conditions and with economies
costs the Norfolk & Bristol Street Railway at least 2.8 in operation or management it is possible, the board
cents per car-mile for maintenance. Pending an agree holds, that the company could in future earn an ade
ment no bills have been rendered the Norwood, Canton quate return without an increase in rates ; but the com
& Sharon. The commission points out that the com mission upon the evidence states that it would not feel
panies should reach a speedy agreement, effect a prompt justified in refusing an increase because of such spec
settlement and adjust their relations on a definite cash ulations. The opportunity to reduce rates at any time
basis for the future, so that the true operating ex if earnings prove excessive is always open. Upon the
penses and income may appear. Such agreements, in evidence, therefore, the commission finds that the need
the opinion of the board, should be in writing, and no of additional earnings has been demonstrated.
tice to that effect will be sent by the commission to all
the operating companies in the State. Other criticisms Effect of 6-Cent Fare on Traffic
are directed toward the company's methods of account The company's estimate of about $10,000 increased
ing, with the recommendation that an experienced book revenue from the proposed changes in fare and zones,
keeper be placed on the payroll instead of calling upon transfer charge and tickets, is based on the fares col
outside assistance. It is also held by the board that if lected in 1914, and is made up on the assumption that
the company's automobile equipment is confined to an the changes will not produce a decrease in traffic. The
existing runabout and a motor truck, eliminating from board calls attention to evidence that this assumption is
its expense account two touring cars garaged at the likely to prove incorrect by the following table of reve
manager's residence in Boston, about $1,750 per year nue passengers carried by seven Massachusetts electric
can be saved. A comparison is made in the decision of railways in the year before and in the year after the
the company's accounting and of the expenditures as de change was made:
termined by the Interstate Commerce Commission clas
Revenue Passengers Carried
sification, adopted in 1914. Issuance of vouchers in Before After
more detail i» also emphasized as desirable. Company 6-cent Fare 6-cent Fare
Blue Hill 1,680,543 1,525,154
Boston & Worcester 11,143,040 10,481,902
Maintenance and Depreciation Brockton & Plymouth 2,255,320 1,856,723
Concord, Maynard & Hudson 1,146,088 969,621'
An analysis of the maintenance expenses indicates Connecticut Valley 3,714,765 3,357,857'
Lexington & Boston 2,766,618 2,688,114
that on the whole adequate provision has been made for Newton & Boston 1,402,385 1,313,947
this purpose. Until 1915 the company had accumulated 1 Five months at 5 cents, seven months at 6 cents.
no depreciation reserve, as such, when $2,167 was so * Three months at 5 cents, nine months at 6 cents.
charged. The board points out that the rough rule of
allowing 20 per cent of operating revenue to cover main While there may have been other contributing causes
tenance and depreciation is particularly questionable in certain cases, the table supports the theory that a
when applied to a small road with relatively low gross 6-cent fare decreases traffic. The board considers that
earnings. The commission finds that despite the fact the company's estimates are on the whole reasonable.
that the company, out of its total net earnings has paid These assume that 40 per cent of the passengers will
only $6,000 in dividends to its stockholders and has use the workmen's tickets in the morning and evening,
apparently turned back more than $30,000 into the prop and that 25 per cent of the remainder will use the
erty, it appears that the property may have depreciated 5.5-cent tickets.
in value to the amount of nearly $110,000 as compared Approval of Increased Fare
with the investment of $400,000. Says the board : "The So far as the essential features of the petition are
accumulation of a depreciation reserve or surplus fund concerned, except with regard to a transfer charge, the
equal to the entire amount of the estimated depreciation board approves the proposed new schedule. Transfers
is perhaps more than good business policy necessarily are not to be issued at an additional charge, the board
requires; but the evidence demonstrates, we think, that holds, because the total length of ride which can be se
while the Norfolk & Bristol has made some provision for cured with the use of a transfer is no longer than can
depreciation, it has not made due provision." be secured on other parts of the system, where cars are
routed through.
Need of Increased Revenue Demonstrated Relative to the sale of tickets, the commission holds
The inspection department of the board estimates that the company should issue books containing eight
about $14,000 as the average expenditure which should een tickets for $1, so that regular patrons may have the
henceforth be made each year for several years in order opportunity, upon payment of a comparatively small
to maintain tracks and overhead structures in a safe sum, to secure transportation at a somewhat lower cost
and proper condition, and about $11,000 for maintenance than the transient rider. The use of ticket books con
and depreciation of equipment. It appears that for the taining fifty rides for $2.75 is also permissible. The
past two years, if the company had expended $25,000 board approves the reduction in the number of fare
a year for maintenance and depreciation, it would have zones on Wrentham branch from two to one, with the
shown a deficit during that period of $2,263. In order abolition of the present transfer privilege between the
to make up this deficiency and to permit of a 6 per cent Mansfield-Foxborough and the Foxborough-Walpole
return to its stockholders, says the decision, the com town lines, the company holding the view that the dis
pany must show an increase of more than $13,000 over tance is not long enough to justify a two-fare zone at
its average net earnings for the past two years. With 6 cents. In the board's opinion, the necessity for the
the possible economies in operation indicated the com other changes in zones and transfer facilities is not
pany would appear on this basis to be entitled to an demonstrated. The decision is to take effect within
additional revenue of something more than $10,000 a thirty days.
 356 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

Cleveland Builds Four Operating Stations

Attractive Trainmen's Quarters, Commodious Running Repair Shops and Loop Storage Yards Are the Principal
Features of These $225,000 Layouts, of Which the Superior Avenue Station Is Described

In its operating station rehabilitation the Cleveland tation is complete. The St. Claire Avenue station was
(Ohio) Railway has adopted loop-yard tracks and out completed about two years ago. The Superior Avenue
side car storage in preference to inside car storage. station has just been finished, and similar stations at
The loop-yard tracks are a unique feature and have been Harvard Avenue and Fifty-fifth Street, and at Denison
found very advantageous from an operating standpoint. Avenue and Seventy-third Street will be constructed in
The shops for making running repairs at these stations the near future. Each outside loop storage yard is de
are more extensive than those usually installed at such signed to store 193 cars, but sufficient area has been
points, and greater attention than usual has been paid to included in each property so that this capacity can be
the architectural appearance of these stations, as most materially increased. In general, the loop storage yards
of them are in residential districts. Finally, a great occupy the rear of the property, with the operating sta
many conveniences for the trainmen were included in tion and the running repair shop near the track en
these buildings, and their interiors resemble in arrange trances. The loop storage yard arrangement provides
ment and pleasing appearance the rooms of a private entrance at one side of the yard and exit at the other,
club. and the car movement in the yard is always in one direc
tion. The general layout of the Superior Avenue station
Reasons for Principal Features is shown in one of the accompanying illustrations.
Attractiveness, because the buildings were erected in It is of particular interest to note that expert knowl
residence districts, and permanency, because that class edge of real estate values was employed when the sites
of construction has been found most economical, were for these new operating stations were purchased, as
the fundamental features which governed the design. well as when the old ones were sold. While the business
Locations in residential districts or on property certain of the company is primarily that of railway operation,
to develop into them, were selected because they would it has made it a policy to endeavor to collect profits from
afford homes for the trainmen near at hand. In addi other sources. This has been particularly true of past
tion, dwellings are quite certain to spring up near the real estate purchases for carhouses and shops, which at
end of a line, the best location for a carhouse, and in the present time have greatly enhanced values. The site
the end contribute to the patronage of the service. Out purchased for the Superior Avenue station included 10
side storage was adopted because the management be acres in what was originally a gully of little real estate
lieved that the interest on the unit price of inside stor value. At the time of the purchase, however, the com
age would more than care for the reduction in paint pany had in mind disposing of the waste track excava
life and other supposed disadvantages of this method of tion and, in time, filling the gully to the level of the
storing cars. The management also felt that since cars surrounding property. This has been accomplished dur
were on the streets practically eighteen hours each day, ing the last few years, and, because of the improved
it was not essential to house them for the six remaining condition, the rapidly enhanced real estate values in the
hours, particularly when land for yards could be pur surrounding property has netted a handsome return to
chased at a reasonable price. The attractive quarters the company. In fact, it has received offers for small
for the trainmen conform to the policy of this company. parts of this property which would much more than
Four operating stations similar in design to the Supe reimburse it for the original price paid for the entire
rior Avenue station will be constructed before rehabili tract. At the same time the location is central for the

CLEVELAND OPERATING STATIONS—FRONT VIEW OF SUPERIOR AVENUE STATION BUILD1NC

AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 357

EUctric Ily.Journal

CLEVELAND OPERATING STATIONS—CROSS-SECTION OF REPAIR AND INSPECTION SHOP BUILDING

CLEVELAND OPERATING STATIONS—GENERAL LAYOUT SUPERIOR AVENUE YARD AND BUILDINGS

CLEVELAND OPERATING STATIONS—PLAN OF REPAIR AND INSPECTION SHOP BUILDING

 358 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

"*——H
urtu' Office
1 Covu OoiltagI if
I Ccmunl Floor £ IBuse
I '
ir
liiimTiimTiiiiii'i.
tt #07Locker
Double Locfcerrf*-
Room
Cement Floor & Uuav Cove Celling
[iniiiiiiiiiiiiifiiiiriiiiiiiii

-j.i 1 1 n 1 1 in ii I in n

Dispatcher's OCQce
| OemLtit floor * Base Core Celling

_ _y Report_Iloom_ J
TiTTkToot **wJiaico7-
] ,
yjT

CLEVELAND OPERATING STATIONS—FIRST-FLOOR PLAN OF SUPERIOR AVENUE STATION

track department, consequently an economical point site side of the property. A small loop passes around
from which to dispose of waste excavated material. The the operating station building at the front of the prop
company believes that the cost of improving the prop erty and serves to turn the Superior Avenue cars in
erty has been more than made up in the savings to the regular service, this being the end of the line.
track department. The operating station is a two-story structure, 50 ft.
x 110 ft. in plan, and the repair shop is a one-story
General Layout building, 140 ft. 3 in. x 208 ft. in plan, with a partial
The Superior Avenue operating station occupies a second floor and basement. The floor plans of both of
tract of land approximately 300 ft. wide by 1500 ft. these buildings are shown in the accompanying illustra
deep. Wye-track entrances lead in from Superior Ave tions. The station is a thoroughly fireproof, brick, con
nue on each side of the property and form ladders for crete and steel structure in which there is no exposed
the tracks leading into the running repair-shop bays. steel other than the stairway, windows, doors and fur
From these the entrance tracks connect to the six loop niture. The shop building is also a brick, concrete and
storage tracks which occupy the rear of the property. steel structure, but the beams and columns supporting
Cars enter the yard from the corner of Indiana and the roof are exposed. A complete sprinkler system is in
Superior Avenues and leave by the tracks at the oppo- stalled in the shop, however, and this protective feature

CLEVELAND OPERATING STATIONS—GENERAL VIEW OF TRACK ENTRANCES TO SHOPS AND YARD

 AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 359

u"tl
LJ
□
4^ —i-
V N/Ourd Room^ v 1
Tile Floor ft Wainscot 4 o'High Fool RHIard
Tabic
W
100
Table

Barber Shop .
II,— <t-
Blllard Itoom
Tilr h loor £ Wainscot 1 1 tug*
3a s
1 - ■—Future
•« Fctare
«
-W-, Fool Billard
1 Table Table
tteiu-ing Room
Div. Supt'a Office TUe KloorJt Walnscut Vft High
Cement Floor & Base
Of.; Table p x
B- * 1
TJ

CLEVELAND OPERATING STATIONS—SECOND-FLOOR PLAN OF SUPERIOR AVENUE STATION

makes this a building upon which the minimum insur ganese center special work. The yard is lighted with
ance rate was obtained. 500-watt Mazda lamps suspended at 60-ft. intervals
Aside from the two large buildings there are a pump from the span wires. Reinforced-concrete trash bins
house and a concrete water storage well, both used in between and beside the yard tracks were also provided
connection with the monitor fire-protection system in at convenient intervals so that it would be unnecessary
the open storage yard. The pump is electrically oper to litter the yards when cars were cleaned.
ated and automatically controlled, and has a capacity
of 1000 gal. per minute at 125-lb. pressure. The Operating Station Details
grounds surrounding the operating station have been Essentially the operating station was planned as a
parked, while the track entrances flanking this area have division headquarters and includes dispatcher's, cash
been paved level with the top of rails with limestone ier's and division superintendent's offices. The portion
screenings. The overhead construction was carefully of the building occupied by these, however, is small as
planned to obtain permanency with the minimum num compared with that devoted to the convenience and wel
ber of poles. Tubular steel poles and span-wire con fare of trainmen. The cashier's and dispatcher's offices
struction were used throughout the layout. The tracks are in one end of the first floor of this structure, while
are laid with standard A.S.C.E. 80-lb. rail and man the remaining portion is divided into a handsomely

CLEVELAND OPERATING STATIONS—REPAIR-SHOP BAY SHOWING CHARACTER OF CONSTRUCTION

 360 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

CLEVELAND OPERATING STATIONS—VIEW OF BILLIARD CLEVELAND OPERATING STATIONS—VIEW OF SCHEDULE

ROOM ON SECOND FLOOR ROOM WITH METAL FURNITURE
furnished tile floor lobby, from which entrances lead In round numbers 200 trainmen work out of this
into large toilet and locker rooms and a trainmen's station, and the club-room features are under their con
schedule room. The space on the second floor is devoted trol. Certain nominal charges are made, and these are
to club rooms, with one corner serving as the superin collected by the barber, who also cares for the club
tendent's office. On this floor are card room, barber rooms. This money is turned over to the dispatcher
shop, billiard room, rest room, reading room and shower who, in all cases, is the treasurer of the club and under
baths. Some of the more important rooms are shown in a $500 bond. Each club has a president and secretary
the accompanying illustrations. They are attractively elected to office, but it was deemed advisable that the
finished in every detail and furnished with artistic all- dispatcher should be treasurer. A charge of 5 cents a
metal furniture. The floors and wainscoting are of red night is made for the use of the cots in the rest room,
square tile laid with black mortar. The lighting scheme there being fourteen in all. The barber is paid $18 a
is of both the direct and the semi-indirect types. A week for his services in caring for the club rooms,
complete outfit of lockers for both the operating station showers and beds. He usually runs a small stand where
and the repair shop was furnished by Merritt & Com cigars and candies may be had. With this and his
pany of Camden, N. J. The metal furniture was pur barber work, he earns some money in addition to his
chased from the Art Metal Construction Company of weekly wage. A charge of 1 cent a cue is made for
Jamestown, N. Y. the use of the billiard tables, and a record of the col
In connection with the operating side of this station lections for this is kept on a register. The company
it is interesting to note that the cashier, in addition to furnishes the billiard tables and twenty-four cues, and
handling the trainmen's supplies and turn-ins, also acts the employees keep them in repair.
as a clerk to the dispatcher. The dispatcher, in turn, is
the car-mileage accountant who keeps a careful record Running Repair Shop
of the mileage made by each of the cars operating out This building is divided into three bays, one serving
of his station. This is a very important duty because for inspection purposes, another for running repairs
under its contract with the city the earnings of the and the third for car washing. Occupying a portion of
Cleveland Railway are based upon the car-miles run. the repair bay is a stock room where the repair parts
This station operates regularly 101 cars, consisting of are under the supervision of a clerk. A machine shop,
fifty-eight motor cars and forty-three trailers. an oil room and a boiler room containing the heating
plant of the shop building and the operating station also
occupy space in this bay. The repair shop of this sta
tion was made somewhat larger than those contem
plated for the other stations, as it was intended to be
a branch of the general repair shop. Light repairs to
cars from the other operating stations will be made.
Included in the repair-shop equipment are one No. 2
Bridgeport wet and dry grinder, one 20-in. 8-ft. engine
lathe, one 20-in. vertical drilling machine, one power-
driven hack saw, one 26-in. power-driven hand saw, a
forge and an anvil. Facilities for handling repair parts
include a pit jack for motors, three 12-in. air hoists
employed in lifting car bodies and removing trucks, two
revolving jib cranes, one at each end of the shop, used
in general movement of materials, and a motor-driven
air compressor installed in the basement to supply air
to the pneumatic hand tools and air hoists. A complete
oil pump and tank equipment furnished by the Milwau
kee Tank Works was installed in the oil room.
Both the repair and inspection bays are built with
CLEVELAND OPERATING STATIONS—VIEW IN STATION concrete floors and pits extending the full length of
LOCKER ROOM the bay under each track. These pits are constructed
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 361

with 7-in. plain girder rails spanning the interval be

tween 4-in. H-column supports. The tracks in the in
spection bay are on 17-ft. 2y2-in. centers, a spacing
which provides liberal aisles along the walls between
the tracks.
All tracks in the repair shop are through tracks, en
tering each bay through openings equipped with double
wooden swinging doors. A liberal number of Drouve
skylights equipped with Swartout ventilators furnish a
uniform natural illumination. Artificial illumination
is supplied by 60-watt tungsten lamps suspended on
drop cords. The trolley wire is made continuous
through the bays and the usual wooden trolley-trough
construction is used. Heat in the repair shop is fur
nished through pipe coils mounted on racks, while in
the operating station there are ornamental cast-iron
radiators. Steam is supplied from the central boiler in
the repair shop, and the system is of the vacuum type
with Dunham vacuum traps for each radiator. TEXAS HURRICANE— 100-FT. BREAK NEAR ISLAND END OF
The partial second floor in the repair shop bay over GALVESTON CAUSEWAY APPROACH
the storeroom is given over to locker and toilet rooms
for the shop employees. A portion of the second floor,
however, is used for storing the Peter Smith Heater Texas Hurricane Damage
Company's hot-air heaters during the summer months. The coast of Texas was swept on Aug. 16 by a tropical
This storeroom opens into the car washing bay, where hurricane, considered the most severe in the history of
a hoist is provided to raise the heaters to the storeroom. Gulf storms. A gale which at times reached a velocity
In connection with the washing and cleaning system of 90 miles, took a heavy toll of lives and wrought prop
it is interesting to note that the outsides of all cars are erty damage which it is impossible accurately to esti
washed every three or four days and the cars are thor mate. The storm centered at Galveston, but much dam
oughly washed on the inside every two months. Of age was reported as far north as the central part of
course, the usual sweeping and dusting done each night the State. Interurban and city railway service was
is also a general practice. In connection with the regu demoralized along the coast.
lar method of cleaning, however, two types of vacuum About two o'clock on the afternoon of Aug. 16 an
cleaners are being installed for test at this station. interurban car loaded with passengers attempted to
Both of these cleaners are of a stationary type, one leave the island for Houston. The car proceeded nearly
being furnished by the Spencer Turbine Cleaner Com to the lift bridge in the center of the causeway over
pany, Hartford, Conn., and the other by the United Galveston Bay when a section crumbled and 2000 ft.
Electric Company, Canton, Ohio. If these installations was swept away by the current. The car rolled to one
prove satisfactory it is contemplated that the vacuum side, but remained partially in the breach. Most of
method of cleaning cars will be extended to include all the passengers escaped without injury. A single-track
the stations on the system. trestle over Galveston Bay is being discussed by rail
The several departments interested in this operating road and traction men, as it would not take as long to
station installation supervised the design and construc build the trestle as to repair the causeway.
tion work. Terence Scullin, master mechanic, was in The city of Houston fared little better than Galveston
charge of the shop layout; C. H. Clark, engineer main as to wires and poles. In Waco all street cars were re
tenance of way, was in charge of track construction ; L. routed to avoid passing a seventeen-story building
P. Crecelius, electrical engineer, was in charge of the around which the storm seemed to converge.
electrical layout, all work being under the general direc The Southwestern Traction Company, operating be
tion of J. J. Stanley, president. The building design tween Belton and Temple, suffered only from trouble
and construction work, however, were under the super caused by wind. The entire damage to all the traction
vision of David W. Morrow, of the firm of Morrow & interests, excluding loss of revenues, is unofficially esti
Cross, civil and architectural engineers. mated at $700,000.

TEXAS HURRICANE—VIEW OF THE GALVESTON CAUSEWAY, SHOWING WRECKED INTERURBAN CAR

 362 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8. 1915 American Association News OCTOBER 4 TO 8. 1915

Convention Program Includes Addresses by Governor H. W. Johnson, Ex-Senator Jonathan Bourne, Jr.,
Bion J. Arnold, Jesse W. Lilienthal, Paul Shoup, Prof. H. R. Hatfield, Prof. Carl C. Plehn and
Messrs. Winslow and Teesdale, of the U. S. Forest Products Laboratory

PROGRAM FOR THE CONVENTION man Board of Supervising Engineers, Chicago Trac
The following program has just been announced by tion, Chicago, 111.
Secretary E. B. Burritt. It is still subject to revision. General discussion.
Reports of committees (continued) :
Program of American Association (b) Taxation matters,
Monday, Oct. 4 (c) On recommendations contained in the presi
9.30 a. m. to 5 p. m. dent's address,
Registration and distribution of badges at booth, lobby (d) Resolutions,
of Native Sons of the Golden West Building. (e) Nominations.
Tuesday, Oct. 5 Unfinished business.
9.30 a. m. to 12.30 p. m. Election of officers.
Address of welcome, by Hon. Hiram W. Johnson, Gov Installation of officers.
ernor of California. Adjournment.
Annual address of the president. Friday, Oct. 8
Annual report of the executive committee. 3 p. m., Exposition Grounds
Annual report of the secretary-treasurer. Presentation of testimonial from the Panama-Pacific
Appointment of convention committees: Exposition Company, commemorative of the 1915
(a) Resolutions, meeting, by exposition officials.
(b) Nominations, (Particulars to be announced.)
(c) Recommendations contained in president's
address.
Reports of committees: Program of Accountants' Association
(a) Subjects, Monday, Oct. 4
(b) Education, 9.30 a. m. to 5 p. m.
(c) Representing association at the American Registration and distribution of badges at booth, lobby
Good Roads Congress, of Native Sons of the Golden West Building.
(d) Valuation, Monday, Oct. 4
(e) National joint committee on overhead and un 2 p. m. to 4.30 p. m.
derground line construction. Annual address of the president.
Address on "Welfare Work," by Jesse W. Lilienthal, Annual report of the executive committee.
president United Railroads of San Francisco, San Annual report of the secretary-treasurer.
Francisco, Cal. Appointment of convention committees1.
General discussion. (a) Resolutions,
Reports of committees (continued) : (b) Nominations.
(f) Company membership, Reports of committees:
(g) Company section medal, (a) Standard classification of accounts,
(h) Federal relations, (b) Accounting definitions,
(i) Anthony N. Brady medal, (c) Representing association at convention of rail
(j) Compensation for carrying United States mail. road commissioners,
Wednesday, Oct. 6 (d) Education,
9.30 a. m. to 12.30 p. m. (e) Freight and express accounting,
Reports of committees: (f) Passenger accounting,
(a) Electrolysis, (g) Joint report, passenger and freight and ex
(b) Ways and means, press accounting.
(c) Company sections and individual membership, 4.30 p. m. to 5 p. m.
(d) Dues of company section members, Joint session with Transportation & Traffic Association
(e) Changes in constitution and by-laws, Report of committee:
(f ) Relations with State and sectional associations, (a) Transportation-accounting.
(g) Public relations. Tuesday, Oct. 5
Address on "Government Ownership," by Ex-United 2 p. m. to 4 p. m.
States Senator Jonathan Bourne, Jr. Address (topic to be announced), by Prof. H. R. Hat
General discussion. field, University of Chicago.
Reports of committees (continued) : Paper on "The Merits of Prepayment Cars from the
(h) Operation of motor vehicles, Viewpoint of the Accounting Department," by R. J.
(i) Aera advisory, Clark, comptroller Metropolitan Street Railway, Kan
(j) Insurance, sas City, Mo.
(k) Standards for car loading. 4 p. m. to 5 p. m.
Thursday, Oct. 7 Joint session with Claims Association
9.30 a. m. to 12.30 p. m. Report of committee:
Reports of committee: (a) Claims-accounting.
(a) Cost of passenger transportation service, in Wednesday, Oct. 6
cluding report of Bureau of Fare Research. 2 p. m. to 3 p. m.
Address on "The Foundation Principles of the Valua Joint session with Engineering Association
tion of Electric Railways," by Bion J. Arnold, chair Reports of committees:
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 363

(a) Engineering-accounting, Wood Preservation to Electric Railways," by Messrs.

(b) Life of railway physical property. Winslow and Teesdale of the Forest Products Labora
3 p. m. to 5 p. m. tory, United States Department of Agriculture, Madi
Changes in constitution and by-laws. son, Wis.
Address on "Treatment of Charges for Rent of Tracks Reports of committees:
and Facilities and Rent of Equipment," by Paul (c) Heavy electric traction,
Shoup, president Pacific Electric Railway, Los An (d) Standards (on recommendations contained in
geles, Cal. above report),
Address on topic to be announced, by Prof. Carl C. (e) Electrolysis.
Plehn, University of California. General Business.
Reports of convention committees: Report of convention committee:
(a) Resolutions, (a) Resolutions,
(b) Nominations. Report of committee on nominations.
Election of officers. Election of officers.
Installation of officers. Installation of officers.
Adjournment. Adjournment.
Friday, Oct. 8 Friday, Oct. 8
See program of American Association. See program of American Association.

Program of Engineering Association Program of Claims Association

Monday, Oct. 4 Monday, Oct. 4
9.30 a. m. to 12.30 p. m. 9.30 a. m. to 12.30 p. m.
Registration and distribution of badges at booth, lobby Registration and distribution of badges at booth, lobby
of Native Sons of the Golden West Building. of Native Sons of the Golden West Building.
2 p. m. to 5 p. m. 2 p. m. to 5 p. m.
Annual address of the president. Annual address of the president.
Annual report of the executive committee. Annual report of the executive committee.
Annual report of the secretary-treasurer. Annual report of the secretary-treasurer.
Appointment of convention committee: Appointment of convention committees:
(a) Resolutions. (a) Resolutions,
Reports of committees: (b) Nominations.
(a) Lightning protection, Reports of committees :
(b) Standards, (a) Accident prevention board,
(c) Power distribution, (b) Employment,
(d) Standards (on recommendations contained in (c) Ways and means.
above report). Paper on "Automobiles," by S. B. Hare, claim agent
Tuesday, Oct. 5 Altoona & Logan Valley Electric Railway, Altoona,
2 p. m. to 3 p. m., joint session with Transportation & Pa.
Traffic Association. Written discussion.
Reports of committees:
(a) Block signals for electric railways, Tuesday, Oct. 5
(b) Standards (on recommendations contained in 2 p. m. to 4 p. m.
above report), Paper on "Standardization of Claims Statistics," by E.
(c) Joint sub-committee on block signal rules, E. Slick, claim adjuster Union Traction Company of
(d) Transportation-engineering. Indiana, Anderson, Ind.
3 p. m. to 5 p. m. Written discussion.
Reports of committees: 4 p. m. to 5 p. m., joint meeting with Accountants'
(a) Equipment, Association.
(b) Standards (on recommendations contained in Report of committee:
above report), (a) Claims-accounting.
(c) Buildings and structures, Wednesday, Oct. 6
(d) Standards (on recommendations contained in 2 p. m. to 3 p. m., joint session with Transportation &
above report). Traffic Association.
Wednesday, Oct. 6 Report of committee:
2 p. m. to 3 p. m., joint session with Accountants' Asso (a) Claims-transportation.
ciation. 3 p. m. to 5 p. m.
Reports of committees : Changes in constitution and by-laws.
(a) Engineering-accounting, Paper on "A Card Index and What It Means," by J. J.
(b) Life of railway physical property. Reynolds, claims attorney Boston Elevated Railway,
3 p. m. to 5 p. m. Boston, Mass.
Reports of committees: Written discussion.
(a) Constitution and by-laws, Thursday, Oct. 7
(b) Power generation, 2 p. m. to 5 p. m.
(c) Standards (on recommendations contained in Paper on "Safety and Its Relation to Conservation," by
above report), B. F. Boynton, claim agent Portland Railway, Light
Thursday, Oct. 7 & Power Company, Portland, Ore.
2 p. m. to 5 p. m. Written discussion.
Reports of committees: General business.
(a) Way matters, Reports of convention committees:
(b) Standards (on recommendations contained in (a) Resolutions,
above report). (b) Nominations.
Paper on "Some Factors Affecting the Application of Election of officers.
 364 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

Installation of officers. claim agent of the same company, and George H. Har
Adjournment. ris, general superintendent San Francisco-Oakland
Friday, Oct. 8 Terminal Railways, Oakland, Cal. The names of the
See program of American Association. members of the Manufacturers' Association committee
were printed on page 319 of the issue of the Electric
Program of Transportation & Traffic Association Railway Journal for Aug. 21.
Monday, Oct. 4
9.30 a. m. to 12.30 p. m. COMMUNICATION
Registration and distribution of badges at booth, lobby
of Native Sons of the Golden West Building.
2 p. m. to 4.30 p. m. Dangers of the Jitney
Annual address of the president. Garford Motor Truck Company
Annual report of the executive committee. Lima, Ohio, Aug. 18, 1915.
Annual report of the secretary-treasurer. To the Editors:
Appointment of convention committees: So long as the jitney movement is confined largely to
(a) Resolutions, the second-hand motor car or prompted from a deter
(b) Nominations. mination to get even with the public service corpora
Reports of committees: tions, there cannot be much assurance of permanence.
(a) Rules, The feeling of being imposed upon and a spirit of re
(b) Construction of schedules and time-tables, venge may induce a part of the public to endure hard
(c) Definitions. ships, exposure and risks in cheap, poorly-constructed
4.30 p. m. to 5 p. m., joint session with Accountants' and wornout equipment, but before long the same peo
Association. ple will become dissatisfied with such service and will
Report of committee: no longer be willing to be pushed around in crowds
(a) Transportation-accounting. while waiting on sidewalks for the privilege of riding
Tuesday, Oct. 5 home in a motor car.
2 p. m. to 3 p. m., joint meeting with Engineering Asso The progress of motor-bus transportation, whether
ciation. in the hands of public service corporations or in the
Reports of committees: hands of private individuals and known as the jitney,
(a) Block signals for electric railways, depends upon the following among other conditions:
(b) Standards (on recommendations contained in 1. Regularity and dependability of service.
above report), 2. Improvement of street conditions in the average
(c) Joint sub-committee on block signal rules, city to insure the lowest cost of maintenance; other
(d) Transportation-engineering. wise, the cost will be excessive.
3 p. m. to 5 p. m. 3. Selection of equipment from careful study of re
Report of committee: quirements in order to insure comfort and safety equal
(a) Standards. to that offered by the competitive service.
Paper on "Relation of Electric Railways to Agriculture," We hold public service corporations responsible for
by Paul Shoup, president Pacific Electric Railway the safety of their passengers, and why should not the
Company, Los Angeles, Cal. individual who attempts public service work be required
Wednesday, Oct. 6 to safeguard his patrons? He should be held responsi
2 p. m. to 3 p. m., joint session with Claims Association. ble, and his responsibility should be beyond any question
Report of committee: of doubt. Every street car is constructed with an al
(a) Claims-transportation. lowance of safety beyond any possible occupancy. The
3 p. m. to 5 p. m. placing of passenger-carrying bodies, with seating ca
Changes in constitution and by-laws. pacities of from ten to fifteen people and standing room
Reports of committees: for as many more upon a second-hand pleasure car
(a) Freight and express traffic, chassis or equipment, originally built for a maximum
(b) Passenger traffic. load of four to seven passengers, and bodies not more
Thursday, Oct. 7 than one-third to one-half the weight of the bus bodies,
2 p. m. to 5 p. m. endangers life and should not be allowed. These condi
Reports of committees: tions now exist wherever the jitney movement is under
(a) Fares and transfers, promotion, and in the end must prove disastrous.
(b) Training of transportation employees. We would quickly condemn the public service corpora
General business. tions were they to offer the public such a conglomera
Reports of convention committees: tion of unsightly and unsafe equipment as may now be
(a) Resolutions, seen upon the streets of many of our cities. I do not
(b) Nominations. mean to discourage the movement, but I believe we
Election of officers. should be fair to ourselves in demanding safety and
Installation of officers. fairness to those whom we have invited to come into our
Adjournment. communities and invest their money in public cor
Friday, Oct. 8 porations and from whom we have always demanded
See program of American Association. every comfort and safeguard. The adoption of the air
brake and block signal by the railroads came from the
AMERICAN ASSOCIATION LOCAL CONVENTION demand for protection from their patrons and a realiza
TRANSPORTATION COMMITTEE tion by the railroads of the value of such protection to
President C. Loomis Allen has appointed the follow their patrons. The old wooden coaches, when all went
ing Pacific Coast railway men as a local transportation well, delivered their occupants to their destination but
committee to co-operate with the corresponding Manu not with that assurance of safety as with the present-
facturers' Association committee of which A. G. Jones, day steel coaches. Why should not the same considera
General Electric Company, San Francisco, is chairman ; tion be given in the transportation of passengers over
Henry T. Jones, general superintendent United Rail the streets of our cities?
roads of San Francisco, chairman; J. H. Handlon, S. M. Williams, Sales Manager.
 AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 365

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
I (Contribution* from the Men in Ike Field Are Solicited and Will be Paid for at Special Hales.)

SiouxCity's Self -Lubricating Trolley Stand at its lower end to the plate. The cap or top casting
is also integral in construction and rotates on the base.
BY C. M. FEIST, MASTER MECHANIC SIOUX CITY (IOWA) It is formed with inner and outer annular walls, the
SERVICE COMPANY inner wall fitting into the space between the annular
Self-lubrication combined with a dustproof, water ring of the bottom casting and the post. Ducts through
tight bearing has been attained in the trolley stand the inner top casting ring permit oil to flow freely on
which has been in use on the Sioux City (Iowa) Service each side of it.
Company's cars for the past three years. This end was The cap is fastened to the center of the post by a stud
accomplished by designing the top member of the stand bolt. The lower portion of this bolt screws into the
so that it completely incloses the bearing portions of post and the head fits into a recess in the cap casting.
the bottom member. These two members in turn are A brass washer interposed between the upper end of
so constructed and arranged with respect to each other the post and the under base of the cap forms the bear
that intercommunicating oil wells and passages are pro ing seat. By this arrangement the cap casting is sup
duced which practically maintain all the bearing sur ported entirely on the bearing post and rotates freely.
faces in a state of constant lubrication. A plan and a The lower edges of the top-casting annular walls are a
short distance above the bottom of the well formed by
the bottom casting, hence friction between these parts
at this point is obviated. The oil chamber between the
post and the walls of the top casting is designed to
receive a series of, Snti-friction roller bearings which
fix the position of the upper casting on the post. In
this way the side and vertical bearings are immersed in
oil at all times, ,and being entirely inclosed are free
from dust and water tight.

Reinforcing Metal Poles

BY G. H. M'KELWAY, LINE ENGINEER BROOKLYN RAPID
TRANSIT SYSTEM
In practically all large cities and also in many places
where not only good appearance but also permanence is
required, the metal pole, either iron or steel, has re
placed the wooden pole which was at one time the stand
ard. Although the first cost of the metal pole is much
more than that of the wooden one, yet the former lasts
so much better than the latter that, except for temporary
work or where the wood poles can be obtained very
cheaply, the iron or steel is to be preferred.
But the metal pole has been in service long enough
to show that it cannot by any means be considered as a
permanent fixture and that in time it must be either re
paired or replaced. It might be supposed that careful
painting would so prolong its life that it could be con
sidered as never having outlived its usefulness, but the
truth is that where the protection is most needed is the
SIOUX CITY SELF-LUBRICATING TROLLEY STAND point where it is most difficult to apply the paint. A
careful examination of the tables prepared by the man
section of this stand are shown in the accompanying ufacturers of trolley poles will convince a person that
illustration. Ninety of these self-lubricating bases are the weakest point on the pole, if it be made up of three
in service on the company's cars and all of them were sections of pipe, which is standard practice, will be
finished in the company's shops. The cost of each stand at the base of the second section. Yet very few poles
complete is approximately $10.50. Fifty of the stands fail at that point and when they do they are nearly all
have been in service for three years and are still in new poles. After a pole has been set in the ground
perfect condition, it being necessary, however, to add long enough to become weakened by rust the almost
a little oil each spring to make sure that the lubrication universal point of failure will be found to be at the
is perfect. ground line or very near to it.
As mentioned before, the stand comprises essentially So well have the manufacturers recognized the fact
two parts, a top and a bottom casting. The bottom that there is the weakest point that they now make
casting is dished and made with a centrally-located many poles with sleeves of standard or even extra
bearing post and a vertical annular wall concentric with heavy weight either rolled or shrunk on to the lower
the post. The annular wall is integral with the base section at the ground line and so placed that when the
plate and the bearing post is formed by a pin riveted pole is set the ends of the sleeve will extend a foot or
 366 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9
more above and below the surface of the ground. By rent over the feeder insulators and down the poles to
the use of such a sleeve the thickness of the pole at the the ground.
ground line is perhaps doubled and the life of the pole When pouring the sulphur into the opening between
is increased even more than that, as, of course, it is not the pole and the sleeve a piece of leather is held around
necessary that the pole be eaten entirely through be the sleeve with its top slightly higher than the top of
fore it fails. the sleeve. This is for the purpose of having the
Poles that have been set without the sleeves can be sulphur at the pole, when it solidifies, a little higher
reinforced by either installing such sleeves after the than at the sleeve, a result that is accomplished by
rusting has begun or by interior reinforcement. The wiping off the outer edge of the sulphur before it
latter plan can be used even if the pole has been becomes too hard. The effect of this treatment is
equipped with a sleeve. It could be arranged to install similar to that of a chamfered sleeve and causes the
a second sleeve over one that had already been installed water to run off instead of lodging between the sleeve
but that had been eaten through, although the writer and the pole, which would occur if this plan was not
has never heard of such a practice. The principal followed and which does occur very often when the
objection to such a plan would be the steadily increasing sloping portion of the sulphur is broken off after it has
diameter of the butt of the pole owing to the added been carefully installed. This trouble is not confined
sleeves. to poles where sulphur has been used but is also found
When reinforcing by means of the sleeve is used a where the filling between the sleeve and the pole is of
choice can be made between the use of a solid or a split cement, which also should be so sloped off as to permit
sleeve. If the solid sleeve is to be used on a pole already all water to escape.
in service all of the arms and wires attached to it must The slipping of the sleeve over the top of the pole
be removed so that the sleeve can be slipped over the requires considerable work and makes a rather ex
top and drop to its place at the butt. Many poles have pensive repair when a number of spans or pull-offs are
ornamental rings placed around the joints and also at attached to one pole or when one or more feeder arms
the ground line and these must be removed before the are attached to the pole and must be removed and the
sleeve can be lowered into position. These rings or wires cared for while the sleeve is being put into place.
collars, although adding slightly to the appearance of In order to avoid this difficulty split sleeves have been
the pole, are of no value in protecting the pole against used which need not be slipped over the pole but are
rust, a claim sometimes made for them. On the con merely put together at its base. These sleeves are made
trary, they weaken rather than strengthen the pole of either steel, or cast or malleable iron. Those first
because, they afford a place where water can settle and made had lugs through which bolts were passed in
remain instead of running off at once, as it will do if order to hold the two halves together. Since much
the joint is properly made and the ends of the pipe trouble was caused by persons catching and tearing
are chamfered so as to give no place for the water to their clothes on the projections of either the lugs or
lodge. the bolts that type is not much used at present. A
Either before or after the sleeve has been slipped malleable-iron sleeve of this type but without its ob
over the pole, the ground or pavement at the base is jections is made and patented by the St. Louis Malle
broken away and excavated to a sufficient depth to able Casting Company. Here the two halves have lugs
allow the sleeve to be put on at the right height. The cast upon them, so placed that the two halves dovetail
sleeve is then supported at the right height and the into each other and are held together by means of
earth tamped around its bottom to hold it there. After steel pins passing through holes in the lugs, which are
that the sleeve is fastened to the pole by pouring into so rounded off as to prevent the possibility of anything
the annular ring betwen it and the pole a liquid ma catching in them.
terial which will harden and hold them fast together. Another sleeve very similar to that just described
The first material to be used between the sleeve and is made by the Drew Electric & Manufacturing Com
the pole, so far as the writer is aware, was molten lead. pany, which also consists of a malleable-iron sleeve made
This has now been superseded generally by either in halves. The ends of these halves, however, are
cement grout or sulphur. The grout is the more com formed so as to look as if they had been bent over. As
mon filling material as the use of sulphur is patented, one edge bends outward while the other turns inward
being the base of the patents issued to C. B. Voynow of they engage with each other and the two parts are
the Philadelphia Rapid Transit Company. The sulphur, fastened together by merely slipping one edge into the
although costing more than the grout, makes a better other. Both of these last-named sleeves are made % in.
job as it not only holds the sleeve tighter to the pole in thickness but the Drew sleeve is further reinforced
and so increases the strength of the pole, but also is an by ribs that run down it from end to end. Both have
insulator and therefore prevents the leakage of current inwardly projecting lugs which keep the sleeves a short
to the ground at the ground line, although of course distance from the pole and allow a space to be filled
leaving a path open for it further down where it will with cement or some similar material.
not do so much damage. There is one more type of reinforcement which not
Many persons regard the claim that poles are injured only does away with the necessity of stripping the
through the leakage of current from the trolley wire pole of its cross-arms and other attachments but also
or feeders through defective or weak insulators as avoids the necessity of any digging about the foot of
being unfounded, but the writer cannot agree with it in order that the sleeve may project below the ground
them. Its truth was forcibly impressed upon him at level. In order to avoid these troubles the reinforce
one time when he was examining the poles on a certain ment is applied to the interior instead of to the
street where all on one side of the street were in good exterior of the pole and consists of a plug of reinforced
condition but on the other side there were many badly concrete.
weakened at the ground line. The only explanation Although poles have been reinforced by dropping into
that could be given for the difference in condition was them a piece of tee-rail and filling in around this rail
that where the poles were bad they were used to sup with concrete, this does not insure a good job as the
port not only the spans and trolley wire but also a piece of rail is not likely to be well centered, so that the
feeder wire, so that the deterioration must have been pole is stronger in one direction than in another and
caused by electrolytic action due to the leakage of cur there is no way of insuring that the direction in which
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 367

the greatest strength can be shown will be the same Armature Removal
as that from which the greatest pull will come. Again, BY R. R. POTTER, SUPERINTENDENT OF EQUIPMENT NEW
there is not the same adhesion between the concrete YORK, WESTCHESTER & BOSTON RAILWAY
and the steel in this plan that there is in some of the
others in which concrete is used. The box type of motor frame has many obvious ad
A patent has been obtained for the use of a piece of vantages, but its use involves a certain amount of diffi
pipe instead of the rail but by whom the writer does culty in making repairs because of the lack of ready ac
not know, and he also has never heard of the plan cess to the armature that was the prominent character
being widely used. istic of the early split-frame designs. The common
In the system installed by the New York Pole Com method of dismantling the box-type motor requires the
pany, which is covered by patents, the reinforcement installation of a special machine with a heavy bedplate
consists of twisted steel rods fastened together at one upon which are mounted two arms or centers to support
end by being inserted into a casting and at the other the armature and a movable carriage upon which to rest
by means of a cap, which, when released permits them the motor frame. This arrangement permits the frame
to spring out into the shape of an inverted cone. This to slide longitudinally off the armature after removing
cone-shaped placing of the rods arranges the steel in the bolts from the bearing housings, and the armature
the form best suited to the strain coming upon it. The may then be inspected as it rests on the centers or else
strength of the reinforcement can be altered by chang may be removed and transported to another part of the
ing the size or the number of the rods. shop for repairs. However, this method is slow, and the
With this method the first thing to be done is to
remove the pole cap and then to pour sand down into
the pole until it is filled up to a point about 3 ft. below
the ground line. The amount of this sand filling to be
used is determined by dropping a weighted tape line
into the top of the pole and pouring in the filling until
the weight rests on the sand at the proper point below
the top of the pole. Then the rods, held together at
the bottom by the casting and at the top by the cap,
are lowered into the pole, and when they reach the
bottom the cap is pulled off allowing the tops of the rods
to spring out until they touch the inside surface of the
pole. Lastly the concrete is poured into the pole until
it is filled above the ends of the rods which are gen
erally 5 ft. in length. The pole cap is then replaced
and the job is finished.
While this method does not have the protecting qual
ity due to the insulating properties of the sulphur,
employed with another plan of reinforcement, yet the
reinforced concrete core is generally calculated so as
to be equal in strength to a new pole of the size in
which it is used as a reinforcement. Therefore, as the
reinforcement can be considered as being indestructible,
the pole never deteriorates below the strength of a new
pole, even if the entire metal shell should rust away
at the ground line.

Paint Renovator for Exterior of Cars

BY R. E. HEWITT, MASTER MECHANIC SOUTHERN PACIFIC
COMPANY ELECTRIC LINES, WEST ALAMEDA, CAL. WESTCHESTER ARMATURE REMOVAL—LIFTING ARMATURE
The usual procedure for cleaning paint on cars when OUT OF FRAME
they came in for inspection, which is after 1200 to 1500
miles for motor cars and 2000 miles for trailers, was machine requires some skill in handling and involves a
to place them on the wash tables and wash the outside considerable investment as well as a material amount of
of the car with a diluted mixture of oxalic acid and valuable space upon the shop floor.
water, after which the car was thoroughly rinsed off Wherever the shop space is limited and when economy
with clear water. Due to the fact that the water used has to be carefully considered the use of a special
was more or less alkaline, it had a detrimental effect machine for armature removal is obviously undesirable,
on the life of the paint and varnish. In order to over and as a substitute the method described in the follow
come this condition various emulsions and car cleaners ing paragraphs may be used to good advantage. The
were tried without much success. Finally an experi only equipment required is an overhead crane or other
ment was made with what is known as Brook's "Car lifting device, which is needed in any case if the arma
Renovator" and results obtained therewith have been tures are to be handled with reasonable economy. This
most satisfactory. method, it may be said, has been in use at the shops of
This renovator is applied to a car once a month, and the New York, Westchester & Boston Railway for the
between these applications the car is simply rubbed past three years, during which time it has proved to be
down with clean waste. The renovator has a tendency thoroughly satisfactory in every respect.
to feed the varnish and paint, lengthening the life of Under the method in question the first step is, of
both, and keeps the paint on the car looking clear, bright course, to remove the oil and waste packing from the
and otherwise presentable. This renovator has been motor bearings. The pinion nut is then unscrewed, and
adopted as standard for car cleaning by the Southern the pinion is heated gently with the circular flame of a
Pacific Company's electric lines. gas pipe heater and at the same time wedged away from
 368 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

interior parts may be readily inspected and repaired, al

though it is, of course, possible to move the frame into
any other location or position that may be more con
venient. The return of the armature to its frame when
the motor is again ready for assembling is accom
plished by a reversal of the process previously de
scribed.
With a reasonable amount of care in centering the
hoisting cable over the frame during the operation, the
danger of injury to the windings is minimized, because
the point of support is directly over the center line of
the armature shaft and the armature hangs in a per
fectly vertical position. Consequently, when the arma
ture is raised from or lowered into the frame there is
no possibility of its becoming fouled on the pole pieces
or brushes. A traveling electric crane is, of course,
especially suitable for this work, and it offers the ad
vantage of transporting the armature with a minimum
of handling to whichever part of the shop is most con
venient for making repairs. However, the use of a jib
WESTCHESTER ARMATURE REMOVAL—HEATING PINION crane or air hoist is just about as convenient in so far
as the actual removal of the armature is concerned.
the bearing housing until it conies off. After the re
moval of the pinion the motor is placed upon the floor Special Application of Car-Spacing
with the commutator-end down and the pinion-end up. Signals
This allows easy access to the nuts for the pinion-end
bearing housing, and these are unscrewed, permitting BY A. P. WAY, ELECTRICAL ENGINEER AMERICAN RAILWAYS
the housing to be lifted off the frame. A special bail, or COMPANY, PHILADELPHIA, PA.
swivel ring, with the lower portion threaded to fit the An interesting installation of a car-spacing signal
threaded end of the armature shaft, is then screwed has been in operation on the property of the Scranton
onto the shaft in place of the pinion nut to provide a (Pa.) Railway since March, 1915. The installation has
hold for the crane hook. With the aid of the crane, or materially improved a difficult situation of car opera
any other suitable form of lifting apparatus, the arma tion on a steep hill including a bad curve. The accom
ture may then be readily lifted out of the motor frame panying diagram shows the general layout of the single
and moved to any part of the shop for inspection and re track, upon which a heavy schedule is maintained in one
pair. direction up an average
The motor frame is left in the upright position in grade for the whole block
which it is originally placed, because when the frame is of 5.85 per cent, with a Trolley CoaUeter
for Svltch
in this position the windings, brush-holders and other short stretch of 12 per cent lUff'torlng Cu Out of
grade near the top of the
hill. At the bottom of the
hill within the block is a
bad curve on the grade.
All of the cars of six divi
sions to the Hyde Park
district, including one in-
terurban line to Duryea,
pass up this West Lin-

CAR-SPACING SIGNAL—DIAGRAM SHOWING RELATIVE POSI

TIONS OF TROLLEY CONTACTOR SWITCHES,
RELAY CASES, ASPECT CASES, ETC.

den Hill making twenty-two regular cars per hour. The

average headway is therefore 2.7 minutes under regu
lar schedule, but it is less during evening rush hours.
Heretofore cars frequently became bunched on the hill,
making a very heavy peak load on the feeder and often
opening the feeder circuit breaker. On numerous occa
sions motormen were unable to hold their cars on the hill
with heavy load, with power off the line, and could not
prevent them from backing into following cars with
WESTCHESTER ARMATURE REMOVAL -LIFTING OFF END consequent damage. Now only one car is allowed on
HOUSING the hill at a time, which keeps the power peaks down
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 369

and the cars better spaced. The depreciation of trolleys to increase or reduce the resistance in the line as the
has also been materially reduced. voltage rises or falls. The lamps are hooded and show
The diagram shows the relative locations of trolley well even with the sun shining against them.
wire, trolley contactors, aspect cases and relay cases. The signal has operated to date without failure, has
Two aspect cases are used, each being equipped with given protection to approximately 44,000 through car
a red lens and a green lens. Normally when the block movements, and has relieved an unsatisfactory oper
is unoccupied a green light is displayed in the first ating condition. The signal used was purchased from
aspect case directly opposite the entering contact-maker the United States Electric Signal Company and is known
and a red light is displayed in the second aspect case as the Type S-2 car-spacing signal.
about 165 ft. ahead. A motorman can enter the block
if green is displayed at the first aspect case. Upon
passing beneath the contact-maker, if the signal oper New 9-In. Grooved Rail for M. C. B.
ates properly, the red light in the second aspect case Flanges
will be extinguished and the green illuminated, giving
him permission to proceed, while at the same time the The South Philadelphia improvement, now being car
green light will be extinguished on the first aspect case ried out by the city of Philadelphia and the Pennsylvania
which is now behind the car, and the red will be illumi and Baltimore & Ohio Railroads, involves, among other
nated, protecting his from a following car. Thus each things, the laying of several miles of permanent track
car passing into the block runs by two green lights and at grade in Delaware Avenue. In this connection the
leaves a red light behind it in the first aspect case. railroads and the city have worked out a design for a
If, however, a car should not properly operate the 159-lb. girder rail for general use in the city streets.
signal mechanism it would be stopped by the red light Cross-sections of the rail and splices and of the ap
in the second aspect case. It will be seen that there is proved form of track construction are shown.
at all times a red light showing in one of the other of Each joint is held with four l^-in. bolts, passing
the aspect cases and a green light in the other. These through 1 7/16-in. holes in the rail web, 1 5/16-in. round
two lights are in series and the opposite two lights are holes in the inside splice, and 1 5/16-in. x 1%-in. ellip
in series. tical holes in the outside splices. The spacing of the
When the car passes out of the block under the con four holes is 7V2 in., 5V2 in. and 7% in., and the angle
tact-maker at the top of the hill the lights return to plates are 26 in. long. Each plate has two slots and two
normal indication. The accompanying halftone shows holes for spikes. The rails are laid on four-hole tie-
contact-maker, aspect cases and relay box at the enter plates 10% in. x 7 in. x % in., with a %-in. shoulder on
ing end of the block, located near a left-hand curve at top and a V4-in. shoulder on the bottom. The ties are
the bottom of the steepest portion of the hill. The relay spaced eighteen to a 33-ft. rail, and for each 33-ft.
at the leaving end allows a normally alive operating length the rails are connected with six tie rods, consist
wire which prevents the signal being cleared if the wire ing of 2%-in. x %-in. forged bars threaded at the ends
becomes crossed with the trolley. Provision is made and held by a standard square nut each side of each
that a dead ground or 'open' in this wire will prevent rail web.
the signal being operated to show a proceed indication The adaptability of this type of rail for tracks laid
and will hold cars up by the red light. and operated in a public street used intensively by all
A second lamp is provided in each aspect case to come
into operation when one burns out, and constant current
is provided in the lamp circuit to give uniform illumi
nation with variable voltage. The current regulator is
a simple laminated core solenoid device which so regu
lates the current that the amperage remains constant in
the signal lights, regardless of the fluctuation in line
voltage. This is ingeniously accomplished by having
the core of the solenoid shunt steps on a resistance tube

CAR-SPACING SIGNAL—SIGNAL EQUIPMENT AT ENTERING CROSS-SECTIONS OF JOINT AND TRACK, DELAWARE AVENUE,
END OF BLOCK PHILADELPHIA
 370 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 9

classes of vehicles was carefully considered before a con Wood Block

clusion was reached. TotalWeight Hlb, Z-ttlb otrft-
Arrangements have been made with the Pennsyl
vania Steel Company to supply this new section of rail,
which is undoubtedly the heaviest rail of the grooved
^^^^^^
I _ Hood'Block
HoodBlock 4j3:. ♦"«*"
'*' j i
girder type in this country for which rolls have already r::":..//.:'.^:::::::::
Expanded Fence Post HI
been cut. TotalWcyhfB-Slb.US-lbpcrtt^ A

Steel Pole Strength Per Pound Increased — —

The demand for a light steel pole weighing about the Enlarged Section A*A Post Section HZ
same as a wooden pole and costing but little more has
been supplied by an expanded-metal steel pole which EXPANDED AND UNEXPANDED POST SECTIONS, SHOWING
has been put on the market recently. This pole is man POINTS OF APPLICATION OF TEST FORCES (See table)
ufactured from a special rolled H-beam section by an
expansion process which increases the strength about twice the wooden pole but has much greater strength.
400 per cent without adding to the weight. According Under actual test, a force of 1500 lb. applied 18 in. below
ly comparatively light sections which, as they come from the top of a 30-ft. pole set 5J/2 ft. in the ground, de
the rolls are not strong enough to serve as poles in span- flects the pole 1 11/16 in. A comparison of the strength
wire construction, are sheared, expanded hot and formed of one of these expanded sections with the original sec
into Warren trusses which furnish sufficient strength to tion is shown in the accompanying illustrations. This
meet any average line demand. Although the result is test was made in the Illinois Steel Company's testing
unusual it is logical from an engineering standpoint laboratory, and the results show quite clearly the in
since it is a well-known fact that a truss structure pro creased metal efficiency obtained by the expanded proc
vides maximum carrying capacity at minimum weight. ess. Any tendency of the metal to crystallize or fatigue
By utilizing the web for the truss members the ex- in the expansion process is obviated by preheating the
panded-steel pole has no metal which is not performing sections to a cherry red just before they are expanded.
its proportional share in carrying any load applied to The advantages claimed for this pole by the Bates
the pole. Expanded Steel Truss Company, Chicago, 111., the man
An expanded 6-in. H-section in a 30-ft. pole tapers ufacturers, include primarily a light-weight steel
from 6 in. at the top to 17 in. at the base. Careful tests structure of great strength which may be installed
to determine the strength of this pole indicate that it at a cost of material and labor equal to that of
will carry eighty No. 8 wires at 100~ft. spacing or wooden poles. Maximum life is obtained by setting
twelve No. 4 wires at 300-ft. spacing. A 30-ft. pole these poles in concrete and being a one-piece structure
weighs complete without cross-arms or fittings 588 lb., with all exposed surfaces, all parts are readily accessi
which is slightly in excess of the weight of the 30-ft. ble for painting. The metal is in. thick, consequently
wooden pole required for span-wire service. On the other will resist corrosion for a long time. The pole also has
hand, this expanded metal pole costs little more than all the advantages of a fabricated structure but the
elimination of bolts and rivets permits equivalent
strength at a greatly reduced weight. Being a light
weight simple structure these poles are as readily and
EXPANDED POST HI cheaply set as wooden poles and require no special ap
Load e Deflection Set paratus. Wooden or steel cross-arms may be at
in Pounds in 0.001 in. in 0.001 in.
100 5T~ tached to these poles by L-bolts, the poles being
200 12 drilled for any number at the time they are manufac
305 23
400 30 tured. It is also interesting to note in connection with
~500 45 the manufacture of these poles, that they are dipped
600 55
700 46 while hot into a special preservative bath shortly after
800 61 they leave the expansion machine. In the heated con
900 63
1000 66 dition the preservative penetrates the metal which should
1100 91
1200 82 give it extraordinary life in resisting the elements.
1300 92 The expanded-metal pole is only one of many products
1400 104
1500 which this company is marketing. The others include
1600 120 No. expanded-metal concrete reinforcement, expanded-metal
1700 121 2
1800 122 1 fence posts, car sills and truck frames.
1900 136
2000 146 *
2100 145 4
2200 150 4 Cause of Noisy Gears
2100 179 11
'2400 173 " In an English contemporary it is suggested that
2500" 190 15 noisy gears are caused by small quantities of air which
2750 214 26"
.iOOO 238 37 are trapped in the interstices between the teeth that
3250 454 239 are in mesh and then are hurled out at sufficient fre
Failed by bucking in lop nanRe at
3250-lb. load quency to produce an audible musical note, the general
POST SECTION H2 action resembling that of the siren. Tests show that
Load P Deflection in 0.001 Set the pitch of the note is a simple function of the number
in Lbs. in 0.001 in. in.
100 200 of teeth passing a given point per second. For ex
200 250
J00 300 ample, a thirty-six-tooth gear making 484 turns per
"400 350 minute (giving 290 teeth passing a given point per
500 500
"600 "680 200 second) gives the note that is produced on the standard
Failed at 600-lb. load. musical scale by a frequency of 290. Where more than
one pair of gears are operating the interferences ob
TABLE OF RESULTS scure the musical note and produce an objectionable
CORNER POLE OF TESTS TROLLEY POLE noise.
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 371

News of Electric Railways

PROTECTING LONG ISLAND AUTOMOBILISTS DISORDER IN WEST PENN STRIKE

The cars of the Allegheny division of the West Penn Trac
One Automobile Every Four Seconds at Merrick Road tion Company, Pittsburgh, Pa., were tied up on Aug. 19 by
Crossing Presents Safety Problem a strike of the union operators, who demanded the recogni
The extent of automobile traffic on Long Island, and the tion of their organization. The company issued a state
urgent necessity for co-operation by motorists in the efforts ment asking the indulgence of its patrons until it could re
to prevent accidents at railroad crossings, are strikingly sume operations. This statement announced that the com
shown by the results of a special count of the traffic taken pany was recruiting new men. The company says that its
on Sunday, Aug. 8, by the Long Island Railroad. At the open shop contract runs until 1916 and was signed by all
Merrick Road crossing, in Springfield, 9408 automobiles its employees. It is asserted that no favoritism was shown
passed between midnight Saturday and midnight Sunday. to anyone, whether a member of the union or not, and that
Of these 4245 were east-bound and 5163 west-bound. At all men who desired to do so might belong to the union
the Barnum Island Road crossing, on the Long Beach without prejudice. On Aug. 21 the company re-established
branch, 4739 cars passed in the same period, of which 2620 service. Disorder followed almost immediately, and on
were east-bound and 2119 west-bound. In the single hour Aug. 22 several cars were stoned and one was set on fire in
from 11 a. m. to noon on Sunday, 845 motor cars passed East Deer Township. On Aug. 24 Patrick Gilday, head of
over the Merrick Road crossing. This is at the rate the State Bureau of Mediation and Conciliation, and Francis
of more than fourteen cars a minute, or about one every Feehan, local representative of the department, interviewed
four seconds. The cars counted at these two crossings representatives of the company and striking employees of
were, of course, only part of the total number that were the Allegheny division. Mr. Gilday was quoted as stating
operated on Long Island on Aug. 8. Furthermore, nearly that there was every hope of a speedy settlement by a sub
all of them must have crossed the company's tracks at mission of the controversy to arbitration.
other points, not once but several times during a day's run.
The Long Island Railroad is continuing to do all in its RHODE ISLAND ARBITRATION
power to protect the crossings. Heavy pole gates similar Hearings in the Rhode Island Company arbitration pro
to those recently put in operation on the Long Beach ceedings were continued at Providence with the introduc
branch have been installed at Central Islip, Suffolk County, tion of evidence by employees in miscellaneous shop de
protecting the main line tracks through that town. These partments on behalf of the union. Five weeks of testimony
gates are expected to prove a deterrent to those motorists have now been heard by the board. The company's side of
who, in the past, have been reckless enough to dash their the case will probably be begun soon. In the recent pro
cars through the lighter wooden gates directly before ap ceedings, W. D. Wright, superintendent of maintenance and
proaching trains.. The company has been authorized by the equipment, said that had there been no union agreement, it
Board of Supervisors of Nassau County to install, at cer would have been probable that the wages of men in the
tain points, traffic posts similar to those used by the New shop would have been increased in the past two years, fol
York City traffic squad. It is expected that this will be very lowing a policy of recognizing able workmen. Consider
helpful in the campaign for safety. able evidence was presented by the men as to the compen
sation of various trades in the shops. Among the hourly
STILL ANOTHER COMPANY PUBLICATION rates were: welder, 28 cents; wheel grinder, 28.5 cents;
tinsmith, 33 cents; radial drill operator, 26.5 cents; wheel
Puget Sound Company Recognizes Value of Proper Propa stripper, 23 cents; car cleaner. 23 cents; storekeeper, 25.5
ganda Work cents; assembler, 22 cents; babbitters, 24 cents and 29 cents;
The Puget Sound Traction, Light & Power Company, valve grinder, 32 cents; boring mill operator, 29 cents; air
with head offices in Seattle, Wash., has closed the contest compressor repairer, 28 cents; blacksmith, 31 cents; car
which had for its object the selection of a name for a wiring, 20 cents and 26.5 cents ; steam fitter, 25.5 cents ; arm
pamphlet issued by the company in the interests of the ature winder, 22 cents and 23 cents; carpenter, 32 cents.
company, its employees and its patrons. The pamphlet The board has visited the principal shops, power plant and
first made its appearance on the cars of the company July electric freight station of the company. In testifying about
28, and since that date has appeared regularly each week. power plant conditions, a switchboard operator said that
To date the leaflet is known as What's Its Name. while the capacity of the Manchester Street station at Prov
The contest mentioned closed on Aug. 15, and it was idence has been increased 50 per cent in the last eight years,
announced that the name selected would be made public on the work of a switchboard operator has not increased in se
Aug. 25. Three prizes were offered as follows: $15 for verity although the responsibility was greater now.
the best name; $10 for second best and $5 for third best.
In speaking of the contest What's Its Name said: BIDS RECEIVED FOR RAPID TRANSIT MATERIAL
"Some of the suggestions sound good, but we won't give During the week ended Aug. 21 the Public Service Com
them away until Aug. 25. A number of them are red-hot mission for the First District of New York opened bids on
brickbats, not without a touch of humor. For instance: many important rapid transit contracts. Following are the
The Last Gasp, The. Wail, The Sardine Box, The Apologist, lowest bids received on the contracts, excepting that for the
The Last Stand." supply of ties and timber, which is not yet available:
In addition 'to propaganda the publication contains infor Station finish, Routes Nos. 16 and 18, being respectively
mation of value to the traveling public, such as city car the Jerome Avenue and White Plains Road elevated lines in
schedules, interurban schedules, etc. Through it the com The Bronx: Altoria Realty & Construction Company, $860,-
pany is placing before its patrons the side of a corporation 636. Supply of felt pads: The Q & C Company, $9,957.
in the controversy between the local company and the city Tie plates: Type "A," Herbert W. Lockwood, $123,975; type
of Seattle. In the issue of Aug. 11, What's Its Name, on "B," L. D. Rockwell, $13,267; type "C," L. D. Rockwell,
a page entitled "Out in the Open," said: $5,140; type "D," Herbert W. Lockwood, $8,239; types
"Some people have criticised us because we have applied "E-2," "W" and "X," Ramapo Iron Works, $2,901. Cast
to the Public Service Commission of this State for relief iron: American Brake Shoe & Foundry Company, $10,528.
from the continued attacks made on our business by the Special Work, Order No. 3: Ramapo Iron Works, $54,950.
city of Seattle. 'Brazen audacity of a predatory corpora Special Work, Order No. 4: William Wharton, Jr., & Com
tion' is what critics call it. It's nothing of the kind. In pany, $41,907. Malleable iron: Foran Foundry & Manufac
taking our case before the State Commission, we told the turing Company, $36,118. Screw spikes: American Iron
truth, went into all the details, made a clear and concise & Steel Manufacturing Company, $25,741.
statement of our position—and asked for judgment and The contract for ties and timber calls for about 35,000,000
justice, nothing more." board feet, for use on all lines of the dual system.
 372 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9
EXTENSION OF CIVIC OPERATION RECOMMENDED He said further that, apart from implied authority, the
R. C. Harris, Works Commissioner of Toronto, Ont., has express terms of the railway act warranted the conclusion
reported in favor of civic operation of the Mimico and the that the company was entitled to connect its tracks with its
Scarboro branches of the Toronto & York Radial Railway. terminal.
Replying to a request from Mayor Church for an expres The Board of Control, in conference privately with the
sion of his views on the question, Mr. Harris on Aug 10 city legal department, decided on Aug. 17 to appeal to the
reported as follows: Privy Council against the decison of the board in allowing
"I am of opinion that, having decided to acquire the the Toronto & York Radial Railway Company this right.
Mimico and Scarboro branches of the Toronto & York The Board of Control claims that its decision in appealing is
Radial Railway, the city should operate a service over the not so much a question of the right-of-way across the street
section acquired, namely, within the city limits. I esti being a menace to the public as of a policy on the part of
mate that the deficit on operation alone, -after crediting the city. One of the comptrollers said :
probable fares, would amount to $23,200 annually on the "If the company secures that right-of-way, there is a pos
Mimico line and $21,280 annually on the Scarboro line. sibility that the Canadian Northern Railway interests might
This is, of course, exclusive of interest, sinking fund and extend their steam railway over the present right-of-way
depreciation. When Kingston Road is widened a further along the west side of Yonge Street to the old terminal."
expenditure will be entailed for permanent double tracks, If such should be the case the city might not be able to
located in the center of the roadway. Against these def prevent the steam road from connecting with the radial
icits would be credited such amounts as the Ontario Rail lines, because the steam road has a dominion charter. The
way Board decides should be paid to the Toronto & York city previously received a decision from the Privy Council
Radial Railway for operating privileges." preventing the Toronto & York Radial Railway from cross
Of the Mount Pleasant Road car line Mr. Harris says ing the streets south of Farnham Avenue over its own pri
that if the property for the complete extension is acquired vate right-of-way.
he will, at the next meeting of the committee on works, WORK OF NEW YORK INDUSTRIAL COMMISSION
present bridge plans for the crossing of the Belt Line Rail
way. It will then be necessary to proceed with the grad A statement of the working of the new State Industrial
ing of the street and the construction of the railway. Commission law in New York was prepared for the New
Prior to construction being started it will be necessary for York Times by W. C. Archer, second deputy commissioner
the corporation to adopt a policy as to the southerly termi in direct charge of the settlement of claims, and approved
nus of the line. by John Mitchell, chairman of the commission. The state
ment, published on Aug. 24, follows in part:
THE STORM AT ST. LOUIS "The new Industrial Commission which superseded the
State Workmen's Compensation Commission and the De
The storm of Aug. 20 played havoc with the steam and partment of Labor on June 1 finds itself after two months
electric lines at St. Louis. Despite the adverse conditions, in command of the situation but with its hands full of
traffic was restored on the morning of Aug. 21 on nearly work. It should be appreciated, however, that with func
all of the divisions of the United Railways with the excep tions so vast, powers so various, and duties so numerous, it
tion of the Jefferson Barracks, Creve Coeur Lake and Mar will take time for the commission to develop the plans in
ket Street and Manchester lines west of Kings Highway and the minds of the lawmakers in framing the law creating
the Kirkwood-Ferguson line. The University line was placed the department. The new workmen's compensation law
out of commission early on Aug. 20, as water flooded the under which employers, in accordance with the schedule
tracks and made traffic impossible. About 8 p. m. the line of benefits, may make direct agreements with their work
was re-opened. The regular Creve Coeur line suspended men for compensation, has not been in operation long
operations entirely. Passengers to Vinita Park were carried enough fully to develop a normal experience and thus give
over the Midland line from Page Avenue and the Suburban a basis for accurate and useful comparison with the former
tracks. Cars to Jefferson Barracks were unable to cross the law. It may be said, however, that the number of acci
bridge at the River des Peres, as the spans were considered dents reported is on a par with experience developed under
dangerous early in the day. While the cars on the Cherokee, the first compensation laws.
Tower Grove, Bellefontaine, Cass Avenue, Seventh Street, "Fully 90 per cent of compensatable cases arising under
Broadway, Grand Avenue, Jefferson Avenue, Sarah Street, the new law have already developed into claims and agree
Union Avenue, Wellston, Broadway, Park, Compton, ments and the relative percentage is increasing day by
Eighteenth, Natural Bridge, Vandeventer and Page lines did day. The first two months under the new law showed a
not run on schedule, traffic was not suspended on these falling off in cases. This is attributable to the general lack
divisions. Special telephone operators were placed at the of understanding of the terms of the new law, the time re
switchboards at the general offices of the United Railways quired by insurance companies to reorganize to meet the
at Park and Vandeventer Avenues to furnish information to new situation, and the time required to make and distribute
the public as to traffic conditions. More than 3000 inquiries the required forms and to become acquainted with them.
had been answered up to 9 o'clock p. m. on Aug. 20. But the last two months have seen the very reverse of
such condition, and the gain has been so rapid as to bring
DECISION IN TORONTO EXTENSION CASE the aggregate up to 90 per cent, and to indicate an early
The Ontario Railway & Municipal Board on Aug. 16 con approach to a fully normal condition as measured by the
firmed the right of the Toronto & York Radial Railway to experience of the last year.
construct a line connecting its Yonge Street tracks with a "The bureau has about cleared its books of all cases aris
proposed terminal on its Farnham Avenue property. The ing before April 1, namely, under the old law, except those
board's judgment approved the company's application and which because of continuing disability must reappear from
plans, subject to modifications that may be necessary after time to time on the calendar until recovery can guide a final
hearing the city's objections on enginering grounds. The disposition. Death benefits and benefits arising out of the
judgment, which overrules the city's objections on legal more serious cases, such as amputations, &c, will run on,
grounds to the company's application, was not pleasing to some of them for years and some of them during the life
Mayor Church, and the Board of Control may be asked to time of beneficiaries. In handling its claims this bureau,
authorize an appeal against the order. Chairman Mclntyre, in spite of the disadvantage of the vacation period, is up
in giving judgment, stated that there could be no doubt to date with its work and few complaints are heard.
whatever of the need of such a terminal as was proposed, "The State insurance fund enters upon its second year
since the returns of the company showed that 5,000,000 pas with a substantial increase in the amount of business done
sengers and considerable freight were carried annually. and with a splendid demonstration of its ability to retain
The chairman said : its first year's business. This is a splendid showing, espe
"The right claimed by the company is so trifling an ampli cially in the face of its being compelled to do business with
fication of rights long enjoyed without question, and so ob out solicitation and with no other means than through cor
viously necessary to the proper discharge of its functions, respondence to explain away the many misrepresentations
that it might well be held to be implied on the ground of made by those whose personal interest would desire to em
powers lawfully exercised by the company for years." barrass it. Notwithstanding its initial lower rates it has
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 373
been able further to reduce its rates and at the same time that the question of issuing bonds will be placed before the
to give back to its contributing employers substantial re- voters at the November election. The Mayor states that
funders through rate reductions." he will not make public the names of the commissioners
Mr. Archer said that not only did the direct settlement until their appointment has been authorized by the Council.
make possible a saving of upward of $100,000, but that it Must Secure Permits for Highway Rights.—Public utility
enabled the commission to keep within 1,000 cases of the companies seeking to secure rights-of-way on Pennsylvania
calendar, the minimum possible under the two weeks' injury State highways must first secure permits from the State
clause, whereas under the old law, by which the commis Highway Commissioner, according to a ruling made by
sion heard every claim, the calendar was generally about Highway Commissioner Cunningham, in the South Portage
6,000 cases behind. Under the new law the commissioners Railway controversy. Tracks laid by the company were or
hear only claims where the employer and employee are dered removed by William Uhler, chief engineer of high
unable to agree upon a settlement. ways. The company secured an injunction to restrain the
State from interfering with the tracks. Later Commission
er Cunningham informed representatives of the company
Plea Allowed for Fuller Particulars.—Circuit Judge Hunt that they must vacate the injunction and remove the tracks,
in the Federal District Court at New York has granted the after which the matter would be taken up.
plea of the indicted directors, officials and counsel of the Commissioners Continued as Constitutional Officers.—In
New York, New Haven & Hartford Railroad for an oppor a revised article which was reported on Aug. 19 by the
tunity to learn more particulars regarding the prosecution committee on public utilities of the New York State Con
for conspiracy begun by the government. stitutional Convention, the public service commissioners are
Two Holyoke (Mass.) Arbitrators Selected.—William H. continued as constitutional officers, despite the criticism
Brooks, attorney for the Holyoke (Mass.) Street Railway, which that provision received in the debate before the
has been chosen by the company as its representative in article was sent back to the committee for revision. The
the forthcoming arbitration proceedings dealing with wages revised draft provides that the present commissioners shall
and related conditions of working. Former Mayor John serve out their terms. Their successors will be removable
J. White of Holyoke has been named by the union as its by the Senate on the recommendation of the Governor, who
representative. The third member of the board is to be must file a statement giving the grounds for asking their
appointed by Governor Walsh. dismissal. Another feature transferred from the old article
Chicago Elevated Moves Offices.—The general offices of would prohibit the Legislature from undertaking any rate
the Elevated Railroads of Chicago, 111., have been moved legislation, except after the Public Service Commission has
from the Royal Insurance Building, where they have been been consulted and has submitted a report as to the reason
for a number of years, to the new Edison Building, at the ableness of the measure. A new provision in the revised
corner of Adams and Clark Streets. For the present the article would permit the Legislature to change the jurisdic
general offices will be located on the eleventh, twelfth and tion and number of public service commissioners. The two
thirteenth floors of this building, but eventually the entire commissions are continued.
twelfth floor will be given over to this company. The Edison Promoting Publicity in Dallas.—Edward T. Moore, man
Building is also the new home of the Commonwealth Edison ager of the Dallas (Tex.) Consolidated Street Railway, in
Company. announcing the appointment of Bradley B. Hogue as assist
Municipal Belt Line Suggested for Baltimore.—Mayor ant to the manager in charge of publicity said in part:
Preston of Baltimore, Md., has sent a plan to the city plan "I am glad to announce the appointment of a Dallas man to
ning commission for a municipally owned and electrically this position. We believe the steps the company takes to
operated belt line railroad connecting with the Pennsylvania, develop further and to improve more fully a Dallas service
Baltimore & Ohio, Western Maryland and Maryland & Penn for Dallas people constitute news items that are a gratifica
sylvania Railroads, with provisions for new tunnels through tion to Dallasites and a valuable advertisement of the pro-
the city and a grand union station at the Fallsway and Bid- gressiveness of Dallas to outsiders. While our desire to
die Street. The proposed roads and tunnels were outlined give out news items of interest is strong, our nose for
and suggested by William H. Maltbie and Daniel B. Banks news is often weak. We have, therefore, decided on creating
and would represent an outlay of $17,369,000. this position and filling it with a former newspaper man,
Detroit Purchase Election Nov. 2.—The Common Council who knows a 'story' when he sees one. A part of Mr.
of Detroit, Mich., has set Nov. 2 as the day on which the Hogue's duties will be to act as sort of first aid to the re
electors will vote on the proposition of purchasing the lines porter in search of a story here. I know of nobody who
of the Detroit United Railway within the one-fare zone. shows more genuine enthusiasm over the job than a re
porter after news and when I can help satisfy that en
At a meeting of the Council on Aug. 23, the plan for the thusiasm I am glad to do it." The appointment of Mr.
purchase and the charter amendment authorizing it were Hogue was noted in this paper for Aug. 21.
laid upon the table for thirty days, as provided by statute Signing of Construction Contract Ordered.—Supreme
Mayor Marx, members of the Street Railway Commission Court Justice Shearn in a decision handed down on Aug. 23
and others addressed the Aldermen in advance of the selec granted a peremptory writ of mandamus directing the
tion of the date, urging the acceptance of the purchase plan. Board of Estimate and Apportionment of New York City
Washington Valuation Progress.—On Aug. 23, E. W. to "reconvene forthwith" and sign the contract with the
Bemis, director of the valuation bureau, and Charles L. Holbrook, Cabot & Rollins Corporation for the construction
Pillsbury, His assistant in immediate charge of the work of of the Times Square section of the Broadway-Seventh Ave
valuing the properties of the public service corporations in nue subway. The mandamus writ carries with it, too, an
Washington, D. C, reported to the Public Utilities Commis order that the Board of Estimate prescribe the amount of
sion on the progress of the work. Whether or not the corporate stock needed to meet the city's obligation in
valuation of all the public utilities is entirely completed in carrying out the contract, and directs the Comptroller to
November, it will be so nearly finished by that time, accord issue the stock "without any condition or proviso what
ing to Mr. Bemis, that the commission will be in posses ever." The Public Service Commission is also directed
sion of sufficient information to enable it to take up rate and to do its part. The Justice takes into consideration the
other questions that have had to be held in abeyance on ac act of the Board of Estimate in amending the contract with
count of lack of information. regard to extra work after bids had been opened and the
Cincinnati Transit Commission Law in Effect.—The law Holbrook, Cabot & Rollins Corporation had been discovered
creating the Rapid Transit Commission of Cincinnati has to be the lowest bidder. This action of the Estimate Board
gone into effect, and Mayor Spiegel has called the attention was taken on the recommendation of Tilden Adamson.
of the City Council to the necessity of prompt action in Director of the Bureau of Contract Supervision, after the
passing an ordinance authorizing the appointment of mem Public Service Commission had accepted the contract form
bers of the commission. It is the Mayor's idea that there without alteration and sent it to the Estimate Board for
should be public discussions of the subject to ascertain the approval. Justice Shearn finds that the Estimate Board
will of the people in regard to the proposed bond issue and had no power to so alter the contract. The principles in
their choice of routes for a rapid transit railway as marked volved in the case were referred to in the Electric
out by the present unofficial commission. It seems unlikely Railway Journal of Aug. 21, page 328.
 374 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9
Alabama Traction, Light & Power Company, Ltd.
Financial and Corporate The statement of income, profit and loss of the Alabama
Traction, Light & Power Company, Ltd., New York, N. Y.,
ANNUAL REPORTS for the year ended Dec. 31, 1914, is as follows after elimi
nating inter-company items:
Seattle Municipal Street Railway Operating revenues :
The City Utilities Department, which has charge of the Light and power department $513,234
operation of the Seattle (Wash.) Municipal Street Railway, Railway department 94,463
Gas department 45,358
has issued the following income, profit and loss statement of Water department 4,539
the company for the year ended May 31, 1915: Total $657,594
Revenues : Division Deduct :
A C Total Rebates and discounts $35,137
$14,854 $15,749 $30,604 Reserve for bad debts 2,679
1,802 1.802
2,938 103 3,041 Total $37,816
Total $17,792 $17,654 $35,447 Net operating revenue $619,778
Operating expenses : Operating expenses :
$ 659 $2,225 $2,884 Light and power department $217,577
1,285 709 1.994 Railway department 71,841
6,056 4,944 11,000 Gas department 27,665
Conducting transportation : Water department 5,209
Passenger conductors and motormen. 10,732 8,764 19,496 General expense 1,000
Freight conductors and motormen . . 788 788
Mi 2 1,201 4.613 Total $323,292
578 1,036 1,614
584 277 861 Net operating income $296,486
79 3,039 3,118 Add interest on deposits 3,070
$23,385 $22,983 $46,368 Gross Income before deducting bond Interest and de
$5,593 $5,329 $10,921 preciation $299,556
13,500
The war in Europe has resulted in a general business
$24,421 depression far more severe than any which had previously
The Seattle Municipal Street Railway has two lines owned existed. As a direct consequence it has been impossible to
and operated by the city—Division "A" within the city secure new power business on the scale anticipated, and at
limits, approximately 4% miles in length, consisting of the close of the year the company's revenue was very con
3% miles of double and % mile of single track, beginning siderably short of the amount necessary to cover fixed
at Third Avenue and Pine Street and running in a northerly charges and operating expenses.
direction to Thirteenth Avenue West and Nickerson Street. At the outbreak of the war tentative arrangements which
The other line. Division "C." was a gift to the city by real had been made in London for the further financial require
estate speculators who, finding the property a heavy finan ments of the company could not be consummated. In London
cial burden, offered it to the city as a gift. The road cost on Oct. 21, 1914, about 75 per cent of the bondholders agreed
$125,000. is approximately 8% miles long, with 4% miles to defer for three years the bond interest due on Sept. 1,
within the city limits and 4 miles outside, runs in a 1914, and March 1, 1915; to cancel the obligations contained
southerly direction beginning at Spokane Avenue and Iowa in the trust deed to provide a sinking fund for the repay
Street, and ends at Seahurst. The lines are widely sep ment of the bonds, and to authorize any of the subsidiary
arated—about 3 miles apart, and in opposite parts of the companies to issue bonds or debentures in the nature of
city—one in the south and the other in the north end. prior lien securities under certain restrictions.
The miscellaneous receipts of Division "A" in the above The directors deemed it advisable to arrange for an issue
table represent simply accrued book accounts for the rental of bonds of the Alabama Power Company, the principal
of cars by Division "A" to Division "C," no cash being in operating company, and in connection with such issue to
volved. During the year Division "A" carried 339,611 pay merge all the subsidiary companies into the Alabama Power
passengers and Division "C" 305,495, or a total of 645,106. Company. This merger was effected and arrangements
The passenger car miles totaled 168,452 for Division "A" were closed early in March, 1915, for the sale of $2,000,000
and 143.942 for Division "C." while the freight car miles of three-year 6 per cent gold bonds to Harris, Forbes &
numbered 4.328 on Division "C." The earnings per car mile Company, New York. The sale of the new securities
were $0.1056 on Division "A" for passenger service and enabled the company to liquidate all its obligations and to
$0.1101 on Division "C" for passenger service and $0.4161 proceed vigorously with extensions.
for freight service, while the operating expenses per car
mile were $0.1388 on Division "A" for passenger service
and $0.1541 on' Division "C" for passenger service and ENGLISH LINES SHOW VARIED RESULTS
$0.1820 for freight service. The London County Councils Tramway, London, England,
The loss of $24,421 for the year is exclusive of interest had a deficit for the year ended March 31, 1915, after all
on borrowed funds, depreciation, taxes, damages, overhead charges, of £33,172. Passengers carried numbered 550,-
charges of any kind, as well as accounting, superintend 497,993 as compared with 522,952,640 in the preceding year
ence and legal expenses. As showing what a small part of The total income for the year was £2,399,847 and operating
the loss suffered by the community through the operation expenses, including the war allowance to employees on
of the railways is included in this figure, it has been esti active service, were £1,700,571, leaving net of £699,276.
mated that exclusive of charges for superintendence, ac Car-miles operated during the year were 58,978,792 and the
counting, legal insurance or damage expenses, the charges cost per car-mile of the electric railways, excluding war
for taxes, depreciation and interest on borrowed funds allowances, was 13 cents. Including war allowances, this
alone would amount as follows: cost was 13.6 cents a car-mile. The receipts on the electric
lines were 19.4 cents a car-mile, as compared with 18 cents
Interest at 4% per cent on $90,000 borrowed from garbage a car-mile for the preceding year. Up to March 31, 1915,
fund $4,050
Interest at 4Vj per cent on $9,000 borrowed from general capital expenditures on the lines had been £13,315,723, of
fund for operation 405 which £287,604 was expended in the fiscal year.
Interest at 4% per cent on $27,500 borrowed from general
fund to rehabilitate Division "C" 1,224 The committee in charge of the tramways is taking steps
Interest at 4% per cent on $10,000 borrowed from general to improve the financial position of the undertaking and
fund for operation (three months) 113
Depreciation at 4 per cent on $403,000 plant cost Division attaches great importance to the consolidation and the
"A" 16,120 linking up of the lines, a matter which has been held in
Depreciation at 4 per cent on $156,000 plant cost Division
"C" 6,240 abeyance for the present. The committee states that the
Lost taxes, Division "A," on 45 per cent valuation 7,435 conditions under which the undertaking has been worked
Lost taxes, Division "C," on 45 per cent valuation 2,878
Less 2 per cent on gross passenger receipts 612 since the outbreak of the war have been abnormal, pro
Total $39,077 ducing results not fairly comparable with results under
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 375

normal conditions. During the first four months of the Buffalo (N. Y.) Southern Railway.—At a recent meet
financial year the tramways were worked under normal ing of stockholders William A. Bundy and Charles B.
conditions, the results being satisfactory. The receipts Pheller, Buffalo; David K. Harrington, Orchard Park, and
from April 1 to Aug. 5, 1914, were about 5 Vis per cent more John J. Roberts, New York, were elected directors of the
than the receipts for the corresponding period of 1913. Buffalo Southern Railway.
The effect of the war on the Manchester (England) Cor Brantford (Ont.) Municipal Railway.—The Brantford
poration Tramways was to reduce the revenue for the last Municipal Railway after six months of operation has earned
year by £23,434. The total for the year ended March 31 sufficient to cover the operating expenses and leave a bal
was £901,875, as compared to £925,309 in the previous year. ance of $8,284. After payment of local taxes and fixed
This decrease was caused by the great falling off in the charges, however, there is a net deficit of $3,438. The
traffic receipts since the outbreak of the war. If normal commission hopes that the system will pick up within a
conditions had prevailed throughout the year the traffic re year, when Mohawk Park is improved and a loop line in
ceipts, instead of showing a decrease, would, according to Eagle Place taps the factories of the city, which have
the annual report issued, have shown a considerable in hitherto not been reached.
crease. The receipts for the first four months clearly indi Everett Railway, Light & Water Company, Everett,
cated this, and there is no doubt that but for the war the Wash.—An election was to be held on Aug. 24 on the ques
estimate of the revenue (£950,600) made at the beginning tion of issuing $1,100,000 of 6 per cent bonds, the proceeds
of the financial year would have been realized. The effect of which it is proposed to use for financing the purchase
of the war, therefore, has been to cause a drop in revenue or the condemnation and purchase of the plant belonging
of nearly £50,000. to the Everett Water Company, which is owned by the
Considerable savings were made in the operating expenses Everett Railway, Light & Water Company.
as compared with last year, but the total expenditure was Fort Wayne & Springfield Traction Company, Decatur,
largely increased by the war service allowances (£31,763),
representing mainly the payments made to the 1554 men Ind.—At a receiver's sale on Aug. 12 the Fort Wayne &
who had joined the colors up to the close of the financial Springfield Traction Company was bid in by Martin Gerke
year. The net result shows that after paying the £100,000 for Mrs. Rosetta Dirkson and Mrs. Emma Gere, who repre
in relief of the rates it was possible to pay only £48,584 to sent an organization of the old stockholders. It is reported
the reserve renewals and depreciation account, as compared that these stockholders have organized the Fort Wayne,
to £97,219 paid to this account last year. Decatur & Southern Traction Company to operate the line.
The total revenue of the Leeds Municipal Tramways for The sale price was $78,000, a deposit of $5,000 having been
the year ended March 31 was £422,353, an increase of required of all bidders. The buyers have sixty days to
£6,312 over that for the previous year. Operating ex pay the balance. It was the fifth time the road had been
penses being deducted left a net revenue of £200,310, as offered for sale and the second time it was sold. Last
against £195,730 in the previous year. The working ex May the same persons bid in the road for $84,000, but
penses are approximately 53 per cent of the total revenue. failed to make the required payments, forfeiting a deposit of
After deducting the interest paid on capital, income tax, $1,000. The sale is expected to be confirmed at once by
rent on lines and war allowances to dependents of those the Circuit Court. Previous references to this company
employees on active service, there was left a balance to be were made in the Electric Railway Journal of May 13
carried to the appropriation account of £147,479, which com and 22, June 19 and July 31.
pares with £151,735 in the preceding year. Los Angeles & San Diego Beach Railway, San Diego.
The amount to be set aside for depreciation was £56,230; Cal.—The Los Angeles & San Diego Beach Railway has
and with further deducting the cost of upkeep of per filed with the California Railroad Commission an applica
manent way and electrical renewals, there was left a net tion for authority to issue a $15,000 note for four months
surplus of £79,389, available for the relief of the rates. at 6 per cent to the American National Bank, San Diego,
This is the largest amount ever applied from this under to renew a similar note. The proceeds were spent for bet
taking to the relief of the Leeds rates. Prior to the out terments to the railway.
break of the war it was estimated that the relief would Philadelphia Company, Pittsburgh, Pa.—The Duquesne
amount to £92,463, but the first ten weeks after the war Light Company, which is controlled by the Philadelphia
began showed a reduction in revenue of £6,800, while war Company, recently issued $1,000,000 of additional 7 per cent
payments to employees' dependents represent an annual cumulative preferred stock. The company now has $1,700,-
sum of £4,340. 000 of such stock outstanding.
San Francisco (Cal.) Municipal Railways.—The gross re
WEST VIRGINIA MERGER RUMORED. ceipts of the San Francisco Municipal Railways for July
The visit of a party of West Virginia traction officials and were $221,337. This averages $7,140 per day and is the
Eastern bankers to various traction systems of the state heaviest gross return in any one month since the system
has led to the rumor that a gigantic traction merger is has been operating.
planned to give a continuous trolley system through the San Francisco-Oakland Terminal Railways, Oakland, Cal.
interior of the state, reaching almost from border to bor —The suit brought by the Anglo-California Trust Com
der. The rumored merger would mean the amalgamation pany, San Francisco, against the United Properties Com
of the Monongahela Valley Traction Company, the Weston- pany and other stockholders of the Oakland Railways, as
Glenville Traction Company, the Kanawha Traction & Elec noted in the Electric Railway Journal of Aug. 21, for
tric Company and possibly the Parkersburg and Charleston recovery on the issue of $2,500,000 of Oakland Railways
systems and the construction of connecting links. notes of Aug. 12, 1912, is said to have been made to pro
The bankers and traction officials are traveling in auto tect the noteholders in the event that the pending reor
mobiles from the southern terminal of the Monongahela ganization of the San Francisco-Oakland Terminal Rail
Valley Traction Company's system at Weston by way of ways, which controls the Oakland Railways and is in turn
Glenville and Burnsville to Parkersburg and Charleston. controlled by the United Properties Company, is not carried
Among those in the party are George T. Watson, Fairmont, out. It is said that the statute of limitations would have
vice president Consolidation Coal Company; James O. Wat made the trust company unable to sue after Aug. 15.
son, Fairmont, general manager Monongahela Valley Trac The California Railroad Commission has issued a supple
tion Company; S. D. Camden, Parkersburg, president Park mental opinion in the application of the San Francisco-
ersburg, Marietta & Interurban Railway; T. Edward Hamil Oakland Terminal Railways for authority to pledge with
ton, president Hamilton Banking Company, Baltimore, Md., the Commonwealth Bonding & Casualty Insurance Company
and R. C. Hoffman, of the Pennsylvania Steel Company, $18,000 face value of its general lien mortgage bonds and
Philadelphia, Pa. $40,000 face value of the same bonds as security for surety
bonds in connection with damage suits.
American Public Utilities Company, Grand Rapids, Mich. Seattle, Renton & Southern Railway, Seattle, Wash.—
—At the annual meeting of American Public Utilities Com The Supreme Court, in modifying an order entered some
pany Walter H. Lippincott was elected a director to succeed months ago by Judge A. W. Frater in the Superior Court,
Henry S. Morris, Philadelphia. states that Peabody-Houghteling & Company, who are
 376 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

interested in the Seattle, Renton & Southern Railway, are DIVIDENDS DECLARED
entitled to interest as well as the full amount of the loans Louisville (Ky.) Traction Company, 2% per cent, pre
made to the local company. The claim was that of a gen ferred; quarterly, 1 per cent, common.
eral creditor and rested upon notes given from time to time Northern Ohio Traction & Light Company, Akron, Ohio,
in exchange for loans. The lower court declined to allow quarterly, 1% per cent, common.
interest, as noted in the Electric Railway Journal of Wisconsin-Minnesota Light & Power Company, Eau
Feb. 13, 1915, but the Supreme Court has ruled that it Claire, Wis., quarterly, 1% per cent, preferred.
must also be paid. The court has also affirmed the decision
of Judge Frater making preferred the claim of Augustus
H. Peabody, trustee for the holders of $1,000,000 bonds of
the railway. ELECTRIC RAILWAY MONTHLY EARNINGS
Southern Traction Company of Illinois, East St. Louis, ATLANTIC SHORE RAILWAY, KENNEBUNK, ME.
111.—A suit to determine the various interests of claimants Operating Operating Operating Fixed *Jet
against the property of the Southern Traction Company of Period Revenues Expenses Income Charges Income
Illinois has been filed in the United States Court at Dan 1lm.,
" July,
" '15
-14 $44,197
49,184 $35,006
27,948 $9,191
21,236 $654
667 $8,537
20,569
ville. The action is brought by the Union Trust Company AURORA, ELGIN & CHICAGO RAILROAD, WHEATON, ILL.
& Savings Bank, St. Louis, Mo., trustee for the original lm., Jun., '15 $39,881 $33,625 $6,256
bondholders. The line was partially constructed for 15 1 14 $163,716
192,559 $123,865
118,152 38,816
74,407 472,112 35,591
211,135
miles near St. Louis, by former United States Senator 12 15 1,982,599 1,299,352 683,247
12" " "14 2,113,082 1,337,587 775,495 459,075 316,420
William Lorimer.
BATON ROUGE (LA.) ELECTRIC COMPANY
Syracuse & South Bay Electric Railroad, Syracuse, N. Y. $15,409 •$8,967 $6,442 $1,736 $4,706
—On account of unexpected and unavoidable delays of a lm., Jun., '15 •9,590 6.013 1,727 4,28$
1 14 15,603 •110,823 20,765 49,367
routine nature, it is said that the foreclosure sales of the 12 ir. 180,955 •114,882 70,132
12 14 175,937 61,055 21,154 39,901
Syracuse & South Bay Electric Railroad and the Syracuse,
Watertown & St. Lawrence River Railroad will not be BROCKTON & PLYMOUTH STREET RAILWAY,
possible until the latter part of October or early in Novem PLYMOUTH, MASS.
ber. Previous references to these companies were made in lm., Jun., '15 $10,420 •$7,960 $2,460 $1,123 $1,337
1 14 11,458 •8,870 2,588 1,085 1,503
the issues of the Electric Railway Journal of May 29 and 12 15 •98,844
118,966 •102,208 20,122 13,463 6,659
June 19. 12 14 121,731 19,523 12,868 6,655
Toronto (Ont.) Railway.—Seventy-nine 4% per cent CAPE BRETON ELECTRIC COMPANY, LTD., SYDNEY, N. S.
currency bonds, par $1,000, and 305 sterling bonds, par lm., Jun., '15 $27,832 •$17,856
•17,595
$9,976 $6,597
6,418
$3,382
5,684
£100, issued under the first mortgage dated Sept. 1, 1892, 1" " '14 29,697 12,102
12 15 338,169 •208,227
•207,338
129,942 78,608
75,253
51,334
91,055
have been drawn for redemption at par and interest on 12 14 373,646 166,308
Aug. 31 by the Toronto Railway. CITIES SERVICE COMPANY, NEW YORK, N. Y.
. Union Traction Company, Santa Cruz, CaL—A meeting lm., Jun., '15 $294,520 $14,022 $280,497 $40,833 $239,664
of bondholders of the Union Traction Company was sched 1" '14 269,586 8,947 260,639 29,166 231.473
12 " •15 3.977,733 148,170 3,829,562 490,000 3,339,562
uled for Aug. 25 to investigate the condition of the corpora 12 " ■14 3,399,186 90,984 3,308,202 298.062 3,010,140
tion through the appointment of a committee of bondhold COLUMBUS (GA.) ELECTRIC COMPANY
ers. Owing to the prevalence of the auto habit, the gross
earnings of the company fell off from $82,000 during the lm.,
1" Jun.," '15
'14 $56,286
54,120 '$27,079
«20,797 $29,207
33,323 $25,332
23,141 $3,875
10,182
year ended June 30, 1914, to $69,377 in the last fiscal year. 12 15 696,498 '318,140 378,358 305,871 72,487
The deficit for the year just ended was $11,116. An amount 12 " " '14 646,505 «274,091 372,414 259,292 113,122
of $23,636 was on June 30 due to the Coast Counties Gas EASTERN TEXAS ELECTRIC COMPANY,
& Electric Company, which owns the Union Traction Com BEAUMONT, TEX.
pany stock but has not guaranteed any of its obligations. lm., Jun., '15 $5S,584 •$31,324
•34,201 $27,259
$S,713 $18,546
8,351 15,698
1 14 58,250 •385,290 24,049
United Railroads of San Francisco, San Francisco, Cal.— 12 " " '15 672,517 287,227 104,566 182,661
The California Railroad Commission has extended the effec 12 14 602,878 •381,390 221,488 99,695 1143.328
tive date of its order of May 17, requiring the United Rail EL PASO (TEX.) ELECTRIC COMPANY
roads of San Francisco to set aside $550,000 a year for three
years for betterments, until such time as the commission 1lm.,
•■ Jun.,
" '15
'14 $72,931
80,052 '$40,496
*49,S49 $32,435
30,203 $4,194
4,203 $28,241
26,000
12" " '15 997,414 '540,820 456,594 50,328 406,266
has denied or granted the petition for a rehearing that has 12 14 963,471 '532,768 430,703 54,653 1382,741
been filed by the company. The company protested that it HOUGHTON COUNTY TRACTION COMPANY,
was impossible for it to comply with the order. HOUGHTON, MICH.
Westinghouse Electric & Manufacturing Company, Pitts lm. Jun., •15 $24,589 •$14,070 $5,661 $4,958
burgh, Pa.—Up to the close of business on Aug. 17 stock 1" •14 •16,610 $10,519
24,508 •168,279 7,898 5,552 2,346
holders had subscribed for $18,237,000 of new convertible 12 " '15 265,299 •179,649 97,020 67,041 29,979
12 " '14 2S8.369 108,720 67,140 41,580
bonds from the $18,695,000 offered for subscription at 105. PADUCAH TRACTION & LIGHT COMPANY, PADUCAH, KY.
Under the terms of the agreement the unsubscribed bonds,
$485,000, will go to the holders of the old bonds. Of the lm Jun. •l•i:>i $21,770 •$13,836
•16,273 $7,934
8,340
$6,595
6,623
$1,339
1,717
1" •ir, 24,613 •186,460 80,914 25,139
total subscriptions payment was made in full for $16,423,000 12 " •ii 292,513 •196,514 106,053
of bonds. On the balance the first installment was paid. 12 " 308,017 111.503 80,598 30,905
The conversion plan, which was declared operative by Kuhn, PENSACOLA (FLA) ELECTRIC COMPANY
Lpeb & Company in July, was described in the Electric lm., Jun., '15 $21,511
Railway Journal of May 8. 1" " '14 24.364 '$11,745
'14,869 $9,766
9,495 $7,137
7,138 $2,629
2,357
12 15 248.544 '153,340 95,204 86,987 8,217
; Winnipeg (Man.) Electric Railway.—The Winnipeg Elec 12 14 2S5.662 '179,361 107.301 85,708 21,593
tric Railway has applied to the London Stock Exchange PHILADELPHIA (PA.) RAPID TRANSIT COMPANY
for the listing of £400,000 of 4% per cent perpetual consoli lm., July, '15
dated debenture stock. This makes a total listed of 1 14 $1,939,905
1,951,265 $1,095,694
1,137,700 $844,211
813,563 $816,595
809,364 $27,615
4,199
£900,000. PUGET SOUND TRACTION, LIGHT & POWER COMPANY,
Youngstown & Ohio River Railroad, Leetonia, Ohio.— SEATTLE, WASH.
The gross earnings of the Youngstown & Ohio River Rail lm., Jun., '15 $592,736
road during the year ended June 30, 1915, totaled $290,- 1" " '14 668.255 '$382,357
'413,509 $210,379
254,745 $181,342
176,661 $29,037
'.'8,084
12 15 7,908,397 '4.825,817 3,082,579 2,151,772 930,807
164, as compared to $273,603 for the preceding year. The 12 14 8,701,960 '5,059,171 3,642,788 2.096,613 1,546,175
operating expenses, taxes and rentals increased from TAMPA (FLA.) ELECTRIC COMPANY
$175,678 in 1914 to $185,674 in 1915, giving net earnings
of $97,925 in 1914 and $104,490 in 1915. The bond in lm., Jun., '15 $77,004 •$41,89S
•44,012 $35,106
$3,631 $31,475
1 14 81,685 37,673 3,700 33,973
terest each year amounted to $50,000, so that the surplus 12 15 986,739 •507,366
•514,778 479,433 43,S63 435,570
for the last fiscal year was $54,490 as compared to $47,- 12 14 933,560 418,782 46,580 372.202
925 in 1914. •Includes taxes. (Includes non-operating income.
 AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 377
he told Magistrate Beaton in City Hall that he operated
Traffic and Transportation from a fixed stand and charged more than 5 cents for a ride,
The other two were discharged when they explained thaf^
JITNEY JOTTINGS they operated large machines and came under the provisions
of the omnibus bill of 1907 by carrying thirty or more
Public Service Commission and Court Action in New York passengers.
That all the Philadelphia jitney ordinance is in force
on Jitney excepting that part of one section requiring the jitneys to
The Public Service Commission for the Second District of travel over the whole of prescribed routes for a fare of 5
New York, in addition to the court action taken recently to cents; that to make "sight-seeing" cars out of jitneys would
restrain the operation of jitney-bus lines in Rochester and be evading the law, and that the $2,500 bond required for
Corning which have not secured certificates of public con each car operating as a jitney was prepared in accordance
venience and necessity, has instituted upon the complaint with the ordinance were declared to be the facts in an
of the New York State Railways and the Corning & Painted opinion given by City Solicitor Ryan to Director of Public
Post Street Railway action against three jitney operators in Safety Porter. In his opinion Mr. Ryan said: "In connec
Corning and seven in Rochester. These proceedings will be tion with the general jitney question, I would suggest that
before the commission itself. The complainants allege that neither you nor I have any power to alter or amend the
the jitney men are operating in violation of the law passed terms and provisions of the ordinance in relation to the!
at the last session of the Legislature by carrying passengers duties devolved upon us respectively by it, without regard
within a city of the State for 5 cents and in competition to our private opinions on the subject."
with a common carrier, and invoke the power of the commis The first section of the ordinance specifically exempts
sion to stop them. The complaints have been served on the "any street railway car or motor-propelled vehicle used
various jitney men, and upon receipt of their answers dates exclusively for sightseeing purposes." Mr. Ryan held that
for hearings will be set by the commission. under this exemption any vehicle which is in good faith used
Both the street railways allege that their business is genuinely for what are known as sightseeing purposes at
being injured by the operation of these vehicles contrary to the time of the passage of the ordinance should be permitted
law, and claim the same protection from the Public Service to run without reference to the requirements which the
Commission as might be afforded to an individual. The ordinance contains.
hearings before the commission will amount to a trial of In Gloucester City, N. J., an ordinance regulating jitneys
the issue as to whether or not the jitneys are violating the has been passed by Councils, fixing the license fee at $20 for
law. Should it be proved that they are, the commission is each car having a seating capacity of four, $25 for a car
empowered to take legal steps to prevent their operation. having a capacity of five, $30 for those of six, and increasing
In addition to the cases mentioned, the commission also by $5 per person up to $50 for machines carrying ten
has in the correspondence stage a number of similar matters persons. The license fee applies to both residents and non
from cities all over the State, in some instances originating residents.
with citizens and in others with street railways. As yet I. M. Howell, Secretary of State of Washington, reports
there has been but one formal application to the commission that since the jitney bus-bonding law, passed by the 1915
for a certificate of public convenience and necessity for the Legislature, went into effect on April 1 911 jitney buses
operation of a jitney line. This came from the Troy Auto have been bonded in first-class cities of the State. Of this
Car Company, but was withdrawn in order that the pro number eighty-three have been cancelled or surrendered,
prietors of the line might make some changes in their leaving 828 jitney buses operating on Aug. 15. The cities
incorporation. As rapidly as formal complaints are made affected by the jitney bus law are Seattle, Tacoma, Spokane,
the commission, according to its established procedure in all Bellingham and Everett. The law provides for a bond of
cases, serves the complaint on the alleged offender, and $2,500 for each jitney operating in a first-class city. The
after giving him an opportunity to answer tries the issues figures of Mr. Howell show that most of the withdrawals
which may thus be joined. The complaints served on Aug. have come from Spokane, due no doubt to stringent
20 in the Rochester and Corning cases are the first which municipal regulation, as compared with the ordinances regu
have been made formal. lating buses in Seattle and Tacoma. In Spokane eighty-
The motor-bus service between Lockport, N. Y., and eight jitneys have been bonded, but of this number twenty-
Olcott Beach on Lake Ontario, a distance of 12 miles, for two have surrendered their permits. In Seattle 628 permits
which a fare of 50 cents was charged, was dealt a death have been issued. Of this number forty-five have been sur
blow by Justice Brown in the Special Term of the Supreme rendered, leaving a total of 583 still operating. Surrender
Court in Buffalo, N. Y., in an opinion handed down, in which of the bonds and permit has been made either at the request
the justice held that the owners of the line must get a of the bonding company or the jitney-bus operator himself.
certificate of necessity and convenience from the New York In the former instance the bondsman has asked to be
State Public Service Commission, Second District, and a relieved of the risk, while in the latter the operator has
permit from the City Council of Lockport. The court found a more lucrative field of endeavor in another city or
granted an injunction restraining Mr. Hurtgan from has retired from the business. The complete figures are
operating his motor vehicles and carrying passengers for as follows: Seattle, permits, 628; cancelled, 45; net, 583.
hire in Lockport. Burt G. Hurtgan, Newfane, owned the Tacoma, permits, 144; cancelled, 13; net, 131. Spokane,
line. Arguing before the court, counsel for the defendant permits 88; cancelled, 22; net, 66. Everett, permits, 39;
claimed that he did not collect fares between points in cancelled, 3; net, 36. Bellingham, permits, 12; cancelled,
Lockport nor did he discharge passengers anywhere within none; net, 12.
the city limits, but merely operated a bus line between two The Common Council of Lansing, Mich., has passed a
points in the State over a state highway, not in violation of regulatory ordinance governing jitney buses by which they
any law and not under the jurisdiction of any commission must pay a license fee of $26 annually and provide a bond of
or law-governing body. Representatives of the Interna $10,000 as a protection for passengers. The jitney bus men
tional Railway, who filed the complaint against the jitney threaten court action to prevent enforcement of the ordi
service, held the line was in competition with the railway nance. Considerable feeling exists against the jitney men
and ran parallel to its right-of-way for miles. The court because after the cars stop running at night they boost
held the service was under the jurisdiction of the Thompson their fare to 10 cents.
law passed last winter. The city of Los Angeles, Cal., on Aug. 5 paid to the
The jitney situation in Philadelphia has undergone such secretary of the Auto-Bus Owners' & Operators' Asso
rapid changes during the week that overnight developments ciation $4,000 as refund on excess jitney bus license fees
have cut the number of cars operating on Broad Street from received by the city. Other similar claims are pending.
1200 to eight. This was the result of the police department The city ordinance of Austin, Tex., regulating the jitneys
enforcing the ordinance regulating jitneys. Drivers who was held void and of no effect by District Judge A. S. Fisher
had threatened to run the police gauntlet and risk arrest in the N. C. Partin habeas corpus proceedings that grew out
underwent a change of heart. Three unbonded drivers who of opposition on the part of the jitney men to the ordinance.
operated were arrested. One of them was released because The court holds the attempt of the city to define certain cars
 378 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9
as jitneys to be in violation of constitutional rights. It WISCONSIN JITNEY LAW
holds that the city has the power to license automobiles,
but not to discriminate between service automobiles. Calling Summary of Provisions of Recent Measure Placing Jitneys
certain cars jitneys gives the city no right to impose a Under the Jurisdiction of the Railroad Commission
heavy tax upon them. The right of the city to control the
street is upheld. Referring to the I. W. Sullivan case, in The Governor of Wisconsin on Aug. 17 approved chapter
which case the Court of Criminal Appeals upheld the Fort 546 of the laws of 1915 relating to the operation of motor
Worth jitney ordinance, Judge Fisher ruled that, that where vehicles for the carriage of passengers for hire upon streets
cases are similar it is the duty of the lower court to follow and highways. Except for two sections the act took effect
the higher court's ruling, but where the facts are not similar upon passage and the measure in its entirety will go in
and there has been no ruling by the higher court, investiga effect on Sept. 1, 1915. The measure declares as a common
tion and ruling in a case are within the right of the lower carrier every motor vehicle affording a means of local street
court. Judge Fisher ruled that the case of Partin was or highway transportation similar to that furnished by
different in some of its particulars from the so-called Sulli street railways and indiscriminately accepting and discharg
van case. ing passengers. Such vehicles are required to operate over
Injunction against operators of some 300 jitney buses such general routes or within such territory and during such
in Memphis, Tenn., having been denied the Memphis Street hours as may be reasonably required for the accommoda
Railway in the local courts, an appeal has been taken to the tion of the public in accordance with the provisions of the
State Supreme Court. An effort will be made to have the measure. No vehicle is to be operated in passenger trans
case argued before the sitting of the court at Knoxville portation unless there has been filed with and accepted by
in September. The street railway case does not involve the the Railroad Commission an indemnity bond issued by a
question of the constitutionality of the State law, which security or indemnity company authorized to transact busi
provides that municipal authorities may require $5,000 in ness in Wisconsin, and the bond must provide that the
demnity bonds. This, however, has been raised in other company issuing it shall pay all damages not exceeding
cases now before the Supreme Court. In Memphis such an $2,500 to any one person or $5,000 for any one accident re
ordinance was prepared but has not been made effective, sulting from the negligent use of the automobile. Appli
pending decision of the question. cants for permission to operate in Wisconsin must state
The Quincy (111.) Street Railway has filed a petition with their name and residence, the general route or the territory
the State Public Utilities Commission of Illinois for the over which it is proposed to operate, the proposed hours of
regulation of jitney buses in that city. The company desires service and the rate of fare to be charged. Regarding the
that the jitneys be restrained from operating on the streets authority of the commission the law says:
on which there are street cars. The date for the hearing "If the railroad commission shall determine that such
has not been set. bond complies with the provisions of section 1797-63 and
The jitney bus ordinance was passed by the City Commis that the rates specified in the application accompanying the
sion of Springfield, 111., on Aug. 10. The ordinance provides same are reasonable for such character of service, and that
for a bond of $5,000 for cars carrying five or less passengers the proposed general route, or territory to be covered, and
and an additional bond of $500 for each additional passenger the hours of such operation are reasonably adapted to the
capacity. Before the new ordinance was read Commissioner accommodation of the public, it shall, regardless of any
Reece was given leave to withdraw the original ordinance, other service now furnished, accept such bond and shall
which has been slumbering in committee. The substitute thereupon issue to such applicant a certificate setting forth
provides that the following licenses shall be paid each year: the fact that the applicant has in respect to the vehicle de
For cars carrying five passengers, $5; cars carrying from scribed therein complied with the provisions of section 1797-
five to eight passengers, $7; cars carrying from eight to ten 63 and section 1797-64."
passengers, $10; cars carrying more than ten passengers, Any person who operates a motor vehicle in contraven
$25. The license shall be paid October 1. Drivers of cars tion of the provisions of the section of the law governing
engaged in jitney service must secure a permit from the bonding, who transports in any vehicle a larger number of
Mayor and Commission on payment of a fee of 50 cents, and passengers than the number specified in the bond as the
are to be provided with a numbered badge, and the age for carrying capacity of the vehicle, who charges a rate of
drivers is from eighteen to sixty years. Owners of cars who fare other than that prescribed in the application accom
apply for licenses will be compelled to certify the route over panying the bond, or who fails to operate the vehicle upon
which they are to drive. This section of the ordinance was the general route or within the territory and during the
opposed by the owners at a recent hearing, upon the ground hours set forth in his application, is to be deemed guilty
that the enforcement of this section would make the cars of a misdemeanor and upon conviction be fined not less
common carriers and place them under the jurisdiction of than $10 nor more than $100 for each offense and in de
the State Utilities Commission. Terminals will be estab fault thereof may be committed to the county jail for not
lished, but must be outside of the zone bounded on the north less than ten nor more than ninety days. Every city, vil
by Madison Street, the south by Capitol Avenue, the west lage and town within or through which any motor vehicle
by Second Street and the east by Eighth Street. Cars are is operated for public hire may require local consent for
allowed to stop for a period of not to exceed five minutes operation and as a condition of such consent may require
at crossings, and cars must be brought to standstill not less reasonable compensation for the repair and maintenance of
than 70 ft. from the crossing intersection. The cars are to pavement and bridges and compensation for the regulation
be operated for at least six hours a day. Violation of the of street traffic and for any other expenses occasioned by
ordinance is punishable by a fine of not less than $5 or more the operation of the automobile.
than $200, and conviction may also bring automatically the LIMITS FIXED FOR PARCELS ON NEW YORK CARS
revocation of the license. The ordinance will go into effect
thirty days after its passage. The Public Service Commission for the First District of
The Jitney Service Company, Williamsport, Pa., has re New York has adopted a final order establishing rules and
quested the Public Service Commission for permission to regulations to govern the carrying of parcels and news
withdraw its request for a certificate approving its incor papers upon the subway and elevated lines operated by the
poration. The reason stated is that the business of the Interborough Rapid Transit Company, and upon the subway
jitneys in Williamsport has fallen so much that it was not and elevated lines of the New York Consolidated Railroad
deemed to be expedient to make further expenditures at Company, the Nassau Electric Railroad and the South
this time. Brooklyn Railway.
In upholding an ordinance enacted by the Council of The regulations governing the Interborough Rapid Tran
Independence, Judge Foran of Cleveland, Ohio, said that jit sit Company's lines allow the carrying of newspaper bundles
ney bus owners must be required to give continuous serv in the rush hours under certain restrictions, prohibit the
ice at regular intervals and must bear a portion of the sorting of papers on the cars and the throwing of packages
taxes. He also suggested a $10,000 bond and license fees. from the trains. In non-rush hours the restrictions are not
The court said that the jitney bus should be fostered as stringent. As to parcels other than newspaper bundles,
within all reasonable limitations. passengers will not be allowed to enter any station with
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 379

bulky baskets or bundles, but only wjth ordinary hand from their markets, not including the extreme cases, the av
satchels and parcels that can be conveniently carried on erage haul has been found to be 8.7 miles and the average
their laps or under seats without inconvenience to other time to make the circuit is three-fourths of a day.
passengers. No inflammable material will be admitted. Mr. Wyatt, discussing the proposition from the viewpoint
The regulations on the other lines permit the carrying of of the Louisville & Interurban Railway, took the average
bundles of newspapers upon the platforms of elevated trains, figures, 6.5 miles and a half a day in time, and estimated
but not inside the cars except between the hours of 2 a. m. that this represented a cost in time of man and team of at
and 6 a. m. Such bundles will be carried, subject to certain least $2.50 on the average, of course, figuring that no team
restrictions, which are formulated in the regulations. Pas owner would sell services of man, team and wagon for less,
sengers will not be allowed to carry very long or bulky while the average cost for hauling produce from all points
articles or packages which are likely to cause accidents or on the company's lines to the freight depot, where the com
serious inconvenience to other passengers. All articles mission men would get it, he figured at between 50 and 75
which the guard thinks may be carried without danger or cents a load. The commission man's charges would hardly
inconvenience and which are too large to be carried on the be more than 50 cents on the average load, which would give
inside of the car, including bass drums and other articles the farmer a margin of between $1.50 and $1.25, out of
for which special permits have been issued, must be kept which the costs of his delivery to the electric line would
on the platform in the custody of the owner. have to come, of course. But Mr. Wyatt figures it as a
All companies have been notified to file an amendment to probability that the commission merchant's superior sales
their passenger tariff schedules to conform with the regula manship and greater familiarity with the market would
tions. The proceedings which brought about the order enable him to sell the produce to better advantage.
were begun last May, after several persons with large Two of the drawbacks to increasing the volume of this
bundles had been denied access to the subway and had com farm-to-market business, Mr. Wyatt said, are the distrust
plained to the commission. The Publishers' Association has of the commission man by the farmer and the fact that the
already given its sanction to the order so far as it applies farmer has not been educated up to figuring comparative
to newspaper bundles. costs. Both of these are things the electric railway people
will have to overcome before they will make much progress
NEW TRAFFIC REGULATIONS PROPOSED in taking over this farm-to-market business, Mr. Wyatt
believes. His own propaganda along the line that the
As a result of numerous investigations of street accidents farmer's time in his fields is much more valuable to him,
involving automobiles and horse-drawn vehicles, extending especially during the growing season, than it is on the road
over a period of several months the street traffic committee or in the market, is bearing fruit, and Mr. Wyatt is fre
of the Safety First Society of the City of New York, has quently asked for his reasoning on the proposition by
approved reports recommending new regulations, which it producers along the lines of the company.
is believed will tend to minimize the number of preventable
accidents occurring upon the public streets. The following Gorge Lines Inspected.—The members of the Municipal
recommendations, approved by the street traffic committee Board of the Province of Ontario, with directors and engi
have been referred to William Bondy, general counsel of neers of the International Railway, Buffalo, N. Y., have in
the society, with instructions to prepare the necessary ordi spected the Canadian line of the Great Gorge Route along
nances for early introduction in the Board of Aldermen. the brink of the gorge and in the vicinity of the recent
1. A new ordinance to provide for the elimination of accident. The board will make a report as to suggested
dazzling head and side lights. changes in equipment. The Attorney-General of the On
2. An ordinance requiring parallel parking at the curb tario province will not take any action until after the re
for all vehicles of the delivery type. port has been filed.
3. An ordinance requiring the use of mirrorscopes on all Skip-Stop Rejected in Newark.—The Board of Works of
motor vehicles operated in Greater New York. (New Newark, N. J., has disapproved the plan for skip-stops
Jersey now requires the use of mirrorscopes.) within the city proposed on behalf of Verona and other
4. An ordinance requiring owners of all motor vehicles places near Newark. The motion that the board should
with chain drive to inclose the chains with suitable guards. not agree to any skip-stop was carried with the comment
5. An ordinance making it a misdemeanor for any person that the citizens of Newark should not be deprived of any
to "hitch on" or trespass upon a motor truck or horse-drawn transportation accommodations to which they were en
vehicle, unless employed by the owner of such vehicle. titled. Residents of Verona, Montclair, Bloomfield, Glen
6. An ordinance requiring that when a motor vehicle is Ridge and Caldwell are said to be considering a plan for
at a stand-still and unattended, the vehicle shall be safe the operation of a skip-stop service by the Public Service
guarded as follows: (a) The motor of a gasoline propelled Railway in these places.
vehicle must be stopped; (b) on electric motor vehicles the
control handle or the current cut-off switch must be locked "Near-Side" Stop Agitation in Denver.—The "near-side"
so that the vehicle is rendered inoperative; (c) on all steam- stop has come up as a subject of controversy in Denver,
propelled motor vehicles, the throttle or shut-off valve must Col. The Denver Tramway is trying to secure an expres
be locked so as to render the vehicle inoperative; (d) the sion of opinion from the people, and has published a
emergency brakes on a motor vehicle must be properly set pamphlet to inform its patrons before they make a decision.
so as to prevent such vehicle from moving. A vote is to be held to see whether a "near-side" or "far-
The police department has been requested immediately to side" stop shall prevail at street intersections. The tram
enforce the 8-ft. leeway law, the ordinance requiring lights way has resorted to the popular vote before in order to
on all vehicles. Among the members of the street traffic settle controversies, particularly in connection with run
committee of the Safety First Society of the city of New ning express cars, and has accepted the majority opinion.
York are George Keegan, general superintendent of The policy of frankness with the public and willingness to
transportation of the New York Railways, and J. A. Ritchie meet the majority opinion in cases of controversy is doing
of the Interborough Rapid Transit Company. a great deal to keep the company in popular favor.
Courthouse Dont's for Trainmen.—N. W. Funk, of the
SHOWING THE FARMER legal department of the Louisville (Ky.) Railway, in the
last issue of Trolley Topics, makes the following sugges
A recent bulletin from the bureau of crop estimates of tions under the heading of "Some Courthouse Don'ts." "Don't
the Federal Department of Agriculture is in line with the come in and take the witness stand chewing gum. Don't
argument which R. H. Wyatt, general freight agent of the take the witness stand and chew your finger nails. Remem
Louisville & Interurban Railway, Louisville, Ky., has been ber your testimony is the chief factor in our success or
presenting to the farmer patrons of the lines. One of the failure in the courthouse. A bad impression made on the
important features of the bulletin, which contains the find jury by you cannot be cured by twenty disinterested wit
ings of an investigation, is the statement that the average nesses. Many an employee will wonder why we have lost a
length of haul for the farmer who takes his produce to mar case when we apparently have all the testimony. I have
ket by wagon is 6.5 miles, while the average time required given you the answer. Don't guess wildly at speed. I have
to make the circuit is slightly more than half a day. For heard men state on the witness stand that they were going
those farmers who are located beyond the normal radius 1 m.p.h. between intersections. A man walking slowly goes
 380 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9
3 m.p.h. This sort of testimony will wreck the best defense
in the world." Personal Mention
Unsuccessful Attempt to Compel Operation of Toronto
Line.—The city of Toronto, Ont., through Works Commis Mr. Daniel M. Shepler has been appointed superintendent
sioner Harris, made an unsuccessful attempt on Aug. 29 to of the Pekin (111.) Street Railway, controlled and operated
secure from the Ontario Railway Board an order compel by the city.
ling the Toronto Railway to give a service on the new Os-
sington Avenue line. Mr. Harris pointed out that the delay andMr.the John M. Padgett, formerly with the Associated Press
of the city in completing the roadbed was due to difficulty with the Republican
Daily
at Denver, Col., for about two years
Capital at Topeka, Kan., has been appointed
in obtaining material, and claimed that but for the com to the claims and publicity department of the Illinois Trac
pany's delay in laying tracks in the first place, the work
would have been all done now. In any event, the line was tion Company. He will handle work for the company's
quite safe for operation. Chairman Mclntyre observed that railways at Topeka, Wichita and Atchison.
the company held otherwise, and when the commissioner Mr. William D. Ainey, Montrose, Susquehanna County,
announced that he could produce evidence to prove that the has been appointed chairman of the Public Service Commis
line was safe, Mr. Mclntyre informed him that the board's sion of Pennsylvania by Governmor Brumbaugh. Mr. Ainey,
engineer had gone over tie line and took the same view as who was appointed a commissioner in the spring of 1915,
the company's engineers. The operation of the line, ac has been acting as chairman, being the junior in the com
cordingly, must wait until the city has completed the work mission. The new chairman has served as a United States
of paving, which will be about Sept. 1. Congressman and was a member of the House committee on
Not a Fatal Accident in Louisville in a Year.—Results foreign relations. He was born at New Milford, Pa., and
of the first year during which the safety-first work of the was graduated from Mansfield Normal School and Lehigh
Louisville (Ky.) Railway has been in effect have been com University. He was District Attorney of Susquehanna
piled by the company and show that the efforts of com County for two terms until elected as a Congressional rep
pany and employees in eliminating accidents have been resentative.
effective. In the first place the report shows that not one OBITUARY
fatal accident has occurred on the city lines during the J. C. Espy, superintendent of transportation of the Cleve
year, in the face of the fact that the company operated its land, Painesville & Eastern Railroad, Willoughby, Ohio, is
greatest mileage and in the year carried a total of 100,- dead as a result of wounds self-inflicted, presumably in a
000,000 passengers. There were four fatal accidents in the fit of despondency brought about by the death of his wifa
first half of 1914, before the safety-first movement got un and by his own failing health. Mr. Espy was for some time
der way. In 1913 there were fifteen fatal accidents; in a locomotive engineer on the Lake Shore Railroad. Sixteen
1912 twelve, and eleven each in the two preceding years. years ago he entered the service of the Cleveland, Paines
In the case of the Louisville & Interurban Railroad the ville & Eastern Railroad as a motorman. After several
record is marred by one death, for which the coroner's jury years of service he was promoted to dispatcher, and five
held the company blameless. During the previous year years ago was made superintendent of transportation of
there were six fatal accidents on the company's lines. Not the company.
only was the number of injuries to pedestrians reduced,
but the movement was otherwise beneficial. Street car John R. Graham, president of the Bangor Railway &
collisions were reduced by 62 per cent, and there was a Electric Company, Bangor, Me., and one of the most promi
reduction of 50 per cent in reports of persons falling in nent public utility men in the East, died at his summer
boarding or leaving cars or after leaving them. One item, home in Intervale, N. H., on Aug. 24. Mr. Graham was
the number of collisions between street cars and automo born in the north of Ireland in 1847. During the Civil War
biles, shows an increase. This is attributed to the large he served in Massachusetts infantry and cavalry regiments,
increase in the number of automobiles. Since the inaugura and after the close of hostilities established a shoe factory
tion of the police crusade against reckless motor driving, at Quincy, Mass., which has since been continued by his
however, there has been a marked decrease in these acci sons. Mr. Graham entered the street railway field at the
dents. There are sixteen lines in the city, covering 87% reorganization of the Quincy Street Railway and when
miles of road. The mileage during the year was 11,897,848. that company was merged with the Old Colony system he
What the Interurban Has Done for Indianapolis.—Com became a vice-president of the latter. He was a member of
menting recently on the growth of 38 per cent for Indian the first rapid transit committee of the Massachusetts Leg
apolis and on 19 per cent for St. Louis during the last cen islature, established at Boston in 1893, was a member of
sus decade the St. Louis Republic said: "A number of rail the Quincy City Council for two terms, a director of the
road systems are managed from St. Louis. Not one road Quincy Electric Light & Power Company, and a trustee of
of any size is managed from Indianapolis. St. Louis lies the Quincy Savings Bank. In 1902 Mr. Graham engaged in
just across the Mississippi from the greatest deposit of the rehabilitation of the electric railway, lighting and power
good steam coal adjacent to any American city; Indian system at Bangor in association with the banking houses
apolis gets its coal from considerable distances. St. Louis of J. & W. Seligman, New York, and E. W. Clark & Com
has a river channel connecting it with the sea; Indianapolis pany, Philadelphia. Mr. Graham was also closely identified
has no navigable water. St. Louis is located on rolling hills with the acquisition of the electric railways now forming
of great scenic beauty and giving ideal drainage; Indian the system serving the region between Waterville, Me.,
apolis is as flat as the top of a dinner table. St. Louis is Lewiston and Bath. More recently he was instrumental in
far from any other large city; Indianapolis has achieved its the formation of the Cumberland County Power & Light
remarkable growth within 183 miles of Chicago. St. Louis Company, Portland, Me., which now operates the electric
has two important universities; Indianapolis has none. St. railway and central station service of Portland and the
Louis is a wealthy city; Indianapolis has almost no large surrounding region. Mr. Graham was a director of the
fortunes. St. Louis is the world's center in a number of Merrill Trust Company, Bangor; Union Trust Company,
lines of manufacture; Indianapolis has many small, pros Ellsworth; president of the Bangor Power Company, the
perous shops, but few large ones. Fast interurban trolley Orono Water Company, the Bar Harbor & Union River
lines have made it easy for the people of a circle of 250 miles Power Company, and the Graham Realty Company. In
in diameter to visit Indianapolis. In the streets of the July, 1914, he entertained the New England Street Railway
capital, the man from Fort Wayne rubs elbows with the Club at his hotel in Bangor and at his private and experi
man from Terre Haute; the shopper from Columbus meets mental farms in the outside country, the occasion being one
her old school friend from Logansport. A trolley map of of the most memorable in the history of the organization.
Indiana looks like the spokes of a wheel whose hub is the He was an honored guest at meetings of the Massachusetts
city of Indianapolis. A city without great wealth, without Street Railway Association, and in 1914 received a loving
large industries, without a university, without navigable cup at a dinner at Young's Hotel, Boston, from former asso
water, without coal, without natural beauty of site, has ciates in the Legislature. Mr. Graham was twice married
grown because it made it easy for its neighbors for 100 and leaves his second wife and ten children by his first
miles around to drop in before dinner, per trolley car, and marriage, one of whom, Mr. Edward M. Graham, is as
leaving after an early supper, to get home by bedtime." sistant to the president of the Bangor company.
 AUGUST 28, 1915] ELECTRIC RAILWAY JOURNAL 381
$490. The balance is for other advances and for new con
Construction News struction on 2 miles of railway from the San Pablo quarry
to a connection with the Richmond Belt Line Railway, all in
Construction News Notes are classified under each head Richmond. The company's capital stock is $100,000, divided
ing alphabetically by States. into 1000 shares, of which 110 are outstanding. It has no
An asterisk (*) indicates a project not previously other evidences of debt.
reported. Municipal Railways, San Francisco, CaL—The Board of
RECENT INCORPORATIONS Works has contracted for all material needed for the con
'Boise Valley Traction Company, Augusta, Me.—Incor struction of the Municipal Railway lines on Church Street
porated in Maine to construct and operate a railway by and across Golden Gate Park, and is awaiting action by the
steam, electric or other motive power. Capital stock, $1,- Board of Supervisors before proceeding further. The
000,000. Officers: Franklin P. Ferguson, Brooklyn, N. Y., contract for 9800 ties has been awarded to the Navarro
president; E. M. Leavitt, Winthrop, treasurer, and E. L. Mc Lumber Company. The Board of Supervisors has yet to
Lean, Augusta, clerk. decide the route for the line across the park, and has to
•Salem-Pennsgrove Railway, Salem, N. J.—Incorporated declare whether the city will lay tracks on Market Street,
in New Jersey to construct a line from Salem to Pennsville from Church Street to Van Ness Avenue, or use the United
and Pennsgrove. Incorporators: Arthur B. Smith and Railroads tracks for that distance.
Isaac S. Smashey, both of Salem. [July 31, '15.] Illinois Traction System, Peoria, I1L—This company suf
fered the loss of 300 ft. of track and the Coon Creek bridge,
FRANCHISES near Clinton, during the recent severe storm and high
Ceres, Cal.—The Tidewater Southern Railway has asked waters.
the Council for a franchise to extend its tracks through Aurora, Elgin & Chicago Railway, Wheaton, 111.—This
Ceres. company is being urged to build a loop through the western
North Andover, Mass.—The Bay State Street Railway has part of Elgin. Such a loop would connect the Wing Park
received a franchise from the Council to extend its double line with the North State Street line. The laying out of the
tracks on Sutton Street, North Andover. North State Street tracks, which are now being placed on
West borough. Mass.—The Worcester Consolidated Street a lower level on account of new paving, is in accordance
Railway has asked the Council for a franchise to relocate with the loop idea.
its track on Main Street, Westborough. Fort Wayne & Northern Indiana Traction Company, Fort
Wayne, Ind.—This company is making preparations to build
Cleveland, Ohio.—Petitions have been filed with the City 60-ft. concrete poles to be used on its high-tension lines,
Clerk of Cleveland asking for a referendum vote on the especially at railroad crossings. Wooden poles have been
franchise granted the Cleveland, Akron & Canton Terminal used heretofore. The company has for the last five years
Railway for a four-track freight subway under East Fifty- used concrete poles of shorter length which have proved
fifth Street, Cleveland. [July 31, '15.] entirely satisfactory.
Portland, Oregon—City Attorney La Roche has been Tri-City Railway, Davenport, Iowa.—Double tracks are
asked by Commissioner Daly to prepare a council resolu now being laid by this company on Seventeenth Avenue be
tion, declaring the franchise of George F. Heusner to con tween First and Seventh Streets, East Moline. It is more
struct an interurban electric line from Kenton to the West than likely service to Campbell's Island will be discontinued
Side Business District forfeited, and providing for pro on Oct. 15.
ceedings to confiscate the $10,000 bond furnished by Mr.
Huesner to guarantee construction of the line. The fran Hutchinson (Kan.) Interurban Railway.—Work has been
chise was granted to Mr. Huesner two years ago, and called begun on the extension of this company's tracks, which will
for the completion of the line and starting of operations be used by the Arkansas Valley Interurban Railway as an
within eighteen months. This time has expired and noth entrance to Hutchinson. The Hutchinson Interurban Railway
ing has been done toward construction. Mr. Huesner re will lay the track from Avenue A and Lorain Street south
cently asked for an extension of time, which was denied by across its tracks, east on Carey Boulevard to the section
line % mile east of Lorain Street and north to a connection
the Council. with the Arkansas Valley Interurban line extending west
Parkersburg, W. Va.—The Kanawha Traction & Electric from Burrton.
Company has asked the Council for a franchise to lay double
track on Murdock Avenue from Pottery Junction to Thir Wichita Railroad & Light Company, Wichita, Kan.—
New track is being laid by this company on East Douglas
teenth Street. Avenue east of Rock Island Avenue, Wichita. Concrete
TRACK AND ROADWAY
foundation will be used.
Phoenix (Ariz.) Railway.—This company has commenced Cumberland Traction Company, Edmonton, Ky.—Work
taking up its double track on Roosevelt Street preparatory has been begun on this company's proposed railway between
to changing the line to Fourth Street. Edmonton and Elizabethtown. It is stated that the Greenup
•Jonesboro, Ark.—Plans are being considered to construct Electric Company, Elizabethtown, will supply the power for
an electric railway from Jonesboro to Nettleton. Frank operating the cars and that the plans contemplate the com
Weisbord, Indianapolis, Ind., is interested. pletion of the road by the first of the year. Burkesville,
Pacific Electric Railway, Los Angeles, Cal.—The commit Ky., interests are quoted to the effect that if the Cumber
tee which was appointed a year ago to secure rights-of-way land road is built they will construct a 30-mile line from
and subscriptions of money for condemnation proceedings, Burkesville to Edmonton to connect with it. [Aug. 21, '15.]
the purchase of depot sites, etc., which are to be turned "Topsham, Me.—Fred B. Teeling, Litchfield, is interested
over to the Pacific Electric Railway as a bonus for which in a project to construct an electric railway from Topsham
it agrees to construct an electric railway to traverse the to Monmouth, to connect with the Lewiston and Waterville
southeast section of Glendale and the eastern part of division of the Lewiston, Augusta & Waterville Street Rail
Tropico, reports that it has sufficient deeds to rights-of-way way at or near Tacoma. Mr. Teeling has presented his prop
and subscriptions of cash to insure the construction of the osition to A. H. Ford, general manager of the Lewiston, Au
road. The line will be 2% miles long. A site has been gusta & Waterville Railway, who has signified his interest
purchased for depot, carhouse and park purposes. The total in the project. Under the plan outlined, the road would
value of the depot sites and rights-of-way to be turned start at Topsham or Brunswick, extending to Bowdoinham
over to the company is estimated to be $51,000. and Richmond Corner, through Litchfield, crossing the Lew
Castro Point Railway & Terminal Company, Richmond, iston, Augusta & Waterville Street Railway at Tacoma,
CaL—The Railway Commission of California has issued thence to Litchfield Mills and Monmouth, a distance of 33
an order authorizing the Castro Point Railway & Terminal miles.
Company to issue 890 shares of its capital stock of a par Worcester (Mass.) Consolidated Street Railway.—Work
value of $100 a share, to repay Blake Brothers $18,403, the has been begun by this company repairing its tracks on
San Francisco Quarries Company $21,070, and its attorneys Berlin Street, Clinton.
 382 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9

Detroit, Almont & Northern Railroad, Detroit, Mich.— contract for the construction of nearly 5 miles of concrete
Operation has been begun on this company's extension be foundations for the steel supports of the Frankford Elevated
tween Almont and Imlay. The company is being urged to Line from Callowhill Street to Unity Street was awarded
extend its lines to Brown City and Marlette. to James D. Dorney for $142,490. Construction work will
Grand Rapids (Mich.) Railway.—Work will soon be begun be begun on Sept. 13. [July 10, '15.]
on the construction of an extension of this company's line Scranton & Binghamton Railway, Scranton, Pa.—This
on Plainfield Avenue, Creston, from the present terminal company's extension from Foster to Brooklyn is practically
at Ann Street, N. E., to Knapp Street, N. E. completed and it is expected that cars will be running to
Jackson Light & Traction Company, Jackson, Miss.—The Montrose by Dec. 1. Much progress has been made during
work of reconstructing this company's tracks on West Cap the year on the extension to Binghamton.
itol Street has been completed. Nashville & Eastern Railway, Nashville, Tenn.—DeKalb
*Opheim, Mont.—It is reported that North country farm County has authorized the sale of $150,000 thirty-year 4
ers, allied with the American Society of Equity, contem per cent bonds, the proceeds to be invested in an equal
plate the construction of an electric railway from Opheim amount of the capital stock of the Nashville & Eastern
to Nashua. It is also reported the towns of Glentana and Railway. This practically assures the construction of the
Baylor will join in the movement, which has for its principal line between Nashville and Smithville. The bonds are to
object the gaining of more efficient means of transportation be issued and sold after the railway is completed and in
for farm products to the main line of the Great Northern operation. The Nashville, Chattanooga & St. Louis Rail
Railway. way will be electrified from Nashville to Lebanon and will
Public Service Railway, Newark, N. J.—Work has been connect with the extension to be built to Smithville.
begun by this company on the relocation of its tracks on Charles Edwards, Nashville, is interested. (July 31, '15.)
Springfield Avenue between the Elmwood Avenue loop and Dallas (Tex.) Consolidated Electric Street Railway.—
Forty-third Street, Irvington. The tracks are to be shifted City Commissioners of Dallas have passed an ordinance
to the center of the roadway. granting Edward T. Moore of this company and associates
Trenton & Mercer County Traction Corporation, Trenton, ninety days' extension in the franchise ordinance covering
N. J.—In connection with the repaving of West State Street trackage privileges for the proposed union interurban pas
between Calhoun and Prospect Streets this company is lay senger station at Wood Street and Jackson Street. The
ing new ties and rails. The rails will be welded. plans include the erection of a ten-story building to be
used as a terminal interurban station and office building
United Traction Company, Albany, N. Y.—This company for street car properties. Mr. Moore stated that several in
is reconstructing and laying considerable new track in Al terurban interests entering Dallas have come to an agree
bany and Troy. Rail weighing 70 lb. to the yard and 7-in. ment for the joint use of an interurban station and financial
T-rail weighing 95 lb. to the yard is being used. negotiations necessary to procure the money have pro
International Railway, Buffalo, N. Y.—New tracks will gressed to an extent to assure the beginning of the work
be laid by this company on Elmwood Avenue between Poto within ninety days, for which the extension was asked.
mac and Forest Avenues, Buffalo. The company has agreed Galveston (Tex.) Electric Company.—Repairs have been
to remove one of the tracks of the abandoned line on Young begun on this company's line on which part of the track
Street between Main and Delaware Streets, the city to was completely washed out by the recent storm. A single-
remove the other track. E. G. Connette, president of this track pile trestle will be immediately built from Virginia
company, announces that the directors of the system have Point on Galveston Bay to replace part of the causeway
decided to provide trolley service along Bailey Avenue wrecked by the storm.
on the east side. Tracks will be laid for part of the dis
tance next year. The company has a franchise in the street Houston, Richmond & Western Traction Company, Hous
and a year's extension was granted by the last Legislature. ton, Tex.—This company has awarded a contract to Moore
Piedmont & Northern Railway, Charlotte, N. C.—Work & Son, Lufkin, to grade from the Brazos River to the city.
has been begun by this company on the construction of a 1- [July 24, '15.]
mile extension at Charlotte to the Elizabeth Mill. Rutland Railway, Light & Power Company, Rutland, Vt.—
Cleveland (Ohio) Railway.—Work has been begun by this New 80-lb. rail has been received and work will be begun
company on the extension of its Buckeye Road line from at once by this company on the reconstruction of its tracks
East 116th Street to East 130th Street, Cleveland. on Strongs Avenue, Rutland, between Madison Street and
City Hall. The company is also placing new ties at various
Lake Shore Electric Railway, Cleveland, Ohio.—Plans are points on the main line.
being considered by this company to double-track its line
on West Erie Avenue, Lorain, between Ashland Avenue 'Richmond, Rappahannock & Northern Railway, Rich
and the city limits. mond, Va.—Surveys have been begun by C. L. Ruffin, Rich
mond, for this company's proposed line from West Point to
Columbus Railway, Power & Light Company, Columbus, Urbana, 17 miles. The company was incorporated on July
Ohio.—Plans are being made by this company to relay its 30 with $300,000 common stock and $200,000 preferred
tracks on Long Street and Main Street, Columbus. Mayor stock. Officers: Warner Moore, president; H. L. Lewis,
Karb has declared that the company must use grooved rails vice-president; R. H. Bruce, treasurer, and James Mullin, Jr.,
on these streets. secretary.
Mahoning & Shenango Railway & Light Company, Virginia Railway & Power Company, Richmond, Va.—
Youngstown, Ohio.—Work has been begun by this com This company plans to build double track on Fourteenth
pany on the construction of its extension on East Washing Street from Mayo Bridge to Cary Street, Richmond.
ton Street, New Castle, to Cascade Park.
Oklahoma & Interstate Railway, Oklahoma City, Okla.— Olympia Light & Power Company, Olympia, Wash.—
The Central States Construction Company has been char Mayor Mottman and the Council have ordered this company
tered in Oklahoma with a capital stock of $100,000 to build to move its tracks on East Fourth Street from the north
this company's proposed line to connect Tulsa, Miami, Col- side to the center of the street.
linsville, Joplin and other points. The incorporators are •Washington Electric Company, Olympia, Wash.—The
John R. Rose, J. R. Eldridge, G. C. Jones and A. G. Ritz, all State Highway Commission has granted to this company a
of Oklahoma City. [April 17, '16.] railroad right-of-way 15 miles southeast of Chehalis in
Bridgeburg, Ont.—It is reported that the plan to con Lewis County, where it is reported an electric line will be
struct a hydro-electric line to connect Bridgeburg, Ridge- built.
way and Fort Erie is being revived. W. G. Athoe, Ridge- Puget Sound Traction, Light & Power Company, Seattle,
way, is interested. Wash.—An ordinance has been passed by the Council for
Philadelphia, Pa.—The contract for the construction of the establishment of the proposed grade separation at
the City Hall station section of the Broad Street subway Argo, and a date will be set in the immediate future for
under City Hall and Market Street has been awarded by the hearing of the interested property owners and various
k. M. Taylor, director Department of City Transit, to the railroad companies involved, which include the Puget
Keystone State Construction Company for $1,700,000. The Sound Traction, Light & Power Company, the Oregon-Wash
 August 28, 1915] ELECTRIC RAILWAY JOURNAL 383

ington Railroad & Navigation Company, the Great Northern

Railway and the Chicago, Milwaukee & St. Paul Railway. Manufactures and Supplies
The work will cost approximately $450,000, and will be
borne by the companies named. A concrete tunnel 1700 ROLLING STOCK
ft. long is included in the improvement.
Monongahela Valley Traction Company, Fairmont, W. Va. Alton, Granite & St. Louis Traction Company, St. Louis,
It is reported that this company is considering the extension Mo., is reported as expecting to purchase new cars of a
of its line to New Martinsville to connect with the lines modern type to be used between Alton and St. Louis.
along the Ohio River. One survey is between Mannington Manchester (N. H.) Street Railway has placed in service
and New Martinsville and another between Lumberport and a new closed car, built in its shops. Another car is being
New Martinsville, but no decision has been reached as to constructed and will probably be in operation in two months.
which will be used. Either of them would connect Fairmont Anaconda (Mont) Street Railway, noted in the Electric
and Clarksburg with the western terminus. Another pro Railway Journal of Aug. 21 as having ordered six new 50-
posed line extends from Weston to Glenville, and another ft. cars, has placed this order with the St. Louis Car Com
line which has been surveyed extends from Clarksburg to pany.
Buchannon. Surveys have also been made between Clarks Danville Street Railway & Light Company, Danville, 111.,
burg and Philippi and some rights-of-way have been secured. has placed the third pay-as-you-enter car in service in this
Ohio Valley Electric Railway, Huntington, W. Va.—It is city, this car to be run on the West English and the Soldier's
reported that this company plans to build an extension from Home line.
Ashland, Ky., north to Russell. Southwestern Gas & Electric Company, Texarkana, Tex.,
Pan-Handle Traction Company, Wheeling, W. Va.—This is about to receive three 21-ft. steel car bodies which have
company is repairing its track between Warwood and Wells- been built by the St. Louis Car Company. They are of the
burg. pay-as-you-enter, double-end vestibule type, equipped with
SHOPS AND BUILDINGS GE-54 motors and Brill 21-E trucks. On May 15 this rail
Shore Line Electric Railway, Saybrook, Conn.—Plans are way placed in service three cars built by the same company.
being prepared by Cudworth, Woodworth & Thompson for These cars are of pay-as-you-enter type, 28 ft. long, double
the construction of a new carhouse to be erected by this truck, steel bodies, equipped with GE-201 motors and Brill
company on the site of its old carhouse in Thame-sville, 39-E trucks.
destroyed by fire last fall. The building will be 60 ft. x 250 TRADE NOTES
ft. and will be constructed of brick. Esterline Company, Indianapolis, Ind., manufacturer of
Joliet & Eastern Traction Company, Joliet, IIL—Work will "Golden Glow" headlights, has received an order for the
be begun soon on the new carhouse of this company at complete equipment of the Seattle, Renton & Southern
Frankfort, 111. The building will be of concrete construction Railway's cars with thirty SR-95 "Golden Glow" headlights.
and will provide storage for four cars. There will also be An order for equipping half of the interurban cars of the
repair shops in the building where cars of the eastern Atlantic City & Shore Railroad, using "Golden Glow" T-128
division will be repaired. headlights has also been received. The Savannah Electric
Pekin (111.) Municipal Railway.—This company will build Company has ordered twelve SR-95 headlights for its
a carhouse on the ground recently purchased for that pur suburban cars.
pose in the Rosedale addition to Pekin. Duff Manufacturing Company, Pittsburgh, Pa., manufac
Kankakee & Urbana Traction Company, Urbana, 111— turer of the well-known Barrett lifting jacks, is building an
This company has completed and is now using a new modern extension to its main factory building, 150 ft. x 125 ft. in
passenger and freight station at Rantoul, 111. width. With the extension the main building will be 625 ft.
Arkansas Valley Interurban Railway, Hutchinson, Kan.— by 125 ft. wide, and will contain the most modern equipment.
Plans are being prepared by Crowell & Van Meter, Wichita, A 5-ton bridge transfer crane and monorail conveying sys
for the construction this fall of a $10,000 terminal by this tem is also being installed, together with considerable addi
company. The structure will be two stories high and will tional equipment. All equipment has been purchased and is
be of brick and stone. being installed.
New York Municipal Railway Corporation, Brooklyn, N. Y. Bertram Smith, well known in the storage battery busi
—With the approval of the Public Service Commission ness for the past fifteen years, has been appointed manager
for the' First District of New York, the New York Muni of the Detroit office of the Edison Storage Battery Com
cipal Railway Corporation has awarded to John Thatcher pany. About a year and a half ago Mr. Smith joined the
& Son the contract for the construction of stations in con Edison interests as assistant manager of the Edison Storage
nection with the third-tracking work on the Broadway Battery Supply Company of San Francisco, the distributor
elevated line in Brooklyn, for $320,325. The contract calls for the Edison nickel-iron-alkaline battery on the Pacific
for the construction of stations at Hewes Street, Lorimer Coast. Directly previous to his connection with the Edison
Street, Flushing Avenue, Myrtle Avenue and Broadway, company he was manager of the battery department in the
Kosciusko Street, Gates Avenue, Halsey Street and Chaun- Chicago branch of the United States Light & Heating Com
cey Street. All these stations are on the Broadway line pany. He was formerly secretary and treasurer of the
between Havemeyer Street and East New York, where the National Battery Company of Buffalo until its consolidation
third-tracking work is already under way. The commission with the United States Light & Heating Company. In
has awarded the contract for the construction of station fin order to better serve its customers in eastern Michigan, as
ish on Section No. 2 of Routes Nos. 36 and 37, the Astoria well as Ohio and adjoining territory, the Edison Storage
elevated line in Queens Borough, to Charles Meads & Com Battery Company recently moved its Cleveland office to
pany, the lowest bidders, for $268,192. Detroit, where it has located in the new David Whitney
Cleveland & Youngstown Railway, Cleveland, Ohio.— Building.
Petitions have been filed with the city clerk of Cleveland Thomas W. Casey has been elected vice-president and a
asking for a referendum vote on the franchise granted this director of the National Pneumatic Company of Chicago
company for a freight terminal at Broadway and Orange and New York. Mr. Casey will also be general sales man
Avenue, Cleveland. ager of the company and will have charge of the sales of
POWER HOUSES AND SUBSTATIONS fice which will be located in New York City. Mr. Casey
has been prominently identified with the popularizing and
Shore Line Electric Railway, Saybrook, Conn.—This com exploiting of the prepayment car from its inception into
pany has completed plans for a brick and concrete power the United States, having come from Montreal with the
station, 45 ft. x 80 ft., 25 ft. in height. first pay-as-you-enter car which was exhibited at the Amer
Illinois Traction System, Peoria, 111.—This company has ican Electric Railway Association convention held in Co
received four new transformers for use in its substations at lumbus, Ohio, in 1906. Mr. Casey was general manager of
St. Joseph, 111. The plant will be rearranged at the time the the Pay-as-You-Enter Car Corporation, and after the merg
new transformers are installed. er of that corporation with the Pay-Within Car Company
 384 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 9
in March, 1911, when the Prepayment Car Sales Company normal profiles, and in consequence light weight sections
was formed to carry on the work, Mr. Casey was elected have been made heretofore with the flanges of the same
president of the new organization, and since that time the width and taper but somewhat thinner and also with
work has been carried on under his direction. Having thinner webs than the minimum weight American Standard
decided to enter the manufacturing field he has joined the sections. The beam sections illustrated in this pamphlet
force of the National Pneumatic Company. Mr. Casey has constitute, however, a radical departure from those profiles
a thorough knowledge of the electric railway business, as regards width, slope and thickness of flanges: the 24-in.
especially in the mechanical line, having been connected beam with a width of 9 in. as compared with the 7-in.
with the Montreal Street Railway Company for upwards of the American Standard section. The 12-in. beam has a
of seventeen years in various positions, being general pur flange width of 6 in. as compared with the 5-in. width of
chasing agent at the time he resigned from that company. the American Standard section. The 27-in. beam is made
Prior to going with the Montreal Street Railway Company with the same flange width as the 24-in. beam, but the
Mr. Casey was employed on the Canadian Pacific construc flange widths of the other sections follow the depths in
tion under the late Sir James Ross a gradual sequence; the slope of the flanges is uniformly 1 in
11. The carrying capacities of these sections are theoreti
ADVERTISING LITERATURE cally somewhat less than the carrying capacities of the cor
D. & W. Fuse Company, Providence, R. I., has issued a responding minimum weight standard sections. Pound for
catalog relating to the design and construction of its in pound, however, the metal has equal if not greater efficiency
closed fuses. The catalog discusses the external appearance with the additional advantage that the new sections have
of the fuses, describes the link constructions of the various somewhat greater lateral stiffness due to the greater width
kinds, explains the filling of the fuses and finally contains of their flanges. There is no 20-in. beam in this new series
an account of the mechanical methods employed in their con which is graduated by intervals of 3 in. in the sizes, 12 in.
struction. deep and over.
S. K. F. Ball Bearing Company, New York, N. Y., has is NEW PUBLICATIONS
sued Bulletin No. 15 on the characteristics of ball bearings
for automobile worm drives. The catalog describes the sim Resuscitation from Electric Shock, Traumatic Shock, Drown
plicity of the bearing construction, the ease with which the ing, Etc. By C. A. Lauffer, M. D., medical director,
bearings are mounted and assembled, and their noiseless op Westinghouse Electric & Manufacturing Company.
eration and efficiency. The proper method of lubrication for Second edition, enlarged. John Wiley & Son, Inc., New
worm drives and the calculation of end thrust and radial York. 90 pages. Price 50 cents.
loads are also explained. This is a revised reprint of the paper presented by the
author before the Philadelphia Electric Company Section,
The Engineer, London, England, has issued its regular N. E. L. A., in 1912, and explains the prone-pressure or
annual directory, the contents of which include an abridged Schaefer method of inducing artificial respiration, including
index to the editorial columns of The Engineer, from Janu complete directions for self-instruction.
ary to December, 1914, a list of technical terms in French,
German, Italian and Spanish for use as a foreign buyers' The Act to Regulate Commerce Construed by the United
guide, an iron and steel trade directory and buyers' guide, States Supreme Court. By Hubert Bruce Fuller. John
including telegraphic addresses and telephone numbers of Byrne & Company, Washington, D. C. 585 pages.
firs included in the buyers' guide and a list of standard and Buckram, $6.
new technical books. This book is intended to collate and to discuss the de
cisions of the United States Supreme Court on the inter
E. I. duPont de Nemours Powder Company, Wilmington, state commerce act. While primarily a treatise for law
Del., has issued a valuable booklet entitled "Road Construc yers, it is not beyond profitable perusal by laymen who de
tion and Maintenance." Although the booklet deals broadly sire to know how rate, traffic and similar questions arising
with this subject, it includes information of special interest under the act are being construed by the court of last re
and value to the electric railway construction and mainte sort. To railroad officers, shippers, bankers and investors,
nance of way engineer, owing to the helpful instructions the book is an invaluable compilation of needed informa
which it contains on the proper methods of blasting for the tion.
construction of rights-of-way and pole holes. The process
of loading poles for blasting is clearly described with the Graphical Determination of Sags and Stresses for Overhead
aid of diagrams, and illustrations of the blasting supplies Line Construction. By Guido Semenza, consulting engi
required. neer, and Marco Semenza, electrical engineer, both of
Milan, Italy. Translated from the Italian by C. 0.
Titanium Alloy Manufacturing Company, Niagara Falls, Mailloux. McGraw-Hill Book Company, Inc., New York.
N. Y., has issued a reprint of an article which appeared in Twenty-four pages of text, with many inserted charts
the July issue of The Foundry, and entitled "How printed on bond paper. Cloth, $3 net.
Titanium Aluminum Bronze Is Produced." The article is This set of charts with explanations is designed for the
well illustrated with views of the modern equipment and use of men engaged in line construction. The charts are
facilities of this company's plant at Niagara Falls, N. Y., plotted from formulae which are derived and explained
for making and testing this valuable alloy. This company for the benefit of those who care to follow the theory, but
makes a full line of brass and bronze castings and also the charts can be used without a knowledge of this theory.
specializes in the manufacture of high-grade bronzes. The method followed by the authors includes provision for
Where special requirements are presented use is made of a ice and wind loads, temperature changes, difference in
research or experimental foundry department equipped elevation of spans, etc.
with both coke and electric melting furnaces and controlled, Alternating Current Electricity and Its Application to
as is the production foundry, by complete chemical, physical Industry. By W. H. Timbie, head of the Department of
and microscopical laboratories. Applied Science at Wentworth Institute, and H. H.
Carnegie Steel Company, Pittsburgh, Pa., has issued a Higbie, professor of electrical engineering at the Univer
pamphlet entitled "Structural Beams," second edition, dated sity of Michigan. John Wiley & Sons, Inc., New York.
as of August 1st, 1915, which covers a new line of sections 534 pages. Cloth, $2 net.
supplementary to the American standard beam sections. In The authors have incorporated in this text-book on the
recent years, especially in the construction of modern office elements of its subject the results of years of successful
buildings and buildings intended for light machine shop teaching experience. It represents an earnest attempt to
work, it has frequently been found desirable to use deeper assist students to secure a working grasp of a difficult sub
beams than required for safe carrying capacity as deter ject by making it tangible. The book abounds in analogies
mined by the floor loads required by the building laws of and practical problems, and wherever possible pictures of
various cities with a result that the full strength of a commercial apparatus are introduced. While intended as a
standard beam section is not always developed. It was text-book for students with a very elementary knowledge
natural that in the endeavor to meet this condition de of the elements of electricity, it could be studied with profit
signers should follow the outline of the American standard by electrical workers who are familiar with the funda
profiles which, in turn, were based on the original German mentals of physics, algebra, geometry and trigonometry.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal Journal and Electric Railway Review

Vol. XLVI NEW YORK. SATURDAY. SEPTEMBER 4, 1915 No. 10

AN OPPORTUNITY A very interesting suggestion, is prepared to acquaint himself thoroughly with the
FOR which should appeal to the man- commercial, technical and public policy problems of the
SALESMEN agerg of gie^r^ raiiway proper company. Furthermore, the board of directors should
ties, particularly small ones, was recently received by be small enough to permit frequent convening and
the editors from the superintendent of a railway and prompt action—seven or nine members are quite suf
lighting company in the Middle West. The suggestion ficient in most cases. A board thus constituted would
is simply that visiting salesmen be invited to talk to be organized for work and not for show.
groups of employees interested in the salesmen's special
ties. The plan has been tried on this property with good REDUCING The decision of the board of con-
success, and undoubtedly the same idea has occurred to WAGES BY ciliation and investigation in the
managers elsewhere. The modern salesman in this field ARBITRATION British Columbia Electric Railway
is particularly well qualified to describe recent develop wage arbitration is vitally important to all electric car
ments in the several lines of electric railway work. By riers, for it is an excellent example of the use of the
the very nature of his work he must be up to date, and if Canadian industrial disputes act as a means of lower
he is successful in selling goods he must be enthusiastic ing wages as well as of increasing them. The theory
regarding them. He has at hand exactly the informa underlying the decision, however, is not altogether sat
tion regarding railway supplies which operating men isfactory. The points at issue were easily proved—the
want and, as the average salesman is a fluent talker, general business depression in Vancouver has led to a
he should have no difficulty in presenting this informa wide-spread wage reduction, the cost of living has de
tion attractively. If he will confine his remarks to creased, the financial condition of the company is mak
topics on which he has first-hand information he is ing it unable to continue the old wage rates, and since
assured of the attentive interest of his audience. Here 1913, in spite of the depression, the wages, because of
is a simple educational opportunity which requires no the sliding scale, have advanced about 8 per cent. Yet
organization, would yield good results to all concerned, of the desired 15 per cent reduction only an average of
and would cost nothing to put into operation. 7 per cent is recommended by the board, with reasoning
that seems to be a compromise on basic principles. The
REAL The caustic comment of the Inter board concluded that the financial standing of the com
DIRECTORS state Commerce Commission in pany should not be a governing or controlling factor in
NEEDED regard to the Rock Island board recommending wage rates, yet it remarks that an out
of directors adds one more authority on the side of those line of the company's financial condition is wise as show
who assert that corporations have a vital need for ing that the company is not in a position "to deal liber
directors who actually direct. We have long believed ally" with its employees. In dealing with a prosperous
that too great a premium is placed upon the board mem company are we to suppose that the board would adhere
bership of "big" men, chosen because of the glamor of to this principle that the financial standing is not a
their names rather than for the time, energy and controlling factor, but would analyze such standing to
enthusiasm that they can bring to their work. It is show that the company could, if it so desired, deal
not a question of ability to direct in the case of the "liberally" with its employees? Financial standing
man of large affairs, but of his tendency to abuse his should or should not be considered—there should be no
ability by accumulating so many directorships in addi vacillation on this point. Incidentally, we may say, it
tion to his regular business that he cannot acquire and should be considered until some system of control
maintain the close insight into the properties that a causes increases in wages to be automatically fol
real business-minded director should have. "Big" lowed by equal increases in rates. The board in the
directors are prone to acquiesce, without knowledge or present case believes in a "fair wage based on proper
investigation, in what certain others more directly con conditions"—this apparently under the general depres
cerned with the management of the property desire to sion and lower cost of living means about 7 per cent
have done, forgetting that a directorship is a position less than existing wages. We wonder if this figure,
of trust and that any dereliction or neglect of responsi however, did not easily come from simply reverting in
bility therein is the more to be condemned as the promi general to the 1913 wages, in spite of the expressed
nence and the business sagacity of a director increase. approval of the board for the general principle of the
We believe that no corporation should choose, and no sliding scale system, which had caused the increase
man should accept a position as, a director unless he since 1913. In short, while the reduction is gratifying,
 386 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10
we are sorry that the board has not met with greater roads of proper stability and character, efficient safety
exactness and clearness the issues raised, for they fenders and standardization and publicity of accounts.
merited an exhaustive and authoritative study. We have no fear, if the regulations on all of these
points are at all as stringent as those applied to elec
ELECTRIC RAILWAYS AND THE JITNEY BUS tric railways, that the motor bus will find that it can no
In a recent issue of the American City, Dr. Clyde L. longer compete with electric cars and will assume its
King, the author of an article on the jitney in our issue proper place, namely, as a supplement to electric rail
for Aug. 21, discusses the probable effect of the jitney way service rather than as a competitor to it, or else
upon street railways. He concludes that "the jitneys will drop out.
will probably not seriously disturb the existing business
of street railway companies, while they can be used to THE 1915 CONVENTION PROGRAM
develop new business and to give the cities more elastic The American Electric Railway Association is to be
and more rapid transit facilities." This conclusion is congratulated upon the early completion and announce
based upon a consideration of the cost limitations of ment of its convention program, printed in full in last
jitney development, the new avenues of transportation week's issue of the Electric Railway Journal. The
that will be opened up by both the jitneys and the members of the association little realize the labor in
larger buses, and of the facts that each type of transit volved in making up such a program and in marshalling
tends to develop its own customers, that the jitney the committee reports and addresses for actual
probably picks up many pedestrians who would not presentation. Close scrutiny of the program will re
otherwise use the street cars and that the "riding habit" veal a very ingenious dovetailing of the sessions to
tends to increase more rapidly than the population. He provide for overlapping where mutual interest makes
adds, "That the jitney and the motor bus should be regu joint consideration of certain topics desirable. Those
lated, goes without saying. As a minimum, permits who have followed week by week the reports of com
should be required, routes and fares specified, and mini mittee activities as they have been recorded in this
mum provisions for public safety and convenience en paper must appreciate the substantial value of the work
forced. Chauffeurs should pass an examination and done this year. Never have there been more important
be licensed, cars should be periodically examined, and reports to be considered and never have they been pre
requirements for driving and for loading and unloading sented more systematically and effectively.
should be enforced. Reasonable bonds may well be The industry looks to the annual convention program
required to insure indemnities in case of accidents, to reflect its live problems. Topics and speakers are
limitations should be placed on overcrowding, * * * selected with a view to stating the problems clearly
definite routes should be required, and destinations and pointing out fundamentally correct solutions for
plainly indicated in large letters." He also recommends them. The topics selected for consideration by the
a special pavement tax based on the use of the streets American Association this year are, therefore, signifi
and the additional cost of repairs to the pavements cant. These topics are government ownership, prin
caused by jitney bus operation. If these conditions are ciples of valuation, and welfare work, and these are
enforced the jitney will begin to assume the aspect of to be discussed by Ex-United States Senator Jonathan
a real public utility, not full fledged, perhaps, but at Bourne, Jr., Bion J. Arnold and Jesse W. Lilienthal, re
least incubated. spectively. It is interesting also to note the topics which
The position of the Electric Railway Journal on are to take the attention of the affiliated associations.
this subject was clearly stated in an editorial printed The accountants this year are to discuss their ideas
in the issue for July 3 where we expressed the belief of the prepayment car, under the leadership of R. J.
that bus lines operating under electric railway condi Clark, and the more technical subject of the treatment
tions will not be permanently profitable. If the jitney of charges for rent of track and equipment will be
or the auto bus should look for chances to serve where presented by Paul Shoup. Two professors are to
the street car cannot operate, it would be a welcome address the accountants, and these speakers are ap
addition to the transportation needs of a community parently left free to make their own selection of topics.
and might prove, in many cases, profitable to the opera The engineers, too, are this year calling in outside ex
tors. But it is cold comfort to be told that under the perts to give them the benefit of the government re
conditions under which these cars have been operated searches into wood preservation. At Madison, Wis., a
the existing business of street railway companies will federal laboratory is maintained for the conducting of
not be seriously disturbed. The trouble has been that researches on the properties of forest products. The
the jitney has thrived by skimming the cream from electric railway industry has much to gain by close
the business of the electric railway and has forced upon co-operation with this laboratory. In addition to papers
the latter an unfair proportion of the long-haul busi on technical topics the Claims Association is to con
ness. Professor King fears that the street railway sider broadly the subjects of automobiles, and safety
companies will aim to have the tax on jitneys so high and its relation to conservation. The claims departments
as to be prohibitive, but he recommends himself for the of electric railways 'have magnified their office" in
jitneys in addition to the requirements already men recent years by reaching out into the field of conserva
tioned, transfer provisions, limited franchises, police tion of life with the idea of reducing claims to the
traffic regulation, limitation of traffic to designated minimum. The program of the Transportation & Traf
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 387

fic Association is also replete with interest, with one CARS AT LESS THAN COST
outside address and committee reports on subjects of We are in receipt of a letter from a car builder who
great concern to the industry. says: "If a railway man believes that he is entitled to
In commenting upon the 1914 program we called at a fair return on his investment, why is he so pleased
tention to a tendency to reduce the number of addresses when he cajoles a feeble-minded car builder into accept
and papers, as pressure for program space for the ing an order for cars in ruinous competition at less
presentation of the committee reports became greater. than the cost of manufacture? If selling transporta
While the idea was not expressed at the time, we had tion at less than cost is an economic crime, why is not
supposed that the limit had about been reached with a buying cars at less than cost an accessory to a similar
reduction of 40 per cent in the number of papers over crime? If the Electric Railway Journal protests
the preceding year. That this is not so is indicated against the one, why should it not also protest against
in the present program where the number is still fur the other?"
ther reduced. It seems to us most profitable to occupy We do. We believe that cut-throat competition
the larger part of the convention time with careful among supply dealers is just as disastrous in the long
consideration of committee reports, the balance being run for the purchaser as it is for the seller, and this
devoted to inspirational and technical addresses, few in is so whether the articles sold are car bodies, or any
number but comprehensive in scope and powerful in in thing else a company uses. No business can continue
ception and in delivery. unless it makes a fair return on the investment. If the
condition of the car-building business is such that the
CO-OPERATION IN "MISSIONARY WORK" manufacturer who is favorably situated for manufac
In encouraging manufacturers to build within their turing and uses economical methods cannot sell his out
territory electric railway companies should co-operate put at a sufficient profit to pay a good return on his
with the local electric light and power companies in investment, the railway companies will ultimately suf
deciding what factory locations will be most economical fer. Builders will have to turn to other lines of work,
for themselves as regards distribution of current, con and when the demands for cars come, the few car-build
struction of new transmission lines and track and con ing companies which remain will be able to charge very
venience of handling transportation. Having made this high prices. Railway companies have a vital interest
agreement they may then jointly, and therefore more in the continued prosperity of those from whom they
effectively, describe to the prospective manufacturer the purchase supplies.
special local facilities afforded by natural resources, con In stating this conclusion, however, we must not
venience of location and cheapness of light and power lose sight of the differences in underlying principles of
and of freight transportation. When these companies the business conducted by a public utility and by a man
are under a single management with a common source ufacturer. The prices at which the utility sells its
of current supply, the matter is, of course, simplified. service are fixed by law; those at which the manufac
A still more economical arrangement is possible for the turer sells his product, by competition. The law says to
holding company interested in several electric proper the utility : "We guarantee you a monopoly of your busi
ties. In this case it would be more profitable for the ness. The service which you sell is a necessity, and if
management to attract a residential population to one you fixed your own prices the consumer would have to
of its railway properties which specializes on passenger pay them no matter what they are. Hence you shall
transportation, while manufacturers should be drawn charge only so or so much." The manufacturer, on the
toward a property capable of industrial development other hand, can charge anything that he wishes, and no
where an adequate equipment for handling electric rail limit is set to the profits which he may make. If the
way freight is provided and where, if possible, cheap railway is limited by law or by the action of public
hydroelectric power may be obtained. service commissions to its possible profits, it should have
An example of successful co-operation was recently some assurance from the State that the prices which the
shown by the railway and power companies of a certain State sets for its service should not be so low that the
small-sized city, just outside of which lay a large unde company cannot earn a fair return on a fair investment.
veloped slate quarry. Representatives of the local elec There is no limit under the law for the prices which
tric companies succeeded jointly in interesting the in a manufacturer may receive for his products or for
vestor in a process for grinding slate into a roofing the profits which he can make, and, in return, there is
material by selling him on the installment plan a plot no warrant under the law which will assure him even
of land for a factory and agreeing to build a freight sid a fair return on a fair investment.
ing alongside of the plant. Reasonable rates were For these reasons the legal situation, so far as the
granted for electric freight transportation and electric manufacturer and the public utility are concerned, is
power. At one time the obligations of the manufactur radically different. But this does not change the busi
ing concern to the electric companies amounted to ness condition that the railway companies are not per
$12,000. This amount, however, was all paid back out of manently benefited when the situation is such that for
the earnings of the thriving industrial, which had in any considerable time they can purchase apparatus at
creased its monthly payments for electric service from less than the cost of its manufacture under economical
only $40 the first month to $1,800 two years later. conditions.
 388 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

Steel Cars for Chicago & Milwaukee Electric

Railroad

These All-Steel Interurban Railway Cars, Which Are Designed for High-Speed Train Operation, Are Built
Without Continuous Center Sills and Are Provided with Extensible Vestibule Trapdoors
for Use with Raised Station Platforms Having Various Clearances

The Chicago & Milwaukee Electric Railroad is about sion of continuous center sills between buffers. Al
to place in service fifteen all-steel, double-end cars which though this constitutes a novelty for interurban service
are being delivered at the present time by the builders, it conforms to the most modern practice in the design
The J. G. Brill Company. The cars are intended for of the side-girder steel cars because it permits a more
high-speed interurban service, and they are constructed uniform distribution of the buffing and pulling strains
with corresponding strength, but they possess the un throughout the car frame and provides, at the same
usual feature of an underframing without continuous time, a relatively light-weight structure. Details of the
center sills, the buffing and pulling strains being trans underframe are shown in one of the accompanying illus
ferred to the side girders. The over-all dimensions trations. In this it will be noted that two 6-in., 23.8-lb.
conform to the clearance requirements of the North girder-beam center sills transfer the buffing strains
western Elevated Railroad, to which the Chicago & from the anti-climbers to the car-body framing. These
Milwaukee Railroad connects and over which the inter beams are spaced on 28-in. centers, and they extend only
urban line may have occasion to operate to obtain en from the anti-climbers to the first underframe panel
trance to the Chicago loop district. Owing to the pres points inside the body bolsters.
ence of the raised station platforms over part of the To provide against the destructive effect of collisions
route, vestibule trapdoors have been provided, these the vestibule underframing is made particularly heavy.
being arranged because of clearance variations so that The two girder-beam center sills under the vestibule
they will slide outward when necessary and thus fill any have a %-in. top cover plate riveted to them, and that
gap between the station platform and the car. portion of the vestibule between the circular 6-in.,
For the present, the cars will be used in an hourly lOVi-lb. channel buffer and the step openings also is
limited train service between Evanston, 111., and Mil covered with %-in. plate. The vestibule framing above
waukee, Wis., a distance of 73 miles. The limited trains the underframe is substantially built, the end door open
in this service run through the densely populated sub ings being formed by 6-in., 13-lb. channels riveted be
urban section immediately north of Chicago and tween the center sills and the 3V->-in. x 2V-;-in. x Vi-in.
through a number of manufacturing centers between angle deck plate, which is made continuous across the
this district and Milwaukee. Present schedules require end of the car.
two hours and eighteen minutes to make this run, which The arrangement of the structural steel members in
contains a maximum of twenty stops, but with the new the body-bolster panel is rather unusual and results in
equipment it is planned to reduce the time to one hour a very rigid, shock-absorbing structure. The two heavy
and fifty-five minutes. With this fast schedule, speeds girder-beam center sills, in connection with two 6-in. x
up to 65 m.p.h. will be the rule, single cars and multiple- 3'2-in. x 5/16-in. side-sill angles, form the longitudinal
unit trains being operated according to the varying members. These are held rigidly in position by 4-in. x
requirements of the daily service.
Length over anti-climbers 56 ft. % in.
Steel Framing Details Length over vestibules 53 ft. 7 in.
Length over body corner posts 4 4 ft. 2% in.
The car bodies contain the customary main passen Length of platform 4 ft. 8 in.
Length of passenger compartment 32 ft. 3% in.
ger and smoking compartments and a saloon. There are Length of smoking compartment 11 ft. 10% in.
Truck centers 32 ft. 8 in.
vestibules at each end, and a corner of each of these is Width over side sheathing 8 ft. 8 in.
partitioned off to form a motorman's cab. The general Width of car inside below windows 8 ft. 2 in.
Height top of rail to top of trolley board 12 ft. 5% In.
dimensions are shown in the accompanying table. Truck wheelbase 7 ft.
Minimum radius curve 49 ft.
The most striking feature in the design is the omis Seating capacity 58

CHICAGO & MILWAUKEE CAR—EXTERIOR VIEW

 September 4, 1915] ELECTRIC RAILWAY JOURNAL 389

4-in. x 5/16-in. angle diagonal braces riveted between plate. The deck plate to which the letterboard is riveted
the outer corners of the underframe bolster panel and is continuous around the car body and is formed of a
the point where the bolster connects to the girder-beam 3!-2-in. x 2]2-in. x %-in. angle on the outside of
center sills. To give these diagonals additional stiffness the car and a 2-in. x 1%-in. x %-in. angle on the in
under compressive strains, they are tied at the middle to side. The roof is covered with 9'16-in. narrow
the center sills by 2-in. x 1 1 2-in. x 3 16-in. angles. tongued-and-grooved poplar nailed to wooden strips that
End sills are formed of 6-in., 10 1 j-lb. channels, and to are bolted to the steel ceiling carlines, and the head
give them additional lateral stiffness these are provided lining is No. 16 gage sheet steel.
with ' j-in. x 6-in. cover plates which are securely riveted
to the top and bottom flanges and to the side sills. The Other Details
floor beam at the first panel point inside the body bol Framing connections are so arranged that no steel
ster is a heavy member, being formed of an 8-in., II1/.- member is exposed both to the exterior and the interior
lb. channel. The center sills are riveted to one side of of the car. This in addition to the Vi-in. Agasote panels,
this channel and the members of the floor system in the the mahogany trim below the window stools, and the
three central panels of the car-body underframing are double yellow-pine flooring with mineral wool closely
riveted to the other. From the rigidly constructed bol packed beneath, thoroughly insulates the car body
ster panels at each end of the underframe, buffing and against heat and cold, and serves as well to dampen
pulling strains are transmitted to the central panels, vibration. Battleship linoleum Vi-in. thick is cemented
which are also braced diagonally. The longitudinal to the wooden car-body floors and is laid with as few
floor-system members in these central panels are formed joints as possible to make it practically waterproof.
by two 5-in., 9-lb. channels spaced on 36-in. centers. The mineral-wool insulation beneath the wooden floor
Two transverse 3-in., 4-lb. channel cross-bearers to each is from 2 in. to 3 in. thick and is held in place by a
set of diagonals also aid in stiffening the underframe
between the bolster panels.
Structural steel shapes arranged for fifteen windows
on each side are used in framing the car body. The side
girder is formed of Vs-in. plate 3 ft. :<i in. deep which
is riveted to a 6-in. x 3V-i-in. x 5/16-in. side-sill angle
at the base, and to the 4-in. x 1 2-in. dropper bar at the
belt rail. T-beam window posts on 2-ft. 11-in. centers
are continuous from side sill to side sill. The letter-
board is formed of two angles and a 10' ^-in. x Vs-in.

SieUCblieet Steel' „
G i S'.; i '/la Angle
election Throutrli Floor
Sit r ltt.J**r*-
CHICAGO & MILWAUKEE CAR—SECTIONS THROUGH CHICAGO & MILWAUKEE CAR—SLIDING VESTIBULE
UNDERFRAME TRAPDOOR

CHICAGO & MILWAUKEE CAR—UNDERFRAME DETAILS

 390 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. lu

with Midvale rolled-steel wheels and Carnegie heat-

treated axles of the Association standard. Westing-
house 557-A-5 tap-field motors insulated for 1200 volts
and rated at 140 hp. with 600 volts, 198 amp. and 840
r.p.m. were also specified, the equipment including West-
inghouse HLS unit-switch control. The General Electric
Company furnished combined automatic and straight
air-brake equipment, which is of the variable release
type.
Sliding Vestibule Trapdoors
An item of exceptional interest in the equipment is
the previously-mentioned extensible folding trapdoor
over the vestibule steps. This permits the use of the
cars on routes where stops are made both at crossroads
and at stations with raised platforms having variable
clearances. By extending the trapdoors when at a
station with raised platforms, there is eliminated any
CHICAGO & MILWAUKEE CAR—INTERIOR OF PASSENGER possibility of accident to passengers because of gaps
COMPARTMENT between the car and the station platform edge, such
openings being inevitable if the station is located on a
false floor that is formed by riveting No. 16 gage sheet curve or if the car is operating over a foreign line
steel to the underframe. having wider platform clearances than those for which
Seventeen Hale & Kilburn Walkover seats, 38^ in. it is designed. Thus an arrangement of extraordinary
long, and three non-reversible seats are installed in the flexibility is provided which is, nevertheless, obtained
main passenger compartment. Four seats of the same in a very simple manner.
type, three non-reversible seats and one bulkhead seat The trapdoors, which were furnished by the O. M.
furnish the seating space in the smoking compartment. Edwards Company of Syracuse, are of a new design
All seats in the main passenger compartment are up that operates normally in much the same manner as the
holstered in green plush and those in the smoking com standard Edwards vestibule trapdoor as it folds upward
partment in rattan. Other specialties include Hedley against the bulkhead when unlatched, the movement
anti-climbers, Tomlinson M.C.B. radial couplers, Ad being made easy by a counterbalancing spring inside
vance air sanders with Ohio Brass air-sander valves, of the horizontal hinge tube on which the trapdoor
U. S. Trolley bases, Edwin S. Wood & Company's anti pivots. The cover plate of the trapdoor, however, is
friction side and center bearings, Curtain Supply Com supported at the bulkhead side upon two hinge bearings
pany's Rexall metal rollers, Forsythe brass sash, Ohmer which slide upon the hinge tube. At the end-sill side it
fare registers, Pyrene fire extinguishers, Electric Serv merely rests upon a narrow bracket upon which it can
ice Supply Company's illuminated signs, luminous arc easily be moved.
headlights, Peter Smith hot-water heaters, Monarch The lifting latch, as shown in the illustration on page
weatherstripping on the doors, Stanwood three-tread 389, is made in two mutually-engaging parts, one of
steel car steps, West's deodorizer, pressed prism glass, which is attached to the cover plate and the other to the
B. F. Goodrich corrugated rubber mats, Safety Car so-called stationary arm. The latter, of course, is at
Heating & Lighting Company's fixtures, Consolidated tached to the hinge tube and swings upward when the
Car Heating Company's buzzer system, A. & W. Com trapdoor is folded up against the bulkhead but it does
pany's ticket holders, and Ackley hand brakes. In not slide horizontally and is not attached to the cover
painting the car the Detroit Graphite Company's primer plate except through the interlocking of the two parts
was used and the Chicago Varnish Company's method of the latch. In consequence, when the cover plate is
of applying exterior car finish was adopted. slid outward the two parts of the latch are separated
The bodies are mounted on Brill M. C. B.-type trucks and disengaged, and the latch as a whole becomes inop

CHICAGO & MILWAUKEE CAR—VIEW SHOWING EXTENSIBLE TRAPDOOR IN VARIOUS POSITIONS

 September 4, 1915J ELECTRIC RAILWAY JOURNAL 391

erative, the stationary arm being held in place by that sumed by the Northwestern-South Side lines is due to
part of the latch which is attached to it. The trapdoor, the relatively heavy local service with more stops on
therefore, cannot be unlatched when it is in extended the first two roads.
position.
Power for extending the trapdoor is applied through Berlin Street Car Accident
a mast with a folding handle which is placed close to
the bulkhead on either side of the vestibule. An arm on Five people were killed and eight injured on April 22
this mast below the vestibule floor level is linked to a when a street car of the Berlin (Germany) Stadtring
sliding plate to which the trapdoor is attached by clips line jumped the rails at a sharp curve near the
and rivet-shaped catches. These clips and catches en Reichstag building and plunged over an embankment
gage, of course, when the trapdoor is horizontal and into the Spree River, 8 ft. deep at that place. Whereas
this permits the trapdoor to be moved, although it has the allowable speed limit in that particular locality was
no permanent connection with the mast arm. The ves only 12 V-i m.p.h. the motorman approached the curve
tibule door, when it is in any but wide-open position, at the rate of 15 m.p.h. As the track was slippery from
naturally prevents the trapdoor from being raised and rain he failed to apply the brakes at the right moment
this automatically provides a safety feature for the and the car jumped the track. The motorman and con-
operation. Another feature is the introduction of a
vestibule door stop, which is a small button of rubber
set in the trapdoor cover plate in such a position that
when the trapdoor is wholly or partly extended it
interferes with the movement of the vestibule door.
The latter, therefore, cannot be fully opened or fully
closed if the trapdoor is partly extended, so that it is
impossible for the trainman to close the vestibule door
inadvertently and let the train proceed with the trap
door projecting beyond the side of the car.

Power Economy Expert Obtains Results

Several months ago the Elevated Railroads of Chi
cago detailed an employee of the electrical department
to investigate and make recommendations for reducing
energy consumption. This company now purchases all
its power from the Commonwealth Edison Company
and any saving in energy could be measured in dollars
and cents in the annual power bill. Numerous econo
mies have been effected in the operation of cars, special
attention at first being directed to regulating closely
the use of the lights and electric heaters. During the
summer months, however, this expert has devoted his
attention to schooling motormen in the art of coasting
and handling their controllers, and a decrease in the
energy consumed is easily traceable to his efforts. An
inquiry from the trainmen regarding the actual results
or savings obtained by reason of the increased coasting
brought out the following table from the management:
Kilowatt-Hours Per Car-Mile
Decrease in
June, 1915 June, 1914 Per Cent
Metropolitan 3.127 3.186 2
Northwestern 2.522 2.625 4
South Side 2.621 2.757 5
Oak Park 3.083 3.013 *2 BERLIN STREET CAR ACCIDENT—RECOVERY OF CAR
Loop 3.407 3.726 10
Total 2.823 2.930 3 FROM RIVER
•Increase. ductor were able to jump from their platforms at the
These cars averaged 25 tons each, the weights of the last moment, but unfortunately some of the passengers
cars on the several divisions being as follows: Metro were imprisoned in the car and drowned.
politan, 24.55 tons; Northwestern, 25.95 tons; South A wrecking tug was chartered by the railway com
Side, 25.95 tons; Oak Park, 22.80 tons; Loop, 25 tons. pany to lift the car out of the river into a lighter. All
The tonnages given include average loads. parts joining truck to car body were disconnected and
In explanation of the table it should be stated that the truck was lifted separately. The upper figure shows
the month of June was taken for the comparison be the lifting of the car body into the lighter. At the
cause no electric heaters were in operation. This put moment in which the car was nearing the bottom of the
the comparisons on the basis of the energy consumed lighter the cable slipped and the car body was badly
by the motors and lights. The increase in energy con crushed, as shown in the lower illustration.
sumed by the Oak Park line was because more motors
were operated per train in June, 1915, than in June, Power house employees of the Louisville (Ky.) Rail
1914. The company is entirely satisfied with the re way appoint safety-first inspection committees each
sults being obtained, and a steady improvement in the month, whose duty it is to visit each of the stations and
amount of energy consumed per car-mile is being noted substations during that period and inspect them for
from month to month. The larger amount of energy "accident opportunities" and for dangerous conditions
used by the Metropolitan-Oak Park lines over that con which may be eliminated.
* ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

Seven Per Cent Wage Reduction Granted

British Columbia Electric Railway, Ltd., Receives Favorable Majority Report in Case Before Arbitration Board—
Arbitrators' Comments on Company's Contentions Are Published

The arbitration board considering the dispute be asserted that the wage scale which had prevailed could
tween the British Columbia Electric Railway, Ltd., not be designated as a living wage, and that through the
Vancouver, B. C, and its employees on Aug. 25 pre time of prosperity the wages should have been higher.
sented a majority report favoring an all-around reduc Supply and Demand
tion of wages by about 7 per cent on the average. This
was in answer to the company's contention before the In discussing the question of the supply of and
board that the wage scale should be decreased 15 per demand for labor, the board stated in its report that
cent. When the agreement between the union and the in general wages are dependent upon the universal law
company expired on June 30 the company notified the of supply and demand, but this has only a limited
men through the general manager that it desired to application to the employees of this company. It might
make a 10 per cent cut in wages throughout. This pro be true that there is an over-supply of labor outside the
posal was rejected by the union, and the company found employees' association that might be utilized for the
it necessary to apply to the government for an arbitra operations of the company, but the company proposes to
tion board under the industrial disputes investigation agree for its labor supply not with workmen generally,
act. but with a particular union or association as represent
This act, which merits a few words of description ing the employees necessary for its purpose. Under
because of its unusual character, provides that in the these circumstances the question of supply and demand
case of any dispute an application may be made by to a great extent loses its force in determining the rate
either employer or employees to the Minister of Labor of wages.
for the appointment of a board of conciliation and in Business Depression
vestigation. This application must be accompanied by
a statutory declaration, that failing of an adjustment by In the board's opinion, there is no doubt that a busi
the board, to the best of the knowledge and belief of ness depression has existed in the company's territory
the declarant a strike or lockout will be declared. Under and may continue for some considerable time. The
heavy penalties the employer is forbidden to declare or labor market has become congested and has resulted in
cause a lockout and any employee to go on strike reduction of wages generally. Wages in mercantile and
prior to or during the reference of the dispute to the industrial establishments have been reduced from 10 to
board. One of the members of the board must be recom 25 per cent. The City Council of Vancouver recently
mended within a certain time by each party to the dis lowered the standard rate of wage 25 per cent, viz., from
pute or else be appointed by the Minister of Labor. The $3 to $2.25. In work on the new drill hall in Van
two members must agree on a third or he will be couver the previously stipulated carpenters' wages were
appointed by the minister. The decision rendered by reduced from $4.25 to $3.60; painters' from $4.50 to
the board is only a recommendation to the parties. $3.60; plumbers' from $5 to $4.50; laborers from $3
Nothing in the act restrains lockouts or strikes in dis to $2.40.
putes which have been duly referred to the board and Present Cost of Living
decided. As to the present cost of living, as compared with
The arbitration board chosen in the present British 1913, it appears from statements based on information
Columbia Electric Railway case was composed of Justice in the Labor Gazette, that with respect to a typical
McDonald, chairman, appointed by the Dominion Gov family of five, the cost of living in Vancouver, including
ernment; A. G. McCandless, representing the company, all foods, fuel, light and rent, per week, in the month of
and J. H. McVety, representing the employees. Public March, 1913, was $16.28%, and that it fell to $13.22y4
hearings were opened on July 19 and continued from in March, 1915. It also appears that this later cost was
time to time until Aug. 13. At these hearings W. G. lower than in the cities of Calgary, Edmonton, Regina,
Murrin, general superintendent, and W. Saville, chief Winnipeg and Toronto.
clerk, represented the company, and F. A. Hoover and A further investigation to cover different months and
W. Yates appeared for the employees. different cities showed that for this typical family,
during January, March and May, the cost per week
Position of Both Sides in 1913 for Vancouver was $16.48% as compared
At the hearings the company sought a reduction of with $13.46% in 1915; in Victoria it was $17.87% in
15 per cent in the wage scale, basing its arguments on 1913 as compared with $14.31% in 1915; while in New
the following grounds: (1) The general business depres Westminster it was $16.89% in 1913 as compared with
sion existing throughout the company's territory had $14.56% in 1915, thus showing decreases in each of
led to an almost universal reduction of wages. (2) The these cities. A statement was also made of the com
financial position of the company, owing to decreased pounded averages, according to the number of the
business, made it unable to continue the old wage rate. company's employees in the respective cities, and this
(3) If the rate of wage was determined by the cost of showed a decrease in cost between these two periods
living, such cost had decreased since the last wage agree of 18.92 per cent for Vancouver, 19.89 per cent for Vic
ment was signed in 1913. (4) The wages paid by the toria and 13.80 per cent for New Westminster, or
company were, in general, higher than those paid by making a compounded average decrease for all the cities
other street railways. (5) The wages paid had of 18.17 per cent.
advanced 8 per cent since 1913 because of the sliding As a result of these investigations the board was
scale, this increase coming in the face of decreased satisfied that as between 1913, when the wage scale was
business. The company also in a general way submitted last fixed, and the present time, the cost of living had
that the rate of wage should depend upon the supply of on the whole slightly decreased in the community
and demand for labor. Representatives of the employees affected by the inquiry. This result was brought about
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 393

by the fact that while the cost of foodstuffs has risen to these times of depression, receive the same wages as in
some extent, this was offset by a considerable reduction the period of prosperity.
in rent and an appreciable decrease in the cost of fuel.
The cost of cotton goods has fallen, and the present Company's Financial Position
retail cost of woollen goods is less than it was two years The company presented statements in detail showing
ago, although the opinion of merchants is that in the its financial position and inability to pay the present
near future the cost to the consumer of all woollen rate of wages. An extract shows that while the net
goods is bound to increase. profit for May, 1914, was $162,674, it had fallen to
$23,745 in May of 1915, and other amounts showed a
Comparative Wage Scales corresponding decrease. The whole capital investment
The company contended that its employees were in all undertakings of the company, on June 30, 1914,
receiving a higher rate of wages than was paid by any amounted to $45,935,669, and the net profit for the year
other company carrying on a like business under similar was $2,156,585, giving a net profit of 4.69 per cent on the
conditions. It stated that, with reference to motormen capital invested, while with the same amount invested
and conductors, among more than 1000 street railways the net profit up to June 30, 1915, was $1,273,603, repre
only a small number could be found paying a higher senting only 2.67 per cent profit.
rate of wages, and that these exceptions could in most The proportion of the gross earnings absorbed by
cases be accounted for by peculiar local conditions. This wages of motormen and conductors increased from 1913
statement was found to be substantially proved. A to 1915. For example, the earnings in the city of Van
statement filed showing the maximum rate paid in some couver in June, 1914, were $161,589 and the wages to
of the cities gave the following information : Peter motormen and conductors amounted to $48,402, being
borough, 20 cents per hour; Hull, 23 cents; Hamilton, 29.95 per cent of the gross earnings, while in June, 1915,
25 cents ; Montreal, 25 cents ; Ottawa, 27 cents ; Toronto, the gross earnings were $84,023 and the wages of motor-
271 2 cents, as compared with the existing rate paid by men and conductors were $41,488, being 49.37 per cent
the British Columbia Electric Railway of 35 cents in of the gross earnings. The entire system for the same
the cities and 36 '2 cents per hour on the inter- period did not show disproportion to the same extent,
urban lines. viz., in June, 1913, the gross earnings were $315,205,
In the neighboring coast cities in the United States and the wages of motormen and conductors were
the length of service, in order to reach the maximum $81,638, being 25.89 per cent, while in June, 1915, the
rate of pay, is greater in most cases than in British gross earnings were $186,586 and the wages were
Columbia. The rates supplied were as follows : Tacoma, $71,707, being 38.43 per cent of the gross earnings.
21 cents per hour; Stockton, 27 '2 cents; Everett, 28 On the subject of the financial standing of the com
cents; Los Angeles, 30 cents; San Francisco, 33 cents; pany the board concluded that it should not be a govern
San Francisco (municipal), 37 1 2 cents, and Oakland, ing or controlling factor in its recommendation as to
40 cents per hour. The board had no evidence showing the rate of wages. Whatever course a company might
the different agreements with their employees under see fit to pursue of its own accord, the board did not
which the railways in these cities were operatd, nor think it should recommend that the company carry on
whether the employees had the benefit of privileges and its operations by paying its employees less than a fair
concessions as liberal as those granted by the British wage, based on proper conditions. The arbitrators
Columbia Electric Railway. The nearest city to which it believed it well, however, to outline the financial condi
felt it might look for comparison was Seattle. There, tion to show that the company is not in a position to
however, the 32 cents maximum rate is only reached deal liberally with its employees. The presentation of
after six years' service. From the evidence the board was the financial position of the company was also deemed
satisfied that on the whole there was no appreciable important as a strong argument in favor of using
difference in the cost of living between the two cities. extreme care in making recommendations.
The climatic and general conditions of operation would Working Conditions
be practically the same for the employees, but those
working for the company in British Columbia have not With regard to the change in working conditions
only the benefit of an agreement guaranteeing perma asked by the company, the majority report states that
nent employment with reasonable working conditions, in view of the fact that the board which dealt with the
but also receive valuable concessions in the form of dispute between the company and its employees two
half rates for electric lighting, reduced charges for gas, years ago, did not deem any change necessary ; and also
free installation of meters, and free transportation for in view of the fact that the representatives of the men
themselves at all times, and also for their families to a and the company had agreed upon a majority of the
limited extent. working conditions against which objections were
raised, the board thought it advisable not to interfere
Wages Increased Since 1913 with this phase of the dispute.
In regard to the company's assertion that the rate of Recom mendations
wages paid its employees, especially motormen and con
ductors, had risen 8 per cent since 1913, the board The majority of the board felt satisfied in recom
states that this was due to the sliding scale by which mending the adoption by the parties interested of an
length of service entitled an employee to a higher rate agreement containing reductions in the wage schedule.
of wages. The board did not think that this increase In the working conditions, the seniority clause was left
should be considered as an argument for lower wages intact. This protection, when coupled with efficiency,
now. The point, however, might be worthy of consid was believed to create permanency of employment, more
eration to this extent—the employees were presumably especially to those who, by length of service, had secured
satisfied to work for the company in 1913 at the then to themselves an advantageous position under this
existing rate of wages and cost of living, and it would privilege. In fixing the rates of wages the board did not
not now be unjust under the changed conditions to have attempt to capitalize in dollars and cents the concessions
them revert to the rate of wages then being paid. In enjoyed by the company's employees, but did not over
other words, if the rate of wages to motormen and con look their consideration. In making the recommenda
ductors were decreased by 8 per cent, they would, in tions the board bore in mind the permanency of employ
 394 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

ment that will be guaranteed to the employees by the be designed for more economical operation both as to
execution of an agreement covering a definite period. crew expense and power cost.
The board recommended that the agreement should We naturally question the riding qualities of the
expire on June 30, 1917, twenty-two months from small car as compared with that of the large car, but
Sept. 1, 1915. judging from the automobile it would seem reasonable
Reduction in the case of conductors and motormen that the riding qualities of the large car in city service
was of a little more than 8 per cent. The suggested could be approached very closely. In the small and
agreement provides that rates of wages on city and medium-sized cities the small car will prove most adapta
suburban lines for motormen and conductors be, for the ble in supplying frequency of service, thereby offering
first year, 26 cents per hour, rising gradually to 32 more opportunity to ride, especially in the short-haul
cents per hour after four years' service. The rate under service, which obviously is the most profitable.
the old agreement was 27 cents for the first year, rising There are some unfavorable features to be over
gradually to 35 cents per hour after four years' service. come in the operation of small cars, one of which is re
A clause in the agreement stating that motormen and duced schedule speed with the one-man type car, espe
conductors on work train service shall receive \]/2 cents cially in rush-hour service, because more time is required
additional is the same as prevails under the old agree to collect fares and issue transfers than with two men
ment. The rate of wage for motormen and conductors per car. This objectionable feature can be checkmated
on the interurban lines, i.e., Central Park, Burnaby Lake to a large extent by employing the skip-stop feature in
and Saanich, it is suggested be reduced to the same the outlying districts where permissible and by equip
extent as conductors and motormen on city lines, the ping the cars with adaptable fare collecting apparatus.
maximum wage on the interurban lines being 33 V2 cents In the small number of places where it is absolutely
per hour. For brakemen, trolleymen and baggagemen necessary to maintain high schedule speeds, the cars
the rate recommended is 25 cents per hour for the first could be operated during rush hours by a motorman
six months, 26 cents per hour for the second six months, and conductor. With a greater number of cars handling
2&y2 cents per hour for the second year, 272/2 cents per the same service the number of stops per mile will de
hour for the third year, and 28 V2 cents per hour for the crease slightly, which permits a higher schedule speed.
fourth year and after. The recommendations also cover Assuming that the one-man car requires four seconds
reductions in the wages of shop and carhouse employees. longer per stop than the two-man car, and that by rea
son of more cars and fewer passengers per car, the aver
The Small Car versus the Large Car age number of stops per mile would be reduced from
eight to seven, approximately the same schedule speed
BY D. C. HERSHBERGER, WESTINGHOUSE ELECTRIC & MANU could be maintained. This statement will serve par
FACTURING COMPANY tially to give an idea of the effect of the number of
The advent of the jitney into the transportation stops and duration of stops on schedule speed.
field has caused serious investigation which already is The accompanying performance curve was made up
bringing with it development and invention to meet the to show graphically the relative power consumption in
competition of this new system of selling transporta city service for (a) a 24-ton car equipped with four 40-
tion. It is somewhat doubtful if this form of competi hp. motors, (b) an 18-ton car with a double 40-hp. motor
tion will be long lived, so that it need not be taken very equipment, and (c) an 8-ton car with a double 15-hp.
seriously. However, we are about to return to a small, motor equipment operating at the same schedule speed.
but efficient car as a means of meeting this competition. It will be noted that the 24-ton car is over-motored—a
In returning to the small car we would appear to be condition common to many cities and towns. It would
retrogressing, but upon investigation it will be found be possible to make a slightly higher schedule speed
that this is an illusion. The small car of to-day will with the four-motor equipment, which in turn would
have a greater weight efficiency as regards seating raise the power consumption considerably.
capacity than has been obtained heretofore. It will also The accompanying table will give an indication of the
relative operating costs of the three weights of cars
covered by the above performance curve. The data em
ployed for the basis of this comparison have been taken
to represent the average condition throughout the coun
try for medium and small-sized cities.
Comparative Operating Data for Laroe and Small Cars
Weight of car, loaded—tons . . . 24 18 8
Number of motors per car .... 4 2 2
Horsepower per motor at 500
volts 40 40 IB
Stops per mile 8 8 8
Average duration of stop—sec
onds 10 10 10
Kilowatt-hours per car-mile... 2.38 1.73 0.76
Kilowatt-hours per car per year
at 30,000 car-miles per car. . 71,400 51,900 22,800
Cost of power per car per year
at 1 cent per kilowatt-
hour at the car $714 $519 $228
Assumed seating capacity 45 35 25
Per cent increase in number of
cars to carry a given traffic. 0 28.7 80
Number of cars required to ac
commodate the traffic on an
assumed property 100 129 189
Yearly power bill 171,400 $66,900 $41,000
Yearly saving in power bill ( 0 6.3 per cent 42.6 per cent
over four-motor car \ 0 $4,500 $30,400
Crew-men per car. . : 2 2
Average time of each car in
service—assumed 12 hours 12 hours 1 2 hours
Cost of crew per day at 25
cents per man hour $600 $774 $540
Cost of crew per year—3G5 days $219,000 $282,000 $197,000
Yearly power bill and wages of
crews on assumed property . . $290,400 $349,300 $238,000
Yearly saving of 8-ton car ' 18 percent
over 24-ton car $52,000
Yearly saving of 8-ton car 32 per cent
POWER-CONSUMPTION CURVES FOR CARS OF VARIOUS SIZES over 18-ton car $111,000
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 395

It will be observed that the yearly power bill de June the $5,000 bond requirement was declared uncon
creases with the weight of the car, even taking into stitutional, and the immediate result was that the
account the increased number of cars to handle the number of jitneys increased to a point approximately
same amount of traffic. Any increase in traffic result equal to that established in the early part of May, but
ing from the more frequent service offered by the small by no means equal to the record of the early part of
car can be taken care of at a better load factor. April, before the statute went into effect. During the
The crew expense is the greater item of expense as month of July, which is not included in the graph, the
compared with the power bill. The above figures show high point was 190 for the rush-hour jitneys and 133
that the 18-ton car is the most expensive to operate on for the all-day operators, both maximums being reached
account of larger yearly crew expense to handle the on July 2. Thereafter the number of cars again fell off
same traffic. This statement, however, does not apply steadily, reaching minimums of 160 and 105 respectively
to the latest type of two-motor cars with large seating at the end of the month.
capacity and in many cases larger motor equipments In Memphis the types of jitney buses have been
than considered here. about equally divided between Fords and other mis
These figures show a saving in the yearly power bill cellaneous types of cars, seating five passengers.
of 42V2 per cent in favor of the small car as compared There have been also about twenty seven-passenger
with the four-motor car, and 18 per cent in crew expense cars, and during the past two months, about ten buses
and power bill combined. Furthermore, it shows a sav with seating capacities between nine and fourteen.
ing of 32 per cent in crew and power cost over the 18-
ton two-motor two-man car. Traffic Count in Manila
The Board of Public Utility Commissioners at Manila
Jitney Bus on the Wane in Memphis, Tenn. recently made a count of the passengers on the electric
The accompanying graph displays the record of the railway system there to determine whether the service
number of jitney buses in operation on the streets in given the rush hours was adequate. The count was
Memphis, Tenn., since the beginning of the movement taken during the six week-days of the week from May
and until July. This record was inaugurated by T. H. 21 to May 27. The accompanying tabulation of the
Tutwiler, president Memphis Street Railway Company, data obtained was made by the Manila Electric Railroad
and it shows that the general tendency of the jitney & Light Company. These data, particularly the per
bus movement has been a steadily declining one after centage figures in the last three colunms, are interesting
the first few weeks of its operation. The upper one as bearing out the company's contention, made at the
February March April May Jane commission hearing and in its brief, that it was not re
sponsible for the so-called inadequacy of service or over
crowding of cars, as long as reasonably adequate service
was furnished. The alleged overcrowding was caused
by the manner in which the public used the service in
crowding certain cars. There was no occasion to do so,
provided the passengers would distribute themselves
more equitably over a reasonable number of cars and
not congest a few cars during the rush hours.
The situation in Manila is complicated somewhat be
cause the company must furnish facilities for both first
and second class passengers on each car. The franchise
of the company provides that "at least 60 per cent of the
EUelric adjournal accommodation furnished will be second class." The
RECORD OF JITNEY BUS OPERATION IN MEMPHIS figures show that approximately 15 per cent of the total
passengers carried are first class passengers and ap
of the two curves displays the number of jitneys in proximately 85 per cent are second class passengers.
service during the afternoon rush hour only or from In practice, the company requires its conductors to re
4.30 p. m. to 6.30 p. m. The lower curve shows the serve for first class passengers such portion of the car
average number of individual jitneys per hour from as experience has shown should be reasonably adequate,
7 a. m. to 6 p. m. preserving at least 60 per cent of the capacity of the
It will be noted that there is a sharp break in both car for second class passengers. The first class section
curves in the latter part of April, at which time there of the car is separated from the second class section by
was made effective a requirement for a $5,000 bond for means of a movable barrier. Conductors are required
jitney buses in accordance with a State law. Within to set this barrier in position before the car starts on
two weeks, however, the number of jitneys in opera its journey from its terminal, and are not permitted to
tion increased enough to recover a large part of the shift it to increase the space allotted for first class
loss, but thereafter, during the months of May and passengers unless there are unoccupied seats in the sec
June, the downward tendency again was manifest, so ond class section of the car. In practice, about 80 per
that during the latter month the daily average of all- cent of the capacity of the car is reserved for second
day jitneys was only ninety. During the latter part of class passengers and 20 per cent for first class.
Table Showing Result of Traffic Count in Manila Three Principal Lines During Rush Hours, May 21-27, 1915.
Percentage seats
Passengers Seats to passengers
'1st 2d 1st 2d 1st 2d
Line Direction From To Cars class class Total class class Total class class Total
Pasay-San Juan . . In 6 a.m. 8 a.m. 95
■17 980 4,285 5,265 1,161 2 742 3.903 118 64 74
Pasay-San Juan in noon 2 p.m. IS 5 822 1,007 604 l!396 2,000 326 169 19S
Pasay-San Juan . . out noon 2 p.m. 47 us 1,542 1,960 609 1,347 1,956 1 15 87 99
Pasay-San Juan . . out 3.30 p.m. 7.30 p.m. 199 1.131 5.704 6,835 2.261 5,321 7,582 199 93 110
Pasig-Tondo .... in 6 a.m. 8 a.m. 2 1 171 798 969 280 734 1,014 163 92 104
Pasig-Tondo . . . . in noon 2 p.m. 24 89 556 CI 1 291 1,078 1,372 330 191 213
noon 2 p.m. 21 ITU 771 944 27S 738 1,016 164 95 102
Pasig-Tondo .... out 3.30 p.m. 7.30 p.m. IS n:r, 1,476 1,661 5S6 2,002 2,586 317 136 156
McKinley-Tondo in 6 a.m. 8 a.m. 23 119 707 826 232 596 828 194 84 100
McKinley-Tondo . . . In noon 2 p.m. 24 (12 1SS 250 2 12 622 864 390 33(1 34 5
McKinley-Tondo . . . out noon 2 p.m. 24 1 10 392 532 24 2 622 864 173 15S 162
McKinley-Tondo .. out 3.30 p.m. 7.30 p.m. 46 127 766 893 472 1,184 1,656 371 155 185
 396 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

Way Department Report Forms

The Forms Were Designed for the Purposes of a Small Road with Particular Reference to Their Disciplinary
and Record Value

The report forms which are used by the employees fire hazards and not to take any extraordinary risks
of the way department of the Chicago, Ottawa & during the period between inspections. On his rounds
Peoria Railway, Joliet, 111., were designed with two ob the regular inspector examines all fire extinguishers,
jects in view. One was that they should include all the which, prior to the time of adopting this method, were
information desired from a record standpoint. The occasionally found to be broken or stolen or cast into a
other was for their disciplinary value. It was found hidden corner when empty. In a similar manner sand
that when reports were required in the form of letters and water pails are inspected and the condition of fire
or brief memoranda, many of them did not contain all hose and hydrants is determined. As a result of this
the information desired and, as the arrangement of the monthly fire inspection the men in charge of buildings
data in the letters varied, the information was difficult have begun to have pride in the condition of their
to check. Furthermore, there was a tendency on the premises, the fire-fighting equipment is kept in good
part of the man who simply wrote a letter report to condition, and fire risks are not taken. In connection
omit information which would seem to criticise a fellow with this report form the company has been enabled to
workman. But with a printed report form the em reduce its insurance rate from $1.41 per thousand to 73
ployees feel that they are in duty bound to answer the cents, by removing fire hazards and by providing cer
questions on the forms to the best of their ability, no tain fire protective apparatus.
matter where "the chips may fall." Another reason Other forms designed to have disciplinary value as
why the men prefer to submit their reports on forms is well as record interruptions to service are reports on
that the questions reduce the effort required to prepare accidents or damage to overhead lines and equipment,
a report by suggesting the subjects to be covered as the line and signal maintainers' daily report and the
well as by reducing the amount of information which dispatcher's line trouble record. The accident report
must be recorded. (Form 2) is made out by the overhead line foreman and
Probably the most striking example of the type of forwarded to the office of the engineer of maintenance
form employed to obtain both disciplinary value and of way, being a record of damage. Form 3, the dis
financial return is that used in reporting the results of patcher's report form, is designed to furnish a record
an insurance inspection of premises (Form 1). This of service interruptions, and at the same time it may
report is compiled once each month by the substation be checked against reports of the line and signal depart
repair foreman, whose duties include the inspection of ment for discrepancies.
all structures for insurance purposes. At this time the The work-train report (Form 5) also accomplishes
person in charge of the building is directed to eliminate the same end and in many instances has brought about

INSURANCE INSPECTION OF PREMISES Chicago, Ottawa & Peoria Railway Company

MAINTfNANCt Of WAV DCPARTMINT.
(Stttion) - .{Building _ (D»le)_ HI Report of Accident or Damage to Overhead and Equipment
rise that I hav made the following inspection and find
ed below and 1 1 ally responsible for any misrepresentation

HWul .In* t*t»<-i>si

J I

LmUj o«»utonnl nrltlnl or dftnuf*

i< paif*d rt,ti: lor ItDiwm ■frrlt*. dai*

■ntwtf fMdr for prrnuntiil . . Ill . _ ., TIm .

HATIIIlL BTOarD l.t OPE* it*i«*1 i« nwblM lite d *

What has been done lo remedy or improve dangerous combustible conditions since last report

What condition is most likely to cause a fire at this particular building.

WAY REPORTS—FORM 1—INSURANCE INSPECTION OF WAY REPORTS—FORM 2—ACCIDENT TO OVERHEAD OR

PREMISES EQUIPMENT
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 397

Fane M W..I1.M.H
Chicago, Ottawa & Peoria Railway Company
MAINTENANCE OF WAV DEPARTMENT.
Telephone Report of Line and Signal Maintainers
Ei(i> M al W.» oil,,. REPORT MADE TO MAINTAINERS OF
TelrphoA, Call umfid b, Setflal M*illMn'l Titne TfoutUe
T« Neater* o. M

Krport to be forwarded daily to office Engr Malm of Way.

WAY REPORTS—FORM 3—DISPATCHER'S REPORT AND MAINTAINERS' TELEPHONE REPORT

real financial saving to the company. As a rule the 106 miles of line, only one maintainer is necessary. In
operation of the work-train on an electric road is re order to handle his work to best advantage he moves
garded by the transportation department as a favor to over the road on a predetermined schedule unless he is
the way department, and as it is considered that the called away on special emergency trouble. To provide
train has no rights of any kind, it therefore should be for the two classes
subject to any number and length of delays. With this of work, the upper I-III Mill
company it was found that if the work-train received cer portion of his re Chicago,MAINTENANCE
Ottawa OF & WAY
Peoria Railway Co
tain limited rights and had the benefit of extra time be port form is for DEPARTMENT
TRACK AND ROADWAY OIVItlON
cause of delayed trains or other reasons, the way de emergency work Diily Report of Labor Performed
partment could accomplish more work for considerably and the lower for
less money and at the same time reduce the cost of routine. This re N.Ineluaine
Hour.
work-train service to the department. port form is also
Perhaps the section foreman's daily report (Form 4) used by the trans Line Ud Surface
presents the most effective method of reducing the cler Ballaatlng Track
portation depart Renewing Cross Teea „_
ical work of the foreman, at the same time giving a ment, as well as by Renewing Switch Tie*
legible record to the maintenance of way department. Repair or Placing Croea Plank* -
the signal main Carina lor Switch LAS)pa
This report is printed on manila cardboard and on one tainer, one being Patrolling Track
side are the name of the railway company, the letters checked against the Mowing or Burning R »f W
Culling Weeda
R. R. B. and blanks for the address. The reproduction other ; hence, it has
of the report form shows that the writing which the a disciplinary value Dmld or Repair R ol W Fane
Rrpelra ol Rrtdgeu or Culverta
section foreman must do includes the insertion of the in the way of ob tUpainn* Track Circuit, tor
date and his name. All of the entries regarding the taining correct re RacBOTkl of Snov Or lea
amount of work done and the hours required to do the ports like the other
work may be made in figures. This reduces the work forms used by this IT R.palrln,. Special Work .
II luatelltng. Special Work
to routine and minimizes the time required to make a company. II Oradlni New side Trarki
report. In order to ob ID LAtfog New Side TraCka
II Sorfaclai New Side Track
Two other report forms which are not in general use tain a cost record II Loading Dallaat I
but have proved of value are outlines of the labor per of the material II Handling (ompan. Material .
U Itapalra of Building, or Groundi
formed and materials used by the overhead and the used and the labor H General Track Repair.
bridge and building departments. While it is general performed in con It Work lor Oilier Department,
practice to require a report from the bridge and build struction work or
ing department foreman, this company has gone one of money expend
step further in setting down in printed form an out ed and charged to
line of all the kinds of labor performed and materials capital account, the Foreman
used by this department (Form 6). This form also re bridge and build Bart, No
duces the work of the foreman largely to recording ing department is
figures rather than writing and thereby provides a required to make a WAY REPORTS—FORM 4—SECTION
much neater report to be filed away for record purposes. structural report. FOREMAN'S REPORT
The same might be said of the overhead line daily re A copy of one of
port (Form 7), which is not in general use on electric these reports is reproduced in Form 9. From this it
roads. Both of these forms also have a disciplinary will be seen that a complete record of every item of
value in that they obtain a record of work performed, lumber used, as well as of all labor and haulage, is
against which a check may be made at any time and the recorded. This being merely the actual cost of work
foreman disciplined for inaccuracies. done, to which engineering, superintendence as well as
Similarly the daily report form for signal and cross overhead may be added, makes it possible to obtain an
ing-bell operation (Form 8) was designed to minimize accurate charge against any account.
the clerical work and at the same time to be so com
prehensive in character as to cover all the work which Storeroom Records
might be done by an employee of that department. This being a comparatively small property a large
Since this company has only 16 miles of block-signaled storeroom was unnecessary ; hence a simple yet accurate
territory, with crossing bells scattered over the entire. method of compiling and filing storeroom records was
 398 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

r*m M. w. »i mim r. a
Chicago, Ottawa & Peoria Railway Company Chicago. Ottawa & Peoria Railway Company
MAINTENANCE OP WAV DEPARTMENT. MAINTENANCE OP WAV DEPARTMENT.
WORK TRAIN REPORT BRIDGE AND BUILDING DIVISION

Taa loUawu* labor baa b

.r or Engine Hum
. Pa*(a put La brici* No. 4>m .
. F. M R*port*d for duty hrirlacara trained No ... _ , Btringara pat la bride* Na.
TIM framed Na ate - Ilea put la brtdi* No dam
Klad of "or* mad ■aaaaar at work i:mt Guard rail* franM-d No. . . . dim Oaard rail* pat oa brldca NaT. ,
Ltraiitudlaal Una pot oa brtdt* No dtaV-. .

Cubic yarde of inrrfilt uaad No Kind

No. of panada of r*iDfarcwta*nl uaad
foot of ptp* uaad ala* . . U«*l . Taat of til* aaad
BUILDINGS
Door*, buna. No . ... _ _ Door* ranarid Na Window* pUctrd No
Roof ropalrad or ballI No. *q. faat. —
Pamiloo* built or rapalrad No *a faat w*l] thrMlai rapalrad or balK No. >q t
Itaifuf rapalrad or baltt No *Oj. faat . . Pisiform porta a*t No. dlav.
water conduc

Trata nlNMd or qmit work Train irrlTtd i

If «ar la r«t«Urlr *atph>r«4 ** »'orb ear or work alitor, aa Ub« ear. (Ill oat following:

. TIM PM

It la taa train cr*» « duly U aaawcr ui qua*Don* uM by torrmaa n ut*d for on -bit form
i offlet ot £nf1n**r of Malnlnnanr:* of W*>

WAY REPORTS—FORM 5—WORK-TRAIN REPORT WAY REPORTS—FORM 6—BRIDGE AND BUILDING REPORT

iiit*Mi.ii f— M W.-a-1-i-l)
Chicago, Cfttawa & Peoria Railway Company
Chicaga, Ottawa & Peoria Railway Company MAINTENANCE OF WAV DEPARTMENT.
HAINTINANCE OF WAY DEPARTMENT.
Daily Report of Overhead Line Division 1 of ngrial ofj«ratio
N.w *1 Saaal
vO**,M

Pot** mated. N* ; Leaatb

Pol** eat Na . . Laadta. ; Klad ■ anchored and anied. No . Anchor* u**d. No . .. ; Rlad
Na. ; Klnd._
U»( arma applied. No . Uaath : Drata... ; Span wtraa placed^ No.
Catenary haram and **r* applied. Laagth Nat .; Laactk. . . , .; No . leaatb.' . ; Jaa..
Trotler wlra atraag. No. at tan* ; Babo^-.; Rlad ; Traitor oar* aaad. No, . Klad. . - HnM*r* Uaad. N
TroHay w|r* break at j Aaeonat at . : Tl
ITaaNBlaalon wlra *trun«. No. of faat- : Tl*d IB, No ot feet . - . ; Slaa .
No . Stail pto. No , Mil** traai
attached. .\u- .; Cbabbuck brat No. of alaaal I
wire atran*. Na at faat . Tied la, No. at faat ~ ... Iba So. of tralaa a
lap* applied ranapleta. No . , Partially applied. No.. . , Lawa-th. * of tailor* ariova on baa Na
• aaad, a : •M
aaad, Na .CP TIME EMPLOYED IN
.; lcompr*aa*d>. No itraln*. Na tnee iBiprrtloc track cirrnlt b

at - at -
Rrn*wiD4 lamp* at ...
Inaprctnac trolley trip* aad o
Total boon of labor. incIodine; feraaaaa'a tltae, tJ*n«ral candlilon of atgnal ayat*oi b
IAbove labor parlarmad aad aaatarlal aaad oa

WAY REPORTS—FORM 7—OVERHEAD LINE DIVISION REPORT WAY REPORTS—FORM 8—SIGNAL AND BELL REPORT
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 399

i M W.-IU4-L1 ordered. This insures correct distribution of the

Chicago, Ottawa & Peoria Railway Company charges as well as a sufficient quantity on hand for a
MAINTENANCE OP WAY DEPARTMENT particular job when it is needed.
Bridge and Building Division
STRUCTURE REPORT ,
South Bend Collects Jitney Data
BIND Or HATEBIAL During the month of July the Chicago, South Bend &
Northern Indiana Railway, South Bend, Ind., collected
sufficient jitney traffic data to make a graphical study
of their operation. The result of this graphical analy
sis is shown in the accompanying diagram. It shows
the total number of jitneys operated during the various
days of the period and the total number of different
machines in the jitney service during the month. In
addition a careful record was kept of the temperatures
and the weather conditions. It was found that in South
Bend the peak of the jitney service always occurred on
Saturday, and that the peak increased from thirty-one
jitney buses on the first Saturday of the month to 120
on the last Saturday of the month. It is also interest
ing to note that as a rule the low points in the jitney
bus service are on the rainy days. It will also be noted
that during the month of July the total number of dif-

! .
■ WO :

K 100 SO 1
r --- -* r. no 2.-4rI
i
- _ _ _l - _ -?
1-0 1 I
^ % **
, hum > ~t«. J^C\_yy^rt^' Z
FW.aiaa. n A I 5
a rapsM lo ba hnuM to Mlt* E>|r Malot of War " 9 a*
— \ C
/Y A i
WAY REPORTS—FORM 9—STRUCTURAL REPORT < / !il
/-. '->
H
important to minimize the force required to accomplish Dftte 12 34 5 1 , 8 1) 10 U 12 13 14 16 lb 17 13 11) 2021 22 2324 25 20 27 282930 31
the work. A single storekeeper performs all the duties
required in this department, but to permit him to keep «- •
up his records, the storeroom is open only during cer sc<*
tain hours. Except
' in emergencies, the
various departments
must anticipate
their needs and se
cure material when
the storeroom is
open. To simplify GRAPHICAL STUDY OF SOUTH BEND JITNEYS DURING JULY
the work the com
pany has adopted ferent machines operated increased from twelve to 204.
the bin-tag method Many of these, however, were only operated one day,
of keeping a tempo and others ran only on Saturdays.
rary count of the It will also be seen that the total number of automo
stock on hand, with biles operated has increased much faster than the rise
very satisfactory re in the peak of jitney service offered. In other words,
sults. These tags many drivers were disappointed with their earnings and
WAY REPORTS—FORM 10—BIN TAG (Form 10) are after operating a few days decided that they were in
printed on a heavy an unprofitable business.
manila cardboard, 4 in. x 7% in. in size, one card The railway company intends to continue the col
being hung on a hook provided on the front of each lection of jitney data and will make a more complete
bin. Each tag gives a history of the contents of the analysis showing the number of jitneys in service dur
bin to which it is attached and also a record which may ing the various periods of the day. The management
be transferred to the stock ledger from time to time as expects to find that the maximum number of jitneys
the storekeeper is able to devote time to its transfer. will be operated at about 6 o'clock in the evening and
From time to time material is purchased for special the minimum number in the early morning hours.
jobs and held in the storeroom. To designate which
bins contain fhis special material red bin tags are used The Tramway & Railway World states that the Ger
in the place of the manila ones. When a requisition is mans in their search for various metals have taken away
made for material contained in one of the bins marked the overhead tramway wires and telegraph wires in a
with a red tag, it must state specifically that the mate number of the Belgian and French towns and districts
rial is to be used on the job number for which it was which they have devastated.
 400 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

COMMUNICATIONS cent differences in car-hours as given in the table, and

enables one to visualize this difference.
Operating Costs and Shifts in Service The conclusions from this analysis are simply that
the cost per car-hour is not fixed for any property but
American Electric Railway Association tends to increase with increased concentration of
Bureau of Fare Research service. The concentration index is not a pure func
New York, N. Y.( Aug. 27, 1915. tional unit of cost, but it serves the purpose of affording
To the Editors: a concrete conception of a complicated array of facts.
Some question may be raised as to the validity of F. W. DOOLITTLE, Director.
comparing costs of operation with an index number de
termined by adding together twenty-four differences in
percentages, as was done in my article on "Operating Girder and High T-Rail Renewals
Costs and Shifts in Service" appearing in the issue of The Toledo & Western Railroad Company
the Electric Railway Journal for Aug. 21. It may Sylvania, Ohio, Aug. 14, 1915.
therefore be of interest to indicate here somewhat more To the Editors:
fully than was done in that article the steps which pre I note on page 179 of your July 31 issue certain state
ceded that comparison, and their significance. ments regarding the rate of rail wear in paved streets.
In making a study of the effect of changes in dis There are some points with which I agree, but for the
tribution of service throughout the day, a number of sake of discussion I shall give you my views concerning
cases were assumed, and it was found that the unit cost the subject of this article.
100, While I have had no great amount of rail corrugation,
yet I believe that in some cities it should be taken into
serious consideration when determining the life of vari
ous classes of rail. Corrugation is generally taken care
of by grinding down the rail head and this naturally
Shadea'Area* shortens the life of a rail. Therefore the life limits for
"Index c fConcentrcrfion" a certain weight of rail under the same traffic will not
w be the same in different cities. Engineers in deciding
rail life must necessarily bear the idea of corrugation
in mind, as I understand that in some cities it amounts
m
> Wr to considerable.
Br I imagine it was the intention of the article mentioned
m to suggest the establishment of rail wear limits so that,
y for the sake of valuation purposes, all railroads could
IIP work toward the same end and with the same general
Mil
ideas in mind. I disagree with you that an arbitrary
w limit would probably never be reached in service, but
that the mere fixing of a wear limit would place the
nu0 10I 40I 60I 80I 1
100 economics of rail renewals on a definite basis. I be
lieve engineers should not fix a limit that would not be
Per Cent of Time reached in service, but that this question should be thor
oughly threshed out to get the limit as near the actual
DIAGRAM OF TIME DISTRIBUTION OF CAR-HOURS life as possible. There is no doubt that the question of
a proper foundation is a very great item in the life of
of operation, that is to say, the total cost per day divided rail so that I believe there must necessarily be estab
by the number of car-hours per day, showed a consid lished life limits for both open and paved track work.
erable variation. An effort was made to relate these I have never thoroughly understood why street rail
costs to the various load diagrams. ways use the tram rail and girder-groove rail, except, of
A load diagram, is, in itself, a rather difficult thing course, where franchise requirements make it necessary.
to express in units of any sort, but as the differences I believe that if the engineering associations of the
between the diagrams assumed lay in the extent of the country bear on this matter strongly enough such re
concentration of the service within certain periods, re quirements can be overcome. With the restrictions that
sort was had to a well-known statistical method of city governments are constantly placing upon street rail
measuring concentration. This consists in represent ways, careful consideration should justifiably be given
ing graphically such data as were given in the table on by the city officers to the life of rail.
page 307 of the issue for Aug. 21, as in the accompany As shown in your article both by statements and by
ing illustration. Here per cent of total car-hours is the sketches, it is very apparent that as great life can
plotted against per cent, of total time for uniform and not be obtained from a tram rail as from a T-rail sec
non-uniform service. The principle is the same as that tion. It is my opinion that when wheels begin to ride
employed in statistical studies of the concentration of the tram of a rail, this rail has practically reached its
wealth, in the 'Lorenz graph," which is readily adapted limit. When cars ride on the wheel flanges, naturally
to the purpose of indicating and measuring concentra there is more danger of derailments, which in a great
tion of service. many cities is a question that comes into play when
In the diagram the straight diagonal line represents rail renewals are considered.
uniformity of distribution, or no concentration. The A street railway is hardly in the same position as a
curved line drawn between the same points as the diag steam road because it can very seldom take rail for re
onal line shows the actual distribution of service as de laying on a street of lighter traffic. Public policy fre
termined from an assumed load diagram. The area be quently demands that this should not be done. I was
tween these two lines is a measure of the departure once connected with a steam railroad where curves con
from uniformity of the variable, in this case per cent stituted a greater per cent of the track than tangents.
of car-hours, and may be termed the index of concen The traffic was very heavy and rail wear was correspond
tration. It graphically represents the sum of the per ingly heavy. I note that the Boston Elevated shows a
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 401

40 per cent wear on a 70-lb. section used on a curve. United Railways Company of St. Louis
On this particular steam railroad we permitted even St. Louis, Mo., Aug. 26, 1915.
greater wear than that, so that the allowable limits of To the Editors:
the Boston Elevated are not as great as those permitted Referring to the article entitled "Girder and High
on a heavy trunk line. I suppose that the Boston Ele T-Rail Renewals" in the July 31 issue of the Electric
vated adopted this limit because, being on elevated Railway Journal, I believe that there are compara
structure, it could not safely afford to allow a greater tively few cases where the head wear on the longer
head reduction. By the same token the allowable wear sections of track is the determining factor in connec
of rail in subways may be something different from that tion with rail renewals.
on surface tracks or on an elevated structure. It there When the rails become so badly worn that the wheel
fore appears there should be four classes of rail wear flanges have cut from 1/16 in. to Vs in. into the flange-
considered, namely, open track, paved track, elevated way, the rails generally become loose on account of the
track and subway track. improper position of the load upon the head. The re
As stated in the article, grooved rail should have sulting vibration under the wheels makes it very diffi
sufficient depth to permit maximum headwear before cult to maintain a satisfactory paving along the rails.
wheel flanges ride the floor. Where a great many inter- When the rails are worn to such an extent they are usu
urban cars operate over city tracks and the wheels have ally corrugated, surface bent or cupped at the joints,
deeper flanges than wheels on city cars, it is my opinion or the paving or foundation is in bad condition, so that
that the standard grooved rail will not permit the maxi it is advisable to renew the rail some time before the
mum rail wear to be obtained. The cross-section of head-wear limit has been reached.
girder-groove rail is such as to prove unstable usually If it was possible for street railway companies to
before a reasonable life has been obtained from the wear out the rails regardless of the noise or the con
rail. By this I mean that one hardly obtains the value dition of the pavement along the rails and without dam
from the track structure before the grooved rail is age to the track foundation, by simply keeping the
worn out. I will admit that tram and girder-groove track in safe condition for the operation of cars at a
rail may possibly give a better general condition of pav speed of approximately 10 m.p.h., the question would be
ing, but this has been largely overcome by the use of very much simplified. But with the present public de
granite nose blocks on the gage side of T-rails. mand for smooth pavements for automobiles and with
In my opinion, due consideration has not been given the ordinary objections to unnecessary noise, it is not
in the past to the character of foundation supporting often economical to maintain joints, foundation and
the track superstructure. If a foundation fails because pavement until the rail head has been entirely worn
it has not sufficient strength to carry the superstructure, out. There will, of course, be some pieces of rail in
just that soon does the rail become the part of the struc a long section of track where the head wear will exceed
ture that takes the brunt of the rolling weight. It is my 50 per cent, and it will be necessary to renew these
belief that with a good foundation, T-rail will last at rails because the wear limit has been reached. For
least thirty years. With pavement properly laid around such work worn rails that are taken from other tracks
the track superstructure the paving can well be renewed laid with the same section can be used. Practically all
two, three or even four times before any attention need worn rails can be relaid in this manner, or in carhouse
be given to the general surface of the rail. Therefore, tracks, temporary tracks or yards.
I believe that all rail should be laid % in. above the While there has been some improvement in joint life
top of paving. If the average life of paving is about due to the use of the newer types of rails and greater
seven to ten years, it can hardly be possible that rail care in placing joints, the old adage, "The life of the
will be worn down % in. in that length of time. As the joint is the life of the rail" will probably continue to
article states where there is much car traffic, the team hold. Our experience with excessive rail corrosion has
traffic is usually correspondingly great, consequently the been that it is always found in poorly drained, level
paving wears down faster. grade streets. C. L. Hawkins,
As an argument with some engineers regarding the Engineer Maintenance of Way.
different types of construction, it is my opinion, always
has been and always will be, that the track must have Starting Resistance of Electric Cars
a certain resiliency to give a maximum wear. The arti
cle states that indications are that rail wear is less in Westinghouse Electric & Manufacturing Company
ballasted open track construction than in paved streets East Pittsburgh, Pa., Aug. 28, 1915.
and a conclusion is drawn that the resilient construc To the Editors:
tion shows less wear than rigid construction. It hardly Referring to recent articles and editorials in the
seems unreasonable that this conclusion was reached. Electric Railway Journal on the above subject, fur
Even though the rate of rail wear was not so great, when ther consideration may be of some value.
the time comes to renew, even when the street grade is Train resistance depends upon so many variables that
not changed, it is necessary to destroy the subfounda- it is always more or less an uncertain quantity so far
tion to get to the ties incased in it. This seems an un as calculations are concerned. Fortunately, however, in
necessary waste of money, particularly when a founda determining energy consumption and motor heating, a
tion sufficiently strong may be provided in which track number of existing formulas and curves give satisfac
structure rests upon a cushion of ballast. This type of tory results. In most cases of electric operation, the
foundation makes destruction unnecessary and provides amount of work done by an equipment in overcoming
resiliency. The foundation may be used again for the train resistance is a very small part of the entire duty
track structure. on the equipment, and the excessive resistance found
The article states "mere sentiment should not govern at the instant of starting lasts for such a short time
the final decision" when the paving is to be renewed and that the effect on energy consumption and heating is
it is economical to leave the rail in place. In a great exceedingly small.
many cases "mere sentiment" is a big factor in prevent In calculating performance from motor curves and
ing adverse criticism from those who reside on the train resistance curves it is customary to assume that,
street. Adverse criticism is one thing that neither from the instant of starting until full voltage is applied
engineers nor anyone else can readily overcome. to the motors, the train resistance is constant at the
A. SWARTZ, Vice-President. value which obtains at tha speed corresponding to full
 402 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

voltage and accelerating current. This practice makes The Ultra-Light-Weight Car
some compensation for neglecting the high initial start
ing resistance and, by the results of tests compared with Westinghouse Electric & Manufacturing Company
calculations, has been proved satisfactory in determin East Pittsburgh, Pa., Aug. 19, 1915.
ing equipment performance and making equipment To the Editors:
selections. The communication appearing in the Electric Rail
The energy consumed by a car depends to a very great way Journal for Aug. 7, page 234, on the subject of
extent upon the way in which the motorman handles ultra-light-weight cars is timely and attracts attention
the car. By improper acceleration and braking, the to a very important question. All railway men, as a
motorman can easily waste several times as much energy rule, appreciate the great value of caution signals in
as is required for the sole purpose of overcoming train any form, and I am quite sure that others entertain
resistance. Devices used to induce energy saving, such the same views as the writer of the article referred to.
as coasting clocks, depend upon this fact for their When the wave toward lighter cars swept over the
effectiveness which is secured by promoting correct ac country several years ago, great reductions in the
celeration and braking. weight of cars were introduced, and unquestionably
While the preceding paragraphs indicate that the durability was sacrificed in some instances although
starting resistance of cars is relatively unimportant in these instances were the exception, not the rule. A
its effect on heating and energy consumption, yet it timely caution should, therefore, preclude such errors in
must be considered in the application and adjustment of the design of the ultra-light cars.
the apparatus composing an equipment. On passenger Of course, it is always more desirable, from the man
cars with hand-controlled acceleration, in case a start is ufacturer's standpoint, to make haste slowly in the mat
not made on the first notch, it is, of course, possible to ter of new and untried designs and materials. Never
get under way by going to the second or a higher notch theless, while these ultra-light cars, together with the
on the controller. With automatic equipments, the con electric equipment, materially reduce selling value and
ditions of voltage variation, track profile and alignment volume of work compared with larger and heavier cars,
must be considered in determining the setting of the the manufacturers have shown their readiness, even in
limit switch in order to secure starting under all normal dull business times, to co-operate with the railways in
conditions. For emergencies it is sometimes found ad developing an electric car that could be operated far
visable to provide a limit cut-out which permits progres more economically than the heavier types and thus
sion of the control until a start is secured. would enable the railways at least to attempt a solution
Locomotives, even of the passenger class, employ for the jitney problem.
acceleration rates which are low in comparison with Under these circumstances, the writer is of the opin
those of single cars or multiple-unit trains. Conse ion, owing to the great amount of experience in car and
quently, high starting resistance is a more serious equipment design gathered during the past several
proposition on locomotives. Practically all electric loco years together with the close co-operation that exists
motives are equipped for hand-controlled acceleration between manufacturers and the high-grade, well-sea
and it is essential that their controllers be provided soned engineering talent now employed by many rail
with a sufficient number of steps to permit smaller way companies, that none of the established car build
variations in the torque developed by the motors during ers or equipment manufacturers will be very apt to
acceleration than is usually found on cars. This serves put out designs that are not consistently durable.
to insure a smooth start even with a stiff train where M. B. Lambert, Assistant Manager
the starting resistance is abnormal. Railway and Lighting Department.
The starting of high-speed passenger locomotives does
not in general require the full adhesion of the drivers. Track on Concrete Stringers
Therefore, the maximum starting torque for a given
weight of passenger train becomes purely a matter of Railway Trackwork Company
track characteristics, rate of acceleration and train re Philadelphia, Pa., Aug. 27, 1915.
sistance, and the electrical equipment may be adequate To the Editors:
without being powerful enough to slip the drivers. On I noted with considerable interest the article on page
the other hand freight locomotives, in normal starting, 324 of the Aug. 21 issue of the Electric Railway
are frequently required to work very close to the slip Journal describing standard paved track construction
ping point of the wheels. Hence, excessive starting re of the Southern Public Utilities Company as used in
sistance appears more important and apparently should Anderson, S. C, also your editorial comments on same.
be cared for, not only in the capacity of the equipment, In this editorial you state that the "old style" beam type
but also by providing sufficient weight on drivers. of track foundation has been abandoned by most street
However, to offset this, it is often feasible, in starting railway companies but that improvements therein may
an extra heavy or stiff freight train, to get under way effect its revival. According to Mr. Horton's descrip
by first bunching the slack; then the application of tion, the fundamental requirement to success is recog
power serves to start the cars successively rather than nized. It is an absolute requirement in this type of
simultaneously. On this account, it is rarely necessary construction that the rail be held down rigidly upon the
to consider the high starting resistance in determining concrete beam, and this is the keynote of the whole
the necessary weight on the drivers of a freight loco proposition. If the rail is bolted down to an absolute
motive. bearing on the concrete, with provision made for taking
The conclusion from the above considerations is that, up for concrete shrinkage during setting, the beam type
while the resistance of cars is undoubtedly high in start of construction is successful, and it is this holding down
ing and must be kept in mind particularly when con and taking up for shrinkage that marks the difference
sidering automatic equipments, yet the instances where between success and failure.
it is a determining factor in equipment selection, loco This point was recognized and taken into account
motive weight determination or energy consumption are more than twelve years ago in the construction of the
relatively few. F. E. Wynne, track system in the city of Philadelphia. Its unqualified
Engineer Railway Section General Engineering success in this city is shown by the following facts.
Division. Subsequently the whole of the downtown business
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 403
section of Philadelphia has been constructed according regulation the jitney will very soon find its level, aban
to this plan. On Fourth Street and Germantown Avenue don much of its direct competition and settle down into
nearly 7000 ft. of track was laid in August, 1903, doing what may prove to be an extremely useful aux
and has been in continuous service since. No repairs iliary service. And if such is to be the case the electric
whatever have been made on these streets to date. I railways themselves, as custodians of general trans
mention this line in particular, because it was the earli portation interests, should go into the jitney game, as
est line so built. The only repairs made on any of this they already have successfully in some instances. If
type of construction in Philadelphia have been due to the scheme can be made to pay reliably at all it is in
two causes: first, at the outset, anchoring bolts of too working territory which is not directly or at all served
small diameter were used and heavier bolts were sub by tramways and, in particular, taking advantage of
stituted; second, a short stretch of track was laid on the shifting of traffic from place to place with the
fresh filling over subway excavations and settlement seasons or local requirements.
thereby affected the whole street foundation. The fault The writer happens to be consulting engineer for a
developed by the light holding-down bolts proves con small electric railway, and he has thoroughly made up
clusively our contention as to the need for holding down his mind that if the jitney danger threatens he is going
the rail against the cold-rolling action of the wheels and to apply David Harum's golden rule, "Do unto the other
unequal expansion of the rails and preventing the re fellow as he would do unto you, and do it fust." A
sultant pulverizing and disintegration of the concrete watering place not far beyond the end of the line, for
stringer. example, looks good as a jitney proposition, while it
I think I may pardonably point to the Philadelphia certainly would not pay for all the year round electric
system as an example of successful concrete beam track service, and the dear city fathers are usually not in
construction, and I may further say that its success has clined to permit discontinuing electric cars once they
been contingent on the observance of the principle that are settled into use. It may be that the bus line will
the rail must be held down rigidly against the concrete have to be put through by the co-operation of a wicked
base, provision also being made for taking up the partner, but it certainly will get busy before the Philis
shrinkage of the concrete in setting. tines have a chance to make merry with it.
It is sometimes stated that the cost of this type of Engineer.
track is excessive, but my experience has shown it to be
no more costly than the plan of using wooden ties em Wants Tramway Catalogs
bedded in concrete, and its great advantage (with re
spect to cost) over the ties embedded in concrete is that COMPAftlA ELECTRICA DE CONCEPCION
the foundation becomes, in this case, a permanent in Casilla 99F,
vestment and its cost may be in part written off against Concepcion, Chile, July 28, 1915.
capital account; because it has been abundantly demon To the Editors:
strated experimentally that new rails may be laid on the Will you please make a note in your (or perhaps I
old foundation without substantial disturbance to the ought to say our) valuable paper that we shall be in the
latter when the adjustable holding-down bolts are em market for supplies for our tramway concern shortly?
ployed. H. B. Nichols. I shall be pleased to receive catalogs and lists from
manufacturers in the States.
Harry S. Thomas, Engineer.
Outjitneying the Jitney
Boston, Mass., Aug. 30, 1915.
To the Editors: Graphite and Asbestos
The writer has been much interested in the various Two products of increasing importance, particularly
comments on the jitney which have appeared in your in power plants, are graphite and asbestos. The former
columns, pro and con, chiefly the latter. There seems is useful in preventing the formation of boiler scale
to be no doubt at all that the swarm of jitneys with and the latter in pipe coverings, packings, etc.
irresponsible drivers which has swooped down upon According to Edson S. Bastin of the United States
some of our cities with rather disastrous results is Geological Survey, the production of natural graphite
going to be considerably thinned out in the future. in 1914 in the United States amounted to 4336 short
Nevertheless, it is not altogether clear that, to dignify tons, valued at $324,118. Of this quantity, 1725 tons
the thing by its right name, the motor bus, with low were amorphous, valued at $38,750, and 2611 tons were
fare, is not in the long run going to be a useful ad crystalline, valued at $285,368. The greater part of the
dition to means of public transportation. Every street crystalline graphite—all the "flake" variety—was pro
railway man appreciates, when he can forget the sore duced in New York, Pennsylvania and Alabama. A
spots produced by wildcat competition, that there are small quantity of crystalline graphite was produced in
many places to which, for lack of suitably paying traffic, Montana.
he would not extend his tracks if he could, and that The entire output of natural graphite in 1914
there are many others to which he cannot gain access showed an increase in value as compared with that of
on account of the objections of the abuttors. Now the 1913 but a slight decrease in quantity. The lessened
jitney, if it succeeds at all, succeeds in virtue of a short production was due to the fact that the output of low-
haul and if not legislated out of existence is likely to do grade amorphous graphite did not reach the figures for
some very useful feeding for electric railway lines, per 1913. The production of manufactured graphite in 1914
haps in this way, if properly regulated, helping more by the International Acheson Graphite Company, of
than it hurts by direct stealing of passengers. Again, Niagara Falls, was 10,455,139 lb. or 5228 short tons,
there is much territory rich in passengers for two or valued at $698,800. This is an average price of $6.68
three months per year and at other times hopeless. In per ton.
such places a motor-bus line may succeed where an In 1914 the United States produced 1247 tons of
electric railway, by reason of its overhead charges, asbestos, valued at $16,810, according to the annual re
would inevitably fail. Opposition to such traffic is goiny port on the production of asbestos just issued by the
to be futile to say nothing of being foolish. United States Geological Survey. Copies of the report
Left to itself with even a moderate amount of sane are now available for distribution.
 404 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8. 1915 American Association News OCTOBER 4 TO 8, 1915
Changes in the Convention Program Are Announced—Director McConnaughy Gives Further Details Concerning
Special Trains—Annual Meeting of Manufacturers' Association—Manila Company Section

CHANGES IN THE PROGRAM FOR THE Movement," by J. S. Harrison, claim agent Jacksonville
CONVENTION (Fla.) Traction Company.
The official program of the San Francisco Convention "Justification of the Safety-First Movement from a
of the American Electric Railway Association and its Humanitarian Standpoint," by Alves Dixon, claim agent
affiliated associations has now been completed. It will El Paso (Tex.) Railway.
show a few changes from the tentative program pub "Uses and Benefits of Illustrated Lectures," by H. K.
lished in the last issue of this paper. The principal Bennett, claim agent Fitchburg & Leominster Street
changes are as follows: Railway, Fitchburg, Mass.
In the Accountants' session on Monday, following the "Should a Moving Picture Film Exchange Be Estab
report of the committee on education, there will be an lished by the American Electric Railway Association?"
award of a prize of $50 in gold to the author of the best by F. J. Warnock, chief claim agent of the Mahoning
paper submitted on the eighth lecture in the accountants' & Shenango Railway & Light Company, Youngstown,
course. Following the report on passenger, freight and Ohio.
express accounting, there will be an address on "Electric In the program of the American Association the title
Railway Accounting, a Review," by P. V. Burington, of the address to be presented by ex-United States
secretary Columbus Railway, Power & Light Company, Senator Jonathan Bourne, Jr., has been changed to read
"Evils of Government Ownership."

TRANSPORTATION AND REGISTRATION

H. G. McConnaughy, director of transportation, an
nounces that the "Red Special" will be oversubscribed
and that the prospects are excellent for a full train out
of Chicago for the "White Special." As the special
train equipment is limited it is most important that the
members who contemplate taking any of the tours notify
the director of transportation at once regarding their
wishes in the matter. From advance registration and
requests for hotel accommodations a large attendance
for the convention is assured.
Owing to the many details in connection with reserva
tions on the "Red Special," such as baggage arrange
ments, printing the train directory, etc., members who
have not notified the committee of their intention of
joining the party should do so at once. Members who
MAIN ASSEMBLY HALL, NATIVE SONS OF THE GOLDEN WEST have made reservations on the special trains will re
BUILDING, SAN FRANCISCO ceive tags for their baggage as well as all information
covering the details in connection with special train
Columbus, Ohio. The title of the paper to be presented movements.
by Prof. H. R. Hatfield of the University of California The registration of members and guests will be the
is, "Some Neglected Problems in Electric Railway Ac same as last year, and all badges must be paid for.
counting." This paper will be presented on Wednesday Member companies of the Manufacturers' Association
afternoon. The paper by Prof. Carl C. Plehn, Univer must have paid their dues before their representatives
sity of California, is on "Taxation of Electric Railways," can secure badges. Representatives of member com
and will be presented Tuesday afternoon instead of panies of the Manufacturers' Association who are indi
Wednesday afternoon. Two other papers have been vidual members must have paid their dues to the Amer
added to the program. One of these is on "Value of ican Association and must have received from Secretary
Statistics to Executives and Accounting Departments," Burritt numbered cards as receipts. These are white
and will be presented on Tuesday afternoon by George cards printed in brown ink, with brown corners. Indi
C. Willcutt, secretary United Railroads of San Fran vidual members must be representatives of company
cisco. The other paper is on "The Importance of Ac members of the Manufacturers' Association before they
crued and Accruing Accounts from the Standpoint of can secure badges. Representatives of manufacturers
the Certified Public Accountant," and will be presented who have not attended previous conventions will be re
by John F. Forbes, CP. A., representing Haskins & Sells quired to pay $5 each for badges at the convention reg
in San Francisco. istration office.
In the convention of the Claims Association the paper The Railway and Manufacturers' Associations have
scheduled to be presented by S. B. Hare on Monday contracts with the Palace, Fairmount and St. Francis
afternoon will have the title "Prevention of Motor- Hotels for rooms. Members who contemplate attending
Vehicle Accidents." On Thursday four written discus the convention should make their reservations through
sions are scheduled to follow the presentation of the the two associations to protect these contracts. All
paper on "Safety and Its Relation to Conservation," by reservations will be made through Thomas Finigan,
B. F. Boynton. These written discussions are as vice-president Pierson, Roeding & Company, 118 New
follows : Montgomery Street, San Francisco.
"Financial Benefits Resulting from the Safety-First Following is a partial list of members who are booked
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 405

for the "Red Special," tour de luxe, New York Central exclusive of the emergency coal tax of 1 peso per ton.
Railroad, leaving New York on Sept. 23, en route to the Without the emergency tax the coal cost 80 per cent
San Francisco convention : of the bare production cost of energy, and with this tax
C. Loomis Allen Mrs. Elmquist Charles C. Peirce the cost was 88 per cent.
Mrs. Allen Harrison R. Fehr C. R. Phenlcie
W. K. Archbold Mrs. Fehr Mrs. Phenicle
Mrs. Archbold A. H. Ford J. I. Quigley Steel Cars in City Service
Thomas Addison E. S. Goodrich Mrs. Quigley
Mrs. Addison Mrs. J. K. Goodrich Frank Petura One of the many arguments put forward in favor of
Edwin H. Baker Mrs. G. H. Oilman John J. Reynolds
Mrs. Baker Frank H. Gale Capt. W. B. Rockwell all-steel city cars is that the damage to vestibules due
H. W. Blake Miss Lucille Hurd Mrs. Rockwell
Mrs. Blake Howard A. Hartzell R. C. Smith to collisions with heavy trucks is much less with steel
Howard D. Briggs Mrs. Hartzell Mrs. Smith construction than with wood. The accompanying illus
C. W. Bender William F. Ham C. W. Stocks
George A. Barnes Mrs. Ham S. B. Severson tration demonstrates this theory in a rather striking
Mrs. Barnes John M. High J. N. Shanahan
M. C. Brush Charles L. Henry Mrs. Shanahan manner, as the car in question withstood an impact at
C. P. Billings E. S. S. Keith Daniel W. Smith about 7 m.p.h. with a loaded motor truck weighing
Mrs. Billings Mrs. Keith Mrs. Smith
E. B. Burritt James P. Kineon Master Smith more than 16,000 lb. and with most of the weight con
John Benham Eugene V. Kaplan Miss Smith
W. H. Collins Mrs. William B. Lane Elmer Smith centrated in the plane of the heavy truck frame. The
Mrs. Collins John Lindall R. M. Sparks blow was sufficiently severe to knock the front car-truck
W. J. Clark Mrs. Lindall Russell A. Sears
Mrs. Clark J. C. Meixell S. E. Sprague off the rails.
Thomas Cooper Mrs. Meixell Mrs. Sprague
H. L. Cooper J. G. McMichael C. S. Sergeant The car in question, which was built by the Southern
L. P. Crecelius H. G. McConnaughy Charles H. Thomas Car Company, has vestibule posts that are made of
Mrs. Crecelius Mrs. McConnaughy Mrs. Thomas
Joseph Crawford C. S. Mitchell A. J. Thornley pressed steel throughout, the two center posts being
Mrs. Crawford H. L. Monroe Mrs. Thornley
T. S. Dayton Mrs. Monroe Howard Thornley made in one section of No. 16 gage steel and the corner
Fred C. J. Dell C. J. Munton Miss Alice Thornlev vestibule posts in two sections of No. 12 gage steel
Miss Ida M. E. Dell Mrs. Munton S. W. Trawick
Warren Dyer R. E. Moore G. S. Vail riveted together. These posts are anchored to an angle-
Horton Edmunds E. H. Martindale W. O. Wood
Mrs. Edmunds Harry Neal Mrs. Wood
George C. Ewing Mrs. Neal Martin White
Mrs. Ewing E. D. Priest Charles J. Zell
F. A. Elmquist Mrs. Priest

ANNUAL MEETING OF MANUFACTURERS'

ASSOCIATION
Secretary H. G. McConnaughy has announced that the
annual meeting of the association will occur at the con
vention headquarters, in Yosemite Hall, Native Sons of
the Golden West Building, at noon on Wednesday, Oct. 6.

MANILA COMPANY SECTION

The seventh meeting of the Manila joint company
section was held on July 6. The paper of the evening
was by J. N. Weaver, superintendent of power installa
tions, on "Electric Motors versus All Comers." He
described the different kinds of motor drive which are
in use and discussed the advantages of electric drive
with central station service under local conditions. The
paper was discussed by the following: R. Lopez, su
perintendent of electrical distribution; W. B. Calfee,
night carhouse foreman; W. A. Smith, purchasing
agent; I. C. Hartigan, city electrician; B. H. Blaisdell, ALL-STEEL CITY CAR AFTER COLLISION WITH MOTOR TRUCK
chief engineer of power plant; J. C. Rockwell, manager
electric department; E. I. Jeffery, assistant chief engi iron sprung to the proper radius and fastened to the
neer of power plant; L. S. Cairns, assistant general 7-in., channel-shaped anti-climber which serves in place
manager; C. E. Haywood, superintendent of track; L. L. of the usual crown pieces. The vestibule sheathing is
Vincent, superintendent of electric testing, and C. N. made of No. 16 gage steel bolted to the outside of the
Duffy, vice-president. In addition to the topic of the vestibule posts, and there is also a lining plate on the
paper the discussion covered other live topics. Consid inside of the vestibule which provides pockets into
erable interest centered in the effect of the induction which the sash may lower*.
motor on power house operation and the relation of the It will be seen from the illustration that the only
cost of coal to that of generating energy. Steam rail real damage was caused by the tearing loose of one
road electrification was also taken up, and Mr. Duffy vestibule corner post from its anchorage to the anti-
pointed out that the controlling factor is the financial climber and that the platform knees and car-body corner
one. Were it not for the fact that steam railroads are post were only superficially injured. The platform knee
not in a position to borrow the large sums of money that is made of a flat plate of No. 10 gage steel reinforced
would be necessary in order to electrify the roads, and by 2%-in. x 2y2-in. and 3V2-in. x 2y2-in. angles. The
also because the railroads do not feel that they can car-body corner post is included in a pressed steel header
afford to discard the present steam equipment notwith of the deep "U" shape sheathed with No. 16 gage steel.
standing the result in economies and advantages of elec Aside from the necessity for straightening and re-
tricity over steam, it would be only a question of a few riveting the vestibule post the only repairs were those
years until the electric locomotive would supplant the made necessary by the tearing of the wooden exit door
steam locomotive just as the electric car has replaced and the breaking of a couple of panes of glass, and the
the horse car. Referring to the cost of coal, Mr. Duffy patching of one tear in the side sheathing at the bulk
said that the largest item of expense the company had head, and another further back due to a heavy blow from
was its payroll and next to that was the coal bill, ag the hub of the auto truck as it was skidded around after
gregating 400,000 pesos (Spanish dollars) per annum hitting the car. The anti-climber was also bent slightly
 406 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

at one point. However, as the frame of the car was

not injured in any way, the wiring and control were
not affected and the car was brought to the carhouse
on its own wheels. Not a single passenger was injured,
although several men on the front platform were
thrown from their feet by the violence and suddenness
of the impact, and only one of the women in the car
fainted.

Bay State Passenger Department Moves

New Office Opened in Boston —Animated Sign a Novel

Publicity Feature—Model of Bay State
Open Car in Window
On April 1, 1915, the passenger department of the
Bay State Street Railway moved its headquarters from MODEL CAR SHOWN IN WINDOW
309 Washington Street to 15 Milk Street, Boston, Mass.,
the new offices being on the street floor and on the ex and is equipped with a motor-driven flasher wired to
act site of the house in which Benjamin Franklin was lamps behind a transparency simulating a moving car and
born on Jan. 17, 1706. The former offices of the de operating automatic block signal system. In operation
partment were located on the second floor of a building the signal in the panel shows a white light and flashes the
with inadequate elevator service, and while visited by word "Proceed" on the sky. The wheels then appear to
many tourists yearly, were not on the same plane of revolve on a fast-passing track, the words "Safety
accessibility as most of the other railway ticket offices First" appearing in the headlight beam. After a mo
in the district. Since their removal to the new site, ment the signal displays a red light, and the word
within 150 ft. of the old headquarters, the offices have "Stop" appears. The wheels cease to turn, the track
been visited by from two to four times as many persons darkens and the headlight is cut off. The repetition of
each week. the clear signal begins the cycle anew. The sign was
The company shares the new offices with a dealer in designed by Mr. Sparks and Howard W. Irwin, in
hardwood floors, the department having about half the specting engineer of the company.
display window space and an area immediately behind In the window is displayed a model Bay State open
which is about 16 ft. wide by 45 ft. deep. The office car 65 in. long, 23 in. high, 14'. ■> in. wide and weighing
proper includes a counter for the sale of tickets, with 186 lb. The car is equipped with miniature head, tail
time-table rack and grill with two doors, file safe and and inside lights and full hand brake system and is
desks. The staff consists of Ralph M. Sparks, general wired for single-motor operation. It was recently bor
passenger agent, a chief clerk, two assistant clerks, a rowed for front window display and filled with dolls
stenographer and an office boy, five outside solicitors by a prominent Boston department store, and in this
of passenger traffic also reporting to the head of the de way the company received considerable extra publicity.
partment. Henry E. Reynolds, assistant general man A model of one of the first horse cars used on the sys
ager of the company, has general executive charge of tem is now being completed for exhibition in contrast
the solicitation of traffic. One cash and ticket drawer with the open type.
is assigned to each clerk and each drawer is provided By co-operation with the Boston Historical Society,
with an independent lock and key for the use of the the company photographed a drawing of Franklin's
clerk responsible for its contents. The drawers are re birthplace and gave away more than 900 lithographs
moved at night from the counter to the safe. within three weeks after it was finished. Framed views
A novel electric sign has recently been placed in serv of the house are being posted in fifteen of the principal
ice at the door, which is only a few steps from Wash waiting rooms, and a model 3 ft. high, in wood, has been
ington Street, the busiest thoroughfare in New England. placed in the office window. The department has good
The sign is about 8 ft. long, 6 ft. wide and 2 ft. deep storage facilities for office supplies on an upper floor.

INTERIOR OF BAY STATE PASSENGER DEPARTMENT OFFICE IN BOSTON, AND NOVEL FLASHING TRANSPARENCY
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 407

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Menin the Field Are Solicited and Will be Paid for at Special Rates.)

Card Records of Los Angeles Track Work Each division has its profiles and track maps made on
white mounted paper to a scale of 30 ft. to 1 in. There
BY G. E. CAMPBELL, CHIEF DRAFTSMAN LOS ANGELES (CAL.) are separate drawers, with a separate system of num
RAILWAY CORPORATION bers, for each of these. These are shown graphically on
Realizing that engineering records are of value only wall maps, where the numbers and limits of each piece
when available for immediate use, and that availability are shown. For current maps and profiles this is more
is entirely a matter of proper indexing, the Los Angeles quickly used than the index.
Railway in 1908 began to use the card index system in Each day's field work is recorded in a journal. From
its drafting department. this journal two sets of cards are made, one for field and
Prior to 1908 all records of drawings were kept on one for level notes. These are filed under divisions and
loose sheets on an ordinary letter file hung on to the end give a description of the work with the book and page.
of the chief draftsman's desk. These sheets were divided Each field and level book contains a card on which is
into the general heads of special work, buildings and recorded the date and by whom taken and the date of
maps. There were no subdivisions. return. In this way it is possible to know where each
As might have been expected, sheets were continually book is.
being lost and a great deal of inconvenience resulted. All deeds, leases and agreements, to and from the
Consequently the start was made here. company are indexed under the name of the division or
All records of special work drawings are kept in a
separate index. Each intersection is indexed and cross- \
indexed under the name of each street appearing on the Main * fxp.it
tracing. Should there be any part or parts that are 47 C i ruM fVf '%
detailed and likely to be of use at any other time they 4fl n>.t ■<*
are indexed separately under a proper heading. Each 49 Of* '%
intersection has a card or cards (Fig. 1) showing all
work ordered for that location from time to time. .54? C.rn.vi\nq Mnr 'OA
The company drawing number, a description of the Mnr 'OA
work and the date are given on one line. This is fol 69»> Key Plnn ?n\nt> Inly '(14
lowed by the file number for the key plan and the mak
er's name. When new work is ordered a new entry is 744 ?x*.c\n\ Workf "N M '0B
made, leaving a blank line to separate the new and the
old. _ d
To avoid error due to lost cards, each one is num z
bered. When a new one is made a line is drawn under Main & fip/sj
the number on the old one. The three cards (Fig. 1) im ."Tpflrwl Mirk .inn 'Of,
marked Main and First Streets illustrate this. 1044 Key Plnn fY^trvrf Mny '06
All flat drawings other than special work are kept
in a so-called "Miscellaneous Index." This is divided MRS Nnv '(17
into such heads as bridges, buildings, cars, culverts, WOd Key Plnr? fVTtnrk Apr 'Oft
maps, rails and fastenings, special work (details), ta
bles, etc. 7.6OT P P. Layout
Some subjects have an alphabetical index, culverts is May 10
an instance ; in this case all culverts are indexed accord
ing to street location.
Maps of a large division are subdivided into such sub Main h Fip.*st
heads as assessment, ballast, circuit breakers, joint .°ir*r\n\ Wirk .\rm> 'II
track, opening and widening (of streets), right-of-way, ?70l Key Phn WW. It T)rr. Ml
etc. Buildings are subdivided according to use, amuse
ment, carhouses, administration, power houses, stables, Actual size of card 3 in. x 5 in.
etc. Rails and fastenings, another large division, has LOS ANGELES TRACK RECORDS—FIG. 1—DATA ON SERIES
such subheads as chairs, compromise plates, drillings, OF CARDS TO SHOW ALL WORK ORDERED FOR
paving blocks, etc. Compromise joints are further di A PARTICULAR LOCATION
vided according to make and section.
The special work head in this index does not apply to the property, and under the name of the other party,
layouts but to material. Crossings are noted according whether grantor or grantee.
to angle; switches and mates by radii and sections, The company carries mail to and from the various
frogs by angle, radii and section. branch post-offices. The name, letter or number of these
A little use confirmed the belief that cards were the substations, their location and the distances from
proper medium and the system was applied to other the main loading points are indexed in a separate
records. drawer.
The railway system is composed of seventy-one con Street names are being changed continually. Unless
struction divisions, six carhouses, four yards and a some record of these is kept it is impossible to follow
gravel pit. out the routes of old franchises, etc. An alphabetical
 408 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

Brush-Holder Practice for Single -Phase

Motors
BY R. R. POTTER, SUPERINTENDENT OF EQUIPMENT NEW
YORK, WESTCHESTER & BOSTON RAILWAY
Brush-holders for railway motors constitute one of
the most vital parts of the equipment, as they must be in
nearly perfect condition at all times in order to per
form their duty, notwithstanding the fact that they are
subjected to very severe wear and to exceedingly diffi
cult operating conditions. When it is starting the mo
tor armature requires an excessive amount of current
which must be delivered to it through the brush-holders
and brushes, and this is often greatly in excess of the
capacity of the brush. The result is a relatively rapid
Actual size of card 5 in. x 8 in. electrical erosion as well as mechanical wear on the
LOS ANGELES TRACK RECORDS—FIG. 2—DETAIL RECORD OF brush-holder boxes, or guides for the brushes, and also
RAIL AND SPECIAL WORK LAID AT A GIVEN LOCATION on the pressure fingers. This is especially true of sin
gle-phase a.c. motors as they require very large cur
rents on account of the low voltage for which they are
list of old names with the new one opposite is therefore generally wound. Also, since the brushes are required
kept on cards. to be as thin as possible the current per unit of brush
All trade catalogs are indexed under the firm name area is very great.
and the goods listed therein. Daily building reports, These troubles were in evidence during the early oper
United States topographical sheets, county record maps ations of the New York, Westchester & Boston Railway,
for revising our wall maps, are also kept in this way. and tests were made with shunts on the brushes to
Records of all rails laid, section and date, and of all remedy the difficul
paving were kept on the mounted paper track map. It ty. But while the I k-nn.-h
was found impossible to keep these posted without in excessive wear or
juring the maps, consequently 5 in. x 8 in. cards (Fig. burning of the
2) were bought. brush-holder was
Using the red top line as the center line between thus prevented, it
tracks, a miniature track map is made on a scale of 200 was difficult to de
ft. per inch. The widths are exaggerated to allow more velop a shunt at
working room. There are two sets of these, one for tachment to the
rail, the other for ballast and paving. Each rail section brush which would
is shown by a proper color while below is a record of the stand the load, and
stations to and from, rail section and date of the report. the great additional " Electric R^Jovmai
On the paving cards parallel lines of wash color are cost of the brushes brush running on edge because
used, the inner one for ballast, the outer one for top with the shunts of worn brush box
paving. The same record of location, date, etc., is kept made them un
below as for the rails. On the rail card a record is also economical. The rapid wear was, therefore, accepted
kept of the special work at each location, the type and as inevitable, and from observations that were made on
drawing number of the railway's drawing and of the key the motors it was determined that the permissible limit
plan being given. of the wear for the brush-holders was reached when
The cards (Figs. 2 and 3) for the East Seventh and the box or guide had become 1/32 in. larger than the
Stephenson divisions are typical. brush, which was % in. thick.
Wall maps show this graphically for the entire sys Practically all of the wear occurs at the lower portion
tem, a separate map being used for each. of the box, or that which is nearest the commutator.
The company is satisfied that it has an index system
capable of being enlarged to meet almost any needs, and When the box is badly worn the conditions are such, as
will be seen from the sketch, that when the motor re
until some much better system is devised it will con verses after running a considerable time in one direc
tinue to use cards. tion, the brush moves so that only a line of contact in
stead of a surface is presented to the commutator.
suwiBiBUBH- awariiiiiMaii jin.~ ^ J^^Tr^Bg| Naturally, such a reduction of contact area causes a
very rapid wear of the brush, and sometimes induces
|* | tOiange) | (tmmj ^ ■(Purpk) the flashing over of the motor, so that the above wear
limit had to be established and rigidly maintained.
However, with twelve brush-holders per car a heavy ex
-C1JL2S jtjtitd. pense was involved by maintaining the wear limit in
1 * iota AltAm AiJ5 fri>t I'm case the brush-holders were scrapped as soon as the
slots became worn 1/32 in. large, and in order to mini
/ 1 uin Ay*. fir fti'Sta mize the cost the following method of repairing the old
I itljl. fraud
A4~ holders was devised:
A substantial frame or jig for the brush-holder
IrJiJJ t?,rn-J was made in such form as to support the three
sides of the brush box and to hold this casting in
shape regardless of the pressure put upon it. A broach
Actual size of card 5 in. x 8 in. having the same length as the slot in the brush box and
% in. greater width than the original size was also con
LOS ANGELES TRACK RECORDS—FIG. 3—DETAIL RECORD OF structed. To repair a brush-box the broach is forced
PAVING LAID AT A PARTICULAR LOCATION through the slots in the brush box, the wheel press being
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 409
furnished by the company. This type of trolley harp
has been used on the Sioux City cars for more than ten
years, and a number of the axles have been in service
four years. As a rule the fiber washers are only ap
plied to take up wear when wheel renewals are made.
The graphite plugs provide such perfect lubrication that
BRUSH-HOLDER WITH WEAR PLATES IN BRUSH SLOTS oiling is never necessary, hence the car roof is always
clean. Experience has been that these wheels need no
attention so far as lubrication is concerned until a wheel
used to apply pressure. Pieces of hard brass of the same is renewed. At that time new graphite lubricating
length as the slots and 1/16-in. thick are then riveted to plugs are provided. Thjs, of course, makes inspection
each side of the slot, a steel block being inserted in of the bearings unnecessary while the wheels are in
place of the brushes while riveting so that the rivets service. A sketch of one of these harps is shown in the
are headed on the inside. This block also insures that accompanying illustration.
the proper shape of the slot will be maintained. The
copper rivets used for the operation are, of course, Helical Springs
countersunk on the inside of the slot, each strip of brass
being held with four rivets, as this number has been BY "VULCAN," A.M.I.C.E., A.M.I.E.E., ENGLAND
found to be ample. On many street railway systems the large helical com
This work can be accomplished for about 50 per cent pression springs have given little trouble, whereas on
of the cost of a new brush-holder, and when the brass others frequent failures have been experienced; the
wear plates are worn down in turn to the wear limit latter has been the case in many parts of Great Britain
of 1/32 in. they may be replaced for a very small per where additional weight, caused by covering over the
centage of the first cost, because no broaching operation upper decks has been imposed upon the original trucks.
will be necessary in renewals of the wear plates. Besides increasing the weight of the car body, the top
deck covers raise the height of the car center of gravity,
A Split Self-Lubricating Trolley Harp especially when loaded, because the upper decks of such
cars commonly attract more passengers than do the
BY C. M. FEIST, MASTER MECHANIC SIOUX CITY (IOWA) lower decks; consequently they are more subject to
SERVICE COMPANY rolling from side to side than are other cars. Such
Self-lubrication, perfect contact and an average life cars impose a somewhat severe duty on the supporting
of 10,000 miles have been obtained from a trolley harp springs.
which is used by the Sioux City (Iowa) Service Com On one system which came under the writer's notice
pany. Essentially this harp is made of malleable iron this subject had attained considerable importance owing
and in two sections, one of which is shrunk on the axle to the excessive number of springs which had been
to insure perfect contact, the other of which is screwed fractured. These were of the usual helical type which
on the axle. This harp is clamped on the trolley pole by support the trucks from the journal boxes. The break
a 5/16-in. x 1%-in. bolt. The axle is made of cold-rolled ages had reached the figure of many hundreds per an
steel, 1 7/16 in. x 13A in. in size with three Vz-in. x num, and although this meant considerable expense for
1%-in. holes drilled along one side. In these holes three replacements, of more importance was the fact that
broken journal-box springs caused top-covered cars to
lean over to an alarming extent.
Of course, the state of the track, which was undoubt
edly in extraordinarily bad condition, was blamed, but
the real cause of the trouble was that the design of the
springs was at fault, which was proved to be the case
when new springs of different dimensions were substi
tuted ; experience showed these latter to be satisfactory
in every way.
The compression of a spiral spring is directly propor
tional to the load it carries ;j the stress in the material
of the spring is also proportional to the deflection. Con
sequently when the compression is at a maximum, i.e.,
when the spring is closed up, the greatest possible stress
that the material will ever have to withstand in use will
be reached, and the value of this figure should be well
within the breaking stress.
It is, of course, an easy matter to keep on the safe
side by adopting an excessively strong spring, but in
SIOUX CITY SELF-LUBRICATING TROLLEY HARP this case the effect on the riding qualities of the car
would be equivalent to having no springs at all; the
small piano-wire springs and two y2-m. x 3/4-in. graphite same effect will be produced if the springs are too weak
lubricating plugs are placed. This combination of the to support the car when stationary, for in that case the
springs and the plugs insures continuous pressing of coils will close up and rest on each other.
the graphite against the bearing of the trolley wheel. In getting out a new design the object must be to
Fiber washers are interposed between the trolley wheel provide a spring which will remain open under ordinary
hubs and the harp to reduce friction at this point and conditions, but which if absolutely closed up by abnor
to prevent excessive wear. mal circumstances will not break under the maximum
Equipped with a 4%-in. trolley wheel which is used material stresses then obtaining.
in city service, this harp and wheel complete weigh 6 lb. For body or journal-box springs the over-all dimen
The company does its own machine work in connection sions are usually not difficult to settle; the diameter of
with the manufacture of these harps and wheels. The the material of the spring and the spacing of the coils
castings, however, are made outside, but their design is best suited to the situation is not so easy to define. In
 410 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

many cases the latter dimensions are obtained by trial Box-Frame Motor Practice
and error methods. However, this is not a satisfactory
process compared with the system of calculation to In last week's issue of the Electric Railway Jour
which the subject is well suited. nal, page 367, R. R. Potter, superintendent of equip
The following formula (A) will enable the shear ment New York, Westchester & Boston Railway, de
stress in the material of a spiral spring to be found scribed the methods used in the shops of that company
when the steady axial load is known; this, of course, for removing armatures from box-type motor frames.
The September issue of the General Electric Review
only obtains when the coils remain separated under
load: contains an article on the same subject by J. L. Booth
of the railway motor engineering department. Mr.
± \KWR b.VWR Booth states that the demand for box frames has in
f = -w-or—*- (A)
creased until at the present time they have almost en
Where tirely superseded the split frame, from 80 to 90 per
/ = material stress in pounds per square inch maximum cent of railway motors now being made being of this
working values for which use 70,000 lb. for %-in. type. He gives the following advantages of the box
diameter material, and 65,000 lb. for 1-in. diam frame as compared with the split frame: For a given
eter material, space and weight a larger output can be obtained. It
W = steady load on spring in pounds, possesses greater structural strength and durability. The
R = mean radius of spring in inches, lower half of malleable iron gear cases can be supported
d — diameter of rod in inches. more substantially. The elimination of the joint gives
To find the compression of the spring under steady an unbroken magnetic circuit and prevents oil from
load the formula (B) can be used. working into the interior of the motor. A greater free
A 4nfR2 dom of design is generally obtained for armature, pole
(B) pieces, coils and axle-bearing housings. With a ven
Nd tilated motor a greater space is available for the passage
Where of the cooling air around the field coils. Better protec
A = deflection per coil, tion is afforded to the field-coil connections, which are
/ = stress in material, pounds per square inch, inside the frame. The removal of the motor from the
R = mean radius of spring in inches, truck for repairs results in these being made under
N = torsional modulus = 11,000,000 lb. for steel, favorable conditions. There are fewer parts liable to
d = diameter of road in inches. work upon each other. The greater reliability reduces
In designing a new spring the coil spacing should, of maintenance costs.
course, be greater than the deflection per coil under a Experience has shown that the removal of the motor
steady load. from the truck for repairs is not objectionable and re
We have as yet only dealt with the condition of pairs upon box-frame motors are to-day being executed
steady loading, but owing to bad track or to obstruc just as rapidly as those upon split-frame motors. Some
tions on the rails, the springs users consider that less time is necessary due to the
may at times be compressed superior working conditions which exist when the motor
an amount greatly in excess is off the truck. The removal of box-frame motors from
of the normal, and as the single-truck cars presents no difficulty. The axle caps
V*- 1. material stress is propor
and bolts are first removed and the gear case taken
tional to the compression, down. The motor is then supported from the pit by a
) the latter must be limited in jack bearing against the center of the motor frame.
some way so that the stress The suspension bolts are next taken out (if the sus
shall under no circumstances pension is of the bolted-bar type) and the suspension
) reach the breaking point.
i bar is unbolted from the truck. The motor may then
r"t> * This is best done by so ar be raised by the jack and moved away from the axle
ranging the spacing of the sufficiently far to allow the portion of the axle-bearing
HELICAL SPRING coils that when the limiting housing that projects over the axle to clear it. The
stress is reached, the spring motor may then be lowered into the pit. If preferred
shall be closed up. The maximum allowable compres the axle may be used as a fulcrum and the motor swung
sion per coil, or the maximum coil spacing, can be ascer around the axle until the bearing housings are clear.
tained by substituting for / in formula (B), the lim No elaborate equipment is required for removing a
iting stress, which for good steel can be taken as truck from a double-truck car. In most carhouses two
110,000 lb. per square inch. pairs of chain blocks can be arranged to lift one end of
In the accompanying figure is shown a successful the car while the truck is being removed. On a large
journal-box spring for which the following calculations system in the Middle West, using motors weighing with
are made by way of illustration. The steady load W gear, gear case, pinion and axle lining, approximately
on the spring is 2 tons. 3045 lb., the truck is run out from under the car and
By (A) —Steady load stress, the suspension bolts, gear case, axle caps and linings are
/ = 51 X 2 X1224° X— = 45,700 lb. per square inch. removed, the dust guard coming away with the axle
caps. The motor is then lifted out by means of bails
and an ordinary pair of chain swings. The four bolts
By (B) —Compression per coil under steady load, securing the pinion-end framehead are next removed
4 X 3.1416 X 45,700 X 4 = 0.209 in. and the head is started by jack screws. A lever, having
A - - a collar at one end which fits over and is clamped
11,000,000 X 1 to the pinion, is used to support one end of the
By (B) —Ultimate material stress when spring is armature, which is then pulled out sufficiently far to
closed, enable a wide lifting strap to be placed in position.
&Nd _ 0.5 X 11,000,000 + 1 The length of the bearing at the commutator end
f 47CJ? = 109,000 lb. per is sufficient to support that end of the armature
4 X 3.1416 X 4
until the lifting strap is in place. By bearing down
square inch. on the end of the lever, the weight of the armature
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 411

can be balanced while it is being removed from the are required only in small quantities, the flexibility of
frame. By this method the time necessary to remove the process making it especially valuable in such cases.
and replace an armature after the truck has been taken
out from under the car body is as follows: Removing Insulating Pipe Joints
the axle caps and suspension bolts, and raising the
motor frame from the truck, fifteen minutes; removing The MacAllen Company, Boston, Mass., has recently
the framehead bolts, forcing off the frameheads, clamp brought out an improved type of insulating joint to
ing the lever to the pinion, placing the lifting staff in prevent the flow of stray electric current through pipes,
position, removing the armature and lowering it upon conduits or rods. The joint is octagonal in shape, the
the floor, twenty minutes; picking up the armature, re shell being made of seamless drawn steel and the nip
placing it in the shell, bolting up the frameheads, lift ples into which the pipe ends are screwed being ma
ing the motor and placing it on the truck ready for serv chined from steel rods. The insulating material is a
ice, twenty-five minutes; time from that at which the vulcanite compound that is not affected by heat or oil
truck is taken from under the car until the motor is and is, in fact, practically indestructible. This sur
remounted and the truck ready to be replaced, one hour, rounds the nipples and is inclosed in the steel shell so
which period can, if necessary, be reduced to forty-five that ample physical strength is provided.
minutes.
The method used by another road for removing the
armatures from GE-222 motors, which weigh complete
4260 lb., is as follows: The motor is turned on end by
slings in the usual manner, the air intake pipe being
first removed and a sling with hooks being attached to
one of the bails on the motor frame and to an eyebolt
screwed into one of the axle-cap bolt holes. For remov
ing the armature the chain swings are replaced by scis EXTERIOR AND SECTION OF INSULATING PIPE JOINT
sors-like clamps which fit under the pinion teeth. The
armature is then withdrawn and stood vertically on These joints have already been used to a large ex
blocks while the clamps are replaced by a light chain tent by the manufacturers of air-brake equipment as a
before the armature is laid flat on the ground. part of their standard insulation, and recently, they
A road operating a large number of GE-200 box- have come into use for insulating steam pipes and rods
frame motors is using an extension of the armature that are subject to electrolytic influence. The joints
shaft to support one end of the armature while it is are made in standard gas pipe sizes, from % in. to
being dismounted. The pinion-end framehead is re 2 in., all of them being tested to 150 lb. air pressure.
moved and the head at the commutator end is replaced High-pressure joints are made to order and these can
by a malleable-iron bracket which fits the bore of the be tested to any specified pressure, so that they can
frame and is held in place by two tap bolts. This be used for hydraulic and steam mains as well. The
bracket carries a machined roller of such a diameter joint that is intended for insertion in lever, stay and
that the extension of the armature shaft is kept in the brace rods when it is necessary to insulate one part
center of the frame. This extension is a steel tube, ma of the rod from the other is, of course, tapped for ma
chined on the inside to just slip over the armature chine-screw threads and this type is made in standard
shaft. The shaft at the other end is supported by an sizes for rods ranging from V2 in. to 1 in. in diameter.
oak pole 3 in. in diameter, having a steel tube at one
end of it that fits over the armature shaft. The arma New Track Scraper
ture is moved out horizontally and is supported at one
end by the roller until it is clear of the frame. The snow-fighting equipment illustrated in the ac
In another road a somewhat similar method is used, companying engraving is the latest development of
an iron pipe, having one end bushed with brass to avoid the Root Spring Scraper Company, Kalamazoo, Mich.,
injuries to the armature shaft, being used to support and is known as the No. 6 scraper. It is 12 ft. long and
one end of the shaft. The armature is lifted by slings is designed for mounting under the ends of service cars
and moved out of the frame horizontally by an overhead at an angle of 45 deg. to the rails, and to be used in
traveler. On still another road the armature is held connection with wings. The projection of 3 ft. outside
stationary and the frame is moved. The armature is the rails cleans the devil strip, and the blades are made
supported by jacks, a bushed pipe being used at one in two sections so that they will accommodate them-
end, as previously described. The frame is carried on
a truck rolling on rails which is moved along until the
armature is clear.
In concluding his article Mr. Booth also described the
special machine with centers mounted on a base plate,
which was mentioned also in Mr. Potter's article.

Application of Different Welding Processes

As an example of the fact that welding by the electric
arc, by electrical resistance and by the oxy-acetylene
flame each has a distinct field to which it is most suit
able, it may be said that an English corporation which
manufactures steel wheels and also specialties in autog
enous welding processes makes use of all three meth
ods. The longitudinal joints in the barrels are made by
arc welding and the resistance process is used for at
taching the heads to the drums. Oxy-acetylene welding
is not used in connection with the barrels, but is used
for making articles of a more complex character, which NO. 6 SCRAPER WITH WINGS, ATTACHED TO SERVICE CAR
 412 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

selves to the crown of the pavement. The same scraper a city line 3 miles long, with cars weighing 14,000 lb.
is also designed for use on interurban cars, and for this and making eight stops per mile with a maximum speed
service blades 9 ft. long are recommended. of 30 m.p.h. The Albuquerque (N. M.) Traction Com
The scraper is designed to replace revolving broom pany also purchased seven double equipments for city
sweepers, and several important railways which tried service, the cars weighing 11,800 lb., seating twenty-
this equipment last winter report that the new scraper
is much more effective than sweepers. The advantages
claimed for it by the manufacturer are that a car so
equipped will do much more work than a sweeper be
cause it can be run faster with safety. The scraper
will handle wet, packed snow that would be overridden
by a sweeper. It can be run at normal car speeds with
out frightening horses in the street. The blades are so
designed that they will adapt themselves to the con
tour of the pavement and will permit backing up when
the blades are down. It is possible to keep the level of
packed snow below the level of the motor shells, and
thus a good practical job is done from a railway track GENERAL DIMENSIONS OF NEW MOTOR
standpoint. At the same time the scraper does not clean
the pavement as thoroughly as a sweeper and there eight people, and making a schedule speed of 9 m.p.h.
fore does not leave so good a path for the jitneys. The with eight stops per mile. The Rio Grande Railway
first cost and the operating cost of the scraper are much Company, Brownsville, Tex., has adapted two single
less than that of sweepers. The maintenance cost is equipments of No. 505 motors for use on its cars. The
claimed to be 75 per cent less than that for sweepers. existing road is operated by mules and it will be noted
The height of the scraper above the track is regulated that one of the "Wee" motors will satisfactorily per
by a staff and wheel on the front platform, or, if de form the service requirements, a special economy being
sired, lever regulation is provided. effected through the elimination of the mule's kick.

New Motor for One-Man Cars

Universal Armature Machine
The Westinghouse Electric & Manufacturing Com
pany, realizing the necessity for a motor to fulfill the The Electric Service Supplies Company, as exclusive
requirements of light-weight car operation, has made selling agent, has placed on the market a new tool called
a thorough investigation of the requirements which the Peerless heavy-duty armature machine. This is
would have to be met under the varying conditions and universal in character, consisting of a banding machine
has developed an entirely new motor of extremely light for handling the lightest or the heaviest railway motor
weight but of sufficiently rugged construction to per or locomotive armature with a self-contained tension
form such service. It would have been possible to carriage for band wire, a commutator slotting machine
modify existing designs of industrial or electric vehicle with independent motor, a commutator truing or grind
motors for this service, but the company believed that ing attachment with independent motor and a field and
small-car operation had come to stay and would be suc armature coil plate mounted on the main spindle suit
cessful only if a motor designed to meet the specific con- able for all classes of form coil winding. It may be
furnished either complete, or else as a heavy-duty
banding machine only.
After an armature has had the coils placed in the
slots and the leads soldered to the commutator, it may
be placed in this machine and the work completed with
out removing the armature from the machine. As a
banding machine the tool is capable of extremely heavy
duty, the speed of rotation being under perfect control
of the operator, and when the machine is stopped it
automatically locks and absolutely prevents slack accu
mulating on the band wire by any backing motion of
NEW MOTOR FOR ONE-MAN CARS the armature. An even and uniform tension on the
band wire is secured by means of a portable type ten
ditions could be applied. The expense of developing and sion machine mounted on a carriage, which is adjusted
building the No. 505 railway motor, popularly desig along rails provided back of the machine, so that it
nated as the "Wee" (Westinghouse Electric Efficiency) may be readily brought into position by changing from
motor was therefore undertaken. one band to another.
This motor has a rating of 17.5 hp. at 600 volts, and The commutator slotting attachment is supported
weighs, complete with gears, gear case and axle bear from a bracket on the tailstock and is removed by
ings, 800 lb., so that it is the lightest motor for railway loosening two cap screws. Two vertical rods support
service ever placed on the market. The motor alone a casting, from which two rods project over the com
weighs 660 lb. The design includes all of those features mutator. These two rods carry a sliding head on which
which have proved so successful in larger sized motors is bolted the bearing for the milling saw arbor, and
which have been on the market for some years, only on top of the sliding head a %-hp. motor is mounted
such changes being made as are necessary to adapt it for driving the saw. The casting supporting the pro
to the service requirements. Gear ratios range between jecting rods is adjustable vertically to suit different
14:68 and 20:62. diameters of commutator and to regulate the depth ol
The Corpus Christi (Tex.) Street Railway, which the saw. Provision is made to skew the travel of the
was the pioneer in working out this phase of the light saw in order to follow the mica slots when the latter
weight car problem, has purchased eight double equip are out of line. The sliding head carrying the saw is
ments of this motor for immediate delivery to operate on moved across the commutator by means of a lever,
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 413

which can be adjusted to suit the convenience of the erating clutch being absolutely necessary for success
operator. ful banding or coil winding. The exterior part of the
The commutator truing or grinding attachment con clutch is free to revolve upon the shaft and is crowned
sists of a traveling grinding wheel, supported by the ready to receive a belt from the line shaft direct, no
tailstock and direct motor driven. Two steel rods pro countershaft being necessary. For direct motor drive, a
ject backward from the tailstock, and sliding on these gear is bolted to the loose member of the clutch and
rods is a casting which supports two other rods parallel the motor is placed upon a suitable support at the proper
with the face of the commutator which carry a V2-hp. height to suit the pinion used with the motor. The
motor and the grinding wheel. These rods are adjust motor capacity required is iy2 hp., 900 to 1200 r.p.m.
able in or out to suit the length and location of the The headstock is a massive casting and contains all
commutator. The grinding wheel is moved along the the reduction gears, which are thus thoroughly pro
rods by means of a screw and handwheel and is fed tected. Power is transmitted from the lower driving
against the commutator by a screw. Cutting is done in shaft by a steel chain to a double set of gears of differ
both directions of travel of the wheel. When this at ent diameters in the headstock, either one of which may
tachment is not in use it is simply moved back out of be thrown into engagement by a lever. This lever may
the way and no part is disturbed. The rods and all also be thrown into a neutral position, in which case

other parts are made heavy to prevent springing and the main spindle is free to revolve independently, a val
chatter. uable feature in coil winding or in case any special
A coil-winding plate is mounted on the outer end of work is to be done on the armature.
the spindle and this is arranged to take all standard The two gears on the first shaft above mentioned
sizes of armature and field coil forms. As its speed is engage with two corresponding gears on a second shaft,
under instant control of the operator, it is suitable for giving two instantaneous changes of speed while the
all classes of work from the lightest to the heaviest. machine is running. This second shaft on the outside
The machine is heavily built throughout, all castings of the headstock carries a driving pinion which engages
being thoroughly ribbed, and the bed consisting of a the face-plate gear. Self-contained with this gear is
heavy steel section, planed true on the bearing surface the driving dog, which is clutched between the teeth
and mounted on legs which support the main drive of the pinion on the armature, all extra attachments
shaft. The machine is stopped and started by foot for this purpose being eliminated.
treadle which runs the full length of the machine, so
that control is possible from any location. When the The Mechanical World states that the Swiss Federal
treadle is depressed to stop the machine, a locking brake Railway authorities have decided on the construction
is automatically applied to the drive shaft. The treadle of a large new hydro-electric station at Massaboden, near
is connected to an automobile-type, leather-lined cone Brigue, to supply energy for the trains operating
clutch for controlling the machine by connecting to the through the Simplon tunnel. The station will replace
main drive shaft. This type of clutch is simple and the temporary power station now established at the
will positively not jerk when engaging, a smoothly op north end of the tunnel.
 414 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

LONDON LETTER The annual conference of the Tramways & Light Railways
Association discussed the growing difficulty which tramway
Petrol-Electric Car for Dublin—Service on Electrified Lon undertakings throughout the country are experiencing owing
don & South-Western Lines—Problems Presented to the increasing number of men who are leaving for war
by Depletion of Ranks of Tramwaymen service. The reduction in the number of drivers and con
ductors can be met by running fewer cars or by employing
(From Our Regular Correspondent) women conductors, but the steady departure of skilled
A novel combination of the petrol-electric principle is workmen from the repair shops for the army and for muni
being applied to the Dublin-Blessington Tramway, which tion factories presents a more serious problem. J. Devon
runs for 20 miles in the environs of Dublin. The road shire, managing director of the London United Tramways
traverses an interesting residential, resort and scenic dis and the Metropolitan Electric Tramways, said that the
trict. For certain reasons the overhead trolley, which has council of the association had come to the conclusion that
been adopted on a part of the line, could not be used through the companies must try to get for the men employed in the
out its length. The cars are so designed that they may be repair shops the special form provided for munition workers.
self-propelled by the combination of petrol-electric power This form would be stamped with the words "public utility
when on parts of the line not equipped with overhead service." The council had succeeded in arranging with the
trolley. On the lines where the trolley can be used the Minister of Munitions that if this arrangement was carried
petrol engine will be cut out. Double-deck cars mounted on out these men would be regarded as sacrosanct. The con
double trucks will be employed. The bodies will be divided ference decided not to take any steps to secure exemption
inside into two compartments, for first-class and third-class for drivers and conductors. It was announced that the
passengers respectively. The entrance will be in the center Board of Trade had agreed to the inclusion in one Parlia
of the car. The driving axle of each truck will carry a mentary bill of all applications for extension of time for the
G5-hp. Westinghouse motor. The self-contained power unit completion of authorized lines. This should be a consider
will be a 65-kw., 500-volt, compound wound direct-current able advantage, because under the present war restrictions
generator, direct driven by a six-cylinder petrol engine a great deal of new work is being delayed.
developing about 105 b.-hp. This generating set will be At the same conference a paper was read by J. W. Dug-
mounted in a compartment at one end of the car. The dale, general manager and engineer of the Oldham Corpora
control apparatus will be in duplicate so that the car can tion Tramways, in which' he said:
be run from either end. "Workshops, railways and motor cars appear to have been
The self-propelled car for Dublin is much the same type paced to the uttermost limit, but the military authorities
of car as that supplied by the British Westinghouse Com have never once thought of taking into their confidence any
pany to the London & North-Western Railway for its branch principal connected with any . of our undertakings, except,
line from Penygross to Nantlle. In the North-Western car of course, for free riding upon tramcars. There is, in my
the petrol motor is of 90 hp., connected direct to a 600-volt opinion, plenty of scope to which our vehicles could have
dynamo. A battery is provided and charged from the been put. The transport of the wounded, for instance, the
dynamo for lighting purposes, and also to drive the electric removal of convalescent soldiers from various hospitals to
starter for the petrol engine, which is kept running while convalescent homes, and the carrying of munitions in their
the car is at rest at the stopping places. various stages of production from one firm to another. The
In connection with the electrification of the suburban number of tramway employees who have given their services
section of the London & South-Western Railway it is an for the war reaches a total of 18,057 men, which is about 30
nounced that the circular route by Kingston will be put in per cent of the total number of men employed on tramway
service this month. As soon as the trains are running on undertakings. The cost to the departments mentioned for
this section the others will be completed in quick succession. allowances or grants per week at the present time is very
These are the Barnes to Twickenham (via Hounslow), high. For the London County Council it is £1,568; Glasgow,
Thames Valley line to Shepperton, Maiden to Hampton £1,000; Liverpool, £520, and Manchester, £1,360."
Court, and Hampton Court Junction to Claygate. The As regards present and future prices of materials, Mr.
Kingston loop line includes all stations from Waterloo to Dugdale pointed out that "tramway concerns are now handi
Kingston via Wimbledon, and back to Waterloo through capped in obtaining quick deliveries of material, such as car
Richmond, Mortlake, Barnes, etc. Direct current at 600 wheels, axles, tires, etc., and this has been brought about by
volts will be supplied to the trains from a third-rail at the the makers not being able to execute orders promptly on
side of the track. The power station is near Earlsfield account of pressing Government work." He said:
Station, and the current will be distributed at 11,000 volts "There is no doubt that tramway concerns will be called
to substations by insulated cable, of which 76% miles have upon to pay inflated prices for materials of every descrip
been laid on the section now in hand. Altogether, 140 tion. There will be a great rush for tram rails in the very
single-line miles of track will be electrified. Each train will near future, as the life of those laid on many systems in the
consist of units of three coaches permanently coupled year 1900 will become exhausted. This is a very important
together, the trains to comprise three, six or nine coaches, factor, which will have to be closely watched, as the prices
according to traffic requirements. Each unit is fitted with per ton will increase considerably. Already tram rails have
four motors, mounted in pairs on the bogie beneath the advanced in price to £9 5s. a ton."
driving compartment. The coaches will be heated by elec The Birmingham Corporation tramways committee has
tricity. engaged about twenty women to act as conductors on the
The details of a light railway scheme, intended as a first Pershore Road route. A letter has been received by the
step toward the planning of a new seaside resort for committee from the Tramwaymen's union stating that the
Lancashire, were recently inquired into by the Light Rail men are willing to work with the women and to render them
ways Commission sitting at Formby. The proposal is to every possible assistance.
carry a line of electrified railway to Formby headland, the Some interesting figures are contained in the report of the
most seaward point of West Lancashire, and to make that London County Council tramways for the year ended March
district, which comprises an unusual stretch of firm beach 31, last. The length of lines in operation was 145% miles,
backed by undulating sandhills, accessible to Lancashire of which 5% miles was worked by horse traction. The total
holiday-makers. The Lancashire & Yorkshire Railway has revenue was £2,400,847, and the working expenses, £1,658,-
been induced to take the matter up. The proposed Formby 362, leaving a surplus on working of £741,485. The number
Light Railway is to be constructed by the addition of a loop of car miles run was 58,978,792, and the number of passen
to the existing electric line running between Liverpool and gers carried 550,497,993, and the average fare per passenger
Southport. The new line at its most southerly point will was, for electric traction, 1.02d., and horse traction, 0.76d.
join the existing line at Hightown Station, and branching The average number of cars was 1384, and the average car
to the west will skirt the Altcar Rifle Range and War Office miles per day per car was, for electric, 117, and horse, 77.
new encampment, and thence follow the contour of the coast The average speed of the electric cars was 8.95 m.p.h. and
line, coming round in a loop and rejoining the present line of the horse cars 5.85 m.p.h. The total debt incurred up to
almost on the Southport borough boundary. Its total March 31 was £13,744,806. Allowing for debt repaid and
length will be nearly 7 miles, and the estimated cost is sinking fund balances and for surplus land valued at £122,-
£62,650. 216, the net debt on March 31 was £9,836,186. A. C. S.
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 415

News of Electric Railways

RAPID TRANSIT EQUIPMENT CONTRACTS to this contract and two contracts in Brooklyn having
similar clauses. This action clears up the situation and
More Than $1,800,000 of Track Material Contracted for in the Public Service Commission will now proceed to exe
New York cute all the contracts as to which the Board of Estimate
The Public Service Commission for the First District made objection so that work may begin at once.
of New York has awarded the following contracts for track
materials to be used upon various lines of the dual rapid PHILADELPHIA COMMISSIONER REPORTS
transit system:
Untreated ties and timber—J. H. Burton & Company, An Outline of Some Features of the Report Issued by
$1,273,856. Transit Director Taylor for 1914
Treated ties and timber— Long Leaf Pine Company, Inc., Transit Director Taylor of the City of Philadelphia, Pa.,
$100,362. has issued the annual report of his department for 1914.
Special work, Order No. 3—Ramapo Iron Works, $54,960. In his letter submitting the report to the Mayor, Director
Special work, Order No. 4—William Wharton, Jr., & Com Taylor reviews his recommendations and the work accom
pany, $41,907. plished by his department, paying particular attention to
Cast iron—American Brake Shoe & Foundry Company, the relocation of sewers. He goes at length into the legis
$10,528. lative and legal features of transit work. All the aspects
Screw spikes—American Iron & Steel Manufacturing of the transit plans, constructive, legal and financial, are
Company, $25,741. explained in detail. The report contains exhaustive tables
Felt pads—Q & C Company, $9,957. giving the expense of the undertaking and the estimated
Malleable iron—Foran Foundry & Manufacturing Com returns to the city and the operator. The entire transit
pany, $36,118. program as outlined at the conferences between Director
Tie plates, Type "A"—Herbert W. Lockwood, $123,975. Taylor and the officials of the Philadelphia Rapid Transit
Tie plates, Type "B"—L. D. Rockwell, $13,267. Company is included.
Tie plates, Type "C"—L. D. Rockwell, $5,140. A feature of the report is the director's description of
Tie plates, Type "D"—Herbert W. Lockwood, $8,239. the methods employed in conducting his investigations into
Tie plates, Types "E," "F," "G" and "H"—Herbert W. the transit problem. In the first place, he made a detailed
Lockwood, $17,139. study of the population and of its location. From the
Tie plates, Types "E-2," "W" and "X"—Ramapo Iron records of the County Commissioners was obtained the
Works, $2,901. number of assessed voters in each ward for December,
Bolts and nuts—Oliver Iron & Steel Company, $117,910. 1909, and December, 1911. Then the increase in population
Cut track spikes—Herbert W. Lockwood, $34,338. by dwellings was obtained. Next came the problem of de
The differences between the Public Service Commission termining how the population traveled, and a traffic survey
for the First District of New York and the Board of Esti was conducted. Passengers on every car out of five were
mate & Apportionment in regard to the terms of construc counted on about four lines each day. Two men were
tion contracts, which threatened to involve delay in the placed on each car, one handing an identification slip to
completion of the Broadway subway in Manhattan, have each passenger, the second collecting it and asking the
been settled and the work will proceed. The point in ques passenger's destination.
tion was a clause in the contract for the construction of The survey extended over a period of five weeks, from
that portion of the Broadway subway between Thirty- Oct. 14, 1912, to Nov. 18, 1912. Information was thus ob
eighth and Fifty-first Streets, which permitted the chief tained of the volume of traffic flowing to all sections and the
engineer of the commission to agree with the contractor capacity of existing facilities to move it. This informa
either upon unit prices or a lump sum for extra work not tion, together with the probable increase of population,
provided for in the schedule of unit prices upon which the showed the general channels which require relief by high
contractor made his bid. This contract was awarded to the speed transit. Following these calculations came the selec
Holbrook, Cabot & Rollins Corporation, the lowest bidder, tion of routes, the estimation of the number of cars which
for $3,740,913. The law requires that the Board of Estimate would be required to move the population, the time which
& Apportionment consent to such contracts and appropriate would be saved and the cost of the work.
the money to pay for them. After the selection of routes, profiles and detail draw
In this case the board consented to the contract on con ings were made on which to base estimates of the cost of
dition that the lump sum clause for extra work be stricken the work. A large number of estimates were then pre
out. The contractors objected and the commission, under pared, a general design was adopted, a time was set for
advice from its counsel, declined to amend the contract to construction, and unit prices of construction cost were taken
comply with the Board of Estimate's condition, holding from bids on similar classes of work in other cities. Esti
that it had no right to alter the terms of the contract and mates of earnings and operating costs were then made in
that its action in consenting to the contract with conditions great detail.
amounted to disapproval. Holbrook, Cabot & Rollins ap In submitting his report to the Mayor, Director Porter
plied to the Supreme Court for a writ of mandamus to reviews and emphasizes the importance of the recommended
compel the Board of Estimate to give its consent without subway delivery loop. In effect, he holds such a loop to be
conditions. This application was allowed by Justice Clar necessary to the commercial success of the Broad Street
ence J. Shearn, who issued a writ during the week. His subway, because, he contends, the North and South Broad
decision sustained the position taken by the Public Service Street line will collect traffic from twenty-seven stations
Commission. At its meeting following the decision by outside the business district. Without the loop, virtually
Justice Shearn, the Board of Estimate acted in accordance all of this traffic would have to be handled in two stations,
with the decision of the court and gave unconditional ap while with the loop seven additional stations would be pro
proval to the contract upon the understanding that the vided. The director estimates the number of persons who
commission will confer with the Board of Estimate as to will use the Broad Street line at 500,000.
any lump sum extra allowance in excess of 5 per cent of In reference to the much discussed tube under the Dela
the value of the contract before allowing the same. This ware River, the director says:
understanding was in conformity with a suggestion made "In any arrangement made by the city with a private
by Chairman Edward E. McCall of the commission to the corporation for operating the city-built rapid transit lines
Board of Estimate. That board is still' of the opinion that it should be required that such corporation secure the con
it has the power to alter the terms of contracts made by struction of and equipment of a tube under the Delaware
the commission and expressed its intention of testing the River to Camden, connecting with either or both the exist
question in the future. Not wishing to delay the construc ing Market Street subway and the recommended Chestnut
tion of the dual system, however, it yielded the point as Street subway."
 416 ELECTRIC RAILWAY JOURNAL [Vol. XLV1, No. 10

RHODE ISLAND ARBITRATION HEARINGS district, reducing the rate from 25 cents as applied in the
Hearings are being continued at Providence, R. I., in con previous strike, to 10 and 15 cents. Extra car service was
nection with the wages arbitration on the system of the also run on the suburban line of the Boston & Maine Railroad
Rhode Island Company. W. D. Wright, superintendent of out of Springfield to Connecticut Valley points north. After
equipment and maintenance, a recent witness, testified as spasmodic efforts in various quarters to establish a basis
to working conditions in the shops. Differences in the work for a settlement, Governor Walsh proffered his good offices
of machine hands were responsible for variations in the in the case, and an informal conference was held on Wednes
hourly rate of pay, and in the cases of two shop foremen day to enable the facts and viewpoints to be presented to
the different rates were due to the increased responsibility the chief executive of the commonwealth.
in one case as compared with the other. Painters who got
23 cents an hour did no varnishing, while those who were CLEVELAND COUNCIL MEETING
paid 25.5 cents performed this work. The maximum number
of men in the department was 225. At present only 159 A Summary of Action Taken on Important Railway Matters
were at work. Relative to work in the paint shop, Mr. Recently
Wright said that while apparently the men were perform
ing the volume of work previously handled by a larger By unanimous vote the City Council at Cleveland, Ohio,
force fancy lettering and certain other refinements had has agreed to submit the franchises granted the Cleveland
been eliminated. Counsel Swift for the company brought & Youngstown Railroad and the Cleveland, Akron & Canton
out the point that a recent layoff for eighteen weeks of a Terminal Railroad to a referendum vote on Nov. 2, the
number of men was ordered by the management and, in his regular election date. Previous to the Council meeting
opinion, was caused by jitney competition. Peter Witt, street railway commissioner, had expressed his
During the hearings in the week ended Sept. 4 the point purpose of opposing the Cleveland & Youngstown Railroad
was brought out that in certain cases men for whom no grant on the ground that the New York Central Railroad
work was available at the rate of $2.25 a day were given was heavily interested in it. Mr. Witt said he favored the
the opportunity to work for $1.75 rather than to be laid off improvements this company wished to make, but believed
entirely. The work of switchboard operators was again the railroads should agree to build a union station before a
reviewed. A witness contended that the duties of a line proposition was accepted by the city in which any or all of
man in the company's service were more severe than on the companies were interested.
the system of the Narragansett Electric Lighting Company, The Council has passed the long-pending ordinance giving
Providence. Under cross-examination, the point was the Cleveland Railway the right to build a line on 123rd
brought out that a first-class man could learn to do the wit and 125th Streets, connecting the Superior and St. Clair
ness's work in two or three days. The compensation for Avenue lines. This will furnish partial cross-town service
this work was 30 cents an hour. Evidence bearing upon in the extreme east end of the city and at the same time
the cost of living was presented on Sept. 1 on behalf of the serve thirty-one streets that are remote from any of the
union by Arthur Sturgis, Boston, an electric railway engi present lines. Construction work on this line will probably
neer formerly employed by the Bay State Street Railway. be begun at once.
The witness cited the well-known -views of Prof. Irving Fisher Councilman Meyers offered an amendment to the city
of Yale University, relative to the purchasing power of the traffic code which would limit the speed of street cars to
dollar and contended that while wages had increased 14 to 20 m.p.h. Mr. Witt opposed this, but offered to reduce the
15 per cent in the last fifteen years on the Rhode Island speed of cars in Mr. Meyers' ward to 20 m.p.h. if he desired
system, the cost of living had risen to a degree which made the change. The offer was not accepted.
wages lag 19 per cent behind purchasing power. Mr. Councilman Moylan asked for a rearrangement of the
Sturgis contended that a minimum wage of about $1,000 a schedules on Lorain Avenue on the ground that many of
year should be established in order to enable employees to the motormen and conductors were compelled to be at the
maintain a proper standard of living. carhouses most of the day in order to secure a few hours'
work. Mr. Witt also opposed this step.
Because of the opposition of Mayor Baker and Mr. Witt
to the plan of requiring the Cleveland Railway to pay rent
ANOTHER STRIKE AT HOLYOKE for the use of the proposed subways to the Superior Avenue
Employees of the Holyoke (Mass.) Street Railway went bridge across the Cuyahoga River, the County Commis
on strike for the second time within a month on Aug. 27. sioners have agreed to enter into a contract with the com
The strike followed a conference with officials of the com pany that it shall have the use of the subways free of rent
pany upon the establishment of a working agreement de as long as the Tayler grant with its municipal control
fining the duration of the period to be covered by a pre provisions and 6 per cent dividend clauses are in effect. At
viously arranged arbitration of differences in dispute. The a recent conference Mr. Witt contended that the patrons
men desired a working agreement to expire June 1, 1916. of the street railway would be paying this rental and that
The company called for a three-year agreement. At a they are under no more obligation to do so than those who
conference prior to the strike vote, the company offered cross the bridge in carriages, automobiles and taxicabs.
first to submit this difference to the board of arbitration
recently appointed, with a second proposition that if this
were unsatisfactory to the men to submit to the arbitration TOLEDO FRANCHISE NOT TO BE INITIATED
committee the question whether the time-limit of the work
ing agreement was a proper one to be handled by this com Negotiations With the City Are Not to Be Resumed at the
mittee. Representatives of the union stated that the ob Present Time
jection to signing an agreement extending beyond the date After the special franchise committee of the City Council
named previously arises from the fact that the wages and at Toledo, Ohio, makes a report of its work during the past
conditions in Holyoke have for years been governed by those year on Sept. 20, it will be discharged. This was agreed upon
prevailing at Springfield, Mass., where a new scale will be at a meeting of Council on Aug. 23. Several members op
brought up for consideration on June 1, 1916. It was stated posed delay in discharging the committee and argued that
that the union has no objection to Attorney James E. Cotter, no report is needed.
of Boston, who was recently appointed by Governor Walsh Councilman Dotson, a member of the committee, told the
as the third member of the arbitration board. L. D. Pellis- Council that the committee had done good work and had
sier, president of the Holyoke Street Railway, said that the taken the only course that will ever result in municipal
agreement of Aug. 15, which was prepared just prior to the ownership of the street railways. This work might have
end of the last strike, provided that matters in dispute proved very valuable, as a draft of a franchise had been
were to be submitted to the arbitration board. The com formed, when negotiations were finally broken by Henry
pany desired a three-year agreement to avoid a yearly dis L. Doherty, who would not agree to the plan unless the
cussion of working conditions, but was willing to submit the committee would recommend that action be taken by Council
question to arbitration. on the draft. Mr. Dotson said that reports that negotia
Soon after the stoppage of cars jitney service was in tions had been conducted for the purpose of defeating
augurated between points in Holyoke and the Brightside municipal ownership of the road were false.
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 417

When Mr. Doherty was in Toledo on Aug. 26 to attend the Amalgamated Convention in Rochester.—The Amalga
farewell dinner to F. G. Berge, manager of the light and mated Association of Street & Electric Railway Employees
power department, he told the newspapers that no franchise of America will hold its annual convention, beginning Sept.
would be initiated at once by the Toledo Railways & Light 13, 1915, at Convention Hall, South Clinton and Monroe
Company and that there was no intention of resuming Streets, Rochester, N. Y. The hotel headquarters will be
negotiations with the City Council. Further than this he Hotel Eggleston and the headquarters of the executive com
gave no details of plans for the future. Mr. Berge has mittee in the Reynolds Arcade, Rochester.
teen appointed chief engineer of the Doherty interests with New Haven Authorizes $600,000 Signal Expenditure.—
headquarters in New York. The New York, New Haven & Hartford Railroad has au
thorized an expenditure of $600,000 for the installation of
WASHINGTON POWER HEARING CONCLUDED automatic block signals on its line, four-track, from Stam
ford, Conn., westward to the New York Central connections
Hearings were held before the Public Service Commis at Woodlawn, New York City, 20 miles. The controlled
sion of the District of Columbia on Aug. 26 and 27 to in manual block system is now in use on this part of the road.
quire into the intercorporate relations of the Washington Ottumwa Company Praised.—In an editorial in the issue
Railway & Electric Company and the Potomac Electric of Aug. 25, the Ottumwa Daily Review said: "Ottumwa has
Company with respect particularly to the terms under a great street railway service. There is none that can com
which the Potomac Electric Company furnishes power to pare with the Ottumwa convenience of street transportation
the railway. Among the witnesses were Clarence P. King, in cities of this size and not entered by interurbans.
president of the Washington Railway & Electric Company; Ottumwa is justly proud of the Byllesby Company (Ottumwa
William F. Ham, vice-president of that company, and L. E. Railway & Light Company) and its traction identity with
Sinclair, superintendent of the Potomac Electric Company. our people."
A previous contract between the companies is said to have Water Power Bill and Land Leasing Recommended.—
provided that the railway pay the power company 6 per Passage of a general water-power bill and a measure to
cent interest on the value of the plant used in the produc create a national leasing system for coal, oil and other re
tion of power for railway service and a profit on such
power as was used by the railway. Extension of the sources on public lands will be recommended to Congress
plant of the electric company being deemed advisable, the in the annual report of Secretary Lane of the Interior. Mr.
railway guaranteed the interest on certain improvement wouldannounced
Lane
be
on Aug. 31 that he expected both measures
enacted. They were passed by the House in the
bonds of the electric company, and the power contract be last Congress, but the Senate failed to act upon favorable
tween the companies was accordingly modified. The rail
way load had enabled the power company to generate cn a reports of the bills.
large scale and the cost of production had as a result been West Penn Division Strike.—The West Penn Traction
reduced more than half, while the number of consumers Company, Pittsburgh, Pa., is operating its Allegheny Valley
had increased from about 6000 to 20,000. The commission Division, the trainmen on which went on strike recently.
has taken the case under advisement. The officers of the company are reported to have told Pat
As previously stated in the Electric Railway Journal rick Gilday of the State Board of Arbitration that the com
E. W. Bemis is' now engaged in appraising the public utility pany had nothing to offer the men and nothing to arbitrate,
properties in the district. This work it is expected will be asand
the contract in force was understood by both the company
the men. Arrests have been made promptly following
completed in November. the recent isolated cases of disorder.
Restoring Service in Galveston.—The first street car serv
THE NEED FOR PUBLICITY ice in Galveston, Tex., after the storm of Aug. 17 was re
In an editorial, "Good-Will and the Public Utility," in sumed on Aug. 26 on several lines of the Galveston Elec
a recent issue, Printers' Ink said in part: tric Company. The power plant was ready for operation
"The position of a public service corporation has some several days prior to that time but owing to the fire hazard
times been characterized as 'between the devil and the deep the current was not turned on until the water main under
sea'—with the Public Service Commission restricting its the bay, which brings the city's supply from the mainland,
profits on the one hand, and on the other the pressing need could be repaired. Damaged motors ia> now the most serious
to secure private capital for plant extension and better obstacle to the rapid restoration of normal service. As fast
ments. But how often is the consuming public told those as the cars can be repaired they are put into service.
facts ? How often is the man in the street taken to one side City Engineer to Value Minneapolis Street Railway.—
and shown in the spirit of reasonableness that the service The City Council of Minneapolis, Minn., has instructed the
he gets for his nickel or his dime or his dollar depends upon city engineer to begin the valuation of the Minneapolis
the ability of the company to find purchasers for its bonds ? Street Railway as a step preliminary to negotiations for a
How often is he shown that there is a direct relationship be renewal of franchise. The present franchise still has eight
tween the good will the public bears to the company and years to run. In general outline the plan proposed for
the service the company is able to give the public ? Not renewal closely resembles the one which has been in opera
so often as might be. tion in Cleveland for four years and is known as the
"The railroads which serve the towns in Westchester "transportation at cost" plan. An outline of the proposal
County, New York, have spent in the last three years many was contained in the Electric Railway Journal of July
thousands of dollars to fight a rate reduction ordered by the 24, page 161.
Public Service Commission. The Court of Appeals has Bus Service to Tie Isolated Municipal Lines.—The public
finally declared that the order is unreasonable, and it shall utilities committee of the City Council of Seattle, Wash.,
not stand. The railroads won their case—but at what cost has recommended for passage by the Council, the bill
in counsel fees, rebate slips, contingent liability funds, and authorizing the Board of Public Works to enter into a
all the rest! That sort of drama is being enacted over contract with F. M. Peterson for the operation of an auto
and over again. Sometimes it is necessary. More often it mobile bus service between Thirteenth Avenue West and
is not. Nickerson Street, the north terminus of Division "A" of the
"One-tenth of the cost of such a legal struggle invested Municipal Street Railway, and Ballard Avenue and Market
in an advertising campaign of education (before, not after Street. Mr. Peterson proposes to operate buses to connect
public opinion has been adversely aroused), would often with all the cars on the municipal line, and to receive 3
obviate the necessity of spending the other nine-tenths. The cents for each adult, and 1V6 cents for each school child
public is not unreasonable; it is not hopelessly biased that he carries.
against the railroads or any public utility whatsoever; It Services for Mr. Graham. — Funeral services over the
is only ignorantly devoted to what it conceives to be its remains of the late John R. Graham, president of the Ban
own interests. What the public needs is to be shown the gor Railway & Electric Company, Bangor, Me., were held
facts, and the best way, and the only effective way, is at Mr. Graham's late residence in Bangor on the after
through advertising. And there never was a better time noon of Aug. 26. As a mark of respect to the memory of
than right now, while the public mind is beginning to react the dead man, all electric cars on the system were stopped
from its over-indulgence in corporation-baiting." for five minutes. The burial was from Christ Episcopal
 418 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10
Church, Quincy, Mass., on Friday afternoon, where a large
and representative attendance of public utility men ex Financial and Corporate
pressed the desire of many workers within the electric
railway and central station industries to pay their last MILD OPTIMISM PERMISSIBLE
respects to their distinguished friend and co-laborer.
Los Angeles Board to Urge Track Elevation.—The Los Electric Railways Have Felt Nation's Depression, but
Angeles Public Utilities Commission has ordered the Pa Present Improvement and Wider Appreciation of
cific Electric Railway to show cause why it has not com Utility Problems Cause Brighter Outlook
plied with the terms of a franchise granted more than a
year ago for the construction of elevated tracks to San The record of 950.2 miles of track built or put in opera
Pedro Street to minimize traffic congestion in the business tion during 1912, 1018.9 miles in 1913 and 946.38 miles in
district of Los Angeles. The franchise provided for the 1914, and of 6001 cars purchased in 1912, 5514 cars in 1913
extension of the company's elevated tracks from the rear and 3010 cars in 1914 tends on close analysis of the details
of the depot at Sixth and Main Streets to San Pedro Street, involved to confirm the general impression that the electric
and the operation of all the cars of the company over these railway industry is not keeping so much abreast of the
tracks. The franchise specified that construction should growth of the country as it did in preceding years. Without
begin one year from the date of its approval, July 10, 1914. a doubt electric railways have felt the depressing influence
The company has three years in which to complete the of the nation-wide curtailment of business that has been
work. The hearing was set for Sept. 2, 1915. evidenced with increasing force since the middle of 1913.
The Quarter-Century Span of the Electrical Industry.— Yet indications are not lacking that this condition will be
The first annual outing of the Quarter Century Club of mitigated in the future.
the General Electric Company factory at Schenectady, We cannot here make a composite analysis of all the
N. Y., to Lake George, Aug. 28, emphasized the fact that factors involved in the present electric railway business
many of the members of the company have been connected situation, but a few points are worthy of note. Electric
with the company since the very beginning of the period of railway earnings for 1913 and 1914 as compared with steam
rapid development of the electrical industry, that is, in 1890. railroad earnings, building permits, bank clearings, steel
Two hundred and six of the 500 members of the Quarter and iron production, agricultural products and the cotton
Century Club made the excursion to Lake George. The crop, show the highest relative stability, and it is to be
average age of the members of the party was fifty-two expected that under normal circumstances they would re
years, the youngest member was thirty-eight and the oldest spond most quickly to the business rejuvenation that is now
seventy-four. G. E. Emmons held the record for longest presaged by the increasingly favorable foreign trade
continuous service, thirty-four years. C. A. Coffin, chairman balance, the lack of a marked tendency toward prohibitive
of the board, and President E. W. Rice, Jr., are both mem prices for capital and the exceedingly propitious crop re
ports. The full response of electric railway earnings to
bers of the Quarter Century Club. these influences, however, is likely to be retarded by the fac
Railway Mail Pay Facts.—Business men in every state tors peculiar to this industry, such as the special problems
are asked in a bulletin, "Railway Mail Pay and Public of rates, wages, regulation and now jitney competition.
Opinion," to study the question and take it up with senators While such special factors as these have a certain effect
and congressmen. The document is published by the Rail upon the relative stability of electric railway earnings, they
way Business Association, the national organization of influence more the relative profitableness of the industry
manufacturing, mercantile and engineering concerns dealing and are the more dangerous thereby. In spite of the
with the railroads. The "space method" advocated by the stability of earnings, the problem of furnishing continually
Post-office Department is vigorously opposed. In ten years, more and better service under constantly increasing costs
according to this bulletin, the post-office receipts increased at a depreciated rate of fare has in recent years become one
100.5 per cent and total railway mail pay only 27.7 per cent. of serious moment, but we believe that daily there is now
George A. Post, president of the association, says: "It is growing a wider appreciation of the economic service per
our earnest hope that the government which requires that formed by electric railways, their right to protection against
rates of transportation to private shippers shall be reason unfair and unregulated competition of jitneys and their
able and that practices of commercial corporations shall be needs for successful operation. Various decisions, such as
fair, shall free its own procedure from all suspicion of un those in the Schenectady Railway, Manchester Street Rail
reasonableness and unfairness." The association urges that way, Middlesex & Boston Railway, Blue Hill Street Railway,
mail pay shall not again be made a rider on an appropria and Eastern and Western rate cases, indicate that at last
tion bill or dealt with at the crowded end of a session. the courts, the commissioners and even the public seem to
PROGRAMS OF ASSOCIATION MEETINGS be taking a more rational view of the urgency of relief to
common carriers.
In the present, therefore, we find a promise of improve
Mississippi Electric Association ment in regard to the special problems of electric railways.
At a meeting of the executive committee of the Missis When this is considered in connection with the present
sippi Electric Association, held in Jackson on Aug. 25, the propitiousness of general conditions there is warranted a
tentative dates set for the Hattiesburg convention were letting up of pessimism and even a mild optimism in the
Nov. 11 and 12. It was definitely decided that there would electric railway field. The prospect should encourage pur
be no papers at the convention. The meeting will be given chasers, for in the shadow of the receding depression prices
over to discussions of subjects to be of interest to all, as it should be low, construction work cheap and long-time loans
is thought that by the elimination of long papers the conven fairly moderate-priced.
tion could be made of much more general interest.
American Institute of Electrical Engineers DEPRECIATION ACCOUNTING POSTPONED
The Panama-Pacific Convention of the American Insti The California Railroad Commission in a supplemental
tute of Electrical Engineers will be held in San Francisco, opinion has ordered the United Railroads of San Francisco
Cal., on Sept. 16, 17 and 18. The hotel headquarters of the to begin the accumulation of its depreciation account as of
Institute will be at the St. Francis. The convention ses July 1, 1915, and to continue it until $1,650,000 is accumu
sions will be held in the Native Sons of the Golden West lated by June 30, 1918, this amount being the same as
Building. The papers of perhaps the most direct interest originally directed. This order virtually postpones the time
to the electric railway industry will be presented at the for beginning the account by a year. The original order
session devoted to the valuation of public utilities. There provided that the depreciation account should be established
will be a symposium on inventories and appraisals of so as to show an appropriation from earnings of $550,000
properties, Part I by C. L. Cary, Part II by W. G. Vincent not later than June 30, 1915. This amount was to accrue
and Part III by W. J. Norton. These papers will be supple in equal monthly installments of $45,833. The company
mented at the session by contributions from other members applied for a rehearing and directed the attention of the
of the committee on inventories and appraisals of prop commission to various matters concerning its accounts. The
commission now finds no merit in the contentions.
erties.
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 419
ANNUAL REPORTS year thirty-two cars were completed and put into operation.
The total passengers carried in 1914 were 192,103,645 as
Brazilian Traction, Light & Power Company, Ltd. compared to 195,783,634 in 1913, while the car-miles totaled
The statement of income, profit and loss of the Brazilian 24,815,078 in 1914 and 24,814,760 in 1913. In Sao Paulo a
Traction, Light & Power Company, Ltd., Toronto, Ont., for small trackage of 1.72 miles and four freight cars were
the year ended Dec. 31, 1914, follows: added. The passenger total in 1914 was 53,732,292 as com
pared to 56,776,702 in 1913, with a car-mile record of
Revenue from securities owned and under contracts with 9,496,091 in 1914 and 9,344,880 in 1913.
subsidiary companies $7,523,696
Interest on advances to subsidiary companies 535,117
General Gas & Electric Company
$8,058,813
General and legal expenses, administration charges and On account of the acquisition of the properties of the
Interest on loans 392,281 Atlantic Gas & Electric Company on April 29, 1915, the
Surplus available for dividends $7,666,532 General Gas & Electric Company, New York, N. Y., has
Dividends on 6 per cent preference shares at 1% per issued a comparative interim report showing the combined
cent each $600,000 earnings of all controlled companies for the twelve months
Dividends on common shares at 1H per cent each. . . . 6,257,119 ended May 31, 1914, as follows:
$6,857,119 Percentage
1915 1914 Increase
Surplus carried to profit and loss $809,413 Operating revenues $2,260,171 $2,132,422 6.0
Operating expenses and taxes. 1,462,246 1,361,120 7.4
The year's operations of this company, which includes Operating income $797,925 $771,302 3.5
among its controlled properties the Rio de Janeiro Tram Other income 18,338 16,977 8.0
way, Light & Power Company, Ltd., Rio de Janeiro, Brazil, Gross income $816,263 $788,279 3.5
and the Sao Paulo Tramway, Light & Power Company,
Ltd., Sao Paulo, Brazil, were not so satisfactory as antici This increase in income was produced in spite of extraor
pated. As a result of the monetary stringency and other dinary expenses necessarily attending a change of manage
adverse conditions in Brazil, the factories began to run on ment, widespread business depression and, during last
short time or suspended business completely, and with the winter, exceptionally unsatisfactory conditions for the water-
large number of employees thrown out of work, the earnings powers of the company, caused by an unprecedented drought
of the tramway systems were seriously affected. Notwith now thoroughly broken.
standing such bad business conditions, however, the gross The General Gas & Electric Company controls the Rut
income of the combined companies in Brazilian currency land Railway, Light & Power Company, Rutland, Vt., and
showed an increase over the previous year, but the revenue the Northwestern Ohio Railway & Power Company, Toledo,
in gold was unfavorably affected by the drop in exchange. Ohio, while the Atlantic Gas & Electric Company properties
After payment of the regular dividend of 6 per cent per include no street railways. The proportion of street rail
annum on the ordinary shares, a credit balance of $3,822,410 way earnings to the total earnings has been reduced by
was carried forward to the profit and loss account. In the extension of control from 34% per cent to less than
view of the serious financial conditions developing in Brazil, 16 per cent.
and later the much more serious financial situation through During 1914 the cars of the Rutland Railway, Light &
out the world, all possible expenditures on capital account Power Company ran 610,388 car-miles and carried 2,877,235
in connection with the development of the property were passengers, these figures comparing with 551,855 car-miles
suspended, but there was a large amount of work under way and 2,976,692 passengers in 1913. The Northwestern Ohio
which it was necessary for the different subsidiary com Railway & Power Company carried 834,107 passengers in
panies to complete. A considerable amount of construction 1914 1914 and 849,989 in 1913, while the car-miles operated in
work had also to be carried out in order to comply with the were 742,609 as compared to 735,771 in 1913.
obligations of the different concessions. The different com
panies performed all such necessary work, both for capital Commonwealth Power, Railway & Light Company
account and as regards maintenance and renewals. The condensed comparative statement of income, profit
One interesting practice during the year arose in connec and loss of the Commonwealth Power, Railway & Light
tion with the effect of the European war in stopping the Company, Grand Rapids, Mich., for the twelve months
usual method of remittances by means of bills of exchange. ended June 30, 1914 and 1915, follows:
For several months it was practically impossible to remit 1915 1914
money from Brazil for the purpose of the payment of Earnings on stocks owned in subsidiary com
panies ... . .'. V ... . .. $2,382,175 $2,463,861
coupons and dividends, and as this situation did not im Interest and other earnings 500,516 517,823
prove, the board decided in October to remit its funds— Gross earnings $2,882,692 $2,981,684
which by that time had accumulated to a very large amount
—in coffee. As the Rio de Janeiro company has under char Expenses and taxes $104,317 $114,508
Interest charges 602,699 659,842
ter a fleet of steamers for transporting coal and other
required materials, the board employed such steamers on Total deductions $707,016 $774,350
their return journeys for freighting the coffee to the New Net income available for dividends, replace
York and European markets. Up to the end of the year ments and depreciation $2,175,676 $2,207,334
Dividends on preferred stock* 960,000 960,000
there had been purchased and shipped from Rio de Janeiro
and Santos 278,400 bags of coffee, all of which have since Balance $1,215,676 $1,247,334
been disposed of in New York at prices materially in excess •Includes dividend requirement since May 1, 1913, on the $10,-
of the average exchange prices obtainable during the same 000,000 of additional preferred stock Issued as of that date.
period. The company now carries in its balance sheet coffee During the last fiscal year the earnings on stocks de
in store and in transit valued at $2,810,215. creased $81,686 and the interest and other earnings $17,306,
During the year a few of the outstanding shares of the giving a decrease of $98,992 in gross earnings. Expenses
Rio de Janeiro Tramway, Light & Power Company, Ltd., and taxes, however, decreased $10,192 and interest charges
and the Sao Paulo Tramway, Light & Power Company, Ltd., $57,143, so that the net income available for dividends,
were acquired, and a large controlling interest was secured replacements and depreciation decreased only $31,657. Of
in the Companthia Rede Telephonica Bragantina, a tele the amounts standing to the credit of surplus accounts of
phone company carrying on business throughout the State subsidiary companies there are accruing to the holding
of Sao Paulo. This is said to be a very desirable acquisition, company as of June 30, 1915, undistributed earnings of
in view of the telephone business carried on by the Rio de $2,695,672.
Janeiro company.
According to a report for 1914 prepared by F. S. Pearson, Bay State Street Railway, Boston, Mass.—The Massa
the late president of the company, the only department of chusetts Public Service Commission has granted its permis
the Rio de Janeiro division which failed to show an increase sion for the Bay State Street Railway to issue $1,281,900
of earnings in Brazilian currency was the tramways. There of 6 per cent cumulative first preferred stock at $112 to
was little extension of the tramway lines, but during the provide for the company's floating debt.
 420 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10
Binghamton (N. Y.) Railway.—The Public Service Com Railway, made by P. J. Kealy. The earnings of these rail
mission for the Second District of New York has author ways for the fiscal year ended May 31, 1915, were $6,805,-
ized the Binghamton Railway to issue $90,000 of equipment 163 as compared to $6,974,815 for the preceding year. This
trust certificates, maturing serially in semi-annual periods decrease, less than 2.5 per cent, is said to be caused by the
and bearing 6 per cent interest. The proceeds will be used general industrial depression existing throughout the coun
to. purchase twenty new double-truck steel cars to cost try, which affected all public utilities, and by the jitney
$118,503, the company paying $28,503 in cash. competition. Such competition in Kansas City is rapidly
Birmingham, Ensley & Bessemer Railroad, Birmingham, disappearing and should affect the earnings slightly, if at
Ala.—On Aug. 24 Judge W. I. Grubb at Birmingham or all, during the remainder of the current year. Mr. Kealy
dered a foreclosure sale of the Birmingham, Ensley & Bes says that the net earnings, after payment of operating ex
semer Railroad. The amount due for principal and in penses (including taxes, maintenance and renewals), will
terest on the company's bonds is said to be $2,831,230. Pre continue to be sufficient to pay 6 per cent on the capital
vious reference to the receivership of this company was value of the property, both in Missouri and Kansas, and
made in the Electric Railway Journal of Sept. 19, 1914. leave a substantial surplus for the city under the new
franchise.
Boise Valley Traction Company, Boise, Idaho.—The
Boise Valley Traction Company, recently incorporated in Kentucky Traction & Terminal Company, Lexington, Ky.
Maine with a capital stock of $1,000,000, is said to be the —The gross earnings of the Kentucky Traction & Terminal
holding company of the Idaho Traction Company properties Company for the year ended June 30, 1915, were $811,628
in Boise, Caldwell, Nampa and other cities in western Idaho. as compared to $782,271 for the preceding year. Other
It is expected that as soon as possible all of the properties figures of earnings follow: Net earnings—1915, $379,225;
of this company will be transferred to the Boise Valley 1914, $369,762; other income—1915, $28,288; 1914, $32,022;
Traction Company. bond interests—1915, $203,805; 1914, 201,934; sinking fund
and taxes—1915, $33,424; 1914, $43,249; surplus—1915,
Burlington County Transit Company, Hainesport, N. J. $170,284; 1914, $156,600.
—The total passenger receipts of the Burlington County
Transit Company for the year ended June 30, 1915, were Macon Railway & Light Company, Macon, Ga.—The
$67,939 as compared to $64,905 in the preceding year, an Georgia Railroad Commission on Aug. 24 denied the peti
increase of $3,034. Other income decreased from $5,839 in tion of the Macon Railway & Light Company to increase
1914 to $5,161 in 1915; while the expenses for operation, its rates for electric light and power service in Macon. The
repairs and renewals were $66,940 in 1915 and $72,735 in commission calculated a return of 6.32 per cent on the esti
1915, a decrease of $5,794. The balance on hand June 30, mated value of the property and working capital after the
1915, was $7,284, of which $5,000 was for the depreciation deduction of depreciation.
and surplus account and $1,000 for tax reserve. New York (N. Y.) Railways.—The directors of the New
York Railways have taken action on the semi-annual inter
Cleveland (Ohio) Railway.—The operating report of the est on the 5 per cent adjustment income bonds for the six
Cleveland Railway for July shows a deficit of $17,531, the months ended June 30. It has not been announced what the
first deficit since the penny charge for transfers has been statement of income submitted to the board showed avail
in effect. This reduces the interest fund to $487,811. June, able for the income bonds, because the matter has been re
the first month that the company's increased operating ferred to an arbitration committee for final adjustment. The
allowance of 6 cents per car mile was in operation, showed men appointed as arbitrators are H. H. Porter, of Sanderson
a surplus of only $2,939. & Porter; James Marwick, of Marwick, Mitchell, Peat &
Halifax (N. S.) Electric Tramway, Ltd.—The total earn Company, and W. G. Ross, of Montreal. This is the third
ings of the Halifax Electric Tramway, Ltd., for the calen time that this matter has gone to a board of arbitration. In
dar year 1914 were $645,241 as compared to $605,933 in the corresponding six months last year, 1.288 per cent was
1913. Of these totals street railway receipts made up paid. It is reported that the amount for the first six months
$319,880 in 1914 and $301,771 in 1913. The operating ex of 1915 may be in the neighborhood of 1.75 per cent.
penses and taxes were $375,123 in 1914 and $337,010 in Otsego & Herkimer Railroad, Cooperstown, N. Y.—
1913, with bond interest $30,000 each year, leaving net Judge G. W. Ray on Aug. 21 in the United States District
earnings applicable to dividends of $239,818 in 1914 and Court at Norwich appointed C. H. Lewis, Syracuse, and
$238,924 in 1913. The number of passengers carried in James J. Bayard, Cooperstown, as receivers of the Otsego
creased from 6,876,003 in 1913 to 7,316,727 in 1914, and the & Herkimer Railroad. The appointment was made on the
car-miles from 1,275,527 in 1913 to 1,370,430 in 1914. The application of Babcock & Wilcox, Philadelphia, Pa., cred
expenditures for capital purposes during 1914 amounted to itors. This company operates 65.66 miles of single track
$41,864. Dividend payments totaled $112,000. connecting Oneonta, Cooperstown, Richfield Springs, Mo
Interborough Rapid Transit Company, New York, N. Y.— hawk and Herkimer.
The board of directors of the Interborough Rapid Transit Philadelphia & Western Railway, Upper Darby, Pa.—It
Company has declared a quarterly dividend of 5 per cent, is reported that almost the entire holdings of the Sheldon-
payable on Oct. 1, to stock of record on Sept. 22, making Kobusch interests in the Philadelphia & Western Railway
a total of 20 per cent for the fiscal year. This is equivalent have been taken over by a syndicate which believes the
to last year's payments, but in that year there were regular company has a promising future. These holdings included
dividends of 10 per cent and two extra dividends of 5 per orignally all the $2,000,000 of preferred stock and $1,600,-
cent each. It is understood that the dividend hereafter will 000 of the $4,000,000 of common stock, being a majority of
be on a regular 5 per cent quarterly basis. At the meeting the total $6,000,000 of stock issued. For some time there
of the board of the new Interborough Consolidated Cor has been increased activity at advancing prices in the stock
poration, the holding company for the subway corporation, a of this company. It is said that Edward B. Smith & Com
quarterly dividend of 1% per cent on the preferred was pany and Brown Brothers & Company are interested.
declared, payable on Oct. 1 to stock of record on Sept. 10. Public Service Corporation of New Jersey, Newark, N. J.
This is the second quarterly dividend paid by the new com
pany. The preferred stock of the old Interborough-Metro- —The gross increase in total business of the Public Service
politan Company still outstanding can share in the dividend. Corporation of New Jersey for July was $119,972, or an
increase of 4 per cent. The balance available—after pay
Kansas City Railway & Light Company, Kansas City, ment of operating expenses, fixed charges, sinking fund
Mo.—The managers of the Kansas City Railway & Light requirements, etc.—for amortization, dividends and surplus
Company reorganization, noted in the Electric Railway was $267,201. The increase in surplus available for divi
Journal of Aug. 21, have issued a statement regarding the dends over the corresponding period in 1914 was $37,150.
new street railway franchise and the valuation and the For the seven months ended July 31 the gross increase in to
earnings of the street railway and lighting properties in tal business was $751,808, an increase of 3.7 per cent. The
Kansas City. This statement gives a report on the earn balance available for amortization, dividends and surplus
ings of the Metropolitan Street Railway, the Kansas City was $1,864,643. The increase in surplus available for divi
Elevated Railway and the Kansas City & Westport Belt dends was $186,746.
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 421

Winnipeg (Man.) Electric Railway.—The London Stock

Exchange has listed an additional £400,000 of 4% per cent Traffic and Transportation
perpetual consolidated debenture stock of the Winnipeg
Electric Railway, making a total listed of £900,000. JITNEY JOTTINGS
DIVIDENDS DECLARED Public Service Commission of the District of Columbia
Brooklyn (N. Y.) Rapid Transit Company, quarterly, 1% Decides Buses Are Common Carriers
per cent. In the matter of the jurisdiction of the Public Utilities
Connecticut Valley Street Railway, Greenfield, Mass., 3 Commission of the District of Columbia over motor-bus
per cent, preferred. lines and similar common carriers the commission on Aug.
Frankford & Southwark Pasenger Railway, Philadelphia, 28 issued the following order:
Pa., quarterly, $4.50. "Under authority of the law and regulations relating to
Second & Third Streets Passenger Railway, Philadelphia, street traffic in the District of Columbia and of licenses duly
Pa., quarterly, $3. issued by the commissioners of the District of Columbia,
Washington Railway & Electric Company, Washington, certain persons, firms and corporations have undertaken
D. C, quarterly, 1% per cent, preferred; quarterly, 1% the operation of motor buses and other motor vehicles along
per cent, common. certain defined routes in the District of Columbia for the
transportation of persons for hire.
ELECTRIC RAILWAY MONTHLY EARNINGS "It now appears to the commission that the motor bus
BATON ROUGE (LA.) ELECTRIC COMI'ANY and motor vehicle service has become established as an
Operating Operating Operating Fixed Net important means of transportation to the public. The
Period Revenues Expenses Income Charges Income Public Utilities Law defines the term common carrier as
lm.,June, '15 $15,409 »$8,766 $6,443 $2,169 $4,274 follows :
1 " 't '14 15,603 9,590 6,013 2,069 3,944 " 'The term "common carrier" when used in this section
12 15 180,955 *110,823 70,132 25,226 44,906 includes express companies and every corporation, street
12 14 175,937 *114,882 61,055 25,286 35,769
DALLAS (TEX.) ELECTRIC COMPANY railroad corporation, company, association, joint-stock com
pany or association, partnership, and person, their lessees,
lm.,
1 June, '13
14 $133,277 '$87,213 $45,364
177,620 •105,888 71,732 $30,541
32,313 $14,823
39,419 trustees, or receivers, appointed by any court whatsoever,
12 15 1,968,304 •1,145,474 822.830 366,608 456,222 owning, operating, controlling, or managing any agency or
12 " " «4 2,279,271 •1,342,137 937,134 290,455 646,679 agencies for public use for the conveyance of persons or
EASTERN TEXAS TRACTION COMPANY. DALLAS, TEX. property within the District of Columbia for hire.'
lm.June, '15 $58,585 •$31,325 $27,260 $8,714 $18,546 "The commission is of the opinion that this provision of
1" " '14 58,251 »34,201 24,050 8,352 15,698 law includes any person, firm or corporation operating any
12 15 672,518 »385,290 287,228 104,567 182,661
12 14 602,879 «381,490 221,489 78,160 143,329 public motor-bus or motor vehicle for hire or for the trans
GALVESTON-HOUSTON ELECTRIC COMPANY, GALVESTON, portation of passengers in the District of Columbia with
TEX. sufficient regularity to enable the public to take passage
lm., June, '15 $165,029 •$106,185 $58,844 $28,639 $30,205 therein at any point intermediate to the stable or stand
of such vehicle or operating such vehicle over a route
121 14 2,185,512
15 221,694 •1,241,232
'llO^l 111,413 28,146 597,761
944,280 346,519 83,267
sufficiently definite to enable the public to ascertain the
12 14 2,457,051 •1,374,886 1,082,165 362,068 720,097
streets and avenues on which such vehicles can be found
HUDSON & MANHATTAN RAILROAD, NEW YORK, N. Y. en route.
lm.June,
1 '15
14 $444,458
456,181 '$193,753
•215,873 $250,705
240,308 $213,061
210,519 $37,644
29,789 "In pursuance of this opinion and of all the facts devel
6 15 2,768,623 '1,165,495 1.603.12S 1,269,690 333,438 oped the commission decides that the following named per
6 14 2,841,111 '1,198,482 1,642,829 1,250,688 391,941 sons, firms or corporations, operating motor buses or motor
JACKSONVILLE (FLA) TRACTION COMPANY vehicles over defined routes in the District of Columbia are
lm., June, '15 $50,5 17 '$35,921 $14,596 $14,593 $3 engaged in the business of common carriers within the
1 14 59,531 '40,570 18,961 12,492 6,469 meaning of the Public Utilities Law and are therefore
12" " '15 645,283 '444,568 197,715 166,043 31,672 within the jurisdiction of the Public Utilities Commission:
12 14 730,804 '423,422 267,382 154,503 112,879
Arlington Barcroft Auto Company, Baltimore & Washing
KEOKUK (IOWA) ELECTRIC COMPANY ton Boulevard Motor Company, Inc., Employees of Southern
lm.,June, '15 $1S,957 '$12,854 $6,103 $1,824 $4,279 Railway at Potomac Yards, Va., Mrs. C. M. Singleton Jack,
1" " '14 21,381 '13,549 7,832 2,185 5,647
12 " " '15 241,219 '161,576 79,643 22,448 57,195 Jitney Bus Company, Inc., Thomas M. Nolan, Mrs. Agnes
12 15 248,846 »154,123 94,723 31,391 63,332 W. Maher, James M. Swain, Stein, Harris & Dulcan, Vir
KEY WEST (FLA.) ELECTRIC COMPANY ginia Auto Service Company, Inc., and Selina M. Wright.
lm.June. '15 $9,259 '$6,690 $2,569 $2,564 $5 "It is therefore ordered:
1" " '14 10,837 '6,918 3,919 2,556 1,363 "(1) That the above named individuals and corporations
12" " '15 122,637 «87,223 35,414 30,711 4,703 and such other individuals and corporations as now or may
12" " '14 139,808 »83,587 56,221 30,709 25,512
NORTHERN OHIO TRACTION & LIGHT COMPANY, hereafter engage in the business of common carriers de
AKRON, OHIO scribed above shall comply with all the requirements of the
lm.,July, '15 $371,736 $219,703 $152,032 $51,804 $100,228 Public Utilities Law applicable to them.
1 14 351,658 206,169 145,489 50,848 94,640 "(2) On or before Sept. 10, 1915, the said persons shall
7" " '15 2,128,387 1,321,350 807,037 360,269 446,768 submit the following reports: (a) A statement of the num
7 14 2,073,359 1,265,804 807,554 352,683 454,871 ber of vehicles operated and the make, type and seating ca
NORTHERN TEXAS ELECTRIC COMPANY, FORT WORTH, pacity of each vehicle so used, (b) A statement of the route
TEX. or routes covered in each case, (c) A copy of the schedule
lm.,June, *15 $134,4S4 »$89,537 $44,947 $24,868 $20,079 on which the buses are operated.
121 14 181,432 •1,057,071
15 1,819,725 «97,551 762,254
83,881 291,378
23,179 470,876
60,702 "(3) That the said individuals and corporations shall sub
12 14 2,161,691 '1,211,551 950,140 276,002 674,138 mit such other reports, special or periodic, as may now or
REPUBLIC RAILWAY & LIGHTING COMPANY, NEW hereafter be required by law or by the orders of the Public
YORK, N. Y. Utilities Commission."
lm.,June, '15 $246,691 '$155,948 $90,743 $57,550 t$33,634 The first step in the new legal fight against the jitney
1 14 247,828 '152,256 95,572 56,838 J39,091 ordinance in Philadelphia, Pa., was taken when counsel
6 15 1,456,919 '916.303 540,616 341.836 tl99,545 representing the South Philadelphia, the Philadelphia Jit
6 14 1,495,732 '929,107 666,625 336,025 *231,307
SAVANNAH (GA.) ELECTRIC COMPANY. ney Associations and the Union Motor Bus Company filed
a bill in Common Pleas Court No. 4 asking an injunction
lm.June,
1" ■' '15
'14 $63,750
73,014 '$41,848
'49,122 $21,902
23,892 $21,305
20,980 $5972
2,91 to restrain Director of Public Safety Porter and the Police
12 15 813,075 '526,557 286,518 257,344 29,174 Department from enforcing the jitney ordinance. If the
12 14 848,180 '564,169 284,011 253,782 30,229 jitney men succeed in getting a new injunction they will
•Includes taxes. (Includes non-operating income. be able, they say, to furnish the $2500 bond to keep it in
 422 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10
force. This they failed to do when Judge Sulzberger sus INQUIRING INTO NIAGARA FALLS ACCIDENT
pended enforcement of the ordinance until Sept. 20, result
ing in the preliminary injunction being vacated by the Nothing which would tend to show criminal negligence on
court. City Solicitor Ryan has sent two opinions to Di the part of E. J. Dickson, vice-president of the Interna
rector of Public Safety Porter clearing up the legal status tional Railway Company, Buffalo, N. Y., was brought out
of two new matters the jitney situation has brought to on Sept. 1 at the first day's hearing before Magistrate
light. These opinions, prepared at the request of the De Campbell in the Police Court at St. Catharines, Ont. Mr.
partment of Public Safety, established the following: Dickson is under bonds of $10,000 charged with criminal
That motor companies which claim exemption from the negligence as the result of the fatal accident at Queenstown,
requirements and restrictions of the July ordinance regu Ont., on July 7. Mr. Dickson was represented by M. J. Mc-
lating the operation of jitneys, on the ground that they Carram, St. Catharines, Ont., and Frederick A. Chormann,
are running omnibuses and not jitneys, are subject to all Niagara Falls, N. Y., of counsel for the railway. The prose
the terms of the omnibus ordinance of 1907, and can be cution was presented by Crown Attorney Michael Drennan
prosecuted for any violation thereof; that the operations of the Province of Ontario, Canada.
of the Cottar Motor Bus Company, which runs four large On the first day of the hearing about a score of witnesses
cars in Germantown and other points, largely over routes were called, among them being members of the car crew and
not traversed by trolley or other transportation lines, are other motormen and conductors, who testified that the brakes
not in violation of any existing ordinances, and hence are on the car were in good working order on the day of the
not being favored, as some of the jitney men have charged. disaster and that the accident was due to slippery rails
The City Council of Camden, N. J., has received a com caused by the heavy rain and the overcrowded condition of
munication from the granges at Moorestown, Medford and the car. E. H. Henning, superintendent of interurban
Marlton, N. J., protesting against conditions at the Penn lines of the company, identified certain drawings of the scene
sylvania Railroad ferries at Camden, due to the large num of the wreck and the fatal curve. He said the car had been
ber of jitneys that occupy the highways there. They say in constant use on the day of the accident and never before
this congestion interferes with the teams on their way to gave any trouble on the steep incline leading from Queens-
Philadelphia markets. The communication has been re town Heights to the lower level of the Niagara Gorge. He
ferred to the Street Committee. was asked if there was any device which might have been
E. F. Seixas, general manager of the Niagara, St. Cath placed on the track at the dangerous curve which would have
arines & Toronto Railway, St. Catharines, Ont., Can., with tended to lessen the danger from disaster in case a car left
lines from the north to the sound end of Niagara Falls, the tracks. He replied in the negative and explained that
Ont., has filed a protest with the city authorities against probably nothing could be done to check the speed of the
the jitney service inaugurated over the same route by pri car or prevent it from leaving the tracks if the motorman in
vate individuals. The City Council is now preparing a charge had lost control. Replying to the question if there
jitney ordinance to deal with this new form of transporta was a safety switch at the point in question, Mr. Henning
tion. said that because of the great speed of the car the chances
An ordinance regulating the use of jitneys in Emporia, are that the accident would still have happened even if a de
Kan., has been passed by the City Commissioners. The rail had been installed. Other witnesses who were called
ordinance gives the city power to revoke drivers' permits testified that the roadbed was in perfect condition at the
if any provision is violated. The ordinance prohibits the point of the accident and that there were no apparent de
drivers from smoking when carrying women passengers, fects in the rails.
from excessive overloading of cars, and permits may be It was expected the hearing would continue for several
revoked for drunkenness or for any misconduct that in the days. The court has no jurisdiction to punish the defendant,
judgment of the commissioners renders the drivers unfit to but merely to decide whether or not there is sufficient evi
operate a car. dence to show criminal negligence to hold Mr. Dickson for
An interesting turn has been given to the jitney in El- the grand jury.
wood, Ind., where some drivers of jitney buses petitioned On Sept. 3 Mr. Dickson was absolved from blame for the
the City Council to fix an annual license fee for all drivers Queenstown accident by Magistrate Campbell.
of jitneys, taxicabs or other vehicles for hire, and for Fare Increase Petition Withdrawn.—The Berkshire Street
placing each driver under a $2,500 bond. This ordinance Railway, Pittsfield, Mass., has withdrawn its petition to the
has been passed, with the support of the jitney operators, Public Service Commission of Massachusetts for permission
who, it is said, favored it because it will tend to lessen to increase the fares on its system. According to C. Q.
competition from farmers who come into town on Satur Richmond, general manager, the company is studying va
days and hang jitney signs on their cars. Elwood is in rious electric railway fare systems and will ultimately file
Madison County, Indiana, on one of the electric railway another petition.
lines.
Provisions of the city ordinances in pamphlet form as Railway in Safety-First Exhibit at State Fair.—The
to operation of jitney buses are being distributed to jitney Columbus Railway, Power & Light Company, Columbus,
operators by the traffic police of Nashville, Tenn. A dele Ohio, is well represented in the safety-first exhibit at the
gation of jitney owners which complained to Mayor Ewing Ohio State Fair. Among other things the company has
was informed that the city could do nothing but enforce on display a series of photographs, showing how easily in
the law as it stood and that the owners should petition the juries may be received in boarding and alighting from cars,
city commission for such relief as they desired. in crossing the tracks both before and behind cars and in
Jitney buses are on the decline in Louisville. One con many other ways.
cern, which fitted up elaborate cars, appears to have quit Night Freight Service in Cleveland.—The Cleveland,
operation as several of the cars have been hauling lumber. Southwestern & Columbus Railway, Cleveland, Ohio, is
Louisville's Board of Public Safety has undertaken to de planning to begin hauling freight next spring in a limited
termine whether such of the jitney buses as are in opera way, under an ordinance passed on Dec. 9, 1912, in Cleve
tion there are carrying more passengers than capacity. One land, which allows freight cars to pass over the streets
provision of the ordinance which governs the operation of between the hours of 10 p. m. and 3 a. m. The service has
these carriers limits the number of passengers which may not been established heretofore because of the financial de
be carried to the seating accommodations. It is stated pression which followed shortly after the ordinance was
that the practice of overloading is common with the few enacted.
machines still in the service. Accident Responsibility in Fort Wayne.—According to a
E. W. Allen, Assistant Attorney General of the State of report of the safety-first committee of the Fort Wayne &
Washington, has ruled that a company which has written Northern Indiana Traction Company, Fort Wayne, Ind., 50
a bond for a jitney bus may be released from liability on per cent of all accidents are due to the negligence of the per
the same terms and conditions as prescribed by law for the sons injured. During the last five months eighty-two per
release of individual sureties upon any bond or undertaking. sons have been injured in automobile accidents on the lines
Should such bond be cancelled the permit of the jitney bus of the company. In forty-two of these cases the automobiles
operator would be automatically revoked until a second ran into the street cars and in forty cases the street cars
bond has been filed. ran into the automobiles.
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 423

New Seattle Publication Christened.—The Puget Sound

Traction, Light & Power Company, Seattle, Wash., has an Personal Mention
nounced that Electrogram has been selected from thousands
of names submitted in a contest recently closed, to supplant Mr. O. A. Waller has been appointed to succeed Mr. James
the original title, What's Its Name, adopted temporarily for L. Adams as superintendent of the North and East divisions
the new weekly publication of the company. As stated in of the Denver (Col.) Tramway.
the Electric Railway Journal of Aug. 28, page 371, the Mr. U. E. Coons has succeeded Mr. A. E. Anderson as
paper will be devoted largely to street railway news and chief engineer of the power station of the Oskaloosa Trac
general items of interest to the travelling public. tion & Light Company, Oskaloosa, la.
One-Man Cars in New Albany.—Inroads made on the Mr. K. R. Hobbe has been elected secretary of the Cen-
company's earnings by the jitney buses in New Albany, tralia & Central City Traction Company, Centralia, 111., to
Ind., are assigned by the Louisville & Northern Railway succeed Mr. John Langenfeld, who continues with the com
& Lighting Company as the reason for taking off the con pany as treasurer.
ductors on the cars of the Main Street line. Fare boxes Mr. John C. Mac Bean, Philadelphia, Pa., has been
have been restored to the forward ends of the cars as they elected president of the St. Petersburg & Gulf Railway,
were before the Insull interests took over the local prop St. Petersburg, Pa., to succeed Mr. William C. McClure,
erty. The company hopes to be able to continue the con Peoria, 111., who has been elected vice-president.
ductors on the other lines of the city. At least thirty jit Mr. A. C. Flint has been appointed superintendent of
neys are operating in New Albany, a town of about 25,000. transportation of the Cleveland, Painesville & Eastern
The Augusta-Aiken Fare Increased.—According to the Railroad, Willoughby, Ohio, to succeed the late J. C. Espy.
decree of the Railroad Commission of South Carolina, the Mr. Flint was formerly superintendent of the eastern divi
order authorizing an increased passenger rate on the line sion of the company, which office will probably be discon
of the Augusta-Aiken Railway & Electric Corporation be tinued.
tween Augusta and Aiken was to become effective on Sept. Mr. M. F. Flatley, formerly with the Empire United Rail
1. The order, increasing the fare between Augusta and ways, Inc., at Newark, N. Y., was recently appointed mas
Aiken from 25 cents to 40 cents was granted in December, ter mechanic of the Northwestern, Martinsville and Craw-
1914, by the Railroad Commission, and it was to go into fordsville divisions of the Terre Haute, Indianapolis &
effect on Jan. 1, 1915. However, a postponement was Eastern Traction Company to succeed Mr. L. W. Hayes,
granted until June 1 and at that time the Railroad Com now connected with the Mesaba Railway, Virginia, Minn.
mission ordered that the new rates be further postponed Mr. John Fleming, storekeeper of the Capital Traction
for three months—making Sept. 1 the date on which the Company, Washington, D. C, since January, 1909, has been
order was to become effective. appointed purchasing agent of the company. Mr. Fleming
Safety First at Kentucky State Fair.—The safety-first was born in Reading, Pa., on Nov. 10, 1876. He attended
propaganda will be carried directly to the Kentucky people the public schools in Philadelphia, Pa., and Washington,
who attend the Kentucky State Fair during the middle of D. C, and entered the machine shop of the Capital Traction
September by the Louisville Railway. The company will Company, then the Washington & Georgetown Railroad, in
erect a signboard adjoining the pay-as-you-enter inclosure. 1893. A year later he was transferred to the general offices
The signboard, 6 ft. x 10 ft. in dimensions, will be illumi as stenographer arid clerk. In January, 1909, he was ap
nated with reflectored lights which will make it and its pointed storekeeper of the company.
contents useful night and day, an important feature inas Mr. Howard A. Loeb, chairman of the executive commit
much as there are night sessions at the fair grounds. At tee of the Pennsylvania Lighting Company, Shamokin,
the top of the board will be painted the two words, "Safety Pa., and of the Kentucky Traction & Terminal Company,
First," and underneath will be tacked the various poster Lexington, Ky., has been elected to the presidency of the
cards which the company has been making use of for a Tradesmen's National Bank, Philadelphia, Pa., succeeding
year or more in its cars and elsewhere. his father, the late August B. Loeb. The new president is
Suppressing the Rowdy in New York.—Chief Inspector only forty years old. After his graduation from the en
Max Schmittberger has reported to Police Commissioner gineering department of the University of Pennsylvania,
Woods of New York City regarding the arrests this summer Mr. Loeb accepted a position with a contracting engineer
of rowdies on the street, elevated and subway trains. The ing firm. In 1907 he went to the Tradesmen's National
report shows an increase in the number of arrests over last Bank as vice-president.
summer, but it is pointed out that this is really due to the Mr. James L. Adams, superintendent of the North and
increase in the number of policemen engaged in suppressing East divisions of the Denver (Col.) Tramway, has resigned to
rowdies. During the summer, up to Aug. 30, 1071 arrests assume the vice-presidency and management of the Crown
were made for disorder in public conveyances, against 622 Hill Cemetery Association, which includes the Denver &
in 1914. In every inspection district there are now at least Crown Hill Railway. Mr. Adams entered the employ of
four men assigned to plain clothes duty on days when travel the Denver Tramway on June 15, 1890, as a clerk under
is heavy, to arrest disorderly persons. Inspector Schmitt Mr. John C. Curtis, then auditor. In 1893 he was appointed
berger says that in connection with the efforts to suppress to a clerkship under the North division superintendent.
the rowdy, the magistrates are giving every support and From there he was transferred to the South division and
rarely are prisoners discharged without a fine. thence to the West division. He then took charge of the
Retaliation Threatened in Boise.—The separation of the clerical work at the East division carhouse. After spending
lines of the Boise Railroad and the Idaho Traction Company some months at the East division, he was called to the
and the refusal of the Boise Railroad to honor transfers of auditing department, and became general timekeeper. Here
the other company have resulted in complications which may he remained for three years, and until he was appointed
be followed by resort to the courts. According to an opinion superintendent of the West division. From December, 1900,
handed down by the assistant attorney general of the State to October, 1901, he continued in this capacity, when he was
there is no authority in the act creating the Public Utilities placed in charge of the East division. In November, 1902,
Commission for that body to compel the companies which Mr. Adams was transferred to the North division.
have been segregated to honor transfers issued by each OBITUARY
other. Despite this the chairman of the commission announced Dr. Joseph J. Higgins, attending surgeon of Fordham
that he would entertain a complaint on behalf of the city. Hospital and former surgeon of the Metropolitan Street
As a consequence the city officials have entered a com Railway, New York, N. Y., is dead. Dr. Higgins was born
plaint with the commission. Mayor Robinson is even
reported to have said that if the city fails by this measure in Terryville, Conn., in 1868.
to secure the transfer privileges which it is set on exacting Jacob G. Metcalfe, former president of the Mexican Inter
from the companies the city will as a last resort modify the national Railway, a director of the London Underground
stringent jitney ordinance passed some time ago and throw Railway, London, England, and recently consulting railway
the city open to the jitney operators on a basis so liberal expert for Speyer & Company, bankers, New York, died
as to insure competition by jitneys with both companies. on Aug. 31 at Pocono Summit, Pa., in his sixty-seventh year.
 424 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

TRACK AND ROADWAY

Construction News 'Jasper, Ala.—Plans are being considered to construct
an interurban railway from Jasper to Birmingham, via
Construction News Notes are classified under each head Ensley, about 35 miles. L. B. Musgrove, Jasper, is in
ing alphabetically by States. terested.
An asterisk (*) indicates a project not previously Argenta (Ark.) Railway.—A notice of the surrender of
reported. its charter has been filed by this company in the office of
RECENT INCORPORATIONS the Secretary of State. The company has been consoli
Nashville & Eastern Electric Railway, Nashville, Tenn.— dated with the Inter-City Terminal Railway, the incorpora
Incorporated in Tennessee to construct a line from Leb tion of which was noted in the Electric Railway Journal
anon to Smithville, via Watertown, Alexandria and Lib of July 10. C. C. Kavanaugh, president.
erty, about 35 miles. It is reported that the Nashville, Pacific Electric Railway, Los Angeles, Cal.—Plans are be
Chattanooga & St. Louis Railway will build the line. ing considered by this company to build a loop line in Up
Capital stock, $10,000. Incorporators: Charles Edwards, land. According to the plans, the line would start from the
Dibrell Dinges, Guy Davis, G. C. Puckett and T. W. Wade. Mountain Avenue crossing of the San Bernardino-Los An
[Aug. 28, '15.] geles line extending north on Mountain Avenue to the San
FRANCHISES Antonio Park line.
Marin County Electric Railway, Mill Valley, Cal.—This
Los Angeles, Cal.—A franchise for electric railway lines company has filed with the California Railroad Commission
on San Pedro Street from Thirtieth Street to South Park an application for a supplementary order extending the
Avenue, on South Park Avenue to Slauson Avenue and on time in which it may sell its stock until April 1, 1916.
South Park Avenue to Manchaster Avenue will be offered [July 17, '15.]
for sale by the Council on Sept. 8.
Connecticut Company, New Britain, Conn.—Work will be
Los Angeles, Cal.—The Pacific Electric Railway has begun at once by this company on the construction of an
asked the Council for a franchise to construct and operate extension through the northwest section of New Britain.
a single-track line on certain portions of Figueroa Street, All material for the construction has been ordered. The
Denver Avenue, Hoover Street, Menlo Avenue and Ver company will pave between the rails and 2 ft. outside with
mont Avenue. The sale of this franchise has been adver amiesite, except in Myrtle Street, which will be perma
tised for Sept. 8. nently paved next year.
Forest Park, 111.—The village of Forest Park, 111., acting Boise Valley Traction Company, Boise, Idaho.—The Boise
under the commission form of government, has granted a Valley Traction Company, for which articles of incorpora
franchise to the Chicago & West Towns Railway, subject tion were filed with the Secretary of State of Maine show
to the approval of the voters at a special election to be ing a capital stock of $1,000,000 is reported to have been
held on Sept. 7. The franchise covers the streets which organized to be the holding company of the Idaho Traction
are in use by the company with the addition of Harlem Company properties in Boise, Caldwell, Nampa and other
Avenue between Madison and Sixteenth Streets. The fran cities in western Idaho. Franklin B. Ferguson, Brooklyn,
chise includes the usual paving requirements, and all new N. Y., president. [Aug. 28, '15.]
poles must be of iron and steel. No provision is made for
a 5-cent fare beyond the limits of the company's own lines. Alton, Granite & St. Louis Traction Company, Alton, 111.
A bond of $50,000 is required of the company for its faith —New ties and rails will be laid by this company on the
ful execution of the franchise. south end of its Second Street line and new rails on the
north end of the line, following the repairing and repaving
Lincoln, 111.—The Council has set Sept. 21 as the date of the street.
for a special election to submit to the voters the franchise Lee County Electric Railway, Amboy, 111.—This company
for the Lincoln Railway & Heating Company. plans to change the location of its tracks in Amboy and
Peoria, 111.—The Peoria Railway has received a fran abandon its line on Main Street in favor of a line from
chise from the Council to lay a double track on Frye Ave Binghamton to Blackstone Street parallel to the tracks of
nue from Wisconsin Street to Pacific Street, Peoria. the Burlington Railway & Light Company. This new line
Shreveport, La.—The Shreveport Railways has received will give the company direct connection with both the Illinois
a franchise from the Council to double-track its Highland Central Electric Railway and the Burlington Railway &
Avenue-Fair Grounds line from Marshall to Creswell Light Company.
Streets on Stoner Avenue and from Stoner Avenue to the East St. Louis & Suburban Railway, East St. Louis, 111.
end of the present double track on Herndon Avenue, Shreve —This company has been ordered by the Council of Belle
port. ville to raise its tracks on East B Street, North Charles
New Bedford, Mass.—The Board of Aldermen of New Street and North Illinois Street and to replace its rails on
Bedford has adopted an order to revoke the franchise of West Main Street, Belleville.
the Union Street Railway to construct a railway on Union Fort Wayne & Northern Indiana Traction Company, Fort
Street from Second Street to Front Street, New Bedford, Wayne, Ind.—This company is repairing its track on Colum
on account of the failure of the company to construct and bia Street, Fort Wayne, between Clinton and Calhoun
operate such railway. A public hearing on the revocation Streets. Cars are being routed on other streets while this
of the franchise will be held on Sept. 22. work is in progress.
Westfield, Mass.—The Springfield Street Railway has Terre Haute, Indianapolis & Eastern Traction Company.
asked the Council for a franchise to relocate its tracks on Indianapolis, Ind.—This company has asked the supervisors
Mill Street, Westfield, from West Silver Street to Court of Wayne County, Ind., to allow it the responsibility of
Street. building a temporary bridge at Main Street, Richmond,
Buffalo, N. Y.—The Public Service Commission of the which will cost approximately $6,500, the company to pay
Second District has approved the franchise of the Inter one-third of this amount.
national Railway granting permission to lay tracks on Tri-City Railway, Davenport, Iowa.—Residents of Colona
Michigan Avenue and Ohio Street, Buffalo. Avenue, Moline, 111., have asked for an extension for that
Columbus, N. Y.—The Columbus & Mayville Railroad has thoroughfare. A committee has been appointed to take up
received a franchise from the Council to construct a rail the matter with the railway company.
way through Columbus Township. This is part of a plan Cumberland Traction Company, Edmonton, Ky.—Cars
to build a line from Jamestown to Clymer. C. P. Northup, which will operate on the line of this company, on which
Corry, Pa., president. [May 1, '15.] construction has been begun in Metcalfe County, Ky., will
Linnton, Ore.—O. M. Clark and associates have received be of the motor-driven type, each generating its own elec
a franchise from the Council to operate electric passenger tricity by means of an oil engine and a dynamo to sup
trains between Portland and Linnton on the St. Helen's ply the motors. The track, for a portion of the dis
road. [June 19, '15.] tance in Metcalfe County, will be laid in the center of the

-
 September 4, 1915] ELECTRIC RAILWAY JOURNAL 425

Glasgow and Edmonton road, conditional rights-of-way in the street and a year's extension was granted by the last
having been granted by county officials, pending action of Legislature.
the Fiscal Court. The line will be of standard gage Jamestown, West field & Northwestern Traction Com
throughout and will connect Edmonton with one of the pany, Jamestown, N. Y.—This company has been ordered
lines reaching down into that section. Though work has to remove the tracks on West Eighth Street across Fair-
been begun, the definite route has not been determined for mount Avenue, Jamestown. This track was laid by the
the whole distance and will, it is stated, depend upon the Chautauqua Lake Railroad Company twenty-three years
amount of stock subscribed by the sections through which ago for temporary purposes to obtain materials for con
various routes are projected. An engineer has been en structing that line.
gaged to direct the operations which are being begun under Interborough Rapid Transit Company, New York, N. Y.
L. J. Metcalfe, Elizabethtown, president. George H. —The contract for the construction of Section No. 2 of
Greenup, Elizabethtown, is vice-president and L. L. Route 29, the Nostrand Avenue branch of the Eastern
Greenup, secretary and treasurer. [Aug. 28, '15.] Parkway subway in Brooklyn, has been awarded to the
New Orleans Railway & Light Company, New Orleans, Dock Contractor Company, New York, for $1,692,371.
La.—Residents of upper South Claiborne Avenue have pre Durham (N. C.) Traction Company.—This company's ex
sented a petition to the Council asking that the New tension on Halloway Street, Durham, has been practically
Orleans Railway & Light Company be permitted to proceed completed and it is expected that cars will soon be operat
with the extension of the South Claiborne Avenue line from ing on the new line.
Broadway Street to Carrollton Avenue, New Orleans.
Goldsboro (N. C.) Street Railway.—Plans are under con
Bay State Street Railway, Boston, Mass.—The Massa sideration by this company for the extension of its line
chusetts Highway Commission has issued an order approv from Goldsboro to Seven Springs.
ing the new location and relocation of the tracks of the
company in Washington Street, from Hanover Street to South Fork-Portage Railway, Johnstown, Pa.—Work has
Lloyd Street, Lynn, and the relocation of the tracks of the been begun on the construction of this company's line from
company in Myrtle Street at Parker's turnout, Winter South Fork to Portage, 7 miles. The road has been graded
Street at Willis Street and Howard Street at Penny's turn almost the entire distance, rails are being laid at several
out, Saugus. places along the line and the work of constructing bridges
at various points along the right-of-way is now in progress.
Boston & Worcester Street Railway, Boston, Mass.— Robert Pearce, Portage, president. [May 15, '15.]
Work has been begun by this company relaying rails and
ties on Mechanic Street, Marlboro. The present 60-lb. rail Shenandoah, Frackville & Pottsville Railway, Pottsville,
is being replaced with 75-lb. rail. Pa.—Considerable progress has been made on this com
pany's line to connect St. Clair and Frackville. Over half
Massachusetts Northeastern Street Railway, Haverhill, of the line has been graded and the largest part of it has
Mass.—Work has been begun by this company repairing been completed with the exception of building several con
its tracks on Plum Island. crete bridges. It is expected that the road will be com
Worcester (Mass.) Consolidated Street Railway —This pleted this fall. [Aug. 7, '15.]
company is repairing its roadbed on Cameron Street, Clin 'Brownsville, Tex.—It is reported that upon the sub
ton. The company is replacing its ties and installing new scription and guarantee of a bonus of $75,000 by Browns
rail joints. ville citizens, A. A. Browne, president, and J. A. Browne,
Detroit, Almont & Northern Railway, Detroit, Mich.— vice-president, Rio Grande Railway Company, have agreed
A meeting has been held by Yale and Sandusky business to standard-gage its line from Brownsville to Point Isabel,
men to urge the extension of this company's lines to these 22 miles. It is also planned to connect the Brownsville
two cities. Street Railway with this interurban railway.
Twin City Rapid Transit Company, Minneapolis, Minn.— Houston, Richmond & Western Traction Company, Hous
Work has been begun on the construction of this company's ton, Tex.—The board of directors of the San Antonio Cham
extension of the Snelling-Minnehaha line to the new Twin ber of Commerce has indorsed a proposition for the con
City motor speedway. struction of an interurban railway between San Antonio
St. Paul Southern Electric Railway, St. Paul, Minn.— and Houston, Tex. The proposition was laid before the
Operation has been begun by this company from Hastings Chamber of Commerce by E. Kennedy, president of the
through the business district of St. Paul. The cars run Houston, Richmond & Western Traction Company on Aug.
over the lines of the St. Paul City Railway inside the city 26, asking for the indorsement of that body. The existing
limits of St. Paul. charter of the company, Mr. Kennedy said, would be
Springfield (Mo.) Traction Company.—This company has amended to include San Antonio and the capital stock in
ordered 176 tons of 60-lb. rail to be used on the relaying of creased to $250,000. [Aug. 28, '15.]
its track on Booneville Street. An additional order pro Lynchburg Traction & Light Company, Lynchburg, Va.—
vides for the installation oi new joints. It is stated that the Construction has been practically completed on this com
new track will cost approximately $60,000. The company pany's extension from the Fair Grounds to Fort Hill and it
expects to have the track laid by Oct. 1. is expected that cars will soon be placed in operation.
Public Service Railway, Newark, N. J.—Work has been Seattle-Tacoma Short Line, Seattle, Wash.—Owing to
begun by this company on the construction of a 1%-mile the failure of the promoters to complete this line, for which
extension to Carteret. The American Bridge Company has a franchise was granted to Merle J. Wightman and C. E.
received a contract for a 700-ft. viaduct in connection with Muckler in 1907, the city of Seattle may attempt to forfeit
this work. three deposits, aggregating $13,500, made by the promoters.
Salem-Pennsgrove Traction Company, Salem, N. J.—It Some work was done on the proposed line several years ago
is expected that the necessary funds to build this proposed but the promoters have not complied with the provision
electric railway between Salem and Pennsgrove will be ob that the line be completed within a certain time. The
tained within a short time and work begun at once. While franchise covers Fourth Avenue and Fourth Avenue South
the du Pont Powder Company will not build the road, a from Jefferson Street to Spokane Street, Seattle.
number of the individual members of the company will take SHOPS AND BUILDINGS
stock in the concern and it will be controlled by these men
and merchants and business people in Salem. It is believed Pekin (111.) Municipal Railway.—The City Council has
that the line, which will be 13 miles long, will carry con awarded the contract for the erection of the new carhouse
siderable freight. Arthur B. Smith, Salem, is interested. at Glenwood Avenue in the Rosedale addition to Pekin to
[Aug. 28, '15.] Fred Helfenstein for $1,796, and work will be begun at once.
International Railway, Buffalo, N. Y.—E. G. Connette, New York, N. Y.—The contract for the construction of
president of this company, announces that the directors of station finish on Section 2 of Routes Nos. 36 and 37, the
the system have decided to provide trolley service along Astoria elevated railroad in Queens, has been awarded by
Bailey Avenue on the east side. Tracks will be laid for part the Public Service Commission for the First District of
of the distance next year. The company has a franchise New York to Charles Meads & Company, New Yorio
 426 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 10

General Bakelite Company, New York, N. Y., has issued

Manufactures and Supplies a booklet, "Oxybenzylmethylenglycolanhydride, or Modern
Magic," dealing with the production of Bakelite. The pub
ROLLING STOCK lication is 6 in. wide by 3 in. high and halftones are used
to illustrate some of the many uses to which Bakelite is
City Railway, Pekin, 111., just received three new cars being put, among them for electrical instrument covers,
which will soon be placed in service. terminal blocks, commutators and armatures.
Cleveland (Ohio) Railway has submitted a request to the NEW PUBLICATIONS
City Council for authority to purchase eighty cars of the
front-entrance, center exit type. Purchasing. By C. S. Rindfoos. McGraw-Hill Book Com
Interborough Rapid Transit Company, New York, N. Y., pany, New York, N. Y. 165 pages. Cloth, $2.
has been authorized by the Public Service Commission of Electric railway purchasing agents should find in this
the First District of New York to use on its elevated lines volume a store of valuable and useful information. While
the 478 composite car bodies ordered by the commission to the examples cited and the forms exhibited do not often
be withdrawn from service in the subway. The car bodies apply with much force to electric carriers, the principles
with new trucks and electrical equipment will be placed in underlying all are clear and are applicable to purchasing
service on the Second and Third Avenue lines of the ele in this field. Important chapters deal with the questions
vated system, now being third-tracked and reinforced. of how to obtain the right article, the lowest price, prompt
delivery and favorable terms, and with the subjects of per
TRADE NOTES sonal qualifications, strategy and departmental organiza
M. B. Chase, formerly New York manager of the Sangamo tion. Of particular value is the chapter on the legal as
Electric Company, will represent the Stuart-Howland Com pects of purchasing, for it outlines lucidly and succinctly
pany, Boston, in the New England territory. the fundamental legal principles with which all purchasing
agents should be familiar, but which for lack of legal train
Cincinnati (Ohio) Car Company writes that the weight ing they too often know only in a haphazard way. The
of 16,800 lb., given for the Marshall (Tex.) steel car fn the author has not done wisely in omitting or treating only
issue of July 10, pages 72-73, is for the car without elec briefly the allied subjects of advertising, accounting, traffic
trical equipment. With electrical equipment the weight is and stockroom management. The importance of these sub
23,885 lb. jects in modern purchasing certainly makes them rank far
Westinghouse Electric & Manufacturing Company, West- above the question of a separate company for purchasing,
inghouse Machine Company and Westinghouse Lamp Com on which subject we suspect the writer has an ax to grind.
pany announce the removal of their Chicago offices to the Still the book has a good feature in its being the first ex
twenty-first floor of the Conway Building, Clark and Wash tended work in the field, if one can make himself oblivious
ington streets. to the overweening egotism of the author.
Esterline Company, Indianapolis, Ind., manufacturer of Public Utilities—Their Fair Present Value and Return.
"Golden Glow" headlights, has received an order for sixteen By Hammond V. Hayes. D. Van Nostrand Company,
SE-95 "Golden Glow" headlights from the Granite City New York, N. Y. 207 pages. Cloth, $2.
Railway Company, St. Cloud, Minn., which makes a com This valuable and comprehensive treatise is a companion
plete equipment for the cars on this property. to the author's "Public Utilities—Their Cost New and De
Hoeschen Manufacturing Company, Omaha, Neb., maker preciation," which deals with the methods to be used in
of highway crossing alarms, has recently been reorganized appraisals and the general principles underlying the de
and has moved its factory and office into larger quarters termination of fair present value as enunciated by courts
with the Paxton & Vierling Iron Works, at Seventeenth and commissions. The present volume takes up the ques
Street and Union Pacific tracks. This change has greatly tion of rates, fair value and fair return, and discusses the
increased the capacity of the factory and will facilitate the relation that should exist between public utilities and their
handling of future orders. F. K. Davis, until recently office patrons. Mr. Hayes states that the mutual obligations of
engineer in the signal department of the Grand Trunk at these two parties have been recognized only during recent
Montreal, has been appointed general manager, with head years, but that it is time for the radicals of each side to
quarters at Omaha. give way for a settlement of valuation controversies.
The most general conclusion that Mr. Hayes draws is to
Fibre Conduit Company, Orangeburg, N. Y., has recently the effect that the fair present value must be measured, as
received through its New England representatives, S. B. far as is possible, by the actual investment made in good
Condit, Jr., & Company, Boston, Mass., orders for the fol faith in property useful to the public. He notes, however,
lowing conduit installations: Worcester (Mass.) Consoli that the ascertainment of this fair present value is com
dated Street Railway, 150,000 ft. of 3% -in. socket joint; plicated by the necessity of finding such a value at the
Manchester (N. H.) Traction Company, 210,000 ft. of 3%-in. present time for new as well as for old enterprises. When
Harrington joint; Hartford Electric Light Company, Dutch he first suggests in the case of the old companies a com
Point, Hartford, Conn., for feeders and interior work, promise value established by investigation as a basis for
20,000 ft. of 3% -in. Harrington joint; Charlestown Gas & the future, he seems to be avoiding the real obstacle in
Electric Company, Charlestown, Mass., for underground finding a suitable valuation method, for only in the case
service, 20,000 ft. of 3% -in. Harrington joint, and Bangor of the old companies now being first considered is there
Railway & Electric Company, Bangor, Me., 3200 ft. of 3-in. great difficulty in making valuations satisfactory to both
Harrington joint. parties. Yet later he explains fully the problems that arise
ADVERTISING LITERATURE in connection with the application of clear-cut methods of
valuation to old enterprises of various types, and one of the
General Electric Company, Schenectady, N. Y., has issued chief merits of the book is the earnest and impartial effort
"Novalux Street Lighting Units for Mazda Series Lamps" to show how rigid valuation methods must be reconciled in
and "Constant Current Transformers for Mazda Street some details to particular cases in order fairly to satisfy
Lighting Systems." the mutuality of interests concerned.
Trussed Concrete Steel Company, Youngstown, Ohio, Besides the discussions on the above-mentioned topics,
has issued a folder describing its line of products, includ Mr. Hayes presents two valuable chapters—one on going
ing Hy-Rib, Rib lath, Diamond lath, pressed steel studs, value, in which he explains an interesting method of cal
corner beads and base screeds, for roof sidings, partitions, culation and argues for the grouping of preliminary or
ceilings, interior and exterior plastering, stucco, etc. promotion expenses, costs connected with the physical prop
Hubbard & Company, Pittsburgh, Pa., have issued a erty and going value, instead of simply using percentages
folder describing and illustrating their new product, the of physical costs; and the other on depreciation, in which
Peirce "presteel" bracket. The company announces that he presents a critical discussion of the need of annual re
the entire line of Peirce channel steel brackets will be serves for renewals with the best accounting methods
duplicated in the "presteel" construction as soon as the therefor. The book is readable and thorough—a sane anal
dies can be produced. ysis of existing theory in a vexatious field.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Railway Journal Journal and Electric Railway

Vol. XLVI NEW YORK. SATURDAY. SEPTEMBER 11, 1915 No. 11

SIGNIFICANT Although the action of the Bay asked to extend the calculations upon which the earlier
MASSACHUSETTS state Street Railway in seeking to article was based. He has done so, and the results are
FARE CASE Establish a 6-cent fare unit with
given elsewhere in this issue. By plotting the results
some modification, on its system of nearly 1000 miles of of numerous calculations in the form of percentage
track in eastern New England was foreshadowed at the curves Mr. Broomall has made it possible quickly to
close of the arbitration proceedings last June, resulting estimate the effects of any difference in diameter of
as they did in a substantial increase in wages, the con wheels of any diameter, both within the range of prac
duct of the case before the Massachusetts Public Serv tice. This has been done by assuming average char
ice Commission will be followed with special interest. acteristic curves which fit all motors with sufficient
The system is one of the largest in the world under a exactness for practical purposes. It is obviously im
single management, in point of mileage of track, per possible to make a simple set of curves which will show
haps the largest outside of the Chicago surface lines, the average heating with different schedule speeds, be
but more than this, it is headed by one of the foremost cause a given schedule speed can, be produced by a great
authorities in the industry on electric railway economics. variety in method of handling motors with consequent
This means that the company's case will be presented in variety in heating effects. The best that can be done is
a way which will leave little to be desired in breadth, to furnish information as to the inter-relation of the
thoroughness and insight. The form of the notification directly dependent variables as has been done in this
to the Public Service Commission is an earnest of this. case. That is to say, heating depends upon core loss
In filing its intention to increase fares the company and . copper loss which, in turn, depend upon current
presented a complete tabulation of the existing and and speed. Speed and current are, of course, closely
proposed rates in different portions of its territory, related at a given line voltage. Then if the increased
with complete computations of the resulting cost of heating due to difference in wheel diameter at any speed
transportation per mile for the distances involved, for can be estimated quickly, it is a simple process to cal
every part of the system. The growth of the system culate the average increase for the varying speeds in
from many smaller roads has necessarily created in volved in an actual speed schedule.
equalities in fares and transfer arrangements which the
company now desires so far as possible to equalize in CITY SERVICE A correspondent, in commenting
seeking an approach to a fair return on its investment. FOR VILLAGE upon the difficulties which beset
It ought to be encouraging to the company that since TRAFFIC the street railway that tries to
the memorable Lexington & Boston decision of last operate profitably in a small city and to please the
year, the commission has shown itself disposed to grant public at the same time, cites a case wherein a ten-
some measure of relief in every case where a street minute headway was established in a town of 35,000
railway has demonstrated its need of additional reve inhabitants. Obviously enough, this resulted in earn
nue and the soundness of its management. ings of only 15 cents per car-mile, for the city was by
no means sufficiently large to support the service. But
WHEEL A very interesting and profitable when the headway was increased to a point more nearly
DIAMETER AND discussion of the subject of the commensurate with the needs of the community a per
MOTOR HEATING effects of difference in wheel fect cyclone of opposition arose, notwithstanding the
diameter on motor heating has been going on in our fact that adjacent cities of very much greater size were
columns for some time. The contributions to this dis satisfied with a service that was no more frequent.
cussion have brought out clearly the fundamental prin Of course, the case is not at all unusual. The fact that
ciples involved and have indicated the conditions under a community is small does not necessarily deprive it of
which overheating from this cause may be expected. metropolitan ideals, and unfortunately, these ideals are
While each article published has added something either quite often put into effect only to the extent of hounding
from theory or practice, or both, the editors felt that the local railway into providing a city service for a
if the data necessary for estimating approximately the village traffic. However, it should not be difficult for the
heating to be expected in any practical case could be officials of small cities to see that a frequent service
put into form for rapid use they would be appreciated. cannot be maintained in the face of insufficient receipts,
Accordingly W. A. Broomall, who has made an extended and the fact that they do not seem to see it leads
theoretical and practical study of the subject, and who inevitably to the conclusion that much of the trouble
is the author of the article published in the issue of the stirred up in cities that have just outgrown villagehood
Electric Railway Journal for July 10, page 70, was originates through motives that are not altogether
 428 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11
straightforward. Certainly, earnings of only 15 cents ful and impartial scientific investigation. If public
per car-mile will involve a loss for anyone except a service commissions have useful data, such can easily
miracle worker, and where such conditions exist it would be secured and the tax and rate issues thus kept from
even seem advisable to publish a detailed list of clouding each other. If any reform is needed, it is
operating expenses, including in each item the proper in leading public service commissions more adequately
proportion of the overhead charges of rent, taxes and to recognize taxes in rates, as they are reluctant to
interest, as is done in machine-shop accounting. This do now, and in securing higher non-utility taxation.
would at least make some hard questions for peanut Complete and adequate valuation of general property,
politicians to answer, for after all, the general public on as strict a basis as in the case of utility property,
at heart is essentially fair-minded. is needed—not merely assessment of lands and town
lots, but assessment of goods, merchandise and other
ASSESSING BY COMMISSIONS? forms of personal property, of manufacturing estab
Mr. Fletcher in his recent address before the Na lishments and of natural resource companies. More
tional Tax Association convention, abstracted else particularly, in the local transportation field, all jit
where in this issue, raised a taxation question that neys, automobiles and the like should be assessed ac
should be of interest to electric railways—namely, cording to their use of the highways and required to
should public utilities be assessed for taxation by pub pay proportionate parts of all paving and similar
lic service commissions? Mr. Fletcher feels that as taxes.
rate and tax problems both require expert analysis of Whenever any statement, is made concerning the
facts and the same set of facts must be used for both unwarranted increase in utility taxes, the plea is gen
rate and tax purposes, the same expert body could erally made that if certain forms of taxation are dis
well determine both issues. We do not favor such a continued, not enough funds will be secured to con
proposal, for various reasons. duct the public business. What such pleaders fail to
In the first place, although both rate and tax ques realize is that utilities are as willing to contribute to
tions require expert analysis of about the same facts, public revenues as are other corporations and indi
the valuations determined for the two purposes are viduals, but they object to paying more than their
not equal. Rates are largely based upon the fair share. All they desire is an equitable division of the
value of the property, while taxes are assessed on tax burden, and all their opponents wish, evidently, is
what is taken out as income. As Mr. Fletcher wisely to keep from under their proper portion as long as
points out, one is an investment value and the other it is possible for them to do so.
an income or market value. The theory and practice
of making valuations for rate-making purposes, how MODERN CLAIM WORK SUCCEEDS
ever, are not sufficiently clarified and standardized for It has been said that the modern business man is a
public service commissions yet to be burdened with true heir to the old magician, for everything he touches
the task of finding distinct rate and tax valuations. seems to increase tenfold or a hundredfold in value and
In the press of work the too likely tendency would be usefulness. One would have to go far in the electric
to use one valuation figure for both purposes, to the railway field to find a more striking proof of this
detriment of each. statement than the development of the claim depart
Furthermore, utilities would be unfairly taxed as ment of the Pittsburgh Railways under Cecil G. Rice,
compared to other properties, unless the entire assess described in the issue of July 24 and also in the present
ing power of the state were placed in the commission's issue.
hands. In most cases, however, the volume of work The first article was useful as showing how under
would make this impossible. There might be two com Mr. Rice's guiding hand the department with its five
missions, one the public service body to assess utilities bureaus had taken on the most modern form of organi
and the other a state tax commission to accept the zation, the co-operatively-functional type, but the pres
former's valuations and itself to assess all non-utility ent one is just as worthy in view of its delineation of
property, but such a division of labor with work piled practical business psychology and personal efficiency
on the public service commission outside its real field ideals in claim work. The thoroughness with which
would not be advantageous. Aside from the undesira- the management has analyzed and developed the routine
bility of having the public service commission attempt work of the bureaus is fully equaled by the assiduity
to make separate rate and tax valuations, there would with which special psychological and efficiency methods
be the difficulty of getting the state tax commission to have been utilized to bring the department to newer
adjust the assessed values of non-utility property to and wider horizons of activity and success. The spe
the returns of the public service commission, without cific organization and methods employed in Pittsburgh
being acquainted with the data upon which the latter's may not be susceptible of exact duplication by many
tax valuations would be based. other companies, particularly as regards the matters of
What is really needed for equitable taxation is not size and detail, but the fundamental principles under
the loading of assessment work on already laboring lying the development of the Pittsburgh department
public service commissions, but rather the appoint can and should be applied by every claim official in the
ment of a centralized state board that will fix the as electric railway field.
sessed valuations of all classes of property after care Probably, we are sorry to say, there are some claim
 «
September 11, 1915] ELECTRIC RAILWAY JOURNAL 429

agents and company officials who will look upon the relation to the service of the road, but it is worth un
joining of business organization and psychology with usual effort to take a specialized interest in the defects
claim work as utter nonsense, for the old "strong-arm" and failures of wheels, axles, brake rigging, the results
concept of claim agents has not altogether been de of collisions, ability of equipment parts to withstand
stroyed. Where modern theory and practice have failed derailment shocks and lessons of accidents in which
to convince, however, perhaps results will succeed. A step arrangements play a part, as well as in the methods
decrease of 50 per cent in suits pending, a drop of used to put rolling stock through the shop as quickly
$2,168,866 in the amounts sued for in suits pending, as possible after accidents. Few people outside the
the settlement in one case of ninety-six injuries and mechanical department realize the interest such studies
in another of ninety-two injuries without the entrance inspire in the men responsible for the condition of the
of a single suit, and the decrease of $140,000 during the equipment to prevent the occurrence of like difficulties
last year in all expenditures properly chargeable to the in the future. The practice of collecting photographs
injuries and damages account—these are the results and sketches of equipment injured in various ways on
of the application of modern business principles to the the road is a good one for the young engineer. To the
work of settling claims. They cannot be secured by man of keen insight and broad judgment the repair
the old rough-and-ready methods, and the sooner all shop becomes a sort of mechanical clinic, and by put
claim agents realize this the better. ting forth his utmost endeavors to learn everything
possible about maintenance problems directly associ
CULTIVATING PERSPECTIVE IN ROLLING-STOCK ated with the safety of the service, he can acquire a
MAINTENANCE sort of mental set which is bound to be a factor in his
The technical graduate entering the repair shop or success as a genuinely qualified railroad man.
starting in carhouse pit work this autumn is not likely
to suffer from insufficient opportunity to master equip THE FUTURE FOR ELECTRIC RAILWAYS
ment details. He is more likely to be overwhelmed Of late the remark has been frequently heard—
with these than otherwise. If, however, he cultivates generally from the proponents of the motor bus
a sense of perspective which differentiates tasks of vital —that the electric railway has reached its maximum
importance, when considered from the standpoint of of efficiency. Presumably, this means that further
operating safety, from those of less consequence to the progress is an impossibility, and we are expected to
traveling public, he will gain much. In every profes believe that the cost of passenger transportation by
sion the ability to grasp important matters and concen electricity is never going to be less than it is to-day.
trate attention upon these is something worth seeking In view of the fact that the unit revenue is certainly
with hard labor, and the man who has much to do with not increasing because of fare limitations, the out
the complex equipment of street railroading must learn look would be hardly encouraging if one accepted the
to separate the essential from the incidental before he doctrine of present perfection. However, we rather
can market his judgment most effectively. incline to the belief that electric railway operation is
Without advising new men to neglect any opportuni just about as subject to improvements in the way of
ties to learn the details of rolling stock which come better economy now as it was ten years ago. In the
before them, we believe that the extreme importance transportation department alone, for example, the
of putting forth every possible effort to master the field of opportunity for economy seems constantly to
lessons of accidents may be emphasized. Often the broaden, as we consider the possibilities.
man fresh from the engineering school goes into the It is only yesterday that such opportunities for
shop with little realization of the part accident preven saving as better popular education in accident pre
tion work is playing to-day in the industry. He knows, vention, the use of power consumption recorders and
doubtless, that "safety first" has become the slogan of scientific fare collection have come to be generally ac
progressive concerns from Maine to California, but his cepted, and even along these lines there remains much
interest in the scientific principles underlying the de untilled ground. Indeed, the matter of increasing the
sign and operation of equipment has been so highly schedule speed without increasing the maximum speed
stimulated by his college course that to a large extent —one of the most important considerations in eco
the tasks before him seem of equal significance. Such nomical operation—has never yet received any at
a man is likely, when noting a passing car, to observe tention that is really worthy of the name, with the re
peculiarities of its truck design or of its lighting ar sult that 8 m.p.h. is an almost universal figure, al
rangements, while perhaps failing entirely to appreciate though the practicability of 10 m.p.h. and over has
its passenger load or the lack of it or to think about been demonstrated by a few shining examples. Such
the relation of vestibule width and step heights to ■an increase, if made by cutting out stops, would alone
facility of handling traffic. He should not be blamed mean a reduction in operating expenses of some 15
for overlooking what might be called the transportation per cent, and until this and the numerous other possi
side of car equipment through his interest in its phys ble economies have been thoroughly exploited it seems
ical structure thus early in his career, but with experi rather futile to accuse the electric railway business
ence and well-directed thought the broader outlook can of being ready to succumb to the competition of the
be cultivated. bus merely because this is alleged to offer such glit
All the work of the shop is naturally important in tering possibilities of future improvement.
 430 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

Chicago Elevated First-Aid System

In His Third and Concluding Article the Author Describes the Organization and Equipment of a Complete
First-Aid System, and the Method of Maintaining It.

BY H. E. FISHER, M.D., SURGEON ELEVATED RAILROADS OF CHICAGO, ILL.

Two years' experience with a completely equipped and railroad duties. To fit these men for this work the com
organized first-aid system on the Elevated Railroads of pany surgeon instructs them from time to time so that
Chicago has demonstrated, beyond doubt, that the in with the two years' experience most of them have be
stallation was warranted and fulfills a purpose much come very proficient in this line of work.
needed on transportation systems. Regardless of the
safety-first measures which may be adopted, transpor First-Aid Station Equipment
tation lines are certain to have accidents in which either All first-aid stations are equipped with regulation
the public or the employees are injured. To meet these United States army stretchers which, on account of
emergencies in a competent manner when they occur, their simplicity of construction and ease of portability,
it is essential that suitable medical and physical have been found to be the most practical for railroad
equipment be provided and that intelligent first-aid to use. With the patient on this stretcher it can be so
the injured be administered promptly. manipulated that it may be carried up and down stairs
The results obtained by the Elevated Railroads of without discomfort to the injured person. Moreover, it
Chicago show that the installation of a hundred of these is readily handled by two men and can be conveniently
first-aid stations was more than justified. This number taken into the cars through the windows or doors with
provides complete first-aid outfits at sufficiently frequent out disturbing the patient. Aside from these advan
intervals over the entire property to make them con tages the stretchers cost nothing to maintain and are
venient for all purposes. It has been found particularly easily kept clean, and the brown canvas does not show
desirable that all transfer stations, shops, towers, yards, stains or grease marks. The leg rests enable the
junction points, terminals and substations be supplied stretchers to be quickly converted into cots, thus render
with this first-aid equipment. ing it unnecessary to lay the patient on the ground.
Each first-aid station is designated by a large red For this reason, also, injured people who are trans
cross on a white background, placed in a prominent ported in the cars do not complain of the vibration of
place on the sides of the towers and shops and at the the train, with its accompanying pain to the injured
ends of station platforms, the object being to make them parts. Each stretcher is folded when not in use and
visible from all directions on the elevated structure. hung on brackets on the walls of the first-aid stations.
These markers indicate to the employees that they can At all first-aid stations are located the elevated rail
find medical and surgical aid for injuries and sickness. road standard white-enameled first-aid boxes, 8% in. x
One of these first-aid outfits is shown in an accompany 9Vi in. x 9 in. in size, and fitted with racks to hold
ing illustration. Employees are required to memorize the bottles of drugs and solutions. A set of first-aid
the locations of the first-aid stations which they may rules is pasted on the inside of the cover of each box.
have occasion to use, so that when an accident occurs The contents of one of these forms is reproduced in the
little or no time will be lost in securing first-aid mate illustrations. Posters showing the method of perform
rial. Each of these stations is in charge of a man who ing artificial respiration are also prominently displayed
is competent to render intelligent first-aid treatment, at the first-aid stations in all shops, yards, terminals and
and he performs this service in addition to his regular trainrooms.
The contents of one of these first-aid boxes comprises
[Editor's Note. For preceding articles in this series see issues the following articles: One large, sanitary, white por
of June 26 and Aug. 7.]

CHICAGO ELEVATED—VIEW OF STANDARD FIRST-AID BOX, SMALL BOX AND CONTENTS OF EACH
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 431

celain dish, 7 in. x 10 in. x 2 in. in size, which is used

to wash the hands of the employee giving first aid or to
prepare the solution for treating burns; one pair of
surgical scissors, 5 in. long; one medicine dropper for
injecting eye drops into eyes injured by electrical
flashes or burns or to allay eye irritation due to foreign
matter ; one small bottle containing sanitary tooth picks
with cotton wrapped on one end, used in the application
of iodine to cuts. Formerly camel's air brushes were
used for this purpose, but they were found too expen
sive. They become easily soiled and are liable to carry
infection into the wound when used more than once.
The brushes also were misplaced and the bristles soon
became stiff. The tooth-pick applicators are cheap and
after being used are thrown away. The remainder of
the equipment includes one yard of 1-in. tape used as
tourniquet in case of bleeding; one reel of adhesive
plaster, y2 in. wide and 5 yd. long ; one bar of germici
dal soap used to wash the hands of those giving aid ; one
tube of vaseline used for burns on the face; 2 yd. of
sterile gauze in a sanitary carton for wounds and burn
dressings, two 2-ounce cartons of sterile cotton; V2 lb.
of cotton for reinforcing burn dressings; four each of
1-in., 2-in. and 3-in. gauze bandages; a 2-oz. bottle of
tincture of iodine which is applied to all cuts or lacera
tions; 2 ounces of aromatic spirits of ammonia used in
stimulating patients in shocks, unconscious or fainting
attacks; 2 ounces of boracic acid eye drops; one pint CHICAGO ELEVATED—EQUIPMENT OF EACH FIRST-AID
glass jar each of raw linseed oil and lime water, and STATION
one empty pint glass jar used in mixing equal parts of
lime water and linseed oil to make carron oil for burns. occurrence will merit severe measures. At the time the
Carron oil has often been criticised by the medical first-aid boxes were installed the movement was not
profession because it is greasy and unsterile and be taken seriously by some of the employees. After a brief
cause it becomes rancid, but it is successfully used by experience with these equipments in time of injury,
the Elevated Railroads of Chicago for treating burns. however, their great value was demonstrated and the
Hundreds of burn cases have been treated, and we have movement soon won the hearty support of every em
not yet encountered infection from its use. Carron oil ployee.
is made fresh each time it is needed and in sufficient A small cedarwood first-aid kit for use where the
amounts to treat the case at hand. No mixed portions larger kit is not desired is shown in one of the accom
of carron oil are left in the first-aid boxes, consequently panying illustrations. This box contains 1 ounce of
we have not experienced the disadvantages claimed for iodine, 1 ounce of spirits of ammonia, one tube of vase
this drug by others. Iodine also will give some trouble line, one first-aid package of sterile gauze and triangular
unless properly handled. The bottle should have a rub bandages, one pair of scissors, one bottle of cotton ap
ber cork because iodine will cause an ordinary cork to plicators, one 3-in. bandage, one 2-in. bandage, one 1-in.
deteriorate. This is usually followed by escaping fumes bandage and one box of sterile absorbent cotton. This
which cause the metal of the first-aid box and scissors small kit is for use in various departments of the shop
to corrode. As an extra precaution in this respect all in addition to the larger first-aid box. In the shops and
lost or broken scissors have been replaced with new ones substations wall cabinets are also used to accommodate
with painted handles which iodine will not attack.
A first-aid manual is placed in each box as an addi
tional guide and ready reference to the employees in
giving treatment. Supplies removed from the boxes in
treating injuries are replaced by new material imme
diately so that the outfit is always complete. A card is
placed in each box upon which is recorded the date the
box was used, the injury necessitating.it and the sup
plies used from it. One of the cards containing a rec
ord of one of the first-air stations is illustrated. It
will be noted that each employee having occasion to use
the first-aid box gives his name, occupation, the kind of
injury and the character of surgical treatment. From
these record cards the efficiency of each box is deter
mined. These first-aid stations are regularly examined
by a medical department inspector who records the date
and his name on the inspection label on the lid of the
box.
Experience has shown that the secret of an efficient
first-aid system is to lay down a set of rules to govern
the system and to see that they are closely observed. If
at the time of inspection any box is found in a dirty
or neglected condition and with supplies missing, the
man in charge is reprimanded and warned that a second CHICAGO ELEVATED—DEMONSTRATION SQUAD AT WORK
 432 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

the larger quantity of supplies necessary on account of ports from these companies indicate results equal to
more frequent injuries. A tin first-aid box has been those experienced on the Elevated Railroads of Chicago.
provided at all first-aid stations because it can be taken
to the patient, thus hastening the treatment. Organization of First-Aid Instruction
The stretchers cost from $4 to $6 each, the large first- After the first-aid equipment is installed it is very im
aid boxes $4 to $5 each and the small first-aid kits from portant to instruct the employees how and when to use
$2 to $3, depending on the quantity of supplies they it. If a means of educating the employees regarding the
contain. method of rendering first aid is not afforded, the in
Results of First-Aid Work stallation is quite certain to prove a failure. An inex
The results from the use of these first-aid equipments perienced man would not be asked to operate a delicate
have been most gratifying. During the past two years piece of electrical machinery without first being in
there has not been one fatality due to wound infection structed. Lack of instruction in first-aid work is cer
as against two before the outfits were installed. In tain to produce just as harmful results, consequently it
this same period only one case required hospital treat is vitally important that when these equipments are put
ment of an infected shop wound. This case was a new into the employees' hands careful instruction is given.
man who did not think his injury was of any conse Officials of several outside companies have asked how
quence and did not use the first-aid treatment. He such excellent results in first-aid work were secured on
remained in the hospital five days. Time lost by em the elevated railroads when their employees would not
ployees from shop wound infections has been entirely use the first-aid equipments nor could the employees be
eliminated, and of the numerous cases of shop injuries interested in the merits of the plan. Inquiry revealed
where the iodine treatment has been used, only 1 per that these companies had installed good first-aid equip
cent have resulted in infections, and these were of a ment but had failed to instruct their employees how to
very minor nature. All employees are urged and ad use them. As a result the employees thought the first-
vised to seek first-aid treatment for all injuries regard aid outfits were only ornamental and were afraid to use
less of how trivial they may appear. Close adherence the supplies because they did not know how to go about
to this custom accounts for the practical eliminating of giving first aid.
infections from shop wounds. The plan of procedure developed for instructing em
Besides being of service to the employees these first- ployees has proved entirely satisfactory and will assure
aid equipments have been a wonderful help in minister success to any other railroad that follows the same sys
ing to passengers of the elevated railroad. Scarcely a tem. Owing to the large number of employees it was
day passes that some box is not used for treating faint considered impractical to instruct all of them in a thor
ing or sick passengers. It seems that women passengers ough manner, hence the medical department selected six
who are inclined to faint, know just where these stations extra trainmen, because they could devote time to the
are located, or at least the stations have been happily training course without interfering with their regular
selected because women invariably faint near them. work. These six men were paid regular wages and re
Aromatic spirits of ammonia serve in cases of this kind. ceived a course of instruction in rendering first aid to
The author has equipped several other street railways the injured. This instruction lasted two hours a day
with these first-aid outfits and has advised and superin for a period of six weeks. The employees received per
tended the organization of their first-aid systems. Re- sonal instruction and training under the company sur
geon, and when they had become proficient in the work
CHICAGO they were called the first-aid demonstration squad. This
ELEVATED— squad in turn demonstrated first-aid work and instructed
LOCATIONS other employees in the art. This demonstration squad
OF ALL is shown at work in one of the accompanying illustra
FIRST-AID tions.
STATIONS Emergency squads of seven men each were then se
lected by the various heads of departments, and one
FIRST-AID squad was placed at each terminal, yard and shop on
RULES POSTED all branches of the elevated railroads. Five of the men
IN EACH selected for each squad were day men and the other
STATION

DIRECTIONS FOR EMERGENCY TREATMENT OF ACCIDENTS

OINfRAL
thoroughlyINSTRUCTIONS: Before soap
touching
hing burns,
ia in. wound*, or thin abrasions,
outfit. the emergency n i mutt waah hia hand*
with the blue germicidal whi bun
which th* amargancy
BURNS: Mil aqual parti of linaaad oil and lima watar in amply Maaon |ar. Shako wall and apply freely to injurad part.
cover with sterilized gauia and apply bandaga.
BLEEDING.:
tien Whan tharo is blaading from lagi or arm*, apply wide piaca of tapa tightly above reata thaa injury
inju and leave
you Incannot
poai-
applyuntilt»pa.thaclaanaa
doctorthaarrival,
woundorwith patiant ia takan
tinctura to thaapply
of lodina. hoapital.
atoriliiadIn caaa
gauiathaandbleeding
bandagaiaitightly. place where
WOUNDS AND BRUI6C6: Paint wound
atariItied gauta. Covar with adhaaiva plaster or bandaga. and aurreunding akin with tinctura of iodine, allow it to dry and cover with
FAINTING: P«*ce patiant on the back, loosen clothes and give
doctor's advice aa all caeet of unconacioueneee era not produced by heart weakness. plenty of freah air. Do not give any medicine eicopt on
BROKEN BONES FRACTUHES : Fold two or three newapapera
the broken memb*r. If the lags are injured do not allow the patient to walk. together and bind them snugly with a bandaga around
SHOCK FROM ELECTRICITY: Place in reclining position. Administer ont-h»lf teaapoonful of aromatic spirits of
' iss of water.
CONTENTS OF EMERGENCY BOXES
216 ounce* tineIare
ounces linseed of
lime water, iodine. 21 I'Ounce
3-inch packagee Bauer A
bandaget.
16 ouncae oil, inin Maaon
Masonjarjar 41 ounce
2-incharomatic
bandagaa.epirfte of
II 3-yard packagesoap—McClmtocke.
bar germicidal ateriliied gauze—Burroughs A Welcome. II ounce package
2 feat
eye watar.
Itnenzinc
tape,oode M-inc
IK-Inch.
Yard; UTENSILS FOR ESEROENCY BOXES
II porcelain
wide mouthdish.Mason jar Iforpairmixing
email lime
aciaaors.
water and
nandboautensils
is usedmust be kept
see that in a are
suppliee cleanordered
and sanitary
promptlycondition.
to keep full supply at ail time*.
j9*
i<£ Jotkion'
P(Kk
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 433

■OWTMWtTllW. ILIVATEO MILBOM, <

16-13-
|io-ir- CuJt' rv^/ut. JL.j
On ■ ■ - x^u. dU*-&&.
•7- iro-c?
-Li—.

#3!
SJLfrOEU,

ID .A
a or.

r-

CHICAGO ELEVATED—FIRST-AID CABINET FOR SHOPS CHICAGO ELEVATED—RECORD CARD OF FIRST-AID STATION, SHOW
AND SUBSTATIONS ING ASSISTANCE RENDERED BY STATION EMPLOYEES

two were night men, so that at least one or two men two hours. These lectures met with a hearty response
of each squad would always be present at these various from all the employees, and at the meetings many valu
locations and could competently render first aid. These able suggestions were received from them. More than
emergency squads were made up of shop foremen, yard 480 employees of the elevated railroads have received
foremen, dispatchers, switchmen and other men who this course of first-aid instruction. When one stops
had been in the service for a number of years, hence to think what this means in time of accident it will be
could be relied upon at all times. Moreover, the selec readily seen what great good is being accomplished.
tion of men of this caliber assured intelligent work and The traveling public is appreciative of this humanita
the greatest efficiency. rian work, particularly when, as injured passengers,
The company surgeon, with the aid of the demon they receive the benefit of the ministrations of these
stration squad, instructed by lecture and demonstra trained employees.
tion these emergency squads until they in turn were All the demonstrations are made as nearly as possible
able to administer intelligent first-aid treatment. Dur like the conditions obtaining at the time of an injury,
ing the period of instruction these men received their so that the drill team can give realistic portrayals of the
regular pay and accordingly were interested and sup various injuries and the method of caring for them.
ported the work. These emergency squads were taught Some of the supplementary instructions are illustrated
how to bandage wounds, dress lacerations and burns, by lantern slides, posters and charts. In the first-aid
treat unconscious and fainting cases, perform artificial demonstration work the employees are taught how to
respiration in cases of electrical shock, give emergency render first aid for the most common injuries with sur
treatment for broken legs or arms, treat heat prostra gical equipment and ideal surroundings, and also when
tion cases, apply tourniquets in cases of bleeding and there is nothing to be had but their own clothing. Con
give competent surgical service in the case of many siderable publicity has been obtained through the work
other forms of injuries that might occur. The em of this department. The lectures by the company sur
ployees comprising these teams entered into the work geon and demonstrations by the drill team have been
with much enthusiasm. Their support of the move given during the past year at private clubs, church so
ment and their good work have been instrumental in cieties and public meetings. In one or two instances
saving the lives and allaying pain in time of accident the drill team has been used to instruct the employees
of many of their brother employees. To the efforts of on other electric railways. Beginning last May, the
these squads also may be attributed the great decrease same course of instructions in first-aid work was ex
in the number of infections and the reduction of the tended to the old employees as well as the new men
period of convalescence of injured employees. entering the service. These courses take the form of
As a text and reference for employees' use in time quizzes and illustrated lectures.
of injury, a small first-aid manual was compiled. This
was written devoid of all technical and medical words Examples of First-Aid Treatment
so that it could be easily understood. Each employee To illustrate some of the benefits derived from this
of the elevated railroad received one of these booklets work a few examples of where lives were saved by em
and was urged to study it. The value of the booklet ployees' first aid are given. Many employees have had
has since been made evident by the great demand for occasion to apply their knowledge of first-aid work in
it by other railroads, manufacturing companies, phy injuries to members of their own household. In one
sicians and the public. A large number of these book case an employee, following the knowledge imparted to
lets have been distributed gratis to all who have asked him, saved the life of a member of his family who was
for them. bleeding to death from a severed artery. A conspicuous
Mass or group lectures and demonstrations in first- example of what good can be accomplished by properly
aid work were also conducted, and employees were as instructed employees is shown in the following: An
sembled in classes of twenty or thirty and lectured for employee fell across the live third rail and was shocked
 434 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

to unconsciousness. His heart had practically stopped Operation by Signals on Baltimore & Ohio
beating, no pulse beats could be detected, all respiration
had ceased and the man was apparently dead. The This Line Is Successfully Operating Mixed Traffic Over
emergency squad at the yard where this accident oc Single Track Without Train Orders, a Manual
curred quickly released him from the electric circuit Check on Signal Operation Being Provided
and resorted at once to artificial respiration. After an During the past year the Baltimore & Ohio Railroad
hour's unceasing work the squad was repaid for its has had in operation a 23.5-mile section of main-line
efforts when the victim began to breathe. The squad single track wherein the traffic is controlled by signal
then intelligently dressed the burns on his face and indication alone. This section, which lies between La
arms, and after a brief period in the hospital the in Paz Junction and Milford Junction in Indiana, couples
jured employee returned to his regular duties in first- double-track sections of the main line, but has not been
class physical condition. It is easy to see in this case double-tracked itself because of topographical difficul
what would have been the result if the squad had not ties. Acting, as it has, as a "neck of the bottle" for a
been versed in rendering first aid. frequent and heavy train service, the operation of this
Another illustration is a case where a man who had a section by signal indication only has been a most im
leg cut off under the wheels of a car received first-aid portant step, and the installation has been stated by
treatment by employees. They applied emergency F. P. Patenall, signal engineer, Baltimore & Ohio Rail
tourniquets to stop the bleeding and removed him to a road, to have effected the saving of much delay through
comfortable position four and one-half minutes after the elimination of the necessity for issuing train orders.
the leg was cut off. The surgeon who responded in this The single-track section in question is divided into
case wrote a letter complimenting the employees who three parts by two passing sidings located at the inter
gave the first aid, and credited them with prolonging mediate stations of Bremen and Napanee, and at each
the man's life by the efficient manner in which they ap of these points is an electro-mechanical interlocking
plied the tourniquet. Many other examples of the re machine with sixteen mechanical levers and sixteen
sults of this work could be cited, but suffice it to say power levers, thus providing for the operation of all
that the employees have received indorsements from switches at the station from a centralized point. At th*
many physicians and surgeons who have seen the. re stations at the ends of the single track section, La Paz
sults of their first-aid work. and Milford, are interlocking plants that serve foreign
Nothing is more distressing than first-aid given by railroad crossings as well as the needs of traffic from
a man who has not been trained in the work. His the double-tracked main line on to the single-track sec
efforts frequently cause more infections than cures. tion and vice versa. Between passing sidings the single
Some of the bungling first-aid work done by untrained track is protected by three-position, Union Switch &
employees has caused prominent surgeons to discourage Signal Company's style T automatic signals spaced at
the use of first-aid equipment. On the other hand, the intervals of approximately 1*4 miles, these giving pro
medical profession is quick to realize the good to be de tection with stop and caution indications for following
rived from first aid when the employees have been movements as in double-track operation. Normally
properly trained. these are in stop position, the signals for only one di
In closing, I will say that while this work is in its rection being cleared when a train is to be moved over
infancy in this country, there will come a time when it the single-track section.
will receive greater consideration. The humanitarian For opposing train movements protection is afforded
nature of first aid to the injured appeals to every man, by the use of a traffic-directional scheme whereby oppos
because every man owes to his fellow men a duty to ing signals cannot be cleared simultaneously and under
perfect himself in methods of rendering first aid in which there is imposed the necessity for simultaneous
time of injury. There is nothing more deplorable, nor action on the part of the operators at the stations at each
a sight more pitiful, than to see a man seriously in end of the opposing block before a train can be advanced
jured lying prostrate on the ground surrounded by a into it. The arrangement may be explained in brief by
group of big, strong men who are helpless to aid the reference to the accompanying partial diagram of the
sufferer because they do not know what to do or are locking circuit between Milford and Napanee, the oper
afraid to give aid for fear it might be wrong. There ation in this case being typical of that of the other
fore, I say educate and train your employees in render parts of the single-track section. In the interlocking
ing first aid, and the time and money invested in the machines at each of these two stations there is installed
work will be returned a hundredfold. a traffic-direction lever, whose locking circuit is con
trolled by a push button at the opposite station, and the
Meeting of Public Service Association of controlling relays for the intermediate signals obtain
Virginia energy only when one of these two levers is in normal
position and the other one is reversed. When both levers
The annual meeting of the Public Service Association are in normal position or when both of them are in re
of Virginia, which includes in its membership the prin versed position the circuits in both directions will be
cipal street railway, the electric light and power and open and all signals will indicate stop.
the gas and water companies of Virginia, was held at Both levers are held in normal position by locks
Natural Bridge, Va., on Thursday, Aug. 19. Two-thirds whose locking wire is controlled by the above-mentioned
of the member companies of the association were repre push buttons, as well as by all intermediate track-cir
sented, and the usual routine business of the associa cuit relays, by all signals, both east-bound and west
tion was conducted. No formal papers were read, but bound, and by the traffic-direction levers themselves
topics of interest to the association were presented and (both levers must be in normal position before current
discussed. can be given to unlock either one). The locking be
The officers elected for the ensuing year are as tween signals 27 and 29 east of Milford Junction and"
follows: President, E. M. Funkhouser, Roanoke, Va.; signals 16 and 18 just west of Napanee, for example, is
first vice-president, J. F. Rison, Danville, Va. ; second effective through traffic control levers A and B in the
vice-president, W. G. Matthews, Clifton Forge, Va. ; interlocking machines, respectively, at each of the two
third vice-president, Thomas S. Wheelwright, Richmond, towns named. Each of these levers is locked in normal
Va. ; secretary and treasurer, W. J. Kehl, Richmond, Va. position only, and the locking circuit governing them for
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 435

a train movement from Napanee to Milford may be I\ ftelatfi

ThroughallTrack
traced as follows: From battery at Milford through and all
NAPANEE STATION MILFORD JUNCTION
back contact of a traffic-direction relay (which is in
series with the lock for lever A but which is not ener
gized in this operation) ; through push button at Mil ToToCommon
ford (when this is depressed by the operator upon tele ToTrafficIndicator
fajf.
' Bound ~~ Jrotfic Indicator, if6
phone advice from Napanee) ; through lever A, normal; ToCommon
through lightning arrester, etc. ; thence breaking loct/evrA
through all track relays and through all signals (in the
stop position only) and then into the interlocking tower OPERATION BY SIGNAL INDICATION—PAETIAL DIAGRAM
at Napanee. In the tower the circuit continues through OP LOCKING CIRCUIT '
various relays to traffic lever B, normal ; thence through
push button (which is not depressed) ; through coils of siding at the interlocking plant entrances. The low-
lock relay for traffic lever B and to the common return speed signals and take-siding indicators are not semi
wire. automatic and consequently can be used to transmit in
The energizing of this lock relay permits traffic lever structions to trains even though the tracks are occupied.
B to be reversed, and this in turn permits the semi Take-siding indicators are installed on the rear home
automatic signals 16 or 18 east of Napanee to be cleared, block signal masts for both east-bound and west-bound
allowing the train to enter the block. On the other hand, movements at Napanee and at Bremen. With the ex
in case it is desired to run a train west-bound from Mil ception of these and the above-mentioned low-speed sig
ford, the operator at Napanee must (upon advice from nals all signals are semi-automatic in their operation and
Milford) push the button at his station to complete the assume the stop position in the rear of the train.
circuit that unlocks lever A at Milford, and this permits Intercommunication between the stations is estab
signals 27 or 29 to be cleared. lished by means of the telegraph and a combination cir
The levers A and B serve to release the mechanical cuit for telephone and tap bells, both of these being
locking in their respective machines, thus permitting used over the same wire. Telephones for the use of
the reversal of signal levers to cause proceed indications trainmen are located at the outer ends of passing sid
for the signals which govern movements to the single- ings and at the facing switches which are not within
track between stations. They serve also as controlling convenient distance of the offices. Trains leaving outer
levers for all signals governing into or through the block ends of passing sidings first obtain permission to move
in an assigned direction. For example, when it is de by telephone, and when taking the sidings, report them
sired to cause signal 18 to indicate proceed for an east- selves in the clear.
bound train at Napanee, the operator at Milford must A notable feature in this territory is the absence of
give release by pressing a push button that unlocks lever separate train order signals, these having been elimi
B at Napanee, as previously outlined, and the operator nated in accordance with the company's standard prac
at Napanee must accept the release by unlocking and re tice because of their tendency to produce complex signal
versing lever B at the same time. A simple combina indications. If it should become necessary to issue in
tion of signal controlling circuits through lever A nor structions to trainmen at a station, the home inter
mal at Milford and B reversed at Napanee completes a locking signals are retained in the stop position and a
series of line relays which are located at each of the red flag by day and a red lamp at night are displayed.
intermediate west-bound signals 20-26 together with one This system of signaling, it may be said, is quite similar
in the tower at Napanee. to that installed in 1912 between Germantown and Wash
When the relays at intermediate signals are energized ington Junction, Md., on the Baltimore & Ohio Railroad,
they cause the respective signals to indicate proceed, the trains being operated entirely under signal indica
and the series relay in Napanee tower likewise controls tion in both territories. The cost of the more recent
signals 16 or 18 when the respective levers of those sig installation was approximately $2,700 per mile, of which
nals are reversed. Notwithstanding the fact that either about $500 was for labor. The cost per signal, includ
of these levers may be reversed whenever lever B is ing interlocking, was roughly $1,000.
reversed, signals 16 or 18 will not clear unless the con
trolling circuits are effective through the combinations
above mentioned. A Swiss journalist says the streets of Belgrade are
Throughout the installation the passing sidings are practically deserted, the city looking as if visited by a
track-circuited, so that when a passing siding is occu plague. Street car tracks are rusting away, the parks
pied by a train nothing but the low-speed permissive ruined, shops and houses deserted, and the university
signal can be used to advance a following train into the building and king's palace almost wrecked by shells.
t>3ria.AatanatlciftoVio90' ^silPoi.iemi-Auit>.0'to45' fa Fixed'Arm
iZroiNon-Auto O'totS' \ Take SidingIndicator
WPoiSemrtvia O'loSO' VFtalton-Aulo.o'folSlrorrer) "^Telephone
^Indicator
~tettt- - ton'
SMS-'- 6S22 NAPANEE
7 9: PasxngSiding, — 17 i
Main Track Hjjljg HI Main Track
Ma
tV/ir' MB? me'
27 I
a > " ! BM^io. tessiwSidino
Main Track
26

OPERATION BY SIGNAL INDICATION—TYPICAL SIGNAL ARRANGEMENT USED BETWEEN PASSING SIDINGS ON THE
BALTIMORE & OHIO RAILROAD FOR ELIMINATING TRAIN ORDERS
 436 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

Pittsburgh Railways Claim Department

Description of Application of Psychological Principles and Personal Efficiency Ideals to the Work of Handling
Claim Employees and Settling Claims—General Results of Pittsburgh System

As stated in the Electric Railway Journal of July the correct procedure to be followed. The men are
24 in a descriptive article on the claim department of taught that imitation of a worthy subject is com
the Pittsburgh (Pa.) Railways, that organization merits mendable.
description on account of its employment of the most 2. Competition is used as a spur to greater efficiency.
modern type of organization and its recognition of the No publication is made regarding the salaries of partic
value of psychology, fixed principles, definite policies and ular men, on account of possible jealousy, but the em
unit efficiency in every-day claim work. The particular ployees are kept informed in the abstract as to whether
form of organization used, the co-operatively functional, other men are doing more units of work.
was described in the issue just mentioned, while the 3. The compensation method, of course, is the unit
psychological and similar features will be discussed in system of payment, which, as stated above, forms the
this article. basis also for competitive work. This system was de
Name of Department Changed scribed in the preceding article.
4. By stimulation is meant the direct personal efforts
Before proceeding with a discussion of these fea of the management to spur the employees on to better
tures, however, it will be well to call attention to a work. Each man in the associated bureaus is paid by
change in the name of the claim department that oc check. Each month Mr. Rice calls them in on« by one
curred after the first article was published. With the on pay day, hands out the checks and asks them how the
appointment of Cecil G. Rice as assistant to the presi work is going. These friendly talks are encouraging
dent, as published in the Electric Railway Journal
of Aug. 14, his former position of superintendent of Table Showing Nine Fundamentals Used in Choosing Types
the claim department was abolished, and the work ok Employees
theretofore handled by the claim department was di 1—Health 1 a—Bodv
| b—Mind
vided among the "Associated Bureaus," comprising (a—Pleasing
the five bureaus described in the previous article— 2—Appearance b—Dignified
c—Confident
clerical, inspection, medical, adjustment and litigation. !_ „ . , 1 1—General
The chief of each one of these bureaus handles his 3—Education . . SZmSS1 * ^Special
work under his own name and title, but uses Mr. Rice's a—Thought
4—Honesty . . . b—Speech
letterhead. Mr. Rice directs the work of all the bu c—Action
reaus in addition to looking after such other matters I d—Conduct
a—Habitually temperate
as are assigned to him by the president. With this 5—Sobriety .... b—Dispassionate
organization the bureaus can handle any problem, c—Self-controlled
d—Unprejudiced
whether arising in connection with claims, accidents, a—Surrounding conditions (home)
workmen's compensation, welfare, prevention or any 6—Environment b—Surrounding conditions (society)
c—Surrounding forces (business)
other line. a—Faithful 1 f 1 —Persons
Choice of Employees 7——Loyalty .... b—True \ to {
I c—Sincere J [ 2—Principles
a—Tact
To take up now the points covered by this article, 6—Decision
S—Judgment c—Discernment
the first subject is the choice of employees. To d—Discrimination
show how thoroughly at present the principles of e—Intelligence
/—"Common sense"
psychology and personal efficiency are used in connec 1 —Initiative
tion with this work, it may be said that as a 2—Reasoning
a—Ability 3—Energy
result of study into the factors that should be con 4—Application
5—Experience
sidered in the selection of the staff, the types of accep 1—Intuition
table men have been divided into the motive, the men 2—Determination
9—Capacity b—Power 3—Resourcefulness
tal and the vital. In considering these types or in 4—Enthusiasm
5—Confidence
choosing between them for particular kinds of work, 1—Quality
attention is paid to nine fundamentals with various sub 2—Character
c—Character 3—Temperament
divisions, as shown by the analysis in the accompany 4—Ambition
5—Pride
ing table.
to the men and also enable the management to touch
Methods of Control and Development quickly upon any dissatisfaction that may have arisen.
Reference was made in the preceding article to the 5. In applying the commendatory method, the man
methods used in compensating, promoting and develop agement follows the general rule that every employee
ing the employees. Looking along this same line but who does a good piece of work should be made to know
rather from the psychological point of view, the man this fact has come to the attention of Mr. Rice. For
agement has analyzed the methods to be followed in example, a note of thanks is often sent to the chief of
the control and development of the employees into nine the bureau for the man who accomplishes any unusual
divisions, as follows: Imitation, competition, compensa or especially commendatory act.
tion, stimulation, commendation, relaxation, education, 6. As to relaxation, the company attempts to have the
loyalty and love of the business. All of these are im men work as little as possible in the evening. During
portant by virtue of their influence on the minds of the the summer they are granted a two weeks' vacation with
employees. pay, according to a definitely prearranged schedule. In
1. To train the men through imitation, a new em this connection the management has developed a novel
ployee, for example, is sent out with the best men in the "vacation award" voucher, whose purpose is to show
bureau to which he is assigned and learns from these definitely the date allotted, to state in dollars and cents
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 437

the actual cost of the vacation to the company and to bureaus all the principles are printed, framed and
suggest the management's appreciation for services ren posted. When a new man comes into the office, he is
dered rather than the mere regarding of the vacations made to understand that there are high ideals in claim
as a matter of routine. The employee indorses this work, and both he and the old men are constantly re
voucher and upon his return delivers it to the superin minded that these principles are the fundamental rules
tendent in exchange for the payroll voucher. If any that must guide their every act.
employee happens to be going to some place where he Moreover, each outside man has a black leather pocket
can do work for the department, the company pays part case which on one-half inside contains his lithographed
of the expenses. identification card and on the other his name and a list
7. The point of education is covered by the meeting of the six principles, with this statement: "Issued as
papers, the library and the like. The employees are official instructions for your guidance." This has a
encouraged to read different books, such as the efficiency beneficial effect not only upon the bearer but also upon
books of Walter Dill Scott, and various inspirational all to whom the identification case is presented for
books, and they are all required to read the newspapers inspection.
in order to keep informed on current events. They
must, however, avoid the subjects of religion, politics Fundamental Psychological Principles
and the war in their conversation with others. In developing the use of psychology in claim work,
8. The management makes a special effort to inspire the management has analyzed for the convenience of
loyalty in all the employees and to create a spirit of employees the various methods of arriving at decisions
steadfast allegiance to Mr. Rice as an officer and as an and essentials governing the procedure, as follows:
individual, to the chief of the bureau, to the bureau, to 1. How decision is arrived at:
all the associated bureaus and to the company. The a—Reasoning pro and con by elimination.
honor system is applied in handling the men, they being b—Reasoning and choosing by result of effect on
assured of opportunity to prove their worth as men mind.
without distasteful espionage. They are assured a fair c—Intuition.
hearing and the support of the management. d—Hazard,
9. In order to create a love for the business, the men e—Suggestion.
are not allowed to do secret service work but must al 2. Essentials governing procedure:
ways use their own names and titles. Each one bears a—Overcome prejudice:
a finely lithographed card, stating that he is a duly Show by logical argument and analogy that
accredited representative of the associated bureaus. which is true and right and thus conciliate those
This card is signed by the president as well as by Mr. who prejudge without knowledge of the facts.
Rice, and also by the director of the Pittsburgh de b—Inspire confidence:
partment of public safety, granting the bearer the cour Give life to trust and reliance, causing others to
tesy of that department. The care taken in these mat believe in you and to realize that you are sin
ters places the calling upon a higher plane in the minds cere, honest and desirous of dealing equitably.
of the men and those with whom they come into con c—Analyze and reduce to a business basis:
tact. The management guarantees to fulfill any Separate into component parts and prove by cal
promises made by employees, but they are especially culation and weight of the evidence the value of
taught that the old "strong-arm" claim agent is extinct what is being purchased.
and that in every act they must be so dignified, honor d—Create a desire:
able, polite and above-board that no act of theirs will Bring into existence a longing for the possession
cast discredit upon the modern form of claim repre of that which will reasonably compensate for the
sentative, their own officers or the department. They loss sustained, considering the degree of responsi
are made to see that the work is perfectly honorable and bility for such loss.
dignified, a feeling which is a necessary and most im e—Cause a determination:
portant foundation for the inculcation of a similar feel Bring about a condition of mind that will result
ing on the part of the public. The theory that confi in the principal resolving to end the matter at
dence and fairness beget confidence and fairness is once by exchanging that which he controls for
developed. that which you as a representative of the com
Emphasis on Fixed Principles pany possess.
/—Satisfactorily close the transaction:
As stated in the preceding article, the management When you have relieved the mind of doubt and
has made up six fixed principles to govern the work of animus and created a feeling of gratification by
the employees. These are as follows: having set aright and made amends for possible
1. Maximum Accuracy—Incontrovertible facts un- wrong or injury done, then only have you most
«arthed from all available sources. satisfactorily terminated the matter in hand.
2. Utmost Expediency—The promptest action in ac These six psychological essentials have been thor
cord with propriety and correctness. oughly explained with particular reference to their
3. Absolute Fairness—A fixed, irrevocable policy of application to the work of adjusting a claim. Adjusters
dealing with justice to all concerned. in particular clearly recognize the worth of psychology
4. Persistent Courtesy—Constant politeness combined in their daily work and tend more and more to develop
■with kindliness. their cases along correct psychological lines. It has
5. Minimum Consistent Expenditures—Disburse been proved that these essentials are the successive
ments proportionate to all the facts. steps taken in effecting a settlement, whether con
6. Perfected Co-operation and Efficiency—Working sciously or unconsciously.
in harmony to produce the most satisfactory results
with the least expenditure of time and effort. Application of Psychology
The management takes great care to impress these The fundamental facts underlying the Pittsburgh
principles upon the employees on account of the benefit Railways' application of psychology to claim work are:
to be derived by the employees and by the department 1. The department does not settle the "claim" but
if they are always kept in mind. In each office of the "with the claimant," his personality often being more
 438 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

important than the facts and circumstances surround kid to do no work for nothing fer him, do you, or don't
ing the accident. you?" "Yes," answered the man thus eloquently ad
2. Results are achieved by either logical argument or dressed, "I don't."
suggestion, or both.
3. A statement must of necessity be accepted as true Suggestion by Framed Cartoons
unless a negative thought arises in the mind. That suggestion may be by inanimate objects as well
4. To inhibit a negative idea a positive one must be as by words or acts is strongly developed in the recep
developed, and vice-versa to develop a positive idea the tion room. On the wall between the entrance door and
negative must be inhibited. the desk of the reception clerk are hung various en
With these fundamental facts and the further expla larged, colored and framed cartoons clipped from the
nation that psychology is the science of the mind and daily newspapers. These cartoons, some of which are
science is but the orderly arrangement of relative facts, shown in the accompanying illustrations, all refer to
the application of psychological principles is simplified street railway operation. The first ones include car
for the employee by such elementary illustrations as toons showing "Mutt and Jeff" consulting a lawyer; an
the following: outburst by "Everett True," who becomes incensed at
For a "claim agent" to address a person injured in a teamster holding the track; a couple trying to con
an accident as a "claimant" suggests a claim, but to vince the conductor that their 150-lb. son is under five
approach him as a "safety inspector" and refer to him years of age; the chronic complainer airing his views to
as the "principal" inhibits the idea of a "claim." the helpless conductor, and the result of an automobile
To attempt to secure a "statement" from a principal driver failing to heed a danger sign. All of these pos
suggests an act associated with law or litigation. To sess that inimitable and striking humor so cleverly ex
ask him for a "description of the occurrence" avoids pressed in cartoons. Farther along and arranged to
any suspicion before it is aroused. Similarly, it is catch the eye of the caller at the psychological moment,
better to call witnesses "observers." To say "just write are other cartoons showing an injured man, with the
your name here, please" will bring a compliance (par assistance of all the members of his family, telling his
ticularly if it is accompanied by a tender of the prin story to a claim agent and having the whole fabric of it
cipal's own pen casually picked up from his desk) more spoiled by his talkative son ; the claimant who sued the
often than to request him to "sign" his name. "company" but found himself indebted to his attorney
To ask a principal to "allow," "submit" or "undergo" even after recovering damages ; the well-known por
an examination immediately suggests the principal's trayal of the "lawsuit," wherein the litigants are pull
right to refuse and brings to his mind the embarrass ing at the head and the tail of a cow while the attorney
ment and possible irrelevant discoveries from an in does the milking ; the red tape attending litigation, and
spection by a doctor. Merely saying, "Our doctor will other subjects.
arrange with your physician for an examination at There are also displayed pictures of ex-President
your convenience" not only inhibits the negative idea Taft and other notables at a local ball game before and
but prevents any thought of embarrassment. after a home run by Wagner was declared a two-base
To say "It is more dignified and safer to face for hit on account of ground rules, and photographic illus
ward when alighting" will appeal to a woman more trations of the advance in electric railway equipment.
readily than the command "Don't alight from a car To add a fine touch of mutuality a caricature of Mr.
backward." Rice is also exhibited. Unless the visitor to the
As an extreme example of the negative idea, the fol reception room is a "shyster" lawyer, these silent argu
lowing incident of the boy who applied for a position ments never fail to make a good impression. The fact
is related to the employees. The boy approached the that cartoonists are seeing the humorous futility of
prospective employer with the words, "I don't suppose "suing the company" rather than acting as any sane
you don't know about no man that don't want to hire no business man would do in properly presenting any evi-

INDOOR SPORTS~By Tad —and the Worst b Yet to Come

Reproduced through the courtesy of the New York

Copyright, 1014, by Star Company, reproduced by permission of International News Service.Evening Mali.
CARTOONS DISPLAYED IN RECEPTION ROOM OF ASSOCIATED BUREAUS PITTSBURGH RAILWAYS
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 439

Mutt and Jeff— The Little Fellow Also Knows Some Law and Proves It Bud" Fisher

Copyright, 1914, by Star Company ; reproduced by permisalon of iDternatlonal News Service.

CARTOON DISPLAYED IN RECEPTION ROOM OF ASSOCIATED BUREAUS PITTSBURGH RAILWAYS

dence of indebtedness, is in the opinion of the manage honorable way without any underhanded or sleuthing
ment an evidence of the trend of public opinion. methods being used. The point is made clear, however,
that if any claimant seeks to defraud the company, its
Definite Policies entire resources are used to defend its best interests.
The public is told that an inquiry regarding an occur
As a matter of fact, the six fixed principles sum rence is not made on a claim basis always but in con
marize the policy of all the bureaus. In dealing with nection with a very sincere endeavor to prevent acci
attorneys, doctors and the public, however, still more dents, that such inquiry is merely for the purpose of
.specific positions are outlined. securing the facts in the case and that in seeking facts
It has come to be understood by the profession that the company is asking only for that to which any per
any reputable attorney who properly represents a legiti son is entitled.
mate claimant will be received with all due regard for A committee of the staff is now at work on the com
the ethics of his profession. If an attorney enters suit plete standardization of all arguments to be used by
after having given the department an opportunity to representatives of the bureaus. All such arguments are
adjust the claim and if the claim was not solicited by or censored by Mr. Rice and his staff members with a view
for him, no settlement will be made directly with the of educating the public to a proper understanding, of
plaintiff. If, however, suit is entered without any at preventing harmful and incorrect statements, of gaining
tempt to effect an adjustment or if the case was solicited, believers, of securing the most desirable results, both
the management openly declares its right to deal di present and future, and above all of preventing any act
rectly with the principal if it so desires. or omission that might result in encouraging the filing
Doctors are made to understand that in any case the of claims. This latter point is never lost to sight.
department is interested in the injured person receiv At present Mr. Rice and his staff are working on an
ing such treatment as will result in the best possible analysis of the essential points to cover in each class of
recovery from the injuries sustained. If the doctor accidents, the compilation of company economics, an or
gives the department a report, a reasonable first atten ganization chart with a standardization of clerical and
tion fee will be paid. If later a settlement is made, the routine matters and also a concrete "code of ethics" to
doctor's bill for subsequent treatment, if reasonable, govern bureau employees, similar to that long since
will be included in the amount of the settlement but adopted by doctors and lawyers.
paid directly to the doctor by the company. It is made
plain that the doctor is expected to be fair and neutral "Desirable Publicity Facts"
in his attitude and must not act as an adjuster. If he
believes that the department is fair in its dealings with It is assumed that any prejudice or mistrust on the
principals and that his patient can secure what is due part of the public against a claim department is the re
him without the expense of litigation, the doctor is sult of unfair acts on the part of others or an inherited
asked to suggest to his patient, if the opportunity af
fords, the advisability of dealing directly with the com
pany. The doctor is also told that the payment of his
bill directly to him is a courtesy and not a necessary
cancellation of a debt. Out of a list of 3000 doctors
less than fifty are openly antagonistic to the depart
ment, and most of them without being requested will
make reports of any cases treated by them. At a re
cent meeting of the local medical society the speakers
on the subject of the "medical witness in court" volun
tarily stated that in all their experience they had never
been asked to report or testify to anything except what
they thought to be the facts or to do any other thing
•which was not wholly proper.
The public is told that the company never seeks to
evade any responsibility resulting from an accident, Copyright by Joseph Hoover & Sons Company, Philadelphia.
that it uses all honorable means to prevent litigation,
that injured persons are received as friends and not as CARTOON DISPLAYED IN RECEPTION ROOM OF ASSOCIATED
enemies, and that claimants are dealt with in an open, BUREAUS PITTSBURGH RAILWAYS
 440 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

erroneous conception of the business of adjusting Make it easy for the other fellow to change his de
claims. Furthermore, it is taken for granted that when cision.
a principal calls at any of the offices of the bureaus, Expect hostility and prejudice but be prepared to
he is a probable "claimant." In order to prepare him overcome it.
properly for a logical consideration and discussion of his Be more considerate of the ignorant, the poor and the
complaint, therefore, he is greeted at the desk in the dependent than the well-to-do and independent.
reception room and later in any office of the department Success is obtained by the one who does what is as
by a framed printed placard which contains not only the signed him better than anyone else has ever done it.
six fixed principles, which are applicable to any busi Reason; learn not only what is desired, but also why
ness, but also eight additional paragraphs of "desirable it is the most desirable.
publicity facts." The placard is signed by Mr. Rice Study the forms of expression that arouse resentment
and the president of the company. The desirable pub and avoid their use.
licity facts, which are dwelt upon by outside repre
sentatives, particularly No. 6, are as follows : Epigrams Used
1. Street railway transportation companies do not in • The management has made up some epigrams which
sure passengers or pedestrians against injury or dam are furnished in copies to all the employees. These
age. It is wholly unreasonable to suppose that all per give concrete and pithy expression to the psychology and
sons injured in connection with a street car are entitled efficiency basis underlying all the departmental work.
to damages. They are expressed in the following way:
2. If an accident occurs, the principal should not de
pend solely upon the conductor to make a report but 1.—Criticism unreserved and appreciation unfailing is
should secure the number of the motorman or conduc assured.
tor, the exact location and the exact time. 2.—Liability depends upon the circumstances.
3. If any personal injury or property damage results 3.—A cure for hard luck is hard work.
for which the principal was not to blame and feels justi 4.—Imitation of a worthy subject is commendable.
fied in making a claim, he should frankly report the de 5.—Mastery of details eventually brings achievement.
tails of the occurrence to the associated bureaus, to 6.—Science is but an orderly arrangement of relative
gether with the names of the witnesses, and give facts.
every possible assistance in making an unprejudiced 1.—Freedom from personal prejudice favors fairness.
investigation of all the facts and circumstances. Only 2.—Assiduous application assures accomplishment.
dishonest claimants object to a thorough inquiry being 3.—Concentration consists of continuous contempla
made to corroborate the facts. tion of facts.
4. A claim is purely a business proposition, not a mat 4.—To-morrow is too late to record facts of to-day.
ter of law, and should be presented and handled on the 5.—Some facts are better than none, but all the facts
same basis as any other allegation of indebtedness. are best.
Proving a claim is the same as proving a bill for work
done or goods furnished. 1.—System lessens work.
5. Any legitimate claimant making a reasonable re 2.—Your work is honorable—honor it with system.
quest for reimbursement can secure a satisfactory dis 3.—Systematic accuracy produces profitable pro
position of his claim without the expense of assistance. ficiency.
Since a claim is the same as a bill, it is bad judgment 4.—Troublesome details disappear before system.
for a claimant to employ an attorney or enter into the 5.—Efficiency demands a systematic elimination of non
embarrassment, delay and uncertainty of a suit without essentials.
first presenting his proof of indebtedness direct to those 6.—Manifestly, then, system becomes a necessity. This
he believes owe him. is a fact.
6. Only three classes of people bring suits for dam Safety Work
ages against these companies, viz. : The associated bureaus participate in the safety work
a—Prejudiced persons unacquainted with our prin that is carried on by the company to the extent of hav
ciples governing the handling of claims. ing safety lectures delivered by the officers. The men
b—Persons entitled to something but who want more in the medical bureau are particularly active in this re
than they are entitled to. spect. Last year at the Pittsburgh exposition a game
c—Persons entitled to nothing but who want some invented by a member of the department called "Pla-
thing regardless of their right to it. Safe" was widely distributed, and this same policy was
7. Citizens who encourage litigation, whether "ambu pursued in the schools this year. This game is clever
lance chasers," neighborhood gossips, misinformed ly devised to show the dangers of and the penalties for
friends or someone seeking to profit from another's mis carelessness that may arise between leaving home and
fortune, should remember that in so doing they add a returning at night. Special blotters are also sent out
burden to every taxpayer, as the expense of the courts with every inquiry blank about accidents. These blot
is assessed against them. ters play up various safety slogans, and all lay par
8. Remember, we seek your co-operation to prevent ticular stress upon the last plank of the associated
accidents to yourself and others. bureaus public platform. Other conservative and fun
damentally educational plans are systematically used.
Basis for Good Results
Members of the bureaus have been shown that best General Results
results can be obtained by understanding the follow A few years ago the company received less than 12
ing: per cent of replies to inquiry blanks relating to acci
A loud-voiced controversy is not a logical argument. dents. To-day 65 per cent are returned with more or
Never get angry when the other fellow is mad. less detailed information, many of them carrying sug
Don't let your personal feelings influence your official gestions which are acknowledged by a personal letter
acts. from the "safety always" inspection bureau. This is
Try to see the other fellow's point of view. Put your accepted as proving the increased respect of the public
self in his place. Be sympathetic. toward claim department work.
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 441

Despite the fact that a county, or small claims court, what a similar job cost on some other property, or at
has been in operation for two years, in which court a some other time or place on the same property. The
claimant may bring a suit up to $1,500 with or without direct charges made to operating expenses or to road
the services of an attorney and with or without a jury and equipment accounts do not represent the entire
trial, there has been a decrease of exactly 50 per cent in cost of the work, and if no cost accounting system is in
suits pending against the Pittsburgh Railways. More use it is impossible to compare the cost of similar jobs.
over, out of ninety cases heard in the county court dur What contractor would build a structure conforming to
ing 1914, forty-five of them resulted in verdicts for the certain specifications without having access to the cost
defendant. statements of similar buildings, and he would revise
By far the largest accident in the history of the com such cost statements to meet any changes caused by
pany occurred on Oct. 3, 1912, when a car ran wild on altered conditions. Yet railway companies are extend
a heavy grade, derailed and was destroyed. One man ing their lines, improving existing properties and ex
was killed and ninety-five other persons were severely pending large sums without providing a proper record
injury. This occurred at 8 a. m. By 11 a. m. of the actual costs of the improvements and in many
each bureau was handling its end of the problem and cases, even where records are kept, they fail to include
twenty adjusters had been assigned. By 11 p. m. that charges which rightfully belong to the improvement.
night every injured person or some of his relatives had When the cost of these improvements are to be paid
been seen by a representative of the claim department. from the proceeds of a bond issue, or are charged to
During the day numerous solicitors for attorneys had capital accounts, this failure to include all proper
sought to secure the claims of the injured. Notwith charges becomes a serious matter.
standing the almost unbelievable activity of these solici Many persons think that it is sufficient to keep ac
tors, some of whom continued their efforts until the last counts in accordance with classifications prescribed by
claim was settled a year and nine months later, not a the Interstate Commerce Commission or state railway
suit was entered. This record was duplicated during commissions, to determine properly the cost of any
1914, when ninety-two claims arising from one acci work. This is an error, as a cost accounting system is
dent were similarly handled on the Beaver Valley line. entirely distinct from the regular system of accounts,
Other collisions and derailments involving fifty or more but such system should be handled in connection with
persons have been disposed of in the same way. the regular system of accounts to prevent erroneous
During the fiscal year ended in March, 1915, the total charges entering into the cost of any job, as well as to
expenditures of the Pittsburgh Railways covering dis prevent the omission of proper charges from the cost
bursements of every kind properly chargeable to the in statements.
juries and damages account were less by $140,000 than It is generally admitted that no company is so small
the amount for the corresponding previous year. In ad that it should not have some system of work orders to
dition there was a decrease of $2,168,866 in the amount properly record the cost of improvements undertaken, as
sued for in suits pending, the number of suits being well as the cost of work of any magnitude chargeable to
lower than at any time during the last ten years. maintenance. It should be needless to add that a cost-ac
counting system should be kept by the accounting de
A Simple Work-Order System partment and not by the department doing the work,
as has sometimes been suggested. The principal rea
The System Described Is Particularly Adapted to Roads son for this is that overhead charges, which enter
with Revenues of Less than $1,000,000 a Year largely into the cost of all work, cannot be accurately
determined except from the records of the accounting
BY M. W. GLOVER, SECRETARY AND AUDITOR MOBILE LIGHT department.
& RAILROAD COMPANY A simple work-order system designed for the use of
The principal trouble with accounting systems devised smaller companies, but which may be used by compa
for keeping accurate cost records is the expense neces nies of any size, is briefly described below.
sary to produce the desired results. This is a problem It is a matter of personal choice whether the name
especially interesting to lines whose gross revenues are of the system used is "Authority for Expenditures"
less than $500,000 per year. Of 382 lines reported in (A. F. E.), "Job Order" or "Work Order," but the name
1914, 259, or 68 per cent, represented companies with "Work-Order System" will be used here. This system
gross revenues under $500,000 per year. can be used for work chargeable to additions and bet
A complete work-order system, such as has been so terments, reserve funds or operating expenses, a sepa
admirably described by G. W. Kalweit, auditor Mil rate series of numbers to be assigned to the different
waukee Electric Railway & Light Company, in a paper classes of work orders.
presented at the 1913 Accountants' Association Conven The only book needed is a journal with ten or more
tion, and published in the Electric Railway Journal columns, according to the number of subdivisions de
for Oct. 15, 1913, may be used by any company, but sired for showing details of the work. If subdivisions
many smaller companies have not found it possible to are not designed, a separation of charges between labor
use this system on account of the expense necessary to and material only may be used. All work orders should
carry it out in detail. Other "A. F. E." "job order" or be issued by the accounting office upon the request of
"work-order" systems have been described from time the department interested, and they should be consecu
to time, but most of them have been devised for the tively numbered; a separate series of numbers being
use of large companies, and the smaller lines have been used for work chargeable to additions and betterments,
getting along without any definite system of cost ac reserve funds or operating expenses, if desired.
counts. This is an unfortunate condition, as the infor Work orders may be divided into general and specific,
mation regarding costs, which can be furnished through or into any other subdivisions desired.
a satisfactory work-order system, cannot be overesti General work orders apply to charges for certain gen
mated. eral work over a stated period of time.
The management of every property, however small, Specific work orders cover the work on a specific job.
should be in a position to know the exact cost of each When a work order is requested, if the work is to be
specific job undertaken. If three city blocks of track charged to additions and betterments or reserve funds,
are to be reconstructed, it is important to know just the authority for doing the work should be furnished;
 442 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

if the work is chargeable to operating expenses it is it shows just how the work is progressing. When the
not necessary that executive authority be furnished. work is completed a statement should be made showing
In all cases the request for a work order should specify the entire cost of the work.
the exact nature and extent of the work, and the sub The overhead charges in each case should be added
divisions which it is desired to keep of the charges. by the accounting department and they should be de
When a work order is issued a copy should be fur termined by a careful analysis of the work done, care
nished all officials interested and the accounts to be being exercised to see that all proper overhead charges
charged should be shown; the work-order number must are included.
be shown against each charge, in addition to the road Where work is chargeable to road and equipment or
and equipment or operating expense accounts charge reserve fund accounts, the amount of overhead charges
able. Thus, no matter where the charge originates, should be debited to the proper accounts and operating
whether from the voucher record, payroll or material expenses credited, by journal entry, in accordance with
distribution, both the accounts and the work-order num instructions contained in the classification prescribed
ber should be shown. There are several reasons for by the Interstate Commerce Commission, but where
this; one being to guard against errors; another, to the work is chargeable to operating expenses, the
familiarize all employees with the accounts chargeable charges for overhead expenses will simply be shown on
for certain work. With other work-order systems it is the work-order record for information only, and no jour
customary to make all charges to the work order only, nal entry made to cover.
and at the end of the month, or when the work is A general work-order may be issued to cover the cost
completed, to clear the work-order account and distribute of renewing ties, or for any work extending over an
the charges to the proper road and equipment, reserve entire year or a portion of a year when it is desired to
funds or operating expense accounts. This often re arrive at the actual cost of such work ; in fact, this sys
sults in an incorrect distribution of the charges, tem can be used to advantage in many ways for deter
caused by the necessity of obtaining the figures before mining the cost of small jobs undertaken, as the addi
closing the accounts at the end of the month. tional work involved is negligible and can be handled
The following illustrations show how the system without any additional clerical help.
would be handled upon a request from the department If more information is desired the unit costs can be
preparing to do the work, the first work order being determined and additional statements analyzing the
chargeable to road and equipment expenditures ; the sec work undertaken can be prepared.
ond being chargeable to operating expenses: There is no statement furnished by the accounting
(i) department of more value to the management than
WORK-ORDER NO. 278. statements of costs, and where this can be done with
Charge to the above work order all expenses in connection with out increase in expense there is no excuse for any com
the construction of 1 mile of track on Government Street, from pany, however small, failing to keep such records as
Georgia Avenue to Houston Street.
Charge these expenses to the proper road and equipment ac will enable the exact cost of work to be determined. In
counts, and show the above work order number in addition against
each charge. fact, the division of valuation of the Interstate Com
Subdivide charges to this work order as follows : merce Commission has already issued orders requiring
A—Grading t
B—Ballast carriers subject to its jurisdiction to adopt a uniform
C—Ties system of cost accounting for work chargeable to main
D—Rails, fastenings and special work
B—Track and roadway labor tenance as well as for road and equipment expenditures,
F—Paving
G—Poles and fixtures and it will not be long before all lines will be required
H—Distribution system to keep a cost-accounting system for determining the
J—Other direct expenses (inc. Eng. and Supt. )
Total $ actual cost of work done, whether chargeable to main
K—Overhead charges tenance or to capital accounts.
Grand total $ The system outlined above is simple, inexpensive and
easily handled and can be made to furnish valuable in
(2) formation as to the cost of work undertaken. It is not
WORK-ORDER NO. 342.
Charge to the above work order all expenses in connection with intended to take the place of work-order systems devised
repainting car No. 225. for the use of lines whose revenues amount to more
Charge these expenses to operating expense account No. 30
"passenger and combination cars," and show the above work order than $1,000,000 per year, and who can afford the ex
number in addition against each charge. pense necessary for an elaborate system of cost ac
Subdivide charges to this work order as follows :
A—Striping % counts, but a test of the system will prove that it can
B—Sand blasting, cleaning and painting outside
C—Sand blasting, cleaning and painting inside be used to advantage by all smaller lines.
D—Trimming
E—Other direct expenses (inc. Supt.)
Total $ Interurban Railway Co-operates with Fair
F—Overhead charges
Associations
Grand total $
The lines of the Louisville & Interurban Railway,
Copies of these work-orders should be sent to each Louisville, Ky., pass two county fair grounds, at both
official interested. In turning in time for employees of which fairs have recently been held. One of these is
engaged on this work the ticket should show the road the Fern Creek Fair of Jefferson County, and the other
and equipment or operating expense accounts, and in the Shelby County Fair, at Shelbyville. The company
addition the work-order number. The payroll distribu has made a practice for several years of assisting the
tion, requisitions for material, and all other charges fair associations in every manner possible in their ad
for work covered by a work-order, should show the ex vertising and in the way of transporting exhibits, sup
pense accounts as well as the work-order number. plies, etc. During the days that each of the fairs is
The work-order record is kept entirely separate and under way special service is provided. Most of the
does not interfere in any way with the other records of traffic is from Louisville out, large numbers of Louis
the accounting department. During the continuance ville residents having earlier been residents of the sec
of the work, a statement may be prepared from the tions where the fairs are held. For both occasions also
work-order record, showing the charges to date, and this the company supplies special cars one day at each place
information is of value to the management of the com to carry delegations representing Louisville commercial
pany, as well as to the department doing the work, as organizations.
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 443

Boston versus Glasgow system are not allowed to organize a union, but the em
ployees of the privately-owned street railway system of
The September issue of Concerning Municipal
Ownership contains an illuminating comparison, made Boston are allowed to unionize. To Mr. Gordon's mind,
all these facts demonstrate, as far as a comparison of
by F. G. R. Gordon, the prominent labor man and advo street railways in different countries can, the tremen
cate of private ownership for public utilities, on the
subject of street railway operation in Boston and Glas dous superiority of private over public ownership of
gow, the two cities here and abroad whose local condi street railways.
tions most nearly approximate each other. According
to Mr. Gordon, the unusually low cost of operation of Copper Zones for Shore Line Electric
the Glasgow municipal street railway system is largely Railway
caused by two factors—namely, low wages (the average
wage rate being less than half that paid in Boston) and A Novel Form of Duplex Receipt Provides for Stations
the lower overhead expenses, fewer cars being operated Numbered in Accordance with the Fares Charged
per thousand population. For each passenger fare paid Between Them, and Is Used for a Transfer
on the privately owned railways of Boston, labor receives to Branch Lines
2.04 cents; out of each passenger fare in Glasgow, un A change of rates has just been put into effect on
der municipal ownership, labor receives about y2 cent. the Saybrook and East Lyme divisions of the Shore
The fact that labor is cheap, says Mr. Gordon, serves Line Electric Railway, Norwich, Conn., by which the
to reduce both the price of commodities and the cost copper zone system of fares is established on the com
of operation in Glasgow. For instance, the price of pany's trackage between New Haven and New London.
coal is $1 a ton less in Glasgow than in the average In connection with this the company has developed a
American city. Rents, too, are less, and the cost of cash receipt and transfer which is distinctly novel and
building is much lower in Glasgow than in Boston. which has been made the subject of an application for
Thus in 1913* the cost of material and power on 196 patent. The illustration on the following page shows
miles of street railway in Glasgow was only $955,000. the form that this ticket takes.
In 1914, similar charges in Boston amounted to There are two forms, the one shown in the illustra
$4,050,795. tion on page 444 being used for what is called the
For 1914 Boston received, directly and indirectly, main line, between Chester and New Haven. This
$1,394,611 in taxes from the street railway system, or division includes a branch line from Guilford to Stony
three-fifths as much as the 136 municipal street rail Creek, and a certain number of stations out on the East
way systems of the United Kingdom combined paid to Lyme division to whicn transfer is made at the station
their respective municipalities the year previous. In known as Ferry Road, No. 64.
1913 Glasgow received $336,000 in the way of general Method of Application
rates and taxes. Thus the entire sum received, directly
and indirectly, from the municipal street railway sys An examination of this ticket will show numbers
tem aggregated only $569,000 as compared to more opposite the names of the stations, beginning with New
than two and one-third times as much received by Haven at 0. These represent the exact amount of fare
Boston from her privately owned street railway system. from New Haven. Guilford - is station No. 28, and
Mr. Gordon questions whether the low fares in Glas consequently the fare from New Haven to Guilford is
gow in reality constitute a saving to the people. The 28 cents. Chester is station No. 86, and the fare from
British municipal street railways have adopted the so- New Haven to Chester is 86 cents, the fare between
called zone system. In 1913 the Glasgow street rail any two stations is arrived at by subtracting the num
ways carried 311,000,000 passengers at an average fare ber opposite one station from the number opposite the
of a little less than 2 cents. A ride which covers the other. A conductor who is not quick at figures may
first zone, a distance of 1.15 miles, costs 1 cent. Beyond place the 0 of one ticket against the station from which
this point another fare is paid and so on up to 14 cents, he takes on a passenger and the exact fare may then be
the entire length of the Glasgow tramway system being read to any other point on the line. For instance, place
about 14 miles. In Boston one may ride 20 miles for 5 New Haven, 0, against Guilford Green, 28, and opposite
cents. Moreover, in Glasgow no transfers are given, Ferry Road, station 64, appears the number 36. The
while in Boston free transfers bring the average fare fare then from Guilford Green to Ferry Road is 36
down to about 3.5 cents. cents. This figure may also be arrived at by the means
This system has helped greatly in the formation of described on the ticket, namely, to subtract 28 from 64.
the large suburban population around Boston. The The result is the same, 36 cents.
zone system in Glasgow, on the contrary, has favored The large figures from 1 to 9 that appear on the
a concentration of the population within a very con ticket have really no special relation to the system ex
stricted area. In fact, 30 per cent of the working-class cept that when a conductor arrives at station 22, going
families in Glasgow live in one-room tenements. Only out from New Haven, the large figure 3 calls his atten
2 per cent of Boston families occupy only one room. tion to the fact that he should collect his Guilford Green
When the street railway fare paid by Bostonians is checks between stations 22 and 24. Going west, that
measured by the ability of the average citizen to pay is from Chester to New Haven, the figure 4 warns him
for such service, it is found that the average working- that he should collect his Guilford Green checks between
man in Boston receives more than twice the pay of the stations 32 and 30. As a large number of people travel
workingman engaged in a similar occupation in Glas back and forth between the Saybrook carhouse, station
gow. In fact a 5-cent fare in Boston assumes the pro 62, where steam road connection is made, and Ferry
portions of a 2-cent fare in Glasgow. Road, the company's own junction, the figure 7 is
Other features mentioned by Mr. Gordon include the placed between these two stations (62 and 64) as the
following: The Glasgow system has 1 mile of track to conductor collects there in both directions.
each 7000 of population. The Boston system has 1 mile The company is also providing a little clip to attach
of track to each 2000 of population. Under municipal to the seat or pilaster of the car into which the destina
ownership the employees of the Glasgow street railway tion check can be readily placed when folded, and these
• In view of present conditions in Europe, the report tor 1913 large figures seen through an opening in the clip. In
is taken as offering a fairer comparison. other words, a conductor going out from New Haven
 444 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

from New Haven to Stony Creek would receive an

m 1439 NV 1439 original destination check, or cash receipt, punched
I Good for one continuous P*»- Good for one continuous pas opposite 0 and on the other side of the ticket in the
PUPIL, /or sayetni9b«twc*a
<jale andpoiftta punched sage between points punched
train only. lor this date and train only.
I P»Ttn» Afhup Worn line 40.
DATE DATE. If the passenger was going from Chester, or any
DUPLICATE 0BIGINAL point between Chester and Guilford, to Stony Creek,
New Haven R.R.St. K) New Haven R. R. St
Jan 1st .it and Kerry St. 21 State & Ferry St Jon. he would receive a ticket punched against the station
reb. IQuinnipiac Ave. ^ Ouinnipiac Av r,4j. from which he departed, and the 40B that will be found
Mar.
_Apr._ Foxon Flag Pole Foxon FUg Pole Apr. in line 16 would be punched. The number 16 sub
River Street 210 io0 River Street] May tracted from the number of the station at which he
lotoket >3 Totokti I Jane
July Hopson's Hopftjns] Jily takes the car gives the rate that he must pay. When
[uB No. branford In No. Branford_40B)_Aii|L used as a transfer the date and hour are punched in
Start. ?8b_ 38BI Seal order to cover a continuous ride.
Oci. j6B\Vest Pund Road 20j 30 West Poud Road 36^ Oct,
No*. 22 34BI NovT
De 24 O J1 lite, Other Uses
T-,6pkoB Long Hill 20 20 Long Hill sod
-2 17ouil(ord Urcen 28 UullfordlUretn 2-17 The details of the application of this ticket to the
3-13 y3B East Creek . 30 30 jt East Creek 30R 3-18 transportation of employees, trackmen and so forth are
4^191 t2B Station 27 4-32 32 ^ Station 27 32B 4
~5-2tt| UB East River P. O. 341 34 East River P. O. 34B 5-201 of interest. All of the company's officers and employees
6-31 36B Madison Cern_. 36| |36 Madison Cem. <6j| 6-2 (except trackmen) carry passes, and the conductor
7- 22 l8n Madison P. O. j- 38 38 g- M. Madiion P. O. 38b| 7 22
8- 23 10B Webster Point O 40 40 O w ibster Point 40B]_, 8-23 punches the two stations between which the employee
V 24 Dudleys 42 4 2- Dudleys! 9_24| is traveling, the holder of the pass writing at the top
I) 25 Clinton P. O. Clinton P. O 10 25
I 20 bibbell'a Corner 40 Dibbell's Cornel 1-26 of the ticket, his name and number of the pass. This
12 27 Grove Beach Casino 4H 48 Grove Beach Casinoll2727 avoids the use of employees' tickets, of which the com
13 -28 Hani iiiocs ^. dm
50 50 e Hammo^k||3-28l pany had formerly used a very large number. In the
14 29 6a Chapman Sch.O 52] 52 O Chapman Sen. 76a|T4^2W
5-30 174A Stannard Beach 54 54 Stannard Beach 74Ari530| case of trackmen, the conductor punches as before and
I72A Chalker Beach 56 56 Chalker Beach 72a| 31 fills out the number of the men, on the back of the
-OA ( iyslt-r River_ 58 58 Oyster River 70*
68a Saybrook P. O. 60 160 Saybrook P. O. 68a ticket, and the foreman of the gang signs on the front.
66a Car Barn _-T 62 !02 i Car Barn 66a If no foreman accompanies the gang, and they are not
Ferry Road I 64 64_ Herry Roao
6a Avers Point 06 00 Ayers Point 66*| able to write (as is sometimes the case) the conductor,
8a Gladdings 68 68 Gladding* 68a" himself, signs on the front so that, in sorting these
70A EsseVSquare q 7 o| Essex Square 70A
72A Essex Station Q7 2 70
72 B O Essex Station 72A slips, those used for non-revenue passengers can be
■74A B«hrens& Bush. 741 TTTlehrens & Bush. 74A instantly thrown to one side.
76 \ Ivorvton June. 76| 76 Ivorvton June. 76, School tickets are sold in $3 books, with each ticket
Sttonis Crnssinif 978 78 Stroms Crossing
Middlesex 80 80 " Middlese representing 1 cent. These are collected at the rate of
82 Deep River Hot« one for each zone, with a minimum charge of 3 cents.
ans Corner 84 84 Ryan's Corner|l I fiH
86| 80 Chester I 2 That is, it costs a pupil 3 cents to ride in any part of
one or two zones, and the same in three zones, 4 cents
NEW FORM OF PASSENGERS' FARE RECEIPT FOR COPPER in four zones, 5 cents in five zones and so on. In other
ZONE SYSTEM words, half rate is charged except in the case of a
minimum ride, when the charge is 3 cents from a pupil
would fold his Guilford Green checks so that the figure and 5 cents from an adult. These tickets must be pur
3 would show through the clip, and, coming in from chased through the use of an application blank fully
Chester, he would fold his Guilford Green checks so that identifying the pupil. The destination check, when
the figure 4 would show through the opening in the clip. used in recognition of a school ticket, is punched in the-
Whether this feature will be of great value depends block "Pupil."
upon experience, but it is believed that conductors will The conductor's daily report is simple. All minimum
make considerable use of it. fares are rung up on the register and the register is not
There are no overlapping zones, and the zones are turned back until the end of the trip. The reading of
somewhat in excess of 1 mile each, depending upon the the register each time it is changed is extended in his
location of little settlements or groups of houses, as report, in the zone in which the change takes place, and
terminals of the zones have been worked out to accom is thrown back to zero at the end of the trip. Against
modate the largest number of people and have taken each trip he sets down the opening and closing number
into consideration the direction in which these people of his destination checks and the other information that
most frequently travel. There is a minimum charge of is necessary to complete the office records.
5 cents, which covers a ride in any part of two zones. A It is of interest to note that, some months ago, the
rider passing into the third zone is charged 6 cents; company planned to change the rates on the two divi
the fourth zone 8 cents, an additional charge of 2 cents sions in question by increasing the zone fares to 6 cents
being made for each zone. and leaving the zones just as they were, of unequal
length and overlapping, in the way common to street,
Use as Transfer railways. However, after serious consideration, it was
The use of this ticket as a transfer is also novel. felt that an increase to 6 cents simply emphasized the
The branch line stations are numbered and lettered, faults of the existing fixed unit of fare and varying
although the names do not appear on the ticket. Guil units of service, and the company has been studying
ford is the first junction out from New Haven, and it since on the plan that has now been adopted. This, it
will be noticed in the lines each side of 28, first toward is believed, will prove to be much fairer, both to the
Chester, 30B opposite 30, 32B opposite 32 and so on up public and to the company. It has the great advantage
to 40B. The station that is indicated by 40B is the over an increase to 6 cents in that it effects a saving to
end of this branch line, and this is a station that is at least a portion of the company's patrons who are
called Stony Creek. The fare from New Haven to Stony certain to help make the change go through without
Creek is 40 cents. That is to say, this station 40B ap serious opposition. Naturally, a flat increase to 6 cents
pears in the line against 40, and the difference between for the old zones would meet with no support from any
punched holes governs the rate. A passenger bound quarter.
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 445

An elaborate public announcement regarding the of rates should also be used for the assessment of taxes.
change has been published in the local newspapers, but While trained minds versed in the science of taxation
the plan was discussed in the papers for some little find no difficulty in ascribing different values for differ
time previous, and a number of interviews were held ent purposes to the same property, it is not so simple to
with people along the line who were interested. The the layman. Rates, however, are largely based on what
company has begun the sale of strip tickets in books of is put into the property as investment, while taxes are
$2 and $5, each ticket representing 1 cent, similar to assessed on what is taken out as income. The one is an
the form of a strip mileage ticket. In this way, a pas investment value, the other an income or market value.
senger can pay with his ticket for a minimum fare, or Under constant and proper regulation of rates, however,
any other amount, without the use of pennies. the difference in valuation for the two purposes should
be slight, and in fact should ultimately disappear, for it
is evident that the fixing of the rates is the determining
Should Utilities Be Assessed by Public factor in the market value of the utility.
Service Commissions ? * It is clear, then, that if utilities are to be taxed justice
to all concerned demaonds that the assessment shall be
BY F. N. FLETCHER, RENO, NEV., FORMER MEMBER STATE based on knowledge derived from expert investigation.
TAX COMMISSION It is also clear that whether the rate-making value
When a commission has the rights and duties of an differs from the taxation value or not, the essential
inquisitorial body for the investigation of all the books, facts on which both are based are the same. In other
papers and inside information of a public utility for the words, while the rate-making and the assessing powers
purpose of determining the reasonableness of its rates may, indeed must, use the facts for different purposes,
and its service, is it proper and fair for such a com both must use the same set of facts. From the public
mission with the information thus obtained for a par standpoint, then, in the important matter of investiga
ticular purpose to turn about and, assuming an official tion there is not only no argument against a public serv
character quite distinct, make use of the information ice commission fixing the assessment value of a public
for a purpose altogether different? Closely related to utility but strong economic reasons for it.
the question itself are two co-ordinate questions that What shall be said of this procedure from the stand
will first be briefly discussed. point of the utilities? In those states where the rate
First the mooted question: Shall public utilities be making and the assessing powers are lodged in the same
taxed at all? In the case of those utilities which still commission there will come moments of grim humor
exist unregulated by public service commissions, gov when arguments favoring high rates for a certain utility
erned in their service and rates only by the faint menace based on its high cost are compared with arguments for
of competition should service become too poor or rates low tax assessment based on its low market value. There
too high, managed largely if not solely for the benefits seems to be no valid objection to the same commission
of the stockholders and charging all the traffic will hearing both arguments and deciding both issues. In
bear, there is no question that such utilities should be deed, from the standpoint of the utilities, to have valua
taxed with as near approach to intelligent valuation as tion for rate making and for taxation determined by one
the conditions allow. In the quite different case of expert commission is theoretically ideal. In practice,
utilities under the intelligent and continuous regulation however, where utilities are assessed by public service
of public service commissions it really makes little commissions and other property by local assessors, it is
difference to the utilities whether they are taxed or not. almost certain to result in a considerable increase in
If taxed, the amount of the taxes is added to the expense the assessed value of the utilities without a correspond
account, and rates are allowed to cover expenses. In ing increase in the assessed value of other property.
practice it may not work out so exactly as it does in This manifestly works injustice either to the utilities
theory, but in general it may be fairly claimed that it or to that portion of the public which they serve. The
matters little to a public utility corporation whether it cure for this injustice lies in placing the entire control
pays taxes or not provided its rates are fairly and in of the assessing power in the hands of a single commis
telligently regulated by a public service commission. sion, which would either be the public service commis
The incidence of its taxation is, properly enough, passed sion or which would accept the value fixed on utility
on to the consumer. property by this commission, and would proceed to raise
Yet aside from the interests of the utility, what the assessed value of other property to the same basis.
interest has the public in its taxation ? Plainly, the ex Whether a public service commission could perform the
emption from taxation of a utility properly resulting duties of a tax commission efficiently depends on local
in decreased rates for service makes to the advantage conditions. In a small state a single commission might
of those served at the cost of all taxpayers within the accomplish the twofold task, but in most states it would
taxing unit who are not served. For example, it might be impossible. But in no state should the important
easily happen that the property of a power, light and work of rate making or of tax assessing be left to ex-
water company might equal 5 per cent of the entire officio commissions, which are notoriously inefficient.
value of a county while it served but one-half the in Finally, then, it appears that public utilities should
habitants. If such property were exempted from taxa be assessed for taxation by public service commissions.
tion and the rates to consumers correspondingly de Even in states where local assessors are compelled by
creased the entire benefit would accrue to the consumers law to accept the valuations on utilities as fixed by the
while the entire loss in county taxes would fall on the public service commissions, the method is a big improve
taxpayers outside the community served by the corpora ment over the old way. It would be a still better method
tion. The same would be true of the loss of state taxes for the public service commission to have the power to
in the ratio which the value of the exempted property assess for taxation all classes of property or to act with
bore to the state's valuation. a tax commission having such power, which in most
On the assumption, therefore, that public utilities states would be the only practical plan. A centralized
should be taxed it becomes a matter of interest to con power which would fix the assessed valuation of all
sider whether the valuation used for the determination classes of property on the results of careful and scien
•Address delivered before the ninth conference of the National tific investigation offers the only practical solution of
Tax Association, held in San Francisco, Cal., on Aug. 10-14, 1915. the problem of equitable assessment.
 446 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8, 1915 American Association News OCTOBER 4 TO 8, 1915

Southern California Committees Arrange for Entertainment of Convention Attendants Who Visit Los Angeles
and San Diego—Hotel Reservation Committee Organized in San Francisco—Membership Pin

PROGRAM IN LOS ANGELES AND SAN DIEGO sired. The return trip through Los Angeles to the
The southern California committees of entertain Hotel Maryland in Pasadena will be made in time for
ment to the American Electric Railway Association and dinner in the evening.
American Electric Railway Manufacturers' Association FRIDAY, OCT. 15. TRANSPORTATION DAY AT PANAMA-
have arranged a most attractive program for the at CALIFORNIA EXPOSITION
tendants at the convention and their families when Special electric cars of the San Diego Electric Rail
they arrive in southern California. The dates of this way will meet the train at 7 a. m. at the Santa Fe
program are Oct. 13, 14, 15 and 16, 1915, and "the fol station and convey the guests to the Coronado Ferry
lowing has been arranged and will be carried out, and from the ferry to the Hotel del Coronado. Special
with possibly some slight changes: events will be featured at the exposition during the
wedne.day, oct. 13. transportation day at day, including an address of welcome by the president
univer:al city of the exposition, a special drill by the United States
Cavalry and a special musical program on the famous
The guests will be taken from special Southern Pa out-door pipe organ. An informal reception and dan-
cific trains at San Fernando, transferred to Pacific sant for the ladies of the party will be held at the
Electric cars and then taken to Universal City, where Southern California Counties Building.
a special program has been planned by the Universal In the evening a visit will be made to the ' Isthmus"
Film Company. The party will arrive at Universal which is known over the entire world and is one of the
City about 11 a. m. In addition to these guests, in most elaborate features at the San Diego exposition.
vitations have been extended to the city officials of Los Numerous forms of amusement will be provided, and
Angeles, including the Mayor and members of the the party will be entertained at the very interesting
City Council, representatives of the Chamber of Com attractions that are conducted on the Isthmus.
merce and prominent electric railway officials of
southern California. There will be an augmented band SATURDAY, OCT. 16. AVIATION DAY—SAN DIEGO
of seventy men, composed of the Pacific Electric Rail On Saturday special cars will leave Hotel del Coro
way and Los Angeles Railway employees' bands, to nado at 9.20 a. m. for the ferry, where they will be
escort the party through the Universal Film Com met by special launches which will convey the guests
pany's grounds. The Universal Film Company's cow to the United States Aviation Field on North Island
boys will also act as an escort and give their usual to witness a special movement of hydroplanes and
Wild West salute. Interesting scenes from important aeroplanes by the United States Army aviators.
picture plays will be in progress of making, so that Guests will be permitted to visit the hangars and
those present may get a true and accurate idea of how inspect the machines. Following the exhibition they
picture work is conducted. Some of the very best ar will be taken for a ride over San Diego Bay, re
tists will take part in these scenes. The Zoo will be turning to Hotel del Coronado at 12.30 p. m. for
visited and there will be an exhibition of wild animals luncheon. At 2 p. m. a special train will leave Hotel
and jungle scenes. del Coronado for Tia Juana, Mexico, returning at 6
Following this the party will partake of an elaborate p. m. In the evening a ball will be given in honor of
Spanish barbecue under the direction of the famous the visitors at Hotel del Coronado, and after the ball
Joe Romero. There will be about 350 guests in all at they will be conveyed in special cars to the Santa Fe
the barbecue. During the luncheon addresses will be station, where they will board their train.
made by prominent members of the association. The
entertainment at Universal City, outside of the bar CONVENTION HOTEL RESERVATIONS
becue, will be directly in charge of H. McRae, general A local hotel reservation committee has been organ
manager of the Universal Film Company, and M. G. ized at San Francisco for the convenience of those who
Jonas, publicity manager of the Universal Film Com will attend the convention of the American Electric
pany. Railway Manufacturers' Association. All that is neces
The evening entertainment will consist of a recep sary is to send in a request specifying the accommo
tion and dance at the Hotel Maryland in Pasadena, dations desired and the committee will see that suit
where the party will be taken by special electric trains. able reservations are made immediately. Application
THURSDAY, OCT. 14. SANTA CATALINA ISLAND DAY for reservations may be made either to H. G. McCon-
naughy, 165 Broadway, New York, N. Y., or to Carl
At eight o'clock in the morning special Pacific Elec Heise, care of Westinghouse Electrical & Manufac
tric trains will leave Hotel Maryland, Pasadena, for turing Company, San Francisco, Cal.
San Pedro. Such guests as have headquarters in Los
Angeles will leave on special Pacific Electric trains at
8.30 a. m. from the Sixth and Main Street station for MEMBERSHIP PIN
San Pedro. Special boats will be provided by the Ban Secretary Burritt is making a campaign to induce
ning Company, owners of the Wilmington Transpor members to wear the association pin. He recently
tation Company, conveying the party from San Pedro sent out an attractive order card with some interest
to Santa Catalina Island, where luncheon will be ing statements bearing upon the wearing of the pin.
served with famous Catalina Island sea food as a spe It appears that nearly 1300 members are already wear
cialty. In addition to this the committee will provide ing it, and Mr. Burritt gives as a salient reason for
glass bottom boats for viewing the greatest submarine doing so the fact that it is likely to afford the oppor
gardens in the world. Members will be accorded the tunity of individual explanation of the problems which
privilege of the Golf Club on the Catalina links, if de the electric railways have to solve.
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 447

COMMUNICATIONS the electric control and the air control of a car should
be segregated and consist of two separate and distinct
functions, or why one handle cannot be used to apply
Cars at Less than Cost the power, and when turning off the power in the re
Empire United Railways and Associated Lines verse direction apply the air brakes? Not only would
Syracuse, N. Y., Sept. 8, 1915. this simplify apparatus and save weight, but it would
To the Editors: make the control practically foolproof. But, because
Your editorial entitled "Cars at Less than Cost" is air-brake manufacturers and electric manufacturers
a temptation, and I am taking the liberty of "coming have been two distinct breeds, no one has apparently
back." I have just finished sopping up the tears which ever thought of combining the two functions. There
have been falling from my eyes in commiseration of are a dozen other points in electric car construction
the "poor, feeble-minded car builder," mentioned in which could be similarly combined if the various man
your editorial, who has been cajoled into accepting or ufacturers could be properly harmonized. Then the
ders for cars under ruinous competition. The illustra car will cease to be an "assembled" car.
tion used, of the selling of transportation in the electric The "poor, feeble-minded manufacturer" who sells
railway business at less than cost, is really hilarious his car at less than cost does so of his own free will
when compared to the selling of electric cars by the and accord. He is not forced to do it by anybody or
car builder. To be sure, all of us complain, with more any circumstances over which he has no control. If
or less vehemence, as to the burdens we bear and the his overhead charges made the cost of car building
goods we sell at less than cost, but there is a difference, prohibitive, it is clearly neither the function nor the
as pointed out by you in your editorial—only you do duty of his customers to absorb those charges. He is
not go far enough. You recite the fact that the price his own master when fixing his selling price, and, un
at which we sell our goods is stipulated by law, but like his customers, he is largely the architect of his
you fail to mention the fact that the manufacturing own costs. The car manufacturers have been helpful in
cost of the article which we sell to the public, namely, building up the electric railway industry, they are in
transportation, is dictated to us by outside sources. dividually and collectively a fine lot of men, it is a
In the matter of power, the margin of efficiency is pleasure to know them and to do business with them,
rather narrow, and in the matter of wages, the largest and it is to be regretted that competition among them
item entering into our cost, we are practically in the is so keen as to be ruinous to themselves and harmful
hands of outsiders. Taxes, paving and other imposts tc the industry they have helped build up. But, let
and burdens imposed on electric railways are beyond them haul their own chestnuts out of the fire and let
the control of the management, so the electric railway the present crisis in car building be the starting point
is not only restricted in selling price but its produc of a new era in their business as well as in that of
tion cost is practically dictated by persons and circum their customers. Ernest Gonzenbach,
stances over which the railways have no control. General Manager.
Take, now, the case of the "poor, feeble-minded car
builder," who deserves our commiseration and sym Transmission Line Progress
pathy. The matter of manufacturing cost with him is
principally one of organization, an item even more im Archbold-Brady Company, Engineers
portant than the cost of raw materials. The manu and Contractors
facturer in selling a car body at $3,000 or $4,000 no Syracuse, N. Y., Aug. 26, 1915.
doubt is not making a profit on it, but any automobile To the Editors:
manufacturer will give him lessons in how to turn out I have noted with interest the editorial on trans
that body at half the cost and make a good profit. The mission line progress which appeared in the issue of
difference is that the automobile manufacturer has or the Electric Railway Journal for Aug. 21, page 300.
ganized and standardized; the electric railway manu The experience of this company is in line with the
facturer has not. As a matter of fact, it will take a statements made in the editorial, but this experience
42-centimeter gun to jar the electric railway industry would lead us to utter a word of caution in regard to
out of the smug complacence of its accustomed the use of excessively small sizes of wire. We do not
methods, and that 42-centimeter gun has actually been like to recommend the use of No. 2 wire on spans
fired, and it has been fired by the automobile manu greater than 400 ft. in length unless the occurrence of
facturers with their organization and standardization. sleet is a practical impossibilty. No. 4 copper wire
The electric railway industry is really at the dawn of should rarely be used on spans of more than 300 ft.
a new era. Why not let the car-body manufacturers length, although under certain circumstances spans as
and the manufacturers of electrical equipment and ac long as 350 ft. are permissible.
cessories get together and borrow a leaf from the book Long spans are necessary, of course, with fabricated
of the automobile manufacturers? Let them produce steel structures, for these must necessarily be reason
a standard car at a standard price, based on an output ably substantial, and as a consequence the cost per unit
of 100,000 cars a year, or something like that. The is too high to permit their use with short spans. Even
individual railway engineer who has such violent preju when certain light types of steel poles are used they
dices that he cannot accept the standard article is at must be set in concrete, and the high field cost offsets
perfect liberty to purchase some of the old designs or the saving in pole cost. We have found that it is not
new designs of his own, always assuming the cost of wise to ship fabricated steel which can be easily dam
the special design, of course, but if a standard car is aged in handling, and we therefore adhere closely to
put on the market at a price which compares favorably 7-in. channels as the minimum size for the main mem
with automobile prices, there will be an immediate and bers of A-frame or laced channel poles.
tremendous demand for it. As a matter of fact, the In regard to the relation of the size of wire to the
electric car to-day is really what in automobile circles strength of the towers and insulators, I do not think
is referred to as an "assembled" car, and in that line that there is as much difference permissible in the
of business an assembled car is looked at askance and strength of the towers and insulators as the differences
with suspicion. Why not standardize? For instance, in sizes of wire might seem to indicate. That is the
can anybody give any rational or tangible reason why towers and insulators cannot be made much lighter if
 448 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

No. 2 rather than No. 00 wire is used. It is easily pos Until one has seen the skip-stop in operation, it is
sible to get the design of the line out of proportion by difficult to realize how much pleasanter and smoother the
having the wires too small. Bimetallic wires of great riding is, and how great is the saving in time. Express
tensile strength may become available for transmission and skip-stop service along city streets has to be seen
lines so that smaller wires can be used on longer spans, to be appreciated. Like the coasting art, we do not
but they have not yet been introduced on a scale that recognize all of its many desirable features until we
their advantages warrant. W. K. Archbold, actually give it a trial. From my experience, I believe
President. it to be a prime factor in the solution of the transporta
tion problem. It certainly permits the operation of cars
Information for Railway Employees and trains to an infinitely better advantage.
C. B. Wells,
Galesburg Railway & Light Company Assistant to the General Manager.
Galesburg, III., Sept. 2, 1915.
To the Editors:
I have noted in the columns of the Electric Railway A Safety-First Organization Chart
Journal from time to time references to efforts which The San Francisco-Oakland Terminal Railways was
are being made to enhance the value of public libraries among the first electric railways to form safety com
to employees of electric railways by having on their mittees in co-operation with its employees. Changes
shelves and tables books which should be of interest and in committee membership are made semi-annually, but
value to such employees. enough holdovers are left to maintain the continuity
In Galesburg, at the request of the company, the free of committee work. To make the safety organization
public library has purchased a number of practical
books on street railway work and has subscribed for
a number of periodicals. Executive Committee
Q.K.Weefcg^k^ President
We have posted in our carhouse a list of these and W.B.Albcrger Vice Pre!.
also a record of calls for different books. This notice and M'g'r,
is signed by the writer. Geo.H.Harris Gen.Bup't.
Geo.St Pierre Sup't.of Kq't.
So far the record is somewhat discouraging, there Gco.H.Blnkley Oh'f.Kng,
M.ol W.
being practically no interest in those books which deal J.S.Milla Ass't.Supt.
J.H.Brown Secretary
with specific topics relating to railway work.
In the line of instruction classes for employees we
have been inviting the salesmen who call upon us to
give informal talks to those employees interested in the Marine Trans Shops Electrical
particular parts of the equipment regarding which they „Koamuscn
W.A. portation W.P.Jackson and Track
Advisory Mstr.Mech HJ.Bell
are informed. We hope to go into this matter farther Sup't Fers Committee Chairman Elect.Eng.
Chairman
Chairman Jco.H. Harris J.Gillman
during the coming fall and will be pleased to report the John LewU ForCarp.8p. D.L.Bubcock
Sup't Bond
Captain
results to you. Foster Hannaford, Olias.A.
J.P.Potter
lup't of Tram
tt.E.Thorutoi ForT.H.Parry
Truck.Sp H.Fowler
Signal ain't
Mackintosh Jup't KeySmith
Div T.D.Evens M.J.Sullivan
General Superintendent. C.E. A.Sup't
H.A. For Paint Sp.
larryOiler
Jackso: Cen.Div B.Byder Lineman
R.rinnaLMi Machinist P-CanaTan
W.Turnquist Sup'l Eat.Div
If. Kelton tt^immcrmai Track For
Express and Skip-Stop Service in Denver Deckhand Bup't.VYLDlv. Air Brake A.C.Oatrom
R. Robins D.F.Donnelly Man Office Eng
Str.Kpr. ~ Nth Oiv.
The Denver Tramway Company
Denver, Col., Aug. 31, 1915.
To the Editors : Northern Western Central Eastern Key
Your editorials on the skip-stop call to mind our ex O.F.DoimeUy H.Kclton A.H.A.Smith R.Hansen E.E.
perience with this method of operation in Denver. On Dtv.Sup't. Div. Sup't. DW.Sup't. DW.Supt. Thornton
Chairman Chairman Chairman Chairman Div.Sup't.
lines running east and west the stops are very close I.Favero W.Brnmstcd W.K.Morse A.Hansen J.T.Brown
N'g't.For. N'g't.For Ass't.Ngt.Foi Foreman N'g't For.
together. From property line to property line the blocks W.K.McNnlly fV.E.Gordine M.Smith E.McHale B.A.Spellmai
are 266 ft. long. Adding the width of street, about 60 IllBp't Inspector Inspector Inspector Train Dir.
W.L.Barbec WLouderbacI F.E.Young C.W.TrlpIett O.Murback
ft., we have stops 320 ft. apart. Cond. Cond. Cond. Ootid. Collector
J.A.Heck J. Long B.S. P.Bnrbin E.E.Bnrnes
During the period when we were demonstrating the Ml.Man Motorman Ru.lcnbe.rg Motorman Motorman
skip-stop plan, we stopped at every other street. Our Mi.Milin
method was devised so that if a street was missed on EUctrie Ry.Journal
the out-bound trip, it was made a stopping place on the OAKLAND SAFETY ORGANIZATION CHART
in-bound trip. We also managed to sandwich in an ex
press service, stopping at four-block intervals along the
same tracks and in the territory of the local cars, with with its system of sub-committees and divisional com
mittees clearer to all concerned, an organization chart
out interference from the latter. was prepared some time ago. This is probably the first
The service proved one of the best I ever saw on a
chart of its kind, and is of special interest in showing
city street. Every day we hear people bemoaning the
how the safety movement has brought in all grades of
fact that they no longer have this splendid accommoda
employees. The titles are self-explanatory, except per
tion. In Denver there were no less than 100 of my
haps for "collector," which refers to the fare collectors
neighbors who lived along another line three long blocks
from the Colfax Avenue line, and about 3 miles out who assist the conductor of a train.
from the business center, who gladly walked the extra
distance for the pleasure of riding upon the line having A number of gasoline-electric cars are being built for
express and skip-stop service. the Dublin & Blessington Steam Tramways Company,
There is much to be said in favor of the skip-stop Dublin, Ireland. They will each accommodate seventy-
plan. It brings us nearer to competition with the faster five passengers, besides hauling one of the existing
automobile, and it is also a great boon to residents of steam cars as a trailer. With a view to running over
outlying districts. Having one-half of the stops between the system of the Dublin United Tramways, the gaso
his home and place of business eliminated is an obvious line-electric cars will be so fitted that the two motors
advantage to the man living 3 or 4 miles out. can obtain current from the trolley wire.
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 449

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Hates.)
J

Change of Trolley Wheel Design and trolley wheels was recently changed, as shown in the
accompanying illustrations. The old type of wheel
Trolley Lubrication weighed 4% lb. out of the sand, required % lb. of brass
BY W. P. JACKSON, MASTER MECHANIC SAN FRANCISCO- for the bushing and weighed 4*4 lb. finished. The
OAKLAND TERMINAL RAILWAYS, OAKLAND, CAL. average cost of manufacture in the company shops was
In an effort to keep the roofs and fronts of cars free 73 cents each. The new type of wheel has no bushing,
from oil and more presentable in appearance, consider weighs 3 lb. 14 oz. out of the sand, and 3V4 lb. when
able success has been achieved through the substitution finished. While the new type has not yet been manu
of solidified oil and petrolatum for oil in lubricating factured in sufficient quantities to secure accurate data
trolley wheels and pantograph rollers. At the same on costs, it is estimated that the reduction in material
time there has been effected quite a reduction in lubri and labor will enable the shops to turn out these wheels
cation labor and material costs. for 57 cents each.
On the Key Division, where the pantograph rollers A five-spoke pattern was adopted on account of the
make about 215,000 miles per month, 30 gal. of oil were additional support which would be given to the rims
required monthly for rollers. The lubrication of these which wore thin or were almost worn through at the
rollers is now taken care of with 10 lb. of petrolatum bottom.
per month, and the roofs and sides of cars are abso The large grease reservoir and the Vi-in. lubricating
lutely free from oil spots. slot which runs all around the pin enable this type of
In order to lower the first cost of trolley wheels, and wheel to run 1000 miles between lubrications.
also to secure an oil reservoir more suitable for the
use of solidified oil as a lubricant, the design of the Bolts and Screws
BY "VULCAN," A.M.I.C.E., A.M.I.E.E., ENGLAND
In street railway practice one often finds a difficulty
in getting the average maintenance hand to appreciate
the importance of paying proper attention to what super
ficially appear to be small details, and particularly is this
the case with the men engaged in overhauling the me
chanical parts. The reason for this neglect is probably
that such workmen are often of the unapprenticed class,
and also because the work is of rough appearance and
dirty.
For instance, in the use of bolts and screws, lubrica
tion of the threads with oil or grease is not usually
carried out except by the skilled mechanics, who rarely
fail in this particular matter. In such instances as in
certain truck parts which will probably not be taken
apart for many years, the use of dry screws or bolts
which quickly rust is perhaps advantageous because the
SAN FRANCISCO-OAKLAND TERMINAL RAILWAYS—OBSO lack of lubrication assists in preventing loosening by
LETE TYPE OF TROLLEY WHEEL vibration. The case is, however, totally different where
periodical unbolting or unscrewing is required, because
the lack of oil on the bolt or screw causes seizing of the
threads to occur; this and rusting cause difficulty in
loosening, which in the case of the smaller sizes often
results in breakages by twisting off.
To the workman concerned in such fractures, the
matter may appear a small one, but nevertheless it is
often due to such seemingly small causes that much
damage indirectly results, as the following instance will
show.
On one system where the writer occupied the position
of rolling stock superintendent, the number of faulty-
field coils and armatures which came to the shops for
repair was considerably more than ought to have been
the case, and investigation showed that the windings
had at some time been wet. A night visit to the various
depots and an inspection of the motors from the pits
disclosed the fact that a considerable proportion of the
motors were without inspection hole covers, which by-
SAN FRANCISCO-OAKLAND TERMINAL RAILWAYS—NEW causing the windings to be exposed to the splash from
TYPE OF TROLLEY WHEEL the car wheels in wet weather, explained the reason for
 450 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11
the excessive number of motor failures. For inspection center-bearing rail that fitted the interior of the pole
purposes and for taking armature clearances these closely was inserted and the voids between the rail and
covers are removed at frequent intervals, and their re pole were filled with a mixture of cement and sand.
placement is forgotten now and again by careless work The upper part of the pole that had been cut off was
men; but in this case an appreciable number had evi then set down over the 2 ft. of rail sticking up above
dently been left off because one or both of the Vi-in. the sidewalk, the joint between the upper and lower
screws which ordinarily hold these covers in position parts of the pole was sealed by a few wraps of tape or
had been twisted off. This had probably been done in burlap; and a bucket of liquid cement and sand , or
the operation of removing the covers by means of a "grout" poured into the top of the pole to fill the space
spanner. between the rail and the surrounding pole at the lower
Seizing of the screws in the tapped holes of the motor end. After the cement had been allowed to set for a
cases of course caused the trouble, and as a broken day or two this pole was as strong or stronger than be
screw on the underside of an installed motor is some fore it was cut off. It looked no different than it did
what difficult to remove it is not surprising, perhaps, before it was spliced, it had cost only a small sum to
that, when discovery was unlikely to occur, the job was repair and the ordinary crew of emergency linemen
shirked in many cases and the covers left off. Failure had done all of the work without the use of any unusual
to oil the screws when they were being installed was, appliances beyond a pail in which to mix the cement and
however, the reason for the seizing or rusting fast of sand, and a funnel to guide the mixture into the top of
the screws. the pole.
Street railway car equipment often suffers unneces This idea has been applied in many ways since then.
sarily, and many car defects are brought about by the For example: After the great fire of 1906 we recovered
only too common practice of neglecting thread lubrica many iron poles, or rather pieces of iron poles, that
tion. The men responsible for this are generally of the looked like a lot of junk. They had been broken off or
"anti-oil-can" class, and in such cases a sharp lesson or
two appears to be the most effective cure.

Repairing Broken Tubular Iron Poles

BY S. L. FOSTER, CHIEF ELECTRICIAN UNITED RAILROADS
OF SAN FRANCISCO
Various methods of repairing broken tubular iron
poles have been brought out but the same old method
which was in vogue twenty years ago still prevails in
San Francisco.
A plan for strengthening such poles that had become
weakened at the ground line by corrosion was adopted
in an Eastern city, whereby a short iron tube was
slipped over the top of the pole, buried a foot or two
below the level of the pavement and left projecting a
foot or so above it. This tube thus surrounded the
pole for about 1 ft. above and below the sidewalk level,
and the narrow, angular space between tube and pole
was filled in with sulphur, pitch or cement. This plan
necessitated stripping the pole before the tube could be
threaded over it and was more popular in the city where
it was invented, as the feeders were very generally un
derground there, than in cities where the poles were
burdened with feed-wire cross-arms. SAN FRANCISCO METHOD OF REPAIRING BROKEN OR
In these other cities two methods were brought out CORRODED TUBULAR POLES
that provided reinforcement without disturbance of the
wires, cross-arms, etc., attached to the poles. In one flattened at the ground line or above it by dropping
the sleeve was simply supplied in two interlocking building material that had been thrown down by dyna
halves. This, like the original solid sleeve plan, neces mite or had fallen during the progress of the fire.
sitated digging up the sidewalk, and left the pole base Equipped with the pole-splicing idea described, a supply
covered with a short length of pipe of a diameter larger of short pieces of old rail of suitable sizes, an assort
than the rest of the pole, giving the pole a patched ment of new pipe lengths and some Portland cement,
appearance. several hundred of these poles were rejuvenated at
In another plan a long skeleton, springy arrangement small cost to look as good as new and be stronger than
of reinforcing rods was inserted in the top of the pole, when new. The splices came not only at the ground
dropped to the bottom, and then fixed in place by im line, but in many cases above the ground line, in fact,
mersion in a liquid mixture of cement and sand pumped where the first truly circular cross-section of pipe was
into the top of the pole by some form of portable mixer to be found.
and pump combined. This was not cheaply convenient One more case is worth recounting. In the earliest
in cases where single poles broke off and called for trolley construction when No. 0 trolley wire was used
prompt attention. some rather weak poles were used, being built up of
The method used in San Francisco was the result of sections of thin boiler tubing fastened at the joint
a house-moving past the location of an iron pole. In insertions with rivets and "rust-joint" cementing. On
stead of digging out the pole and then replacing it after a certain 82.5-ft. street with 19-ft. sidewalks, the size
the house had passed the pole was cut off flush with the of the trolley wire had been increased to No. 00, and
top of the sidewalk. After the house had passed, the it was proposed to reduce the width of the walks to
part of the pole in the concrete setting was filled with 15 ft. These 1890, 28-ft. tubing poles clearly would
sand to within 2 ft. of the top. A 4-ft. piece of 70-lb. never stand this strain, and the expense of moving back
 SepiEmber 11, 1915] ELECTRIC RAILWAY JOURNAL 451

4 ft. the mile or so of double side poles and their con Converting Open Cars Into the
crete settings appeared likely to prove unpleasantly
large. The San Francisco pole-splicing idea simplified End-Entrance Type
this job greatly. An 8-ft. length of old rail was set BY A. C. COLBY, MASTER MECHANIC BERKSHIRE STREET
in a block of concrete at the new pole location, leaving RAILWAY
2 ft. projecting above the sidewalk. The pole was cut The Berkshire Street Railway, Pittsfield, Mass., has
off at the ground line, the lower part with its inclosing undertaken the work of converting its open cars to the
concrete abandoned and the upper part set down over end-entrance type. Ten out of the fifty-three double-
the 2-ft. stump of rail and cemented in place. truck open cars operated by the company have already
As completed the pole was stronger in 1915 than been changed over, and it is expected that the new ar
when new—twenty-five years before—the cost of gad rangement will greatly reduce the number of accidents
ding the old pole out of its concrete bed or of trenching that are inevitable with ordinary open cars in high
the 4 ft. and transporting the pole and setting across speed interurban service. At the same time the change
this 4 ft. of move was saved at little cost for old rail. will enable the company to meet the requirement of the
These poles were taken up in alternate spans, thus leav new regulation inaugurated by the State of Massachu
ing the spans slack on the new construction until the setts which limits the height of open-car steps and
cement hardened. thus involves the installation of double running boards.
Of course, in applying this idea the rail should al Extensive changes in the clearances along the right-of-
ways be set so as to get the best effect from it, con way also affected the decision to convert the cars.
sidered as an I-beam. The cement will take care of The work of conversion has consisted in the removal
the compression strain, and the part of the rail having of the running boards and the inclosure of the car sides
the greatest amount of metal should be located in the with steel plates and screen window guards. The cross
line of the resultant strain to take care of the tension benches have been removed and new seats with a center
strain. Generally the head of the rail should be located aisle have been provided. An aisle was provided by
at the back of the pole. In selecting old rail, also, the removing the bulkhead from the ends of the cars, and
rail of greatest height permitted by the pole interior platform steps on either side of the vestibules installed.
diameter should be selected. The cars are of the usual fourteen-bench open
The advantages claimed for this simple, foolproof type, and in place of the benches wood-slab reversible
method of splicing tubular iron poles is that it increases
the strength of the pole without altering its external
diameter or appearance; that it permits the utilization
of very cheap scrap metal, a small amount of cement
and the usual simple emergency crew appliances; that
the materials for repairs are invariably quickly obtain
able; that it necessitates no disturbance or re-establish
ment of the sidewalk paving; that it is fireproof and
that the reinforcing is protected against oxidation in
side the pole by the tubular covering of the pole and by
the cement filling.
If there had been any iron poles in San Francisco
during the great 1906 fire repaired by the outside
tube method with the intervening space occupied by
sulphur, the sulphur would surely have been ignited and
the strength of the pole splice ruined.
In some sizes of poles, in order to get maximum
strength in the rail insert or to make the nearest size
rail section have a close fit, it was found advisable to
heat and bend inward the bottom flanges of the piece of
rail used in the splice, the calculated moment of inertia
of the rail insert and concrete filling being greater than
that of the tubular pole alone when new. PLAN AND ELEVATION OF CONVERTED OPEN CAR

INTERIOR AND EXTERIOR VIEWS OF CONVERTED OPEN CARS

 452 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

seats of standard dimensions have been substituted, Curve A, Fig. 1, is the familiar speed-current curve
there being thirteen seats on each side of the aisle of a car equipped with electric motors. This curve
with the new arrangement, giving a total seating ca shows the car speed in miles per hour for varying
pacity of fifty-two. The side sills were cut at the four amperes drawn by the motor with a given gear ratio
corners of the car body to provide for the stepways, and wheel diameter and with a definite voltage at the
and two angles extending from the bolster along the motor terminals. Suppose, however, that the wheels
inside of the sills to the bumpers were installed with on the car were 10 per cent smaller in diameter than
an off-set to accommodate the steps. The step-way on the car for which curve A holds, then a similar curve
construction was reinforced by a y2-in. x 8-in. plate for this car would be as shown at B, with speeds 10 per
outside of the sills, bending in around the stepway and cent less than for the same amperes in curve A. Curve
bolting to the head block. A, Fig. 1, is made up for 33-in. wheels, and curve B
The construction provides for two steps below the shows the car speeds for wheels 29.7 in. in diameter.
car floor with treads 9 in. wide and 34y2 in. long. The If wheels of these two sizes are under the same car,
first tread is 15 in. from the rail, the second and third of course, the car speed for the two wheels will be
being respectively 12 in. and 11 in. high. The car sides the same and the amperes drawn by the two motors
have been inclosed with a steel plate 8 in. wide, which will be different, as shown on the two curves for the
is bolted to the posts and overlaps the sills % in. This same car speed. As an example, assume the car speed
has a cap of oak that forms a window ledge for the cur to be 10 m.p.h., then the motor mounted on the 33-in.
tain, and above it is a 22-in. guard of steel mesh. It is wheels (see curve A) will draw 100 amp. and the mo
expected that incidentally the reconstruction of the tor mounted on the 29.7-in. wheels (see curve B) will
cars will add materially to their life, although the main draw 75.5 amp. or 24.5 per cent less. At 8 m.p.h., the
reason for their conversion was a desire to reduce motor mounted on 33-in. wheels will draw 190 amp. and
boarding and alighting accidents. the motor mounted on 29.7-in. wheels will draw 132
amp., or 30.5 per cent less than the motor on 33-in.
Effect of Car-Wheel Diameter on Motor wheels.
The difference in the currents drawn by the two mo
Heating tors depends on the shape of the speed curve. At
BY A. L. BROOMALL, RAILWAY ENGINEERING DEPARTMENT, light loads where the curve is steep, the percentage
WESTINGHOUSE ELECTRIC & MANUFACTURING difference in amperes is small, but where the curve flat
COMPANY, EAST PITTSBURGH, PA. tens out at heavy loads the percentage difference in
A number of articles have appeared in the Electric amperes becomes much larger.
Kailway Journal within the last year on the effect of Having obtained for any given car speed the amperes
car wheel diameter on motor heating,* but none of these drawn by the two motors on wheels of different size, the
has given specific rules by means of which the operat core loss and PR loss for each of the motors may be
ing man can determine, even approximately, what in calculated and the difference in the armature heating
crease in heating is to be expected from a difference in obtained. The difference in heating for different loads
wheel diameter. on two motors of the same type varies somewhat with
The following method may be used to analyze accu the design. The PR loss, of course, varies as the
rately any specific case, and the accompanying curves square of the current and the core loss varies only
give the results on an average motor under varying slightly with the current.
conditions. They may be used to determine quickly The shape of the speed curve and the distribution
the approximate difference in heating for any case. of losses varies with different designs, so that if accu
rate results are required, the difference in current
•See issues for Oct. 3, 1914, page 622 ; Oct. 31, 1914, page 1014 ; drawn and the difference in heating must be worked
Nov. 28, 1914, page 1203; Dec. 19, 1914, page 1344; July 10, 1915,
page 70. out for each type of motor. An example of an indivi

c
ao
S
5

0 ai M (II 80 Amperes
100 120LoadHO 160 180 200 220
0 Percent
per Motor 80 of100the Cat120Speed140at the1601 Hr.Batlng
180 200 0 Percent
SO of 100
the Cor120Speed110at the160 180 200
1 Hr. Rating
Of the Motor on the Larger Wheel of the Motor on the Larger Wheel
Fig. 1 Fig. 2 Fig. 3
FIG. 1—CHARACTERISTIC CURVES; FIG. 2—DIFFERENCES IN CURRENT DUE TO DIFFERENCES IN WHEEL DIAMETER;
FIG. 3—DIFFERENCES IN HEATING DUE TO DIFFERENCES IN WHEEL DIAMETER
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 453

dual case was that for which results were given in close to the ground as to be unnoticeable in day time,
the issue of the Electric Railway Journal for July and at night it is hardly possible, from the road, to tell
10, 1915, page 70. where the sources of light are. The fact that no main
To determine the difference in heating as outlined tenance is necessary with the mirrored reflectors in
above would often require more information than the the "Golden Glow" lamps, and the long life of the bulbs,
operating man has available, and, therefore, the writer makes the installation an ideal one.
has taken an average speed curve from many railway
motors and has worked out the percentage difference in
current in per. cent of the larger wheel value for car Transfer Issuing Machine
speeds ranging from 70 to 200 per cent of the speed For some time there has been a demand from electric
at the one-hour rating of the motor on the larger wheel, railway men for a practical device to print and issue
and for wheel diameters which vary as much as 10 transfers. The advantages of such apparatus have long
per cent. These results are given in Fig. 2. been acknowledged, but the expense and the mechanical
Likewise, by taking the average variation of losses difficulties involved in its manufacture have heretofore
in a number of railway motors, curves were obtained prevented its actual production. However, the Ohmer
giving the per cent difference in heating in per cent has
Fare made
Register
use Company,
of its unusual
Dayton,
facilities
Ohio,
of the larger wheel value in terms of the one-hour
rated car speed. These results are given in Fig. 3. rto plan and perfect a transfer machine
While the results as shown in Figs. 2 and 3 are that is designed in accordance with the
worked up for a motor of average characteristics the ideas of some of the most prominent
error in applying them to any case will not be large electric railway men in the country, and
and they may be used very quickly to determine the it is with full confidence in the success of
difference in heating which may be expected for a dif the device that the makers now offer it
ference in wheel diameter. to the industry.
As a practical example, suppose that we have a A transfer issued by this machine
quadruple equipment of 40-hp. motors whose rated bears all the necessary data in plain bold
speed is 525 r.p.m. at 500 volts. These motors have a type which any passenger can read at a
sixty-nine-tooth gear and a fifteen-tooth pinion. As glance. There are no punch holes. The
suming that three of the motors are mounted on 33-in. date, the time, the direction, the consecu
wheels and the fourth motor on 31-in. wheels. The tive number and the line to and from
difference in wheel diameter is 6 per cent of the larger which the transfer is issued are printed,
wheel value. When the motors on the larger wheels together with the conductor's identifica
are operating at the one-hour rating of the motors, tion number and the number of the ma
the car speed is approximately 11.2 m.p.h. and, there chine. It is a transfer in fact and not
fore, for a car speed of 11.2 m.p.h. there will be ap a stop-over privilege. Time limitations
proximately 14.7 per cent difference between the am are accurately and- easily maintained be
peres taken by the motor on the 31-in. wheels and the cause the time is printed mechanically
motors on the 33-in. wheels. The difference in the when the transfer is issued.
heating in the armatures will be approximately 19 per The machine, unlike a human agency,
cent. When the car speed has increased to, say, 22.4 TRANSFER is never confused by rush-hour traffic.
m.p.h. or 200 per cent of the car speed at the one-hour MACHINE The receiving conductor is never in doubt
rating of the motor, the difference in amperes will be and the passenger knows what his transfer calls for.
C.3 per cent, and the difference in heating in the arma Any transfer can be immediately traced to its source
tures will be 8.6 per cent. through the conductor's identification number and by
It will be seen from the shape of these curves that the number of the issuing machine. Transfer abuses
the total difference in the heating in the armature in on the part of the public and traffic in transfers by
the two motors depends largely upon the speed at which trainmen are eliminated. The conductor's transfer rec
the greater part of the operating is being done. When ord for the day is secured simply by having him issue
a large part of the running is at high speed, the differ a transfer to himself when he goes on duty and another
ence in heating will be less than where the motors are when he quits work. He pins them together and turns
operating at speeds nearer the one-hour rating speed. them in. The intervening numbers are the transfers
issued.
Ohmer's transfer machine reduces the cost of trans
Novelty in Indirect Lighting fers to the cost of the plain paper upon which they are
The Eli Lilly Company, near Greenfield, Ind., one of printed, the expense of handling stocks of transfers and
the largest manufacturers of antitoxins and serums in checking them out being eliminated. Not only is the
this country, recently built a new laboratory in which machine efficient and economical, but it has that other
two main buildings are connected by a long pergola with most important qualification—speed. It is so rapid in
an impressive tower in the center: This faces the
National Highway over which thousands of automobiles 5:
travel each year. Numerous attempts made to illumi
nate the building front in a manner that would provide Ui il
a general lighting effect were found to be ineffective. 5* 1
Finally, however, the success of the Terre Haute, In 5 8 I
dianapolis & Eastern Railway, which supplies power to
the company, with "Golden Glow" interurban incan \ IEDZIE 21»*ST. HI 10 25 AM 0 2 0 5 2 SEP 11 15
descent headlights led to the suggestion to try "Golden ISSUED BY CONDUCTOR NO: 27
Glow" harbor range lights, manufactured by the Ester- This space may be utilized for displaying any
line Company of Indianapolis, and the result was so information or limitations that may be desired
satisfactory that an entire equipment was purchased ^ printed on the transfer.
and permanently installed.
The lamps are mounted on concrete bases and are so TYPICAL TRANSFER ISSUED BY MACHINE
 454 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11
its operation that large crowds can be handled quickly. titanium being used. As these heats averaged more
Careful tests show about eighty transfers per minute than 50 tons each, the investigation covers samples
can be issued without difficulty. from every heat of over 5000 tons of each kind of steel,
The machine is operated by a pedal, and both or more than 10,000 tons in all.
hands are for the most part free for receiving and The investigation was carried out by taking samples
registering fares and attending to other duties. The with a %-in. drill at two points in each rail, one of
date is simply set when the conductor goes to work, the these being located at the upper corner of Ihe head, and
time is set at the proper intervals, and the names of the other being taken at the throat or where the head
the connecting lines are set by a quick movement of the and web join. The results are indicated graphically in
hand. The conductor's identification number is printed an accompanying diagram (Fig. 1) which shows in solid
from his numbered identification key which remains in black the number of samples that had more than 12 per
the machine, it being necessary for the key to be in cent segregation or difference in carbon between the
position before any transfers can be issued. two points.
Altogether, the device appears to be a very satisfac In general, the sample taken at the throat of each
tory release from the well-known limitations of trans rail showed a higher carbon content than that taken at
fer pads and the hand punch. It is very economical the upper corner of the head, but this condition was re
of space in the car, standing on a pedestal fastened to versed in some cases, as is shown by the negative per
the floor and it is so arranged that either the machine centages at the right-hand side of the two diagrams.
itself can be removed from the pedestal and placed upon Summed up, the titanium-treated rails showed ninety-
the pedestal at the other end of the car, or else can be five out of 101 samples, with less than 12 per cent segre
moved, pedestal and all, and clamped in place by means gation, while the standard rail had but forty-five sam
of specially designed floor plates. The machine on its ples out of 111 that showed less than 12 per cent, the
pedestal stands about 4 ft. high. Without the pedestal majority showing between 15 per cent and 30 per cent
its dimensions are as follows: 7 in. wide, 7% in. deep of segregation.
and 12 in. high. It has been built to meet the most The bulletin also shows a "merit comparison" of
trying conditions of city traffic, where the abuse of samples taken from the centers of heads and from the
transfers has made such a machine a real necessity. flanges of twenty-five standard rails and twenty-five
titanium-treated open-hearth rails. This comparison
is based upon the fact that the strength of steel may be
Novel Tests for Rail Steel expressed by a formula, as indicated by M. H. Wick-
The Titanium Alloy Manufacturing Company, Niagara horst in a report presented before the American Rail
Falls, N. Y., has brought out in Bulletin No. 8 of its way Engineering Association in 1914. The accuracy of
series entitled "Rail Reports" comparisons of standard the formula naturally depends upon the elimination of
and titanium-treated open-hearth rails which are based impurities in the steel, and also upon the soundness of
upon two types of tests of unusual character. The first the metal in general. As shown by the diagram,
of these depends upon the fact that the carbon content Fig. 2, the tests of actual strength indicated an order
in steel rails as rolled is not uniform all over the cross- of merit that was generally below the theoretical
section, a condition that is, of course, anything but de strength that should have been developed in accordance
sirable owing to its effect upon the structural condition with the formula, although in some cases the actual
of the rail and upon the hardness of the wearing sur strength materially exceeded the theoretical strength.
face. The investigation covered the examination of However, in the main, the titanium-treated rail showed
samples from ingots from 111 heats of standard open- an actual strength that did not fall below 60 per cent
hearth rails and from 101 heats of titanium-treated of theoretical figure in any case, while the standard
open-hearth rails, in all of the latter 0.10 per cent of open-hearth rail ran as low as 20 per cent at the center
of the head, and as low as 50 per cent at the flanges.
In general, the titanium treatment effected the follow
ing improvements in the rail heads: The number of
samples showing more than 80 per cent merit were in
creased by nearly two-thirds over the number found
with standard rail, and all samples showing less than
60 per cent merit were eliminated, although 20 per cent
of such samples were found in the standard steel. In
the flanges, the samples that showed more than 80 per
cent merit were increased by 5 per cent, and the sam
ples showing less than 60 per cent merit were elimi
nated, these amounting to 8 per cent of the total
number of standard samples.

To 10 30 40 50 60 70 80 90 100 110
Number of Samples.
FIG. 1—DIAGRAM SHOWING EXCESS OF CARBON AT THROAT FIG. 2—DIAGRAM SHOWING RELATION OF ACTUAL
OF RAIL OVER THAT AT TOP OF HEAD STRENGTH TO THEORETICAL STRENGTH BY FORMULA
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 455

Des Moines Locomotive Weighs 37 Tons vice is simple in construction. Ample cleaning slides
are provided around the entire hopper base to facili
In the issue of Aug. 11, 1915, on page 274 an article tate ready removal of any material that will not pass
was published describing the severe test to which one through the openings in the cast-iron grating. The
of the locomotives of the Inter Urban Railway of Des grate is a combined shaking and dumping arrange
Moines, Iowa, was subjected in transporting 3500 Iowa ment and it can be replaced through the large ash
troops over a section of its line. This transportation doors, thereby making it unnecessary to dismantle the
test is made all the more remarkable when the cor dryer in order to renew the grate.
rected weight of the locomotive is given as 37 tons
instead of 55 tons.
Brazed Bonds on the Pacific Electric
Automatic Sand Dryer and Los Angeles Railways
The "Viloco" sand dryer, which is manufactured by Among the Pacific Coast railways which are using
Harry Vissering & Company, Chicago, operates upon the cars and brazed bonds of the Electric Railway Im
the logical principle that as soon as sand is dry it provement Company are the Pacific Electric Railway,
should be lree to escape, and the ability to dry sand Los Angeles and vicinity, and the Los Angeles Railway.
without burning it has resulted in its adoption by a The former has six cars, two 1200-volt and four
number of electric railways. Among them is the San 600-volt, the two being used in bonding new lines
Antonio (Tex.) Traction Company, where it has been and the four for maintenance and reconstruction work.
found that the saving which is brought about by an During the month of May, 1915, 3547 bonds were placed
initial investment of $175 amounts to no less than with the 600-volt cars, of which 2859 were 6Vi-in. ET-3,
$36 per month. 300,000 circ. mil bonds brazed on the ball of the rail,
The results have been attained by an automatic and 472 were 14-in. EC- 15, 300,000 circ. mil bonds con
action that is made possible by a cast-iron grating lo cealed beneath the joints in street work. The total
cated between the body of sand and the stove. number of bonds placed during this month is probably
less than the average and the proportion of cable bonds
used is unusually large.
The brazed bond is the company's standard for bond
ing joints, although special soldered bonds are still used
to some extent. In block signal work connection of the
reactance bond and other cables to the rails also is made
by brazing.
About 300,000 brazed bonds are now in use on the
Pacific Electric lines. In maintenance work old wire
bonds and others are replaced with brazed bonds, as the
company found the short brazed bonds to be practically
free from theft and to have a much lower contact re
sistance.
The Los Angeles Railway uses combination gage cars
made by the same manufacturer. The standard practice
of this railway on city lines is to braze on the bonds in
such a position that they are covered by the plates.

New Electric Locomotive for Italian

Railways
The Italian State Railways are introducing a new
type of electric locomotive, designed as 2-C-2, for high
speed service on lines with many curves, such as those
in the Ligurean Riviera. Twenty-four of these locomo
AUTOMATIC SAND DRYER tives have been ordered, eighteen of them from the Tec-
nomasio Italiano Brown-Boveri of Milan, with the me
Through this grating the sand runs freely as fast as chanical parts partly from the Officine Meccanische of
it dries, so that wet sand is prevented from coming in Milan and partly from the Stabilimento Breda, near
contact with the stove, and the vapor from the drying Milan. The other six will be supplied by the Con-
sand is permitted to escape freely between the grating struzioni Meccaniche di Sarrono, with electrical equip
and the body of the stove, passing into the stack ment by the Maschinenfabrik Oerlikon, Switzerland.
through holes at the top of the heat chamber. With Both are designed by the State Railway Department,
home-made sand dryers as usually constructed the and the construction is substantially identical in both
stove is surrounded by a hopper of wire netting, and lots in order to meet the requirements of the electric
the sand which comes in contact with the stove dries traction services.
first, having no means of escape until all the sand
within the hopper is sufficiently dry to start running Recent statistics show that the total number of Eng
through the wire netting. In the meantime the sand lish soldier tramway men who have been killed in ac
that is actually in contact with the stove becomes so tion, died from wounds, lost from ships of the navy,
hot as to be thoroughly burned and to assist mate or who have died from other causes since joining the
rially in burning out the stove itself. Of course, sand forces, is 214, of whom 186 were municipal employees
which has been burned loses its value, but with the and 28 were private company employees. The number
new form of dryer the sand does not come in contact of tramway employees who have given their services for
with the stove at all and all possibility of burning the the war reaches a total of 18,057, which is an average
stove or the sand is removed. of about 30 per cent of the total number of men em
As shown in the accompanying illustration, the de ployed on English tramways.
 456 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

Electric Railway Legal Decisions (State, to Use of Needles et al., v. Maryland Electric Rail
ways, 92 Atlantic Rep., 962.)
CHARTERS, ORDINANCES, FRANCHISES Mississippi.—Crossings with Steam Railroad Tracks in
Alabama.—Demand by Passenger for Transfer in Exchange Streets.
for Fare—Ejection—Right to Transfer. Although the right-of-way of a railroad company is its
Where a passenger on a street car offered to exchange his private property, and cannot, under the constitution of 1890,
fare for a transfer and demanded that the conductor get his sec. 17, be taken for public use, except on compensation
transfer ready before he would pay the fare, his ejection by being made, it does not own city streets along or across
the conductor was not wrongful, as the right to demand a which its tracks are laid, and cannot acquire, under Code
transfer does not exist until the fare is paid. (Willoughby 1906, sec. 3322, any exclusive right to the use of the streets.
v. Birmingham Railway, Light & Power Co., 66 Southern It can acquire in the streets only the right to locate its
Rep., 888.) tracks, subject to the right of the public to continue the
Arkansas.—Assessments of Street Railway Tracks as "Real free use of the streets for travel, and to the right of the
Estate" for Cost of Bridge. municipal authorities to grant similar easements. Hence a
In the absence of legislation to the contrary, the tracks of street railway company, receiving a permit from a city to
a street railroad are not "real estate," so as to be subject to lay its tracks in the streets, may extend its tracks across a
a local improvement tax for construction of a bridge, it railroad company's tracks in a street without first institut
owning no right-of-way. (Fort Smith Light & Traction Co. ing condemnation proceedings and paying damages. (Mis
v. McDonough, 177 Southwestern Rep., 926.) sissippi Central Railroad v. Hattiesburg Traction Co., 67
Southern Rep., 897.)
California.—Fares in Cities of 100,000 Inhabitants.
Statutes 1877-78, page 18, sec. 1, declare that no street Minnesota.—Conditions of Condemnation Proceedings Not
railroad in any city or town with more than 100,000 inhabi Nullified by Appeal.
tants shall be allowed to charge more than 5 cents fare for In proceedings to condemn a railroad right-of-way, the
each passenger for a trip of any distance, and that a viola commissioners awarded to the land-owner a specific sum of
tion shall expose the owner to a forfeiture of $250 in favor money as damages, and, in addition thereto, imposed upon
of the person so unlawfully charged. Civil Code, sec. 501, the company the obligation to construct a cattle pass and
adopted in 1872, was in 1903 (Statutes 1903, page 172) re- certain culverts for the use of the landowner. The company
enacted so as to provide that the rates of fare should not appealed, and by the notice thereof limited the issues raised
exceed 10 cents for one fare for any distance under 3 miles, thereby to the question of damages. The jury in the dis
but that in municipalities of the first class they should not trict court reduced the damages from the amount awarded
exceed 5 cents. Held that, while implied repeals are not fa by the commissioners, but the verdict contained no reference
vored, yet sec: 501, as re-enacted, is apparently a revision of to the conditions imposed by the report of the commission
the earlier statute, which was repealed by implication, and ers. The company caused judgment to be entered upon the
so the act of 1878 is not applicable to the city of Los An verdict, and the judgment made no reference to the condi
geles, though it has a population of more than 100,000. tions. The amount thereby awarded to the landowner was
(Suydam v. Los Angeles Railway, 140 Pacific Rep., 55.) paid, and he formally satisfied the judgment. It is held:
That the award of the commissioners imposing the condi
Indiana.—Side Track to Power Station Not a "Switch" or tions referred to was not nullified by the appeal, and, since
"Turnout." that branch of the proceeding was not challenged on the
Under an ordinance which granted a franchise to a street trial of the appeal, the conditions remained in force and
railway company, plaintiff's predecessor, providing that no effect. (Minneapolis, St. Paul, Rochester & Dubuque Elec
extension of tracks should be made and no tracks should be tric Traction Co., 150 Northwestern Rep., 906.)
laid in or over any street except those then occupied and Missouri.—Interstate Commerce—Employers' Liability Act.
that no double tracks, except turnouts and switches, should Where a street car was running wholly within the State
be laid without permission to do so by ordinance or resolu and was carrying only intrastate passengers, the fact that
tion of the Common Council, the company had no right to it was part of a system which issued transfers for carriage
construct a track at nearly right angles to its main track in an adjoining State does not render those servants in
extending about 350 ft., running through one alley and in charge subject to the federal employers' liability act of
tersecting another to reach its power plant, since such track April 22, 1908, chap. 149, 35 Stat. 65 (U. S. Comp. St. 1913,
was not a "switch" or "turn-out," as these terms, in relation sees. 8657-8665), and an action for their wrongful death
to railroads, relate to tracks in the nature of sidetracks ad may be maintained under the State law, even though, if in
jacent to and used in connection with another line of track; terstate passengers had been on the car, the servants would
nor did the franchise carry with it, as an incident necessary have been engaged in interstate commerce. (Kiser v. Metro
for the operation of the road, the right to construct such politan Street Railway, 175 Southwestern Rep., 98.)
branch or lateral; and the fact that the company's predeces
sor had constructed a power plant at a considerable expense New York.—Points at which Transfers Must Be Given.
at a point accessible only by such branch or lateral did not Where two street railway lines run substantially parallel
give the company the right to construct such lateral. and 1360 ft. apart for the greater part of their distance but
In such case the act of the city treasurer in accepting the one turns at right angles and crosses the other, a passenger
tender of rental fixed by such contract did not estop the city on one of the lines is entitled to a transfer at the point of
from removing the track contemplated by the contract. (In intersection to a car on the other line which will carry him
diana Railways & Light Co. v. City of Kokomo et al., 108 back in the direction from which he came, under railroad
Northeastern Rep., 771.) law, sec. 181, providing that no corporation operating a
street surface railroad shall charge any passenger more
Louisiana.—Law of Eminent Domain Will be Strictly Con than 5 cents for one continuous ride from any point on its
strued. route to any other point thereof or any connecting branch
Civil Code, Arts. 2626-2641, concerning the compulsory thereof, within the limits of any city; it not appearing that
transfer of property, being special and exceptional in char there are any conditions of congestion or intricate connect
acter, and in derogation of common right, must be strictly ing lines which render the giving of such transfers imprac
construed. (Orleans-Kenner Electric Railway v. Metairie ticable. (People ex rel. New York State Railways v. Public
Ridge Nursery Co., Ltd., 68 Southern Rep., 93.) Service Commission, Second District, 153 New York Sup.,
Maryland.—Early Ordinances on Speed of Railroad Trains 18.)
Not Applicable to Electric Railways. South Carolina.—Fenders Ordered North of Certain Meri
A city ordinance which provides that no passenger, bur dian Line.
den or other cars shall be driven, hauled or propelled on any Civil Code 1912, sec. 3950, requiring cars operating north
of the railroads or railways within the city limits at any of a line 10 miles north of and parallel to the thirty-first
faster speed than a walk, and at no time move without a meridian to be equipped with fenders, is not unconstitu
brakeman, in addition to the driver, enacted in 1839 as sup tional as denying the equal protection of the laws. (Thomas
plementary to an ordinance of 1832, for the better regula v. Spartanburg Railway, Gas & Electric Co., et al., 85 South
tion of railroad cars, does not apply to electric street cars. eastern Rep., 50.)
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 457

LIABILITY FOR NEGLIGENCE way of the track, the question whether she was guilty of
Alabama.—Headlights. contributory negligence was for the jury. (D'Arcy v. Inter-
It is negligence, as a matter of law, for a street railway borough Rapid Transit Co., 152 New York Sup., 500.)
to run a car in the night time with a headlight not having New York.—Master and Servant—Action for Injury to
sufficient capacity to cast a light upon the track, so that the Servant from Released Brakes.
motorman may perceive objects for the distance within Where it was not within the scope of reasonable prudence
which the car can be stopped, or for a motorman to run his and foresight to have anticipated that a motorman would
car at such a rate of speed as to be unable to stop the car leave his car with the air brakes set, without setting the
with the aid of appliances which he has within the distance hand brakes, and that the car would start because of a leak
in which, by the aid of the headlight, he can see a man prone in the air brakes and strike and kill him, negligence, if any,
upon the track. (Montgomery Light & Traction Co. v. in not inspecting the air brakes was not the proximate cause
Baker, 67 Southern Rep., 269.) of his death. (Larson v. Nassau Electric Railroad, 151 New
Alabama.—Liability for Injuries to Traffic Policeman. York Sup., 694.)
If a motorman saw a traffic policeman on the track or in North Carolina.—Contact with Live Wires Under Bridge.
dangerous proximity thereto, with his back to the car, he An electric railway company, maintaining feed wires
was guilty of negligence in failing to sound the gong or to about 12 in. beneath a bridge, is not liable for injury to a
give warning in some way of the car's approach, as he had boy of thirteen years getting down on his knees on the floor
no right to assume that the policeman was conscious of the of the bridge and reaching his hand between the lower rail
approach of the car. (Mobile Light & Railroad v. Burch, ing and flooring and touching a feed wire, for the company
68 Southern Rep., 510.) could not reasonably foresee the accident resulting from the
Arkansas.—Rights of Mail Wagons. boy's own independent act. (Parker v. Charlotte Electric
A city ordinance, which gives United States mail wagons Railway, 85 Southeastern Rep., 34.)
when in use collecting mail a right-of-way, is a police regu Oregon.—Injury to Passenger Rising Before Car Stops.
lation designed for the benefit of the public to insure the A street car passenger was not negligent as a matter of
United States mail free course, and does not create a right law in leaving her seat as the car approached her destina
of action in favor of mail collectors against a street rail tion and going on the closed platform before the car stopped
way company for a violation of the ordinance. (Bain v. Ft. so as to bar her right to recover for injuries sustained by
Smith Light & Traction Co., 172 Southwestern Rep., 843.) her being thrown from the vestibule and injured as the
Indiana.—Employers' Liability Act—Construction. car suddenly rounded a curve. (Kemp v. Portland Ry.,
The co-employers' liability act (Burns' Ann., St. 1908, Light & Power Co., 145 Pacific Rep., 274.)
Sec. 8017), declaring that every railroad or other corpora Pennsylvania.—Injury to Passenger on Running Board.
tion operating in the State shall be liable for personal in Where, in an action for the death of a street car pas
juries suffered by any employee in specified cases, being senger, there was evidence that the car was so crowded that
invalid so far as it applies to corporations other than rail deceased was compelled to ride on the running board, and
road companies, because imposing upon them burdens not that, as the car passed a wagon standing still in plain view
placed upon individuals and partnerships engaged in the of the motorman for upward of 100 ft. as the car ap
same business, cannot, by virtue of the words "other cor proached, the hub of the wheel of such wagon protruded
porations" be extended to street and interurban railway over the running boad and caused the accident, the court
companies. (Hughes v. Indiana Union Traction Co., 105 properly refused to direct a verdict for defendant. (Sim-
Northeastern Rep., 537.) kins v. Philadelphia Rapid Transit Co., 90 Atlantic Rep.,
Kentucky.—Frightening Horse by Track Blower. 527.)
A railway company is not responsible because a horse Pennsylvania.—Injury to Passenger on Platform.
using the highway was frightened by the noise made by a The burden of proof is on a passenger on a trolley oar
blower used by the track gang. Although there is a right injured in consequence of riding on a platform to show
of action for such injuries, where an obstruction is placed that the car was so crowded that he could not be accommo
in a highway so as to interfere with its use by travelers, dated within. (Frega v. Philadelphia Rapid Transit Co.,
or where an object is placed outside of the traveled portion 91 Atlantic Rep., 222.)
of the highway by one having no lawful authority to do so,
nevertheless where the object does not interfere with public Rhode Island.—Starting Signal Given by Unauthorized
travel, and there is a right to place it outside of the trav Person.
eled part of the highway, irrespective of the shape and Where a street car came to a full stop before plaintiff at
appearance or frightful qualities of the object to an ordi tempted to alight and, before she had safely alighted, was
narily gentle horse, there is no liability. In the instant case started by a signal given by some one not authorized thereto
the defendant corporation had a right to place its imple by defendant, and where the accident could not have been
ments on the right-of-way in such a manner as not to inter prevented after such signal by the exercise of due diligence
fere with public travel. (Miller v. Kentucky Traction & on the part of the conductor or motorman, defendant was
Terminal Co., 175 Southwestern Rep., 976.) not liable. (Moore v. Woonsocket Street Railway, 92 Atlan
Massachusetts.—Injuries to Occupants of Unlicensed Auto tic Rep., 980.)
mobile. Virginia.—Passenger Pushed from Car Step While Rid
Occupants of an automobile which has not been regis ing Thereon.
tered according to law are trespassers on the highway and Where plaintiff was on the step of defendant's car when
have no rights against other travelers, except to be pro it was started and could have remained there in safety had
tected from reckless or wanton injury. not her hold been broken by two men who pushed past her,
The mere fact that the motorman in charge of an elec the act of the men was an intervening cause, and the car
tric car did not see plaintiff's automobile as soon as lie rier, if negligent, was not liable for injuries plaintiff re
might have seen it and did not stop his car as soon as it ceived in a fall from the car. (Virginia Railway & Power
might have been stopped, does not show that he was guilty Co. v. Godsey, 83 Southeastern Rep., 1072.)
of wanton negligence, warranting a recovery by plaintiffs, West Virginia.—Knowledge by Agent of Incompetency of
who were trespassers on the highway, because their ma Fellow Servant.
chine was not registered. (Dean v. Boston Elevated Ry. Knowledge by an agent respecting the incompetency of
Co., 105 Northeastern Rep., 616.) employees over whom he has charge for the employer is
New York.—Contributory Negligence of Passenger Hit on knowledge of the employer. If a master knowingly employs
Platform by Train Going in Reverse Direction. or retains a careless and incompetent servant, he thereby
Where, in an action for wrongful death, it appeared that impliedly authorizes or ratifies his negligent acts, com
there had been a delay in running trains in a city subway mitted in the course of his employment, and if the servant's
for more than half an hour and that decedent, while waiting negligence is wanton and willful or malicious, the master is
on an unguarded station platform and leaning slightly for liable for exemplary or punitive damages. (Hains v. Park-
ward to watch for a train, was struck by an express train ersburg, Marietta & Interurban Railway, 84 Southeastern
which came at high speed without warning, in the reverse Rep., 923.)
 458 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 11

News of Electric Railways

B. C. ARBITRATION AWARD ACCEPTED onerous working conditions contained in the agreement
which has now expired. Instead of obtaining the relief for
Agreement Made a War Measure—Letter of Manager Kidd which the company asked, a reduction of about 8 per cent on
to the Men its total wage bill has been recommended, and the working
conditions are practically unaltered.
Between Aug. 26 and 29 meetings of the employees' unions "Under these circumstances the company would be justi
of Vancouver, New Westminster and Victoria were held, at fied in refusing to accept the award. Bearing in mind, how
which the reports of the Conciliation Board in the British ever, the conditions prevailing in the Province, and fully re
Columbia Electric Railway wage reduction arbitration were alizing the necessity of avoiding any trouble which might
discussed. The men criticised the reports of the majority still further prejudice the business interests and general
award, and as a result of the meetings it was decided to take welfare of the community, the company has decided to ac
a ballot on Aug. 30 as to the acceptance or rejection of the cept the recommendations of the majority of the board.
award. On Aug. 31 a committee from the union met George "The board recommended that the new wage schedule and
Kidd, general manager of the company, and stated that the working conditions should take effect on Sept. 1. Realiz
result of the ballot was overwhelmingly against the accept ing, however, that the company has only to-day notified your
ance of the majority report. Asked whether the company committee of its intention to accept the award, it has been
would put forward any concessions which might be placed decided to continue the existing wage schedule and working
before the men when the report as to the ballot was made, conditions for one week. Should you finally decide not to
Mr. Kidd replied that the company had decided to accept the accept service on the terms laid down by the majority of the
majority award in its entirety and would not consider any board, which will, therefore, come into effect on Sept. 8,
concessions in these terms. The committee from the union your decision will be received by the company with great
then retired and during the afternoon communicated with regret, as we much prefer employees who have been for
the international executives at Detroit asking their advice many years upon our payrolls to continue the operation of
and opinion in view of the critical situation. On the evening our system. At the same time your decision will not in any
of Aug. 31 a letter signed by Mr. Kidd was sent by mail to way affect the company's intention of adhering literally to
each employee of the company. the terms of the recommendation signed by the majority of
At midnight on Sept. 1 a mass meeting of the employees the board. In the event of your refusing to continue the
was called to receive the report of the international execu performance of your duties, the following course will be
tive and to decide as to whether a strike should be called pursued by the company:
The committee of the employees presented a report to this "A period of forty-eight hours will be given you in which
meeting, in which, according to the press, it was stated thatto reconsider your decision. If during this time you should
the international executive refused to indorse a strike and present yourself for duty, your services will be accepted at
advised that the majority award be accepted under protest the rate and under the conditions laid down by the Board of
This message was taken to mean that the international ex Conciliation, but should you not during this time be willing
ecutive would not assist the men financially in the case of a to accept service, your name will be erased from the com
strike. pany's book?;. In the event of your deciding to leave our
The committee also reported that during the day the com employ, you will be instructed to hand in, within the forty-
pany had consented to an amendment of the majority award. eight hours referred to, your badge, pass, punch, change-
This consisted in making the agreement a war measure, its fund, and any equipment which may be the property of the
term being until six months after the cessation of hostilitiescompany. All seniority rights will expire within forty-eight
with a minimum of twelve months and a maximum of twen hours of your failure to appear for duty, and any man after
ty-two months. With reference to recognition of the union ward engaged to carry on the company's service will have a
the agreement was altered so as to provide that employees seniority standing dating from the acceptance of his appli
should become and remain members of the union. The fact, cation. All men so engaged will be treated as first-year
however, that an employee ceased to be a member of the men and paid accordingly. The company has arranged, as
union did not entitle its executive to demand that he should far as possible, to pay to all employees who present them
be dismissed from the company. In such cases the general selves within the forty-eight hours, for the purpose of re
manager should decide the point, and if this was not consid turning their equipment, all monies which may be due to them.
ered satisfactory the matter should be settled by arbitration. "I place these matters before you clearly so that you may,
These arrangements were made as the result of mediation by before taking any steps which you may afterward regret,
H. H. Stevens, M.P., and Dominion Fair Wage Officer Mc- have no excuse for saying that you did not understand the
Niven. As the result of the report as to the amendments true facts of the case, or the true intention of the company
and the reply from the international executive, the mass concerning this matter, and although, as I have said, the
meeting adjourned without ordering a strike. company much prefers, for the sake of peace, to operate un
On Sept. 3 a ballot of the employees was taken as to the der the award with its old employees, it cannot and will not
acceptance of the amended award. The result was favorable under any circumstances deviate from the conditions herein
by a large majority. In accordance with the direction of this described to you."
ballot representatives of the employees' union signed the new
agreement with the company on Sept. 4 in accordance with
the majority award of the conciliation board as to wages and ORGANIZED LABOR OPPOSED TO MUNICIPAL
working conditions, the only alterations being the amend OWNERSHIP
ments previously noted. Organized labor will oppose the purchase by the city of
The letter sent by Mr. Kidd to each employee on Aug. 31, Detroit, Mich., of the lines of the Detroit United Railway in
referred to previously, was as follows: the one fare zone. At a meeting of the Federation of Labor
"I have to-day been informed by the committee represent at night on Sept. 8 the report of a special committee recom
ing yourself as a member of the Amalgamated Association mending private operation was unanimously adopted. The
of Street & Electric Railway Employees of America that report charges that the municipal ownership plan is undemo
the company's employees have decided to reject the award cratic, un-American and smacks of despotism because it
recently given by the majority of the members of the Board gives the Street Railway Commission complete power over
of Conciliation appointed to consider the dispute existing be the labor question in the event of the purchase. The report
tween this company and its employees. In order to avoid also says that adoption of the municipal ownership plan
any possibility of misunderstanding I wish you fully to un would nullify the arbitration between the commission and
derstand the company's final and considered position in the the street railway employees, thereby making it possible for
matter as conveyed to your committee this morning. the city to establish any kind of conditions it chooses for
"The award of the majority of the board is anything but platform men. The action of the federation indicates an
satisfactory to the company, as we contended and still con active campaign in opposition to the municipal ownership
tend that we are entitled to a reduction of 15 per cent on plan, particular opposition being shown by the members of
our total wage bill, and also to considerable relief from the the street car union.
 Septemeer 11, 1915] ELECTRIC RAILWAY JOURNAL 459

HOLYOKE STRIKE DECLARED OFF prestige of the city occasioned by continuance of the strike,
the employees should return to work, the company receive
Responsibility for Continuation of Strike Placed on the them without discrimination, and the arbitration of the
matters in dispute proceed."
Amalgamated Association Following the reception of the report the employees voted
Following a visit of W. D. Mahon, president of the Amal to continue the strike and Mayor Woods telegraphed Presi
gamated Association of Street & Electric Railway Em dent Mahon of the Amalgamated Association, pointing out
ployees of America, to Holyoke the strike was declared off that after seventeen days without car service District Or
and the men agreed to return to work on Friday morning, ganizer Reardon refused to accept arbitration for the length
Sept. 10. The term of the agreement will be submitted to of term of the agreement, stating that the company was will
arbitration by the board recently named, consisting of W. ing to arbitrate this point, which was the only one in the
H. Brooks for the company, John J. White for the union and way of car service for 100,000 people in the Holyoke dis
James E. Carter as chairman. trict, and asking the personal attention of Mr. Mahon with
The most conspicuous feature of the continued strike on decision by wire at the earliest possible moment.
the Holyoke (Mass.) Street Railway has been a report by Every owner of a jitney license was summoned to a ses
the Massachusetts Board of Conciliation and Arbitration sion of the aldermen on Sept. 4 and when the drivers ar
placing the burden of responsibility for the continuance of rived they were informed that fares must be decreased.
the strike on the local branch of the Amalgamated Associa The license committee of the Board established various
tion. In the opinion of the board the strike is unjustifiable, local fares ranging from 5 cents to 20 cents, a speed limit
and the report holds that the men should return to work at of 15 m.p.h., and ordered a close definition of routes to be
once, leaving the issue between them and the company to followed by individual chauffeurs.
arbitration. The points at issue as expressed in a commu
nication to the company from the union, dated Aug 2, are FOUR FRANCHISES FOR BROOKLYN
as follows: (1) Agreement to have the present scale of The New York City Board of Estimate & Apportionment
wages based on the day system of payment, until June 1, has voted to surface companies in the Brooklyn Rapid
1916. The present scale is, on the day basis, $2.30 a day Transit System four important trolley franchises. Applica
for the first six months, $2.45 for the second six months, tions for these franchises had been in three of the four
$2.60 for the second year, $2.70 for the third year, and $2.85 cases before the board for several years and had been
for the fourth year and thereafter. (2) Agreement to make the subject of considerable controversy, as certain of the
the schedule of runs in accordance with the so-called nine- franchise terms for which influential members of the Board
hours-in-eleven law, and the following agreement: for all of Estimate had contended were wholly unacceptable to the
runs in excess of nine hours and not in excess of nine hours companies. The franchises were finally granted on the
and fifteen minutes, the payment of one-half hour's extra basis of a compromise in which the city yielded several
time, and all runs in excels of nine hours and fifteen min of the disputed points.
utes and not over nine and one-half hours, payment for one The most important of the franchises covers the so-called
hour of extra time, at the exact rate per hour divided by Atlantic Avenue route and provides for a trolley route on
nine. (3) Payment for all extra work done by motormen Atlantic Avenue in Brooklyn from the vicinity of the Long
and conductors other than regular runs, at the exact hourly Island Railroad depot easterly to Sheppard Avenue in East
rate as quoted above. (4) Establishment of a nine-hour New York, a distance of about 5 miles. The trolley rights
day within ten consecutive hours for shops and carhouses, on Atlantic Avenue had long been in dispute. The original
with an eight-hour day for Sundays and holidays, to be railroad operation there was under a steam franchise of
completed within nine consecutive hours, the present daily the old Atlantic Avenue Railroad, which subsequently was
rate to be unchanged. (5) Agreement between union and merged into the Nassau Electric Railroad of the Brooklyn
company to expire on June 1, 1916. Rapid Transit System, the rights being leased to the Long
On Aug. 15 it was agreed that the issues between the Island Railroad. The Atlantic Avenue Railroad owned in
parties should be arbitrated by a board selected as pre fee a somewhat circuitous right-of-way, partly within and
viously described in these columns, and the employees re partly outside of the boundaries of Atlantic Avenue, and in
turned to work. The board was selected, and subsequently 1853 for the purpose of strengthening and widening the
objection was made to the form of the agreement by the street, the city of Brooklyn, the Atlantic Avenue Railroad
employees in that it appeared to them that it would be and the Long Island Railroad entered into an agreement
within the scope of the powers of the arbitration board to whereby the Atlantic Avenue Railroad received a "perpetual
fix a time-limit of the award beyond June 1, 1916, and they and exclusive right" to use a 30-ft. strip in the middle of
requested the company to amend the proposed submission the street for railroad purposes in exchange for certain por
to arbitration in this particular so as definitely to limit the tions of its right-of-way to be used for highway purposes.
award to the date given. The company refused to agree When the Long Island Railroad electrified its line into
to this limitation and on Aug. 27 the men again struck. Brooklyn and in part elevated and in part depressed the
The report says: tracks, an effort was made to inaugurate trolley operation
"The strike still continues and up to this time neither on Atlantic Avenue. This was resisted by the . city and ul
party to the controversy has receded from its position. The timately denied in the courts, it being held that the per
company has not operated its cars since the last strike and petual and exclusive right to the 30-ft. strip in the center of
great public inconvenience and injury to business have re Atlantic Avenue constituted an easement and not ownership
sulted from the continuance of the existing conditions. It in fee and that only one railroad could be operated thereon,
may be that an element of doubt exists as to the scope of it making no difference in the court's opinion whether this
the powers of the board of arbitration chosen by the par operation was upon the surface, below the surface or above
ties, but the letter of Aug. 2 and additions thereto agreed the surface. A long deadlock followed, but ultimately the
upon by the parties and the agreement of Aug. 15 were Long Island Railroad and the Nassau Company came to an
prepared and presented to the company by representatives agreement with respect to an application for a trolley fran
of the employees. The company was required to execute chise by the Nassau Company on the surface of the 30-ft.
the agreement of Aug. 15 as a condition precedent to the strip over the Long Island tunnel or under its elevated struc
return of the employees then on strike, the starting of the ture as the case might be. This is the application which has
cars and the arbitration of the existing controversy. now finally been granted by the Board of Estimate and adds
"The board is of opinion that the arbitration should have an important trolley line to the Brooklyn surface system.
gone forward in accordance with the agreement of sub Atlantic Avenue has for a long time suffered from stagna
mission of Aug. 15 and that the strike of Aug. 27 should tion of business and property values. The new line, it is
not have taken place. It is not within the province of the expected, will largely relieve the Fulton Street line and the
State board to define the limits of the powers conferred by Bergen Street line of transfer passengers now received from
the parties upon the arbitrators chosen. The board recom intersecting lines running north and south.
mends that in view of the facts herein stated, of the great The other franchises are known as the Metropolitan
inconvenience, discomfort and hardship imposed upon the Avenue, the Eighth Avenue and the Fresh Pond Road fran
public, the injury to business and to the commercial chises. The Metropolitan Avenue franchise extends from
 460 ELECTRIC RAILWAY JOURNAL [Vol. XL VI, No. 11
Dry Harbor Road to Jamaica Plank Road in the Borough the Amalgamated Association) or any of the employees had
of Queens and traverses a territory which has been with felt that any employee had been punished unfairly, his case
out convenient trolley transportation. The route is largely would have been appealed, and as there have been no cases
undeveloped at present but it is hoped that the providing appealed it is reasonably certain that the employees feel that
of transportation will be followed by a rapid upbuilding the discipline at least has been fair. Mr. Droogan does not
of the territory served. claim that the discipline has been unfair, but he apparently
The Eighth Avenue franchise extends from Thirty-ninth objects to the manner of applying it, and that the right of
Street to Bay Ridge Avenue in the South Brooklyn terri appeal has been denied to the men. This is not correct. In
tory. This is a franchise which has long been sought by any single past or future case, any employee has under the
the local interests and provides trolley transportation for rules the right to appeal, first to the general superintendent,
a territory in which there has been much building. and then to myself, and this right is not, never has been and
The Fresh Pond Road franchise connects the new Luth never can be denied, and there has been no curtailment
eran elevated line of the Brooklyn Rapid Transit Company whatever in this right of appeal. My feeling is that what
with Myrtle Avenue and gives to persons in Glendale and he objects to is that the division superintendents, after
the Forest Park section of Queens a shorter connecting ride hearing the cases, have reported the matter to the general
tp the elevated railroad. superintendent, who has suggested the discipline which has
It is expected that work on all of these new extensions been applied by the division superintendent, Mr. Droogan
will be begun within the next few months. wishing that the general superintendent would first hear the
case without reference to the division superintendent.
ARBITRATION OF ALBANY STRIKE "This would take up a good deal of time of the general su
perintendent, and in nearly all the cases would be absolute
Agreement to Arbitrate Reached on Sept. 10 After Strike ly unnecessary, and in any case when the employee desires
Declared on Labor Day it he can appeal his case not only to the general superintend
The strike of the employees of the United Traction Com ent, but to myself, as provided for in the agreement. This
pany in Albany, Troy, Rensselaer, Watervliet, Cohoes and works no hardship whatever on the men, because in the case
Green Island, in progress since Labor Day, was settled at 2 of either the general superintendent or myself changing any
o'clock on the morning of Sept. 10. The men and the com decision of the division superintendent the man is given full
pany agreed upon arbitration. The cars started running at pay for time lost.
5 o'clock. Mayor Cornelius F. Burns of Troy and Judge "I am really greatly surprised at this whole situation; the
William E. Wollard and Judge Lynn J. Arnold, Troy, are to matter is a serious one, and under the charter and by-laws
be the arbitrators. They will convene on Oct. 1 to determine of the Amalgamated Association they are not allowed to
if the grievances of the employees are justified. In the ■ call a strike without having brought in one of their interna
meantime conditions of discipline obtaining prior to June 1 tional officers and without taking an actual vote of the em
will be restored as desired by the strikers. The agreement ployees, neither of which matters seems to have been done
to arbitrate follows: in this case. In view of the irregularity of the proceeding
"The disagreement now existing between the United it seems strange that Mr. Droogan should assume the re
Traction Company and its employees of the Albany and sponsibility of selecting Labor Day on which to inconve
Troy divisions, 148 and 132 respectively, is adjusted as fol nience the people of Albany."
lows: The principle that the company has the right to admin Sept. 8 saw the complete suspension of service in Albany,
ister discipline to its employees is hereby affirmed. The Troy, Rensselaer, Watervliet, Cohoes and Green Island. On
question whether the present system of procedure now in use that day there was a short conference between the officers
by the company in the disposition of discipline cases is a of the company and the representatives of the men, but it
violation of subdivision 6 of the agreement and the question was concluded abruptly upon Mr. Droogan intimating that
of its fairness shall be submitted to and determined by the Mr. Hewitt has sought to misrepresent matters. At this
following arbitrators: Mayor Cornelius F. Burns, Troy; conference the president of the Troy division of the men
Judge Lynn J. Arnold and Judge William E. Wollard, who asked in what respects the system of discipline in use in Al
shall meet on Oct. 1, 1915. If the arbitrators should decide bany was superior to that in force in Troy. Mr. Weather
after hearing both sides that the present system of proce wax, vice-president of the company, declared that the com
dure is not violative of section 6 of the present agreement pany had a right to adopt its own system of discipline with
and unfair, then it shall be adopted as the procedure in dis out referring it to the men for approval.
cipline cases. In the meantime the members of the associa Representatives of employers and employees involved in
tions shall report for duty and the old system of procedure the strike met for a few minutes with the citizens' conference
in discipline cases existing before June 1, 1915, shall be in committee on Sept. 9, and then adjourned to meet again late
use. In witness whereof the parties hereof have hereto set in the afternoon. The recess was occasioned by the failure of
their hands and seals the tenth day of September, 1915." W. D. Fitzgerald, a member of the international board of
The strikers' committee was headed by William B. Fitz the Amalgamated Association, who has assumed full charge
gerald, international representative of the Amalgamated of the strike, to arrive in Albany.
Association of Street & Electric Railway Employees. Vice- No attempt was made by the company to operate cars in
President Harry W. Weatherwax and General Manager any of the places affected by the strike. On account of
Charles F. Hewitt represented the company. In the room the complete suspension of service the public was in some
where the conference was held between the strikers' com cases greatly inconvenienced. All sorts of methods of trans
mittee and the company officials were the arbitrators named portation were quickly improvised to meet the situation.
above and John J. Mackrell, president of the Common Coun The jitney came to the front and did a flourishing business.
cil of Troy and counsel for the Troy local of the strikers. In the interest of the public Mayor Stevens of Albany issued
Those signing the agreement were Mr. Weatherwax for the a strike proclamation urging all owners of private motor
company, and Mr. Droogan, president of Division 148, and cars to give a lift to working people, especially women.
Joseph M. McLoughlin, president of Division 132. The The Mayor suggested that people willing to do this should
agreement was approved by Mr. Fitzgerald for the national fly the American flag at their radiators. The Mayor of
association. Troy made a like appeal to autmobile owners in that city.
As in many other strikes the issue was befuddled by ques
tions of veracity between the representatives of the company PROGRESS ON MANCHESTER (ENGLAND) LINE
and the men. The representatives of the men alleged hear The work of electrifying the railway between Victoria
ings on charges without personal representation. Charles F. Station, Manchester, and Bury, via Prestwich, is making
Hewitt, general manager of the company, said that the men rapid progress, and it is anticipated that the new service
were not denied the right to appeal cases in which there had will be ready, in a restricted form, by the beginning of
been suspensions, and that out of fifty-eight suspensions November. Trial runs have already taken place over parts
since the incumbency of C. A. Coons as superintendent of of the line. The third-rail system is used, as on the Liver
transportation there had been no appeals. Regarding the pool & Southport line. The cars will be of the corridor type,
administration of discipline Mr. Hewitt issued a statement each with a capacity of between 90 and 100 passengers.
on Sept. 6 in which he said: The districts served include Cheetham, Higher Crumpsall,
"If Mr. Droogan (the president of the Albany division of Heaton Park, Prestwich, and Whitefield.
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 461

NEW RAPID TRANSIT LINE INTO CINCINNATI stipulated by the ordinance and continues to fail for ihree
The West End Rapid Transit Company, Cincinnati, Ohio, months after written notice from the city the city may
was incorporated on Sept. 3 by J. C. Hooven, C. E. Hooven, repeal the franchise.
L. E. Voorhies and Stanley Shaffer, all interested in the
Cincinnati, Lawrenceburg & Aurora Electric Street Rail NEW YORK CONSTITUTIONAL CONVENTION
way. The capital stock of the new company is fixed at COMPLETES ITS WORK
$10,000. The plan is to build a line from Anderson's The Constitutional Convention of the State of New York,
Ferry, the present terminus of the Cincinnati, Lawrence which has been drafting the new organic law for that State,
burg & Aurora line, to the intersection of Third and Vine practically completed its work on Sept. 4. All that remains
Streets in the city. The line will give the Cincinnati, Law now to be done of the preliminary work is the passing of the
renceburg & Aurora road an entrance to the city and final draft of the proposed new constitution and an explana
through connections with other roads to the west. Nego tory address to the people. It was expected that these mat
tiations have been op-aned with C. L. Henry of the Indian ters would be taken care of when the convention reassembled
apolis & Cincinnati Traction Company for the establish on the evening of Sept. 9.
ment of a connection at some point. If the revised constitution is ratified by the voters the
short ballot will be inaugurated in New York State at the
DES MOINES ORDINANCE beginning of 1917. The Governor, Lieutenant-Governor,
Comptroller and Attorney-General are retained as elective
Summary of Principal Provisions of Franchise Grant to officers, but the successors of the Secretary of State, the
Des Moines City Railway Advanced by Chamber State Engineer and the State Treasurer are to be appointed
of Commerce by the Governor. The Department of the State Engineer in
The City Council of Des Moines, Iowa, has received the fact will be supplanted by a department of public works,
Chamber of Commerce franchise looking to an extension of with the head to have supervision of the construction, care,
the rights of the Des Moines City Railway. The proposed maintenance and operation of all the public works of the
new grant differs but slightly from the franchise submitted State, including canals, highways and public buildings, and
to the Council by the company a year ago. The franchise is this department will plan all the engineering, architectural
for a period of twenty-five years. It provides a rate of and construction work required by the State department. If
fare of six tickets for a quarter, a 2% -cent fare for children the voters approve the revised constitution the State budget
under twelve years, children under six free, and forty tickets will in the future be submitted to the Legislature by the
for $1 for high school students. The question of capitaliza Governor instead of being initiated in the Legislature and
tion for the company is not covered. The only clause by subject only to a limited veto power by the chief executive.
which the value of the company is fixed gives the city the The salaries of the lawmakers are to be raised from $1,500
right to purchase the system for $5,000,000, based on the to $2,500, with weekly railroad fares to and from their homes
valuation of the company "on Aug. 1, 1915." The company added. The convention decided to double the salary of the
must accept the franchise within thirty days after the Governor, who after 1917 will receive $20,000 annually. The
ordinance is adopted by the city. The Council must call an convention failed to substitute the appointive system for the
election within sixty days by which the grant may be ap elective in filling positions on the bench.
proved by the voters. The Governor's appointments are freed from the require
The principal provisions of the new grant have been sum ment of confirmation by the Senate, except in the case of
marized as follows: members of the Industrial, Public Service, Conservation and
One supervisor is to be appointed by the city; one by the Civil Service Commissions, which are regarded as quasi-
company to have authority as to what shall be done affecting judicial bodies. The Public Service Commissions are made
the quantity and quality of the service, fixing schedules, constitutional bodies. So are the Tax Commission, the In
routes and terminals, and the character and equipment dustrial Commission and the Civil Service Commission.
In all 725 proposals were presented to the convention. Of
of cars. these less than 100 got beyond the committees having them
Differences between the company and the city in regard to in charge. In many instances, however, features of propos
any of the provisions of the ordinance or failure of the two als rejected by the committees were incorporated in omnibus
supervisors to agree, or any difference between the company proposals which were presented to the convention as com
and its employees to be settled by arbitration; one arbitrator mittee measures.
to be appointed by each side. Should the two arbitrators
fail to agree a third is to be appointed by them, and if they SUBWAY APPROACH FOR NEW CLEVELAND
fail to agree the Supreme Court is to appoint the third man.
The company to spend $1,500,000 within three years to put BRIDGE
street railway system in first-class condition. The committee on municipal art and architecture of the
The company is to keep open to inspection full accounts Cleveland Chamber of Commerce filed a report on Sept. 3
of money expended and liabilities incurred and statistical in which it unanimously recommended the construction of
accounts of its business and operations, and furnish monthly a subway approach to the new Superior Avenue bridge
reports of its car mileage, etc. across the Cuyahoga River from the east side. The com
The City Council is to have power to order extensions mittee suggested that the subway should extend from the
upon petition of a majority of the residents of any district bridge to the Public Square under Superior Avenue and
not served by the company's lines, if in its opinion the return that it would not be well to arrange for emergence at any
to the company will pay cost of operation and depreciation. other points.
Six tickets for a quarter; for children under twelve years, A sub-committee reported that during one twenty-four-
2% cents; children under six ride free when accompanied by hour period 7196 motorcycles, automobiles, motor trucks
adult. High school fare, forty tickets for $1. and horse-drawn vehicles passed over the viaduct, while in
No stock is to be issued except in conformance with the the same period 3437 street cars, counting cars with trail
laws of the State, the city to be advised as to the terms and ers as one and a half, crossed, making a total of 10,633
conditions of all bond and stock issues, discounts on bonds vehicles of all classes, or an average of 143 street cars and
not to be considered in fixing the value of the company's 300 other vehicles per hour. While this committee is look
property, all proceeds to be invested in betterments to the ing at the matter from the standpoint of beauty and artis
company's property. tic effect largely, the fact that these figures were secured
The city is to have the right to purchase upon six months' shows that it has not eliminated the practical ideas from
notice. For this purpose the value of the property on Aug. its consideration. It will be seen that the traffic that will
1, 1915, to be considered equal to the sum of $5,000,000. pass over the new bridge, which takes the place of the old
The company is to agree to surrender all claims in streets viaduct, is very heavy and within a short time will be
of the city other than granted by the ordinance, pay all much more so, thus making blockades possible at all times.
interest due on any bonds secured by lien upon its property The committee suggested that the County Commissioners
and cause the receivership suit and all-bondholders' suits find some way of financing the subway so that the rentals
to be dismissed. required will make the burden of expense as light on the
If the company fails to perform terms and conditions public as possible.
 462 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11
INITIATIVE ORDINANCE FOR PURCHASE OF who appeared were W. D. Wright, superintendent of mainte
CLEVELAND RAILWAY nance and equipment; B. E. Whitcomb, head of the line de
partment; Frederick L. Barnard, chief electrician, Manches
An initiated ordinance was introduced in the City Council ter Street power station; Daniel P. Miner, chief engineer,
at Cleveland, Ohio, on Sept. 7 providing for the issue of $34,- Manchester Street power station, and Henry F. Purington,
000,000 of bonds for the purchase of the property of the Jr., inspector of the maintenance of way department. The
Cleveland Railway. The measure has been referred to the last-named witness said that improved equipment had made
proper committees. Should the committees hold the ordi the work easier in his department in recent years. Mr.
nance up until too late to have it voted upon at the coming Swift hoped to complete the company's case during the week
fall election, about 5000 more names will be necessary to the ended Sept. 11.
petition in order to get it before the voters at a special elec
tion. MR. DOHERTY CONFERS WITH COUNSEL IN
A discussion of the question of changing schedules on Lo TOLEDO
rain Avenue in order to give some of the men longer hours
of work took place before the street railway committee on Henry L. Doherty, chairman of the board of the Toledo
the same day. George Davies, president of the local branch Railways & Light Company, was in Toledo again on Sept.
of the Amalgamated Association, accused Peter Witt, street 1, in conference with Attorneys Thomas H. Tracy and
railway commissioner, of paying certain car crews to make Rathbun Fuller, but he gave out no information as to what
the fast time when the new schedules were introduced on will be the next move in the franchise negotiations with the
Superior Avenue. Mr. Witt told Mr. Davies that he must have city of Toledo.
a very poor opinion of some of his members. A committee of Some time ago the City Council of Toledo, Ohio, adopted
the union was before George L. Radcliffe, general manager a measure ordering the Toledo Railways & Light Com
of the Cleveland Railway, on Sept. 8. The Moylan resolu pany to remove its tracks from that section of Huron
tion, providing for the changes demanded, was referred to Street between Orange and Stickney Avenues before Sept.
the city law department for an opinion as to whether Council 30, in order to allow the city to lay a new pavement. Di
has authority to make changes in the schedule under the rector of Public Service Neukom has made public his in
Tayler grant. tention of having the tracks removed by the city unless the
The County Commissioners have agreed to an extension of company takes some steps to do so soon. It is said that
the State Road line of the Cleveland Railway for 2% miles the pavement on that section of the street is in bad condi
if the company will agree to place lights on the bridges and tion, but the company will not spend any money in such
at the county road intersections. improvements until the franchise matter is settled.
The city is experimenting with a semaphore similar to the
type used in New York, Detroit and other cities at busy Electrification Proposed.—H. Hirschberg, president and
street intersections. The semaphore consists of cross-arms treasurer of the Independence & Monmouth Railroad,
at the top of an iron rod set in a heavy base. It is placed in operating between Independence and Monmouth, Ore., 19
the center of the street and operated by the patrolman on miles, contemplates electrifying the road. Power will be
duty at the crossing. The words "Stop" and "Go" are purchased from the Oregon Power Company.
painted on the arms and indicate the direction of traffic as Two Chilian Concessions.—Augusto Astaburuaga has
the patrolman turns it. been granted an extension of two years for the beginning
of work on the electric railway from Santiago to Maipu, a
EMPLOYEES CONCLUDE IN RHODE ISLAND suburb of the city. The Compania Molinera El Globo of
ARBITRATION Collipulli, Chile, has been granted the privilege of estab
lishing a lighting and traction system for the town. The
Evidence was concluded on Sept. 2 on behalf of the em town is 90 miles southeast of Concepcion and has a popula
ployees of the Rhode Island Company in the arbitration pro tion of 4000. Communications to the company should be
ceedings at Providence. In the course of the proceedings in Spanish.
eighty-six witnesses were examined, 2200 pages of testi
mony taken and 105 exhibits filed. The company's side of Third-Tracking Contract.—The Public Service Commis
the case is now being presented. In one of the last hearings sion of the First District of New York has authorized the
devoted to the union side, the question of rents was dis New York Municipal Railway Corporation (Brooklyn
cussed by Arthur Sturgis, Boston, in connection with evi Rapid Transit System) to award the contract for the erec
tion of steel for additional tracks on the Broadway ■ ele
dence on the cost of living. Mr. Sturgis said that the aver
age rent paid per month by 359 motormen and conductors of vated railroad in Brooklyn between Myrtle Avenue and
the Rhode Island Company was $13.66. The witness said Aberdeen Street to the Jobson-Gifford Company, the lowest
that the houses obtainable in Providence were far superior bidder, for $400,441. The company will furnish the ma
to those available in New York City for the same money, terials and the contractor will do the work. The time limit
but that the cost of food in New York was sufficiently is twelve months. Similar work between the Williams
lower than in Providence to make the comparative cost of burg Bridge and Myrtle Avenue is nearly completed.
living higher in the latter city. A classification of orders Storm Precautions at Houston.—The city of Houston,
issued by the company since 1907 totalled 1425. They were Tex., was saved from a night or more in darkness during the
made up as follows: automatic collectors, 16; accidents, 103; recent tornado by the activity of D. A. Hegarty of the
transfers and tickets, 243; full stops, 76; timetables and op Houston Electric Company. Early in the period of the
eration, 472; mail and newspapers, 69; reports of motormen storm Mr. Hegarty began to take precautions. He tele
and conductors, 10; signals, 90; fares, 44; lights, heat, doors graphed to distant cities for linemen and supplies, bringing
and signs, 265; assignment of work, 15; miscellaneous, 17. them from as far as New Orleans, and before they were
Outlining the company's case, Attorney James M. Swift actually needed had an extra supply of wire and lights in
said that the fact that a wage scale was first agreed upon the storeroom and the extra linemen housed in buildings of
by the union and the company in July, 1913, showed that a the company. Then for the five days following the storm
fair and proper settlement was then reached. Conditions these men worked continuously under his direction. The
had not changed materially since, and nothing that had since daily papers were loud in their praises of Mr. Hegarty, and
happened warranted an increase in wages. Wages and con one of them told the story of his achievement in a graphic
ditions elsewhere were immaterial. To grant the demands way under the title "How Dan Hegarty Turned on the
of the men would cost the company $500,000 a year more Lights."
than at present. The company's officials appreciated the Restoring Service Over the Galveston Causeway.—A
opportunities to better the service, but only a fair dividend single track trestle bridging the gaps in the causeway over
had been paid and the outstanding capital stock was well Galveston Bay, caused by the recent Texas coast storm, was
represented by the money invested in the system. The wit completed on Sept. 1 and regular operation of the Galves
nesses called for the company began rebuttal testimony in ton-Houston Electric Railway was begun on Sept. 2 on the
connection with previous statements of employees dealing two-hour schedule. At the time service was resumed the
with existing wage and working conditions. Among those broken trolley wires had not yet been restrung and a
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 463
switch engine was used to tow the interurban cars over the
spaces where there were no wires. Owing to the fact that Financial and Corporate
this single track is the only one connecting Galveston
Island with the mainland and is used by hundreds of freight
and passenger trains a day, many delays are encountered ANNUAL REPORTS
and the interurban company contemplates the immediate
construction of another trestle for its exclusive use until Havana Electric Railway, Light & Power Company
the causeway is rebuilt. The comparative statement of income, profit and loss of
Radial Railway Data in Preparation.—Chief Engineer the Havana Electric Railway, Light & Power Company,
Gaby of the Hydro-Electric Power Commission of Ontario Havana, Cuba, for the years ended Dec. 31, 1913 and 1914,
made an address on the hydro-radial enterprise of the follows:
province before the convention of the Ontario Municipal 1914 1913
Association on Sept. 2. He said that within the next few Gross earnings $5,396,713 $5,417,054
Operating expenses and taxes 2,595,321 2,612,952
weeks statistics would be completed and reports would be
ready for presentation to the various municipalities in Net income $2,801,392 $2,804,102
Other income 102,119 140,087
terested showing the estimated cost for the construction of
a network of radial electric railways throughout the west Gross income $2,903,511 $2,944,189
Fixed charges 1,094,140 1.096,085
ern portion of the province. Requests for this information
had been received from some 300 municipalities along 1600 Surplus after charges $1,809,371 $1,848,104
Surplus Jan. 1, 1914 1,313,457
miles of roads in the districts from Whitby in the east, to
Sarnia and Windsor in the west, including the Huron and Total $3,122,828
Niagara peninsula districts. A summary of the operations of the various departments
Arrears in Taxes Claimed in Cincinnati.—The Cincinnati of the company for 1914 shows the following apportion
(Ohio) Traction Company was notified on Aug. 28 that it is ments: Gross Net
indebted to the city of Cincinnati, Ohio, in the amount of Earnings Operating Per Cent Earnings-
$20,810.36, and was requested to send a voucher to the city from Expenses of Gross from
Department Operation and Taxes Earnings Operation
auditor for that amount. E. O. Biggs has been engaged in Electric railway $2,915,033 $1,405,818 48.23 $1,509,214
auditing the company's books for the city solicitor and he Electric light 1,605,696 518,257 32.28 1,087,440
claims that the company has been paying the city a tax on Gas 556,157 385,406 69.30 170,751
Stage line* 319,827 285,810 89.37 33,987
the amount it received from the Millcreek Valley line, 3 Total $5,396,713 $2,595,321 48.09 $2,801,392
cents per passenger, whereas the courts recently decided in
other cases that the tax must be paid on the full amount The decrease in gross earnings for the year amounted to
charged for fare, which is 5 cents per passenger. This is $20,340 or 0.33 per cent, while the operating expenses and
one of the lines which operate over the company's tracks taxes decreased 0.66 per cent. Rainy days, which were
within the city. It has no franchise of its own. The city more in 1914 by 23 per cent than in 1913, had a disastrous
claims taxes on the balance from Jan. 1, 1911, to June 30, effect upon car earnings. Moreover, the curtailment of
1915, $18,424.63, with interest, $2,385.75. public construction work, the paralysis of travel in certain
$160,000,000 of Contracts Under Dual System Plans.— districts because of quarantine for bubonic plague, the com
In the Public Service Record, a monthly publication is petition of a United Railways line and for a time of a motor
sued by the Public Service Commission, First District, New ompibus line and the closing of cigar factories on account
York, it is stated that on Aug. 1 the total amount of of the European war, all operated to decrease the electric
rapid transit contracts under the dual system plans on railway earnings for the first time in the company's history.
lines to be owned by the city was in round numbers $160,- In view of the events of the year, however, it is surprising
000,000. The contractors on these lines and upon the lines that the loss was not greater. The most encouraging
to b« owned by the two companies, namely, the Inter- feature was that it was found practicable to reduce operation
borough Rapid Transit Company and the New York Mu so that during the fast four months of the year the pas
nicipal Railway Corporation, are employing about 20,000 senger earnings per car-mile were equal to those of the
men. The total of $160,000,000 includes those parts of the preceding year. The following statistics show more fully
new system which are already in operation, namely, the the comparative results that were obtained for the last two
Centre Street Loop subway in Manhattan, the Fourth years : Per Cent
Avenue subway in Brooklyn and the Queensborough sub
way under the East River, formerly known as the Steinvvay Passenger car-miles 10,778,706 10,543,739 Change
1914 1913 +2.23
Passenger earnings $2,794,66S $2,839,118 —1.56
tunnel. Out of more than eighty sections contracts have Passenger earnings per car-mile. . 0.2594 0.2693 —3.68
been let for more than sixty. It is expected that the con Total operating expenses 1,373,937 1,426,972 —3.72
Total operating expenses per car-
tracts for the remaining sections will be awarded by Jan. 1. mile 0.1275 0.1353 —5.77
Conference on Newport Franchise.—The City Commis
sioners, members of the Business Men's Club and repre The total number of cash fare passengers carried during
sentatives of the Cincinnati, Newport & Covington Rail 1914 was 55,893,367, a decrease of 1.56 per cent as com
way met in Newport on Sept. 1 to consider the franchise pared to 1913, but still an increase of 7.76 per cent over
question. The commissioners and the railway representa 1912. The freight equipment of the company did more work
tives had previously reached an agreement on almost all than in 1913, transporting a total of 282,190 long tons of
other important matters except the rental for the use of materials. The locomotive car-hours increased 15.6 per
the streets. At the conference on Sept. 1 the commission cent and the trail-car-hours 27.9 per cent. The new track
ers stated that they were prepared to accept a lump sum of constructed during the year aggregated 8.28 miles, an in
$12,000 a year for the use of the streets, instead of an crease of 11.5 per cent, comparable to 9.5 per cent in 1913
amount based on the track mileage. W. W. Freeman, and 2.4 per cent in 1912. Reconstruction work on track
president of the company, and Polk Lafoon, secretary, was continued, and at the end of 1914 about 32 per cent of
argued that the company should not be penalized further the track built under the original light specification had
than the taxes it would be compelled to pay and the im been replaced in accordance with the present heavier
provements it had agreed to make, but that it would be standard.
willing to compromise on the payment of $3,000 a year as During the year 1914 the rolling stock was increased by
rental for the use of the streets and no more. Another twenty passenger cars of standard type and one locomotive,
meeting will be called to adjust the differences if possible. built in the shop, and by twenty steel 6-yd. capacity side-
dump trail cars for carrying track and construction ma
PROGRAM OF ASSOCIATION MEETING terials, shipped from the United States and assembled in
the shop. Electrical equipments were received for thirty
New England Street Railway Club additional cars and three more locomotives to be con
The Frances has been chartered for the annual men's out structed, and apparatus for the equipment of the four new
ing of the New England Street Railway Club, a deep-sea locomotives and the twenty-four large steel coal cars with
fishing trip, on Sept. 16. automatic air brakes.
 464 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11
The following table shows the results of operation of the ing would be difficult. The gross earnings of the Denver
company's stage lines: Tramway, however, showed a decrease of approximately 5.21
Per Cent per cent for the year just ended. By rigid economy a sav
1914 1913 Change ing of about an equivalent amount was effected in operat
Stages owned 166 165 +0.61
St:iges operated (daily average) 145 151 —3.97 ing expenses. ' A general reduction was made in salaries
Stage-miles run 3,266,518 3,402,691 —4.00 without cutting the wages of men receiving less than $90
Gross earnings $319,826 $356,894 —10.40
Gross earnings per stage-mile.. $0.0980 $0.1048 —6.49 per month. After payment by the Denver Tramway of in
The influence of the generally unfavorable business con terest on $3,167,000 of prior lien bonds and after taxes and
ditions, and the resulting greatly increased unemployment, franchise requirements, there remained available out of
especially in the tobacco industry, were most severely felt earnings more than 161 per cent of the fixed charges on
by the omnibus service. Two other causes contributed ma all outstanding bonds assumed by the company.
terially to the adverse circumstances encountered, namely, During the year there was a total expenditure by the
the extension of the suburban electric service of the United Denver Tramway of $188,647 for betterments and improve
Railways to a pumbr of neighboring small towns, which ments, of which $89,106 was on account of way and
before were mostly dependent upon the omnibuses, and the structures, $54,966 for new equipment and $44,574 as the
very high rate of exchange of Spanish silver during the company's proportion of the cost of the work done in con
entire year, which made it so nearly equal to United States struction of the Colfax-Larimer viaduct prior to March 31,
currency that there was but slight difference in fare be 1915. The largest item of track work was in reconstruc
tween the omnibuses and the quicker and more comfortable tion of 5.29 miles of single line, where all rail was replaced,
electric street cars. Because of existing conditions, the trial principally with 73-lb. steel. The more important items of
of the electric motor omnibuses, which was projected and equipment added were six new trailers, four new rotary
was referred to in the 1913 report, was deferred to more snow-sweepers, two motor utility cars, and the fitting of
favorable times. All the new equipment of this department, trail cars with bulkhead partitions and electrical heaters.
however, has been designed with a view to the ultimate Expenditures for system maintenance amounted to $371,116.
establishment of motor vehicle service. An attempt was No large outlays for capital improvements are contem
made during the year by another company to operate gaso plated for the current year, except those to which the com
line motor buses of English type, but the receipts were so pany is committed and which are under way. It is ex
unsatisfactory that it was given up after three months' trial. pected that no financing will be necessary until 1919.
During the year the consolidated power plant, described The following table presents some miscellaneous statis
in the Electric Railway Journal of May 15, 1915, page tics for the entire system:
920, was substantially completed and was by the end of 1914 Passengers carried :
carrying three-fourths of the total load. The annual report City lines 75,572,785
Interurban lines 956,034
of the company, on the whole elaborate, contains a hand
somely illustrated special report on this power plant. The Total 76,528,819
Passenger earnings per car-mile :
annual report is also published in Spanish for the con City lines (cents) 26.53
venience of security holders preferring that language. Interurban lines (cents) 28.98
Passenger earnings per car-hour :
City lines $2.56
Interurban lines 4.69
Denver Tramway System Car-miles operated, passenger :
City lines 11,174,515
The statement of income, profit and loss of the Denver Interurban 366,290
(Col.) Tramway System for the year ended March 31, Total 11,540,805
1915, follows: Car-hours operated, passenger :
City lines 1,159,205.4
Gross earnings $3,263,954 Interurban lines 22,622.4
Total operating expenses 1,683,960
Net earnings before deducting taxes and franchise pay Total 1,181,827.8
ments .- $1,579,994
Taxes and franchise payments 279,220 Glasgow Corporation Tramways
Net earnings after deducting taxes and franchise pay The ordinary income of the Glasgow (Scotland) Corpora
ments $1,300,774
Other income 32,295 tion Tramways for the year ended May 31, 1915, was
Gross income $1,333,069 £1,076,877, while the working expenses, including payments
to dependents of employees, were £735,987, leaving net
Deductions from income : revenue of £340,890. The ordinary income of the previous
Interest on funded debt $988,415
Other deductions 22,350 year was £1,083,846 and the working expenses £670,277,
Total deductions $1,010,765 leaving net revenue of £407,569. After adding interest on
investments and rent of lines, increasing the revenue to
Net income $322,304 £406,717, and after deducting interest, sinking fund pay
This is the first report since the reorganization as of ments, taxes, depreciation and other expenses amounting
March 31, 1914, of the Denver City Tramway System. The to £393,766, the net balance of £12,951 was paid over to
Consolidated Securities & Investing Company was incor the common good. The gross revenue for the year de
porated on March 30, 1914, and became the successor of creased £6,130, and the average traffic revenue per car-mile
the Denver Realty Company, the Boulevard Real Estate increased from 10.609d. to 10.612d. The working expenses,
Company and the Denver Excursion Company. The Con excluding expenditures incurred on account of the war, in
solidated Securities & Investing Company, as successor creased £7,893 or 0.13d. per car-mile. This increase was
company, acquired ownership of all the stock and bonds of mainly caused by shorter working hours, wages and taxes.
the Denver & Inter-Mountain Railroad. All the stock of A sum of £51,816 was expended in connection with the
the Consolidated Securities & Investing Company was in war, as follows: Allowances to dependents, £39,736; car
turn acquired by the Denver City Tramway. Thereafter tokens, £6,231; war bonus, £5,005; general recruiting, £541,
the Denver Tramway, incorporated on March 30, 1914, pur and equipment of pipe band, £301.
chased all the property of the Denver City Tramway, which During the year £76,391 was expended on capital account,
company had previously acquired the Denver Tramway making a total expenditure of £3,751,708 as of May 31,
Terminals Company and the Denver Tramway Power Com 1915. The amount to the credit of the depreciation and
pany. The Denver Tramway thus became the owner of all permanent way renewals fund on that date was £2,158,738.
the stock of the Consolidated Securities & Investing Com The total set aside for the last fiscal year was £172,310, as
pany. The Denver & Northwestern Railway, though it is compared to £212,642 for the preceding year. An amount
no longer an operating company (having sold it physical of £33,768 was expended during the year for track re
property to the Denver City Tramway in 1913), continues newals, leaving a credit balance of £2,294,304. The gen
to be the holding company of the Denver Tramway. eral reserve fund at the end of the year had a total credit
In view of the above changes a comparison in details of of £32,238, £1,970 having been added through the sale of
the results for the first fiscal year of the Denver Tramway obsolete equipment and £7,801 expended during the year.
System with the results of the system for the year preced The sum of £65,875 was expended on the upkeep of the
 SEPTEMBER 11, 1915] ELECTRIC RAILWAY JOURNAL 465

iamway track in ordinary repairs. In addition to this of 65 per cent will be represented by new ordinary stock.
£68,228 was set aside to meet the cost of track renewals, As regards the £1,070,097 of non-cumulative 6 per cent pre
calculated at the rate of £350 per mile of single track. ferred ordinary stock at present outstanding, 50 per cent
The total cost of ordinary repairs to the power plant and will be converted into new ordinary stock, while the bal
sundry machinery was £8,137, and £23,566 was charged ance of 50 per cent will be written off altogether. Of the
against revenue to meet depreciation. The total cost of £665,505 of deferred stock now outstanding, 30 per cent
inspection and repairs of cars was £55,965, with £41,199 is to be converted into new ordinary stock, the balance of
further reserved, and the total cost of maintenance of mis 70 per cent being regarded as lost. The £266,371 of income
cellaneous equipment was £1,192, with £1,840 reserved. The certificates (non-interest bearing) are to be exchanged as
car mileage in 1914-1915 was 24,214,460, with 198.125 miles to 10 per cent into fully-paid new cumulative 6 per cent
of single track in operation, and in 1913-1914 24,403,482 participating preference shares, and as to 25 per cent into
car-miles with 196.125 miles of single track in operation. fully-paid new ordinary shares, the funds requisite for this
The passengers in the two years numbered 336,260,758 and purpose to be drawn from the company's reserves. The
336,654,624 respectively. At present 2223 members of the balance of 65 per cent of the certificates will be cancelled.
company's staff are enlisted in His Majesty's forces. Thus the capital account is to be written down by £1,001,-
602. It is believed that this should suffice to enable the
KEY ROUTE EARNINGS IMPROVE assets to be written down to their market value.
Empire United Railways, Inc., Syracuse, N. Y.—The Pub
According to an official statement issued by George K. lic Service Commission for the Second District of New
Weeks, president, the San Francisco-Oakland Terminal York, has authorized the purchase by the Empire United
Railway, Oakland, Cal., has deposited with the Wells Fargo Railways of the 2500 shares of capital stock, $100 par value,
Nevada National Bank funds for the payment of matured of the Monroe County Electric Belt Line at $9.67 a share.
coupons on the Oakland, San Leandro & Hayward first The stock will be paid for at $1.67 a share when delivered,
mortgage 6 per cent bonds, the Alameda, Oakland & Pied $2 a share three months, $2 a share six months, $2 a share
mont first mortgage 6's and the Oakland Transit Company nine months and $2 a share twelve months from Sept.
first consolidated 6's of 1918. The company has also de 1, 1915.
posited funds for the payment of interest on the Oakland
Traction equipment trust certificates. Everett Railway, Light & Water Company, Everett,
These payments have been made after providing for Wash.—It is reported that the election held on Aug. 24
$122,000 of State taxes due in August, and it is under resulted in favor of issuing $1,100,000 of 6 per cent utility
stood they will be followed by the payment, from time to bonds with which to finance the purchase, or the condemna
time as funds are accumulated, of other matured coupons tion and purchase, of the plant of the Everett Water Com
on the bonds of this system in the order of their apparent pany, which is owned by the Everett Railway, Light & Water
seniority. Company.
The recent earnings of this company have been just about Gary & Interurban Railroad, Gary, Ind.—The Gary &
sufficient to pay necessary operating and maintenance Interurban Railroad has defaulted on the interest and prin
charges and interest on its outstanding obligations. Some cipal of $350,000 of 6 per cent notes due on Sept. 1. A
time ago the company, by reason of apparently pressing protective committee composed of D. H. Gordon, S. Bald
requirements for capital purposes, fell behind in the ac win, Sr., W. K. Cromwell and P. L. Poe is asking for deposits
cumulation of funds to meet its semi-annual interest pay of the defaulted notes with the Baltimore Trust Company
ments. Since that time funds to meet this interest have as depositary. The notes are protected by a deposit of
been advanced by various banks in San Francisco and Oak $500,000 of the first mortgage bonds of the East Chicago
land against the agreement on the part of the road to repay Railway, indorsed by the Gary & Interurban Railroad.
these advances out of daily receipts. Indianapolis Traction & Terminal Company, Indianapolis,
When it came to advancing the interest due last July the Ind.—The Indianapolis Traction Terminal Company showed
majority of the banks felt that some movement for a a deficit during the year ended June 30, 1915, of $22,865 as
permanent reorganization of the property was so imminent compared to $56,886 for the previous year, according to a
and the consequent possibility that the repayment of any report filed with the Indiana Public Service Commission.
advance made might be interrupted so greatly that they After deducting the loss for the year, the surplus as of
were not justified in making such advances. A plan was June 30, 1915, was $292,894. The current deficit was caused
therefore worked out for the purchase by the banks of in part by the increase in operating costs incident to an
matured interest coupons from such holders as found it increase of wages at the time of the recent strike. Business
desirable to realize on the same without delay, as noted in also fell off to some extent, and the number of passes,
the Electric Railway Journal of July 17. The company especially to policemen and other officials, noticeably in
has now started the payment of these coupons to the creased. The revenues for the current year totaled
banks which purchased them and to the holders who have $2,889,065 as compared to $2,902,113 for the year preceding.
retained them without discrimination. Previous references The total fares were 67,967,954 and the transfers 21,778,673,
to the condition of this company were made in the issues as compared to 68,257,958 fares and 21,282,858 transfers for
of May 29, June 12 and 19, and Aug. 21 and 28. the preceding year. Wages to conductors and motormen
increased from $532,347 to $569,187, and carhouse employees
Albuquerque (N. Mex.) Traction Co.—The Albuquerque were paid $69,770, an increase of $6,495. Claims for dam
Traction Company is to be offered for sale on Oct. 1 at the ages and injuries for the year amounted to $115,836. The
court house in Albuquerque by L. F. Lee, special master. company spent for construction $96,168, making the total
It is expected that the group headed by George Roslington, construction work carried on the books $11,198,204. Addi
receiver, will bid in the property. tions to equipment amounted to $50,527. The income tax
Birmingham, Ensley & Bessemer Railroad, Birmingham, increased this last year to $5,929 as compared to $3,459
Ala.—The foreclosure sale of the Birmingham, Ensley & for the previous year.
Bessemer Railroad, announced in the Electric Railway Kansas City Railway & Light Company, Kansas City,
Journal of Sept. 4, is to take place at the Jefferson County Mo.—The stockholders' committee of the Kansas City Rail
Courthouse about the middle of October. way & Light Company has in preparation a plan for dis
British Electric Traction Company, London, England.— tributing the equities among the stockholders and separating
An amended scheme of capital reorganization being con the railway and light property, as required by Judge Hook's
sidered by the British Electric Traction Company involves plan, described in the Electric Railway Journal of Aug.
reducing the four outstanding classes of capital (exclusive 21. G. M. Reynolds, Chicago, is chairman of the committee.
of debentures) to two. It is proposed that the £403,592 of Muskegon Traction & Lighting Company, Muskegon,
cumulative 6 per cent preference stock shall be exchanged Mich.—The Muskegon Traction & Lighting Company has
at par into a new issue of a similar character, while the applied to the Michigan Railroad Commission for authority
£807,185 of non-cumulative 7 per cent preference stock is to to increase its authorized stock from $700,000 to $1,000,000.
be covered as to 35 per cent into the new cumulative 6 The present stock consists of $600,000 of common and
per cent participating preference stock, while the balance $100,000 of preferred issues.
 466 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11
Standard Gas & Electric Company, Chicago, 111. — The Interborough Rapid Transit Company, New York, N. Y.,
Standard Gas & Electric Company has authorized the offer 5 per cent.
to stockholders of $3,750,000 twenty-year 6 per cent notes Manhattan Bridge Three-Cent Line, Brooklyn, N. Y.,
at 90 and interest. The privilege of subscribing to $3,000,- quarterly, 1% per cent.
000 of the notes is accorded holders of the preferred stock United Traction & Electric Company, Providence, R. I.,
to the extent of 25 per cent of their holdings of stock, and quarterly, 1% per cent.
the common stockholders may subscribe to the remaining
$750,000. The right of subscription closes on Oct. 15 and ELECTRIC RAILWAY MONTHLY EARNINGS
the plan will not be declared operative unless $2,000,000 BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR. ME.
subscriptions are made. A number of the larger stock Operating Operating Operating Fixed Net
holders have pledged themselves to purchase the full allot Period Revenues Expenses Income Charges Income
ment. H. M. Byllesby, president, states that the proceeds lm.,July, '15 $68,146 *$37,94S $30,198 $17,462 $12,736
1 14 67,805 '34,246 33,559 17,351 16,208
of the full sale will retire all short time obligations, liquid 12 15 780,845 '378,809 402,036 211,629 190,407
ate the floating debt and enable the company to increase 12 14 778,667 '367,699 410,968 208,850 202.118
its earnings. It is also stated that in the event of the notes CHATTANOOGA RAILWAY & LIGHT COMPANY, CHATTA
being taken, the preferred stock will be immediately put NOOGA, TENN.
upon a cash dividend basis, starting with 1 per cent for lm., July, '15 $90,116 '$63,458 $26,658 $30,337 t$3,679
1i ■ '14 92,696 '61,435 31,261 28,130 3,131
the first quarter. Since June, 1913, the preferred dividends 12 ■ '15 1,039,520 •709,344 330,176 351,820 t21,644
have been paid in scrip, maturing in about eight years. '14 1,159,210 •711,202 448,008 324,043 123,965
Underground Electric Railways, Ltd., London, England.— CLEVELAND, SOUTHWESTERN & COLUMBUS RAILWAY,
Further details of the dividend announcement made in the CLEVELAND, OHIO
Electric Railway Journal of Aug. 14 show that the Un lm.,June, '15 $108,341 '$71,675 $36,666 $27,348 t$9,420
1" " '14 110,026 '70,291 39,735 27,356 $12,378
derground Electric Railways of London was to pay on Sept. 6" " '15 583,142 '398,390 184,752 164,760 120,583
1 or after the interest on its first cumulative income de 6 14 596,846 '399,830 197,016 163,880 $33,136
benture stock, less income tax, at the rate of 6 per cent COMMONWEALTH POWER, RAILWAY & LIGHT COMPANY",
per annum. As regards the Underground group, the Met GRAND RAPIDS, MICH,
ropolitan District Railway has declared an interim dividend lm., July, -15 $1,182,520 '$654,686 $527,834 $365,166 $162,668
1 14 1,143,335 '625,936 517,399 358,812 158,587
for the half year ended June 30 on guaranteed stock at the 12 15 14,072,518 '7,565,138 6,507,380 4,327.623 2,179,757
rate of 4 per cent per annum, on the first preference stock 12 14 13,970,316 '7,699,022 6,271.294 4,055.815 2,215,479
at the rate of £4 10s. per annum and on the second pref CONNECTICUT COMPANY, NEW HAVEN, CONN.
erence stock at the rate of 3 per cent per annum. This lm.,June, '15 $685,850 '$461,469 $224,381 $98,310 $$148,964
second preference dividend is the same as for the cor 1" " '14 738,224 '414,139 324,085 93,458 $252,399
12 15 7,960,821 '5,726,883 2,233,938 1,185,984 $1,323,457
responding half of last year, but compares with a distribu 12 14 8,085,399 '5,767,3S9 2,318,010 1.077,461 $1,501,072
tion at the rate of 1 per cent per annum for the second half CUMBERLAND COUNTY POWER & LIGHT COMPANY,
of 1914. The London Electric Railway declared an interim PORTLAND. ME.
dividend for the half year ended June 30 on the preference lm.,July, '15 $262,080 '$141,245 $120,835 $64,819 $56,016
stock at the rate of 4 per cent per annum, and on the ordi 1 14 258,004 '132,359 125,645 63,294 62,351
nary shares at the rate of 1 per cent per annum. This ordi 12 15 2,555,338 '1,453,628 1,101,710 778,734 322,976
12 14 2,470,163 '1,426,799 1,043,364 757,926 285,438
nary dividend is at the rate paid for the corresponding six EAST ST. LOUIS & SUBURBAN COMPANY, EAST ST, LOUIS,
months of last year, but for the second half of 1914 the ILL.
payment was only at the rate of one-fourth of 1 per cent per lm.,July, '15 $200,599 '$122,023 $78,576 $63,645 $14,931
annum, so that for the full twelve months the dividend was 1 14 218,659 '130,214 88,445 61,342 27,103
12 15 2,448,863 '1,452,450 996,413 758,115 238,298
five-eighths of 1 per cent. A third instance of the dis 12" " '14 2,758,242 '1,733,817 1,024,425 630,863 393,562
tribution being restored to the level of the first half of last GRAND RAPIDS (MICH.) RAILWAY".
year is in the case of the City & South London Railway. lm., July, •1". $105,596 •$72,022
A year ago the 5 per cent preference stocks of 1891, 1896, 1" '14
•1 5 1,216,108 •73,308 $33,574
115,756 •833,416 42,448
$13,933 $19,641
13,566 28,882
1901 and 1903 received their full six months' dividend and 12 "
12" •14 1,294,505 •837,522 456,983 163,523
382,692 219,169
156,372 300,611
those distributions are now being repeated, but for the
second half of 1914 only the two earlier issues received LAKE SHORE ELECTRIC RAILWAY, CLEVELAND, OHIO.
their dividends, nothing being paid on the 1901 and 1903 lm., July, •14 $136,446 •$78,781
•79,221 $57,665 $36,220 $21,445
stocks. 1" •15 151,999 •513,400 72,778 35,768 37.010
7" ■14 761,570 248,170 252,497 i-4,327
Winnipeg (Man.) Electric Railway.—It is reported that 7" 810,105 •510.867 299,238 247, 4S9 51,749
the June returns of the Winnipeg Electric Railway were LEW1STON, AUGUSTA & WATERVILLE STREET RAILWAY,
the most disappointing of any in the last six months. The LEWISTON, ME.
company's decline in income extends over a full year. The lm.,July,
1" • '15
'14 $75,376
72,565 '$44,683
'41,199 $30,693
31,366 $15,949
15,497 $14,744
15,869
contraction began June, 1914, but it became even greater 12" " '15 706,709 '463,361 243,348 187,996 55,352
after the European war started. From a 12.8 per cent de 12 14 675,185 '459,328 215,861 184,780 31.0S1
cline shown in the January returns, the company has finally NASHVILLE RAILWAY & LIGHT COMPANY", NASHVILLE,
come to a 42.6 per cent decline for last June. This follows a TENN.
41.2 per cent decline in May and 40.3 per cent in April. Net lm., July, '15 $166,927 '$109,847 $57,0S0 $42,896 $14,184
earnings for six months were $621,643, being a decrease of 1" " '14 184,081 '110,802 73.279 42,100 31,179
12 15 2,163,788 '1,281,341 882,447 493,588 388,859
$256,204 or 29.2 per cent. The half year's figures indicate 12" " '14 2,247,867 '1,399,216 848,651 489,539 359,112
earnings at the rate of $1,243,286 per annum. This com NORTHERN OHIO TRACTION & LIGHT COMPANY, AKRON,
pares with earnings of $1,685,094 for the year 1914 and OHIO.
$1,826,088 for 1913. lm.,Julv, '15 $371,736 '$219,704 $152,032 $51,801 $100,228
] " " '14 351,659 '206,170 145,489 50,848 94,641
7" " '15 2,128,388 '1,321, 350 807,038 360,270 446,768
7 14 2,073,359 '1,265,805 807,554 352,683 454,871
DIVIDENDS DECLARED PORTLAND RAILWAY, LIGHT & POWER COMPANY', PORT
Arkansas Valley Railway, Light & Power Company, LAND. ORE.
Pueblo, Col., quarterly, 1% per cent, preferred. lm.,July, '15 $467,946 '$260,486 $207,460 $183,947 $23,513
1" " '14 511,005 '280,020 230,985 182,303 4S.6S2
Brazilian Traction, Light & Power Company, Ltd., 12 15 5.694,808 '3,103,158 2,591,650 2,210,534 381,116
Toronto, Ont., quarterly, 1% per cent, preferred. 12 14 6,644,511 '3.340,255 3,304,256 2,127,126 1,177,130
Eastern Power & Light Corporation, New York, N. Y., TWIN CITY RAPID TRANSIT COMPANY, MINNEAPOLIS,
quarterly, 1% per cent, preferred. MINN.
El Paso (Tex.) Electric Company, quarterly, 2*4 per cent, 1lm.,July,
" '• '15 '14 $792,831
823,935 '$549,883
'531.416 $242,948
282,519 $84,927
83,996 $$158,687
$199,650
common. 7 15 5.382,641 '3.893,040 1,489,601 577,700 $927,294
Interborough Consolidated Corporation, New York, N. Y., 7 14 5,337,139 '3,690,976 1,616,163 574,700 $1,076,939
quarterly, 1% per cent, preferred. •Includes taxes. fDeflclt. $Includes non-operating income.
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 467

of-way and in building and in maintaining its suburban line

Traffic and Transportation between San Mateo and San Francisco, and that it was
operating its line long before the motor buses began to run.
JITNEY JOTTINGS The United Railroads also claims that it gives an adequate
service at all times and there was no necessity for the
Ordinance in Newark Before Mayor—Progress of Regula establishment of the motor bus company.
tion in Other Cities The question of whether the city of Oakland, Cal., has
the right to impose a tax on jitneys, despite previous pay
The Board of Street & Water Commissioners of Newark, ment of a State vehicle tax by the jitney owner has been
N. J., has passed a jitney ordinance, to take effect immedi decided in the affirmative by Superior Judges Ogden, Brown
ately, and the measure is now before the Mayor for signa and Waste of Alameda County and Conley of Madera,
ture. The measure covers any automobile or other common sitting en banc. The judges held that the State taxed the
carrier other than a street car operated within the city for jitney vehicle, but the city taxed the jitney business. The
hire at a rate of 15 cents or less. A license to operate must test case was that of Leroy M. Phillips, arrested for non
be obtained from the City Clerk. Power is vested with the payment of the $60 annual tax imposed by the recent Oak
Board of Street & Water Commissioners to determine the land ordinance.
reasonable seating capacity of each jitney, the routes, hours Stringent regulation of the automobile passenger carrying
of service and terminal points, and that body is authorized business in Los Angeles, Cal., is proposed in measures now
to approve applications as presented or to make such being drafted by the public safety committee of the Los
changes in regard to the seating capacity, routes, hours of Angeles City Council. Recommendations from Traffic Chief
service,, etc., as the convenience and safety of the public Butler, the Police Commission, and the Public Utilities
may demand. Each holder of a jitney license must take out Board for the new ordinance include requirements that it
liability insurance in the sum of $5,000 within two weeks of shall be unlawful for any passenger carrying vehicle to
the granting of the license. Rules are laid down in detail in carry passengers on steps or running boards, or for any
regard to operation, among them a provision making it un passenger to sit on the door of an automobile or street car.
lawful to omit to operate a jitney over the designated route Some means will also be considered for eliminating the
during the hours of service unless consent has been ob nuisance and congestion resulting from the hundreds of
tained from the general superintendent of works, subject to automobiles maintaining street stands for so-called taxicab
the approval of the Board of Street & Water Commission service. It is suggested that the operators be required to
ers. Any person who violates any provision of the ordi keep their cars in garages or vacant lots and establish
nance is upon conviction to pay a fine of $5 for the first of telephone call stands in the business district.
fense and $10 for each subsequent offense, and "any license All Redlands, Cal., has been divided into four parts and
may be revoked accordingly for violation of the provisions two zones in an effort to fix a scale of prices for the
of this ordinance." jitney. The trustees of the city found that many complaints
The City Council of Newark has passed on first and sec had been made of passengers being charged different prices
ond reading an ordinance covering the matter of license for the same trip. It has been decided that within a radius
fees, these fees ranging from $50 to $125, according to the of 1 mile from the business district a charge of 5 cents
seating capacity of the jitney. This ordinance will come up shall be made. The second zone covers a radius of 2 miles
for third and final reading early in October. from the business section. A charge of 10 cents can be
An ordinance regulating the jitney in Waterloo, Iowa, has made for a trip from the center to a section of one color in
been adopted by the City Council. The ordinance, known the first zone and then to a section of another color in the
as the motor bus ordinance, applies to every motor vehicle, same zone. For a trip to a section of color in the first
hotel buses excepted, in the city engaged in hauling pas zone, then to a section of color in the second zone, calls for
sengers for hire. Operators of the vehicles must file an 15 cents. Each zone is divided into four colors. The trustees
indemnity bond payable to any or all persons who may have decided that not only must the jitney men have in
receive injuries while a passenger in their vehicle. The surance of $5,000, but that all automobiles for rent or hire
bond is regulated according to the carrying capacity of the in the city must have the insurance.
vehicle. A $2,000 bond is required for a vehicle carrying Wholesale arrests of jitney drivers have been made at
more than one and less than six passengers, driver included; Temple, Tex., on charges of violating the recently enacted
a $3,500 bond for a vehicle carrying more than six and less ordinance regulating the operation of jitney buses. Few of
than eleven passengers, and a $5,000 bond where more than the drivers complied with the ordinance by providing in
ten passengers are carried. The license fee is also regulated demnity bonds of $5,000 and $10,000 and payment of a
according to the carrying capacity of the vehicles. A license license fee ranging from $40 to $100, graduated according
fee of $15 a year is charged a vehicle carrying more than to number of passengers carried. The ordinance also re
one and less than six passengers, driver included; $20 where quires that cars shall take regular stands for solicitation
the carrying capacity does not exceed eight; $25 where of business in the down-town section, no solicitation on the
the capacity is not more than sixteen passengers; $30 where streets being permitted. Cars are required to remain at
the carrying capacity is less than thirty, and $35 a year the regularly designated stands until loaded, or until time
where the carrying capacity is more than thirty passengers. for the driver to make his trip. He is not allowed to stop
An important jitney hearing was set for Sept. 7 before to solicit passengers while passing through ttie business
the Railroad Commission of California in the case of the street.
United Railroads of San Francisco versus the Peninsula In a decree filed by Judge Ferguson of Common Pleas
Rapid Transit Company. The United Railroads on Aug. 3 Court No. 3 in Philadelphia he refused to grant the pre
filed with the Railroad Commission a complaint against the liminary injunction sought by the jitney drivers of that city
Peninsula Rapid Transit Company. The company asked the to restrain the enforcement of the recent ordinance, which
commission to rule that the motor bus company was a compels the jitney owners to pay a license fee of $50 and
public utility, subject to regulation by the commission. file a bond of $2,500. He pointed out that the original injunc
The complaint requested that the motor bus company be tion granted by Judge Sulzberger in July was vacated on
directed to file with the commission a schedule of rates, Aug. 7 because of the failure of the members of the Phila
fares, charges and classifications, and obtain from the com delphia Jitney Association to furnish the necessary $2,500
mission a certificate of convenience and necessity, and com bond, and expressed the opinion that the jitneymen had
ply otherwise fully with the public utilities act. The waited too long to warrant their asking another preliminary
Peninsula company runs motor buses with a capacity of hearing. The latter insisted that the failure to file the
twenty each in regular schedules from San Francisco to bond was not the fault of the drivers themselves, but was
Daly City, Milbrae, Easton, Burlingame and San Mateo, due to the negligence of their president. If the injunction
the latter point being about 22 miles from San Francisco. was now renewed, they said, the bond would be furnished
The United Railroads claims that the Peninsula Company is at once. City Solicitor Ryan said he would not consent to
a common carrier, but has never secured authority as one a reinstatement of the injunction. He said there had been
from San Francisco, or from San Mateo County, or from thirty-six applications to comply with the ordinance anti that
any of the cities whose streets it uses. The United Rail sixteen operators had entered the necessary bond, paid the
roads points out that it has invested much capital in rights- license fees and qualified within the terms of the law.
 468 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

A paper on the subject of jitney ordinances was read by 6. The elimination, as far as practicable, of the present
Frank P. Cummings, city solicitor of Williamsport, Pa., at overlaps in fare limits and the inequalities occasioned by
the sixteenth annual convention of the League of Third- different collection points for so-called through and local
Class Cities of Pennsylvania held at Reading recently. No passengers.
action was taken favoring any special regulations for the The company says that for several years it has appre
jitney, the convention deeming it advisable to await the ciated the need of increased income, but postponed the ap
final result of the litigation over the jitney ordinance in plication as long as possible. It is pointed out that the
Philadelphia. cost of producing transportation for sale has increased to
such an extent that the company is, and has been for some
COURT EXONERATES MR. DICKSON time, selling transportation below cost, all of which will be
Ruling that it would be unreasonable to hold the head of exhaustively shown to the public and the public service
commission at hearings and investigations to be given by
an electric railway responsible for alleged negligence upon that body. Nearly 1000 miles of track are involved in the
the part of a minor employee, when such employee was un proposed increase.
der the jurisdiction of the head of the particular department
in which he happened to work, Magistrate James H. Camp
bell in Police Court at St. Catharines, Ont., discharged E. J. Reduction in Children's Fares Denied.—The Railroad Com
Dickson, vice-president of the International Railway, Buf mission of Georgia has refused the application filed with it
falo, N. Y., upon the charge of manslaughter in connection by Judge Morris of Marietta for a reduction in the fares of
with the Queenstown, Ont., disaster of July 7. In exonerat children by the Atlanta Northern Railway.
ing Mr. Dickson, the magistrate said: Increase in Speed in Everett.—The City Council of
"Mr. Dickson certainly could not be held responsible for Everett Wash., has passed on first and second reading an
any negligence on the part of the crew of the car or the men ordinance amendment providing that street cars may run
in the carhouse because each division of the road is under a 20 m.p.h. in thickly populated portions of the city. The
separate executive head. All possible matters relating to old ordinance limited the speed to 15 m.p.h.
the divisions are dealt with by the executive, but there are Safety-First Movies in Dallas.—The electric street rail
some matters which must be left to the men in immediate ways of Dallas, Tex., are conducting an educational safety
charge. All the witnesses stated that all the rules regard campaign, one of the chief features of which is the ex
ing safety had been complied with and the car had all the hibition of a moving picture film called "The Dangers of the
necessary equipment." Street," in one of the most popular theaters of the city.
Speaking of the construction of the road and the curves
on it, the magistrate pointed out plans and specifications of Experimental Skip-Stops in Milwaukee.—The Milwaukee
the road had been submitted to the Ontario Railway Board, Electric Railway & Light Company, Milwaukee, Wis., began
and no member of the board or anyone else had any sugges a three months' trial with skip-stops on its Farwell Avenue,
tions with regard to making the curves safer. The road has Walnut Street and Greenfield Avenue lines on Sept. 1. All
been operated for more than a score of years without an ac stops eliminated or changed in the outlying districts are
cident, and the court held that "the International Railway indicated by signs. The test was ordered by the Railroad
was perhaps justified in thinking that an accident could not Commission of Wisconsin, and the extension of the plan to
be possible at that point. There is nothing in my mind other lines will depend on the results obtained on the lines
which would justify me in holding Mr. Dickson for trial and mentioned.
he is discharged." New Railway Publication in Ottawa.—The Ottawa (Ont.)
Electric Railway has begun the publication of a bulletin in
PETITION FOR ANOTHER FARE INCREASE which it is intended to print important notices posted dur
ing the month previous to the issue and to give articles of
The Bay State Street Railway, Boston, Seeks to Establish general interest to those engaged in electric railway
service in Ottawa. The first issue of the publication was
6-Cent Fare Unit dated August, 1915. It consists of four pages of reading
P. F. Sullivan, president of the Bay State Street Railway, matter, each 8% in. by 11 in. In its first issue the bulletin
has notified the Massachusetts Public Service Commission urges efficiency, safety and courtesy. It is planned to issue
of its intention to establish a 6-cent fare upon all of its the bulletin on the twentieth of each month.
lines, beginning on Nov. 1, 1915. In a letter transmitting Changes in Toronto Suburban Fare.—The Toronto &
the proposed schedules of rates in detail, Mr. Sullivan York Radial Railway, Toronto, Ont., announced that after
states that the changes proposed cover a general increase Sept. 6 the sale of thirty-trip commutation tickets between
from 5 cents to 6 cents as the single cash fare over all the Sunnyside, Long Branch, New Toronto and the Humber
lines; the sale for 50 cents of nine tickets which are to would be discontinued. Passengers may purchase tickets
be receivable for fare in Lowell, Lawrence, Haverhill, as follows: Stop 10, eight tickets for 25 cents; Stop 25,
Salem, Lynn, Saugus, Revere, Chelsea, Maiden, Everett, seven tickets for 25 cents; Stop 29, five tickets for 25 cents.
Melrose, Swampscott, Boston, Quincy, Brockton and Fall There will be no time limit for the use of these tickets as
River; the modification of certain existing and the intro in the case of commutation books. The new issue of tickets
duction of certain new fare zones; the modification of may be purchased on the cars, instead of at the company's
transfer privileges, and the withdrawal of reduced fare office.
tickets other than those to be received for the transporta Result of Near-Side Vote in Denver.—The Denver (Col.)
tion of school children. Tramway held an election on Aug. 23, 24 and 25 at which
In a statement to the press outlining the purposes of its all passengers were entitled to vote their preference for
proposed increase in rates the company points out that the far-side or the near-side stop. Ballot boxes were
the general principles recognized in the schedule of fares placed near the entrances of the cars, and the conductors
filed are: gave a ballot to every passenger who paid a cash fare.
1. A universal cash fare of 6 cents. The count showed 252,586 votes cast during the three days'
2. A reduction by means of tickets in the urban and a balloting, 149,692 voting for the far-side stop and 96,226
portion of the metropolitan territory. against it. There were 6668 blank ballots in the boxes.
3. A single fare to be charged between centers and within Previous to the vote the Commissioner of Safety of Den
city and town limits, modified in several of the latter to ver announced his intention of introducing an ordinance to
eliminate the present excessively long hauls through require the company to make near-side stops. Since the
sparsely settled territory. vote he has reiterated his intention.
4. A transfer privilege to city or town limits from the
centers of adjoining cities or towns upon the additional Reduction in Height of Steps Ordered.—The Public Serv
payment of 2 cents in the metropolitan and a portion of ice Commission of Oregon has issued an order requiring
the urban territory. the Portland Railway, Light & Power Company to lower
5. The withdrawal from sale of all workingmen's and re its carsteps on its lines between Portland and Oregon City,
duced rate tickets, including the so-called Boston Elevated to 15 in. above the rail, if sufficient clearance on Hawthorne
8-cent check. bridge can be obtained, and 16% in. if the clearance for 15
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 469

in. cannot be obtained. While the order is confined only to

the cars of the lines mentioned recommendations are made Personal Mention
for the adoption of the same standard of construction for
all the other cars operated by the company. The com Mr. J. H. Moir has been appointed to the position of
plaint about the car steps and about insufficiency of cars traffic manager of the Edmonton (Alta.) Municipal Rail
on the lines was filed by the Social Service Club of Oak way.
Grove. The commission held the complaint that sufficient Mr. Williston Fish is now vice-president of the West
cars were not provided was not substantiated. Reconstruc Penn Traction Company, Pittsburgh, Pa., in charge of the
tion of the steps must commence in thirty days and be operation of the railways of the entire West Penn System.
completed within a year. Mr. Fish has relinquished the duties of comptroller.
Reduction in Seattle Suburban Fare.—The Puget Sound Mr. Walter C. Slade has been appointed superintendent
Electric Railway, a subsidiary of the Puget Sound Traction, of power and lines of the Rhode Island Company, Provi
Light & Power Company, Seattle, Wash., recently obtained dence, R. I. Mr. Slade was graduated from Brown Uni
permission to make effective immediately a reduction of 5 versity and the Massachusetts Institute of Technology and
per cent in the price of commutation tickets, between has been associated with the General Electric Company
Seattle and stations south of Georgetown, to and including for the last four years.
Renton. The Public Service Commission ordered commuta
tion rates to and from these stations and Seattle in May, Mr. Ralph W. Emerson, who has resigned as general
1914, on a basis of 75 per cent of the first-class cash fares, superintendent of the New York & North Shore Traction
The reduction to be put into effect now is on the basis of Company, Flushing, N. Y., to become assistant superin
70 per cent of the first-class cash fare. At the same time tendent of the Cleveland (Ohio) Railway, has been pre
the company will make effective, with the commission's con sented with a diamond-studded watch fob by the men of
sent, the same reduction to and from Tacoma, and stations the transportation department of the New York & North
on the Puyallup line, to and including Puyallup. The rate Shore Traction Company.
on this line has been reduced from 1.5 cents a mile to 1.4 Mr. M. R. Bump, who for twelve years has been a mem
cents, on the commutation tickets. ber of the Doherty organization, has resigned as chief engi
Eliminating Stops in St. Louis.—Fifty-five stops on the neer of the Doherty Operating Company, New York, N. Y.,
Olive and Broadway lines of the United Railways, St. Louis, to become vice-president of the Picher Lead Company of
Mo., were eliminated on Sept. 1 in a thirty-day trial by the Joplin, Mo., a section that he knows well by reason of the
company to convince the Missouri Public Service Commis engineering and operative work he has done there for the
sion that approximately 800 now made are useless. Large Empire District Electric Company and other Doherty prop
blue signs bearing "No Stop" have been put up at corners erties.
and other places where the stops have been done away with. Mr. Charles A. Russell, Gloucester, Mass., one of the lead
Stops along every division are designated with red signs, ing members of the Essex County bar, has been nominated
"Car Stop." During the trial on the Olive line eighteen a member of the Massachusetts Public Service Commission
stops are to be eliminated on the Delmar division, thirteen by Governor Walsh, succeeding Mr. Clinton White, who re
on the University and nine on the Maryland. About fifteen tired last July on account of age. Mr. Russell was born at
stops will be eliminated on the Broadway line. None of the Canton, Mass., and was educated at Colby College and Bos
present stops on the Olive line east of Eighteenth Street, on ton University. He was admitted to the Massachusetts bar
the Broadway line between Clark and Franklin Avenues will in 1880. For eight years he was city solicitor of Gloucester
be eliminated. Notices were posted in each car on the and for many years has been prominent in fraternal organi
Broadway and Olive lines, indicating stops made and those zations.
eliminated. Mr. Frederick Thomas Leversuch has been appointed
Objection to Running Boards on Toronto Cars.—The traffic manager of the London & Port Stanley Railway,
Toronto (Ont.) Railway was committed for trial by Magis London, Ont. Mr. Leversuch was born at Shrewsbury,
trate Denison on Sept. 2 on a charge of criminal negli England, on Nov. 24, 1884, and entered railway service in
gence, as the result of operating the running boards on the May, 1905. From that time until June, 1910, he was in the
open street cars. The only evidence taken was that of general freight department of the Michigan Central Rail
Alderman Gibbons, business agent of the Railwaymen's road at St. Thomas, Ont. From June, 1910, to October,
Union. He stated that he had served as conductor for 1911, he was assistant agent of the Canadian Pacific Rail
eighteen years. He then submitted a list of accidents to way at Windsor, Ont. In October, 1911, he was advanced
conductors resulting from falls from the running board, by the Canadian Pacific Railway to the position of freight
showing that fourteen occurred this year and nineteen last agent at Windsor and continued in that capacity until De
year. There were four deaths from these accidents. The cember, 1913, when he was made agent for the company at
counsel for the company questioned the witness in regard Windsor.
to the union taking the matter of running boards to the Mr. James J. Callahan, whose appointment as manager
Ontario Railway Board, and said that as a matter of fact of operations of the London & Port Stanley Railway, Lon
the company was experimenting with center aisle cars, with don, Ont, was announced in the Electric Railway Jour
a view to abolishing the running board. The case has been nal of Aug. 7, was born at New Glasgow, Que., on Feb.
sent to a higher court for trial. 25, 1875. He entered electric railway service on April 27,
"For a Safer City."—Just before the opening of the 1897, as a motorman with the Montreal Park & Island
Ohio State Fair W. C. Campbell, assistant general super Railway, Montreal, and continued with that company until
intendent of the Columbus Railway, Power & Light Com 1901. From 1901 to 1908 Mr. Callahan was inspector and
pany, issued a bulletin entitled "For a Safer City." While chief instructor of the Montreal (Que.) Street Railway.
it was intended to bring about a greater degree of care in During 1908 and 1909 he was chief inspector of the New
the operation of cars during the week that the city was York & Queens County Railway, Long Island City, N. Y.,
filled with visitors, it contained many other interesting and since 1909 he has been superintendent of transporta
things. It was stated that 42.6 per cent of all the acci tion of the Montreal & Southern Counties Railway, Mon
dents in which the street cars figured during the first seven treal.
months of the year resulted from collisions of cars with Gen. George H. Harries, vice-president of H. M. Byllesby
automobiles and other vehicles. The bulletin said the point & Company, president of the Louisville Gas & Electric Com
had been reached where strenuous efforts must be made to pany, and officer of several other Byllesby enterprises, re
reduce accidents of this class. The company's records cently resigned his post as commanding officer of the
showed a substantial reduction in the number of accidents District of Columbia National Guard. The organization
as compared with previous years, and reports of courteous over which he presided for many years presented him with
treatment from employees were much more frequent than an equipment of his rank (major general) in the presence
in the past. These things showed that progress was being of the command and more than 10,000 spectators. The gift
made toward that efficiency which all are so much inter was made in the name of the guard by Brig.-Gen. Harvey.
ested in attaining. It consists of a major general's presentation saber, appro
 470 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11
priately inscribed, a full dress belt, a full dress sash, a gold
belt knot and a pair of silver spurs. In his acceptance, Gen Construction News
eral Harries advocated a universal volunteer army for the
United States, including the feature of thirty days' military Construction News Notes are classified under each head
training each year for every able-bodied man between the ing alphabetically by States.
ages of eighteen and twenty-five. An asterisk (*) indicates a project not previously
Mr. F. J. Derge, the present superintendent of the light reported.
and power department of the Toledo Railways & Light RECENT INCORPORATIONS
Company, Toledo, Ohio, and formerly in the New York
offices of the engineering department of Henry L. Doherty West End Rapid Transit Company, Cincinnati, Ohio.—
& Company, has been appointed chief engineer of the Incorporated in Ohio to construct an electric railway from
Doherty Operating Company, New York, to succeed Mr. Anderson's Ferry to a point at the intersection of Third
M. R. Bump. Mr. Derge was born at Eau Claire, Wis., and and Vine Streets, Cincinnati, its object being to furnish an
is a graduate engineer from the University of Wisconsin. entrance into the city for the Cincinnati, Lawrenceburg &
Following the footsteps of other Wisconsin graduates he Aurora Electric Street Railroad. Capital stock, $10,000.
sought his initial practical experience with Mr. Henry L. Incorporators: J. C. Hooven, C. E. Hooven, L. E. Voorhies
Doherty, at the cadet school of the Denver Gas & Electric and Stanley Shaffer. [July 24, '15.]
Light Company. His work at Denver caused him to be 'Aberdeen Railroad, Aberdeen, S. D.—Incorporated in
chosen for the chief engineership in charge of production South Dakota to construct an electric railway. Capital
at the Massillon Electric & Gas Company, Massillon, Ohio. stock, $250,000. Incorporators: Charles A. Howard, S. C.
Later he was called to the Doherty New York offices as a Hedger and Charles N. Harris.
member of the traveling engineering staff. He was made FRANCHISES
chief engineer of the Trumbull Public Service Company at
Warren, Ohio, and when the Toledo property was acquired East St. Louis, 111.—The Rapid Transit Company of Illi
by the Doherty organization he was moved to Toledo as nois will ask the Council for a franchise to construct tracks
superintendent of the light and power department. through East St. Louis to the free bridge. This is in con
Mr. Walter N. Polakov was recently appointed to a new nection with a project to build a line from East St. Louis
office with the New York, New Haven & Hartford Railroad to Mount Carmel, via Belleville, 150 miles. Joseph Vonn-
created to handle all matters on the entire system pertain hame, East St. Louis, is interested. [Aug. 21, '15.]
ing to the generation of power, heating, lighting, etc., with Andover, Mass.—The Bay State Street Railway has
the superintendent of power as head of the department. asked the Council for a franchise to alter the location of
Mr. Polakov was born in St. Petersburg, Russia, and re its tracks on Elm Street and Main Street, Andover.
ceived his engineering education and degrees in the Royal Utica, N. Y.—The New York State Railways has asked the
Institute of Technology at Dresden, Saxony. Previous to Council for a franchise to extend its Elm Street line on
accepting the position of superintendent of power of the James Street, Utica. The company has also made applica
New Haven Railroad he was engaged as consulting engi tion to connect its tracks over the new halfway bridge.
neer for the firm of Day & Zimmerman, Philadelphia, man Cleveland, Ohio.—The Cleveland Railway has asked the
aging public utility companies in Pennsylvania, Ohio and Council for a franchise to construct an extension on State
other States. Previous to that he was associated with Mr. Road, through Brooklyn township.
H. L. Gant in introducing scientific management, and before
that held an office as expert consulting engineer for the North Bend, Ore.—The Southern Pacific Company has
Board of Estimate & Apportionment of the City of New asked the Council to extend its franchise through North
York, during which time the power plant expenses of the Bend from thirty years to fifty years.
Department of Water Supply, Gas & Electricity were re Portland, Ore.—The United Railways has received a
duced by more than $500,000 and the operating expenses twenty-five-year franchise from the Council to operate
of the New York municipal ferries were reduced $117,000 a freight trains between Portland and Oilton.
year. Dallas, Tex.—An ordinance revoking the franchise granted
to John T. Jones and associates to construct an electric rail
MENACE SEEN IN M. O. IN SEATTLE way on Parry Avenue between Kentucky Street and Hen
Allen Dale, a member of the Council of Seattle, Wash., derson Avenue is being considered by the city commis
has introduced a bill in the City Council urging the sioners. Mr. Jones filed a statement with the commission
abandonment of the city's plans to develop a street railway saying that on account of present conditions he is unable
system. The bill would repeal an ordinance passed by to comply with the terms of the franchise and would there
the Council a year ago last May in which provision was fore relinquish it. [Oct. 3, '14.]
made for the sale of $500,000 of street railway bonds au TRACK AND ROADWAY
thorized by the voters for the purchase or paralleling of
the Seattle, Renton & Southern Railway, and also providing Fresno (Cal.) Traction Company.—Work has been begun
for the issuance and sale of $500,000 of utility bonds, with by this company on the extension of its line to Merced and
principal and interest, payable from the earnings of the J Streets, Fresno.
street railway system. The plan proposed in the ordinance Oakland, Antioch & Eastern Railway, Oakland, Cal.—
that Mr. Dale seeks to repeal provides for the construction It is reported that this company is considering plans to
of a line on Ranier Avenue, from the south city limits at build an extension to Martinez.
Ryan Street to Dearborn Street, at an estimated cost of *San Francisco, Cal.—A 2-mile electrically operated line
$375,660; the construction of a line on Dearborn Street, is to be built by the Mammoth Copper Company, which is
from Ranier Avenue to Fourth Avenue South, and on building a road to the Friday-Lowden mine from the
Fourth Avenue south, from Seattle Boulevard to Spokane Mammoth smelter.
Street, for a connection with the Lake Burien line, Division San Jose (Cal.) Railroads.—Surveys are being made and
C, and the construction of a line on Stewart Street, be work will be begun at once by this company on the con
tween Third "and Fourth avenues, for a connection with struction of its extension on Alum Rock Avenue, San Jose.
Division A. The whole plan anticipates acquiring common
user rights on Fourth Avenue, from the Seattle, Renton Connecticut Company, New Haven, Conn.—This company
& Southern Railway and on Fourth Avenue south, and has agreed to pay $70,000 toward the construction of a
Spokane Street, from the Puget Sound Traction, Light & bridge across the river at Stratford Avenue, Bridgeport.
Power Company. Mr. Dale claims that the plan involves It is estimated that the entire cost to the company for
the expenditure of a larger sum of money than was voted relocation of tracks, paving, installation of new wires and
by the people for street railway purposes and that the overhead work in general in connection with the construc
burden of debt on the taxpayers is now so great that it tion of the bridge will be about $200,000.
should not be increased without their specific authoriza Atlanta & Carolina Railway, Atlanta, Ga.—Proposals to
tion. resume work on the proposed railway to connect Atlanta,
 September 11, 1915] ELECTRIC RAILWAY JOURNAL 471

Athens and Augusta were submitted to Judge John T. Pen Dover, Millersburg & Western Railway, Canal Dover,
dleton on Sept. 1. Attorneys representing the trustees for Ohio.—Plans are being made to begin work on the pro
the bondholders and receiver agreed to give option on the posed railway from Canal Dover to Millersburg, via Sugar
franchise right-of-way and all visible assets of the com Creek. F. F. Phillips, Canal Dover, is interested. [April
pany to Ohio capitalists for $150,000. Formal option will 24, '15.]
be signed by Judge Pendleton and Receiver R. E. Church Cincinnati (Ohio) Traction Company.—Through Assistant
will turn the option over to Adams & Sturn of Columbus, City Solicitor Southworth the city of Cincinnati filed suit in
Ohio, for the purpose of financing the construction of the Common Pleas Court on Aug. 30, seeking to condemn prop
line. [May 15, '15.] erty for the purpose of straightening Reading Road and to
Galesburg Railway, Lighting & Power Company, Gales- fix the compensation which must be paid to the owners of
burg, III.—Residents of the northeast portion of Galesburg property taken. This step was taken to secure a shorter
are anxious for a line to be extended to that territory. A route for the extension of the line to Bond Hill and to
petition has been drawn up and signed by many residents secure a location where owners of abutting property will not
of that district between Lincoln and Farnham Streets. An attempt to prevent the laying of tracks. The owners of
extension from the East Galesburg line or from the North property on Reading Road between Paddock Road and
Seminary Street line is proposed. Mitchell Avenue have successfully combated all attempts to
Evansville & New Harmony Traction Company, Evans- build a railway on that section of the thoroughfare for more
ville, Ind.—Surveys have been made between Evansville and than four years, and numerous suits have been fought
New Harmony, Poseyville, Cynthiana and other towns north through the courts.
of Evansville, while a line from Evansville south to Owens- Cleveland (Ohio) Railway.—Operation has been begun
ville is projected. [July 10, '15.] on this company's extension on East 105th Street, Cleve
Fort Wayne & Northern Indiana Traction Company, Fort land, to Garfield Park.
Wayne, Ind.—In considering the ordinance to compel this Lake Shore Electric Railway, Cleveland, Ohio.—This
company to build an extension of its tracks from Wells company plans to construct a cut-off between Toledo and
Street west on High Street, the Council has decided that Cleveland, shortening the distance between the two cities
High Street is too narrow to allow the building of the pro by 5 miles.
posed line. Accordingly, a new route has been suggested on Columbus Railway, Power & Light Company, Columbus,
Second Street to Clark Street, extending west on Third Ohio.—At a conference between company and city offi
Street. A new ordinance will be drawn up to cover the cials on Sept. 1 the company agreed to lay grooved rails
new route. on Long and Main Streets. These streets are to be re-
* Marion, Ind.—Plans are being considered to construct paved at once for a goodly portion of their length and the
an electric railway from Fisher's Station to Marion, via company at the same time will renew its tracks. As much
Noblesville, Perkinsville and Elwood. The project is being of the work will be done before the advent of cold weather
planned by Indianapolis people who are being backed by as possible.
English capitalists and citizens of the towns to be bene Toronto (Ont.) Civic Railway.—Bids are being consid
fited. ered for the rods, plates and special track work on the
Muncie & Portland Traction Company, Portland, Ind.— Lansdowne Avenue extension of the civic car lines.
This company is reballasting its Muncie and Portland line Toronto Suburban Street Railway, Toronto, Ont.—Con
between Portland and Red Key. Twenty thousand new ties struction has been practically completed on this company's
will also be used in repairs on this line. This is a correc extension from Guelph to Toronto and it is expected that
tion of an item published in our issue of Aug. 7 in which operation will soon be begun.
it was stated that this work was being done by the Union Eastern Pennsylvania Railways, Pottsville, Pa.—About
Traction Company of Indiana. $216,000 will be spent by this company in improvements
'Burkesville, Ky.—It is reported that plans are being made necessary by the building of the new 2-mile extension
made to construct an electric railway from Burkesville to out Nichols Street, Pottsville, to St. Clair. New machinery
Edmonton, about 22 miles. Information may be obtained at the power house at Palo Alto and additions to the car-
from the Cumberland Traction Company, which is building house will cost about $100,000.
a line from Edmonton to Elizabethton. Nashville Railway & Light Company, Nashville, Tenn.—
Bay State Street Railway, Boston, Mass.—Work has This company has completed the construction of its new
been begun by this company laying tracks on Central tracks to the Tennessee State fair grounds.
Square, Lynn. The Dallas (Tex.) Consolidated Electric Street Railway.
Boston (Mass.) Elevated Railway.—This company is re —This company is relaying 2410 ft. of double track on
pairing its outward-bound track from Harvard Square to Lamar Street between the Texas & Pacific Railway and
Porter Square, Cambridge. For the greater part of the Cochran Street with 103-lb. girder rails in preparation for
distance new rail is being laid and all joints are being the paving of the street. The improvement will cost $26,000.
welded.
St. Paul (Minn.) Southern Electric Railway.—This com SHOPS AND BUILDINGS
pany is being urged by residents of St. Paul Park to build a Humboldt Transit Company, Eureka, Cal.—This company
line from Inver Grove across the river to St. Paul Park and has purchased a site at the corner of Harris and J Streets,
northward to Red Rock. Eureka, for the construction of a new carhouse. The struc
Morris County Traction Company, Morristown, N. J.— ture will be 240 ft. x 240 ft. and of frame construction, the
Surveys have been begun by this company of the proposed pits being of concrete. The building will contain a gym
extension of its lines from Landing to Netcong. nasium for the use of the employees. It is estimated that
New York Municipal Railway Corporation, Brooklyn, the carhouse will cost approximately $3,000.
N. Y.—The Public Service Commission for the First Dis Waterloo, Cedar Falls & Northern Railway, Waterloo,
trict of New York has authorized this company to award Iowa.—This company has awarded a contract to the Black
the contract for the third-tracking of the Broadway ele Hawk Construction Company to build a freighthouse 40
vated railway, Brooklyn, between Myrtle Avenue and Aber ft. x 200 ft. on Utica Street near Mulberry Street. The
deen Street to the Johnson-Gifford Company at $400,441. building will be of steel, brick and concrete construction.
International Railway, Buffalo, N. Y.—Consents have been It is estimated that the cost will be about $50,000.
received from all abutting property owners for the double- Toronto (Ont.) Civic Railway.—Bids are under considera
tracking of the line from the switch north of the Lacka tion by this company for machine-shop equipment at the
wanna viaduct on Virgil Avenue to a point 200 ft. west of Danforth Avenue carhouse.
Virgil Avenue on Kenmore Avenue. When this is com
pleted the Kenmore Avenue line will be double-tracked to POWER HOUSES AND SUBSTATIONS
the junction of Delaware and Kenmore Avenues, the terminus Illinois Traction System, Peoria, 111.—This company has
of the line, with the exception of a short section through received six new transformers for use in its substation at
the woods south of the Lackawanna viaduct and a few Fithian. The voltage will soon be raised from 15,000 to
hundred feet on Kenmore Avenue. 22,000 between Champaign and Danville.
 472 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 11

received orders which increased the users of these head

Manufactures and Supplies lights to one out of every six electric railways in this
country. The following properties received "Golden Glow"
ROLLING STOCK equipment during August: Gulfport & Mississippi Coast
Independence & Monmouth Railroad, Independence, Ore., Traction Company; Northern Texas Traction Company;
will probably purchase a combination freight and passenger Minneapolis, St. Paul, Rochester & Dubuque Electric Trac
car and a passenger coach, it being proposed to electrify tion Company (Dan Patch Line); Iowa Railway & Light
the line. Company; Winona Interurban Railway; Humboldt Transit
Company; McGuire-Cummings Manufacturing Company,
Alton, Granite & St. Louis Traction Company, Alton, for new cars of the Wisconsin-Minnesota Light & Power
111., advises that the statement published in this paper for Company; Sheridan Railway; Hattiesburg Traction Com
Aug. 28 that the company was expecting to purchase new pany; Jewett Car Company for new cars of the Ohio River
cars to be used between Alton and St. Louis is in error. Electric Railway & Power Company; New York & Queens
Sandwich, Windsor & Amherst burn Railway, Windsor, County Railway; American Car Company, for new cars of
Ont., has placed with the Preston Car & Coach Company an the Beaumont Traction Company; Cincinnati Car Com
order for two closed pay cars with a seating capacity of pany, for new cars of the Binghamton Railway; Georgia
thirty-two passengers each. This company was reported in Railway & Power Company; Mahoning & Shenango Rail
the Electric Railway Journal of June 19, as expecting to way & Light Company; Denver Tramway; Scranton Rail
make this purchase. way; Empire United Railway; Pennsylvania Railroad;
Toronto (Ont.) Civic Railway has ordered from the Pres Windsor, Essex & Lake Shore Railway; Helena Interurban
ton Car & Coach Company the four cars for which it was re Railway; Southern Car Company, for new cars of the New
ported in the Electric Railway Journal of June 5 to be in York & Queens County Railway; Austin Street Railway;
the market. The cars are to be semi-convertible motor cars Hutchinson Interurban Railway; Savannah Electric Com
of the prepayment type, each with a seating capacity of pany; Terre Haute, Indianapolis & Eastern Traction Com
thirty-two passengers. pany; East St. Louis, Columbia & Waterloo Railway; Bald
win Locomotive Works, for new locomotive of Du Pont de
TRADE NOTES Nemours Powder Company; Wichita Railroad & Light Com
Root Spring Scraper Company, Kalamazoo, Mich., has pany; Electrical Engineering & Purchasing Company, for
recently delivered forty of its No. 2 air-operated scrapers Trinidad Electric Company; Virginia Railway & Power
to the Cincinnati Car Company to be installed on cars for Company; San Francisco-Oakland Terminal Railways;
the Binghamton (N. Y.) Railway. Philadelphia Lighthouse Department; Iron River, Stan-
Smith-Ward Brake Company, New York, N. Y., announces baugh & Crystal Falls Railway; the Panama Canal; Cleve
that Herbert M. Weaver is not in any way connected with land, Painesville & Eastern Railroad; United Railways of
the company. Electric railways are asked not to recognize St. Louis; Topeka Railway; Lowell & Fitchburg Street
him as a member of this company's staff. Railway; Detroit United Railway; Atlantic City & Shore
A. L. Whipple, formerly of the Whipple Supply Com Railroad.
pany, has become associated with the Railway Improve ADVERTISING LITERATURE
ment Company, New York, N. Y., as a special representa Thurman Vacuum Cleaner Company, St. Louis, Mo., has
tive in the sales department, with headquarters at the issued bulletin No. 221, bulletin No. 221-A and a reprint
company's executive offices, 61 Broadway. from Clover Leaves showing the application of the Thur
The J. G. Brill Company, Philadelphia, Pa., is shipping to man car cleaning devices to the coaches of the Chicago &
the Chicago & Milwaukee Electric Railroad fifteen new steel Alton Railroad.
cars on their own wheels. These cars were described last American Rolling Mill Company, Middletown, Ohio, has
week. The cars will go to Highwood, 111., over the following issued a new publication, "Armco Iron Rust Resisting
route; Philadelphia to Youngstown, Ohio, via Baltimore & Products," in which are illustrated and described most of
Ohio Railroad; Youngstown to Chicago, via Erie Railroad; the important Armco products as made at the Middletown
Chicago to Highwood, via the Chicago & Northwestern factory and quite a number of those produced by other
Railroad. manufacturers. The company has also issued a new edition
United States Steel Corporation, New York, N. Y., and of "Defeating Rust," which covers the inception, develop
its subsidiary companies received a number of first awards ment, qualities and uses of Armco iron. "Defeating Rust"
at the Panama Pacific International Exposition. Among has been revised extensively as compared with the edition
the companies which received grand prizes were the Car published a year ago. Armco iron probably made its first
negie Steel Company, Illinois Steel Company, Lorain Steel bid for fame in culvert form. In "Defeating Rust" consid
Company, American Bridge Company, American Steel & erable space is given to a comprehensive handling of the
Wire Company and the National Tube Company. The subject of ingot iron culverts.
company also itself received a grand prize and a special
gold medal for its exhibit as a whole as being the best, NEW PUBLICATION
most complete and most effective installation, with a Engineering Economics. By J. C. L. Fish. McGraw-Hill
special commendation of the educational value of the ex Book Company, New York, N. Y. 217 pages. Cloth, $2.
hibit. In the system of awards at the Panama Pacific Intended to meet the first needs of students and also to
International Exposition the highest award is the grand render effective service in office reference work, this pub
prize and but one grand prize is awarded in each class. lication should succeed in its mission. Its chief value lies
Sauvage-Ward Brake Company, Inc., New York, N. Y., in the concise yet ample elucidation of fundamental prin
has changed its corporate name to the Smith-Ward Brake ciples of economic selection (choice based on long-run least
Company, Inc. The Smith-Ward Brake Company announces cost) which should be thoroughly understood by engineers,
that there are no changes in the corporation except the but which are too often overlooked in the close application
retirement of W. H. Sauvage, who has no further interest to principles of mechanics and design. After the intro
in the business of the company. The officers remain as ductory Part I, Part II treats of the elements of economic
formerly: William S. Scott, president; Frank D. Ward, selection, such as interest and sinking funds, first cost,
vice-president; George P. Smith, secretary and treasurer. salvage value, yearly cost of service and estimating. Part
The executive offices are at 833 Whitehall Building, New III tells of the principles underlying the comparison of es
York City. The Eastern sales agent is the W. R. Kerschner timates and the determination of the most advantageous
Company, Inc., 50 Church Street, New York. The south choice of project, material or size. Part IV in bibliograph
eastern sales agent is J. B. N. Cardoza, Inc., Citizens Bank ical form presents the contents of the most important
Building, Norfolk, Va. The business of marketing the S-W works that are cited, as well as depreciation and life tables.
brake automatic slack adjusters and other appliances for the Part V is a compendium of formulas and tables of values.
electric railway field will be continued. Carefully arranged and indexed as it is, Mr. Fish's book
Esterline Company, Indianapolis, Ind., which manufac offers a very fruitful field for the study of basic engineer
tures the "Golden Glow" railway headlights, last month ing economics.
 From San Diego

to Vancouver

WHEN a plan for the Pacific Coast con from the men of the Coast to their brethren of
vention issue was considered, it was the rest of the United States and Canada. This
obvious that descriptions of Pacific is a fitting place to express the strongest gratitude
Coast properties would be expected by the readers. to the contributors whose co-operation made so
Nevertheless, the Electric Railway Journal personal an issue possible.
has covered these properties so thoroughly in the The table of contents will reveal discussion of
past that any general descriptions would have meant topics in almost every branch of electric railroad
the unnecessary duplication of much material, and, ing. Perhaps the articles of most vital interest
at best, an issue of unwieldly size. are those of Messrs. Lewis, Dunne, Black and Hild
A second plan would have been an attempt to on the jitney from the respective standpoints of
compare the standards of different companies as birth, growth and decline, legal status, financial
regards track, line, power and rolling stock. This, status and public sentiment. After playing the part
too, would have proved impracticable because the of a seven-year locust the jitney seems doomed to
properties are comparatively few for the great a grave unmourned, unhonored and unsung save
extent of territory traversed, and they represent by the trader in used automobiles. Yet the jitney
an enormous range of conditions from the cable will leave more than a scar on electric railway
lines of Seattle, Tacoma and San Francisco to the finance and operation. Above all, it has shown
1200-volt and 1500-volt heavy traction lines of the that all public transportation, car and bus together,
Bay Cities and Portland. should be under one control.
A third plan was still available. This was to Another set of articles that fall under a common
present articles on whatever matters were of the heading are those relating to heavy electric rail
greatest importance to the properties affected and roading. It will warm the cockles of the electric
of probably the greatest interest to the stop-over railway man's heart and warm the cold feet of
convention visitor. This plan was adopted with many a steam railroader to see the Southern Pacific
the further improvement that this information was Company operate trains at 1200 volts and 1500 volts
obtained in the form of contributions from the men direct current as an every-day matter, whether it
who have been closest to the questions treated. be on the near-city headways of Los Angeles and i
Furthermore, in this form, the Electric Railway the Bay Cities or on the electric passenger and
Journal convention issue is a collective invitation steam freight combination of the Portland divi
474 ] ELECTRIC RAILWAY JOURNAL
sion. The articles of Messrs. Sears, Hewitt, Johan- too long and lovingly over the ravishing displays
sen, Nichols and Clough indicate emphatically that of California products. The chief railway exhibit
high-tension d.c. equipment is making good. at San Diego is by the San Diego Electric Railway,
That the most advanced ideas in scientific man and it's a very good one indeed.
agement also find a haven on the Pacific Coast is At San Francisco the visitor will find an expo
proved by Mr. Maize's article on work planning at sition which will not only attract him at once, but
Portland, and Messrs. Sliter's and Cooper's disser hold him in an ever-increasing thraldom as ac
tations on schedules. Progressiveness in other quaintance is made with each of its beauties. And,
branches of the industry is apparent from the re like all others, he will leave with regret that this
marks of Messrs. Jones and Cashin on front-end wonderful art should have been created for less
fare collection, of Mr. Hinshaw on helping the than a year.
farmer, of Mr. Schluss on real comparisons of Of the technical exhibits, electric railway appa
maintenance costs and of Messrs. Alberger and ratus forms an important part. It is a pity that
Murrin on the true worth of motormen's checking all transportation exhibits could not have been
devices. The three articles on a.c. track-circuit placed in one building, for this would have en
signal practice contributed by Messrs. Vanatta, Mil couraged the exhibit of more detail parts. As it
ler and Cunningham bring out the ever-increasing is, the exhibits as described in the Electric Rail
reliability of this apparatus ; nor does the foregoing way Journal for March 13, 1915, are divided be
enumeration exhaust the list of good things which tween the Palace of Machinery and the Palace of
will be found in this issue. Transportation. Of course, the displays have been
Finally, a word is in order concerning the made with the view of attracting the general public,
two fairs which are responsible for bringing the but the spatial conditions are so liberal that the
American Electric Railway Association to the Pa technical man will be able to study details even
cific Coast. At San Diego the visitor will find what better than at the usual railway convention. Like
has been most truthfully called a Spanish "dream the regular exhibits of the American Electric Rail
city." It is doubtful, indeed, whether Spain knew way Manufacturers' Association, only the latest
greater beauty even at the height of the Moorish developments are shown. Unlike preceding world's
power than has been recreated by the modern fairs, the Panama-Pacific International Exposition
American. The area of the fair grounds is also commemorates an achievement of to-day, and it is
small enough to permit everything to be seen in a therefore consistent that the exhibits should have
couple of days provided the visitor does not linger been planned in the same spirit.

Part of the San Diego Exposition—United States Marine Force on the Puente Cabrillo
 San Fernando Mission

An Ele ctnc Railway Paradise

Where Nature's Beauties, an Equable Climate and Rich Soil Are Made
Accessible by an Electric Railway Service Which Combines the High Speed
of lnterurban Operation with a Headway that Approaches City Schedules

By PAUL SHOUP
President Pacific Electric Railway

THE populous section of four southern Cali The forested canyon of Alpine Tavern, with
fornia counties is served by the Pacific Mount Lowe above, is the mountain terminus of
Electric Railway. This garden-like terri- the Pacific Electric Railway, 5000 ft. above the sea.
ritory, walled in on the north and east by the San There is no great citrus fruit growing district
Gabriel and San Bernardino mountain ranges, in all this section through which the service of the
forest-clad on their heights, and rimmed westward Pacific Electric does not pulsate. Every county
and southward with one broad, almost continuous, seat is connected with every other county seat by
sandy beach along the Pacific Ocean, has great its lines, and every populous section has a direct
diversity of attractions for the visitor. route to Los Angeles and usually to the local busi
The Pacific Electric Railway, operating 611 road ness center nearer by. Our lines serve some thirty-
miles and more than 1000 single-track miles, reaches five municipalities, and in a third of them we give
practically every section of this territory. More local in addition to our interurban service.
than a dozen of its interurban lines radiate from The private rights-of-way of this railway reach
Los Angeles. In this section there is not a seaside well up into the heart of Los Angeles with the re
resort where its lines do not go down the prin sult that the service is not only very frequent but
cipal aisles of amusement and distribute passengers is expeditious.
directly along the sandy beaches. The great citrus fruit growing districts of south
[ 475 ]
476 ] ELECTRIC RAI WAY JOURNAL [ Paul Shoup
ern California lie chiefly along the foothills and in West and south of Santa Ana and Orange is the
the narrower valleys, though this statement is not greatest of sugar beet growing districts, last year's
wholly comprehensive. From Pasadena eastward, crop being some 250,000 tons. In this compara
including Sierra Madre, Monrovia, Azusa, Covina, tively small district are three large beet sugar
Glendora, San Dimas, Lordsburg, Pomona, Ontario, factories on Pacific Electric lines.
Uplands, Alta Loma, Etiwanda, Fontana, Rialto, Northward from Los Angeles and separated from
San Bernardino, Highland and Redlands, is a broad the city proper by the Santa Monica mountains is
belt of almost continuous orange groves, inter the San Fernando Valley where a grain field of
spersed here and there with lemon groves and vine three years ago has been metamorphosed into four
yards. The valley of Riverside is almost one great thriving towns, a great area of 10, 20 and 40 acres
orange grove. Southward, the Corona lemon and of orchards and vegetable ranches, with many miles
orange groves have spread from the railway tracks of well-macadamized streets, electric lighted, and
up through the foothills. with every principal section served by the Pacific
In Orange County, the lower mountains wall the Electric. The advance of the San Fernando Valley
beautiful valleys, and here, with Santa Ana and is marvelous, and the towns of Van Nuys, Owens-
Orange as business centers, are great orchards of mouth, Lankershim and San Fernando are very
citrus fruit and of walnuts. interesting to the visitor in that they indicate how
If vistors should be interested in a citrus fruit rapidly towns may be made. Van Nuys is perhaps
valley in the making, there is no journey more edu the most remarkable example of such creation in
cational than that over the Pacific Electric Rail the country.
way's La Habra line. Here, where a few years ago
Beach Amusement Attractions
were the bare plains and foothills, are now several
thousand acres of oranges and lemons, all young, Southern California, as I have said, offers a
and only a small percentage in bearing. What this great diversity of attractions. Venice, as a sea
country will be like may be seen from the Whittier side resort, has all the play attractions of Coney
district, a thrifty and prosperous section passed on Island, and the beauty of beach in the fore and of
the way, necessitating only a short side trip. green hills in the background that Coney Island
These territories traversed by the Pacific Electric cannot have.
produce more than 30,000 carloads of oranges and Long Beach, with a hotel unsurpassed so far as
lemons per annum, and this output is steadily in I know by any other seaside resort on either coast
creasing. of the country, is built on an upland and overlooks
Paul Shoup | ELECTRIC RAILWAY JOURNAL [ 477

Four-Car Passenger Train

the sea. It is claimed that within the due course the one hand and the snow-capped mountains on the
of time all of Iowa's farming population is plan other, and the even temperature of the California
ning to retire to Long Beach and enjoy life, and at winters, giving them their greatest lure when the
a meeting of the Iowa State Society in that town thermometer in the East is frozen down to its
you would think this to be true, but the Iowans boots.
have no monopoly ; there are a great many thou
As a Summer Resort
sands of other people who know what Long Beach
is worth. Southern California is as much of a summer re
What is true of Long Beach and of Venice as to sort as a winter resort; indeed, I think perhaps
their improvements and their attractions is true more so, and what is said of southern California is
likewise of Santa Monica, noted for its upland likewise true of California as a whole. The moun
residences, Redondo Beach, Hermosa Beach, Naples, tains, outside of resorts such as Mount Lowe, are
Alamitos Bay, Seal Beach, Sunset Beach, Hunting not easily accessible in the winter time, but in the
ton Beach, Newport Beach and Balboa. This whole summer there are between thirty and forty beau
beach country, from Santa Monica on the north to tiful mountain canyons, nearly every one with a
Balboa on the south, is one great playground all running stream, readily accessible from the lines
summer long. There are no rains and no storms. of the Pacific Electric Railway. In these canyons
The weather is invariably pleasant and the bathing are groves of sycamore and oaks, and in their upper
unexcelled. At such places as Redondo Beach there stretches and along the hillsides forests of pine
is good fishing practically all the time. Every one of and cedar. On the mountain tops themselves and
these resorts has its merry-go-round attractions, spreading down the northern slopes are large pine
with pleasure piers, and, in nearly every one there forests, now practically all timber reserves. There
are places where good things to eat can be had. are public camps and pine log lodges which com
These beach towns are made a part of Los An fortably entertain visitors, while camping out dur
geles by a service of trains from fifteen minutes to ing the stormless summer season is a favorite
an hour apart, depending on the distance from Los vacation experience.
Angeles. At such points as Venice, Redondo Beach Transportation Service
and Long Beach, people hardly consult the time
tables, knowing that in any event they will have The visitor may go from Los Angeles to San
not long to wait for a train. Bernardino in the morning via the Pacific Electric,
have luncheon at the latter city, take the connect
As a Winter Resort ing automobile stage and dine on the top of the
The foothill cities of South Pasadena, Pasadena San Bernardino range in a pine forest within a few
and Alhambra, Sierra Madre, Monrovia, the Holly miles of a mountain lake 6000 ft. above the sea.
wood section of Los Angeles, Beverly Hills and other The next day he may ride among the groves over
near-by places, are thronged with winter visitors. a road looking down into the San Bernardino and
Here are some of the very best winter resort hotels Riverside valleys on the one hand and out upon
in America. They are also charming in summer, the desert on the other, from an average height of
the green foliage and the white blossoms of the some 7000 ft., and spend the next afternoon and
orange trees, the views of the smiling valleys on evening by the side of another mountain lake in the
 ELECTRIC RAILWAY JOURNAL [ Paul Shoup

Flowers and Snow at Smiley Heights, Redlands Orange Grove, Near Riverside
Bear Valley. Such trips as these are not well All of these conditions create a situation with
known to our visitors, but as time goes on they respect to city dnd country development and tend
will increase this lure of southern California. ing to the unity of the two perhaps not found in
Perhaps the greatest attraction that southern quite the same fashion elsewhere. This situation
California has is the near association of wilder accounts for the 2300 scheduled trains a day of the
ness and town, of mountain and sea, of all the ad Pacific Electric and for the fact that it handles
vantages that come with conventional and man- some 75,000,000 passengers annually in a residence
made improvements and all the advantage that goes population of possibly 750,000; and of these by far
with unspoiled nature in canyon and mountain wall, the greater proporton are, of course, interurban
in islands, such as Santa Catalina, and long un passengers, as only a small part of the railway
broken stretches of sea beaches. The Pacific Elec service of Los Angeles is given by this company.
tric Railway makes these contrasts the more vivid The business man may, indeed, have his business
in that through the service rendered by it all points in Los Angeles and his home in Pasadena, from 11
are brought close together. to 15 miles distant, or in Long Beach, 21 miles
On the main streets of San Bernardino or River away, and reach that home as quickly as if he lived
side or Santa Ana you may take cars at reasonable in the immediate suburbs.
intervals during the day for Los Angeles, and, on It has been the effort of the Pacific Electric Rail
the main streets of Los Angeles, or, from the busi way to keep up with the growth of southern Cali
ness center of the city, you may take cars and re fornia and this has necessitated a great deal of
turn to these same points. There is no city in pioneering. The system as a whole is, perhaps, yet
which it does not have up-town facilities. somewhat in advance of the country. Only recently
The business building which is owned by the the isolated sections in the San Bernardino and
Pacific Electric and occupied by it as a terminal Riverside valleys have been connected with each
in Los Angeles is perhaps the largest business build other and, in turn, connected with the main system
ing in the city, and its location is near the business around Los Angeles. The full value of this asso
center. ciation and interchange of electric car service over

A Flowered Irrigation Canal at Riverside Typical Home of a Retired Capitalist

Paul Shoup ] ELECTRIC RAILWAY JOURNAL [479

Glenwood Inn, Riverside Lagoons at Venice

the whole territory served by this company will be as to dissatisfaction with the conditions that make
fully felt only after some period of experience and their new home life approach the ideal.
development. The wealth of the world is behind this develop
ment. This country is more than the playground of
A Land of Opportunities the nations—it is the home place of all countries.
Business opportunities are all relative, and while Where once it was said that one might sit idly at
it may appear that southern California is at this Cairo and in the course of time at this cross-roads
time fairly well populated, it is altogether probable of the nations meet everyone whom he knew, it
that no rural section in the United States of equal will not be long until this expression will be much
area is destined to greater increase in population more applicable to the city of Los Angeles and
during the next ten years than the territory served southern California generally.
by this company. This territory possesses attrac It is, however, more than a tourist land and some
tions that are almost natural monopolies. It is be thing else than a home place, but I need say little
coming the playground and the resting place of the more in that direction. Los Angeles County was,
world. Income on investments elsewhere is being according to the United States census report re
constantly poured into southern California for the cently made public, the first in the United States
maintenance of people who have in whole or in part in the value of agricultural products.
retired from business activities. Another stream Operating Features
of wealth comes through the creation of beautiful
homes from money realized through the sale of The aim of the Pacific Electric Railway is to
properties elsewhere or from income sources. There give with its red cars a service constantly abreast
may be temporary checks in this development, but of the demand. We are, working within reasonable
the past thirty years indicate that these checks business lines, improving our operating conditions
can be but temporary, and they who build wisely wherever new ideas make this soundly practicable.
and well in southern California need have no fear Our grade crossings with steam lines are rapidly
as to the value of their investments nor any fear being protected by interlocking plants. Our dense

Avalon Bay, Catalina Island

480] ELECTRIC RAILWAY JOURNAL [ Paul Shoup
traffic lines are protected by block signals and other system of discipine is in effect. The same signal
lines will be so protected when income conditions test system adopted by many of the steam lines
make it possible. In connection with other Los is in effect and rigidly enforced, every operating
Angeles city terminals, plans, in part carried out officer from the general superintendent down being
but deferred until business conditions are better, under the necessity of personally conducting tests,
will enhance the advantages to the public in the which are properly distributed as to divisions, men
private right-of-way service now given. All of our and rules each month.
most dangerous highway crossings are protected by With the great number of road crossings and
automatic wigwag signals invented and first manu the very large number of automobiles in southern
factured in our Pacific Electric shops. All of our California, the street traffic of various towns and
new interurban cars are steel underframed and cities to look after, and the many railroad crossings
all cars of recent purchase are of all-steel con to be guarded against, it has been determined that
struction. • only thorough qualification of employees and a
Our'operating department organization includes a rigid follow-up system will enable us to maintain
training schbol with practical instructors thoroughly our present service in the face of these increasing
qualified by experience, and with proper equipment, difficulties to the satisfaction of the public and our
including a motion picture outfit. Employees in the selves and with "safety first" always in our mind.
operating department are required to take physical We want our visitors from the East at the con
tests every three years and oral and written ex vention in their itineraries to allot enough time
amination on the book of rules especially prepared to southern California to view it thoroughly. This
after some months of study and analysis. These is a land of hospitality and they will be met with
examinations primarily are given after a three open arms. While, with our sightseeing excursions
weeks' course in the training school and on the operated daily a very satisfactory view of southern
road, and finally and comprehensively given at the California may be had in three or four days, yet, if
end of a sixty-day term in the school. The Brown possible, double that time should be allowed.

Magnolia Avenue, Riverside

 ■ .

Freight Train Approaching Road Crossing

PRIMARILY, the Pacific Electric Railway, and supplies for development and improvement.
like almost all other electric railroads, was This, of course, meant the establishment of lumber
designed, constructed, and equipped not for yards, warehouses, etc., for the supplying of build
freight handling but for the performance of rapid ing material, lumber, brick, cement, sand, etc., for
passenger transportation, or, in other words, for the building of residences, store buildings, etc., on
passenger traffic purposes and what might be called the many sites decided upon as suitable locations for
the by-products thereof, namely, the handling of stations and towns. To accomplish this much-to-
such traffic as usually accompanies the passenger be-desired result, the Pacific Electric Railway be
business, like United States mail, small packages gan in a small way in the freight traffic business
and express matter. by purchasing a few freight cars when they were
found to be necessary for the accommodation of
Early Developments the business strictly local to its own lines. After
After the first few years' operation it became development of the kind mentioned had taken place,
quite apparent that the new territory into which the lands improved and places of business estab
the lines had been and were being projected could lished, it, of course, became necessary to extend the
not develop to the fullest extent without the facili freight handling to the extent of hauling to them
ties for bringing into them and to the most con the merchants' stores supplies, and then, a little
venient points of delivery the necessary materials later, to afford transportation to the local markets
[ 482 ]
 [483
for the products of such communities and developed these local markets which wanted their goods pos
territory. It is plain, therefore, that the Pacific sibly as much as the more distant markets wanted
Electric Railway entered into the freight traffic the local products.
business more from force of necessity, for the pur As the steam railroads had not joined in through
pose of developing its territories and populating rates and the interchange of traffic and freight
the same in order to create a reliable and perma equipment, it was, of course, necessary to move all
nent traffic, rather than from the desire or ex through freight shipments, both carload and less
pectation of profiting from freight hauling. than carload, by making the rates by the combina
Therefore, as is made plain by the foregoing, tion of locals ; in other words, the rates of both or
the Pacific Electric Railways freight traffic, like all the lines handling the same, and to transfer the
Topsy, "jes' growed" during the first four or five shipments at what are now called interchange
years of the company's existence until the extent of points. This same condition prevailed in the
it and the question of a more satisfactory manner handling of express matter, as the Pacific Electric
of handling it became an embarrassing one—em Railway for several years was operating its own
barrassing because the facilities for handling it express company, known as the "Pacific Electric
had not been provided and had not been considered Express." These conditions, involving the com
in the first place as a contingency to be very amply bination of the rates of two or more lines and the
provided for. Fortunately, the projectors, who rehandling of through freight shipments coming
were the owners, had the foresight to secure, in from and going to the Pacific Electric Railway's
most instances, ample rights-of-way and station local stations, placed a heavy handicap on the mer
ground facilities. Possibly this came more as the chants or industries located exclusively on the elec
result of previous experience in the construction tric railroad. This handicap, however, was, a little
and equipment of steam railroads, therefore some later on, made somewhat lighter as to the re-
what of a habit, than from foreseeing that the handling of through shipments by means of a lim
same would later be necessary for anything like a ited arrangement whereby the connecting steam
satisfactory provision for freight traffic handling. railroads agreed to allow their freight cars, and
As a result of this situation, when it had become foreign line cars in their possession, to be loaded
quite apparent that the Pacific Electric Railway solidly; that is, in commodity carload lots, to go to
must be a "regular" railroad for handling all kinds their destinations on the Pacific Electric Railway's
of traffic possible to be handled by any kind of a lines, not competitive with the steam railroads, for
railroad, and many kinds possibly not handled by delivery.
most railroads as freight shipments, the company They also agreed that where back-loading was of
began paying more attention to the freight and fered to accept the cars back in the same manner;
express features of its traffic and providing proper namely, on the combination of local rates. The
i facilities in the way of rolling stock and power electric railroad agreed to pay demurrage charges
equipment and stations suitable for such traffic. on the steam road's equipment just as would be
Then the realization that the builders had built charged a merchant or shipper for cars delivered
wisely in the securing of station and terminal to industry or private service tracks. This condi
grounds began to be quite apparent to the road's tion prevailed up to about two years ago, the higher
operating officers, and it was then they commenced rates due to the combination of locals still acting as
to build regular station structures and to provide a handicap to a large extent against the electric
the necessary station and terminal trackage for the railroad's freight traffic, and being, of course, a
accommodation of the freight traffic. handicap to just that extent upon the electric rail
However, like the fellow who bought the set of road's shippers or the shippers located thereon hav
harness at auction, then had to buy a horse to fit ing to make or receive shipments to and from points
the harness and then a buggy to fit the horse, and beyond the rails of the electric railroad.
then build roads around the farm over which to
use his acquisitions, the question of providing for Free Interchange of Traffic with
the handling of through shipments of both freight Steam Railroads
and express matter was unsettled; that is to say, All these handicaps upon the company's freight
the handling of matter coming from and going to traffic and against the free interchange of traffic
points beyond its own lines and in many instances with steam railroads were removed about two years
interstate shipments. The reason was that as the ago by the good old Southern Pacific coming to our
communities were developed and started along the relief with a liberal freight interchange arrange
lines, and the products became more than the local ment and the application of through rates, both
markets could take care of, more distant markets State and interstate, to and from all stations on
1 were sought and in return, of course, more dis the Pacific Electric's lines. Since then, this electric
tant sources of supplies of merchandise sought road's freight business has grown quite rapidly.
'i
lr
484 ] ELECTRIC RAILWAY JOURNAL [ J. McMillan
Evidence of this increase in the electric freight cars; ten standard 80,000-lb. capacity stock cars,
traffic is found in the figures which show that for or a total of 1149 freight cars that are of standard
the first ten months of the fiscal year 1914-1915 construction and are interchangeable with those of
the freight tonnage for the system increased 22 standard steam railroads; twenty-six express and
per cent over the same express-freight cars, and
period of the previous eighteen combination ex
fiscal year, 1913-1914. press-passenger cars.
Notwithstanding this, This does not, of course
the fact, and the evi include any equipment
dence thereof, still re that is assigned for the
main that the Pacific exclusive use of the con
Electric Railway was struction and mainte
designed to serve and nance of way depart
does serve the public as ments, such as tool cars,
a high-class rapid-tran Pacific Electric locomotive, Type 1600, 1000 Hp., Built Ten line cars, wreckers, etc.
Years Ago and Still Doing Good Service
sit passenger carrying All freight equipment
line, because its freight traffic, even after all the is handled over our own lines by electric locomo
development described, amounts now to only 13 per tives, of which there are eleven 1601-class which
cent of its gross earnings. weigh approximately 65 tons, and have a tonnage
rating of approximately 1400 tons; sixteen 1550-
Freight Handling Equipment class which weigh approximately 50 tons and have
Another evidence of wise building, or provision, a tonnage rating of approximately 800 tons, and
is the fact that in the acquisition of freight equip twelve work-train-type locomotives, which are put
ment, the Pacific Electric Railway has, from practi in freight service and switching service where
cally the very beginning of its provisions for necessary to help out in heavy movements. Six
handling freight, purchased and provided standard locomotives of class 1550 have General Electric
freight equipment of the same type and equal equipment; all the other locomotives have Westing-
in quality to the freight equipment of any steam house equipment. In addition, the express-freight
railroad, and superior to that of many steam roads. type of express car is so flexible, having a loading
At this time the company owns 223 box cars, of capacity of 40 tons of freight inside, that it can
which ninety are of 100,000-lb. capacity, the rest serve as a locomotive in moving carload shipments
varying from 80,000-lb. capacity down to 40,000-lb. between local stations, as well as distributing car
capacity; 349 flat cars, of which 212 are of 100,- load shipments where the emergency requires it and
000-lb. capacity ; 454 gondola cars, of which 250 are bringing in carload shipments of perishable freight,
of 100,000-lb. capacity, 100 of the latter being of fruits, berries, vegetables, etc. It has a train-
steel construction throughout; thirty-one oil tank pulling capacity of from eight to ten loaded cars.

The Freight-House Force at the Los Angeles Station of the Pacific Electric Railway
J. McMillan ] ELECTRIC RAILWAY JOURNAL [485
There is considerable satisfaction in the fact that the electric railroad derives more net revenue from
when interchange with steam railroads did come the express business than it did under its local
about we encountered no handicap worthy of note rates and handling. In addition to handling the
on the freight car equipment feature of the business. express business in straight express cars with mes
Regarding the express sengers over lines sup
business: I should have porting heavier express
explained that on ac traffic, a large amount
count of the handicap on of this business is
that business coming handled in connection
from and going to far- with passenger service
distant points because in the express compart
of the combination of ment of combination ex
the two rates, the lack press-passenger cars.
of ample free delivery The most difficult part
facilities, extended free Pacific Electric Locomotive, Type 1601, Showing an of the electric railroad's
Example ol a Purchased and Later Design
delivery limits, etc., it freight business has
was deemed the better policy, both for the bene been to overcome what seems to have been and is
fit of the Pacific Electric and the public pat yet to some extent the opinion of shippers generally
ronizing it, to make an arrangement with an that it costs electric roads nothing to handle freight
old-line express company. Such an arrangement traffic. In fact, the general idea seems to have pre
was made with Wells Fargo & Company, some vailed throughout the country that electric railroads
eight years or more ago, by which that com are built and operated for the purpose of reducing
pany operates over the entire system, even into rates. It can be said to the credit of the Pacific
and out of what might be called rural districts and Electric Railway that it has never, since its begin
under which through rates are applied to and from ning as a railroad, been a rate-cutter, rebater, or
all Pacific Electric Railway points the same as to demoralizer in any sense of the word. It is true
and from all steam railroad points on roads oper that its rates generally are very low, but they have
ated by regular express companies. Hence, where been made so only to meet conditions; that is, the
patrons had formerly to pay the rate to and from established rates of other lines into competitive ter
Los Angeles, plus the local express rate between ritory as such existed at the time of the opening of
Los Angeles and the destination or shipping point the electric railroad for operation, or as the rates
on the Pacific Electric Railway, they now pay only were made by the steam railroads at about the time
the one rate between the points of origin and des this electric railroad entered the field, or since.
tination, in most instances saving entirely what The company's management has tried to follow
was formerly the electric railroad's local express the policy that "the servant is worthy of his hire,"
rate. Notwithstanding this saving to the shipper, and as its service is of the very best there is no

Express Transfer Between Pacific Electric and Southern Pacific Steam Cars at Wells Fargo Station, Los Angeles
 486 J ELECTRIC RAILWAY JOURNAL [ J. McMillan
reason why it should not receive as much com conditions that this is wrong and possibly unnec
pensation therefor as any other railroad receives essarily extravagant handling and dispatch of
for similar service. It has been and is still the freight traffic, but with the Pacific Electric Rail
policy of the company to give the best service pos way it is a case of necessity; for on account of the
sible for the compensation received. We know that passenger train units being so frequent and fast,
some electric railroads in some parts of the country it is necessary when the freight leaves the terminal
have made themselves, as well as all other electric and gets out onto the lines to move it quickly be
railroads, unpopular with the established steam tween stations and handle it quickly at stations to
railroads by following unfair methods in securing keep it out of the way of passenger cars and trains.
and handling freight in an irregular way and by Unfamiliarity with these conditions has been the
scalping the steam road's rates between competi cause of much adverse criticism from some sources
tive points by taking local shipments, packing cases, that the electric roads' freight service is thought
boxes, packages, etc., between such points, par to be unnecessarily extravagant, as well as unfair
ticularly from jobbing centers, into the country on to old-established steam railroads. Nevertheless,
the platforms or inside of their passenger cars and it is hard to see how an electric railroad, the
thus distributing to country and village stores along Pacific Electric in particular, could handle the busi
the line at almost any old rate. ness with any degree of satisfaction to itself as
On a trip east some four years ago, in riding well as to the public in any other way than the way
over the electric roads, I noticed this being done by in which it is being handled. As a general proposi
an electric interurban road in a State and from a tion, this company's freight traffic is solicited, re
city it is not necessary to name. Upon visiting the ceipted for, handled, way-billed, loaded, shipped,
N local manager to see at what rates his road was and delivered in the same manner as such business
doing such business, and thinking from the way it is handled by the best regular steam railroads, with
was being handled his road was receiving not less, the possible exception of somewhat closer attention
and possibly more, than the express company's to details and dispatch in loading, moving over the
rates, I was surprised to learn that such shipments lines and unloading at destination, due to a large
were being handled at much less than the steam extent to the nature of the business. In short, all
railroad's freight rates, which, the Lord knows, connected with the business naturally become some
were too low even for old-established steam rail what electric (quicker) in their habits and move
roads to make any money. ments, as well as the necessities of the situation
already explained. However, it is largely due to
Effect of Unfair Practices the compactness of the property and the advantage
To my mind it is just such practices as these on in this respect which the managing officers have in
I the part of some electric railroads, of which the keeping their fingers on the pulse of the lines at all
foregoing is only one example, that have made the times.
established steam railroads loath to recognize elec
Expeditious Service
tric railroads as freight carriers and to enter into
traffic interchange relations with them. Really, it I have been told by the manager of the Pacific
is hard for an unprejudiced railroad officer to see Car Demurrage Bureau that the Pacific Electric
how they could be expected to do so until the elec Railway's records for the prompt movement of and
tric railroads shall have ceased their haphazard and low detention to freight cars excel those of any
what might be called disreputable practices and other member of the bureau. This fact is due, no
begin doing a freight traffic business on a business doubt, to reasons already explained combined with
basis. My own views are and have been for some the close attention to detail and alertness of the car
time on the same principle; that is, that we are all service department; also, to its facilities for keep
supposed to pay willingly for what we get. The ing in close touch by telephone with the handling
Pacific Electric Railway or any other electric rail of rolling equipment at every point on the system.
road performing as high-class service should re As far as possible, however, freight traffic moved
ceive a somewhat higher rate for its service, and in trains drawn by locomotives is moved at night.
particularly its freight service, which is, as a mat The reasons for this are obvious to electric rail
ter of fact, practically express service at freight road operating officers; first, because such trains
rates. About the only difference between this and are, of course, slower than passenger trains, the
express service is the free pick-up and delivery latter are fewer and farther apart at night, and
which is performed by express companies and which the freights have more opportunity to get over the
we all know is, of course, quite an item of expense lines from station to station without delaying pas
to freight shippers in the forwarding and receiving senger cars and trains; and, second, the night
of freight shipments. power supply, purchased from hydroelectric com
It might be said by those unfamiliar with the panies, besides being adequate in amount for
J. McMillan ] ELECTRIC RAILWAY JOURNAL [ 487
heavy motor movements is much lower in cost. evening is forwarded on the next morning's trip of
It is still questionable in my mind whether heavy such distributing cars and is delivered to consignees
freight train service can be performed at a profit before noon the day following its delivery for ship
during heavy passenger traffic hours, particularly ment to the freight station in Los Angeles. These ex
during peak-load conditions with power at the cost press-freight distributing cars also carry what is
of that used for passenger transportation purposes. commonly called less-than-carload perishable freight,
such as the daily supply of fresh milk, ice cream,
Package Freight Business fresh meats, fresh fruits, vegetables, etc., from the
It is, of course, necessary to perform what we larger markets in Los Angeles for the daily supply
call "package freight" service; to wit, small, less for the larger outlying cities, particularly the beach
than carload, shipments of merchandise, a large towns and cities, such as Long Beach, Venice, Santa
portion of which has to be delivered at prepay sta Monica, and the various ocean and mountain re
tions, non-agency points, highway crossings, coun sorts served by these lines. Heavy or imperishable
try stores, etc., during daylight hours to avoid the shipments of less-than-carload merchandise re
same being stolen or damaged by the weather were ceived at the Los Angeles freight station during
it left at such points at night. Such shipments are the day is, as far as possible, loaded into separate
generally handled in what we call "express-freight" cars for the larger cities and towns like Long
cars, one, two, or three cars per train, according Beach, San Pedro, Santa Ana, Huntington Beach,
to volume of business, by two trips daily over most Covina, Monrovia, Pomona, San Bernardino, and
of the lines, one in the forenoon and one in the Riverside, thus reducing to the minimum the han
afternoon over the heavier traffic lines, and one dling and distribution of less-than-carload ship
such trip starting out in the early forenoon over ments by crews on the night freight trains. Where
the lighter traffic lines. Generally, these same cars there is sufficient of such shipments to fill a car or
return to Los Angeles loaded with milk, cream, cars for a town, the cars are sealed at Los Angeles,
and package shipments of berries, vegetables, etc., sent out in the night freight trains and placed at
for the Los Angeles markets, the empty cans and destinations ready for unloading by the station
crates being taken out and distributed on the out force the first thing in the morning, so that con
bound trips of such cars and trains. On some lines, signees may secure the goods in time for that day's
however, the milk traffic is of such volume that business.
some runs of such cars are classified as strictly milk It is, no doubt, this kind of service, to some ex
trains and are in that service exclusively, returning tent necessitated by electric railroad exigencies,
the empty cans to their many points of loading on that causes the local merchants and shippers gen
the outbound trips. Freight delivered in the fore erally along the electric lines, even at points
noon is forwarded on the afternoon trip, and is gen strongly competitive with one or more steam roads,
erally in the consignee's hands the same afternoon greatly to prefer the electric railroad's freight
or evening; that delivered during the afternoon and service over that of the steam roads.

Typical Pacific Electric Local Station at Gardena, on the Redondo Line, with One Freight Car and One Express Car
Exterior View of Pacific Electric All-Steel Passenger Car
 New All-Steel Passenger Cars for the

Pacific Electric Railway

A Description of the All-Steel Cars Just Delivered, Including Some

Safety-First Braking Features, Modern Lighting, Etc., Is Given

By FRED F. SMALL
Mechanical Superintendent Pacific Electric Railway
THE following is a brief description of our ft. They are securely riveted to the top and bottom
twenty-four new all-steel passenger cars of the center sills, and are brought together at the
built for the 63-mile run on the 600-1200 side sills to which they are fastened by means of
volt d.c, Los Angeles-San Bernardino line, of the suitable plate gussets. These cross-ties serve to
Pacific Electric Railway. support the weight of the center sills and flooring,
The car bodies and trucks were designed by the and transfer the same to the side framing. As ap-
railway company and built by the Pressed Steel Car plied to sills they project but little below them and
Company, McKees Rocks, Pa. In designing both offer no obstruction or hindrance to piping and
car bodies and trucks the railway has kept the equipment applied to the bottom of the cars. The
safety-first question constantly before it, and with arrangement of cross-ties and bridgings as well as
that primary object in view has decided that the the spacing of sills is shown on the cross-section
cars hereinafter described fulfill all requirements and on the general plan drawings on page 491.
as to safety, speed and comfort to its patrons. No The two car types are the same except that one has
attempt has been made to reduce the weight of a 14-ft. express compartment.
material required in the construction of these cars. . The body side framing consists of 3-in. x 3-in. x
They have simply been built strong and substantial 5, 16-in. to %-in. 5.5-lb. tees securely riveted to
and in keeping with the high-class passenger serv- the side sills at the bottom, and to 3V2-in. x 3V2-in.
ice for which they are intended. x 5/16-in. side plate angles at the top.
The general dimensions of the cars are shown in The belt rails consist of a 3l/2-in. x 1-in. x %-in.
the accompanying table. dropper bar extending in one continuous length be-
Car Body tween the body corner posts. The side sheets and
the letterboard are of Vs-in. steel. The carlines are
The underframe consists of two 7-in. 15-lb. I-beam of 2,/2.in x v/^-m_ x angles securely riveted
center sills and 6-in. x 3V2-in. x -%-in. angle-iron at the endg to the side p]ate angleg Roof gheet9
side sills. The ends of the sills are securely riveted are 0^ g 'S2-in steel
to combination bolster and platform steel castings The flooring is of Flexolith laid on Keystone gal-
furnished by the Commonwealth Steel Company. vanized gtee] floor sheets A layer of %.in mag.
The sills are tied together by means of 4-in. 5.25-lb. nesite is appHed below flooring for insulation. The
channels which serve as bridgings to support the floor in the aisle .g coyered witn & <.Wearproo£» mat
flooring. In addition to cross bridgings there are extending the full lengtn of the car between the
two cross-ties each consisting of two Vi-in. x 5-in. bodv end do0rs
plates, one plate passing directly over the center
sills and the other extending directly underneath Interior Finish
them. The cars are finished inside in mahogany and the
Cross-ties are located symmetrically near the ceiling and wainscoting are of *4-in. Agasote.
center of the car and are spaced approximately 11 Light wood furring is fastened to the side posts and
carlines to afford means of fastening the Agasote
Length over end 'sii'is! !!!.'""!!!!.'!.'!!.'!.'! 47 tt. 2 in. "' and the mahogany inside finish. The inside of the
Length over buffers 58 ft. 1 in. , , . , , . , ... .
Length over puiung face of coupler 59 ft. 7 in. roof sheets and side sheets is lined with three-ply
Bolster centers 34 ft. 0 in. . u , ... . , , _ ,
width over side sills 9 ft. 2 in. Salamander hair-felt insulation in order to afford
Width over all at eaves 9 ft. 414 in. .. . , . , ,
width inside in the clear s ft. 7 % in. protection against very high or low temperatures.
Height floor to ceiling 8 ft. 6 3/16 In. _ , , , . . . ...
Height rail to bottom of sills 3 ft. i% in. Each regular passenger coach is equipped with
Height raii to top of platform 4 ft. 4 in. .. . ., . ,
Height rail to top of roof 13 ft. i n/16 in. two toilets located diagonally opposite, one at each
Wfioel foiisc of trucks 7ft
Weight of car body ' (without' 'equipment) end of the car. The toilets are equipped with white
estimated 50,00i0 lb. . . , , , T. . , .
Weight of two trucks (without motors) metal wash basins and Duner water closets for use
estimated < 29,000 lb. ... , . .. .
weight of car completely equipped, esti- with air pressure water supply. The toilet room
seating1 capacity '60 fixtures are Adams & Westlake manufacture. Cars
[489]
490 ] ELECTRIC RAILWAY JOURNAL [ Fred F. Small

Body Frame of All-Steel I'assenger Car for the Pacific Electric Railway-

are equipped with continuous basket racks. The cars in trains it was not considered practicable to
racks are enameled mahogany color to harmonize attempt to apply vestibule diaphragms between cars.
with the interior finish. The cars are also equipped The Westinghouse Air Brake Company's combined
with Automatic ventilators. car, air and electric couplers are used. These
couplers not only serve as a mechanical connection
Platform Arrangement between cars but at the same time make all air-pipe
The arrangement of platforms and folding cabs is and electrical connections required between cars,
shown. The Dean end-post construction has been thus doing away with air hose and electric jumper
applied to these cars, and this, in conjunction with cables between cars, as well as the necessity for
solid cast-steel platforms, affords an excellent pro trainmen to go between cars when making up trains,
tection to passengers as a means of preventing tele or cutting off cars. It may be noted that the maxi
scoping. The body and vestibule end posts consist mum swing of the couplers when the cars are
of two 14.75-lb. I-beams each bent into a "U" and coupled together and rounding a 45-ft. radius curve
inserted through holes in the platform steel castings. is 60 deg. from the center line of the car. On ac
In addition to the special heavy Dean end-post con count of this wide coupler swing it is considered
struction, the cars are equipped with Rico anti- that quite an appreciable saving in maintenance will
climbers, which add further protection against lia be effected by eliminating air-hose and electric cable
bility of telescoping. An oak block is applied di connections between the cars.
rectly behind the Rico anti-climbers to serve as a The cars are equipped with Hale & Kilburn walk
cushion. In the event of possible collision it is con over seats with foot rests and mahogany square-
sidered that these blocks will be crushed and absorb post arm rests. The seat backs are provided with
most of the impact, thus relieving the platform and head rolls, bronze grab handles and ticket holders.
framing from unusually severe shock. The plat These seats are spaced 33%-in. centers to give com
forms are equipped with 0. M. Edwards all-steel fortable seating. They are upholstered in crimson
trapdoors. The rest of the platform flooring, in mohair plush, the standard upholstering material on
cluding step treads, is covered with Mason safety all cars of the Pacific Electric Railway.
carborundum tread. Stationary steel pilots and The curtains are of Pantasote and are equipped
Eclipse fenders are also used on these cars. with the Curtain Supply Company's ring fixtures.
On account of the short radius curves (45 ft. The body sashes are of mahogany and are equipped
radius) around which it is necessary to operate these with O. M. Edwards sash locks and compression

Underframe of All-Steel Passenger Car for the Pacific Electric Railway

Fred F. Small ] ELECTRIC RAILWAY JOURNAL [ 491

Seating and Framing I'lans, 47-Ft. All-Steel Passenger Motor Car, Pacific Electric Railway

Part Plan and Elevations of All-Steel Car, Pacific Electric Railway

492] ELECTRIC RAILWAY JOURNAL [ Fred F. Small
rollers. Other body equipment includes Ohmer fare platforms are lighted by means of dome lamps lo
registers, Hunter illuminated destination signs and cated directly over each stepway. To avoid inter
bronze, nickel-plated car trimmings. ference with the motorman's vision these lamps are
transferred to the destination sign on the operating
Trucks
end of the car. Step lights are located one at each
The trucks are of the built-up, double-equalizer corner of the car for the convenience of passengers
swing bolster type with bolsters of cast steel and boarding or leaving. For headlight service we use
elliptic springs of sufficient length to possess good the 4-amp. portable combination Crouse-Hinds type
riding qualities. These trucks have 36-in. rolled L.A.A. luminous arc and incandescent headlights,
steel wheels, 6V;>-in. A. E. R. A. Standard vanadium with independent resistance.
steel axles, 5-in. x 9-in. Symington journal boxes, Each car is equipped with twelve 500-watt, 1200-
Baltimore ball-bearing center plates, Woods roller volt heaters of the truss-plank type, manufactured
side bearings and Harrison dust guards. by the Consolidated Car Heating Company. The
The pedestals of this equipment are provided heaters are arranged for operating twelve in series
with channel-shaped steel wearing gibs. Provision on 1200 volts with suitable connections to the
is made for raising up cars by the application of change-over switch for changing to two groups of
shims under swing hanger axle bearings, thus doing six in series on 600 volts.
away with the necessity of disturbing the adjust
ment of the side bearing and center plate heights. Brakes
The bolster chafing plates are arranged so that The cars are equipped with the Westinghouse Air
they may be renewed without removing the bolster Brake Company's latest improved Universal, quick-
from the truck. Case-hardened steel brake pins action, high-pressure, automatic, air-brake equip
are used with case-hardened steel bushings. ments. Air pressure is furnished by means of a
Westinghouse dynamotor compressor having a
Electrical Equipment
displacement of 35 cu. ft. An automatic control
All cars are motor cars arranged for double-end switch is inserted in the cable which furnishes cur
operation. Each car is equipped with four General rent to the controller. This control switch remains
Electric 254-A, 150-hp. motors with the same mak open-circuited until the compressor has raised the
er's control, for either 600 or 1200-volt d.c. lines. air in the main reservoir to a certain pressure. By
The master controllers are equipped with emergency means of this simple device it is impossible to start
air-brake attachment. The change-over or commu- the car in the usual way by any movement of the
tating switch, by means of which proper connections controller until the air pressure has been raised a
are made for either 600-volt or 1200-volt lines, is predetermined amount considered sufficient for the
operated by air and remotely controlled by the mo- proper operation of the air-brake equipment. This
torman. Suitable relays and protective devices are is a safety feature and prevents any movement of
provided to prevent possible trouble due to any at the car without the air pressure required to stop it.
tempt to make 600-volt line connections while on A spring by-pass switch is located in the motor-
1200-volt line. man's cab to short-circuit this device, and when held
With the gear ratio applied cars are capable of a closed by the motorman it enables the car to be
speed of 60 m.p.h. Each car is equipped with two moved without air pressure. This is installed to
of this railway's standard pneumatic trolley bases, permit the cars to be run out of the carhouse, as in
12-ft. trolley poles and No. 23 Kalamazoo trolley case of fire, without waiting for cars to pump up
wheels and harps. The trolley bases are manufac the air pressure required to close the automatic con
tured in our own shops. They are self-retrieving by trol switch.
means of air pressure. Trolley retrievers, there In addition to these improved air brakes, the cars
fore, are not required. "Ideal" trolley catchers are are also equipped with the St. Louis Car Company's
used to take care of the trolley rope. "high power" pilot-wheel hand brake.
Lighting and Heating Conclusion
The lighting system consists of a single row of Without attempting to go into any long and tedi
eight 56-watt Mazda lamps equally spaced along the ous description of the cars the writer has attempted
center line of the ceiling. Each lamp is equipped to show that the Pacific Electric Railway has spared
with the Safety Car Heating & Lighting Company's no expense to obtain cars consistent with the best
brass nickel-plated shade holder fitted with holo- engineering design and practice. Much attention
phane reflector. This arrangement when taken in has been given to make the cars comfortable and
connection with the ecru-colored oval-shaped ceiling, easy riding, and I have no doubt that they will meet
gives an excellent lighting system with ample in all requirements and be in keeping with the high-
tensity of light throughout the entire car. The class interurban service for which they are intended.
 Interior of Center-Entrance Car at Platform

Standardization of

Twelve Car Types into Two at Los Angel es

One Truck Is Used for All Car Equipment, Whether of End or Center-
Entrance, Passenger or Service, Two-Motor or Four-Motor Type

By E. L. STEPHENS
Master Mechanic Los Angeles Railway
TANDARDIZATION is that one appalling progress of efficiency and make work quicker and
word which is written largely on the page of easier. The conditions that govern efficiency are
every activity. In its true sense it means quantity, quality and economy.
efficiency. Conditions may be standardized in two While standardization could be brought about by
ways : First, by bringing your present conditions to discarding all equipment and purchasing a new
a high state of efficiency; and, second, by making standard, there are few companies which could un
complete changes in all conditions. As standard- dertake such a radical change, no matter how valu-
ized conditions underlie the best results from all able the ultimate results might be. Therefore it
other principles, they therefore accelerate the would appear that the practical solution is that

Standard Center-Entrance, Pay-As-You-Enter Car, Los Angeles Railway

494 ] ELECTRIC RAILWAY JOURNAL [ E. L. Stephens
standardization should be gradual for both mainte center-entrance car. While they differ essentially
nance and for new equipment. This system in from each other in their general appearance, yet
volves no great extra expense and, at the same time, they are practically the same in construction, ex
accomplishes many of the desirable things of life cept the floor framing. All other construction and
in a limited time. parts subject to maintenance such as vestibules,
The trouble in the standardization of some prop posts, sash, glass and draft attachments are identi
erties lies not only with the purchaser but with cal and interchangeable.
many manufacturers. The latter in designing It would be rather difficult to give any detailed
equipment do not take into consideration the many description of the rebuilding of these car bodies,
conditions of interchange of the maintenance parts as the work of rehabilitation was simply the over
and will even go so far as to expect radical changes hauling of what might be considered obsolete
to be made to permit the use of their product. While standards.
this is true of some manufacturers, many purchasers Three hundred of these cars were changed to pay-
also have ideals which are entirely vague. This as-you-enter rear-end type in the period of two
leads them to make many changes which could not years; but then the fashion of women changeth
become standard either in their own rolling stock with the setting sun, and in this age of the hobble
or on any other system. The undertaking of skirt, it becomes necessary to "rubber" for new de
standardizing an electric railway which constitutes signs to meet the prevailing changes in the mind
the amalgamation of a chain of small companies, of the fair sex. To be equal to their call, the de
each of which had discarded equipments purchased velopment of the center-entrance low step became a
second-hand, is the problem which confronts many necessity.
rolling stock superintendents at the present time in
One Truck for All Cars
building all types to a common standard. While
some systems have endeavored to be abreast of the In the standardization of trucks, owing to the
times so far as their means would permit, the many many different types, it was next to impossible to
miscellaneous items to be considered in standardi rebuild them to a common standard. Therefore, it
zation will tend to increase the reliability of the became necessary to eliminate the old and to adopt
service to the public and decrease the maintenance an entirely new truck which could become a standard
costs of the company. common to all cars, both passenger and service
equipment, and which could also be used for either
From Twelve Types to Two
double or quadruple motor equipment. No concrete
The undertaking to standardize the rolling stock specifications were prepared for the construction of
of the Los Angeles Railway was begun under most these trucks, as they were built at the company's
of the foregoing conditions. We had twelve differ shops. Special machinery and jigs were built ex
ent types of passenger cars, ten different designs pressly for this purpose. In the construction of
of trucks, seventeen different types of axles and six this truck, all parts are not only a special standard
different types of motors. but are also interchangeable. Thus the top and bot
The adopted standard car bodies of this company tom arch bars, end plates and braces will fit on
now consist of two types, known as the California either end side, or reversed, and the pedestals are
combination pay-as-you-enter rear-end car and the the same. No rivets enter into the construction of

Standard End-Entrance, Pay-As-You-Enter Car, Los Angeles Railway

E. L. Stephens ] ELECTRIC RAILWAY JOURNAL [495

Side and Top Views, Standard Los Angeles Railway Trucks

this truck, all of the parts being very firmly held operation. This type was shown on page 1332,
in position by bolts, which give a perfectly noise Electric Railway Journal, Nov. 21, 1914. The
less truck. other machine handled 384 No. 101 motors, rebor-
ing both axle bearings in a single operation. Some
Axles, Brakeshoes and Motors
of these motors had different gear and pinion cen
The maintenance of seventeen different axles was ters, requiring special gearings. These distances
a serious condition. After due consideration a were changed to a single standard, which permitted
41/^-in. cold-rolled steel axle with 30-in. chilled cast- the adoption of a single standard gear and pinion.
iron wheels was adopted. While we have a single The reboring of all motors for a standard axle also
truck as a standard, we have both double and quad reduced a variety of motor bearings to a single unit.
ruple motor equipments to maintain. This necessi Many of these motors were constructed originally
tates two different classes of brake construction. for grease lubrication. As the later types of mo
With the double motor equipment the brake attach tors were constructed for oil the old motors
ments are simplified to the adjustment of a single with grease boxes were chipped out, and a special
nut. oil feed-cup was applied.
The standardization of brakeshoes also received The work already done on standardization is an
due consideration. Where seven different kinds of indication of our independence of the many varie
shoes to supply different trucks had been required, ties of car construction. Every standard has cer
six were eliminated and a single shoe was adopted. tain factors, as supply, use, price and assignment,
This is a reinforced-back cast-iron shoe. and the exploitation of these has saved us time,
With seven different types of motors to maintain, material and equipment. Furthermore, the interest
some of which could not be rebored to fit the saved in store stock, where many repair parts
adopted standard 4%-in. axle, it became necessary were formerly carried, has been a large factor in
to scrap many of the old motors. As the adopted bearing a portion of the expense entailed in this
axle was larger than that for which many of the mo rehabilitation of rolling stock. The space required
tors were originally built, it was necessary to devise for stores is one-half of former days, although we
boring machines for this purpose. One of these are operating more cars, and the discarded space is
machines rebored 828 motors. This was so con now available for car stripping in summer and car
structed that it rebored all four bearings in a single washing in winter.

Motor Boring Bar Device

 Noll Adorns Ave.

Location or Terminal potts

•-Automatic Sectional/zing Switch Single Wire to Pothead ■ 1.000000 CM.
Two Wires to Pothead = 2-S000O0 Ctl

The Sectionalizing of Electric Railway Feeders at San Diego

Map and Diagram Showing Feeder Panels and Districts Controlled
in Connection with the Use of Automatic Sectionalizing Switches
 I
'I

A View Among the State Buildings at the

San Diego Exposition

The Sectionalizing of Electric Railway Feeders

at San Diego
Sectionalizing Sivitches Adequately Handle Conditions that Otherwise
Would Call for a 80 Per Cent Increase in Copper Over Present Use
By HOMER MACNUTT
Superintendent of Motive Power San Diego Electric Railway
THE overhead system of the San Diego Elec mand is divided among several feeders and the
tric Railway, consisting of feeders and maximum current on any one is much less than
trolley, differs considerably from most if all the current for that one section was delivered
street railways inasmuch as under normal work over but one feeder. The result is a comparatively
ing conditions the sections are connected together steady load on each feeder out of the power station
all over the system with automatic sectionalizing with each feeder designed for that steady load
switches. The feeders, in consequence, all operate which is less than maximum. To obtain the same
in multiple as shown in the accompanying drawing voltage conditions without the use of these sec
of trolley sections. The switches are automatic tionalizing switches, an increase in copper of about
in the sense that they are controlled from the 30 per cent would be required.
switchboard. At the power station, the feeders When a "short" occurs on the line, all, or nearly
to the different lines are mounted on separate all, of the breakers go out. This is considered an
panels through switches and breakers in the usual advantage rather than a disadvantage because the
manner, but in case of accident or ground, any total current is divided among many breakers,
section may be cut out by opening the feeder while without the sectionalizing switches one feeder
breakers. It is not necessary in any case when it breaker must open the circuit with the consequent
is desired to cut power off of any section to send
Meter* and Section-titling Switch Grind Ave. at 28th St.
a man out to pull switches, and as soon as the
trouble has been cleared, the operator puts the To8— DM*, nee. %, C'. FeeterMet
section back on the line, thereby closing such sec
tionalizing switches as may be connected with it.
The first part of the San Diego installation
was made in 1911 when eleven General Electric
switches were installed. They worked out so satis
factorily that in making additions last year five more
were installed. Nine of the switches are located
within a radius of 1 mile of the power station, and
during the five years of application not a single
switch was lost. Further, the total amount for re S. O ■**S. K. Ar C*.
pairs during this period has been less than $25.
Diagram Showing Connection for Kilowatt-Hour Meters and
As the feeders work in multiple, the peak de Sectionalizing Switches
[497]
498 ] ELECTRIC RAILWAY JOURNAL [ Homer MacNutt

Record at Sectionalizing Switch No. 1 Record at Sectionalizing Switch No. 1

Twenty-eighth Street and 'Grand Avenue Twenty-eighth Street and Grand Avenue
Feb. 15, 1915 July 19, 1915
Taken before installing the 500,000 circ. mil additional Taken after installing the 500,000 circ. mil feeder on
feeder on Section No. 7, from power station to Sixteenth and Section No. 7, from the power station to Sixteenth and
M Streets. H Streets.
This side of the zero mark shows the current in amperes This side of the zero mark show's the current in amperes
flowing from the San Diego & South Eastern Railway Com Mowing from the San Diego & South Eastern Railway Com
pany's feeder to the San Diego Railway Company's Logan pany's feeder to the San Diego Electric Railway Company's
Heights feeder No. 8. Logan Heights feeder No. 8.

Fig. 1 Fig. 2
This side of the zero mark shows the current in amperes This side of the zero mark shows the current in amperes
flowing from the San Diego Electric Railway Company's Lo flowing from the San Diego Electric Railway Company's
gan Heights feeder No. 8 to the San Diego & South Eastern feeder No. 8 to the San Diego & South Eastern Railway Com
Railway Company's feeder. pany's feeder.

Record at Sectionalizing Switch No. 2 Record at Sectionalizing Switch No. 2

Sixteenth and M Streets Sixteenth and M Streets
March 26, 1915 July 13, 1915
Taken before installing the 500,000 circ. mil additional Taken after installing the 500,000 circ. mil feeder on
feeder on Section No. 7, from the power station to Sixteenth Section No. 7, from power station to Sixteenth and
and M Streets. M Streets.
This side of the zero mark shows current in amperes flow This side of the zero mark shows the current in amperes
ing from the Logan Heights feeder No. 8 to M Street feeder flowing from the Logan Heights feeder No. 8 to the M Street
No. 7. feeder No. 7.

'.PM 6 PM 7 PM BPM

Fig. 3 Fig. 4
This side of the zero mark shows the current in amperes This side of the zero mark shows current in amperes flow
flowing from the M Street feeder No. 7 to the Logan Heights ing from the M Street feeder No. 7 to the Logan Heights
feeder No. 8. feeder No. 8.

Record at Sectionalizing Switch No. 3 Record at Sectionalizing Switch No. 3

Fifth and Market Streets Fifth and Market Streets
Feb. 1, 1913 July 10, 1915
Taken before installing an additional 500,000 circ. mil Taken after installing an additional 500,000 circ. mil
feeder on Section No. 7, from the power station to Sixteenth feeder on Section No. 7, from the power station to Sixteenth
and M Streets. and M Streets.
This side of the zero mark shows the current in amperes This side of the zero mark shows the current in amperes
flowing from the Logan Heights feeder No. 8 to the down flowing from the Logan Heights feeder No. 8 to the down
town loop feeder No. 6. town loop feeder No. 6.

Fig. 5 Fig. 6
This side of the zero mark shows the current in amperes This side of the zero mark shows the current in amperes
flowing from the downtown loop feeder No. 6 to the Logan flowing from the downtown loop feeder No. 6 to the Logan
Heights feeder No. 8. H»ights feeder No. 8.

Graphs Showing the Flow of Current in Feeders

Before and After Sectionalizing the San Diego System
Homer MacNutt J ELECTRIC RAILWAY JOURNAL [ 499
burning. During the period this system has been to the San Diego & South Eastern Railway instead
used not a single breaker has been burned or put of demanding current from the San Diego & South
out of service. Eastern Railway, as is seen by the charts.
With this system, the current delivered from The San Diego Electric Railway has extended
the power station to any point on any feeder is this system to interurban and suburban lines which
simply proportional to the resistance. Should the are customers and take 600 volts direct current
resistances of the two feeders from a switch to direct from the power station. The benefit is mu
the power station be equal, the average current tual as it not only gives the customer additional
through the switch will be zero, but if the resist capacity and better voltage, but gives the city lines
ances are unequal, the exchange will be all in one the advantage of such copper as is in place on the
direction through the switch, the feeder with the customers' lines. An accompanying diagram shows
lower resistance delivering the most current. The the interchange of current between the San Diego
following example shows the effect of adding cop Electric Railway Company and the San Diego &
per to one of several feeders operating together: South Eastern Railway Company's feeders at switch
An additional 500,000 circ. mil. feeder was re No. 1. In general, the chart shows that this cus
cently installed on Section No. 7, from the power tomer demands more current through this switch
station to Sixteenth and M Streets and records from the city lines than the city lines demand from
of the exchange of current through the section- the customer. At such points of connection it is
alizing switches Nos. 1, 2 and 3 were taken, before necessary to install, beside the sectionalizing switch,
and after installing, by means of a General Elec two kilowatt-hour meters. One of these meters
tric Type C-5, curve-drawing ammeter, the zero registers the energy transferred from the customer
of which is on the center of the scale. An examina to the city lines and the other registers the energy
tion of Figs. 1 and 2 shows that the installation transferred from the city lines to the customer.
of the additional feeder has made the average Each meter is arranged with a detent to prevent
exchange of current at switch No. 3 practically zero it from running backward when the current re
instead of being about 175 amp. from the loop verses. The difference between the amounts of
feeder No. 6 to the Logan Heights feeder No. 8. power transferred in each direction is the net trans
In other words, this load of 175 amp. has been fer in one direction. Should this net transfer be
shifted from feeder No. 6 to feeder No. 8. Simi in favor of the customer, it is added to his monthly
larly, Figs. 3 and 4 show how much the exchange bill; but is subtracted if it is in favor of the city
current at switch No. 2 has been reduced and the lines. Another drawing shows the connections of
load demanded by feeder No. 7 carried by the new these kilowatt-hour meters and the sectionalizing
feeder instead of being obtained from feeder No. switch with the feeders at Grand Avenue and
8. Going to switch No. 1, Figs. 5 and 6 show that Twenty-eighth Street. Such connections are made
feeder No. 8 now is in condition to deliver current as far from the power station as possible.

The Calle Cristobal, San Diego Exposition. Street lights Illuminating the Building Fronts
 Jitney Attack in Full Swing as Photographed at About 5 P. M.
at Eleventh and Main Streets, Los Angeles

The Rise and Decline of the Jitney

in Its Birthplace

The Enfant Terrible of Transportation, Its Birth and Vicissitudes—The

Unregulated Jitney Can Injure but not Supplant the Electric Raihoay

By E. L. LEWIS
Superintendent Los Angeles Railway
IN earlier years the only competitor of the electric papers also brought many into the jitney ranks
railway was the wagon or bus transportation, by exaggerating the income and ignoring the in
begun by striking trainmen, but these never evitable items of outgo of jitney operation. No
outlived the period of the strike and often died wonder, then, that by Dec. 31, 1914, the number of
earlier. It remained for the free-lance 5-cent auto jitneys had reached the enormous total of 761 in
mobile, or jitney, to offer a seemingly durable com a city of 500,000 people. Of course, it did not
petitor, if not a successor, to the electric street take very long to demonstrate the absurdity of
railway. operating automobiles at a 5-cent fare, despite the
Since Los Angeles has the doubtful honor of absence of anything but a perfunctory regulation
having given birth to the jitney its experience by the police.
with this enfant terrible of transportaton is longest By Jan. 11, 1915, following the license renewal
and, therefore, possibly most illuminating. It was date, the number of jitneys had fallen to 501, many
on July 1, 1914, that the first 5-cent automobile routes had been shortened and some abandoned alto
appeared on our streets. Our city, like the rest of gether. In fact, at the present time the jitneys do
the country, was in the slough of industrial depres not even attempt to operate in certain sections of
sion, and thousands of men were ready to grasp Los Angeles.
at anything that promised a living. The news- But while jitney operators were continually drop-
[ 500 ]
 ELECTRIC RAILWAY JOURNAL

First and Main Streets, Los Angeles, Where the Jitney Park Charge of the Jitneys on Electric Railway Revenues at 5.09
Is Formed for Attack on Electric Railways r. M. at Fifth and Main Streets, Los Angeles
ping out of the field, on learning that they made this number 302 were in the service on Aug. 16.
less than laborers' wages, the number of machines On July 1, 1915, the regulatory ordinance became
in service without regulation remained fairly con effective, requiring a bond for $11,000, together
stant, say 490, between Jan. 15 and June 30, 1915. with the same license fee of $2.50 per month as
The explanation is the very simple one of "There's a heretofore paid, and with the additional requirement
new sucker born every minute." Los Angeles prob that the bus owner must elect the line he is to
ably has at all times a larger floating, work-seeking operate on and work on that line and always go
population than any other American city of its to the end of the route before turning back. This
size, so that defections within the jitney ranks are regulation immediately reduced the number oper
rapidly made up within the constant average men ating to 245. Since that time, however, they have
tioned. For example, sixty-six cars dropped out been gradually adding to the number until some
between March 1 and March 18, but seventy-two thing more than 400 have taken out licenses. The
cars entered; between March 18 and May 11 137 difference between this number and the number
cars came in and 139 cars went out. in operation on Aug. 16 is a brilliant illustration
Since Jan. 1, 1915, to Aug. 16, 1915, 1132 auto of the undependability of this service. There is
mobiles have worked in the jitney service. Of no requirement or obligation anywhere that a man

ii iM uiiriiB||

'J

Three Men on a Jitney Running Board Built for None

502 ] ELECTRIC RAILWAY JOURNAL [ E. L. Lewis
furnish service after he has taken out a license to made seventeen trips; one made eighteen trips;
do so or that he shall make any certain number total, 302 machines.
of trips during a day. All recent checks show the income per jitney
Although 302 were operating at various times has increased from $1.50 to $2 per day, varying on
on Aug. 16, computing the total time operated by the different lines. This is brought about by the
all machines and allowing ten hours for a day's decrease in numbers and favorable weather.
work reduces the number to 265. On that date Bear in mind that prior to July 1 only the law
the trips made by the various machines were as of "jitney eat jitney" was in effect. The jitney
follows: Eight machines made one trip; seventeen was free to go where it pleased, to alter the length
machines made two trips; fourteen machines made of its run at will, to furnish no bond and to pay no
three trips ; thirteen made four trips ; twenty-four taxes whatever, except a fee of $2.50 per month.
made five trips; twenty-two made six trips; At the same time the paved streets of Los Angeles
twenty-four made seven trips ; twenty-six made offered no physical hindrance leading to extraor
eight trips; thirty-seven made nine trips; thirty- dinary tire wear or maintenance.
seven made ten trips; twenty-seven made eleven It follows, then, that with everything in its favor
trips; nineteen made twelve trips; fifteen made the 5-cent automobile can injure but not succeed
thirteen trips; five made fourteen trips; eight the electric railway as the chief means of city
made fifteen trips; two made sixteen trips; three transportation.

Where the Jitneys Come From. Significant Signs at the

Open-Air Market on Main Street, L,os Angeles
 Tke Application of

Established Legal Principles to tke Jitney

New Aspects of Old Questions Concerning Financial Responsibility,
Regulation and Taxation of Common Carriers Are Presented
—// Treated Like a Street Railway the Jitney Cannot Survive
By W. E. DUNN
Vice-President Los Angeles Railway Corporation

EVERY development in the industrial or eco Adequate grounds can, nevertheless, be found,
nomic world brings its train of legal prob sanctioned by judicial precedent, to sustain the re
lems. In our law libraries and offices are quirement of indemnity insurance from the oper
found books, weighty volumes, bearing such titles ators of motor buses. The courts are bound to
as "Railroads," "Street Railroads" and "Automo recognize the necessity for such protection to the
biles," witnessing the law's interest in these suc public. The dubious character of the vehicles
cessive developments of transportation. . If the air usually selected for the jitney traffic, the want of
ship has not already found its place in the same previous experience in the handling of motor cars
company, it must be because the problems it has so by most of the operators, and the constant induce
far developed do not come within the range of ment for haste and the consequent taking of risks,
ordinary law practice. render accidents inevitable; and the police records
And now the jitney, mushroom growth though of every city demonstrate how frequently these
it appears to be, has entered the field of legal result in death or serious personal injury. It may
vision. Already it has claimed much legislative well be, therefore, that the courts will hold the re
attention, and it must soon find its way into the quirement of indemnity against such injuries
courts. We may confidently predict, however, that within the scope of that comprehensive "police
it will prove with the jitney, as with more substan power" which gives practical force to the maxims
tial and permanent developments of transporta Salus populi est suprema lex ("The welfare of the
tion, that the legal questions it presents will be for people is the supreme law") and Sic utere tuo ut
the most part only new aspects of old problems, alienum non laedas ("So use your own as not to
and readily solved by the application of settled injure another").
principles of the law. This police power has always been regarded as
sustaining legislation excluding the incompetent
Financial Responsibility from employments affecting the public health or
Perhaps the most novel, or apparently novel, safety. A familiar instance is the examination and
question which the jitney traffic has raised is that licensing of physicians and dentists. Like require
of insuring financial responsibility on the part of ments have more recently been sustained as to un
the owner or operator. The imperative necessity dertakers, plumbers, architects, etc. The examina
for legal compulsion in this matter arises from the tion of locomotive operators under state authority,
invariably impecunious condition of those who en and of navigators of vessels under federal author
gage in the traffic. Our law has been familiar with ity, is another precedent very closely in point. It
bonds required from public officers to secure the is thus clear that the incompetent may be excluded
faithful performance of duty, and from contractors by legislative enactment from such an employment
on public work to secure the execution of their con as the operation of motor buses on the public
tracts, as well as for the payment of laborers and streets. It would seem equally clear that compe
material men. But the astute legal mind may ob tency for such an employment would include the
serve a difference between the requirement of a ability to respond financially to liability for in
bond in these and other instances, in which there is juries occasioned by the negligence of the operator.
a direct governmental interest, and the requirement
Regulation
of a bond to protect passengers or other persons
suffering injury through the negligence of a jitney There is another legal aspect of the jitney traffic
operator. The closest precedent we have mentioned, which will sustain the requirements we have been
the public contractor's bond for the payment of discussing, as well as the other regulations of its
laborers and material men, has been sustained by operation which the public interest may demand.
the courts as tending to secure satisfactory per It must be conceded, we think, that the jitney bus
formance of public work, rather than protection to is a common carrier, a public utility. The business
the creditors of the contractor. it undertakes is clearly a service "affected with a
[ 503 ]
 504 ] ELECTRIC RAILWAY JOURNAL [ W. E. Dunn
I
public interest" within the conception established Whatever justification this exaction may have as
as the constitutional basis of regulation by the de applied to street railways it must also have as ap
cision of the United States Supreme Court in Munn plied to other modes of commercial transportation
vs. Illinois (94 U. S. 113). The doctrine of that case using the streets. Whoever, therefore, argues for
is epitomized in this sentence from the opinion the continuance of the jitney as a legitimate com
rendered by Chief Justice Waite: petitor of the street railway must admit that it
| When, therefore, one devotes his property to a use ought to be subject to a corresponding tax for the
in which the public has an interest, he, in effect, grants privilege of using the streets. No one can deny
to the public an interest in that use, and must submit that the jitney buses do an aggregate amount of
to be controlled by the public for the common good, to damage to street pavements far exceeding that oc
the extent of the interest he has thus created.
casioned by railway transportation of an equal
Subsequent decisions have more fully defined the number of passengers. Indeed, the railway is of no
nature of the power thus affirmed, setting neces substantial injury to the street or its pavement,
sary limits of reasonableness in its exercise, but at while the motor car, with its rubber tires, is
the same time giving it a most comprehensive scope. recognized as one of the chief destroyers of pave
Thus, it is settled law that this power includes not ments and other street surfaces. Thus, a parlia
only regulation of rates, but also of service, the mentary investigation in Great Britain developed
extent and character of facilities afforded and kin the fact that the cost of maintaining London pave
dred matters. ments was more than doubled by the advent of
That the jitney traffic calls for most positive and motor buses.
effective regulation in the interests of the public The expense of paving is only one of many forms
even its friends must admit. The temptation to of exaction imposed upon street railways for the
overcrowd its vehicles (of doubtful . capacity to benefit of public revenues. Franchise taxes, car
] start with) to increase the margin of possible profit license taxes, percentage tax on gross receipts are
is irresistible to the average operator. Restriction burdens commonly laid upon the revenues of the
of the number of passengers carried in respect to railway companies. Equivalent burdens must be
the normal capacity of the vehicle is, therefore, a laid upon the jitney traffic or else there is no fair
necessity. So also is regulation of the manner of ness in its competition with the railway. Protec
I loading, as by prohibiting the carrying of passen tion to the public revenues must also demand such
gers on the running board or in a manner to ob levies upon the jitney traffic, since the latter, if
struct the driver's vision. The importance of ex allowed to operate without adequate restriction,
amination to determine physical competency and will substantially reduce the receipts of the street
i moral fitness of the operator is likewise obvious. railway traffic. This directly reduces the amount
Regulation in these and many other particulars of every form of taxation based upon gross re
! by municipal or state legislation is demanded for ceipts, and ultimately, if indirectly, other forms of
the protection of the public. All of these matters, tax as well.
as well as the insurance of financial responsibility It is evidently not feasible to apply all these
first discussed, appear to be within the scope of special forms of taxation to the jitney traffic, but
valid regulation of a public service. some equivalent may be devised. A license tax pro
portioned to the seating capacity of vehicles may
afford the readiest solution of the problem. The
Another group of legal problems affecting the courts have allowed to legislative bodies the widest
'I jitney traffic arises out of the fact that it makes a discretion as to the amount of license taxes. They
I special use of the public streets for private gain. have also conceded the right to distinguish in man
This has always been invoked as justification for ner and amount of tax between different occupa
imposing special and onerous burdens upon rail tions and lines of business, providing there is any
ways occupying public streets. The requirement substantial difference between them. The jitney
of paving and keeping in repair a designated por readily differentiates from other modes of trans
tion of the street is a familiar instance. In Cali portation, even such as also employ the automobile.
fornia, for example, this requirement covers not It differs in such matters as the rate of fare and
only the space between the rails and tracks, but a the mode of determining its amount, the manner
width of 2 ft. on each side of the outer rails. Since of securing patronage, the receiving on the same
paving is required for and benefits not only the trip of passengers from different points bound to
railway but the general public, exacting its cost different destinations, the control of time and route
from the railway is simply a tax; or, giving it the of journey by the operator, and the frequency of
most favorable construction possible, a compensa repeated trips over the same route. The last-men
tion demanded for the privilege of making a special tioned point is specially important as justifying a
use of the street. higher license tax, since it marks the greater dam
W. E. Dunn ] ELECTRIC RAILWAY JOURNAL [505
age done to street surfaces by motor bus opera tion realizes the result herein predicted. But if
tions. elimination of disastrous jitney competition with
What will be the future of the jitney if sub the street railway were not effected by the indirect
jected to these necessary regulations and justifiable method of regulation, would not its elimination by
tax burdens? The experience of the cities which more direct action be sound public policy and a
have tried the experiment, as well as the objections valid legislative act? The necessity is now recog
raised in other cities where such restrictions are nized by public utility commissions and legislatures
proposed, predict the speedy disappearance of the of protecting established utilities rendering ade
jitney as a substantial competitor of the trolley quate service to the public by preventing the entry
car. All competent investigators have agreed that into the same field of rival utilities whose competi
there is little if any margin of profit for the jitney, tion could not substantially benefit the public and
even when operating without regulation or special would be disastrous to the existing utilities. The
taxation. The cost of meeting even the minimum duty of the public to afford such protection to an
of requirements imperatively demanded by the pub existing utility may be justly claimed as an essen
lic interest must prove prohibitive of continued tial complement of its asserted right to measure
operation of motor buses with a nickel fare. out the burdens to be borne by such utility. The
There should be none to mourn this result. Even principle of public policy and regulation thus recog
the would-be jitney operator is saved from a loss nized would seem clearly to justify legislative ex
rather than deprived of a profit. And the com clusion of the jitney bus where its competition
munity at large escapes the disaster which the jit might be disastrous to an existing railway system,
ney threatens by the reduction of street railway even if the jitney promised when fully established
revenues to the point where adequate service to the to provide a satisfactory substitute in service to the
public would be an impossibility and extension of public. But it is apparent that the jitney, as a
lines would mean bankruptcy. substitute for the street railway, is impossible, and
as an addition it is little better than a parasite
Public Utilities Should Be Protected sapping the strength and vitality of the railway
This vital interest of the community in the service, and giving the public nothing commensu
triumph of the street railway over the jitney bus rate in return. Wherefore, if the jitney does not
suggests another interesting problem, but one voluntarily withdraw from the field, public interest
which need never be solved if appropriate regula- must ultimately force its removal.
 1 w

One Club in Los Angeles Railway Baseball League

Recreation and Welfare Work

for Los Angeles Railway Employees

The Employees' Association at Los Angeles Is Unusual in that
It Is Organized for Social Relations and Recreation Exclusively
By L. O. LIEBER
Electrical Engineer Los Angeles Railway and President Employees Recreation Association
THE climatic conditions in Los Angeles offer an up-to-date reading room well stocked with books
such favorable advantages to all kinds of and magazines are also provided.
outdoor sports and amusements that nearly Inter-departmental baseball has been encouraged.
all large organizations which employ great numbers The divisions have been provided with playing suits
of men have extended financial support toward and grounds for the development of this game.
creating or maintaining active interest in the diver We also have an active organization of our em
sity of pleasures possible to their employees. ployees, known as the Los Angeles Railway Em
Through its active heads of departments the Los ployees' Recreation Association. Its object is what
Angeles Railway has had a very decided interest the name implies—for the recreation of employees.
in the 4199 men on its staff. For some years the This association was inaugurated at a picnic at the
platform men have had recreation rooms located instance of the writer. The movement was heartily
at their respective carhouses where they are at approved by the management and unsolicited sup
liberty, while off duty, to assemble and enjoy bil port was rendered toward making each annual
liards, pool, cards, checkers, etc. Gymnasiums and picnic or banquet one of social betterment.

Sporting Features at Picnic of Los Angeles Railway Employees' Recreation Association

L. 0. LlEBER ] ELECTRIC RAILWAY JOURNAL [ 507

Comedy Feature at Picnic of Los Angeles Railway Employees' Recreation Association

Through the association's direction an organized $2,900 each, and the total outlay for the last three
band of more than fifty pieces has been maintained years averages $4,000 per annum. The only revenue
by the company from a beginning of four or five which comes from the members is through their
pieces. The weekly practice nights are well at purchase of tickets for special events.
tended as a rule and, as in the case of the baseball The first annual picnic was held at Redondo Beach,
club, all uniforms for the band were donated by Sept. 17, 1910. The morning events were of athletic
H. E. Huntington, president of the corporation. nature, such as races for men, women and children,
Occasional get-together smokers are held at the tug-of-war and inter-departmental baseball. In the
respective carhouses with the assistance of the afternoon, dancing and water sports were the chief
band in uniform, where good music, speaking and features. The winners of the sixteen events of the
smokes are enjoyed with a spirit of good fellow day received prizes, some donated by individuals in
ship by officials, employees, families and friends. the company and others by local merchants.
The company has begun to convert an unused The following picnics have been of like character
building centrally located into a suitable clubhouse except that one or more novelties were arranged
for the association, where it is expected that a for each occasion. Thus a "Cinderella" or "fit-the-
still closer bond of co-operation, unity and sociability slipper" contest and a "duck hunt" were features
will be developed. of the 1911 picnic; home-made vaudeville in cos
The association's officers and general committee tume, as illustrated, in 1912; egg and spoon and
are selected to embrace the several departments of obstacle races in 1913. In 1913, also, the band came
the railway. At this time the writer is president, to the fore with a pleasing program of popular and
Superintendent E. L. Lewis, Assistant Superintend classical music.
ent F. Van Vranken and Master Mechanic E. L. Increasing experience in giving the annual picnics
Stephens are vice-presidents; Chief Operator J. E. showed that the visitors would enjoy themselves
Bass is treasurer and Clerk T. A. Donahue is still better if they were not obliged to witness too
secretary. many contests. Therefore, at the 1914 picnic a few
The general committee consists of foremen and events were omitted to give people time to amuse
sub-foremen of the different departments and sev themselves in their own way.
eral others who are chosen at large. Membership It may be of interest to add that about two years
is open to all employees of the Los Angeles Railway. after the formation of our association, a similar
No dues are charged, nearly all expenses being body was formed by the Pacific Electric Railway,
borne by the company. For example, the annual which operates all interurban railways radiating
picnics alone cost the company from $2,600 to out of Los Angeles.

Band of the Los Angeles Railway Employees

 Electric Car Terminal of the San Diego Electric Railway

Handling Traffic to the Panama-California

Exposition at San Diego

To Provide Adequate Transportation Facilities a Neio Line Was Built
to Balboa Park, Which Previously Had No Railway Connections
By B. M. WARNER
General Superintendent San Diego Electric Railway
THE arrangements made by the San Diego As stated in the description of the terminal,
Electric Railway to transport people to and passengers alighting from either of the two lines
from the Panama-California Exposition have which serve the main entrance walk downstairs,
proved ample for safe, expeditious and comfortable from either of the two unloading platforms, under
service. The grounds are located in Balboa Park, the departure tracks and return to the original
which previously had no railway facilities owing level after passing through exit turnstiles. The
to its undeveloped condition. latter are used, of course, to prevent improper
We therefore constructed during 1914 a line run ingress.
ning on Twelfth Street from F Street to the main Passengers entering the cars by way of the single
eastern entrance of the exposition. This double- loading platform of 2000-passenger capacity first
track line was 1.5 miles long, and at the same time pay their fare by dropping the exact amount into
it served to complete a loop service embracing lines any one of ten turnstile boxes made by the Coin
already running on B Street, Third Street and F Machine Manufacturing Company, Portland, Ore.
Street, as shown in the accompanying map. The A change-making booth is available for those pas
new work was installed at a cost of $45,000, ex sengers who lack the exact fare. Under this
clusive of the $20,000 terminal described in the scheme, the passengers enter their cars in the
Electric Railway Journal for March 20, 1915. shortest possible time, the conductor being relieved
[ 508 ]
B. M. Warner ] ELECTRIC RAILWAY JOURNAL [ 509
of all work incidental to the collection of fares ex
cept the later issuance of transfers. MAIN
ENTRANCE Take CarsSeven or Eleven,
Q £ going in either direction, on
New Rolling Stock Third, B, F, or Twelfth
Streets, to Main Entrance of
PANAMA 0 Exposition.
To handle the extra business anticipated we CALIFORNIA \j
purchased during 1914 from the St. Louis Car EXPOSITION
Company forty double-truck center-entrance cars
50 ft. long over all. These cars differed from the p□□□
preceding type in being 6 ft. longer and having p a
By taking Cars Seven or Eleven n as.
ramped floors instead of a 5-in. riser at the edges to or from Exposition, the long p rirj nlti nji
of the well. In order to avoid accident from hav walkover viaduct at West Entrance
is avoided. Terminal of Routes
ing two types of car wells, the original twenty-four Seven and Eleven near Isthmus
center-entrance cars were rebuilt for ramp opera and center of attractions. ') □ □ □ rfo q|c
tion. The seating capacity of the larger center- -is t* Si 6 | fi fc
5 < ■» o u *
entrance cars is fifty-two passengers and of the
smaller forty-four.
During heavy service we operate the cars in two- San Diego Electric Railway Map, Showing
Direct Route to Exposition
car trains, always using exactly the same type for
leader and follower. We find that two-car trains directly to the main entrance. The same lines also
can be operated over the loading tracks at an aver serve the great concrete stadium which the city
age of one a minute without the least confusion. of San Diego opened on May 31, 1915. This stadium
It should be stated that the loading platforms are cost $150,000 and seats 30,000—one-third of San
long enough to care for three trains at a time, dis Diego's present population. Soon after the issue
charging or loading. The train connections are of this pamphlet in January we found that the
readily made with the aid of a Westinghouse auto No. 1 line, which required a three-minute service
matic type C coupler, which takes care of air and for regular business alone, was no longer loaded
coupling. For night service, however, a jumper with exposition travel.
for the lighting circuits is put in by hand. Gen
eral Electric type M K control is used with GE-201 Pocket Cards for Travelers
motors. For the general information of the public we
have also issued two pocket cards. One of these
Travel Data for Public
cards describes the routes which correspond to our
An interesting point in connection with the rout system of route numbers, the other names places
ing of travel to the exposition was the education of interest and how to reach them. The back of
of the riding public. With the original Fifth Street the second card also carries the schedule of the
or No. 1 line it was possible for the public to reach Coronado (Tent City) division showing the cars
the western entrance of the grounds by walking that make the local steam railroad connections.
over a bridge. Local riders, familiar with the Visitors are also aided by our uniformed street
territory, were especially prone to do this. We solicitor at Third Street and Broadway, who not
therefore issued a pocket folder the inside of which only directs people but is prepared to sell them
is exactly the same as the illustration already men tickets to various points of interest. In addition
tioned. This shows that Routes 7 and 11 are pre inspectors are stationed at different points in the
ferable for riding to the exposition as they go congested district.

Boarding Cars After Tassing Through Turnstiles Two-Car Train at the San Diego Terminal
 Economics of the Jitney Problem from a

Traction Company s Viewpoint

With Taxes Imposed in the Form of Licenses and Under Reason
able Regulations the Jitney Is Proving an Economic Impossibility
By C. N. BLACK
Vice-President and General Manager United Railroads of San Francisco

FROM the street railway company's standpoint and at the end of that period it will have a scrap
the most important question in connection value of $65.
with the jitney bus problem is unquestion- The cost for liability and fire insurance is the
ably the economic one. present cost of an insurance policy as required by
If it is financially possible under reasonable regu- the San Francisco ordinance. Taxes and licenses
lations to operate a five-passenger Ford automobile are based upon the present State and municipal re-
on the streets of any city, and carry passengers for quirements.
a 5-cent fare, the jitney bus has come to stay, and if It will be noted that the taxes and licenses amount
such is the case the sooner the street railway com- to what is equivalent to $6.75 per passenger seat,
panies realize the fact and adjust their operating while at the present time the street railway com-
conditions to meet this competition the better. Of panies of California pay to the State alone for taxes
course, this would mean the adoption of the Euro- an equivalent of approximately $20 per seat, and in
pean zone system or something of that character, municipal taxes, car licenses and paving mainte-
On the other hand, if it is not financially possible to nance there is an additional tax equal to approxi-
operate an automobile, even under the most favor- mately $30 per seat, or a total of $50 per seat, as
able conditions, and carry passengers for a reason- compared to the $6.75 paid by the jitney buses,
able distance, from 2 to 3 miles, for a 5-cent fare, it From the above it will be noted that the actual
is safe to assume that the jitney is a passing fad, daily operating cost of a jitney bus in San Fran-
which will die out within a comparatively short cisco is at least $8.28, and unless the gross earnings
time. equal or exceed this amount, or unless the driver is
Generally speaking, it has been found that, in willing to render his services for less than $2.50 a
those communities which have imposed taxes in the day, it goes without saying that the business is con
form of licenses, even approximately comparable ducted at a loss.
with those paid by the street railway companies, From numerous counts of the passengers actually
and other reasonable traffic regulations, the jitney carried by the jitney buses operating in direct corn-
buses have practically ceased operation. It would petition with the street railways in San Francisco,
seem, therefore, that even the apparent margin of it has been found that the average receipts are less
profit is extremely small. The words "apparent mar- than $7.50 a day. If these statistics are correct it
gin of profit," are used advisedly, because of the will naturally be asked how is it possible for them
fact that the majority of those who are operating to exist. In other words, where does the revenue
jitney buses have no accurate knowledge of the come from which the jitney bus driver is enabled to
actual cost of the service. This cost will naturally meet the deficit between the actual operating costs
vary to a greater or less extent in different cities, and the gross revenue derived from the business of
depending upon the character of paving, the topog- a common carrier?
raphy, the length of haul and the obstructions in It is unquestionably a fact that a certain percent-
the streets caused by other traffic. age, perhaps a small one, of the men operating jit-
In San Francisco the great majority of the jitney expenses op five-passenger ford makincT
buses operate on Market Street, and all of the con- Uaily operatin(r expen^sfILES PER DAY
ditions affecting the cost of operation, with possibly on^nd'erLses:.^. 1.° .cen.ts.per .8a"on ::::::::: *o'.i2
the exception of obstructions in the streets caused by Sner tubes oil
other traffic, are as favorable as can be found any- ^ghts g. . „ . ..^^ ..................... o.io
where Driver's wages 2.50
For a five-passenger Ford car making an average Total $5.92
Annual expenses and fixed charges : ,
of 125 miles a day, and operating 300 days a year, Daily operating expenses, $5. 92 for 300 days $1,776.00
Depreciation 4 50.00
the actual COSt IS very Close to $2,500. This COSt IS Garage and washing 120.00
. . Liability and fire insurance 96.00
made up as shown in the accompanying table. interest 15.00
... , . , , Taxes and licenses 27.00
The depreciation charge is based upon the assump-
. .... , , - Total $2,484.00
tion that the car will have a useful life of one year This is equivalent to $s.25 a day.
[510 ]
C. N. Black ] ELECTRIC RAILWAY JOURNAL
ney buses have been enabled to make a profit over Notwithstanding the inequities to existing indus
and above a reasonable driver's wage of, say, $2.50 tries, however, if the jitney is really an advance and
to $3 a day. The amount of $7 to $7.50 per day is furnishes additional transportation facilities, it will
probably more than the average jitney bus can earn become a permanent industry and transportation
even by operating twelve hours a day in direct com companies will have to meet the new conditions.
petition with the street cars, but there is another What are the advantages offered by the jitney
source of revenue available to him, viz., the field service?
occupied by the taxicab. When business is slack First—As claimed by the operator of the jitney bus, a
along the lines of the street railway the jitney turns ride in a comfortable conveyance, on upholstered seats,
to the taxicab business and by furnishing the service in the open air.
Second—A material saving in time required to reach
at one-half, or less, of the rates charged by the taxi- the rider's destination.
cab from $2 to $3 additional revenue is picked up. Third—Frequency of service.
Of course, this is possible only by reason of the fact The first may be considered as more or less of a
that the operators of these cars are permitted to passing fad and is largely dependent, as far as com
choose their own route, and that they are sole fort is concerned, on weather conditions.
judges as to the service which they shall render. The second is partially true as far as the person
Should they be required to operate over a fixed route, patronizing the jitney bus is concerned, but, and
under a given headway and for a specified number this from the community's standpoint, is a most
of hours a day, the combination service now ren serious objection. While the rider in the jitney is
dered would be practically impossible. All street enabled to reach his destination in a few minutes
railways are limited to a prescribed route, and, gen less time, the riders in the street cars, who number
erally speaking, they are not permitted to change at least ten to one jitney rider, are delayed very
their routes without municipal permission. materially by reason of the congestion of traffic on
those streets over which the jitney buses operate.
In other words, the convenience of the many is
sacrificed for the convenience of the few.
It would seem, therefore, that frequency of serv
ice is really the only advantage that the community
as a whole derives from the jitney bus, and this is
far more than offset by the many disadvantages,
such as additional hazard to life and limb to pedes
The Double trians and others using the streets and to the cur
Loop at the Foot
of Market tailment of existing street railway facilities in the
Street, the Most outlying districts, which will surely follow any gen
Active Street
Railway Center eral introduction of the jitney in any community.
on the Pacific In conclusion, it is evident that operating under
Coast
the most reasonable regulations, the jitney bus is
an economic impossibility, and that it can exist only
if permitted to operate under practically no tax
burdens, and at the option of its owner or driver
as to routes, frequency of service, etc.

HUii r '

♦IF
 United Railroads Front-End Fare Collector at Work

Front-End Fare Collection Improves

Service at San Francisco

Three Years' Operation with Front-End Collection Has Demon
strated Its Value in Relieving Congestion and Improving Car Loading

By HENRY T. JONES
General Superintendent United Railroads of San Francisco
LIKE most other city railways of the United Of course, the prime essential in avoiding or
States we are blessed with a number of minimizing congestion is to use every possible
J traffic knots or congestion points. The prin means to obtain quick loading. Our cars are all of
cipal one in San Francisco is at the Market Street prepayment type, both the front and rear platforms
ferry, where nine lines of the United Railroads being from 5 ft. 4 in. to 6 ft. 3 in. over all with a
and four of the Municipal Railroads come in over railed entrance aisle of 36 in. on the platform. The
a double-track loop. In addition, this locality is the steps are of moderate height, and, since the cars
gathering point of hundreds of jitneys, sightseeing are of California open-end type, there are no bulk
vehicles and the various hotel buses and taxicabs head doors at the ends. In spite of this easy access
to meet the incoming travel from the East. In construction the use of prepayment collection by
short, the Market Street ferry has the peculiar way of the single aisle at the rear platform alone
although undesirable distinction of being the great was too slow to meet our conditions. Thus the
est local and foreign traffic channel in the world. average time for loading a car with sixty-five peo
At this place we handle cars on less than a thirty- ple was as high as sixty seconds, thereby seriously
second headway, and for short periods even on a handicapping the uniform movement of cars over
fifteen-second headway. the loops.
Other places where traffic congestion occurs are As we did not want to lose the benefits of pre
at our safety stations or isles along 1 mile or so payment fare collection we decided in 1912 that
of Market Street, at the exposition grounds, at the the best way to secure the quickest handling of
top of Fillmore Street hill, at the Third Street passengers and still retain the prepayment feature
depot of the Southern Pacific Railroad, etc. would be to employ front-end fare collectors as aids
[512 ]
 Henry T. Jones J ELECTRIC RAILWAY JOURNAL [513
WCU5 «lll»MB f Ua >f»rt«| to the regular conductor. These men, of course, win m« -MM w %m mtrntt
SUTTER ST. are stationed on the street so that the same man TRA CONDUCTOR'S I
collects fares for the successive cars that come TRANSfER
through during the rush hour. In this way the en >. M. | OUTIOUWP | A. M.
P.M. INBOUND A. M.
| CI fMi tm <« M IM tire width of the front platform is made available Ilis; M Mi «i « xrl }f
r^ftJMi H4wlnlll*lu^M for entrance in addition to the entrance aisle at
• Uf M.t»»i» —miHk>ik |
em I. met the rear. The time of loading a car with sixty-five itn. L nm
n passengers is thereby cut down to the point where a 3
fifteen-second headway with prepayment is practi i Ivwrti. Ccndurlw
cable. Furthermore, as passengers enter from both W'ffMi StMy SUtion mi
ends the cars are evenly loaded. i5jM»rto St, or from
The men employed for front-end collection are Wry f«,Otftb»wrtl Valj
our most experienced conductors, chosen especially
for their quickness in fare collection and for their 30'»5t1»t
ability to direct passengers to the proper routes.
45ttf i
For Market Street alone we may require as many
as seven men, while at safety stations long enough MufJtUiNKMtaf
to accommodate two cars we use two men. In all WTBtSTCTlW NO, rt. «l
we employ from ten to twenty collectors, all in ybt an mm iu
liMi rttvutor u >
evening service between 4.45 and 6.15 o'clock. XHAHK UW TR/WSfH.
Each man carries an International portable reg or (ooo on oa« JT
ister. He rings up each fare as collected, the same
showing as a large figure on the front, while the
totalizer indication is on the back. No record is TfPMINAL
made of the fares collected for individual cars. In ts CHCRCINCY
ITS
the meantime the fares received by the conductor
on the rear platform are dropped in International
Regular Conductor's Transfer or Johnson counting fare boxes, except on those Extra Conductor's Transfer

The New Type of Market Street Safety Station, San Francisco

514 ] ELECTRIC RAILWAY JOURNAL [ Henry T. Jones
lines where fares are collected by hand and then contained a means of separately totalizing the col
registered on International machines by means of lection of the successive cars.
a foot plunger.
Special Transfers
Difficulties in Accounting In order to relieve the regular conductor from
Of course, from the accounting standpoint the distributing transfers to passengers who enter via
non-segregated registration of the front-end col the front way, the collectors are supplied with
lectors is a disadvantage in not knowing the exact transfers of the type illustrated. These differ from
intake per car or even per line. So far as crediting the regular transfers in that they do not bear the
each line is concerned, this is readily cared for by name of any issuing line, but do show the names
the accounting department, which assigns to each of the connecting lines on which they are valid
route its due pro-rata. The pro-rata, of course, within the time punched. One feature of the trans
can easily be determined by using the morning fer issued on the car is that it shows the transfer
rush-hour receipts as a guide, since the passenger intersections in order, thus serving as an effective
who goes out in the morning must come back in the aid to the stranger who is watching for his trans
evening. The only weakness is in the difficulty of fer point.
checking conductors unless the inspector rides on On the whole, nearly three years' experience has
the car for a considerable distance to watch pick-up convinced me that no more effective means than
traffic. It should be borne in mind, however, that front-end collection could be devised for reducing
the great bulk of the fares is taken at the street congestion at so small an expense. Any company is
collection points where accurate inspection is easy. warranted in giving it a thorough trial before going
The system would be ideal from the checking stand to the cost of building terminals in downtown
point if the register of the front-end collectors districts.

United Railroads Low-Floor Car with Longitudinal Seats in the Center Closed Section and Cross-Seats in the End Sections
 Tke Development of a Ligkt, Low-Floor Car

for San Francisco

By JESSE M. YOUNT
Master Mechanic United Railroads of San Francisco

The Latest Car Developed by the United Railroads Is the Low-Floor Type

THE earliest type of electric car for San motor and truck equipment. This led us to adopt
Francisco was the double-step, open-end for future cars the 24-in. wheel truck with the baby-
California design, that is to say, a car type, high-speed motor and 10-cu. ft. compressors.
with a central closed section fitted with longitudinal By these changes alone we cut down the weight of
seats and open-end sections also fitted with longi the under-body equipment approximately 10,900 lb.
tudinal seats, the steps running the full length of While the greatest reduction in weight came
the open section. through changes in equipment under the car body,
The first advance, made in 1904, was to eliminate we also made a closer study of car-body framing
the full length steps of the open sections, regular and fittings. Among the changes that followed were
length platform steps being placed near the ends of the elimination of composition headlining, leaving
the closed section. Following this, in 1906, the the roof boards exposed ; the size of carlines was
California design as such was superseded by a very much reduced and the center line of the arch
closed, open-platform car similar to those long used roof was lowered 3 in. ; the length and width of the
in the southeastern part of the United States. This car were not altered from the dimensions of the
design proved unpopular because a large number of 1913 type, but the platform construction was
Californians prefer to ride in the open all the year changed to avoid a riser from the platform into the
around. In 1913, therefore, we returned to the car body. We are now using a ramp which is in
California type except that a drop platform was clined upward 4% in. within the 8-ft. length from
substituted for one flush with the main flooring. the platform edge to the bolster line. This was ac
The 1913 car was much wider and longer than complished by offsetting the end sills as described
the early California type. It has proved so popu on page 1016 of the Electric Railway Journal
lar with the riding public that it has been adopted for May 29, 1915.
as standard by both our company and the San The results of the most recent improvements
Francisco Municipal Railway, contrary to earlier may be summarized as follows: We now have a
recommendations made to the latter by its consult car 47 ft. long, 9 ft. 2 in. wide, furnished with
ing engineer, Bion J. Arnold. Nevertheless, this four GE-247 35-hp. motors, seating fifty people
car with standard equipment was heavier than what and weighing 34,180 lb., or 683 lb. per passenger.
our management considered desirable for San Fran This compares with a car of the same dimensions
cisco conditions. We therefore set about to see weighing 49,000 lb., or 980 lb. per passenger.
what mechanical and electrical improvements were Probably no other city in the United States needed
possible to retain all desirable features while mak a light car so much as San Francisco, for on ac
ing the car lighter, easier of access, safer and count of our many grades the average energy con
cheaper to operate. sumption per car-mile greatly exceeds that of other
Naturally, much of the excess weight was in the cities.
[ 515]
 An Unexpected Vacuum Application

Use of the Vacuum System for Cleaning Cars

m San Francisco
Vacuum Apparatus Has Replaced Hand Sweeping and Dusting at Two Car-
houses with Noticeable Improvement in Cleanliness and Reduction in Cost
By F. W. ALLEN
Division Superintendent United Railroads of San Francisco
ON Aug. 14, 1912, we made our first instal and one-quarter minutes per car with vacuum
lation of a vacuum outfit for car cleaning, and eleven cars averaged twenty-six and two-
the equipment being placed in our Geneva eleventh minutes per car by hand.
Avenue carhouse. The very first work indicated Type 1700 Cars—Six cars averaged eight and one-
the superiority of the vacuum process over hand third minutes per car with vacuum, and five cars
work, both in speed and quality, and the results averaged twenty-four minutes per car by hand.
since obtained with experienced men have proved Type 1300 Cars—Six cars averaged six and two-
still better. The initial tests of Aug. 14, 1912, for third minutes per car with vacuum, and seven cars
sweeping and dusting showed up as follows for averaged twelve minutes per car by hand.
vacuum and hand operation respectively: Continued experience with our vacuum cleaning
Type P & W Cars—Five cars averaged fifteen outfit has proved to our satisfaction that it is the
and one-half minutes per car with vacuum, and a most efficient method of cleaning. Brooms and
second five cars averaged twenty-five and one-half dusters merely agitate the filth and cause it to
minutes per car by hand. lodge in another part of the car after the agita
Type 1200 Cars—Twelve cars averaged eleven tion ceases; whereas the vacuum cleaner takes out

Method of Getting Hose Into Car Vacuum Hose and Fittings for All Cars
F. W. Allen ] ELECTRIC RAILWAY JOURNAL [ 517

Rubber Nozzle Attached to Hose for Removing Dust from 6.5 Hp. Machine Complete with Motor, Vacuum Producer and
Controller Fingers and Segments Separating Tank
of the car all dust, dirt and insects. Furthermore, fact that the old method of hand cleaning required
while the cleaning is going on, the car is getting the services of nine men whereas the vacuum
more than 100 cu. ft. of free air per minute. When cleaner has enabled us to dispense with three men
the job is done the car floor looks as if it had just for nine months of the year. An extra man is put
been scrubbed with a mop. The car cleaners like on only during the rainy season when there is much
the machine, too, as they lose no working time from mud. The annual saving in labor is $1,980, and
breathing dust and becoming ill in consequence. allowing $20 a month maintenance expense, the an
Our first equipment was placed in daily opera nual saving, exclusive of fixed charges on first cost,
tion on Aug. 15, 1912, and it required no attention is $1,740.
at all until Sept. 27, 1913. The apparatus com I might add that we have altered the original
prises but one 6.5-hp. motor-driven 3500-r.p.m. fittings in only one respect, namely, in replacing
machine of Tuec type, made by the United Electric bristle brushes with felt, as the latter material is
Company of Canton, Ohio, and San Francisco, Cal. much more effective for going over both plain
This machine supplies four 1%-in. lines of hose at floors and maple strips. The felt also costs us but
one time, an intake of 80 cu. ft. of air per minute 35 cents to 40 cents compared with $3 to $4 for
being required at the nozzle of each line. We the original brushes. We also modified the alumi
handle with this machine ninety-six cars in a nine- num nozzle connection to the brush by using a less
hour day, but if required the machine could handle abrupt angle. The consequent absence of an offset
250 cars in twenty-four hours. prevents matches, toothpicks and similar objects
The installation cost of the plant was about from fouling the nozzle.
$1,500, while the maintenance cost has averaged Owing to the satisfactory results obtained with
but $20 a month, inclusive of hose and tool replace the Geneva Avenue equipment, a duplicate outfit
ments and repair. Its economy is shown by the was placed in our Twenty-eighth Street carhouse.

1 n

Old Hand Broom Method of Cleaning New Vacuum Method of Cleaning

 Improvements m Transit Lines to

Handle Exposition Traffic

Transportation to the Exposition Is Ample—Front-End Fare Collec
tion Has Proved Especially Helpful in Accelerating Car Movement

ByT. A. CASHIN
Superintendent Municipal Railways of San Francisco

San Francisco Ferry Building from the Bay

WHEN the question of electric railway miles. This work, including additions to the Geary
transportation to the Panama-Pacific Street carhouse, a new carhouse at Seventeenth and
International Exposition came up dur Hampshire Streets, track connections and 125 new
ing 1913, the only means of reaching the grounds cars, cost about $3,000,000 in all. An important
was by the Fillmore Street and Peak Street lines of feature toward avoiding heavy grades was the ac
the United Railroads of San Francisco. These two celerated building and completion of the Stockton
routes, however, could not furnish the most direct Street tunnel, a project which had been in hand for
service from the principal centers of population. several years.
One reason for this condition was that the exposi Before the exposition, we had only forty-three
tion grounds were located along a previously un cars, just enough for the Geary Street line.
used waterfront. In fact, a large part of the ex Toward the end of 1913 contracts were let with the
position is on made ground. Jewett Car Company, Newark, Ohio, for 125 cars
As the United Railroads and the California of California type and substantially similar to the
Street Cable Railroad considered the city's fran latest design of the United Railroads of San Fran
chise provisions for extensions prohibitive, the cisco. These cars seat fifty to fifty-two people each.
municipality undertook to build the necessary routes
Employment of Additional Men- -Front-End
as permanent extensions to the system which had
Fare Collection
begun with the Geary Street line. This meant an
increase in single track from 15.08 miles to 41 The exposition travel also compelled us to em
miles. This total, however, includes the old Pre ploy about 400 extra platform men, eight front-end
sidio & Ferries line which comprised 7.14 miles. collectors and sixteen inspectors, thus increasing
The total amount of new track was therefore 33.86 our transportation force from 375 to about 750. I
[518 ]
 T. A. Cashin ] ELECTRIC RAILWAY JOURNAL [519 |{
i
might add here that the use of front-end collectors, large proportion of strangers. On some days we
with San Francisco registers, has proved exception carried 225,000 people without serious mishap.
ally beneficial. This practice not only speeds up It is a peculiar fact that the stream of travel |i
fare collection and the loading of cars, but causes within the exposition grounds does not take the
strangers to direct their inquiries at the collectors course almost everyone expected. It was the gen
on the street rather than blocking car platforms eral belief that most visitors would enter via the
while talking to the conductor. The front-end col main gates at Fillmore and Scott Streets, on Chest- i\
lectors also act as starters. At the main gates of nut Street, the thought being that they would see
the exposition the use of front-end fare collectors the large palaces first and then leave through the
enables us to keep the cars on headways of fifteen zone section. In practice the use of the gates has
seconds and even less. not followed any definite course. Both the United
Owing to local charter provisions all employees Railroads and the Municipal Railways have found,
had to be hired by way of the civil service. The therefore, that the terminals built at Van Ness
nature of the educational and physical examina Avenue and Fort Mason respectively were not en
tions for platform men and inspectors has already tirely necessary, especially as the front-end fare col
been detailed at length in your issues of Sept. 5, lectors do so much to speed up the traffic.
1914, and Nov. 14, 1914. Out of 3000 applications A most agreeable surprise of exposition travel is
for platform jobs, 554 men passed the final examina that the visitors straggle in and out of the grounds
tion in arithmetic, rules, etc., as motormen and 633 leisurely, so that peaks are handled with more ease
as conductors. Of the 140 candidates for inspec than in the ordinary American rush hour.
tors, not more than seven passed the quiz of De Outside of the service given by both street rail
cember, 1914, but fifty-six passed the examination way companies, the San Francisco-Oakland Ter
held in April, 1915. All platform men work an minal Railways gives a direct rail and ferry service
eight-hour day and receive a minimum of $3, or from its territory, so that patrons from Oakland,
37.5 cents an hour, with time and one-half for over Alameda, Berkeley and other transbay communi
time. Inspectors receive $115 a month with one ties can visit the exposition without using San f
day off per week. Francisco cars. On special days the Northwestern
In the original examination for the first Geary Pacific Railway gives a similar service from Sausa-
Street men and in the December, 1914, and April, lito. In San Francisco itself the street railways
1915, examinations the employees were all experi- have to compete with 10-cent jitney service and 10-
| enced railroaders. The second of the later examina cent double-deck bus service. The number of jit
tions, however, brought a great majority of inex neys running to the exposition is about 125 and the
perienced men. The reason for this was that we number of buses about a dozen. It is an illuminat
made a large reduction in the credit for experience. ing fact that some of the buses came from Los
This brought the desired increase in younger men Angeles and other towns where they had failed to
and better physique. About 400 of this class are pay in every-day transportation. Thus, with the
now at work. various sources of competition enumerated, not for
We have been very fortunate in regard to acci getting the private automobile, the street railways
dents, in view of the fact that new men have been are having no difficulty in handling all the business i|
j dealing with a riding public which naturally has a they can get. X

il

Municipal Railway Car at the Scott Street Entrance to the Exposition

 Red uction in Power Cost Effected by the

Use of Coasting Recorders

The Greatest Value of Car-Checking Devices Is Declared

to Be the Improvement in AU-Around Work of the Men

ByW. R. ALBERGER
Vice-President and General Manager San Francisco-Oakland Terminal Railways

THE use of the Railway Improvement Com men many other points in connection with economi
pany's coasting recorders on the cars of cal and safe operation of cars are naturally brought
the San Francisco-Oakland Terminal out. Our records show very clearly that motormen
Railways has resulted in a very satisfactory de with good coasting records also show good records
crease in the cost of power consumed in operating on other matters as well. It seems quite evident
cars. By this I do not mean to say that the mere that the fact that a motorman's performance is be
installation of the coasting recorder has resulted ing recorded tends to keep his mind upon his work,
in a saving of power, for such is not by any means to the end that he not only secures a good coasting
a fact. Reduction in consumption of power has record but handles his car better in every way and
been brought about through the use of coasting is much more alive to the safety of his passengers.
recorders in enabling the company to keep a record If the coasting alone were the result of the installa
of the performance of its various motormen and to tion of recorders I would not feel that they were
keep all concerned advised as to the efficiency of entirely successful, but the general improvement in
each man. the efficiency of the motormen of this company
The desirability of some method of checking the since the installation of the recorders convinces me
performance of motormen has been recognized for that this method of checking motormen is an ex
some time. Electric railway companies have, with ceptionally good one, and I believe that there can
out exception, spent large sums in various devices be no question whatever as to the desirability of a
for checking conductors in the handling of fares check upon the performance of motormen.
and transfers, but very little has been done toward The cost of power used by this company for
the checking of motormen who are handling equip operation of cars has been decreased from 15 per
ment worth many hundreds of dollars and who are cent to 20 per cent since the installation of coasting
also responsible for the lives and safety of their recorders, in addition to which there has been an
passengers. Any device which would enable the appreciable reduction in the cost of brakeshoes and
officers of a railway company properly to check and also in the cost of maintenance of electrical equip
keep track of the performance and efficiency of ment. All of this, I believe, is due to a more care
motormen is, in my opinion, a most valuable ad ful and more intelligent handling of equipment by
junct to the economical and safe operation of elec our motormen, which improved handling is due to
tric railways. an awakening of their own ambition to make good
It can be scarcely expected, under the limitations records, as well as to the general instructions which
of human nature, that a man will be as careful and they have received in connection with the special
conscientious in his duties knowing that there is no instructions regarding coasting.
check whatever upon his actions as he will when he As stated before, the rflere installation of coasting
is aware that there is a careful watch kept upon recorders will not alone produce results. A constant
him, and that his superiors will know positively follow-up course and constant supervision and in
whether or not he is exercising due diligence in the structions to motormen are necessary. Without
discharge of his duties. Hence the benefit to be question all electric railways spend considerable
derived in the use of the coasting recorders is not money on inspectors for motormen, and it is my be
entirely through the operation of the recorder it lief that reports secured through coasting record
self—it is through the securing of reliable informa ers act as a guide to the inspectors, giving them the
tion by the instrumentality of the recorder as to the necessary information as to what motormen need
manner in which a motorman is operating his car instruction and the sort of instruction required.
and in his own knowledge that his record is re The expense of maintaining recorders and main
ported to and closely scanned by the officers of the taining the office force necessary for keeping the
company as well as by his own mates. records and making reports is nominal and should
The experience of this company has been that in not in any way be considered in connection with the
keeping the principles of coasting before our motor- benefits derived.
[ 520 ]
 909. HOPKINS STREET LINE- DAILY EXCEPT SAT. &. SUN. 909.
In effect June 14 1915 Central District, Route 19
LT.U.B. lertniuus
lUu fCot 801) _ 9 N ■ - 2.60 -4.00801 2' 1 1.1la >
1 A. M. fctb A»a. 5,3V 0.00 0.3V 7.00 (LOU WW
8.89 D.S9 law
laso 11.00 12.80 LOW
11.80 12.00 L30 p.m.
2.00
B.J0 8,00
3.80 4.30 5.16 6.40
CL9
0.49 7.1'
7.51 e-.l'
0.61 V.18
0.61 laio
la61 UM
11.51
12.21
12.49 A.M.
In I . ■I LOS - 2.1» - a.10
HL 80.'!
2 A.0.10M. IS3itb1 Wuh, Aro. I Ciiy_
0,11) 1| 7.10
7.40 8.19 luy
8.49 9.49 laly 11.10 12.10
UUQ 11.41' 12.40 Ml1 cn L10 2.40 3.49 4.49 5.23
4,10 tf.67 0.*0 7.31
0.60 B.03 H.31
0.O3 0.31
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11.69 1120
A.M.
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6.55 -555-
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: 11
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4.56 11 At*. m; 5.47
an U43
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ha v. 3us 0.4'J '108 - 1.3'.- p.m. - 3r« Su6
C A.5.6511. 1336thi «Mh,At*. .7.49 8,40 9,40 iii.49 11.1V 12.40
Lie 2.1' 1.1'JJ a.40
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San So. "MO"
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7 A. M. 35th At*. 6,59 nub. 0.59 7,59 8,40 ujo la4o JLA 12^9
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A.M.
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5.07
8 35th Aic 5.41 O.J0 7.02
P.M.
13th Ave. £ outh
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0 A.CMM. nib leib .Nu. S>L 3u6^ N.* no. i mlu.
7.00 8-05 M. - i). ■ LE - 314 Jl. 314 CI M.
<■.?,«
bi. J.U Da ——— 0.31 0.41 !
C64
P.M.
Tlm« Du« on
12 Minute TIom Dm ua
10 MlnuU Time Pi IdU Ko-1
Put (Oof TtnM Du» on
Tim* Tim* Tina 10llW'l'
Mloutc
H I 43 " "

20 10 00 5'', 09 1j
_6;nepti> of Ku&s. !: , ; at Cent. Ou SU. Special lmtruotloDi.
aOO out 5.1'. on.\. 51.blockl.lwk 1. of! 2.59M. LnP.M.l.i A
801 r*la CIO
?J02 out »00 A.M. block 1 2,atoffSJ1»2.09P. P.JU. to On slnjlj can
uutvartl
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trarV Inward
rule caf^i
cars *1USt,prm-onl 7'.'on tluiai mpcrloi
If tb« E*a*T~
8114.68
Cund.+P.M.out block 6, In 7.02
0.59 A.M. block P.M.
9 off tiuin 12,00 to Ulock
Out SbVnal ibo«i
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Lelr refulef awet bu
L.40 In a. 0.54 P. M. ,ot nuul,
Mot. r«U 006 on block_ 6 H 0.40 1. M la (L54 F. thelt tlino and wait one ml&uto ore
clear0b*crir
blockaloselj
. uIm 253 k 200
wait 5"minute* at t»a«tl«if pulnu k proceed "
uunable
preocTibatl
lo makehj rula 90 Outward oon If
fint lut oar, eicej.1 lear)D| time from
t»e tlie No. .,r Bluw runulnj tlm. lcar:r!K'
'Wuh. 3t. from 6.07 to 6.19 P. M. Inc. 1 leailnf
rith A».-. from 4.39 to 0.1i V, M. Inc. U:> r.. ,.

Construction of a Day Table. Showing Crews Handling a Given Car (Block Number),
Use of Two Sets of Time Points, Explanatory Notes, Etc.

Time-Table Practice of the San Francisco-

Oakland Terminal Railways

By U. S. SLITER
Efficiency Superintendent San Francisco-Oakland Te rminal Railways
k S so little has been published on the sub- Oakland Terminal Railways we can rely upon their
/\ ject of time-table practice on the Pacific figures. We are, therefore, using very few checkers
/ \ Coast, operating men from other parts of since the traffic slip illustrated was introduced.
the country may be interested in our method of From the information obtained in this manner,
planning schedules to compare it with their own. traffic charts are prepared on 7-in. x 10-in. cross-
The information for the schedule is based upon section paper, convenient for filing. These charts
traffic data derived from special traffic counts ob usually show a whole day's performance of a line
tained by checkers who are stationed at various in half-hourly or hourly periods, together with the
points along the line at important intersections, as number of cars operated, headway, seating capacity
well as from conductors' trip cards or from traffic and other information that may be desired by the
slips. Trip cards, of course, show the total busi transportation department to show at a glance all
ness of a line, whereas the traffic slips and checker the traffic conditions of the line so that loss of
reports show the amount of travel at selected points, revenue will not ensue because of ignorance or hasty
which travel is of special importance in showing conclusions in making alterations in schedules on
the changes in the maximum load at given points. account of changes in business.
We find that the traffic slip is the most popular One of the prints reproduced shows the number
method of securing the necessary information when of cars in service, by hours, on a typical week day.
a change of schedule is contemplated, and the direct Our morning peak on both divisions is from 7 to 9
saving is appreciable. Because of the high class o'clock and our evening peak from 4 to 7 o'clock.
of conductors employed by the San Francisco- During these periods 40 per cent of the total traffic
[521]
522 ] ELECTRIC RAILWAY JOURNAL [ U. S. Sliter
is handled. On the Key division the transbay travel i—'
to San Francisco represents about 20 per cent of 315
MO)
the total ; commuter travel on the Key division alone 'J05
represents 40 per cent of the traffic on that divi- ■ 225- ;io —
S 210- — T< tal
son, or 8 per cent of the total. The mid-day travel o m- ✓
S 180-
begins about 1 o'clock and increases until 3 o'clock, j!u 105- 150- r riu r. ion Di riiion
due to shoppers and pleasure seekers. g 135-
■ 120-
» 105-
Our runs are divided as follows : straight day, 29 / i— —,
per cent; straight night, 35 per cent; swing runs, ' I iV.
36 per cent. Only 4 per cent of the swing runs are >iv .10 ' — -- — ....
divided into more than two parts. The time per » 10 11 12 1 2 3 4 5 0 7 0 10 11 11 1 3
Hoar
run averages nine hours and forty-five minutes a Variation in Oar Requirements from Hour to Hour
day. Swing runs are laid out to give a man at presented in the center of the table. The last two
least twelve hours between his last run of the day sections of the table cover the same information for
and the first part of his run the following day. west-bound trips. It will be observed that two sets
All trainmen, on both the Key and Traction divi of time points are used; one corresponding to a
sions, are off duty one day each week, a sufficient twelve-minute headway and the other to a ten-
number of regular crews being assigned to relief minute headway. "No. 1 Fast Time" and "No. 2
runs so that all men are relieved regularly. Slow Time" at the immediate right and left of
A typical week-day time-table, reproduced on page the time points in the center of the table show
521, is that of the Hopkins Street line. In the running minutes between the time points and total
first place it will be noted that the first column minutes from initial leaving point. "Slow Time"
carries nine hlock numbers. Each block number is used when it is necessary to run at a lower rate
represents a car, but the time that this car is of speed during the rush-hour period as desig
handled by successive crews is indicated by the run nated in the last paragraph under "Special Instruc
numbers written horizontally across the table. tions." A comparison of scheduled leaving times
The second column shows the time the car of each and actual running time will show that lay-overs
block number was taken out of the station. The up to three minutes are provided. At the base of
third column shows the terminal, and the following the table synopses are prepared for the convenience
columns except the last show the scheduled leav of those interested. For example, a crew can
ing times at the terminals known as Thirteenth see off-hand just what it is expected to do through
and Washington Streets and Thirty-fifth Avenue. out the day. The rest of the table shows the total
Spaces are provided over each group of time fig car-hours, total cars, total runs, etc.
ures to show when the crews are relieved. The last The time-table described is for use daily except
column, of course, shows time in at car station. Saturday and Sunday. On account of the variation
Below the schedule of the Hopkins Street line in traffic conditions on Saturdays and Sundays, as
and its Thirteenth Avenue branch will be found compared with week-days, a different schedule is
a detailed table of the time points and running used for each of these days on most of our lines.
time. The first two sections of this table applying Saturday peak-load conditions remain about the
to east-bound trips show the motorman at what same as other week days, but we find it necessary
minute past the hour he should pass the time points to extend the tripper service, and also to allow the
closer headway to operate to a later hour on con
D«te__ JSI. gested district lines to meet the increased travel
tine. Run. during the evening.
Sunday morning travel does not warrant tripper
Conductor_ Badge
Showing Actual Number of service except for baseball or special events. The
comparatively light business enables the company to
Passengen on Car at lengthen the headway during the forenoon, which
partially offsets the increased expense caused by
LEA\
Tin INC A.M. Number
Trip Leaving Point or ol Remarks the additional cars operated for Saturday traffic.
Hour Minute P. M. P*Menr*n In compiling our time-tables the information is
arranged to provide for cutting and filing in a uni
form manner. On the left-hand margin of the
* 4 ^^"^1 schedule in its original form, circles are used
to show where perforations are to be made, and a
short line appears at the left to show where the
Thl* T.«fnc Slip m ut be turned in, on completion of day's work, at Car Station sheet should be cut so that the information will be
Traffic Slip Turned in by the Conductor conveniently divided on all pages of the schedule.
 San Francisco-Oakland Terminal Railways

Way Standards

By GEORGE H. BINKLEY
Chief En gineer Maintenance of Way and Structures Department

l'ier Terminal Yard, Showing New Construction with 2-Mile Fill

THE San Francisco-Oakland Terminal Rail and the space around the drain is filled with clean
ways operate a system of tracks in nine crushed stone. Where concrete is to be used for
municipalities and two counties on the east the track foundation, a strip of roofing paper is
side of San Francisco Bay with a ferry connecting laid over the drainage ditch in order to prevent the
the East Bay Cities and San Francisco. All of the wet concrete from filling voids in the stone sur
cars are operated by electricity, but some of the rounding the pipe. Where practicable, a power
lines are doing a strictly street railway business, roller is used to roll the subgrade, but in some
while others are in the nature of interurban lines, cases, owing to the presence of service pipes near
handling both freight and passengers, requiring the bottom of the trench, it has been necessary to
track construction for M. C. B. equipment. use a light horse roller.
Owing to the requirements of so many munic
Concrete Foundations
ipalities and the varied character of service, it
has been impossible to adopt standards of construc For some years past, concrete beam construction
tion to apply to the entire system. Generally speak in different forms has been used to some extent,
ing, the recommendations of the American Electric but in recent construction a 6-in. concrete mat has
Railway Association have been followed in the con been laid, the concrete for all track construction be
struction of tracks and paving. ing a 1-3-6 mix. Where the density of traffic is
so great that it is not practicable to remove track
Excavation and Drainage in order to place a concrete mat, from 6 in. to 8 in.
Trench excavation as a rule has been made by of stone ballast is placed under the track and thor
hand, loading material on cars or wagons, but re oughly grouted.
cently good results have been obtained by using a Material for concrete is hauled to the street by
Brown hoist and a small steam shovel, materially cars. The concrete is mixed by an Austin two-sack
reducing the cost of loading excavated material. cube mixer, operated by steam and burning oil.
Where a trench is located in the streets, it is the This machine is mounted on wide-tired wheels, run
custom to scarify the macadam surface. ning on the street. The mixer is charged with a
Most of the tracks are laid in a clay soil, and one-sack batch, but when laying paving foundation
because of the character of the soil it has been under traffic, and the machine cannot discharge
deemed advisable in all recent work, whether under during the passage of cars, a second batch is mixed,
a concrete mat or stone ballast, to install a drain so that as soon as the car is clear the machine dis
tile connected with the city sewers. Most of the charges two batches, thus materially increasing the
drain pipe installed is 4-in. farm tile, but in one output of the machine. There has never been a
case second-class vitrified conduit was used. Most time when it was possible to have trench or track
of the tiling is laid under the center of the space work completed far enough ahead to work the mixer
between the two tracks. In laying this tile a trench to its full capacity for an entire day.
is excavated, approximately the width of a shovel, The mixer is self-propelled, but carries no large
[523 ]
 I 524 ] ELECTRIC RAILWAY JOURNAL [ George H. Binkley
I water supply and moves slowly, so that in moving The 9-in. Trilby rail has been used to satisfy the
from one job to another it is hauled by team or by requirements of municipal authorities, but, except
means of a gasoline road roller. Owing to its under conditions of very dense traffic, good results
weight long moves are somewhat trying on the ma have been obtained with 6-in. 60-lb. T-rail.
chine, and for that reason two machines are in Specifications recommended by the American
service, located in different territories. Electric Railway Association as to chemical com
In order to avoid absolute rigidity and to obtain position have been followed in purchasing rail.
some degree of elasticity, the top of the concrete There has been no serious trouble from corruga
mat is laid 2 in. below the bottom of the ties, and tion. Where rail has become badly worn or cupped
the ties are tamped with dry concrete, no water at the joint, material has been replaced by electric
whatever being used in the mix. This dry con welding and ground, using a Kerwin power grinder
crete, however, absorbs moisture from the paving operating on the track.
foundation of wet concrete when it is laid and Practically all of the track is laid on tie plates,
hardens somewhat, although there is no difficulty in and for some time the shoulder tie plate has been
loosening it with picks in case of repairs or recon- used exclusively. As previously stated, tie plates
| struction. This concrete mat with dry concrete are omitted with concrete construction. Standard
tamping material has proved successful so far, even spikes are used, there being no screw spikes in the
when 70 lb. A. S. C. E. relayer rail was used. track. Flat tie rods are used with all rail except
Three accompanying drawings show the general the 70-lb. A.S.C.E. section, where no rods are used.
style of construction, using the 141 lb. Trilby rail,
6-in. 60-lb. T-rail and 70-lb. A. S. C. E. rail. Joints and Special Work
When constructed, a considerable portion of the
Ballast track was laid with angle bars, and these have
On the Traction lines, where the traffic is not been replaced largely by Continuous joints. All
dense and where lighter cars are operated, the new work has either Continuous joints, or the rails
tracks are laid on 6 in. of stone ballast, under have been electrically welded.
which drain tile has been installed and the sub- During 1914, this company welded about 6000
grade rolled. The tracks on which there is inter- joints on different sections of rail, most of the
urban service are ballasted with 12 in. of crushed welding being done on old track. This was the
stone. There are several stone quarries in this first use of the Lorain process west of Lincoln,
vicinity, and it is possible to obtain excellent bal Neb. The total failures to date on all sections of
last at a reasonable cost. All ballast is bar tamped. rail under varying conditions of track and rail have
il been 0.8 per cent of the number of joints welded.
Ties and Rail The Vixen rail planer is used when installing
For standard construction 6-in. x 8-in. x 8-ft. new Continuous joints on new rail. The Continu
| split redwood ties, spaced 2-ft. centers, are used; ous joints used are as follows:
under crossings pine timbers of large dimensions For 70-lb. A. S. C. E., four hole, 26 in.
are used. Ties are not treated, as in stone bal For 6-in. 60-lb. T, six hole, 26 in.
lasted track the mechanical life of the tie governs, For 7-in. 80-lb. T, six hole, 26 in.
and where laid in concrete it is assumed that the For 9-in. 125-lb. Trilby, eight hole, 24 in.
life of the tie will equal the life of the rail. For 9-in. 141-lb. Trilby, eight hole, 24 in.
In laying these split ties, it is necessary to adze On the Traction lines with frequent service, in
them in order to obtain a uniform bearing and sert manganese centers have been generally used,
good alignment with 9-in. rail. Where tie plates although there is some solid manganese. Split
are used, they are placed by means of a plating switches are used in open track where provision
machine in the yards, but no tie plates are used in must be made for M. C. B. flanges. Where such
the concrete construction. An effort is made to cars operate in streets, double-tongue manganese
have on hand at all times sufficient ties to permit switches with a radius of 350 ft. are installed.
proper seasoning before laying. Crossings maintained by this company are built-
Like a great many other roads which have been up crossings, or have manganese centers. Built-up
in operation for a number of years, this company crossings and frogs for open track are constructed
has rails of various sections, as follows : in the company's shops. Where renewable centers
70-lb. A. S. C. E. in 33-ft. lengths. have been used in crossings and special work, they
6-in. 60-lb. T in 60-ft. lengths. have not always remained tight, and there has been
7-in. 80-lb. T in 60-ft. lengths. some trouble from breakage. In some cases this
9-in. 106-lb. Trilby in 60-ft. lengths. is perhaps due to the fact that the manganese cast
9-in. 125-ft. Trilby in 50-ft. lengths. ings are not heavy enough to stand up under the
9-in. 141-lb. Trilby in 45-ft. lengths. traffic requirements, but the failures are nearly
 Traction Excavators Used on Trench Excavation on Park Street, Alameda

Cube Mixer on Park Street, Alameda : Discharge End

Typical Cross-Sections—At the Left, Shattuck Avenue from Ward Street to South City Limits, Oakland ;
at the Right, Twelfth Street from Broadway to Fallon Street, Oakland
526 ] ELECTRIC RAILWAY JOURNAL [ George H. Binkley
always where crossings or special work are de the street contractor, as in the case of oil mac
signed to accommodate the use of different sized adam, this arrangement being made in order to
wheel flanges, thus prohibiting the installation of eliminate the paving joint alongside of the tracks.
flange risers. Where special work is not flange The Railroad Commission of California has ruled
bearing at crossings the receiving section breaks or that the minimum distance from center to center of
wears, and the paving deteriorates rapidly. double track in streets shall be 11 ft. 6 in., and the
Specifications are being prepared with the idea of State law requires all companies to pave 2 ft. on
establishing a standard for all heavy traffic of 9-in. each side of its tracks, so that in all cases it is
solid manganese construction for special work and necessary to pave this strip, at least 20 ft. in width.
crossings. In installing such work, special atten In carrying out asphalt street improvements, the
tion will be given to the preparation of good manufactured product is hauled from the plant in
foundations, and it is believed that the manufac steel side dump cars, having a capacity of 5 cu. yd.
turers are now producing a better quality of man This permits delivery of the material at the proper
ganese castings than formerly. temperature, as it can be delivered in this manner
The recommendations of the American Electric in large quantities, and much more quickly than by
Railway Association are being followed as to the wagon or truck. Rolling is done by use of an oil-
length and radii of switches and mates. burning steam tandem 5-ton roller, which has been
Spirals are used on all curves, and the minimum weighted so as to give a compression of 250 lb.
radius is 55 ft. All double track curves are de per linear inch, a 5-ton roller being selected for
signed so that cars will clear, excepting where the this purpose because of its having a roll 29 in. in
streets are so narrow that this is impossible. length, which permits it to operate between rails.
Liners of three kinds are used, asphalt brick,
Paving vitrified brick, and basalt stone. The asphalt brick
Practically all of the paving on this system con liners have not stood up under traffic and the vitri
sists of two kinds—oil macadam is used in out fied brick have not been entirely satisfactory, as
lying districts, and on main thoroughfares stand there is a tendency to break along the rail, and the
ard asphalt paving consisting of a 6-in. concrete basalt liners do not make a smooth pavement, nor
base, on which is laid a 2-in. binder course with a can they be used except with a high rail. A spe
finish surface of IV2 in. of asphalt. Recently there cial vitrified brick with a depth of 3Va in. has been
has been a movement for the use of bitulithic pave used with the 70-lb. A. S. C. E. rail. Liners are
ment, consisting of a 2-in. course of bitulithic laid laid as headers in cement grout.
on 5 in. of concrete or on a macadam base. In the most recent installation of Trilby rail
This company does practically all of its oil liners have been omitted, and so far this seems to
macadam construction and repair work, the princi be satisfactory.
pal exception being when the street is being im Owing to the reduction in the number of steel-
proved by a municipality, when the pavement out tired vehicles using the streets, and the fact that
side of the tracks is done by the contractor for the the company has its own asphalt plant and can
street. For this work, covering more than 100 readily and cheaply make paving repairs, it would
miles of single track measurement, there is an seem advisable to omit liners under all conditions
equipment consisting of a wagon oil spraying outfit, except at intersections carrying maximum traffic.
a car oil spraying outfit, and three 12-ton
Bridges, Trestles and Culverts
three-wheeled gasoline road rollers. The oil mac
adam pavement is serviceable and easily kept in There are two subways on the system, both of
repair, but is not adapted to heavy vehicular traffic, which require daily pumping, but there are no
and at times during the warm weather there is large bridges or long trestles aside from the double-
too much oil on the surface. track trestle at the Pier Terminal, which extends
In the selection of paving in its tracks, this com at present 3 miles from shore (the longest trestle
pany is governed by the State law, which specifies of its kind in the world). A solid fill for 2 miles
that the tracks must be paved with the same char of this distance is now under construction, this
acter of paving as is used on the rest of the street, being the limit for which the federal authorities
so that very little latitude is allowed, although in will allow a solid fill to extend into the bay.
some cases a municipality permits the use of a Culverts installed under the tracks in paved
pavement differing somewhat from the adjacent streets are in most cases metal arch culverts of the
paving. same design as used by the municipalities, but in
The company has a stationary asphalt plant of a some cases where low rail is used in paved streets,
capacity sufficient to manufacture all asphalt pav in order to obtain clearance, concrete culverts with
ing material for its own use, and is doing all of its the upper part constructed of 40-lb. rail and con
own paving with the exception of the strips laid by crete have been used.
 Car Maintenance on tke

San Francisco-Oakland Terminal Railways

One Feature of the Cost Keeping Is that All Work of This Kind
Is Concentrated in One Statistical Organization, Which Gives the
Engineering Departments Any Desired Information on Demand

By GEORGE ST. PIERRE

Superintendent of Equipment San Francisco-Oakland Terminal Railways

SUPERINTENDENT
OF
EQUIPMENT

Chief Clerk
I MASTER MECHANIC
Office Force

Car Houses Miscl. Sen/. Shops

5 men

Foreman Foreman Foreman Foreman Foreman Foreman Foreman Foreman Foreman Foreman
Eastern Dm Western Div. CentralDiv \Northern Dk\ Key Div Carp Shop PaintShop MachineShop\ Truck Shop Blacksmith
62 Cars 69 Cars 139 Cars 32 Cars 4 Cars
91 Coaches 20 men 23 men 30 men. 32 men 6Shop
men

Foreman Foreman Foreman Foreman

Night Night Night Night Night Armature Electric' Air Brake Brass &
Foreman Foreman Foreman Foreman Foreman Shop Shop
Sh Repair Shop Iron Foundry
8 men 9 men Urnen 4 men 4 men 5 men men 5 men 2 men
Day Day Day Day Day Organization Chart of the Maintenance Department
| Housemen Housemen Housemen Housemen Housemen San Francisco-Oakland Terminal Railways
6 S II 3 23

THE San Francisco-Oakland Terminal Rail and lubrication are on a mileage basis, 800 to 1500
ways department of car maintenance and miles being allowed between inspections according
construction has charge of 402 passenger to the class of equipment. Car cleaning is done on
cars which average about three motors per car, and a time basis, but cleaning periods are made to coin
about seventy miscellaneous work motors, freight cide with inspection periods whenever possible.
and service cars. Work is also done for outside de Cars are brought into shops for varnish and body
partments, as on buildings, manufacture of frogs overhauling every fourteen months.
and crossings for the track department, construc Overhauling is on a mileage basis. Obsolete type
tion of overhead material and manufacture of mis motors are overhauled every 15,000 to 20,000 miles ;
cellaneous material of all sorts on store department semi-modern motors 50,000 to 75,000 miles and
orders. Further, we maintain five ferry steamers. modern motors every 100,000 to 130,000 miles. Air
As the average location of car equipment is but compressors are overhauled on an average every
4J/2 miles from the general shops all heavy repair 100,000 miles. These overhauling mileages are not
work is done at the shops, inspection, cleaning and arbitrarily adhered to, but are made to coincide
light repair work only being left for the carhouse whenever possible with the painting and body over
forces to do. hauling. We have some equipments which are var
When cars are in operating condition advantage nished twice while the motors are overhauled but
is taken of the central location of the shops to route once.
shop cars as trippers from outlying divisions to the Statistics
central part of the city in the mornings and vice
versa in the evenings. The company maintains a statistical department
by which statistical information of any nature re
Running Inspection and Overhauling
quired is furnished to any other department on re
At the carhouses each car receives a running in quest. The several departments furnish the orig
spection daily, special attention being given to inal information to the statistical department in the
brakes, motor bolts, etc. Controllers and trolleys form of properly segregated charges on time cards
are lubricated every third day. General inspection and material requisitions.
[ 527 ]
George St. Pierre ] ELECTRIC RAILWAY JOURNAL [ 529
The concentration of this class of work into one on regular maintenance work at the various car-
organization operates satisfactorily, and no doubt houses.
brings a considerable saving over the old method Monthly meetings are held with all foremen
wherein each separate department maintained its wherein these statements and other matters per
own statistical organization. Thus the maintenance taining to department efficiency are considered.
of equipment department receives from the depart New men hired for carhouses receive a few
ment of statistics monthly comparative statements months' training in truck and motor repair work at
giving maintenance costs, total and per 1000 car- the company's general shops before being assigned
miles, on car bodies, trucks, painting, air brakes, to the carhouses.
accidents, headlights, gongs, fenders, wheel guards,
Shop Areas and Equipment
broken glass, grinding wheels, route signs, coasting
clocks and fare boxes, all chargeable to account No. The main shops, built in 1904, consist of twelve
30; while on account No. 33-A detail charges are buildings of wood frame and galvanized iron con
received giving separate costs per 1000 car-miles struction, including: Carpenter shop, 100 ft. x 200
on each of the ten different types of controllers and ft., with twelve tracks—capacity eighteen cars;
the cost per 1000 motor-miles on each of the thir mill, 60 ft. x 100 ft. equipped with woodworking
teen different types of motors. Costs per 1000 car- machinery necessary for car building and general
miles are also given on miscellaneous control equip repair work; paint shop, 100 ft. x 200 ft.—thirteen
ment, pantograph trolleys and pole trolleys. tracks inside and four wash tracks outside, capacity
Reports are also received for each carhouse giv about twenty cars of various sizes; truck shop, 100
ing total costs per 1000 car-miles for lubrication ft. x 200 ft.—fourteen tracks, capacity seventeen
(labor and material in detail) car cleaning, sanding, cars of any size. We have eleven motor-driven car
inspecting, switching, signing, changing cars on hoists capable of raising eleven of the largest cars
road, advertising, dispatching, testing fare boxes, at one time, and all tracks are served with air hoists
reading fare registers, inspecting coasting clocks, on jib cranes for truck and motor work. The build
fire drills, incandescent and arc lamp supplies, trim ing serving the machine shop, armature and air
ming headlights, inspecting alarm gongs, lamps brake departments is 70 ft. x 200 ft. and is
and markers and general carhouse expense. De equipped with air hoists or jib cranes and travel
tails are also given for the amounts which are spent ing trolleys where necessary.

Top View. Jig for Boring- Axle Brasses ; Reboring Air Compressor Cylinder
Bottom View, Brass in Place on Wheel Boring Mill
530 J ELECTRIC RAILWAY JOURNAL [ George St. Pierre
The brass foundry is 40 ft. x 50 ft., equipped MKCHAKICAJ. IKPAMHKUT id S. f. - 0. T. Ry».
Motor equipment - Cost per 1OO0 Motor lilies-
with two oil furnaces for melting brass in pots and
two babbitting furnaces. The iron foundry imme
diately adjacent is equipped with one Swartz No. 5
oil furnace for melting iron in 1800-lb. heats.
The blacksmith shop, 40 ft. x 200 ft., has ten
fires and is equipped with two steam hammers and
furnaces, shears and bulldozer. This department
turns out all forgings for the boats and cars and all
special track work. It has a capacity of turning out
two new cars per week outside of the equipment
and maintenance of 500 cars and five steamboats.
It also turns out all material for the maintenance
of way and building departments.
At these shops we have built ninety street cars of
an average length of 44 ft. and ten Key Route cars
58 ft. long with seating capacity for sixty-eight,
sixteen Key Route cars 69 ft. long with seating One of eereral ohoets showing coat curves.
Bluok line lndio«,tee filed year endln« June SO, 1914.
for seventy-four and remodeled seventy-six Cali Posh * * ■ • e June 30, 191&.
fornia type open-end cars into pay-as-you-enter Motor Maintenance Graphs, San Francisco-Oakland
Terminal Railways
type. With the exception of the electrical equip
ment these cars were manufactured complete at They are then turned, bored and tinned before bab
these shops. bitting. We leave a space of 3/32 in. for babbitt.
We manufacture all our own crossings, frogs and
Maintenance and Repair Practices switch points with cast-iron fillers which are made
Our axles are made from hammered steel. All in our foundry.
bearings are turned and rolled in the lathe with the As the compressors become worn out in the bore
holder, and a revolving hardened roller is pressed of the cylinder we set them on a wheel-boring ma
up to the axle by the screw of the compound rest chine, trueing them up by the top and bottom of
to insure a smooth surface and prolong the life of the cylinder, parts which are not worn by piston
the axles. travel. We then bore the compressors V4 in. larger
Trucks made in our shops are one-piece frames than standard size within V2 in. of the bottom of
riveted with %-in. rivets. They consist of two %- the cylinder to the squared shoulder. Next we take
in. x 12-in. x 5 ft. 6-in. transom plates, with V2-in. x liners made from the very best cast iron, chuck the
3-in. angles 5 ft. 6 in. long, with a %-in. x 8-in. liners in the lathe, turn and bore them at one sit
plate for the bottom and seven 5V2-in. x 14-in. ting, this practice insuring true liners after cutting
round 1-in. steel coil springs set in the frame with a them off the correct lengths. We press the liners
cast-iron hollow truck bolster fitting on the springs. in the cylinder by using clamps with long bolts on
The sides of the truck frame are made from 10-in. the top of the liner and on the bottom of the cylin
channel 6 in. x 6 ft. long riveted to the transom der. The compressor is then ready to be assembled
by one 4-in. x 4-in. x %-in. angle, on each corner as good as new.
of the channel. U-shaped 3-in. x 3-in. x %-in. When old steel tires are worn down too thin for
angles are riveted into the side frames to receive Key Route car service we cut them up in sections,
the journal box. draw them out into bars and use them for all track
Axle brasses are cast in one piece, after which tools such as : tamping bars, pinch bars, pick points,
they are planed and put in a jig on a lathe to be chisels, etc. As they are of very good steel they
turned. This jig is made to turn one pair at one make first-rate tools.
setting. We turn the body and face inside of col Our cars are painted according to the Ce Ve
lars, and then part them in the center with parting process of the Chicago Varnish Company, which re
tool, making two pairs, at one sitting. The lathe jig quires seven days to complete or nine days for
is made from a 2-in. shaft with two hollow heads service. The system may be summarized as fol
with four set screws in each head, one solid with lows: No. 1, primer for wood or iron; No. 2, sur-
the shaft and the other up with the nut on the facer; No. 3, varnish color and two coats of Su
shaft. Then we turn up the brasses by means of preme varnish. In addition, a glazing compound is
set screws, this making very quick operation. applied over No. 2. This is put on with a brush and
Finally we place the brasses in a chuck and bore then knifed, sanded or rubbed with a rubbing stone.
them. Where expeditious work is required this painting
Armature brasses are made in our brass foundry. process is desirable.
 Maintaining Proper Relations

Between a Railway and Its Car Men

Verbal and Written Communications to the Men Have Proved to Be
Very Effective in Promoting Appreciation of the Operating Rules
By GEORGE H. HARRIS
General Superintendent San Francisco-Oakland Terminal Railways
THE San Francisco Oakland Terminal Rail etc. This method of getting important points of
ways realizes that no other one thing is more operation before the men has also proved effective,
productive of satisfactory operation, both notably in the case of a pamphlet on "Coasting."
from the standpoint of the company and the public, It is a well-known fact that with the installation
than a proper understanding on the part of the of coasting clocks, if the motormen are not prop
car men as to what is expected of them in carrying erly instructed on coasting they are likely to get
out the rules and regulations of the company. an entirely erroneous idea of the manner in which
In order to keep the men fully informed in this a car should be operated to obtain the desired
respect our company has for some time held peri results. All cars of this company are equipped
odical meetings for the car men in a schoolroom with coasting clocks and at the time of installation
specially provided for the purpose. At these meet every effort was made fully to instruct the motor-
ings short talks on matters pertaining to opera men on coasting. First two, then later one coast
tion are made by the chief instructor, division ing inspector has been regularly employed to look
superintendents and other officials, after which the after this work, but with a large number of cars in
car men present have an opportunity to bring up operation the instructor is not able to get around to
and discuss any subject of interest. each motorman at close intervals. As an aid to this
These discussions frequently result in bringing important work a "Coasting" pamphlet was issued.
out valuable suggestions from the men and give to In this pamphlet the more important points in
them an opportunity to present their viewpoint on connection with coasting were briefly set forth,
any subject under discussion. serving the motorman as a rule book, as it were,
In addition to these meetings it has been the to which he might frequently refer. It was found
practice for some time to issue monthly pamphlets that this pamphlet was of much benefit in bringing
which are distributed to the men with their pay to the attention of the motormen the proper man
.checks. These pamphlets are of a size convenient ner in which a car should be operated to obtain the
to be carried in the pocket, and deal with various greatest amount of coasting. In this case also, as
subjects of operation, such as : "Courtesy," "Serv with other similar pamphlets, a better understand
ice," "Co-operation," "Slippery Rails," "Accidents," ing with the men was obtained.
"Coasting," "Safe and Comfortable Operation," The spirit in which our pamphlets are written
[ 531 ]
532 ] ELECTRIC RAILWAY JOURNAL [ George H. Harris
is exemplified by the following extract from the one "In addition to the service now in operation the
issued in February in connection with the expo company will inaugurate and maintain during the
sition : exposition period a direct ferry service between the
"To Motormen, Conductors and Collectors: Key System pier and the exposition grounds. A
"During the present year the company will be heavy expense has been incurred in preparing for
called upon to handle an increased number of pas this service and we want your full co-operation in
sengers, on account of the Panama-Pacific Inter making it a success.
national Exposition, many of whom will come from "To derive the greatest benefit from this service
all parts of the United States and foreign countries. and to make it entirely satisfactory to the public,
"These visitors will not be familiar with the city, cars, trains and boats must be operated on schedule
or car routes, and they must naturally look to some as near as possible; the public must be able to
one who knows to direct them to their desired desti readily obtain information relative to the service,
nation, and to the various points of interest in and and it will be you from whom they will naturally
around the East Bay cities. expect to be able to get the information desired."
"It is to this class of patronage that I wish to As a rule it is not a difficult problem to obtain
draw your special attention at this time. The satisfactory service from car men, and to have the
strangers in our city will look to the car men more most cordial relations exist between them and the
than to any other public employees to give them company, provided they are properly instructed as
information about the city, and to direct them how- to their duties when first starting to work and also
to reach any point therein. May I therefore im if they are followed up by interesting methods of
press upon each of you the importance of thor bringing the more important points of operation
oughly familiarizing yourselves at this time with before them, somewhat along the lines described.
the various car routes operated by the company, Under this plan it has been observed that a ma
and the territory into and through which each line jority of the men make an effort to concentrate
runs, so that you will be the one who knows and their minds on the work and endeavor to carry
can direct the stranger? out their duties in an entirely satisfactory manner.

Ten-Car Key Division Special

Train of University of Cali
fornia Cadets Going to the
Exposition
 Greek Theater in Berkeley

Building Up Local Pleasure Travel to Points

in tke East Bay Cities

Co-operation with Privately-Owned Parks Is a Regular Feature—Special
Provisions Have Been Made to Facilitate Direct Travel to the Exposition
By J. H. BROWN
Traffic Manager San Francisco-Oakland Terminal Railways
THE development of pleasure travel on the Oakland and her sister East Bay cities maintain
urban and interurban lines of the San and support a number of the best equipped chil
Francisco-Oakland Terminal Railways is dren's playgrounds on the Pacific Coast. These, to
retarded to a certain degree by the geographical a certain extent, influence pleasure travel during
location of the cities served on the east side of the the school vacation period.
Bay of San Francisco, the movement of the pleasure In addition to the foregoing pleasure resorts there
traveling public being toward San Francisco. This are a number of privately-owned picnic parks, some
condition is not dissimilar to the condition prevail with and some without liquor privileges. The man
ing in other territory contiguous to a large city. agements of such parks, of course, have their regu
San Francisco, with her beautiful parks, ocean lar bookings of picnic parties, and our traffic
view and bohemian life, offers inducements to all department co-operates with them in every way
classes of the public and affords competition that possible, thereby assisting them in securing book
our local pleasure resorts meet only to a certain ings with the result that, to a certain degree, these
degree. Different inducements are offered local resort managers act indirectly as passenger agents
pleasure travelers to influence their trips between for our company. As a medium of making friends
various points in the East Bay cities. for the company, I believe this policy of dealing
This company maintains a beautiful park adja with privately-owned parks is a good thing.
cent to Richmond to which free admission is given
Inviting Tourists to See Us
to all organizations, except such as desire the ex
clusive use of the park or charge an admission San Francisco has always been a magnet for the
thereto. No liquor privileges are permitted in this tourist travel, and with the Panama-Pacific Inter
park, an arrangement which is very popular with national Exposition located in her boundaries this
Sunday schools and fraternal organizations of San year she offers a greater attraction for tourists
Francisco and the East Bay cities. Thereby, in a than any other city in the United States. The
way, we offset the regular pleasure travel toward method of inducing a large number of these tourists
San Francisco. to cross the bay and visit the East Bay cities is
[ 533 ]
J. H. Brown ] ELECTRIC RAILWAY JOURNAL [ 535
being worked out through the co-operation of Ala As the San Francisco-Oakland Terminal Rail
meda County, the various civic organizations, hotel ways is the only company operating a direct ferry
association and this company by the distribution of service between the cities of the east side of San
attractive advertising matter and personal solici Francisco Bay and the exposition, we are often
tation by the various arganizations mentioned. called upon to handle peak loads which are subject
In addition to its large exhibit at the Panama- to attendant congestion at ticket agencies, inasmuch
Pacific International Exposition, the county main as no exposition tickets are sold on our cars. To
tains exhibits and information bureaus throughout avoid possible congestion at agency points, we have
various Eastern cities, at the San Diego Exposition our tickets on sale at many hotels and business
and Los Angeles through which the advantages of houses, the proprietors of which act as our ticket
the East Bay cities receive publicity. agents without remuneration. The popular demand
For the Panama-Pacific International Exposition for such class of tickets carries with it an adver
tourists, this company has established a special tising value to such agents, and in all cases we
visitor's ticket good for transportation direct from have found them very glad to offer such an accom
the exposition grounds to and through various modation to their guests or customers. As these
points in Oakland or Berkeley and return to San selling agencies are distributed in such a manner
Francisco proper. These tickets are on sale only as to cover practically all main-line points we are
at the exposition grounds and receive publicity enabled to handle large crowds with little or no
through the medium of a pictorial folder containing congestion at any one ticket office.
a bird's-eye view depicting an area of approxi At our pier terminal we have constructed a large
mately 75 square miles of the territory served by waiting room with twenty-five entrances, arranged
our lines. This folder also contains a number of in such a manner that we can handle any size crowd
photographic reproductions of points of interest in without delay. Exposition passengers pass from
the East Bay cities, with complete information re this waiting room through exit doors, where count
garding various car lines serving such points. is made, and board boats. We are thus enabled to
In the printing of such folders we have used a keep an exact count of passengers boarding boats
soft tone of green color on a white background, and also to close the exit gates immediately upon
thereby avoiding strong and distinctive colors. The loading a boat to its maximum, thereby avoiding
soft color tones used have met with many favorable overloading any boat. The patronage of this serv
comments from the public. ice bespeaks its popularity.

Key Division Boat on San Francisco Bay, Headed for the Panama-Pacific Exposition
 Signals at Hartens

Signal Operation

on the Oakland, Antioch & Eastern Railway

By F. A. MILLER
Superintendent of Power and Equipment
THE Oakland, Antioch & Eastern Railway is train is operated between Oakland and Bay Point
a purely interurban high-speed railway and another between Sacramento and Bay Point,
operating out of Oakland for 85 miles of which is our place of car and 1. c. 1. interchange
route east and north to Sacramento. At Oakland with the Southern Pacific and Santa Fe Railways.
we have trackage rights over the lines of the San At Oakland we interchange with the San Francisco-
Francisco-Oakland Terminal Railways so that we Oakland Terminal Railways and at Sacramento with
can run cars to that company's ferry terminus. the Northern Electric Railway. The freight trains,
The greater part of our line is, of course, single which are hauled by electric locomotive, leave Oak
track with sidings at intervals varying from 2 to 5 land at 8.50 p. m. and Sacramento at 6 p. m. re
miles. Our passenger trains are run up to a maxi spectively, meeting at Bay Point. The freight train
mum speed of 62 m.p.h., although our cars are for Oakland reaches that city by 4 a. m., and the
geared for 55 m.p.h. Trains consist either of mo Sacramento train reaches its depot about 5 a. m.
tors and trailers or of locomotives and trailers. We The last passenger train leaves Oakland at 8.30
also have extra fare parlor buffet cars with porter p. m. and the first morning train does not leave Oak
service. The locomotives are used chiefly for special land until 7.50 o'clock, so that there is no interfer
excursion service as they can haul five 60-ft. sixty- ence whatever with freight. On the other hand,
seat cars at 57 m.p.h. on level track. Westinghouse the last passenger train out of Sacramento leaves
600-1200-volt motors and HL control are used at 7 p. m., overhauling the out-bound freight at
throughout. Headquarters siding. In the morning, however, the
Between Oakland and Bay Point 30 miles distant freight and train has returned to Sacramento two
we operate a mixed through and local service; be hours and fifteen minutes before the first passenger
yond that point to Sacramento all passenger trains train leaves. Freight trains run up to 35 m.p.h.
are of through character, connecting with the In general, our through passenger trains are run
Northern Electric Company at Sacramento, where on a two-hour headway and local trains on the hours
parlor cars are attached to trains of that company, between. Therefore, between Oakland and Bay
thus giving through service to Chico, 180 miles from Point we have one train an hour each way, but the
Oakland. We operate also four branch or feeder limited trains each way, one in the morning and one
lines on which we give local passenger service. in the afternoon, do not stop in the entire run of 85
Our freight service is so arranged that one local miles between Sacramento and Oakland. The lim
[ 536 ]
 ELECTRIC RAILWAY JOURNAL [ 537

SIGNAL MAINTAINED TROUBLE REPORT SIGNAL MAINTAINOR'S DAILY INSPECTION REPORT

6/16 1915 6/15 1915
To F. A. Miller, Sig. Supt To Superintendent of Signals:
The following signals and signal apparatus have been inspected by me
Following Apparatus R. B. O. by Condr. fll and found in the condition noted:
Sig. 691H at 11.37. ...A.M.. No. of No. of
Signal Signal
Report received by me 462D Lamp No. 2 B. O. 544D O.K.
4IHH O.K. 54BN a
While at Train #11 465H u 547H
Arrived at apparatus at 11.37 A.M. 4fl7D « 549D it
Repaired and O. K. at 1.00 P.M. 490D 562D Lamp No. 2 B. O.
Reported O. K. to Dispatcher at 1.00 P.M. 492H 564H N « a
Following trains delayed ^11 about 2 minutes . Manear Mainlainer

Cause of failure: Section gang lining track at Millor spur put SIGNAL LAMP RECORD
switch-box out of adjustment
Signal No. 17&-D Location Saranap
Lamp Make Volts Date In Date Out Remarks
No.
Manear Maintainor " 2 ' \V estinghouse ~12iT ~3-5- 15 4-19-15 2 to 1
1 Westinghouse 120 3-5-15 4-19-15 Burnt out
Signal Maintainer's Daily Report Forms ; Signal Lamp Record

iteds make this run in two hours forty-five minutes volts at Eastport and Concord for the signals from
exclusive of four minutes' running time on about Oakland to Mallard, and at Dozier or Lisbon for the
0.39 mile of city track in Sacramento. signals from Chipps to Sacramento. At Concord
current at 2200 volts is available, but at the other
Choice of Signals places two transformers are installed to step down
The present signal system was completed in the voltage from 11,000 to 2200. A double-pole,
May, 1914, following the extension of the original double-throw oil circuit breaker connects either
Oakland & Antioch Railway from Lafayette to Oak transformer to the line.
land, at which time the service was altered from The transformers at Drawbridge substation are
suburban to interurban type. The original line not in use on the signal system at the present time.
had no signals whatever. The system now in use At signal locations and cut sections 0.6-kva. trans
was furnished by the Union Switch & Signal Com formers supply current at 110 volts for relays and
pany, both for the section between Oakland and signals. Adjustable-core transformers feed the
Bay Point and the last extension completed Sep track circuits at the center, though about twenty
tember, 1913, to Sacramento. This signal installa less than 4000 ft. in length are end-fed. All spurs
tion is the only a.c. track-circuit system in the have a light switch indicator to show when a train
vicinity of San Francisco which uses light signals. may enter the main line. Sidings having one set
The signal system is operated by sixty-cycle cur of home signals are provided with light switch indi
rent which is supplied to the signal mains at 2200 cators at the east ends; sidings having two sets

Total Thaim Jr»« Total F~ailun£.s

Totai S/smal Indications \ O ■ P f) O ^> -y V Pt.
/fO. tr <StOPS PIH IOO, OOO InBICATieNSO„0'\
Mo. er Stops rcn 100,000 Indications tut to Sigval 7>cpt._ Supt. or S i c na l s
Performance Sheet Showing Character of Defects Repaired by Maintainers
538] ELECTRIC RAILWAY JOURNAL [ F. A. Miller
of home signals are provided with light switch indi maintenance costs would be decreased by using al
cators at both ends. ternating current at 110 volts in place of 220 volts
Signals are hung on cedar poles, 25 ft. long, 7-in. direct current. The flagmen were furnished by
tops, shaved and painted. All wiring is carried Bell & Jamison, Los Angeles.
down poles and underground in redwood trunking Three men are employed exclusively for the main
and galvanized conduit. Bonding at switches and tenance of all signals and telephones. Each man
frogs and connections to impedance bonds are No. has approximately one-third of the mileage to in
0000 D. B. W. P. stranded copper. spect and maintain. Gasoline cars of Mudge type
Track circuit wiring is No. 6 copper, rubber-cov are used to get over the line quickly. It may be
ered, and all connections between line wires and sig added that we began with four signal maintainers,
nals and relay boxes are made with No. 12 and No. but increasing experience leads us to believe that
14 copper, rubber-covered. Spare wires are drawn two men will suffice in the near future.
through all conduits. Distant signals (non-auto The maintainers must report to the dispatcher
matic) placed 1000 to 2000 ft. in advance repeat the every hour, thus furnishing an account of their
indications of their respective home signals. The movements and giving the dispatcher the informa
overlaps favor west-bound trains; they vary in tion needed to enable him to locate the maintainers
length from 300 ft. to 400 ft. quickly in case of telephone trouble and the like.
Two No. 6 bare copper wires for the signal mains The principal trouble experienced is broken and
and three No. 10 D. B. W. P. copper wires for com burnt-out lamps, this amounting to about two per
mon and east and west-bound control were strung month. To minimize such failures each signal loca
by the line department. Distant signal and switch tion is supplied with a signal lamp record (illus
indicator wires were strung by the signal depart trated) which shows the period the lamp has been
ment. The number of miles protected is 85; the in service. We use a 112-volt 25-watt GE-I8V2
number of home signals, 117; the number of dis tungsten bulb, the average life of which is four
tant signals, 90; and the number of crossing sig months of twenty-four hours a day. Other signal
nals operated in conjunction with signal system, 14. troubles are so rare that they can scarcely be called
recurrent.
Behavior of Signals
In addition to the regular system on our own
We have approximately 300,000 signal movements lines we operate a Westinghouse electro-pneumatic
per month, and our averages for the twelve months interlocking plant with eleven active and twelve
from May, 1914, to May, 1915, show as follows: spare levers at our Oakland connection with the
Total train stops 7.3 San Francisco-Oakland Terminal Railway.
Total failures 9.07 The total maintenance cost of the track circuit
Number of stops per 100,000 indications 2.02
Number of stops per 100,000 indications due to signal signals, highway crossing automatic flagmen, elec
department 0.5
tro-pneumatic interlock and telephones averages
The signal system auxiliaries comprise fourteen $400 per month, including both labor and material.
automatic flagmen highway crossing signals which Although we have every confidence in the signal
are operated from the track circuits. They ring a system we do not feel that we would be justified in
bell, swing an arm and show red and white lights. having it take the place of regular train order dis
The flagmen originally were operated from the patching. Both practices in co-operation appear
1200-volt d.c. trolley circuits, but we found that the necessary to secure the greatest degree of safety.

Signal Box Ready for Inspection Side View of Light Signal Automatic Train Stop in Key Route
 Typical Eight-Car Suburban Train on the Northwestern Pacific

Signal, Bonding and Contact Rail Notes

on the Northwestern Pacific

This Company's Pioneer A.C. Track-Circuit Signal System, Installed
in 1903, Has Made an Excellent Record in Maintenance—Soldered
Bonds Are Also Used Successfully Despite Earlier Failures
By F. T. VANATTA
Chief Electrician Northwestern Pacific Railroad. Sausalito
THE Northwestern Pacific Railroad is one prevail. On the double track between Sausalito and
of the few third-rail lines on the Pacific Corte Madera all six rails are used for the railway
Coast and the first of its kind in this ter return circuit. The narrow-gage rail is tapped into
ritory. We operate a total of 32.6 miles of single the center of the inductive bonds of the signal cir
track electrically, the rest of our mileage being cuits, and the transformers and relays of the signal
steam. A peculiar feature of the service is the equipment are connected across the narrow-gage
operation of both standard-gage steam and electric track. Ordinarily the connection would be from
and narrow-gage (3 ft. 6 in.) steam trains, the outside rail to outside rail, but this would not give
narrow gage being formed by a third running rail satisfactory signaling for narrow-gage trains. The
as illustrated. signals on this section are operated by alternating
Because of the mixed steam and electric oper current.
ation with two gages unusual signal arrangements Between Corte Madera and San Anselmo the two

Twelve-Year-Old A.C. Track Circuit Signals at East Portal of Corte Madera Tunnel
540 ] ELECTRIC RAILWAY JOURNAL [ F. T. Vanatta
motormen that they were for a special purpose,
and also to bring the operation within their line of
vision from the train as they ran by. The signal
which has the preliminary is held normally at
danger, its control circuit being looped through a
mechanical switch of the signal at the opposite end
of the block section. Hence this signal cannot be
cleared until the opposite signal has been brought
to the stop or danger position. When a train en
ters the preliminary of the block section it throws
the signal at the opposite end, which will allow this
train's proceed signal to go to clear if there is no
other train in the block.
Kirst Step In Moving Live Conductor Rails This signal installation is notable as the first
a.c. track-circuit outfit installed by the Union Switch
common rails are used as a signal rail, the other
four serving for the railway return. This arrange
ment was the original one for all electric track, but
on this section the signal rails are not yet required
to increase the capacity of the railway return. The
signals on this section are direct current, operated
from storage batteries in the signal cases, these
batteries being charged from the third-rail.
One addition made by us to improve the efficiency
of the signal system is a change in the control of
the signals which govern short single-track sec
tions, particularly of single-track or gauntlet track
in tunnels. The standard signal post was cut down
until the blades in their horizontal position were
12 ft. from the top of the rails to remind the Second Step in Moving Live Conductor Rails

& Signal Company. The first equipment, placed in

1903, was for 10 miles of double track, and this has
since been extended to cover the 32.6 miles of elec
tric track and 8 miles of the steam track. During
the entire period of its service this pioneer instal
lation has proved entirely satisfactory. To-day,
after twelve years' use, the upkeep expense is not
appreciably more than when the apparatus was
new. On several occasions the signals have more
than paid for their cost, notably in giving warning
of broken rails in our 2200-ft. tunnel near Corte
Madera.
We have five interlocking plants, one of which is
of the General Railway Signal Company's all-electric
type, two of the Union Switch & Signal Company's
mechanical type and one of the latter company's all
a.c. electro-pneumatic type, and one of the same
company's all d.c. electro-pneumatic type.
Successful Soldered Bonds
We can also lay claim to some pioneer work in
soldered bonds. Our first bonds, placed in 1903,
were of the plastic alloy or mercury amalgam type.
These soon went to pieces. Next we tried a short-
ribbon bond which was soldered to the ball of the
rail. These bonds, including the loop, were only
Twelve-Tear Old A.C. Track Circuit Signals at Ross 8 in. long over all. They were soon shaken off,
F. T. Vanatta J ELECTRIC RAILWAY JOURNAL [ 541
partly because of bad soldering: and partly because
vibration broke the short ribbons. In 1906 we
adopted a third bond but stuck to the soldering
principle as we felt that success would come with
a better design and more experience in application.
The new bond was of wire strand type with T
terminals, was of 300,000 circ. mil capacity and
8 in. to 9 in. long between the centers of the termi
nals. This bond has proved entirely satisfactory.
As the soldered bond has lost favor during the
past few years, it is proper to explain why we have
retained faith in it. The failures with our first
soldered bond taught us that the question of tem
perature during application was all-important. To Fifth Step In Moving Live Conductor Rails
apply a bond we first chip the rail and then heat
double-tracking, we had occasion to transfer about
2000 ft. of the contact rail from one side of the
track to the other. The interesting point of this
work was that the rails were alive during the entire
operation so that service was not interrupted. To
accomplish this we first placed 9-ft. ties at right
angles to and under the contact rail at intervals
of 15 ft. for the complete distance. The naked con
tact rail was then pushed over to its new location
by means of wooden priers. The gang numbered
seventeen men, about twelve of whom stood about
10 ft. apart to pry over one section of rail while the
others set the rail in its permanent position. The
circuit was maintained with flexible insulater cable
Third Step In Moving Live Conductor Rails at the ends. The job was done in thirty minutes.
the chipped section just enough to permit tinning
instead of trying to bring the rail to a temperature
hot enough to melt the solder. The bottom edge of
the bond is then held against the rail with the top
edge about % in. away. The gap at the top is
then filled with solder melted with the gasoline
torch. Heat is applied to the terminal until the
solder is just warm enough to handle in the way
that a plumber wipes a joint. Next the bond is
straightened, and the extruded solder is wiped off,
thus completing the job. Two men average eighty
bonds in a ten-hour day.
A soldered bond correctly applied in the manner
described has between the terminal and the rail a
cushion of solder which is thick enough to absorb
a good share of the rail vibrations. On the other
hand, the use of excessive heat causes the solder
to run down and spread until it is little more than
a film. We also use soldered bonds on our contact
rails, their terminals being attached to the base of
the rails.
Transferring Contact Rails Alive
Our contact rails are of the over-running type.
We have made no change in them since the original
60-lb. T-rail conductors with aluminum rod and
copper cable feeders on opposite sides of the rail
web were installed. In 1913, however, owing to Fourth Step in Moving Live Conductor Rails
 Gasoline Emergency Line Auto Truck, Southern Pacific Electric Lines

Maintenance of a 1200 -Volt C atenary on

Southern Pacific Lines

By JESSE B. NICHOLS
Supervisor Overhead Lines Southern Pacific Company, Electric Division
THE Oakland, Alameda & Berkeley lines of on towers 265 ft. high, spanning the estuary about
the Southern Pacific Company serve the Bay 1200 ft. apart.
cities on the east side of San Francisco Bay, The 1200-volt direct current is distributed over
comprising the towns of Oakland, Alameda, Berke the system by aluminum feeders, ranging in size
ley, Albany, Emeryville and San Leandro. They from 1,000,000 circ. mil to 2,000,000 circ. mil.
comprise 101.04 miles of track, or 52.38 miles of These are strung on bridges, towers, catenary and
road. high-tension poles. The feeders are sectionalized at
The overhead construction consists of a 7/16-in. different points, thus making it possible to kill parts
messenger and a No. 0000 grooved copper trolley of the lines at a time.
wire, with a catenary hanger of the loop type, which Other overhead circuits consist of signal, arc,
gives good flexibility to the system. The operating light and power, which are installed on bridges and
voltage is 1200 volts direct current. both catenary and high-tension poles. We also
The center pole and span wire catenary construc maintain a private telephone system, the cables for
tion is used exclusively with the exception of both which are installed both underground and on caten
Alameda and Oakland Moles, which are of bridge ary and high-tension poles on the overhead. Tele
construction with double catenary overhead. Iron phone instruments are installed on bridges and
poles set in 6V2 ft. of concrete are used. They catenary poles in the most convenient places for
are first given a coat of red lead, and a second the use of the operating forces.
coat of black carbon paint. The span varies For maintenance and emergency, three crews
from 60 ft. to 120 ft., while the bridge spans com are required for the three districts. Each crew
monly are 240 ft. long. consists of one foreman,
For high-tension cir three linemen, one
cuits we use a seven- groundman, one driver
strand No. 0000 copper and one crew caller. For
wire with a voltage of tower trucks, we use two
13,200 volts alternating Kelly gasoline and one
current, which is in General Vehicle electric.
stalled either under Other crews required are
ground or on iron lat for splicing and bonding,
tice poles 65 ft. above the former consisting of
the ground, excepting a cable splicer, helper
the estuary crossings, and teamster, and the
which are either sub latter being composed of
marine or are installed Electric Vehicle Truck for Line Maintenance a foreman and helper.
 Southern Pacific Ferryboat, "Alameda," San Francisco Bay

Notes on Southern Pacific Electric Service

in the Bay Cities

In the Remarkable Ferry and Rail Service for the Cities
of Oakland, Alameda and Berkeley Trains Up to Seven Cars
Are Operated on Headways as Low as Twenty Minutes

By J. C. McPHERSON
Superintendent Electric Lines Southern Pacific Company
THE passenger traffic handled via the Oak cisco. The average number of passengers carried
land, Alameda and Berkeley electric lines of per month approximates 1,800,000.
the Southern Pacific Company is composed
Schedules
principally of people whose work or business is lo
cated in San Francisco, but who make their homes In the way of schedules, we maintain twenty-
in Oakland and vicinity. This results in very heavy minute service between the San Francisco ferry
travel between 6.30 and 9 a. m. and 4 and 7 p. m., building and Oakland Pier, and thirty-minute serv
between which hours we estimate from 60 to 70 per ice between the San Francisco ferry building and
cent of the traffic is handled. During other hours Alameda Pier from approximately 6 a. m. until 8
of the day and night our traffic is light, having to p. m., when the interval between trains operating
depend almost entirely on local business and- pleas out of Oakland Pier is lengthened to forty minutes
ure seekers and shoppers to and from San Fran and out of Alameda Pier to forty-five minutes. On

f
4

Block Signal Bridge, Oakland Mole

J. C. McPherson ] ELECTRIC RAILWAY JOURNAL [ 545
Saturdays and Sundays twenty-minute service is The fare collection during periods when travel is
maintained on the Oakland Pier lines until mid heavy sometimes presents quite a problem, as at
night. some points on the system it is often necessary for
Each ferryboat arriving at Oakland Pier con the collector to take up 100 fares or more, besides
nects with four Berkeley and two Oakland trains, assisting in the supervision of passengers boarding
and during morning and evening rush hcur^ with and alighting, within a period of less then ten min
one train to Alameda. utes. Ohmer fare regis
Boats arriving at Ala ters are used exclusively
meda Pier connect with on the trains, the <-.olle>
one Oakland and two tor registering each fare
Alameda trains. The size separately as it is taken
of the trains varies from up. At the ferry build
one to seven cars, ac ing a standard form of
cording to the density of ticket chopper is used.
travel. During the peak All passengers paying
load about two and ons- their fare before admis
half or three minutes sion to the waiting room
are consumed in loading have access to both land
and unloading passen ings. No fares are col
gers. This means that lected on the boats.
Southern Pacific Electric Cars
within three minutes All motormen who are
from the time the ferryboat hits the slip all pas used in operating the electric trains are loco
sengers have left the boat, boarded their respective motive engineers, whose seniority rights give
electric trains to the different suburbs mentioned them the privilege of working on the South
and gone on their way. ern Pacific steam locomotives out of the Oak
To meet the demands of our patrons for fast serv land terminal or on electric trains. The con
ice, advantage is taken of every condition tending ductors are now also taken from extra-passenger
to expedite the movement of trains, after first, lists of the Southern Pacific steam lines. The col
however, conserving the safety feature. A good lectors are classified as gatemen and employed as
idea of the service can be obtained by considering the business warrants. The best of these men are
the schedule of our Alameda line, where a train retained in the service and they are promoted to the
travels 14.6 miles, 8 miles of which is through city position of brakeman after passing the examination
streets and makes twenty-four stops, in a total run which is prescribed by the American Railway Asso
ning time of forty-five minutes. The distance be ciation.
tween the stations varies according to density of The average train-miles operated per month ap
population, but as a general rule the stations aver proximates 250,000, while the average car-miles
age about 1500 ft. apart. operated per month approximates 400,000.

Automatic Wigwag Danger Signal at Berkeley

 Southern Pacific High-Speed Car at West Alameda Shops

Maintenance of 1200-Volt D.C. Cars ty the

Southern Pacific Company

By R. E. HEWITT
Master Mechanic Southern Pacific Electric Lines
THE Southern Pacific Company, electric Motor cars are inspected at intervals ranging
division, since June 1, 1911, has been operat from 1200 to 1500 miles, and trailers every 2000
ing a high-speed service with 1200-volt d.c. miles. Both are overhauled every eighteen months
equipments through the trans-bay cities of Oakland, to two years, including paint retouching.
Alameda and Berkeley. At this time eighty-one
Car-Body Maintenance
motor cars, sixty trailers and ten center-entrance
cars are in use. Most of the motor and trail cars At the time these cars were placed in service
are 72 ft. over all, and the center-entrance cars opinions were expressed in some quarters that they
which are used in crosstown city service between might prove too light. Although they are operated
Oakland and Alameda are 45 ft. over all. The big in trains up to seven cars with maximum speeds
cars are 10 ft. 5~/s in. over eaves, thereby making of 40 m.p.h. and stops as frequent as three per mile
possible a triple seat on one side of the aisle and a on some runs, the construction has fully justified
double seat on the other side. This gives a total itself in four years' operation. To confirm this
seating capacity of 116 in all straight passenger statement the following incident may be recounted :
cars, and of eighty-eight in the twenty-nine com On one occasion a towerman threw the switch
bination baggage and smoking cars, which are 67 between two trucks of a motor coach. This veered
ft. long. All cars are of steel construction. The the car in such a way that a steel trolley pole of
72-ft. 4V2-in. motor cars weigh 943 lb. per seated 8-in. to 10-in. diameter at the base was sheared off
passenger and 1562 lb. per running foot; the cor at the ground line without causing more than a
responding trailer figures are 579 lb. per seated slight camber in the side sills of the car. A like
passenger and 929 lb. per running foot. The side accident at this junction would have completely cut
sill and center the sill of all of the cars are of 7-in. a wooden car in two. This car was sheathed with
channels and the floors are of corrugated steel Vs-in. steel up to the belt rail.
covered with Flexolith. Generally speaking, our only car-body main-

Southern Pacific Center-Entrance Car Used for Crosstown Service

548 ] ELECTRIC RAILWAY JOURNAL [R.E.Hewitt
tenance has been the occasional renewal of the com- bushings to roller bearings. The initial set was
position flooring, especially in the aisles. The tried with some trepidation in view of the opinions
Flexolith renewals are made readily by troweling of many engineers that an anti-friction bearing
the mixture of cement and special liquid and allow- would suffer so much from pitting and sparking
ing about thirty hours for the covering to set. The due to the passage of current, that it would soon
first renewals were not made until after three and be destroyed even if it did conduct sufficient cur-
a half years' service. There is nothing to show rent. Our experience with the trial bearings did
that any members of the framing have been pulled not bear out these pessimistic contentions. We soon
out of line, demonstrating that this pioneer light- found that the combination of the iron roller and
weight type for heavy, high-speed service was cor- the roller bearing would give a much longer life,
rectly designed. All but the last fourteen cars, and consequently the change to roller bearings was
which are of Pullman make, were built by the authorized before the pioneer pair had worn out.
American Car & Foundry Company, St. Charles, Mo. The latter was installed July 26, 1913, and was
_ „ removed in May of this year after a service of 118,-
Truck and Electric Maintenance „„„ ., n . ... ,. ., , .
707 miles. During this time it wore out six contact
The trucks, which are of Baldwin manufacture, rollers. This roller bearing for pantograph opera-
have required very little attention to date. Our tion has since been patented by the writer,
principal work in under-car mechanical equipment Although the iron pipe roller was giving good
has been confined chiefly to inserting case-hardened life, it did require a good deal of machining to
steel bushings in the pinholes of the brake rigging prevent scoring of the trolley wire and for the in-
and the occasional renewal of Symington journal stallation of a suitable cage to carry the end cast-
boxes, ings in which the rollers are held. About July,
The four motors per car are of GE-207-A 145-hp. 1914, we adopted a roller made of cold-drawn steel
rating, operated permanently two in series on 1200 tubing. This requires no machining whatever, and
volts with Sprague Type A-l control. About 85 as a current collector it is good for at least 18,000
per cent of the trains comprise one motor car and miles with a possible maximum of 24,000 miles,
one trailer. On the lighter center-entrance crosstown cars, the
For three years we never brought an armature same outfits had made 40,000 miles by July 1, with-
into the shop except for the replacement now and out renewal.
then of string bands. More recently armatures are The financial value of these improvements may
coming into the shop for the reslotting and possible be expressed by the following figures:
turning down of commutators, but this we regard
as the result of normal wear. Le Carbone brushes °ld Rollers with Graphite Bushi,1g Bearings
Average mileage of 72-ft. cars, miles 12,406
Operated at 4-lb. to 5-lb. tension are Standard. Some Maintenance labor per month $580.76
* 1.-L. i_ i_ i_ i_ ■ « Maintenance material per month 97.60
of these brushes have been in use for three years Lubrication (Welsh oil) per month 13.00
without renewal, which means that they ran for at Total $1591.35
least 180,000 miles. Furthermore, the commutators 224 new steel rollers made in 1913, at »5.47 ench. . . $1,225.28
look as bright as the day they entered service. Roller-bearing Rollers
.-I . , 1 u , , , Average mileage of rollers on 72-ft. cars, miles.... 18,000
Control renewals have been rare, the only work Malntenance labor per month $77 35
in that respect being the renewal of contactor tips and" ^.ne) per month : ! ! : 'ill
and interlock posts. Circuit-breaker and reverser Tota, $m 97
defects are virtually nil. —■
Thus the monthlv saving for ninetv-one cars
Improvements in Pantographs 0, „ ■ 4,-^ „„ „
alone is $500 or more.
When we began operation our current collectors It will be noticed on comparing the lubrication
were pantographs of the United States 121 type, item that we not only cut down its cost but were
equipped with a roller of 5-in. diameter, 24-in. enabled to change the materials from Welsh oil
length, and graphite bushing bearings. The orig- and waste to a mixture of graphite and vaseline,
inal rollers were made of brass, but as they wore This change has proved a boon to the car roofs
out after only 8000 miles aluminum was tried as and windows, which are no longer spattered and
the first substitute. This metal proved even less stained with oil, nor need trainmen and passengers
satisfactory than brass and was quickly discarded worry about oil stains due to the current collectors,
in favor of iron pipe. The second substitute was The car cleaning has been made easier, and com-
an iron pipe roller which gave a life of approxi- plaints about splashing oil have been eliminated. It
mately 12,000 miles. may be added that it was formerly necessary to
Before making any further change in rollers we lubricate the pantograph rollers twice a day; now
set about to determine whether the life of the roller one lubrication every regular inspection period of
could not be lengthened by a change from graphite 1200 to 1500 miles suffices.
 Catenary Bridge Suspension, Alameda Mole

Operation of a 1200 -Volt Direct-Current

Distribution System
Substation Operation at 1200 Volts, Direct Current, Has Proved an
Unqualified Success, Even at Temporary Overloads of 125 Per Cent
By J. JOHANSEN
Chief Operator Southern Pacific Electric Lines
THE Southern Pacific electric lines which der ordinary operating conditions six rotaries, two
serve the towns of Alameda, Berkeley and at each station, are used during the morning and
Oakland were among the first 1200-volt evening peaks which run up to 7000 kw. on an
d.c. systems in this country, operation having be hourly-load basis. The momentary swings are very
gun early in 1911. The high-tension end of the sys severe, ranging from 2000 kw. to 11,000 kw., as
tem is 13,200 volts, twenty-five cycles, three phase, shown by the station-load curves. These swings
and the low-tension end of the rotary converters is affect particularly the Fruitvale and West Oakland
440 volts with 630 volts at the d.c. end. Our adop stations, which are nearest the pier terminals. The
tion of 13,200 volts as the transmission potential rotaries in these stations consequently get over
was an advance of some 2200 volts over previous loads of 100 per cent to 125 per cent momentarily.
practice, but of far more importance was the use Despite this we have not yet suffered a single
of 1200 volts for the contact wires. breakdown or flashover from these machines. In
fact, the rotaries in all stations show practically
Substation Equipment no signs of wear or deterioration.
In all we have three substations—Fruitvale, West After 10 p. m. the load drops to approximately
Oakland and Berkeley. These contain respectively 4500 kw. at the power plant buses, and upon this
three, four and three pairs of 1500-kw. General Fruitvale is cut out. At midnight the load drops
Electric rotary converters, each pair made up of to about 3000 kw., whereupon Berkeley is cut out,
630-volt d.c. machines permanently in series. Un leaving West Oakland, in the center of the system,
[ 549 ]
550 J ELECTRIC RAILWAY JOURNAL [ J. JOHANSEN
to carry the entire load up to 5 a. m. With West out the emergency crew to the section affected.
Oakland so used, one station feeds as far out as However, the chief operator will ask that the triple
Thousand Oaks, 10 miles distant. Under these con closing test be repeated several times because line
ditions the drop in the line has not been found to men are supposed at all times to work with the
exceed 100 volts at any time, the average being 50 1200-volt lines alive. In other words, we do not
volts. During the day the drop is too small to be wait for the report of the emergency crew before
considered. continuing operation.

Provisions Against Service Interruptions Maintenance Crews

Interruptions in service have been very few, and Our outside maintenance force comprises three
even these have been due to causes outside of the gangs, each equipped with an auto-truck, as de
stations, such as breaks in strain insulators. In scribed by Jesse B. Nichols elsewhere in this issue.
four years' operation, we have not had a power de The substation personnel comprises the following:
tention in excess of fifteen minutes as the result of Fruitvale and West Oakland each have from 8 a. m.
trolley or substation troubles. to 4 p. m. an operator, an assistant operator and a
Should a heavy short occur near any one of the machine tender; each of the other two watches, 4
substations, the interruption would be only momen p. m. to 12 midnight, and midnight to 8 a. m., are
tary as the length of cable between stations affords taken by an operator and assistant operator. This
enough resistance to keep one or two stations feed makes a total of seven men per station. At Berke
ing into the line. ley, one operator is on duty during the first watch
When a breaker opens up on a short-circuit, the from 8 a. m. to 4 p. m., another operator covers
operator closes the breaker immediately three suc the second watch from 4 p. m. to 12 midnight, and
cessive times. If the trouble is still on the line he the third watch is taken care of by an assistant
will report to the chief operator, who then sends operator, making three men in all.

A i.

Center-Pole Catenary Suspension Transmission Line, Oakland Electrification

 Combination Passenger and Baggage Car

Maintenance of 1500 -Volt D.C. Cars by tn<

Southern Pacific Company

Early Difficulties with Dynamotor Flashing, Brush Breakage and Pantograph

Collectors Have Been Eliminated—Excellent Detention Records Now the Rule

By E. SEARS
Superintendent of Electrical Equipment Southern Pacific Company, Portland Division

A LL cars operated on the Portland division The equipment is arranged to operate on 600
/\ of the Southern Pacific Company are steel, volts and 1500 volts. The 600-volt operation at
/ \ the interior being trimmed with mahogany present consists of operation within the limits of
and the seats upholstered in green plush. These Portland, the change from 600 volts to 1500 volts
cars were built by the Pullman Company with the being accomplished automatically by electric-pneu
exception of three mail cars, which were built by matic operation. There is a 35-ft. grounded dead
The J. G. Brill Company. section between the 600-volt and 1500-volt sections.
The equipment consists of seventeen single-end The head car is thrown by air while passing over
combination baggage and passenger motor coaches, the dead section. The air is operated from a valve
with smoking compartment, total seating capacity switch in the motorman's cab, which also has elec
fifty-two; thirteen double-end passenger motor tric contacts, so that, with the exception of the
coaches with smoking compartment, total seating head car, which is thrown directly by air, the re
capacity, sixty; eleven double-end control coaches, maining cars are thrown electro-pneumatically, the
seating capacity sixty; five motor baggage and valve switch being held in its proper relative
express cars, three motor baggage, express and position.
mail cars, the mail compartment being a standard It is necessary to throw the controller off on
21-ft. mail compartment. The length of cars over the head car while changing it over. After this
the buffers is 56 ft. 10 in., width of cars over the car has passed over the dead section, the controller
sills, 9 ft. 2 in.; wheelbase for car 42 ft., approxi can be replaced in the "on" position and each car
mate weight of car, 51 tons, except control coaches, can be operated on its relative voltage until it comes
which weigh 32 tons each. to the dead section, where it automatically changes
The electrical equipment for these cars was over to the required voltage.
furnished by the General Electric Company, and The potential relay drops out when on the dead
the air-brake equipment by the Westinghouse Air section. It is so interlocked that the interlocks
Brake Company. close the circuits necessary for operating the com-
[551]
E. Sears ] ELECTRIC RAILWAY JOURNAL [ 553
mutating switches, for the 600-volt and 1500-volt ing switch in the 600-volt position. Further, a
positions. The commutating switch is operated by calibrating spring is used for 1500-volt operation
small air cylinders that are fed by the opening and so that when the commutating switch is thrown to
closing of magnet valves, which are operated by the the 1500-volt position, the magnet coil is de-ener
above-mentioned circuits. The commutating switch gized on the circuit breaker, leaving only the cali
changes all dynamotor connections, as well as all brating spring.
motor connections, for the 600-volt and 1500-volt Another feature on this equipment is an auto
positions. The dynamotor furnishes lights and con matic control cut-out switch, which opens the con
trol on 1500 volts, but drives the air compressor on trol wiring until the brake handle has been placed
600 volts. Lights and control on the 600-volt sec on the brake valve and the proper train-line pres
tion are taken directly from the trolley. sure built up, so that the car cannot be started un
The dynamotors gave considerable trouble due to til after the brakes are properly charged.
flashing when first put in operation. The four The control features on this equipment have
shunt fields had been connected in series with a given us very little trouble. Each car is equipped
400-ohm resistor; after they were connected in with four GE 205-B motors, which have shown
parallel, each with a 1000-ohm resistor, all trouble no defects, except for a few cases of armature coil
due to flashing was eliminated. trouble due to defective coils. We have had only
one hot armature bearing since the beginning of
Relays
operation, in January, 1914, and we have had no
The control features, on account of 600-1500-volt trouble from flash-overs.
operation, are somewhat complex because of addi The brush wear on the equipment is nominal.
tional relays. Some trouble was experienced when inaugurating
A protective relay is used to protect the 600-volt operation, by the breakage of motor brushes, but
wiring from 1500 volts, in case the car does not this was corrected by getting suitable brushes.
change over in going from 600-volt to 1500-volt On the whole we have not noticed that there is
sections ; it also protects the dynamotor from receiv any particular difference between 600-volt and
ing 1500 volts in the 600-volt position. 1500-volt operation, as far as peculiarity of equip
The current limit relay is the same relay as used ment is concerned. The only complexity is that in
on all General Electric 600-volt equipment. situations like ours it is necessary to have equip
The potential relay used is in at all times when ment that will operate on 600 volts and 1500 volts,
the pantograph is on the energized trolley. It a fact which causes numerous extra connections and
carries three interlocks, one for the control wire, pieces of apparatus.
one for the 1500-volt and one for the 600-volt posi
tion of the commutating switch. When on a dead Current Collection
section, the potential relay drops out, closing the A roller pantograph, U. S., Type 122, is used to
circuit for operating the commutating switch. collect current. Pantographs of all cars in a train
The time-limit relay opens No. 4 wire and drops can be operated electro-pneumatically by the motor-
out on line contactors at section breaks. This does man from the front car. It was found necessary to
away with heavy flashes at these points. This re develop a different type of lubrication for the col
lay is operated by means of an auxiliary contact lector than that originally furnished. We now use
rod on the pantograph, which is insulated from the a circulating oil system, which employs a hollow
pantograph frame. A brush or tickler is set a few shaft with a deflector. The shaft is stationary and
feet ahead of the dead section. On coming in con as the roller rotates about it the oil is collected from
tact with the auxiliary rod on the pantograph the the inner outer edge of the collector shell by the
brush energizes the time-limit relay, causing it to deflector and conducted to the shaft, which in turn
open No. 4 wire. carries it to the roller bearings. This type of oil
A by-pass relay is used where grades prevent the ing was necessary due to the high speeds attained
current limit relay from picking up, thus keeping by our trains. The cost of lubricating these col
motors on resistance. This relay makes it possible lectors is about 10 cents per 1000 miles. The cost
to by-pass the current limit relay and not remain of maintenance has been 64 cents per 1000 miles,
too long on any resistance point. much of the latter cost being due to broken shafts,
resulting from broken collector frames (which the
Other Control Features
factory is now strengthening) ; also to the fact that
The circuit breakers on this equipment are so our first collectors were made of iron pipe, which
arranged that they have a calibration for 600-volt opened up in the seams. We are now using 5-in.
and 1500-volt operation. The extra calibration for steel tubing, from which we expect to get an aver
600 volts is accomplished by a magnet which is age of at least 50,000 miles and possibly more,
energized by means of a contact on the commutat- although it has not been in service long enough for
554 ] ELECTRIC RAILWAY JOURNAL [ E. Sears
us to determine this fully. The oil in the roller is ing. In fact, we do not intend to give them what
replenished at every third inspection, or after every can be termed a general overhauling, as the cars will
6000 miles. be painted when it is found necessary, and motor
The only thing unusual about the air-brake sys repairs will be made when a gage shows that the
tem is the universal valve. This has given no bearings are worn sufficiently to be removed. Other
trouble to date, and we have had no detentions due parts on all of our equipment are handled in a sim
to air-brake equipment. All air-brake parts are in ilar manner.
spected on a 2000-mile basis. At the shop we have Detentions op Car Equipment, 600-1500-Volt Lines—
a Westinghouse test rack, on which all parts are Portland Division
January, 1915 April
tested before being put into service. Mechanical, none. Mechanical, none.
Painting was begun on cars in November, 1914, Electrical, thirty minutes. Electrical, none.
Number of detentions, two. Man failure, none.
at the end of eighteen months' service. Our cars Man failure, twenty-four Total miles operated, 108,739.
minutes. Number of de
have now been out more than two years, and before tentions, two.
Total miles operated, 112,372. May
all cars are painted some of them will have been February Mechanical, none.
out thirty months or more. The cars are cleaned at Mechanical, none. Electrical, none.
Electrical, none. Man failure, none.
each inspection, or at the end of 2000 miles, using Man failure, thirty-five min Total miles operated, 119,683.
utes. Number of deten
an oil cleaner only if necessary. Between inspec tions, one.
Total miles operated, 100,702. June
tion cars are dry wiped. If it is raining, a scrub March Mechanical, none.
Electrical, fifteen minutes.
bing brush and water are used to rinse off the body. Mechanical, none. Number of detentions, one.
Electrical, none. Man failure, forty-three min
Windows are cleaned with Bon Ami. Man failure, fifteen minutes. utes. Number of deten
Number of detentions, one. tions, two.
We have not given our cars a general overhaul Total miles operated, 111,093. Total miles operated, 128,632.

mm*

Southern Pacific Repair Shop, Fruitvale

 Train with l'arlor Car at Salem, Oregon Electric Railway

Maintenance of 1200-Volt D.C. Cars ty tke

Oregon Electric Railway

A Unique Feature Is the Successful Inter-Operation of Old 600-
Volt and New 1200-Volt Motors in the Same Quadruple Sets

By D. I. CLOUGH
Master Mechanic Oregon Electric Railway
THE 1200-volt lines of the Oregon Electric tives every 1000 miles. Overhauling on both classes
Railway comprise 122 miles of single track is made every 100,000 miles. Inspection is car
over which a total of ninety passenger mo ried out at the Hoyt Street carhouse, but all over
tor cars and ten locomotives are operated. In the hauling and heavy repair work is done at the Porter
city of Portland we operate at 600 volts, but else Street shops, both at Portland. We also have a
where 1200 volts are used. The original line end running inspection of journals and trolley wheels
ing at Salem, 50.8 miles distant, had been operated made by inspectors stationed at Salem and Eugene.
at 600 volts, but when the line was extended in 1912 For current collection we employ a Holland-type
to Eugene, 122.4 miles from Portland, the change trolley wheel with U. S. 13 base and Knutson re
to 1200-volt operation was made. trievers. But one pole is in use at a time. The
The twenty-four original cars were changed only estimated life of these wheels is from 6000 to 8000
by the addition of 1200-volt type-M control and two miles. Cup grease lubrication is used. The ten
GE-205 motors, two out of four 600-volt GE-73 mo sion of the base springs is maintained at 30 lb.
tors being retained for 1200-volt operation by per The maximum current passed by this wheel in regu
manent series connection on the low side. These lar service during the acceleration of a two-car
older motors are not changed in any way. The new train is 450 amp.
cars carry four GE-205 motors and the same con Despite the unusual combination of 600-volt and
trol and dynamotors already named. The locomo 1200-volt equipments the motors have given excel
tives are of General Electric type, four 50-ton loco lent service. Not more than two flash-overs oc
motives carrying four GE-207 motors and six curred within the past year and these were caused
60-ton locomotives carrying four GE-212 motors. by broken brushes. The latter, which are chiefly
The locomotives are used for freight only. of General Electric grade-B type, are maintained
Cars are inspected every 1800 miles and locomo at about 6.5-lb. tension, and aside from the two
[ 555 ]
556 ] ELECTRIC RAILWAY JOURNAL [ D. I. Clough
breakages noted they have caused no other troubles. our costs per 1000 car-miles were as follows in the
The only other motor defects have been the rewind months named: June, 1914, $0,082; July, 1914,
ing of two or three armatures of the older motors $0.92; August, 1914, $0,098; September, 1914,
due to breakdown of insulation. Even here replace $0.1198; October, 1914, $0,141; November, 1914,
ments have been made with factory-wound coils. $0.1046; December, 1914, $0.0449; January, 1915,
When the change to 1200-volt operation was $0.0685; February, 1915, $0.0595; March, 1915,
made, we slotted the GE-73 motors 1 32 in. so that $0.0601; April, 1915, $0.0621, and May, 1915,
the same grade of brushes could be applied and also $0.0628. This lubrication is under the usual Galena
that other advantages of slotting might be obtained. guarantee.
Commutators have given us practically no trouble. These low figures are due to the economic recla
We attribute the good behavior of the motors to mation of oil from used waste and the efficient oil
four causes: inherently good design, correct con ing of the equipments.
struction, frequent inspection and to reasonable The brakeshoes, which are of Love flanged type,
operating conditions, as we do not attempt to make also are showing very low costs, as illustrated by
up trains with less than 50 per cent live equipment. the figures in Table II.
The control, which embodies automatic accelera Table II—Rkakeshoe Record—Oregon Electric Railway
tion, has also made a creditable record. Cost Per
Per Cent Miles 1000-Car-
Our delay statements tell the story of equip Wear Per Shoe Miles
August, 1914
ment reliability better than anything else. Some Passenger shoe wear 58.0 6919 $0,648
Locomotive shoe wear 61.0 2629 0.192
typical figures covering delays ascribed to mechan September, 1914
Passenger shoe wear 68.0 4181 1.240
ical trouble are shown in Table I. Locomotive shoe wear 35.0 3182 1.344
October, 1914
Table I—Oregon Electric Railway Delay Record and Passenger shoe wear 60.0 5301 0.92
Causes Locomotive shoe wear 62.3 2052 2.46
Loss in Minutes November, 1914
Miles Passenger shoe wear G3.0 4186
Operated Mech. Elec. Air Locomotive shoe wear 58.0 225S
June, HI 14 251,386 28 25 0 December, 1914
July, 1914 235,477 0 0 120 Passenger shoe wear 63.5 41S4 1.13
August, 1914 247,567 15 5 35 Locomotive shoe wear 61.0 3654 1.27
September, 1914 254,172 0 30 0 January, 1915
October, 1914 242,221 0 5 20 Passenger shoe wear 69.75 5348 1.26
November, 1914 212,816 0 20 0 Locomotive shoe wear 62.5 2304 2.06
December, 1914 218,513 30 0 20 February, 1915
January, 1915 219,635 40 0 0 Passenger shoe wear 63.5 428G
February, 1915 195,029 19 20 0 Locomotive shoe wear 55.0 2606
March, 1913 208,821 0 0 0 March, 1915
April, 1915 197.901 0 (I 0 Passenger shoe wear 57.5 4605 1.27
May, 1915 206,774 50 0 0 Locomotive shoe wear 61.5 2659 2.22
April, 1915
Our lubrication cost for all equipment, exclusive Passenger shoe wear .... 58.2 4153 1.05
Locomotive shoe wear 66.5 2840 1.56
of trolley wheels, has proved so low that some oper May, 1915
Passenger shoe wear 62.0 4115 1.00
ators may even question the figures. For example, Locomotive shoe wear 46.0 3205 1.27

Oregon Electric Limited Train with Observation Parlor Car Between Portland, Salem and Eugene
 Top-Post Mechanism of A.C. Track Circuit Signals on Double-Track Section
at Maplewood, Oregon Electric Railway

Signal Maintenance on the 1200 -Volt

Oregon Electric Railway

One-Fourth the Time of One Man Is Found Sufficient

to Maintain 8.2 Miles of Block Signals on Double Track

By E. R. CUNNINGHAM
Electrical Superintendent Oregon Electric Railway
THE Oregon Electric Railway operates out trestle and altogether shortened the main line by
of Portland approximately 200 miles of sin about 1300 ft. The fills aggregate 2000 ft.
gle track, of which the first 8.2 miles from On this double-track section we operate trains on
Portland were double-tracked in 1913. This section a minimum headway of five minutes ; on the single-
was a part of the original 600-volt line built in track sections beyond the Garden Homes terminus
1907, and the second track was added and a num of the double-track sections the minimum headway
ber of curves were eliminated better to handle the is twenty minutes. Therefore we are operating
increased business. what is practically a suburban service to Garden
The cost of the double-tracking between the Jef Homes and an interurban service beyond that point.
ferson Street station and the junction at Garden All cars, however, are geared for the same speeds.
Homes, about 7 miles, of straightening tracks, re This service is protected with the General Rail
ducing grades and eliminating curvature was about way Signal Company's three-position, left-hand
$750,000. In this work the street grade was aban upper-quadrant a.c. track-circuit signals installed
doned in the approach to the station at Jefferson in 1912. In connection with the double-tracking
Street, and the tracks were placed part of the way we changed relays for double-track operation and
on trestle work over private right-of-way. Increase relocated posts where necessary. This was done
of trains and traffic necessitated these improve without interruption to service.
ments. The line is divided into blocks varying in length
The principal work and the expensive portion from 1.4 miles to 'L> mile, according to curvature
was between Multnomah station and Garden and other conditions. Only one signal maintainer
Home. One big cut and two fills, one of which was is required. His duties also include the care of
about 95 ft. deep at the highest point in the ravine, about twenty Hoeschen crossing bells, two inter
were necessary to complete the cut-off. This im locking plants, track bonding, and tunnel signals
provement eliminated a reverse curve and a high on the United Railways division of this company.
[51 7]
558 ] ELECTRIC RAILWAY JOURNAL [ E. R. Cunningham

9
m

all
ill

Substation and Agent's Office Combined, Concrete Substation at Orrville,

Oregon Electric Railway Oregon Electric Railway

In fact, the maintenance of the block signals alone by the General Railway Signal Company to forestall
calls only for about 25 per cent of his time. possible trouble from worn bearings.
To facilitate quick movement over the line, the The performance of the signals is indicated by
signal maintainer is provided with a Fairbanks- the following record for the months of this year
Morse gasoline car. Conditions as to repairs and covering respectively the number of signal move
replacements are reported to the electrical superin ments and the failures which are due to the signal
tendent. mechanism :
The most serious trouble has been the squeezing Statement of Signal Movements for Year Ended
out of the insulation between rail ends because of June 30, 1915
extraordinary rail expansion during unusually Signal Total Signal Total
Number Movements Failures Number Movements Failures
warm weather. We have tried to correct this 1.5 39,395 5 5.6 20,491 0
1.8 19,251 4 6.1 23,189 1
trouble by replacing the single piece of horn fiber 2.1 21,857 6 6.4 20,209 1
2.2 28,352 7 7.1 22,358 2
with a set of alternate laminations of fiber and 2.6 21,007 4 7.0 21,261 0
2.9 21,734 3 7.7 31,624 2
steel, but with no particular success. 3.6 20,699 1 7.8 22,238 3
3.9 19,217 0 7.9A 14,442 1
The only change made in the signal mechanism is 4.5 19,429 1 7.9B 9,325 6
4.8 21,130 n 8.4 7,462 9
an improvement in the bearings of the Model 2-A 5.5 20,140 0 8.6 11,450 2
Total 456,270 58
signal-operating motor. This change was initiated One failure to every 7867 movements of 45 deg. each.

It

r I
I.

Top-Post Mechanism of A.C. Track Circuit Signals at Cross Double-Track Tangent, Oregon Electric Railway, Between
over on Double-Track Section, Oregon Electric Railway Portland and Garden Homes
How a Railway Helps the Farmer to Prod uce

Bigger and Better Crops

In Conjunction with the Oregon Agricultural College the

Southern Pacific Company Teaches the Farmers, on Both the
Steam and Electric Lines, to Make the Most of Their Opportunities

By H. A. HINSHAW
General Freight Agent Southern Pacific Company

A S early as 1908 the munities closer to large

/\ Southern Pacific masses of consumers.
/ \ Company insti Thus a change in the
tuted a farming demon character of products
stration train in con arose although the prod
junction with the ex ucts themselves were
tension service of the still moved largely by
Oregon Agricultural Col steam trains.
lege. The subjects cov Originally the loop
ered by these trains are territory was devoted al
horticulture, dairying, most entirely to grain.
hog raising and poultry With the coming of the
husbandry; and the ex demonstration trains the
hibits include specimens farmers learned that
of dairy cows and hogs dairying, hog raising
to prove the points made and fruit would find a
by the demonstrators. more profitable market.
The railroad company The electrification has
furnishes the rolling made the latest change,
stock and operates the for owing to the increase
trains on a rigid sched in the population of com
ule, advance notice of muting towns, truck gar
which is sent direct to dening has been inaugu
An Interested Audience of All Ages at Forest Grove
every farmer in the af rated on a large scale.
fected territory, to all newspapers commercial In all of these developments the farmers have
bodies and the station agents. The merchants in been guided largely by the demonstration service.
the towns along the line are always particularly They have been shown not only what classes of
helpful in urging the farmers to attend. products were most desirable but what particular
The college, which is a State institution, fur varieties of animals or plants were best adapted
nishes all livestock and other demonstration ma for this territory and the different soils thereof.
terial. It also supplies the faculty of agricultural One result of this education is reflected in the
and other professors who deliver lectures on their fact that the highest prizes for milk at the Panama-
specialties, from silos to eggs. From the first the Pacific International Exposition were awarded to
work attracted much interest among the farmers, the dairy interests of Portland and vicinity.
and this interest has continued to this day. On the whole this work has proved gratifying not
While this work of the Southern Pacific Com only in increasing the value of freight shipments,
pany extends over a zone of more than 1000 miles, but in securing the good-will of the farmers and
it may be of interest to tell more in detail of what the country newspapers. The movement has made
has been done in the territory immediately to the such headway that one demonstration train, run in
southwest of Portland. In this section, locally February, 1914, was visited by 7000 people in one
known as the "Loop," about 100 miles of route had day and 36,000 people within two weeks. The in
been electrified in 1913 for 1500-volt d.c. pas terest shown by the children is so great that a
senger service in the name of the Portland, Eugene "Children's Special" is a possibility of the future.
& Eastern Railway, now absorbed. This electrifica In fact, the "college on wheels" should prove a
tion introduced new conditions inasmuch as the potent factor in keeping the younger generation on
more frequent service brought the farming com the farm.
[ 559 ]
 Effect of Publicity

on the Jitney Movement in Portland

The Portland Company Finds that a Straightforward Statement of
the Facts to the Public Is Helpful—A Weekly Pamphlet Distributed
on the Cars Is One of the Best Mediums of Such Instruction
By F. W. HILD
General Manager Portland Railway, Light & Power Company, Portland

PORTLAND saw its first jitney in January the voluntary comments received, it must have made
of this year, although 10-cent auto-buses, a decided impression upon the thinking members of
in competition with our suburban trains the community.
to Vancouver Ferry, had already come into being This pamphlet was supplemented and followed by
a month or two earlier. With the arrival of the display advertisements in the daily press. Each
jitney, the 10-cent auto-bus went out of business advertisement took up a definite aspect of the taxa
because it lacked speed and frequent service and tion problem, amplifying it enough to bring out all
embodied an attempt to use in passenger equipment the pertinent points and yet not detailed enough as
apparatus designed to handle freight. Evidently to prevent understanding the statement in one
the rate of fare was not the real objection because reading.
the jitney buses also charge a 10-cent fare on the However, the most striking announcement proved
7.5-mile line to Vancouver Ferry. to be a full-page display in the "house warm
ing" issue of the Evening Telegram. This ad
Publicity Mediums vertisement was entitled "Why Such Irresponsi
Our first publicity concerning the jitney took the bility?" and told its own story in the form of a
form of addresses by President Griffith and other sheaf of clippings reproduced from daily news
officers of the company before the Chamber of Com papers. These clippings were grouped to show the
merce and other public bodies. As the jitney's menace of the jitney from the four standpoints of
novelty then made it a matter of live news, accounts moral danger, thuggery, accident risk and service
of the addresses received good space in the news irresponsibility. This advertisement was not only
papers. reproduced in the Electric Railway Journal of
On Feb. 4 the employees of the Portland Railway, March 27, 1915, but also attracted the attention of
Light & Power Company, as represented by several prominent magazines in other fields, such as the
organizations, including the Brotherhood of Elec Sunset, the leading monthly of the Pacific Coast,
tric Trainmen, circulated a petition addressed to and of Printers' Ink, the great advertising journal.
the City Council. This petition, signed by 27,500 Mats of this announcement were also sent to elec
people of Portland, requested the City Commis tric railways as far south as Texas, as far north as
sioners to pass an ordinance requiring the jitneys Canada and as far east as Maine.
to operate only under franchise. This petition did
Introduction of a House Organ
not lead to the desired result, as the commissioners
believed that the public was not yet in the proper The fact that the public was showing a genuine
frame of mind to help a public service corporation interest in our statements accelerated the publica
constructively. tion of a four-page weekly of pocket size which is
now distributed in our cars to the number of 50,-
Pamphlets Effective
000 per issue. We purposely began its publication
During the period that the petition was in cir without a name, offering prizes amounting to $30
culation we put out a pamphlet on the jitney bus for the best title. About 10,000 suggestions were
addressed to all employees, but with the suggestion received from a population of 240,000, this indicat
that it be passed on to others. This pamphlet dis ing in itself that the public was already reading
cussed the jitney in its various phases, particularly the pamphlets. In the opinion of the four city
in its relation to the electric railway and its em newspaper editors who constituted the jury of
ployees. This was followed by a pamphlet showing award, the best title submitted was the punning one
how much money the company paid to the muni of "Watts Watt."
cipality, both directly in taxes and bridge tolls and The value of such a weekly publication as Watts
through the less obvious forms of paving chargsi Watt lies in keeping the company's side of im
and free transportation for city employees. This portant problems continuously before the public,
second pamphlet was widely distributed, and, fro1"" and of concentrating on any particular topic that
[ 560 ]
F. W. Hild] ELECTRIC RAILWAY JOURNAL [ 561
may happen to be in the foreground. The case of appropriation will permit a house organ, I would
the jitney election is one in point. by all means favor its publication as a way of
The jitneyites had circulated a referendum peti greatly improving the relations between the com
tion but had so chosen the time of filing that the pany and the employees and also as of interest to
ordinance, as eventually passed by the Council on the more prominent stockholders. However, with
April 2, 1915, would have been held up for two in the limits of a publicity appropriation, I would
years, namely until the municipal election of 1917, give priority to a pamphlet for circulation among
before the attitude of the electors could have been the public. This conclusion may be due to a study
ascertained. However, under the Oregon law, legis of the local conditions as I find them in Portland
lative bodies may refer their own measures to the and of similar conditions in other Pacific Coast
people for approval or rejection. This action was cities where a very sad confusion of economic ideas
taken by the City Council in time for the election of is reflected in the encouragement to competition of
June 7, 1915, at which time the voters indorsed, by utilities and of occasional unintelligent, hostile
a substantial majority, the principle of jitney regu legislation against corporations in general.
lation. My study has led me to the conclusion that a
Two causes were potent in attaining this result: pamphlet of this nature should not exceed four
First, our publicity campaign, as outlined herein pages, and that the size should not be large, in
before, supplemented by an aggressive display ad order that the subject may be perused within the
vertising propaganda in the public press for about duration of a street car ride. It is my further be
one week prior to the election; second, the active lief that the public will more readily absorb and
interest and co-operation of the company's em digest the rather dry and heavy matter which must
ployees aroused by personal addresses made by necessarily form a presentation of the facts relat
President Griffith and the writer. ing to utility economies if such matter is accom
One lesson that the jitney experience has con plished by semi-humorous text. The principle, of
firmed is the wisdom of going directly to the public course, is first to get the town good-natured to have
with your side of the case. If a utility's publicity it listen to you willingly.
 Alberta - Wuodlawn Wed. June S3 igi5 SCHEDULE No. U-U WEATHER Sheet So.l
30 6 3(1 7 30 8 30 10
IN T
so Alberta
70 30th St. Tp.4 8..
Woodlswn
BO Ferti St. Tp.& S.
GO
40 4 ii
IT
30 it i|
tf! ,1
20 I i
10 i i
Train Ull ili
BB~ -
Car S» 8 5 s $ ittm 8SUS88255886S8SSl!saS81E889«SS«2355S S5SS5S5SSSS 5335 S 5 5 S £ S 8 8 8 Si
OUT
40
30
20
10 i I ' . .11 I !■ ! in ■! i hi i ! I i i
I I I i I Hi ililli llil ilil ilil.i.iliili.lilil B •'-«!"-
i iil I B""
i I i i Bi *1 1* B' LiL ! I I
Train -PB*"PB"-BT!-PP"I:I!""-CB-P"EB—CBP—PB"™ '
Cat Es S k 5 §8 8S3Sa£3sUa8s5SS8Saae5*SS55!BS556Sa!;S5a3S 5ES53SS S5S 3 SS je 8J S S 8 S 8 8
Chart Showing Conductors' and Inspectors' Peak-Load Slips Reduced to Graphic Form

Traffic Analysis

and Schedule Planning at Portland, Ore.

Schedules Are Compiled from Data Supplied by Conductors and Inspectors

—Standards of Car Service Have Been Established—The Assignment of
Miscellaneous Duties Has Simplified the Question of Earnings for Extras

By FRED COOPER
Superintendent of Transportation Portland Railway, Light 6? Power Company
IN 1912 the Portland Railway, Light & Power platform personnel but even more owing to the
Company inaugurated a system of traffic analysis fact that the density of population is much lower
and schedule planning in charge of a centralized in a given area than in cities like Boston, Pitts
schedule department. Previously, each division burgh and Newark. It is, therefore, practicable
made up its own schedules, the principal guide be for us to rely upon special reports from conductors
ing the experience of the local superintendent, mod covering the number of passengers at selected peak
ified by the pressure exerted by the public on the points on each trip.
one hand and by the management on the other. This peak-load slip, which constitutes our funda
We felt that this practice was too inexact to pro mental form, is reproduced herewith. The instruc
vide adequate service and to provide it economically. tions on the form are self-explanatory. Special at
The data upon which our schedules are built up tention, however, may be directed to the fact that
are, first, the standards of service required by the this record also covers delays and their causes.
public; second, the car-hours required to provide Information on delays is very important inasmuch
fairly satisfactory runs for the platform men; as it shows whether the cause of unusual conges
third, the standard of service laid down by the tion is permanent or accidental. Continued conges
management. tion which causes delay necessarily calls for a
To harmonize these three points of view it is careful study of conditions, rerouting or other
essential to know exactly where the traffic origi possibilities of traffic relief.
nates and what volumes must be handled between The peak-load checks are supplemented by the
different points. regular inspectors who devote their chief attention
I am aware that a number of Eastern companies to checking variations in car spacing. Since they
employ special checkers and inspectors to make also note the number of passengers, their figures
traffic counts. We do not have to go to this ex are a check on those supplied by the conductors.
pense, however, partly because of the excellent The information collected from the conductors'
[562]
Fred Cooper ] ELECTRIC RAILWAY JOURNAL [563

PORTLAND RAILWAY, LIGHT & POWER CO. PEAK LOAD CHECK

Peak Load and Delay Card By J. A. D 0-23 1915
Line Woodlawn Car. ,484. . .Train. .3 Run. . .3. At Union and Broadway In
Cond. . . .Simpson, D. P., No. 634. . . .Date . . .6-2-15 191 Time. A.M.
Sufficient cars are operated on every line to carry nil normal traffic Line Train Car Pass.
without overloads. It all scats are taken and there are thirty passen
gers standing, your car will be considered overloaded. Due Arrived
Look at your watch and note exact time you arrive at peak load
point- If space is too small to explain cause of delay or overload,
make note*—and write explanation on back of this sheet.
W. L. 5 560 0.22 6.22 35
Inbound at L'nion and Broadway Outbound at Union and Broadway W. L. 72 472 fi.28 6.28 30
W. L. 0 574 6.33 0.32 37
Min. Min.
Time Pass. Late Cause Time Pass. Late Cause W. L. 73 439 6.39 30
W. L. 1 479 6.44 0.45 45
A.M. A.M. W. L. 74 427 6.50 6.50 30
6.04 25 0.31 08 5 Bridge delay VV. L. 2 485 (5.55 0.55 28
7.00 31 7.30 06 W. L. 75 429 7.01 7.01 29
8.13 34 8.35 08 W. L. :s 478 7.07 7.08 .50
9.20 33 9.42 07 W. L. 70 438 7.12 7.12 29
10.22 18 10.44 14 W. L. 4 505 7.17 7.18 52
P.M. P.M. W. L. 72 472 7.23 7.23 34
1.28 44 4 Auto 1.40 21 W. L. 5 560 7.27 7.29 52
2.30 22 2.52 14 W. L. 73 430 7.32 7.33 50
3.32 31 3.54 19 W. L. fi 574 7.38 7.38 50
4.41 14 5.05 44 W. L. 74 427 7.43 7.44 30

Forms Used for the Compilation of Traffic Data

MT. TABOR SATURDAY SCHEDULE NO. 3 EFFECTIVE AUGUST 1st, 1914

11th & Yamhill to E. 88th & Yamhill
Train 1 Train 2 Train 3 Tripper 1 Train 4 Train 5
Barn 4:55 Barn 5:05 Barn 5:25 Barn 5:35 Barn 5:55
11-Y. 88th 11-Y. 88th 11-Y. SSth 11-Y. 88th 1 11-Y. 88th Il-Y. 88th
5:30 5:40 0:00 0:10 0:30
0:07 0:45 6:17 7:00 6:37 7:15 6:47 7:30 7:07 7:45
7:L'1.» 8:00 7:37 8:15 7:52 8:30 8:07 8:45 8:20 8:55
8:40 9:15 8:50 9:25 9:10 9:45 9:20 9:55 9:30 10:05
9:50 10:25 10:00 10:35 10:20 10:55 10:30 11:05 10:40 11:15
11:00 11:35 11:10 11:45 11:30 12:05 11:40 12:15 11:50 12:25
12:10 12:45 12:20 1:00 12:40 1:15 12:50 1:30 1:03 1:45
1:21 2:00 1:38 2:15 1:53 2:30 3:08 2:45 2:23 y:0<)
2:38 3:15 2:53 3:30 3:08 :!:45 Barn 4:07 3:23 4:05 3:38 4:20
3:53 1:34 4:08 4:47 4:21 5:00 4:33 5:13 4:40 5:20 4;59 5:39
5:12 5:52 5:25 0:07 5:38 0:22 5:51 0:04 0:37 0:17 ,1:52
0:30 7:08 0:45 7:23 7:00 7:.').S Barn 7:07 7:15 7:53 7:30 8:08
7:45 8:23 8:00 8:38 8:15 8:53 8:30 9:08 8:45 9:23
9:00 9:38 9:15 9:53 9:30 10:08 9:45 10:23 10:00 10:38
10:15 10:53 10:30 11:15 10:45 11:25 11:00 11:45 11:15 12:00
11:30 12:07 13-H. 13-H. 13-H. 13-H.
11:55 12:32 12:05 12:42 12:25 1:02 12:40
Barn 12:44 Barn 1:09 Barn 1:19 Barn 1 :39 Barn 1:10
19:4 9 20:04 19:54 3:00 20:04 19 15
RUNS
Run 1 Train 1 4:50 to 10:43 and 12:28 to 4:52 10 Hours, 15 Minutes
Run 2 Train 2 5:00 to 10:53 and 12:38 to 5:05 10 Hours, 20 Minutes
Run 3 Train 3 5:20 to 11:13 and 12:58 to 5:18 10 Hours, 15 Minutes
Run 4 Train 4 5:30 to 1:08 Tpr. 1 B. 4:07 to 7:07 10 Hours, 40 Minutes
Run 5 Train 5 5:50 to 10:58 and 1:21 to 0:30 S. S. Tpr. 5 to 0:45 10 Hours, 30 Minutes
Minimum Running Time
Inbouno Outbound
88th St. to 09th St 0 Minutes 13th & Hall to 11th & Yamhill 5 Minutes
to 48th St 12 Minutes 11th & Yamhill to 3rd St 5 Minutes
to 39th St 14 Minutes to Grand Ave 11 Minutes
to 24th St 19 Minutes to 24th St 10 Minutes
to Grand Ave 24 Minutes to 39th St 21 Minutes
to 3rd St 30 Minutes to 48th St 23 Minutes
to 1 1th & Yamhill 35 Minutes to 09th St 29 Minutes
Peak Load Point Phones: Water & E. Morrison, Grand Ave. & Morrison, 39th
E. 0th & E. Morrison Sts. & Belmont and 50th & Belmont.
Time from 88th St 24 Minutes Sitting Down Limit: East of Grand Ave. and South of Yam
Time from 69th St 18 Minutes hill St.
Time from 13th & Hall 17 Minutes Toilet Facilities: Rear of Real Estate Office, E. 88th &
Time from 11th it Yamhill Sts 12 Minutes Yamhill Sts.
No Stop Trains:
Commencing with Train 5 leaving 11th & Yamhill Sts. at 4:59 p.m. to Train 5 leaving 11th & Yamhill at 6:17 p.m., inclusive,
all trains and trippers will carry dash signs "No Stops West of 50th St."
Steam Road crossing East First and Morrison must be flagged by conductor when regular flagman is absent, 10:00 a.m. to 2:00
p.m. and 7:00 p.m. to 0:00 a.m. Reliefs made at 27th and East Morrison.
MT. TABOR SATURDAY SCHEDULE NO. 3
EFFECTIVE AUG. 1st, 1914.

Form of Schedule for Individual Lines

Pi; 564 ] ELECTRIC RAILWAY JOURNAL [ Fred Cooper
and inspectors' peak-load slips is converted into In taking care of the men we are fortunate in
graphic form, a separate chart being made either being able to supplement the earnings of the tripper
for individual lines or for overlapping routes on men, especially, by assigning them to other duties
which a certain combined headway is desired. In during the off-peak period. This outside work in
the latter case, as illustrated, different styles of cludes the distribution of lighting bills, at a saving
dash and dotted lines are used to differentiate the over mail, the cleaning of cars, the taking of Ohmer
routes. register readings, removal of transfers from trans
The chart just referred to is made out on fer boxes, and other miscellaneous duties.
cross-section paper, on a scale of one cross-section This plan of handling the tripper problem serves
to the minute horizontally and one cross-section to two important purposes : It is no longer necessary
the passenger vertically. The seating capacity of to run cars for no other end than to give a platform
different styles of cars is also shown by horizontal man a reasonable day's work, and we attract and
broken lines. Thus the schedule department can retain in the service a higher grade of men. The
see at a glance whether the service is according to result is reflected by the fact that 31.3 per cent of
the standard set by the management. The traffic the men in the employ of this company at the
chart after preparation is sent to the division su present time receive the maximum rate of pay.
perintendents for com A schedule covering a
ment, then to the sched given line is divided ver
ule department for fur tically to show the fol
ther comment, and final lowing data in order:
ly to the superintendent Sets of double columns
of transportation for show the starting time
approval. from each terminal for
This standard briefly the train number which
is: Seats for all passen is written horizontally
gers during the normal above and across the
or off-peak hours, as time figures. These
suming no serious in double columns of as
terruptions in sched signed regular and
ules or unusual traffic tripper trains are con-
conditions ; sixty-seven tinued to the end
seats for each 100 pas of the day's schedules.
sengers at peak-load Below these columns the
points during the morn assignment of runs is
ing rush hour; sixty- shown. This states
three seats for each 100 clearly when the crews
passengers at peak-load holding the runs listed
points during the even are to report, the fig
ing rush hour. ures being five minutes
To reconcile these in advance of the time
standards with the re they are to take out
In (he Business Heart of Portland their first car of the
quirements of the pub
lic and of the employees is the most important day. The relief time is also shown, together with
work of the schedule department. It is neces the total working hours of each crew. Below the
sary, therefore, to make a detailed study of list of run numbers is miscellaneous information
the traffic characteristics of each line and the such as minimum running time between time
habits of the riders. The peaks of some lines do points; peak-load points for the use of the con
not coincide with others, and again the crosstown ductor; location of private telephones for use in
main lines may be overloaded for the very short case of emergency; limits in which motormen are
distances between transfer points. The frequency permitted to sit; location of toilet facilities (as ar
of the off-peak schedule is determined by the class ranged for by this company) ; location of all flag
of riders, for while we aim to give a seat to every ging crossings; period in which certain cars will
passenger, it would be poor policy to space the cars operate as no-stop cars.
with the expectation of getting a full seated load The reference to minimum running time is ex
for each. Furthermore, in a well-to-do district plained by the fact that a little more leeway is
frequent service which will insure freedom from allowed during the congested periods than during
crowding will discourage a lot of walking and in the off-peak hours, when traffic conditions are such
crease shopping travel. as to permit operation with the least possible delay.
 Departmental

Work Planning System at Portland

Self-Devised Modifications of the Taylor System Have Been Successfully Applied

to Several Departments—Complete Records of All Work Instantly Available

By F. P. MAIZE
Master Mechanic Portland Railway, Light & Power Company
IN February, 1914, Under the old system,
the Portland Rail the individual foremen
way, Light & Power had entire charge of
Company, at the sugges the assignment of work.
tion of our general The only absolute check
manager, F. W. Hild, on the men was the
introduced a self-de time clock record of
vised modification of "in" and "out" type.
the Taylor system in its The details of the jobs
car maintenance line, done were made out on
power and transporta Time Clerk Answering Telephone, Stamping Time Card and a separate time card by
Putting It in Pigeonhole
tion departments. The the men themselves.
company is also planning to inaugurate similar Under the present system all work is planned at
methods in the line and track department. the office of the master mechanic, the responsibility
As master mechanic of this company, the writer of the foreman being limited to general supervision
was assigned the task of working out the general of the work and to the instruction of new men.
details of the system so far as car maintenance was The routeing of a given car overhauling job is
concerned. After conference with the executive and now as follows : When the car has made its mileage
clerical staffs, the first step was to examine a num it is called in by the notification of the chief clerk
ber of Taylor systems in manufacturing shops with to the foreman of the carhouse affected. Upon de
a view to seeing how we could take advantage of livery of the car with the foreman's defect slip, the
their experiences. We then prepared the forms latter is turned in to the master mechanic's office
necessary to cover the change in the system of as a notification of delivery. Next the chief clerk
working. orders the car to be placed on a specified track.

PORTLAND RAILWAY, UGHT A POWER CO. PORTLAND RAILWAY. LIGHT A POWE K CO. ■CCtMMOkL OIPJtNTMENl
INSTRUCTION CARD INSTRUCTION CARD ■HUT HO . Jl/ttl
Onor n NO—
Ti/rrr /O,,*r/>sr / niuimrnr 3
flATF
Ma. OMMTtOM MUCH. •PICO CUT ma N« Ha. «. OKMTWN MICH. •PIED cur rcEO No Nil
J /
/
pW*TM z
j i,n
-r JT/) Ml ,1
r
i ska ■4
7
i SO
7 -W ^/ C — rtsi*r/< irrt» " '* —
.Tit" #0 I 60
/; .J-/,W**>o 1
/Z Mi / /
M
id. r
ft —
J?/ " Truefx s**
- 44-
19 _

Instruction Card Showing How to Instruction Card Showing Order

Turn Off a Specified Bearing of Work in Truck Overhauling
566] ELECTRIC RAILWAY JOURNAL P. Maize
Cars are overhauled according to a standard Instruction sheets of the type described are kept
schedule, which comprises air brakes, body, trucks, by the routeing clerk as a guide and check on the
motors, and electrical equipment (control, contac work performed and in making out time cards and
tors, etc.)- These are subdivided into operations instruction cards. Both of these cards are dis
which have proved to be most efficient. Thus, in tributed to the individual workmen by placing them
overhauling a truck the work is done as follows: in numbered pigeonholes. When a workman takes
Operation 1—Jack up car and remove trucks. out his time card he telephones the time clerk, who
Operation 2—Remove motors. makes a record of the time on his duplicate of the
Operation 3—Dismantle trucks. time card. The time card, if the job is a simple
Operation 4—General repair to truck. This is subdi one, carries the instructions directly in words; if
vided in turn as follows:
Operation 4a—Spot-weld and plug truck material it is not a simple one, the card carries the numbers
(as specified on instruction card). of the appropriate instruction cards. For accessi
Operation 4b—Forge new parts and repair truck
material (as per instruction card). bility, these instruction cards are kept in pigeon
Operation 4c—Drill and machine truck parts (as holes directly under those which hold the time
per instruction card). cards.
Operation 5—Assemble the trucks.
Operation 6—Replace motors. To avoid waste in the use of Instruction cards
Operation 7—Replace trucks under car. those regularly used by the men are shellacked and

P. R., L. a P CO. MECHANICAL DEPARTMENT

INSTRUCTION SHEET AND COST RECORD
FOR Shop Order No.
Distribution
DATE
OPERATION ESTIMATE ACTUAL COST
AMOUNT HAS. I AMOUNT

ESTIMATE ACTUAL
ORDERED BY ORDER NO. HAS I ANOUNT Hlt.l ANOUNT
DATE WANTED DATE FINISHED

PERCENTAGE
F. P. Maize ] ELECTRIC RAILWAY JOURNAL [ 567
TIME *
' '.o * . S PM KIL,L*h CO. MIOM. D
TIME CARD
» HA./
or*
Too/ * J 0 - Fount/ A/osf -far7ur*i/t*2 £asS /rv**
* 0 > 6 WOMttCOOK
jul i raiSv
4 4 ~~Poum//Yos« - ferBor/+i$ ^j/ /rot?
/ 3 ' Jguare #oic-

Schedule of Tools Referred to by Number

varnished to insure long life. Outside of those in

general use, one set is kept by the routeing clerk
Time Card with Calculagraph Record
and the master set is kept on file in the office of
the master mechanic. Our methods as shown by the instruction cards
When the workman has completed the job as are the results of stop-watch tests continued until
signed he calls up the time clerk again to give his the best way had been found. Therefore, the indi
time for the given shop order number. The clerk vidual workman loses no time in determining what
then stamps this finishing time on his own copy of to do next.
the time card with a Calculagraph which prints To be fair to the men, the possibility of excep
the elapsed time directly in hours and tenths as tions to the rules must be taken into consideration.
reproduced. Should a workman, for instance, find that a casting
Should a car damaged in an accident be sent in is too hard to be handled efficiently at the desig
for repair, the record will begin with the report of nated speeds and feeds, he is privileged to call the
the local carhouse foreman to the chief clerk. The attention of the foreman to that fact. The fore
latter will then order the delivery crew to place the man will then decide upon the proper speed and
car in the shop as in ordinary overhauls. Each feed, notifying the chief clerk accordingly.
foreman is then notified to inspect the car and Since the ability of the men is gaged by the time
make a report of the repairs necessary. Upon this they require for specific operations, it is desirable
combinations of regular cards are made out to to provide workers on like jobs with exactly the
cover the case. A similar procedure is in vogue for same tools. Therefore, all grinding is done by one
painting jobs. man in the toolroom and according to standard in
In case the job to be handled is manufacture, the structions.
chief clerk will receive an order from the purchas Perhaps the largest saving in time is made by
ing department for the parts wanted. For such the system of routeing supplies. When the men
jobs we also have regular instruction cards. If, begin a job they make a list of everything to be re
for example, the order is for 100 cast-iron armature paired and all material to be ordered. This list,
bearings, pattern 114, the workman will get a time after being checked off by the foreman, goes to
card with the appropriate instruction card refer the routeing clerk who calls for the necessary
ence number. The first instruction is the adjust requisitions and makes out the routeing. There
ment of the machine, the latter being identified by fore, the men do not start to assemble a job until
its number. The steps of the work are then speci all the material is at hand. Comparison of time
fied as follows : cards has also shown us what losses in time occur
1—Chuck bearing. when the work is not properly laid out, such as
2—Set tool No. 30. putting too many men on one job and assigning
3—Turn off—Roughing cut (with speed and feed). men to jobs in which they are not at their best; or
4—Turn off—Finishing cut (with speed and feed).
5—Adjust tool. again, that the machine used is not suitable for
6—Face off end (with speed and feed). the work.
7—Set tool No. 81.
8—Face off under collar (with speed and feed). In view of the fact that efficiency systems are
9—Set tool No. 44. often accompanied by a large increase in the cler
10—Bore to 3^4 in. (with speed and feed). ical staff, it is interesting to point out that we
11—Set tool No. 19.
12—Turn end to 4 3/16 in.-Vi in. long (with speed and had to add only one clerk, whereas the shop forces
feed). were reduced from 130 to 92 men for the same out
13—File finish. put. This result was due, in part, to the transfer
14—Take out and repeat operations 1 to 13.
of clerks from the individual departments to a
Tools Required
central office and to the addition of a Calculagraph,
Tool No. 30. Tool No. 44.
Tool No. 81 Tool No. 19. but the principal cause was a detailed preliminary
Sample bearing (for information of new man). study which extended over five months.
 Car Maintenance

on a Definite Cost Basis

A Central Feature of the Maintenance Records Is the Practice of
Showing All Labor and Material Costs for Each Car Overhauled

By K. C. SCHLUSS
Superintendent of Power and Equipment Puget Sound Electric Railway, Tacoma

THE primary purpose of car

maintenance records is to se
/ 33 s/^a
cure knowledge of the behavior 8< i r 3 7/1 A/2 3E
of equipment and the cost of upkeep,
but such records are also of value in 3' /in.
many other ways. They help to main ri 53 ■f/lS:
fa rx\
tain the morale of the shop force by r Mr < fjr/ 4-1-
presenting a readily accessible record
which acts as a check on the thorough 1f"
ness of the work performed by each ift\
branch of the maintenance staff; they it)
afford to the claim department infor JZi4 u ii.
mation which may be worth thousands
of dollars; they give many data of i
value in making appraisals, either by
the company or commissions, because 5
they show the cost of betterments If1i u
and renewals, and they make it pos rfrr
sible to forecast with reasonable
accuracy the cost of maintenance and Detail of Painting Material and Labor, Constituting One of a
Set of Cost Record Cards (Front and Back)
renewals for the ensuing fiscal year.
We do not treat a car as an entity, but as are not due for overhauling, because of transfers
made up of separate units such as car body, trucks, from one car body to another, we simply give these
painting, air, light and heat wiring, all electrical parts a casual inspection. Since individual records
squipment except motors, motors and, finally,, air are kept, however, it is feasible to bring the car
equipment. in later for the purpose of replacing such parts
Car Inspection and Overhauling only.
To identify such parts in our records, every
City cars are inspected every 900 miles and inter- truck, as well as air compressors, wheels, gears,
urban cars every 1200 miles. All inspection that is pinions, etc., receives a number. Individual record
carried out at the Tacoma shops is done during the cards for the parts named are kept to show the
day time, the only night work being the setting-up numbers of the successive cars on which the part
and releasing of brakes and the correction of minor has been used, the dates "in" and "out," the reason
defects reported for immediate attention. Motor- for removal and the character of repair.
men on turning in their cars must also submit a
statement on the carhouse register that their cars System of Work Order Numbers
are either O. K. or defective. In the latter case, Independent of these equipment card records, all
each defect must be specified. The practice of re body work, painting, air, light and heat wiring,
porting 0. K. acts as a check on the motorman trucks, electrical equipment except motors, motors,
should he make a false report in an accident case and air equipment are handled under a general
concerning the previous condition of the car. The master work order number which covers all car
car inspection reports are filed in calendar order overhauling for the year. Each job is differen
for reference only as they have no connection with tiated, however, by the addition of the car number.
the maintenance records. A placard bearing both numbers is posted on the
Cars are overhauled about every 80,000 to 100,- car and orders are issued to all the foremen con
000 miles or at approximately two-year intervals. cerned. The overhauling work charged against the
If in overhauling a car we find that certain parts car as such does not include traction armatures,
[ 568 ]
K. C. SCHLUSS ] ELECTRIC RAILWAY JOURNAL [569
wheels, axles, air compressors and controllers.
Work Order 906 Car No. 519 Light Overhauling
Should the cost records be used for appraisals or
maintenance estimates, the excluded items enu Material Labor Total
merated would be cared for by taking their aver
age value for any class as a whole. A—Body (91.11 (126.86 (217.97
26.17 85.78 111.95
It will be seen, therefore, that we do not saddle C—Trucks 10.87 31.36 42.23
9.40 11.35 20.75
on the car the cost of maintaining equipment which E—Electric equipment 2.94 12.90 15.84
.42 2.89 3.31
is changed and overhauled at frequent intervals. Total (140.91 (271.14 (412.05
For example, if a gear is replaced on account of
wear we would not charge it against the overhaul Cumplete May 14, 1915.
A—Body had light overhauling. Following new material used: four
ing cost of the car, but if the gear ratio is changed steps complete, twelve metal step plates, two side vestibule doors,
all vestibule window stops, roof canvas on upper deck, twenty-four
we would do so. All of the work done which is done pieces siding, eight iron grab handles, water drip over end doors,
1'2-it. apron, flooring in toilet, four hooks on vestibule door. Fol
in the shop for the mechanical department and out lowing repairs: lowered sign rack, removed end toilet window and
filled space with siding and panel inside, straightened No. 1 iron
side departments of the company, except running bumper, installed Ohmer register.
repairs, is charged to standard or special work B—Car revarnished.
C—Trucks not overhauled. Light repairs to brake rigging; new
orders. bolster No. 2 truck.
D—Inspected all wiring and moved light switch. Installed new
receptacles.
Cost of Car Overhauling E—New third-rail beam.
F—Air equipment inspected.
The data covering the cost of a car overhauling
are compiled from time and material slips turned Summary of Work Done on a Car
During Light Overhauling
in by the workmen, who state the nature of the
work done, the work order number, and the car for each account are taken from the same labor
number. and material slips.
The prices of material received by the workman To my mind this practice of showing exactly
for a given car are extended on the storeroom what is done on a car during an overhaul is the
requisitions by the storekeeper and turned over to only fair way for making comparisons with the
the cost clerk for entry on cost cards. The cost overhauling costs of other railways. If a superin
card for overhauling any car, when completed, tendent of equipment is not obliged to show the
shows the cost of all material and labor. It also work in detail it is very easy for him to make a
bears a summary of the work performed. At pres record for economy that will prove very costly for
ent we file these cost cards consecutively by car the company in the end. Aside from this feature,
number. such detail of cost keeping permits forecasting the
It will be understood, of course, that the records cost of overhauling from year to year, and has
mentioned above bear no relation to the standard other advantages which are mentioned earlier in
classification of accounts, although the postings this article.

tm
i pi
ill
Hi
mm

Mount Ranier, Regarded by All Good Tacomans as Their Personal Property

 The Auto-Bus

as an Auxiliary to Interurban Railways

Three Auto-Bus Lines Have Recently Been Established as Feeders
to Existing Interurban Railways at a Fare of 3 Cents Per Mile

By A. W. LEONARD
Presideht Puget Sound Traction, Light 6? Power Company, Seattle

SEATTLE | buckley | TACOMA

Via Puget Sound Electric Ry. { I^IN UIV1^1>/V W ) vim Puget Sound Electric Ry.
TIME CARD
LEAVE LEAVE ARRIVE ARRIVE ARRIVE
BUCKLEY ENUMCLAW AUBURN SEATTLE TACOMA
MtA.lt fc55 A.M. 7:55 A. H. •:45 AM. 8:40 I I.
0J0 - - M0-- IMS " - 10:10 " "
lkB - - IIUO - - 11:40 - - 12:45P.M. 12:10 P. M.
IIJO " - IU0P.M. \M ■ ■ 1:10 - -
1:15 P.M. IJOP.M. 2J0 - - 1:40 3:10 - ■
4:IS - - 4:10 - - W5 "- ■-
•0:15 -- --
•7:15 ■ • i-M - - •0:40 " - 6:10
*7i30 " - ■«:» " -
'Sundays only
LEAVE LEAVE LEAVE ARRIVE ARRIVE
SEATTLE TACOMA AUBURN ENUMCLAW BUCKLEY
IM
MO • -A. M. 1:15 A. M. MI A. H. 1045 A M. 10:25 A M.
4J5 -- ••-
I0O5 9m ■- -" 10:40 " - 11.-00 - -
IMO - - 11:40 12:40 P. It MO P. M.
i4o r. h. 12J5
4:15 P.•• M.•■ 1:40 P.•• It•• 2:40 - - 1:00
4:05 ■■ » Ml M0 6:15 "•■ ••-
5:H •■ " 4:19 ■■" •'" 1:40 " •■» 0:40 "» "•■
•«:05 •• - •8:00 •*00" •10:10 •■ » •10:10 •• •■
'Sunday Only Subject To Change Without Notice
RATES
Between Tacoma and Buckley or Enumclaw, \
One Way 90c, Round Triri $1 .50 I With
Between Seattle and Buckley, „ _ . _. Auburn
One Way $1.25, Round Trip $2.10 ( Stopover
Between Seattle and Enumclaw, .„,„) Pnvl,e8es
One Way $1.15, Round Trip $2.10 /
Between Enumclaw and Buckley 25c
WASHINGTON AUTO BUS COMPANY
JUNE it. ms
Schedule Card of Auburn-Enumelaw Bus Line Showing Connections
with Seattle-Tacoma Interurban Railway
THE Washington Auto Bus Company, a sub feeding the Seattle-Everett line of the Pacific
sidiary of the Puget Sound Traction, Light Northwest Traction Company, making connection
& Power Company, has recently begun the at Seattle Heights, two eleven-passenger Stude
operation of auto-buses as feeders of the inter- baker cars are operated. Tickets and rates of fare
urbans operated by some of the railway subsidia are on the same plan as the Auburn-Enumclaw line.
ries of the Puget Sound Company. At this time Of course, all of the vehicles enumerated are for
we are operating three lines of buses as follows: one-man operation. The chauffeur acts as ticket
Between Auburn and Enumclaw, 22 miles, run seller as well as collector. International neck reg
ning at right angles to the Seattle-Tacoma Inter isters are used for the collection of cash fares.
urban Railway, making connections at Auburn. In addition to the foregoing two lines, we have
Three twelve-passenger Studebaker cars are used several other routes in prospect, but will do nothing
to give the service which is laid out to make con with them until further experience is gained.
nections with the interurban trains. Two-part We look upon the auto-bus as the only practica
coupon tickets are sold to cover combination in ble means for developing communities adjacent to
terurban and auto-bus trips, each ticket showing but not served by the interurban railways. Such
the name of the issuing company. The bus fares service is the direct result of improvement in auto
are invariably figured at 3 cents per mile, whereas mobiles and highways. We feel, too, that it is not
the interurban straight railway fare is sometimes only proper to give the public all possible trans
as low as 2 cents per mile, and commutation rates portation service, but also to do it before the reve
are even less. nues of existing lines are jeopardized by the com
Between Edmonds and Seattle Heights, 3 miles, petition of independent auto-buses.
[ 570 ]
 The One-Man Car as an Effective Means

of Red ucing Headway

The Author Suggests the Possibility of Interpolating Short-
Line, Short-Headway, One-Man Cars on Through Routes
By G. A. RICHARDSON
Superintendent of Railway Puget Sound Traction, Light & Power Company, Seattle Division

THE one This proposition is

man car is doubtless a radi
not a new cal one, but radi
proposition in it cal diseases call
self, for first we for radical reme
had the bob-tail dies. Hitherto
car of horse days, electric railway
and in very re operating men
cent years electric have been obliged
cars have been de to look very close
signed specially ly at the item of
for such operation. platform cost be
The general idea has cause two-men opera
been that the one-man tion often made the
car was particularly cost of a short headway
suitable for small towns j^t prohibitive.
where the difference be The operation of jitneys
tween one and two men on a has shown that many people
car is the difference between are likely to take the first
profit and loss. However, it is the transportation means offered be
writer's belief that there is also a cause they want short-headway oper-
field for the one-man car in cities of me Second Avenue, Seattle atjon ft J^g a]s0 been shown in the Case
dium size not only for shuttle, crosstown and of the larger or bus units that the traveling public
feeder service but for short-line or turn-back cars has no intrinsic objection to public vehicles being
on trunk lines. For example, if eight cars are operated by one man.
operated on a line on a seven and a half minute A transition period, during which we must mod
headway over the entire length of a route which ify some of our former standards, is now upon us,
takes sixty minutes for the round trip, two of and if the jitney accelerates the use of the one-man
these through cars might be taken off, leav car its coming will not have been in vain.
ing six cars for the through service and re We now have one shuttle line operated with the
leasing four trainmen for one-man car short- one-man car, and are considering seriously its grad
line service operation. The result would be six-car ual extension into the field outlined above. Our
ten-minute headway over the entire route, with present one-man car is a single-truck type with
four-car ten-minute headway over the business sec folding gates, the only change for one-man opera
tion of the route, giving a combined headway of tion being the locking of the doors on the rear
five minutes against seven and a half minutes with platform. As has already been announced, the
the present form of operation, with no additional Stone & Webster Management Association has de
cost in platform expense. A frequent short-line signed a light one-man car particularly suitable
service is the most effective way to meet the jitney. for the conditions described.
[ 572 ]
 Tke Use of Coasting Recorders Results

in Economies at Vancouver

Although the Saving of Electrical Energy Is Not a Vital

Point on This System, the Use of Coasting Recorders Has Been
Found Advantageous for Operating and Maintenance Reasons

By W. G. MURRIN
al Superintendent British Columbia Electric Railway, Vancouver, B.i C.

One Girl Using Adding Machine and One Girl Recording

Coasting Records
OUR preliminary studies with Rico coasting outside traveling inspector who examined clocks,
recorders were made on both city and and the head of the department. This department
interurban lines early in 1913. Altogether has since been merged with the transportation de
seven clocks were used, and their records were partment under the superintendent. The only em
supplemented with watt-hour meters and am ployees who give their time exclusively to this work
meters, in addition to which one man rode are two girls, this being made possible through
each test car simply to check the running time. their increased experience and the use of a Comp
The cars were operated by our regular motormen tometer and slide rule. Instead of employing a
subject to the instruction of the engineers of the special inspector, the mechanical department looks
Railway Improvement Company, but the records after the clocks like any other piece of equipment,
were taken by our own engineers. After several special investigations being made only on daily
days' run on one group of cars, the instruments reports from the transportation department that
were placed on a second group and so on until all certain clocks require attention. The traffic in
important local lines had been tried. We did not spectors now do the coaching formerly done by the
make any tests on our long interurban lines as we coasting clock inspector.
did not believe that their operating conditions, in The coasting records of the individual men are
volving the use of heavy trains, would permit the posted every two weeks at each carhouse. In addi
most effective use of recorders. tion, educational bulletins are posted from time to
As a result of these tests it was decided to equip time. Men who show poor records are subject to
the Vancouver city lines, numbering about 200 cars. personal interview with the superintendent.
We also installed the Rico terminal clocks on the
Comparisons and Benefits
same lines. This work was completed in the fall
of 1913. In February, 1914, the company, for its own satis
In addition to special instruction in coasting, faction, made tests on eight different routes with
the motormen were invited to meetings at which recorders checked by watt-hour meters. A special
the coasting clock was fully explained. inspector with a stop-watch rode on each run to
At first the records of coasting were maintained get the actual running time. When averaged these
by a separate department, numbering five girls, an tests showed conclusively that the least energy was
[673]
574 ] ELECTRIC RAILWAY JOURNAL [ W. G. Murrin
used by the best coasters, and that the drop in Relation of Coasting to Energy Use
energy was proportional to the gain in coasting. Tests of Feb. 2 to May 12, 1914
Number of ears in test *
A summary of the test is appended. Number of routes 8
Number of days 22
As experience with the clocks increased and the Four days on two lines —
Two days on others; and some odd trips —
follow-up work was pursued, the coasting for the Number of motormen in test 45
Total number of individual runs 63
entire system rose to 31.2 per cent during the sum Average of All High Men vs. Low Men
mer of 1914, and we were hopeful that an average Difference in coasting percentage 11.868 per cent
Difference in kilowatt-hours per car-mile 12.542 per cent
of 35 per cent was attainable, although our stops Or approximately in the ratio of 1:1
Average coasting SO. 3 percent
are exceptionally frequent because of very short Average energy consumption in kilowatt-hours 3.27
Three cars with quadruple Westinghouse 101-B equip
blocks. Late in 1914, however, about 650 jitneys ments geared 15.69
Two cars with quadruple GE-67 equipments geared .... 17 :67
made their appearance on the streets of Vancouver, Average weight of cars in tons 23
and this made it desirable to speed up the lines cars are now inspected at shorter intervals, brake-
as much as practicable. Consequently, coasting has shoes have been changed from plain iron to the
been cut down to an average of 22.3 per cent, but reinforced steel-back type, much equipment has
at the same time we are giving many more car- been standardized and other improvements have
miles without any appreciable change in the power been made. At the same time we feel satisfied that
bill and at a reduction in platform expense per car- skillful coasting does not injuriously affect the
mile from 8.27 cents (June, 1914) to 7.31 cents maintenance of equipment.
(June, 1915).
Terminal Clock
In short, the use of coasting recorders revealed
the possibility of higher speeds and therefore of The terminal clock has proved a most useful
greater ultimate economies than the mere saving auxiliary of the coasting recorder and also as an
of energy where coasting is worked to the limit. aid to inspection service. We do not place the ter
The disciplinary value of the coasting recorder minal clocks at the terminals but at points five to
would appear from the fact that despite an increase seven minutes therefrom. This practice eliminates
of speed, front-end accidents are no more numerous both running ahead of time and loafing at the ter
than at the lower speed. minal so that the men naturally try to get over the
Maintenance per car-mile has decreased about 40 line in exact time. The result has been that we
per cent during the period since the coasting re have been able to reduce our staff of inspectors to
corders were installed. Of course, we cannot credit half the original number and yet operate at higher
the recorder alone with this reduction because our speed and efficiency than before.

Use of Terminal Clock Removing Coasting Slip

 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY, SEPTEMBER 18, 1915 No. It

SAN FRANCISCO The American Institute of Elec- APPLYING Mr. Doolittle in his concluding
A. I. E. E. trical Engineers held two con- THE TRAFFIC article on the subject of traffic
MEETING ventions this summer, one at Deer STUDY surveys, published on another
Park, Md., in June, which complied with the consti page of this issue, discusses in a clearly detailed and
tutional requirements that the annual convention be illustrated way the methods of constructing schedules.
held prior to Aug. 1, and the other in San Francisco Although traffic studies may serve as bases for reroute-
this week. At both meetings papers of great value and ing cars, adjusting transfer points and finding the so
immediate interest to electric railway men were pre lution of similar problems, the formation of schedules
sented. All of these indicated that the electrical en constitutes on the whole the most important and most
gineering problems of street and interurban railway and practical outcome of such work. This fact is now more
steam railroad electrification are not all solved by any widely recognized than formerly in the electric railway
means. And the solutions of these problems affect not field, for most present-day managers have come to see
only the electrical engineers but they reach out into all the superiority of scientific operating methods over
branches of the transportation business. It is there methods devised by the rule-of-thumb. Perhaps the
fore very desirable that the electric railway industry as details of Mr. Doolittle's schedule-making will not be
a whole keep closely in touch with the experiments and used—circumstances alter local cases—but the prin
achievements of electrical engineers in this field. At ciples underlying his plan are an absolute necessity in
San Francisco two papers were presented which are so modern operation. It may be well to note, however,
directly of an electric railway character that we have that the operating problem does not end with the com
abstracted them at length elsewhere in this issue. One pletion of the schedule chart, for even then the man
of these is commented upon below and the other, by ager is confronted by the daily task of making train
E. W. Allen and Edward Taylor on automatic substa men observe their time points and maintain the proper
tions, is discussed more at length on page 576. headway, without which a technically perfect time
table would be vitiated. This, of course, is not a traffic
PREVENTION OF In his A. I. E. E. paper on this survey problem; we mention it only to show that traf
OVERHEAD subject, S. L. Foster showed that fic studies are not per se a panacea for operating ills
ELECTROLYSIS stray currents can cause trouble unless the conclusions derived therefrom are carried
elsewhere than underground. The operator of an elec out in an exact and sustained regularity of operation.
tric railway which is within reach of salt spray must
insulate his overhead construction to prevent sur PUBLIC OPPO- The opinion of C. B. Wells, ex-
face leakage current as well as against disruptive dis SITION TO THE pressed in last week's issue, to
charge. This is a lesson learned from the experience SKIP STOP the effect that the skip stop ought
described by Mr. Foster. The operation of the laws to be a prime factor in the solution of the urban trans
of electrolysis is as sure as fate. Given two metal sur portation problem is very much to the point. It is
faces connected by an electrolyte and subjected to a utterly absurd to call the service that is given in some
difference of potential sufficient to overcome the chem communities by the name of rapid transit, and where
ical affinity of the constituents of the electrolyte, and the street cars crawl along at the rate of 7 m.p.h. or
decomposition is bound to follow. Every ampere-hour even less the public can hardly be blamed for complain
of electricity will produce a definite effect in accordance ing. Of course, it is true that the public is primarily
with known laws. It is probable that the experience responsible for such conditions because of an almost
described by Mr. Foster is unusually severe for, to pro invariable and utterly reactionary opposition to reroute-
duce the effect described, there must be a more or less ing and to the elimination of stops—remedies which
continuous supply of moisture. However, if insulators would cure some 90 per cent of all dragging schedules.
became coated with salt it would be expected that this But on the other hand the public can hardly be ex
material would retain moisture and furnish a conducting pected to know enough of transportation problems to
path. At any rate, Mr. Foster has shown that recog grasp these facts instinctively, and herein the responsi
nition of electrolytic laws is the first step in preventing bility is shifted onto the shoulders of the railway of
the deleterious effects of electrolysis. The paper illus ficials. It should not be difficult to educate the public
trates the importance of a knowledge of science in solv in the simple facts that every stop costs about fifteen
ing practical problems. seconds in lost time and that the elimination of, say, six
 576 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

stops would save a minute and a half per mile, increas failure should be stated, together with the cost of the
ing a 7-mile schedule speed by more than 20 per cent. equipment and the net savings. It is important to note
The man that has been accustomed for years to board that after a half year of operation with one trial equip
ing his car at the nearest corner to his house will nat ment the two remaining substations on the line were
urally complain when he is obliged to walk farther. The made automatic. Undoubtedly the automatic substa
only remedy is to explain to him carefully and pa tion has its limitations, for reliable operation must de
tiently that to stop at the corner of every short block pend ultimately upon the human element. If it is in
is nearly as bad as to stop in front of every house when jured the automatic station can only put itself out of
a person wished to board or leave a car, and that the commission and wait patiently for repairs, although
only way to have real rapid transit is to have the stops it can in the meantime call for help.
a reasonable distance apart.
DEVELOPMENT CHARGES
AUTOMATIC APPARATUS IN SUBSTATIONS "The law which governs the value of a railroad, as
The A. I. E. E. paper by Messrs. Allen and Taylor well as every other undertaking for investment, is that
describes an interurban railway system in which the it shall yield a profit equal to a fair interest on the
substation apparatus is automatically connected to whole amount of its cost."
and disconnected from the a.c. and d.c. lines. The The sentence just quoted sounds as if it had been
directing agency is the variation in the d.c. voltage taken from the brief of an attorney for a railway com
which, everything else being equal, is an indica pany in a valuation case now before the court. But it
tion of the demand for power. If such a system is not. It is found in a book entitled "Street Railways,"
should become popular it would revolutionize electric published by Alexander Easton of Philadelphia in 1859
railway power distribution practice; hence it is most at a time when horse railways were just beginning to
important that the merits and shortcomings of the replace omnibuses in New York, Philadelphia, Boston
plan should be carefully investigated. The present ex and other large cities, and was in part the answer to
periment has been made possible through the co-oper the question propounded by the author at the beginning
ation of Bion J. Arnold, who has always sympathized of his chapter "Does the Stock of Street Railways Afford
with attempts to apply remote and automatic control a Secure and Profitable Investment?"
devices. The Arnold plan of power station layout, pro A perusal of this little book, written nearly sixty
viding flexible connection of engines and generators, years ago, is extremely instructive. A large part of it
will be remembered as an example of this in the early is devoted to proving the superiority of the street car
days of power-plant history. A later example is seen over the bus, its greater economy of time and space on
in the Grand Trunk Railroad power plant at Port the street, and its higher degree of safety to passengers
Huron, Mich., in which the variation in steam pressure and pedestrians, all of which is extremely interesting at
due to the fluctuating demand for electric power was this time when there is a movement to return to bus
utilized to stimulate or depress the activity of the power operation. We may have occasion to refer again in these
plant through changes in the speed of stokers, fans, columns to some of these early arguments in favor of
etc. the street car but will skip over that part of the book
Of course, the first objection that will be raised in now to touch upon some of the managerial and financial
connection with any scheme of automatic control is questions which it discusses and which, in a way, help
its complication. This objection will not hold as it us better to understand the genesis of some of the
might have done in some instances twenty years ago for. industry's present-day problems.
the reason that power plants and transmission and dis In the first place, in reading this little book one is
tribution systems are already to a large extent depend struck by the similarity between many of the questions
ent for satisfactory and safe operation upon automatic even in those early days and those at present. Thus we
devices. The automatic relay is to-day an almost ab find a strong plea for lighter cars in the following words :
solutely reliable device, for it simply had to be made "Let the purchaser of equipment be guided by a
reliable. Nearly twenty years ago the critics predicted judicious consideration of the local requirements of the
failure for Frank J. Sprague's multiple-unit train con business, instead of blindly following the custom adopted
trol system because it was so complicated, but he knew by other companies. In the construction of cars the
that if the apparatus was well made and the wiring proportion of the paying weight to the dead weight,
carefully installed it was bound to work, and it did although in some instances not excessive, in many
work. In the case under discussion we have no doubt other is susceptible of material modifications and
as to the ability of engineers to make the automatic economy." There is then a calculation of the cost of
substations operate successfully, particularly in the hauling for a day the excess weight on a car equal to
field of interurban railway service with long headway that of a passenger. "The manager must look after
between cars, where it seems to offer the most ad these [transportation] matters himself, take his stand
vantages. A few practical demonstrations like the one on what he thinks is right and insist upon having it,"
described in the paper will supply much desired data sententiously remarks the author. "The directors of
as to the actual savings produced by the automatic sub street railways are usually entirely ignorant of the
station. The number of substation movements per details of the matters over which they have authority;
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 577

and even if it were otherwise they could not personally pay for the construction of this road the promoters
superintend the work under their charge." Again, he experienced great difficulty, but finally after much
says, in speaking of the importance of the selection of exertion subscriptions to the amount of $43,000 were
an able manager: "Gratuitous services are but tem secured. As this was all that could be obtained the
porary and generally terminate in disappointed expecta contractor agreed to receive this amount on account of
tions. Skill and executive labor must be adequately paid his contract and to take the balance in stock and bonds.
for, if expected to be constantly and usefully exerted, The author continues, "By the original terms of sub
and if so exerted, the price is no consideration when scription each subscriber had the right to take either
compared with the advantages derived." Another state stock or bonds for the amount of his subscription, but
ment which throws light upon the early financial so little faith had the subscribers in the success of the
practices of the companies reads as follows: "The project that of the $43,000 paid in cash, $37,000 was
practice of misapplying capital for the payment of divi taken in bonds and only about $6,000 in stock."
dends and the charging of current expenses to the We have quoted from this early history of street rail
account of capital cannot be too strongly condemned. ways not only because of the curiosity of the informa
Cases have occurred where the future profitable working tion but because it shows that street railways even in
of roads has been endangered for years under this large cities in those early days were not considered
system—which, however, suitable as it may be for the "sure investments," as some would have us now believe.
convenience of speculators, is fatal to the interest of They were not only speculative, but capital was raised
those who invest permanently." only with great difficulty, and the roads had development
But perhaps the most interesting part of the book is expenses which are now forgotten or ignored.
that relating to the accounts of some of the early com
panies, including the Sixth Avenue Railroad of New AUTOS AND THE ELECTRIC CAR
York, Brooklyn City Railroad, Third Avenue Railroad of A few weeks ago we published the results of a census
New York, Cambridge Railroad, Union Railway of Bos taken in Denver of the number of persons entering and
ton, Metropolitan Railway of Boston, and Maiden & leaving the business district of that city by automobiles,
Melrose Railroad of Boston, all of whose reports and on foot, by horse-drawn vehicles, on bicycles and in
statements of cost of equipment are published. Among the street cars. The striking fact of the study was that
the latter are some items which are usually not 13 per cent traveled by autos, or just about one-fourth
associated with the earlier developments of horse rail as many as traveled by electric cars. The automobiles
roads. Thus the Sixth Avenue Railroad includes in its were all private conveyances, as there are no jitneys
cost of road and equipment "land damages," and the in Denver. This is undoubtedly a larger percentage
author speaks as if in a number of cases the railway than would be found in most cities as the streets in
companies, before building their lines, had to buy up Denver are well paved and there is an auto for every
the omnibus interests. Indeed, he says of the Third thirty-six people in the city, but the same condition—
Avenue Railroad that "the original proprietors of this that is, an increasing use of the automobile for trips
road are supposed to have bought out five lines of for which the electric car was commonly used—is evi
omnibuses at a cost of about $400,000." Nevertheless, dent in many cities.
speaking of roads as a whole, he says that "The invest The question is how to combat it, and this Mr. Beeler
ments have yielded large and regularly-paid dividends, is doing in part by explaining the facts to the citizens
even on amounts of capital charged to construction, of Denver. His statement, published elsewhere in this
which was partly consumed in the purchase of imaginary issue, discusses the higher cost of automobile transpor
omnibus rights and other expenses, amounting in total tation and at the same time impresses patrons and pos
to nearly treble the actual cost for which the roads with sible patrons of the company with their absolute self-
out grading and bridging can now be built." In some interest in supporting and sustaining a first-class elec
of the recent electric railway valuation cases before tric railway system. It is a strange coincidence that
commissions, railway companies have been criticised for in Denver, as brought out by Mr. Beeler, the estimated
including in their statements of cost the purchases annual expense of operating the automobiles, including
which they undoubtedly made of the old horse-car lines. interest and depreciation, is practically the same as the
But it seems that they were moderate in their claims gross receipts of the electric railway company, yet the
and that they might fairly have included omnibus rights automobiles carried only about 18,000,000 whereas the
for which at an earlier date their predecessor horse-car tramway company carried 75,000,000. The main points
lines paid substantial sums. driven home in the article are that no amount of auto
The rates of fare on these early lines varied, being mobile service can satisfactorily and completely sup
5 cents on the short lines, but 10 cents was charged for plant the electric car and that every person who uses
a long ride, as from Boston to Cambridge, and 15 an automobile in preference to the electric car does so
cents was charged between Boston and Mount Auburn to the detriment of himself, his neighbor and the city
or Watertown. Even at these rates capital was not easy at large. Undoubtedly the automobile has come to
to obtain. As an example the author cites the stay in every city, but the facts set forth in Mr. Beeler's
Cambridge Railroad, which he says was the first horse article are incontrovertible and ought to be realized by
railway built in New England. To raise the money to every automobile user.
 578 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

Car Design from a Service Standpoint

General Dimensions of the Cars Recently Placed in Operation by the Empire United Railways Were
Established by the Maximum Weight of Body Which Could Be Hauled on a Given
Schedule by Arbitrarily Selected Motors and Trucks

The semi-steel cars which have recently been placed of car, and in connection with this, power consumption
in service by the Empire United Railways on its city was a vitally important factor. The Empire Railways
lines were designed under somewhat unusual circum Company purchases power from the Niagara, Lockport
stances, and the methods used by the company in deter & Ontario Power Company under a flat kilowatt-hour
mining the character of the various general features contract without a peak charge or a maximum demand
of the construction possess no small degree of interest of any kind. Therefore, economy of current consump
on account of their originality. Primarily the design tion is particularly desirable, because every kilowatt-
of the car was made dependent, not upon the peculiari hour saved means saving the full price of the unit of
ties of the existing service, but rather upon those of a energy and not merely its cost at the coal pile. The
proposed service which would give fewer stops and a management, therefore, determined arbitrarily the size
higher schedule speed together with a materially lower and type of the motor which was best suited to the pro
consumption of power. posed service, finally concluding to use two-motor equip
Within the last few years the urban lines in all three ments of GE 200 motors, which are rated at 33-40 hp.
of the cities in which the Empire United Railways are It was also decided to raise the voltage from an average
operating, namely, Auburn, Oswego and Fulton, N. Y., of 525 volts to 600 volts at the car by using boosters
were absolutely unprofitable and barely paying their where necessary. The decision on the motor largely

No II 3h.rt

EMPIRE UNITED CAR—GENERAL PLAN OF CAR

operating cost. The city service was being taken care determined the design of the truck, and the weights
of by the ordinary 20-ft. single-truck closed cars and by of the trucks and electrical equipment could then be
single-truck open cars in the summer time. In order to estimated.
rehabilitate the existing service it was considered of The desired schedules were then planned out in de
primary importance to do away with single-truck car tail. No lay-overs whatever were provided and the
operation and to provide a new type of car which would motors were calculated to be in service practically con
be of such superior construction that it would, in itself, tinuously for about seventeen hours per day. The aver
be an invitation to ride. Furthermore, it was desirable age schedule speed was established at approximately
for this car to be able to make a higher schedule speed, 10 m.p.h. After going over the figures several times
thereby reducing the number of cars required. and consulting the manufacturers it was finally decided
At the same time the management wanted to lengthen that a car body weighing 16,000 lb. was the greatest
the headway between cars somewhat, although reducing weight that could be handled by the motor which had
the frequency of cars is, of course, a hard task at any been selected under the conditions of voltage and sched
time, being especially difficult in small cities. The new ule speed which had been agreed upon. At that it
cars, therefore, helped to make the change more agree was found necessary to reduce the number of stopping
able, although the new equipment alone was considered points which had been rather too frequent originally,
to be justified even without that. the intervals being cut down to approximately 440 ft.,
giving about twelve stops per mile as an absolute maxi
Method of General Design mum.
After the purchase of new cars was finally decided When the car-body weight had been established the
upon the first thing done was to determine the best type car manufacturers were requested to bid on the biggest
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 579

body they could build and keep within that weight. In

answer to this, propositions were received which covered
cars approximately 38 ft. long over all and seating forty
people, and the order for such equipment was placed
with the St. Louis Car Company. These cars are now
in operation, and while they have not been in service
long enough to prove all the contentions which were
made when they were designed, it is reported that there
is every indication that the conditions will be met sat
isfactorily.
Other Considerations
It will be noted from the illustrations that end plat
forms have been used, and in connection with the use
of this general design as opposed to the center entrance
it is of interest to note the following remarks of Ernest
Gonzenbach, general manager Empire United Railways,
who planned the new cars: "We seriously considered
the center-entrance car, but we abandoned the idea for
several reasons. One is that our overhead work is not
yet in good enough condition so that we dare put the
conductor in the center of the car too far away from
the trolley rope. Another reason is that the center-
entrance car is, according to my opinion, not so fast in EMPIRE UNITED CAR—INTERIOR VIEW, SHOWING OPEN
loading and unloading as the end-entrance car in which BULKHEAD
the rear door is used as an entrance and the front door
as an exit. Furthermore, the end-entrance car with the faculty of smoothing out and remedying some of
front exit automatically distributes the standing load the track inequalities that would produce a very pro
over the entire car, whereas with the center-entrance nounced effect with a single-truck car.
car a standing load is hard to move away from the In general, the new car may appear to be somewhat
door. Again, in small towns where there are many un- small in view of the fact that a larger car might just
paved streets, and where a car must stop with the rear as well have been built. As opposed to this, however,
platform clear of the street line, the center entrance the company would have had to put on a larger motor,
will cause the public to get in and out in the mud if the and inasmuch as the rush periods in the small cities
street is not paved." where the cars operate are exceedingly brief it was
In connection with the general design it may be said proved that it would be more wasteful to haul around
that the company spent a good deal of money in inves the extra weight in motors and car during the non-
tigating the new types of single trucks with radial axles. rush hours than it would be to handle the peaks with
These met with considerable favor, but it was not trippers. The latter have to operate only for approxi
thought that the art was sufficiently advanced to put too mately 3 per cent of the time, as peak conditions exist
much faith on this design with the prevailing poor for only three-quarters of an hour in the cities in
track conditions in the cities in which the company question.
operates. On the other hand, the double-truck car had Simultaneously with the retirement of the closed

EMPIRE UNITED CAR—EXTERIOR VIEW, SHOWING FOLDING DOORS AND STEPS

 580 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

single-truck cars, the company has retired from service each vestibule, the upper half of each being glazed with
all of its single-truck open cars and will hereafter run clear glass and the lower half with wire glass. ■ They
nothing in the cities except the new closed cars and are all manually operated, a handle at the conductor's
double-truck fourteen-bench and fifteen-bench open cars stand controlling the rear entrance and another handle
for summer service. Every car operated in city service convenient to the motorman controlling the front-exit
will be provided with air brakes. The company plans door.
also to adopt in its city service a scheme which has
turned the tide on other unprofitable city properties. Railway Signal Association Convention
Each car will be equipped with a clock in front of the
motorman which will give time points, and the city Switch Indicator Practice, Economics of Signal Maintenance
schedule will be as rigidly adhered to as if it were and Principles Governing Capacity of
that of the "Twentieth Century Limited." Further Single Track Discussed
more, time-tables will be published showing the sched The annual convention of the Railway Signal Asso
ule time for every street corner past which the cars ciation was held in Salt Lake City on Sept. 14-16, 1&15.
operate. By thus keeping the public informed, there Reports were presented by eight standing committees
has been built up in other cities traffic which has been and two special committees, among them being several
two and three times what it was before such service was that are of special interest to electric railways. The
inaugurated, and it is fully expected that the same thing committee on signaling practice included in' its report a
will be done on the properties under discussion. statement to the effect that either conveniently located
Details of Construction signals or switch indicators on single track may serve
the same purposes as switch indicators that are installed
In general the arrangement of the car body conforms on roads of two or more tracks. The following state
to the customary standards of the pay-within type for ments of switch indicator practice on single track were
double-end operation. The car construction is of the also submitted: Where signals governing movements
side-girder type with drop platform, open bulkheads, in both directions are located so near a switch that
continuous T-bar side-posts, plain arch roof with de trainmen at the switch can observe their indications,
tachable bonnets and closed vestibules. such signals will give the necessary information and
The steel framework includes side sills of 5-in. x switch indicators are unnecessary. Where a signal gov
3-in. x 5/16-in. angles made in one piece and bent around erning in one direction is located as above, and a signal
the corner posts and spliced at the center line of the car governing in the opposite direction is not so located; a
to form the end sill. The side-sheathing which forms switch indicator may be used to give the information
the steel girders is 29 in. high and in- thick. This not obtainable from the signal. Where signals govern
also is bent around the corner posts and extends inward ing in both directions are not located as above two
as far as the bulkhead post. The side plates are spliced switch indicators may be used, one for each direction.
at the middle of the car, but the belt rail is made of Each switch indicator may, as to trains in one direc
2^4-in. x %-in. bevelled-edge steel in one continuous tion, serve the purposes and be controlled in the same
piece. way as on lines of two or more tracks. In the case of a
The flooring is of 13/16-in., tongued-and-grooved system in which a train moving beyond one passing
maple nailed to white-oak nailing pieces which are bolted siding controls signals governing opposing movements
to the cross-bars of the steel underframe, the floor of between that passing siding and the next, a switch indi
the car body extending out into the vestibule to form cator may be so controlled as to indicate the approach
the conductor's stand. The side posts are made of of a train at and from the signal located adjacent to the
1%-in. x 2-in. x %-in. T-bars running in one continuous next passing siding.
piece from side sill to side sill and forming the carlines. The report took up also the economics of signal main
These are spaced on 29-in. centers and they are anchored tenance, stating that, because the main controlling
at the side sill and girder plates below the windows and power of signal apparatus is electrical and because the
bolted to a wooden letterboard at the top. The roof and special training required is special, a combination of
bonnets are sheathed with wood and covered with signal and track forces is not to be recommended as a
painted canvas. means of obtaining economy and efficiency in signal
The weights of the various parts of the equipment maintenance. Occasionally, however, it will be found
which go to make up the complete car and the general practicable and economical to combine forces engaged
dimensions are as follows: in maintaining various electrical features on a railroad
"Weight of car body 16,0001b. with those maintaining signals. But as a general propo
Weight of trucks , 10,500 1b. sition, economy and efficiency will be produced to a
Weight of electrical equipment 4,500 1b.
Weight of air-brake equipment 9001b. higher degree by co-operation and by combination, and
Total weight 32.000 1b.
Length of body over corner posts 26 ft. 6 In. this rests entirely with the officer in charge in the ar^
Length of body over bumpers 37 ft. 6 in. rangement of the forces available. ',
Width over drip rail 8 ft. 6 in.
Height to top of roof 11 ft 3% in. An extended discussion on the laws affecting the
Height of rail to floor 3 ft. 3% in.
Distance between truck centers 18 ft. 6 In. capacity of single track was submitted also in the re
Diameter of wheels 33 to. port. Among the several fundamental rules that were
The capacity of forty is provided for by longitudinal developed was one to the effect that the maximum
seats seating sixteen at the ends of the car body and capacity of a railroad with a given number of passing
twenty-four transverse seats in the center portion, the sidings is reached when the sums of the schedule times
longitudinal seats having been introduced to increase of the east-bound and the west-bound trains between
the facility of entering and leaving the car, as it is each pair of passing sidings are all equal. This rule
intended for double-end operation. One of the longi applies whether or not the speeds are uniform, and it
tudinal seats has a removable section so that a Consoli will determine the best location for passing sidings to
dated hot-air ventilator stove can be installed at one produce maximum capacity. Another rule that was de
corner of the car in winter time, this being sheathed veloped was that the maximum number of trains of one
with transite when in place. class that can be run in twenty-four hours over a piece
The platform door openings are 4 ft. wide and the of railroad equals 2880 multiplied by the number of
doors are of the double-folding type on both sides of passing sidings plus 1, divided by the sum of the
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 581

running times of an east-bound and of a west-bound sary to move all sidings so that the . sum of schedule
train over the road plus the number of sidings plus 1 times between each pair was constant, and where the
multiplied by the delay caused by a train taking the actual sums of the schedule times between sidings is
passing sidings. This formula is expressed as follows: even approximately equal this would not pay. The re
2880 (N-fl) port shows a case wherein the minimum sum was thir
E+W + (N + l)o ty-one minutes and the maximum forty-two minutes,
but the theoretical maximum capacity is only six trains
Of course, if a single-track line is short, a greater per day or about 9 per cent more than the actual ca
number of trains can be moved by utilizing the road for pacity.
trains in one direction only for part of the day and in The committee on electric railway and a.c. signaling
the other direction for the other part of the day. This stated that Western railroads were progressing with
is not, however, ordinarily practical and need not be the installation of alternating-current signaling and sub
considered. If it should happen that traffic in one di mitted brief descriptions of a number of alternating-
rection is greater than the other it is perfectly practi current installations on steam and electric railways, all
cable, if suitable signaling is provided so that the fol of the latter having been mentioned from time to time
lowing distance between trains is not too great, to run in the Electric Railway Journal. Specifications for
trains in one direction in two sections and in one sec reactors for line and track surface were also submitted
tion in the opposite direction. This gives the following by this committee.
formula in which T equals the number of trains per A special committee on electrical testing submitted a
day, W equals the time of the west-bound train over the progress report which was abstracted in the Electric
road, E equals the distance of the east-bound train over Railway Journal for May 29, 1915, and requested fur
the road, N equals the number of sidings, a equals the ther discussion of a constructive nature on the subject
delay caused by a train taking the passing sidings, and for the guidance of the committee so that its efforts
/ equals the spacing between the parts of trains run in toward future work might be productive of the best
two sections: results. Another special committee, that on lightning
T= J- 320 (JV + 1) protection, presented requisites for lightning arresters
W + E + (N + l) a+ (N + l) / for signaling and requisites for choke coils for signal
ing, as well as specifications for vacuum-gap lightning
With regard to the effect of the number of passing arresters.
sidings upon the capacity of the road it may be said
that in a time that is equal to the sum of the running
time of two opposing trains over a certain territory The Auto-Train at the Exposition Grounds
there will always be space on the track for two more Descriptive articles of the Fadgl Auto-Train track
trains than twice the number of passing sidings. But, less system of transportation in the exposition grounds
while the capacity increases with the number of passing at San Francisco were contained in the Electric Rail
sidings the time required to cover the territory is rapid way Journal for April 17 and July 10. Twenty trains,
ly increased. If trains are run in two sections in one each consisting of an automobile tractor and three
direction the average running time per train is: trailers seating 1200 passengers in all, are in regular
W + E+ (N+l) a+Nf operation through the exposition grounds daily. Two
terminals are maintained, one at the Fillmore Street
entrance and the other at the Massachusetts State
If the trains are run in two sections in both directions
building at the end of the Avenue of Nations and the
the formula becomes:
Avenue of States.
W + E+ (AT+D a+N2f The schedules are worked out and operated in regular
R=. -
electric railway style. The fare from terminal to ter
All of the foregoing formulas apply only to conditions minal and intermediate points is 10 cents, the sched
where trains are of a single class, and they assume that ule being such that passengers who desire to do so can
the sidings are so spaced as to provide equal running travel continuously around the grounds for a rate of
time between each pair of sidings all over the road. about 50 cents an hour, additional fares being collected
In practice, however, sidings are not equally spaced and at each terminal.
under these conditions the traffic situation on any piece The high carrying capacity and economy of the Fadgl
of road may be analyzed by setting down the full sched- trackless train is shown by the fact that a three-car
ule running time (including delays due to taking sidings train will carry as many passengers as sixteen jitneys
and other causes) in a series and adding the west-bound in one-fifth of the space with about the same expense
and east-bound schedule times between each pair of sid for tires and gasoline and with but one chauffeur and
ings. The maximum sum in the list will establish the one conductor instead of sixteen drivers. The seats on
capacity of the road. For example, if the maximum the train can be made crosswise, although the type in
sum of the east-bound and west-bound schedule time be- use at the exposition has longitudinal seats. This sys
. tweem any two sidings is fifty-three minutes there will tem is believed to have good possibilities for operation
be two trains passing in each fifty-three minutes, or elsewhere than in fair grounds and parks alone. For
fiftyrfour trains per day. example, one steam railroad is considering it as a feeder
It. is obvious, of course, that if this maximum sum from cities several miles distant from the main line.
can be decreased, the number of trains moved over the Certain suburban applications also appear feasible. The
ftne will be increased. This result may be accomplished Fadgl auto-train is even being considered for service in
bjr' moying nearer together the two sidings between the narrow streets of Asiatic cities.
. which .the maximum running time takes place. It will
not. pay, however, to move the sidings more than The general shop force of the Illinois Traction Sys
enough to decrease the sum of the schedule times below tem at Decatur, 111., is planning to lay out a park on the
the next highest in the list, as the next highest would east side of the shops. A flagpole was raised re
then become the limiting point. To arrive at. the maxi cently on this plot and a baseball diamond will soon be
mum theoretical capacity, of course, it would be neces marked out.
 582 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

Electric Railway Papers at A. I. E. E. Panama-

Pacific Convention

Electrolytic Corrosion of Overhead Material in Damp Locations and the Automatic Substations of the Elgin &
Belvidere Electric Railway Were Among the Topics Discussed—Abstracts
of Papers on These Topics Are Given

A special convention of the American Institute of Another phenomenon of an electrolytic character ap

Electrical Engineers was held in San Francisco from pears in connection with the leakage of current along
Sept. 16 to Sept. 18, immediately preceding the Interna span wires and guys. The current seems to pass off
tional Engineering Congress. Twenty-six papers were from the exterior of the live wire, first removing the
presented, including those delivered before joint sessions galvanizing and then attacking the iron. In moist
of the Institute and the Institute of Radio Engineers climates and especially where exposed to salt spray,
and the Institute and the American Electrochemical extra or double-galvanized strand, when used where leak
Society. Two papers of immediate interest to electric age current along it is possible, rapidly becomes de
railway men were those on "Automatically Controlled nuded of its covering, gets red with rust, becomes pitted
Substations" by E. W. Allen and Edward Taylor of the and quickly loses its tensile strength as if the wire,
General Electric Company, and "Overhead Electrolysis being positive to the earth, were discharging to the
and Porcelain Insulators," by S. L. Foster, chief elec moisture of the atmosphere throughout its whole length.
trician United Railroads of San Francisco. Other papers
of great value and interest, of a more general nature,
were one by B. G. Lamme on "Physical Limitations
in D. C. Commutating Machinery" and the symposium
on "Inventories and Appraisals of Properties" by C. L.
Cory, W. G. Vincent and W. J. Norton. On account of
space limitations only the two papers first named will
be abstracted here.
OVERHEAD ELECTROLYSIS AND PORCELAIN
STRAIN INSULATORS
In his paper on the above subject Mr. Foster stated
that in electric railway construction in damp climates,
and more or less in all climates, there is some leakage
of current from the trolley wire to the earth through
the insulated supports. This current produces corrosion
of span wire and insulators through the separation of
water into oxygen and hydrogen, and the attacking by
the oxygen of the metal immediately adjacent to the
insulation. In the case of galvanized iron the zinc
covering is soon removed and the iron is acted upon
vigorously by the oxygen. This effect is seen on the
bolt that fastens the trolley ear to the trolley hanger,
the threaded lower end being badly corroded even
though smeared with thick oil on installation. The
electrolytic action is also seen in the film of green copper STRAIN INSULATORS
salt that spreads from the head of the brass ear over the In order from top down—Single link for small porcelain insu
lator ; single link, small insulator and span wire Installed on pole
lower surface of the cone to the iron hanger, in cap and band ; double link for small insulator ; double link, small insulators
cone construction. and No. 0000 standard copper feed-in or tap-oft cable used as a
span wire ; triple link with triangular link for large insulators at
The mechanical effects of the corrosion are also im pull-off or strain poles, used to support overhead curves ; same
in position on poles ; long wood strain insulator used in fog-ex
portant, the cap and cone insulator being split in various posed locations ; double link and large insulators used in dead-
directions and having its insulating value destroyed. ending and insulating 1,000,000-circ. mil cable.
This splitting of the cap has been reduced by hot-dip A partial remedy for this is painting. The same kind
galvanizing of the stud before the insulation is pressed of corrosion occurs when bare copper is used for guys
upon it in the process of manufacture. and spans unless the wires are oiled or painted. That
Creepage-electrolysis effects are also seen in globe the trolley wire does not show effects of the action is
strain insulators which, when exposed in a damp climate supposed to be due to its being protected by a film of
for a few months as the only insulation between an un oil thrown upon it by the passing trolley wheels.
insulated curve hanger and the pole, even in the case of These points seem to teach that it is not only the
a wooden pole, will show a heavy ring of iron rust around ability to pass high insulation, puncture and flash-over
the shank of the eye on the end of the insulator toward tests of the trolley wire devices, nor the crushing
the trolley wire and a white zinc efflorescence on the end strength of the composition, that is important, but the
toward the pole. The interior, upon crushing, will be securing of a creepage distance proportional to the con
found to be clean and intact. In time this oxidation will ditions met with, so as to stop the flow of current around
split the spherical composition insulation open in cracks the outside of the insulating parts. It seems clear that
at the end toward the trolley wire. It seems to be due to the surface exposed for creepage is not enough under
simple electrical leakage over the surface of the insu fog conditions in our present standard devices. The
lator, the current being too small to be measured with hanger insulation should be reinforced by a generous
an ammeter and the leakage causing no "hot" poles or amount of permanent creepage distance in the span-
open circuit breakers. wire insulation.
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 583

The insulation of the iron pole in its concrete setting The porcelain insulators used are of two sizes. In
helps to neutralize the results of creepage. Leakage is connection with them hot-dip galvanized wrought-iron
not confined to iron poles, but occurs on wooden poles welded links are used in the following form: single
on which there should always be a sufficient strain links for pole band attachment, double links for feeding
insulator in the span wire at either end. In the case of at the pole or feeder cable dead-ends, triple links with
iron poles if one strain insulator does not suffice two triangular bull-rings for curved pull-off poles. The links
should be used, one about 2 ft. from the trolley and one for the small insulators were made of %-in. round Nor
6 ft. from the pole. If two do not check the corrosion, way iron and those for the large ones of V4-in. round
insulators with more creepage distance, as, for example, Norway iron. The triangular bull-rings were made of
long wooden insulators, should be used. The latter, %-in. steel.
however, lack the tensile strength and interlinking fea The small insulator has a diameter of 2% in., a
ture of the disk, cubical or "goose-egg" porcelain in length of 3Vo in. and stands a dry flash-over test, when
sulator. new, of 10,000 volts. The large insulator is 3*4 in. in
Some companies give two coats of linseed-oil paint, diameter, 5 in. long and tests dry to 30,000 volts. The
applied by dipping, to all galvanized-iron strand in small insulator is used in all spans and guys except
tended for overhead use in connection with electric rail those under extraordinary strain, such as dead-ends for
way work. It costs far less to apply the paint by trolley wires, 1,000,000-circ. mil cables, etc.
immersion than with brushes after the wire is in place. Experience has shown that for all 500-volt d.c. electric
All joints made by linemen in galvanized wires or cables railway strain insulator work, except under extreme fog
should receive at least one coat of paint. All overhead condition, it has been proved that in San Francisco
parts should be painted before installation, and when practice, where there is neither snow, ice nor sleet and
poles are painted all wire and cable joints, strain in but little lightning, porcelain is the best material. It
sulators, etc., within reach of the painters should be is incombustible, nearly indestructible, invulnerable to
covered liberally. atmospheric action, requiring no original or subsequent
Another form of overhead electrolytic action met with preservative treatment, painting, testing or other atten
in railway work is caused by the use of dissimilar metals tion and having high compressive strength combined
in contact. Galvanized-iron cables attached to the brass with small dimensions, etc.
eyes of curve hangers, of spherical strain insulators, etc., In San Francisco fog practice the size of the span
are rusted off at the points of contact. The sulphuric wire has been increased from *4 to 5/16 to % in., and of
acid found in the air of cities from the combustion of guys from 5/16 in. to % in. to V2 in., in order to lengthen
coal and from the escaping fumes of chemical works, the the life of these cables. On the cliff line the overhead
salt spray and ozone from a near-by ocean, etc., are strand formerly lasted only about two years. When one
thought to be the electrolytes that serve to start a local large porcelain insulator did not answer two in series
battery action. This action probably explains some of were tried on this wood-pole construction. Then wood-
the corrosion at the threads of the hanger bolts which strain insulators 5 in. between heads were tried, only
results in loose hangers in the ears. The logical remedy to have the iron heads corrode off rapidly. Wood-strain
for this is to use similar metals in contact. Galvanized- insulators 15% in. between heads seem to increase the
iron parts should be used for all overhead trolley work. life of the galvanized strand, although the heads toward
Applying a heavy oil to the thread of the hanger bolt is the trolley wires show the characteristic electrolytic
a palliative. action. Home-made wood-strain insulators 24 in. be
Still another form of probable electrolytic corrosion tween conductors are now being made and are expected
is seen in the wasting away of iron poles at the top of to insure reasonable durability of the exposed, extra-
the concrete setting. Exceptionally rusty pole bases galvanized cables which had been given two coats of
should lead to investigation of the condition of the in heavy linseed-oil paint previous to being put in place.
sulation in the span wire and at the ear. The insulators are of maple, are boiled for twenty-four
hours and cooled in linseed oil before painting, and are
Experience in San Francisco 2J/2 in. in diameter, octagonal in section. They test to
In San Francisco problems involved in the above con 5000 lb. without showing signs of distress.
siderations presented themselves early and have been
solved one after another, producing not only improved AUTOMATICALLY CONTROLLED SUBSTATIONS
conditions electrically but increased strength mechan
ically, reducing original and maintenance costs, and WITH PARTICULAR REFERENCE TO THEIR APPLICATION TO
yielding greater safety for the workmen and greater INTERURBAN ELECTRIC RAILWAYS
rapidity of work. In their paper under the above title Messrs. Allen and
Electrolysis from the combination of the brass eye in Taylor described a substation of the Elgin & Belvidere
the strain insulator and the galvanized-iron strand was Electric Railway connecting Elgin, Marengo and Bel
remedied by using galvanized iron eyes. These are videre, 111., in which substation the rotary converter
stronger and last longer. The failure of strain insu is automatically started and put into service, and
lators formerly resulted in the first rain storm of winter stopped and disconnected from the line through the
being a source of dread to the linemen on account of the agency of the variation in voltage. Automatic equip
"hot" poles. Between the years 1893 and 1901 every ment was installed in the Union substation in December,
kind of strain insulator on the market was tried, and 1914, and in August, 1915, the remaining two substa
in the latter year a porcelain cubical or "goose-egg" in tions of the railway were equipped with automatic con
sulator was adopted, since which time there has been trol. In rough outline the operation of the equipment
no trouble. Where there was little or no fog a single is as follows: For automatic control, the main a.c. and
porcelain insulator was used at each end of the span d.c. circuits are opened and closed by contactors which
wire, but where the fog was heavier or there was a are directly operated through a motor-driven drum con
feeding cable from a feeder used as a span wire, two troller, which in turn is controlled by other contactors
insulators were used instead. On particularly exposed and relays, the ultimate control residing in a contact-
lines along the cliffs around the Golden Gate even two making voltmeter and its accompanying relays. Lower
insulators of a larger size did not suffice and long wood ing of line voltage causes the putting of the substation
strains had to be substituted. into commission, while raising of the voltage shuts it
 584 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

There will be a saving in feeder copper resulting from

the shorter distance between substations and also from
the better distribution of load. The following example
illustrates this: Assume a single-track road 32 miles in
length, using 40-ton cars, each equipped with four 75-hp.
motors, capable of making a maximum speed of 30
m.p.h. and a schedule speed of 24 m.p.h. with one stop
per mile and a rate of acceleration of 1.1 m.p.h.p.s.
Assume also that the track is laid with 70-lb. rails and
that a No. 0000 trolley wire is used. It is estimated
that with three-hand-operated 500-kw., 600-volt stations
located 12 miles apart and with 4-mile stub-end feeds,
262,000 lb. of feeder copper will be needed. If six auto
matically controlled substations, each of 250-kw.
AUTOMATIC SUBSTATIONS—EXTERIOR OF UNION capacity, were used, no feeder copper would be required.
SUBSTATION In the automatically controlled substations there are
also operating advantages in connection with the short
down. The details of the operation are described later in feeders, which advantages are increased by the practice
this abstract. of cutting resistance into the circuit to limit the sub
In introducing their subject the authors pointed out station output instead of allowing the circuit breakers
that there is an essential difference between an auto to open, as is usually done. The authors state that a
matic equipment and a remotely-controlled system with 500-kw., twenty-five-cycle synchronous converter may
a separate feeder to each machine. In the latter the be readily started from rest and connected to the line in
operation of starting and stopping the machines is per thirty-five seconds and a 300-kw. unit in twenty-five
formed by an attendant in the station from which the seconds, while induction motor-generator sets, in
power is supplied. Automatic-control devices are already capacities below 1000 kw., may be started in consider
in satisfactory use and electrically operated switches are ably less time than is required to start synchronous
reliable devices, careful inspection at regular intervals converters of corresponding size..
being sufficient to insure their successful operation. The The light-load losses are a fairly high percentage of
authors therefore conclude that it is practicable to the total energy supply to substations on a system
dispense with the services of an attendant in many rail having infrequent car service. It is estimated that
way substations and, proceeding for the moment on the Y2 kw.-hr. is required to start and connect to the line
assumption that it is practical to do this, they enumer a 300-kw., twenty-five-cycle, 600-volt synchronous con
ated some of the effects of automatic control. verter. The running-light losses of this machine are
0.34 kw.-hr. per minute. The load conditions in the
Advantages of Automatic Control substations of a single-track road having a ninety-
The necessity for having two or even three shifts of minute car service often justify shutting down a 300-kw.
skilled attendants, as heretofore, influences the number, synchronous converter twelve hours during each day.
size and location of substations, and these have in turn Automatic starting will, therefore, save the running
affected the amount of feeder copper and consequently light losses and, if the passenger and freight business
the choice of trolley voltage. It is desirable to increase at a substation requires the services of an agent, will
the number of stations and to decrease the relative size give him more time for other duties.
of the machines if they are automatically controlled. If
the buildings are designed with particular reference to Details of Typical Automatic Substation
their ability to house apparatus and without regard to The Elgin & Belvidere Electric Railway operates a
the comfort and convenience of the operator, it is prob standard-gage single-track 600-volt system and pur
able that their total cost will be no more than for fewer chases energy from the Aurora, Elgin & Chicago
stations designed to meet both of these conditions. Railroad at 26,000 volts, three-phase, twenty-five cycles.

AUTOMATIC SUBSTATIONS—INTERIOR OF UNION SUBSTATION, AUTOMATIC EQUIPMENT INDICATED BY ARROWS

 September 18, 1915] ELECTRIC RAILWAY JOURNAL 585
Each of three substations contains a standard 300-kw., nected to this arm retards its movement about six
600-volt, twenty-five cycle, three-phase synchronous con seconds and prevents it responding to momentary fluctu
verter, three 110-kw. converter transformers, a reactance ations in the voltage. In circuit with the voltmeter
coil, a high-tension panel and switching equipment, and winding is a high resistance tube, 15, normally short-
three low-tension panels. The equipment of one substa circuited by the auxiliary contact of current relay 37.
tion, including automatic apparatus, is shown in an If more than a predetermined amount of current flows
accompanying illustration. The diagram reproduced through this relay its plunger and disk are raised,
herewith shows the complete electric circuits, the connec removing the short-circuit from the high-resistance
tions for hand operation being at the right, and those tube and placing this resistance in circuit with the mag
for automatic operation at the left. A double-throw net coil of the voltmeter. This action is equivalent to
,sw>fcclv 8, permits change-over from one method of op a condition of low voltage.
eration to the other, being thrown up for automatic and
down for hand- control. The Starting Operation
As previously stated, the ultimate control is in a The operation of starting the substation is briefly as
contact-making voltmeter, 1 in the diagram, perma follows : When a car or train enters the zone of the sub
nently connected from the overhead trolley line to the station the trolley potential will gradually be reduced to
negative rail. It is provided with a moving plunger 500 volts. The voltmeter arm will touch the upper stud
■connected to a pivoted contact arm which moves between and complete a circuit through the magnet coil of relay
upper and lower studs. The contact arm touches the 2, short-circuiting its contact studs. It should be noted
top stud in the low-voltage or open-circuit position, and that, in the diagram, the authors have for simplicity
the closing of this contact is the initial movement for used the symbols X and O to indicate that the circuits
starting the rotary converter. The arm does not leave return to the a.c. control switch, while the symbols -(-
the upper post until the voltage exceeds 500. The lower and — indicate that they lead to the rotary d.c. ter
stud is the cut-out position and the movable arm reaches minals.
it when the trolley potential exceeds 600. The contact The upper disk of relay 2 closes a holding circuit for
arm as shown in the diagram is in the mid-position and its plunger, while the lower disks energize the magnet
indicates approximately 550 volts. A dash pot con coil of relay 3. Relay 2 serves the double purpose of

SPEED LIMIT
DEVICE; CIRCUIT
OPENING

AUTOMATIC SUBSTATION—COMPLETE ELECTRIC CIRCUIT DIAGRAM OF SUBSTATION

Key to Symbols. X and O refer to a.c. control switch. + and — refer to rotary d.c. terminals.
1. Contact-making voltmeter. 14. Field break-up switch. 27. A.C. low' vpltage relay
' 2. Double contact relay 15. lOQO-ohm resistance 28. Current' transformer
3. Dash-potted .relay (two and one-half 16. Main running contactor 29. Current transformer
minutes) 17. Series field shunt contactor 31. Four-pole field exciting contactor
4. Contactor 18. Solenoid-operated line' switch 32: Fields rheostat
5. Master contactor 19. Load-limiting contactor 33. Current .transformer
6. A.Q motor contactor 20. Load-limiting contactor 34. Potential transformer
7. Electrically operated oil switch 21. Load-limiting contactor 35. Reverse-current relay
8. D.P.D.T. change over switch 22. Cast-grid resistance (0.7 ohm) 36. Polarized- relay
9. 5-kva. transformer 23. InBtantaneous-current limit relay 37. Current-holding relay
10. Converter starting a.c. contactor 24. Instantaneous-current limit relay 38. Thermostats
11. Synchronous converter 25. Instantaneous-current limit relay 39. Thermostat :relay
12. 3000-ohm resistance 26. Pair inverse time-limit overload relays
 586 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12
removing the arc from the contacts of the voltmeter and the positive side of the converter to the positive bus
acting as a switch for completing the circuit for relay 3. through a cast grid of 0.7-ohm resistance, which re
The latter is so constructed that the plunger drops sistance is cut out in steps.
slowly for two and a half minutes without opening its The drum controller has now advanced to its full
top contacts so as to provide against the station being running position and finger 17 has disengaged its seg
shut down when the only car in its zone ceases to take ment and opened the holding circuit of contactor 6,
energy and stops for a short time to load freight or stopping the motor.
receive train orders. When this relay is energized the
plunger rises instantly and completes a circuit through Protection During Operation
the interlocks of relays 26, 27 and 39, the functions of The diagram shows the connections of the protective
which will be described later. It also excites contactor devices. Relays 23, 24 and 25 open on 700, 800 and 900
4 which supplies current to one of the main studs of con amp. respectively, cutting in the resistances previously
tactor 6 and to finger 14 of the drum controller. cut out. It will be observed that contactors 19, 20 and
This controller drum is divided into four sections 21 take the place of the standard circuit breaker. A
insulated from each other, the contact segments on each short-circuit in the machine operates inverse time-limit,
being electrically connected. In the off position of this overload relay 26, which opens contactors 4 and 5 in
controller, as shown in the diagram, finger 14 is in turn. Low-voltage, a.c. relay 27 breaks its auxiliary
contact with finger 17 through which the magnet coil contact if the voltage falls more than 10 per cent below
of contactor 6 is energized. the normal value. The thermostats marked 38 afford
When contactor 6 closes, current is supplied to the protection from overheating. The thermostats are lo
a.c. motor used for driving the drum controller. This cated in the bearings and in the air currents from the
motor operates only during the time the converter is armature ventilating ducts. Reverse-current relay 35
being brought up to synchronous speed and connected opens master contactor 5, which is also opened by the
to the line, requiring about thirty seconds. As the mechanical, speed-limiting device on the converter arm
controller drum is rotated toward the right, the short ature shaft.
segment opposite finger 16 makes momentary contact
with its finger and energizes the magnet coil of con Operation of Shutting Down
tactor 5. The closing of contactor 5 energizes controller The substation automatically shuts down as follows:
finger 1 and completes the circuit for closing the high- When the current decreases so as to drop the plunger
tension switch by means of coil 7. Contactor 5 is in of relay 37, the voltage now being 600 above, the volt
reality a master switch, all of the circuits required for meter arm engages the lower contact short-circuiting
operating the main solenoid switches being supplied the magnet coil of relay 2 and opening the magnet cir
through its main contacts. When it is opened all of the cuit of relay 3. At the end of two and one-half min
main solenoid switches immediately resume their nor utes the plunger of the latter opens the holding circuit
mal or open positions. Contactor 5 can be closed only of contactor 4, de-energizing controller finger 14 and
when finger 16 engages the short controller segment dropping out master contactor 5. When contactor 5
opposite. Contactor 5 may, however, be held closed, opens the lower contacts close, energizing controller
although it will not pick up through the segment which finger 19, which in turn energizes finger 18 and closes
bears upon controller finger 15. It is important to note contactor 6, starting the motor and restoring the con
that the starting position is definitely fixed by the troller to the original position as shown in the diagram.
length and location of the short segment opposite finger
16, and that at no other position of the controller can
any device be closed unless finger 16 has first been ener The Golden Gate Cover Picture
gized and coincident with this an uninterrupted circuit The remarkable photograph of the Golden Gate which
has been established through finger 15. forms the cover design of the Convention Issue of the
As the motor-operated controller is rotated by the Electric Railway Journal was taken from San Fran
motor the following operations ensue: When finger 16 cisco Bay at a point opposite the Tower of Jewels, the
was energized, finger 2 was also energized from finger central feature of the Panama-Pacific International Ex
1, closing the circuit to the magnet coil of the double- position. It is the work of Willard E. Worden, who has
pole a.c. contactor marked S. The closing of S places specialized for years in Pacific Coast marine and land
half voltage on the slip rings of the converter. The scape photography. Mr. Worden's reputation as an
armature then starts, reaching synchronous speed in artist has been recognized by the exposition jury of
about fourteen to fifteen seconds. Controller finger 4 awards which has granted him the gold medal of honor
then engages its segment and energizes the four-pole for the best collective exhibit of art photographs by an
contactor, 31, closing it and momentarily placing the individual exhibitor. This exhibit may be seen in the
field of the converter across the terminals of the d.c. Liberal Arts Building, in the photographs section adja
exciter, and fixing the polarity of the converter. Seg cent to the Eastman and Ansco displays. No other col
ment 4 runs off in four seconds, dropping contactor 31, lection of photographs give a better conception of the
but finger 3 engages its segment and closes field break rugged beauty of California.
up switch 14, placing the shunt field of the converter
directly across its own armature. Finger 2 then dis
engages and finger 5 engages a segment, contactor S The bureau of franchises of the Board of Estimate
being opened and contactor R closed and full a.c. volt and Apportionment for New York City has issued a
age is applied across the slip rings. Contactors S and 184-page report for the year 1914. It reviews all the
R are electrically and mechanically interlocked. franchise decisions made by the board for the year and
Full d.c. voltage is now available and finger 6 of the gives the present status of all unsettled questions for
controller is energized from the positive terminal of street railways and other utilities within the city. It
the converter. Contactor 17 is closed by finger 12 and also contains an appendix giving the report of the bu
the circuit closed to the series field shunt. The moving reau of franchises to the franchise committee on the
contact of polarized relay 36 closes the circuit through form of a motor bus franchise and proposed routes in
finger 7 and energizes the magnet coil of contactor 18. the Borough of Manhattan, as well as the proposed
If the contact circuit is complete, contactor 18 connects draft itself of the motor bus franchise.
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 587

From Traffic Study to Time-table

In This Concluding Article Methods Are Described and Illustrated for Constructing Schedules on the Basis of the
Information Collected During the Study of Traffic

BY F. W. DOOLITTLE, DIRECTOR BUREAU OF FARE RESEARCH, AMERICAN ELECTRIC RAILWAY ASSOCIATION

The previous articles under the general head of and intersections. To meet further increases in traffic
traffic studies have dealt with the need for accurate trippers are run, which in effect increase the capacity of
knowledge concerning the distribution of traffic over the regular cars but do not alter the headway ma
the lines of an electric railway and have discussed the terially. With double track lines, the schedules become
systematic and accidental variations in this traffic from more elastic but still tend to follow the form developed
hour to hour and from day to day. Something has been under single track operation. Eventually, with the
said as to the extent of the data to be gathered and the growth of communities, the making of schedules out
frequency of traffic surveys, together with reference grows the rules of practice inherited from simpler con
to the departmental organization which should have ditions, and, as has been previously pointed out, there
charge of the work. The article in the Electric Rail arises the necessity for traffic studies as a means of
way Journal of Aug. 21 discussed the problem of fit fitting the service rendered to the demand for such
ting car-miles to passenger-miles in the light of the service.
fact that rush-hour service is more expensive than On lines of considerable traffic density, the starting
service at other times during the day. The present and point in schedule making is the determination of the
concluding article relates to the methods of constructing number of cars required under existing service regula
schedules based on the information collected in the tions to carry the passengers moving in the controlling
study of traffic. direction and past controlling points on the line during
On lines where traffic is light the determining factor the heavier fifteen or thirty-minute periods of the day.
in schedule making is, in most cases, the required mini With these requirements determined, the next step of
mum frequency of service. The headway may be pre the process is the scheduling of the required cars for
scribed by ordinance or may be adopted by the manage earlier and later periods, or until such a time as they
ment as the minimum headway necessary to develop are not required by traffic conditions. The cars must
the traffic. On single-track lines as the amount of traffic be scheduled back to the time when they must leave the
increases the schedules are still controlled by a definite carhouses and scheduled ahead until they can be re
headway determined by the location of passing tracks turned to the carhouses.
is II 10 The applications of traffic requirements, as meas
H 14 16 17 17 19 20 22 46 48 SO SI 40 38 ured in cars required to cars scheduled, are largely me
0) II) 5" HI 111 1" 0! 0! (ll 01 0) 01 HI 0) 01 (0 0' III
'5 16 16 9 22 z: 26 27 114 116 i,/ 08 72 74 72 70 19 15 chanical, but must be supplemented by certain adjust
III (I! 0) II) 111 li) 01 01 021 (31 (21 121 (21 (21 (21 (21 01 (I) ments made in the light of experience to permit of the
2' 22 ?4 2S 30 " '5 " 70 '72 173 irs ■'42 124 22 100 26 ?! practical operation of the schedule. A typical illustra
Ill 0! tl) ID (ll :n 01 0) (5) (41 151 (51 (51 (31 151 (51 01 0) \
25 26 28 30 45 48 50 51 230 235 237 242 23S 200 195 150 50 tion, developing a schedule for a single line,* will ex
TP 10 I'll m (21 12) 01 1!) 14! 051 (4) (Al 151 14/ (4) (4) 01 (I) plain the process. The illustration must be followed
41 45 ■15 46 65 67 68 70 280 282 284 287 248 246 258 221 44 ¥
ll) 01 (2) (2) (2) (2) (21 (21 (SI (51 (51 (51 (51 (5) (51 (51 (21 tl) with important qualifications in mind. Schedule making
49 51 51 52 70 72 73 75 290 296 298 303 266 264 260 222 56 49 is too complicated to lend itself to fixed or rigid rules.
121 12! (21 (21 (2) (21 (21 (21 01 (61 (51 (51 151 (51 (61 051 (21 (!) The location of carhouses, transfer points and traffic
52 5.! 53 54 76 79 80 82 296 3/0 312 521 302 290 280 223 62 61
in'■ (21 121 (21 12) (2) (21 121 (6) (61 (51 (51 061 061 (61 (SO 12) (!) hazards are some of the factors that require judicious
58 59 61 80 83 86 96 300 3/4 316 330 503 296 286 240 81 treatment in each case. The illustration deals only
(2) (2) (2) (2) (2) (21 (2! (61 (61 (51 (61 061 16) (61 (5) (2) (!) |
62 67 69 72 83 93 94 v.: 315 325 527 356 308 299 288 249 95 37 with general principles and only passing reference is
(21 (2) 121 (2) (21 (31 (21 (31 (6/ (61 (61 06) 061 162 (6) 16) 13) (3) made to certain complications encountered in a simpli
60 65 66 68 72 74 75 80 250 271 272 292 275 256 254 232 SO 70 fied application.
12) (2) (21 (2) (21 (21 (2! (2! (51 IS) (51 (51 (SI (51 (61 (5) (2) 12)
55 58 61 62 63 63 65 207 227 248 268 245 243 242 222 75 68 Assume as a typical case a line four miles long for
i2! '2> (2) (21 12) (21 121 (21 (4) 05' (41 (SI (51 (5) 15) (5) (21 12) which the traffic count has been made and for which
56 59 62 63 63 64 65 66 202 205 206 208 2/6 214 H2 190 73 67 the normal number of passengers passing a number of
(!) (2) (21 (2) (21 121 (21 01 01) (41 (41 (41 (41 141 (51 (41 (2) 12)
62 64 65 66 67 68 69 75 160 ■63 163 165 171 170 169 165 7S 73 points during each fifteen minutes of the day is accu
,2) (2) (2! 121 (21 (2) ,21 ,21 (J) (31 (31 (31 (41 (41 (41 (41 (2) 12/ rately known.
72 71 71 69 68 70 70 77 '29 125 120 -18 115 II! "P 109 72 n
(!) (2) (2) (2! (21 (21 (2) (21 CI (31 (21 (21 (21 (21 (51 (31 (21 (2) Fig. 1 is a diagram representing, along the horizontal
73 72 71 71 30 7v 76 117 115 114 02 85 82 80 78 51 50 axis, the time of day, and along the vertical axis, dis
.2' (21 12) (21 (21 (21 (21 (21 (3) 02) (21 (21 (21 (2) (2) (21 (2) I!)
65 S6 53 50 40 45 57 63 •CO 'Of '05 99 72 7 70 67 55 34 tances. The horizontal lines indicate the street inter
12! (2) (21 (21 01 (21 (2' (21 (2) (21 (21 (21 (21 (!) (21 12) 01 0) sections at which traffic counts were taken, and the
60 55 50 45 34 - 30 41 67 35 82 66 50 41. 45 40 21 10 vertical lines divide the time into fifteen-minute periods.
2) 12) (2) 121 01 (H 01 01 121 (2! 121 01 (II (0 (ll 01 01 ID
58 52 40 30 22 22 21 25 V! 60 67 5' 42 57 51 25 19 19 As originally drawn, this figure and the following
(2) (21 ,0 01 'I) 0! 0) 01 1 (21 (11 01 01 0) 01 0) (11 II) ones included the entire twenty-four hours, but for
40 38 '4 5! fO (8 '8 TO 33 54 35 21 28 27 25 20 16 16 larger scale and simplicity the diagrams reproduced
01 ,V (1) , a ID 01 (0 01 01 01 (0 0) 01 Ol (0 10 ll! ll)
33 28 24 20 IS 15 15 16 16 16 15 '5 .'5 18 21 18 12 12 have been abbreviated to include a few hours only. The
(ll (■" OJ (II II) (ll ~0I 0) 10 0.1 III 0) (0 01 (II (ll 01 (I) larger numbers in Fig. 1 represent the number of pas
28 Pi \20\l7 .J'6_ (5 10 r 4 •', 5 5 10 ■5 20 i' 15 II
i ID SOj (II451(1)6:00
I ID i 0) (11 i (II 01 Til sengers carried from each point during each fifteen-min
3f>M.I5 111XI ll)45\ ID4i00
i ID ISUD30i ID45i ID5X10_/5 15 30 45 tM) ute period, as determined by averaging a number of
^4oi-40^40 ^40^48i*4g \*56*?56+M+S4 +5ff>i# +*9+49+40+4(>|
Passengers per CarAllowed •When cars on more than one route operate over the same
CONSTRUCTING SCHEDULES—FIG. 1—DIAGRAM SHOWING track for a part of their journey, the case may be treated by con
sidering the track used Jointly as a separate line, or by dividing
PASSENGER TRAFFIC AT CHECKED STREETS AND NUM the local traffic over this part of the line between the two routes
and then handling each route separately. Before decision is
BER OF CARS REQUIRED BY STANDARDS FOR made as to the best method of handling such Jointly operated
FIFTEEN-MINUTE PERIODS ' track, it is well to examine the whole of each route separately to
see if the controlling points do not occur elsewhere.
 588 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12
observations. The smaller numbers (those in pa by a circle the run begins or terminates at that time.
rentheses) represent the number of cars required by The dotted lines represent cars run under the assumed
the standards of service under which the company is requirements that the maximum headway on this line
operating. It will be noted from figures below the base shall be fifteen minutes. Cross-overs are located at
line that the allowed number of passengers per car Streets D and I and are used to short-route cars in
varies, the assumed service standards permitting an either direction. From Fig. 1 it is evident that five
average of sixty-four passengers in a car seating additional cars must pass Streets I, H and G during
forty-four during the rush hour, and an average of each fifteen minutes from 5 to 5.30 p. m., and these are
only forty passengers through the middle of the day or therefore indicated in Fig. 2. The construction of the
non-rush period. The standard permits a gradual ad schedule is begun at this point, it being here that the
justment of service to traffic during the periods pre maximum traffic demand is found. These cars are
ceding and following the time of maximum loading. scheduled before and after this time to the point at
The numbers representing the cars required in each which they are no longer needed and can be returned
fifteen-minute period were determined by dividing the to the carhouses, which have been assumed to be located
corresponding numbers by the allowable number of at Street A. Cars are short-routed at Streets D and I
passengers per car. wherever possible, thus permitting the minimum mile
Fig. 2 shows in diagonal lines the second step in de age* for the service rendered. Short-routeing occurs
termining the service to be furnished. The figures chiefly at Street D both in the morning and in the even
inset in the horizontal lines correspond to the number ing, but also at Street I during the morning rush
of cars required under the service standards as shown hours.
in Fig. 1. The figures at the ends of diagonal lines In drawing Fig. 2 an average speed of 8 m.p.h., in
represent runs, and when the run number is inclosed cluding lay-over, was assumed as the result of experi
ence. Speed will be different over dif
ferent parts of the run, and this variation
will next be taken into account. Obser
vation and experience, it will be as
sumed, have indicated that while the run
from Street A to Street K and return,
2 miles, can be made in one hour, the
average speed between Streets A and D
will be 11 m.p.h.; between Streets D and
I, 9 m.p.h., and between Streets I and
K, 6.5 m.p.h. f The straight diagonal
lines of Fig. 2 will then have to be
warped and time points and the final
schedule subsequently determined. Fig.
3 indicates how the average speed of 8
m.p.h. is obtained under typical condi
tions. The schedule thus devised is
based on traffic requirements, but
modified to take into account possibili
ties of short-routeing, ordinance re-
•It must be borne in mind, of course, that the
minimum mileage here indicated cannot gener
ally be realized completely, as it is unwise to ask
passengers to transfer to the car following in all
cases where that car normally would have room
for them. Some consideration must be given to
diversity of traffic, in addition to the consider
ation already given to this factor in fixing the
off-peak capacity of cars at less than the num
ber of seats.
tVariation in speed from hour to hour during
the day will necessitate the use of several aver
age and several specific speeds to complete other
parts of the schedule.

6 9^f)
Time"
4:45 5:00 5:15 5:30
Passengers per Car !
--M+--48 - *\+—56-^*~56- <\*--64- ■\f--64 -<^--56 -~*t.
CONSTRUCTING SCHEDULES—FIG. 2 —DIAGRAM SHOWING NUMBER OF CONSTRUCTING SCHEDULES—FIG. 3 DIA
CARS REQUIRED AND NUMBER AC TUALLY OPERATED DURING FIF GRAM SHOWING HOW AVERAGE SCHED
TEEN-MINUTE PERIODS OVER D IFFERENT PARTS OF ROUTE ULE SPEED IS OBTAINED
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 589

CONSTRUCTING SCHEDULES—FIG. 4—DIAGRAM SHOWING IN MORE COMMON WAY PART OF GRAPHIC SCHEDULE OF
FIG. 2, ADJUSTED TO MEET OPERATING CONDITIONS

quirements as to headway, location of carhouses and Attractive Shelter at Glasgow

variable speeds throughout different parts of the route. $ The accompanying engraving shows a very attractive
Fig. 4 corresponds to a portion of the graphic sched waiting room and shelter recently erected for passen
ule shown in Fig. 2 adjusted to meet operating condi gers at the corner of Grange Road and Battlefield Road,
tions. In Fig. 1 and Fig. 2 the movement of a car from Glasgow, Scotland, an important junction point for the
Street A to Street K and return to Street A is indicated tramways in that city. After the decision that a shel
by a line passing from the bottom to the top of the ter of this kind should be erected, an advertisement was
figure, these extreme lines representing the same street. published for competitive designs. Twenty-nine de
Fig. 4 is of the type more generally used to represent signs were received, and finally the one submitted by
schedules. In it in-bound cars are indicated by lines Frank Burnet of Boston was accepted.
sloping upward to the right, while out-bound cars are The waiting room, which occupies the center or main
represented by lines sloping downward to the right. portion of the building, is 45 ft. x 25 ft. Lavatory ac
Although Fig. 4 is the more common form, on account commodation is provided at the north end of the build
of the difficulty of showing thereon the number of cars ing, and the south end is fitted up with a neat and at
required in two directions and the confusion resulting tractive newspaper and confectioner's shop, surmounted
from the many intersections of lines the form used in by an octagonal tower with a gilt dome. The exterior
Fig. 1 and Fig. 2 appears to be preferable for pre walls are faced with Doulton's carrara wear. The roof is
liminary work. Time-tables of the usual types can now finished with red tile, and the woodwork is of red pine
be taken off without difficulty, and from the graphic throughout. The cost, approximately, was £1,800 or
chart the trainmaster can at all times determine the about $8,460.
location of all equipment in service and can see most
readily the possibilities of expansion and contraction of
service as traffic requirements vary.
No attempt has been made to indicate assignment of
crews, as this will depend upon agreements in effect
locally as to hours of service and as to the relation be
tween "lay-over" and "running" time. The illustration
shows the more important practical application of the
traffic study, although it should be remembered that in
addition to the construction of time-tables the traffic
study serves as the basis for rerouteing of cars, adjust
ing transfer points and solving similar problems.
tA very complete analysis of these factors and others which
make necessary in particular cases a departure from a schedule
conforming precisely to the occurrence of traffic, as determined by
check, is contained in a paper read before the Public Service Rail
way Section of the American Electric Railway Association on
April 16, 1914, by Alexander Jackson, head of the time-table de
partment of the Public Service Railway, Newark, N. J. (Elec
tric Railway Journal, April 18, 1914). Such factors as make it
necessary to vary from the service indicated by a traffic count
are encountered in any scheme of schedule construction and are
not to be considered as discounting the value of the traffic study,
but rather as emphasizing its value by Axing definitely the re
quired service and avoiding the possibility of adjusting the service
away from rather than in accordance with the requirements of
the traffic. VIEW OF NEW WAITING STATION IN GLASGOW
 590 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

Autos and the Electric Car*

A Discussion from the Standpoint of the Public of the Advantages to the User and to the Community of
Automobiles and Street Cars
BY JOHN A. BEELER, VICE-PRESIDENT AND GENERAL MANAGER DENVER TRAMWAY COMPANY

The results of the street traffic count and survey Assuming that each auto will make annually about
recently compiled by the Denver Tramway Company1 5000 miles in city service (or nearly 14 miles daily), a
disclosed many features which we believe are of inter total of 28,000,000 miles is the annual result. This,
est to the company's patrons and the public generally. divided into the total annual cost of $3,000,000, results
The most salient features of Denver's local transporta in a cost of about 11 cents per mile (7J/2 cents for tires,
tion situation are briefly set forth, together with esti gasoline, repairs and other operating expenses and 3%
mates of comparative cost of auto and street car service. cents for interest and depreciation).
Each of the 5580 cars was found to average two round
Passenger Movement. trips daily. This, for 365 days, results in 4,000,000
After eliminating all traffic in connection with round trips annually. Divided into 28,000,000 miles, it
freight and merchandise deliveries, the total volume of indicates that the average length of each round trip
passenger traffic, including pedestrians, counting each was 7 miles, or 3^ miles for each one-way trip, against
person in or out of the business section as one, then 4.82 miles for each one-way trip on tramway cars. At
adding to this the total number of passengers carried 11 cents per auto-mile, the cost of the 3y2-mile one-way
by the tramway company within the city on this day trip equals 38 cents, or 19 cents per passenger per trip,
was, in even figures: which tallies closely with the estimate of 17 cents.
In tramway cars Persons
184,000 Per 51Cent Tramway Performance
Pedestrians 103,000 28 During the past year the tramway company carried
In passenger nutos 47,000 13
On bicycles 21,000 « 75,000,000 passengers on its city lines, for which it re
In horse-drawn vehicles 4,000 1
On motorcycles 4,000 1 ceived a revenue of approximately $3,000,000, or about
Total 363,000 100 4 cents per passenger per trip, or less than one-quarter
of the cost per each auto passenger per trip. Or the
Compared with a similar count taken in May last tramway, at a total cost to its patrons of $3,000,000,
year, the startling feature is that the number of passen transported 75,000,000, while the auto at a like total
gers carried by the auto has increased 50 per cent cost transported but 18,000,000 people.
during the year, while the number of street car patrons Had there been no autos, and had these 18,000,000
has diminished 9 per cent. Other movements showed passengers availed themselves of the tramway company's
comparatively very little change, bicycle and motor transportation facilities, the total cost to them would
cycle increasing slightly, while horses and pedestrians have been about $700,000 instead of $3,000,000, there
decreased. by effecting an economic saving to the community of
$2,300,000, or nearly $400 each to the 5580 auto owners.
Number of Autos and Their Cost Four hundred dollars is a considerable annual outlay
The number of passenger auto licenses for use in to most families, and even with the more general use
Denver on Jan. 1, 1915, was 5580, or a total of 6120 of cheaper and lighter machines and a reduction of this
including dealers' licenses and trucks. The total in the amount by 25 per cent, or even 50 per cent, the re
State was 18,433 and in the United States 1,755,000. quired annual outlay for a machine should deter many
This is an average of one auto for every thirty-six peo from investing in an auto, especially if living in a com
ple in the city, one for every forty-five in Colorado, and munity where good street car facilities are maintained.
one for every fifty-two in the United States. The tramway plant and equipment is sufficient not
The average cost new of each passenger auto in the only to move the entire population daily but to care for
United States for the last year was approximately large crowds of strangers, big conventions, etc. If the
$1,000. At this rate, the 5580 passenger machines in auto were to supplant the street car, to take care of the
Denver cost $5,580,000. Interest at 6 per cent and de entire population of Denver would require about eight
preciation based on an average life of eight years, times as many, or from 45,000 to 50,000 machines.
totaling 18 per cent, equals in round figures $1,000,000. A "Gift Horse"
(The figures used here in are based upon the average of
all autos in Denver last year.) The auto owner who picks up a stranger waiting for
Assuming that the average maintenance and operat a street car and transports him, gratis, to or from the
ing expense of each machine, including gasoline, tires, residence section, may labor under the delusion that he
repairs, garage and other expenses, for city service is a good fellow and doing a kindly act. Possibly he
averages $1 per day per car, the total annual operating knows that each pound of weight added to his ma
expense for the machines in Denver equals $2,000,000. chine increases his expense for gasoline, tires, etc., but
This, added to the $1,000,000 interest and depreciation does he realize that he is doing both himself and his
cited above, gives a total annual outlay of practically neighborhood an injustice?
$3,000,000 for Denver's passenger autos. The apparent favor is in fact no favor at all, but a
As shown by the traffic survey, 13 per cent of the total detriment to all concerned, for the reason that the street
daily traffic is by autos, which is equivalent to about railway operates its cars on schedules adjusted to care
18,000,000 passengers per annum. This, divided into for the volume of traffic on the various lines in order
the $3,000,000 expense, would indicate that each one properly to serve the different localities. Reduced
way trip averaged about 17 cents per passenger. patronage eventually results in reduced car service.
This is the economic sequence; otherwise, the com
•Abstract, from advance copy, of article prepared for general pany operating upon the narrow margin it does, could
circulation in Denver.
'See Electric Railway Journal, Aug. 21, 1915, page 309. not continue to exist.
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 591

With reduced car service, lower realty values follow, does not all go at once. They usually, except on Sun
and increased difficulty in obtaining help and servants in days, holidays and special occasions, go one at a time.
the home is experienced. Therefore, the injury is not Therefore, those who figure that all the family car fare
confined to the local transportation company but extends will be saved are doomed to disappointment. The in
to the community generally. creased number of autos and increased danger in the
With the continued increase in the use of the auto, streets will tend to check their use within the more
many new problems will have to be met. The capacity congested districts as time goes on.
of the streets may be reached. The wear and tear on The damage done to a machine by leaving it in the
the pavements will be greater than ever. More money street in all kinds of weather is an item of considerable
will be required for their upkeep. The burden of the expense and can be likened to that resulting from the
cost of construction and maintaining paving, viaducts, practice of the farmer who leaves machinery out in the
and other public improvements heretofore largely borne open the year around, subject to destruction by the
by the street railways, will of necessity have to be par elements.
tially or wholly shifted to some other source, or pro There are many instances where you can save money
vided for by general taxation. daily by leaving the auto in the garage and patronizing
the tramway company, especially when going to and
Score for the Buzz-Wagon from the business district, whether it be to the store,
The advantages claimed for the auto are : office or theater.
L Time waiting for car is saved.
2. Conveys one direct from home to office, avoiding Dividends to Patrons
the necessity of a walk to and from car line. By patronizing the street car, you render possible the
3. Intermediate stops are unnecessary, thus saving only permanent and continuous means of transportation.
time. The less patronage the less frequent the service. There
4. Operation at higher speed, even though it may be fore, if you will ride on the tramway whenever it will
contrary to law. serve you equally as well as your automobile, you bene
5. Can avail itself of most direct route and reach fit your community, and at the same time save your
places remote from car lines. own money.
6. Is more exclusive. The community that fails to render sufficient support
The. Street Car Has a Few Good Points to a street car company to enable it to render good
transit facilities will in the end suffer as much from
Some of the advantages claimed for the automobile the curtailment or withdrawal of the service as the com
and mentioned above are good ones; others are more
apparent than real, especially when all the advantages pany.
The fact that every section of the city of Denver is
of a first-class street car system are considered with served by the tramway has been one of the most impor
reference to both the individual and the community as tant features in Denver's development. That this has
a whole. Those for the car are : been no small task is illustrated when Denver's area is
1. The more substantial car insures greater safety, compared with that of other cities. Denver stands
there being fewer accidents to patrons and less danger nearer the head of the list as to area than it does to
to pedestrians. population. This has required more trackage, and con
2. Cheaper by about 1 to 4, or 75 cents out of each sequently a larger outlay on the part of the tramway,
$1 saved. than would have been necessary had the city been
3. It is always on the job, rain or shine, snow or mud. smaller and more compactly built. Following is a list
4. Continuous service is furnished for at least eigh of the principal cities in the United States, showing
teen hours daily. Therefore, it is not necessary for all number of square miles of territory within their limits,
members of the family to go at the same time. with population as per census of 1910, and miles of
5. Reduces congestion. One street car is capable of street railway track per 1000 population. Denver has
handling from ten to twelve times the capacity of an a mile for each 1000, while the average of the other
auto.
cities is less than a half mile.
6. Patrons are relieved of all responsibility for the
operation of the car, the trainmen shouldering that. Miles of
Track
7. No road troubles, blow-outs, punctures, faulty Square per 1000
spark plugs or broken connections to annoy the rider. Miles Population Popuation
Greater New York 77 4,766,883 0.10
8. No time required for overhauling, cleaning and St. Louis 61 687,029 0.50
Washington, D. C 60 331,069 0.47
repairing car (which is a considerable item where one Denver 58 213,381 1.00
takes care of an auto). Tramway employees attend to San Francisco 46 416,912 0.50
Cincinnati 42 364,463 0.60
that while you sleep. Buffalo 42 423,715 0.51
Pittsburgh 41 533,905 0.52
9. Increased comfort, less dust in summer, warm New Orleans 41 339,075 0.55
stormproof cars in winter and inclement weather, and Cleveland 40 560,663 0.39
Boston 38 670,585 0.66
always smoother riding. Detroit 36 465,766 0.43
Baltimore 30 558,485 0.40
10. No joy riding or improper behavior. Milwaukee 22 373,857 0.41
11. The street car company wears out its own rails,
not the pavement as the auto does, thus effecting a Crowded Cars
saving to the economical benefit of the community. When you see the cars crowded, remember that there
12. If you are late, you can always blame it on the are many times when trip after trip is made at differ
tramway, but where is the man who will acknowledge ent periods of the day and night when the conductor is
that there is anything wrong with his buzz-wagon? a very lonesome individual. The company would be
much better off if there was a steady, even travel, only
Forecast and Thrift sufficient to fill the seating capacity of the cars.
The greatest future market for the auto will un The handling of the rush-hour period in most cities
doubtedly be for the low-priced, light-weight car, for is not only a vexatious problem, but a costly operation.
use especially in the country districts. Assuming, how Most people ride during the daily rush hours, of course.
ever, that the day should come when every family has This problem has been successfully met in Denver by
an auto, what would be the result? The modern family the employment of large, commodious trailers, seating
 592 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

more than the motor car. Thus seats are provided for place of a worn-out pavement, it will often be economy
the great majority of patrons, even during this period. to renew the track even if the rail has several years of
Standing idle all of the time except for a few hours life remaining. To leave the old rail in place would, in
daily service, these trailers are maintained in order to many instances, hasten the deterioration of the adjoin
provide greater comfort to the traveling public. ing pavement, and the expense of maintaining paving
and track would be more than the saving in rail to
Safety First obtain its extreme life. In this connection it must
The modern street car, operating upon substantial be also considered that public authorities are demand
tracks, is yet by far the most economical, safe, relia ing a higher standard of track maintenance, especially
ble means of city transportation, and will undoubtedly in connection with new and expensive pavements.
continue so, but the quality of the service and the fre The author's method of arriving at the annual charge
quency of the headway are entirely dependent upon of maintenance of old rail and annual cost of new rail
the patronage. is ingenious, but it will seldom occur that the time of
Both the management and the employees extend a renewal can be fixed by these mathematical consider
most cordial invitation to all to make greater use of the ations alone. Such information is of value to assist
tramway, thus making it possible to continue to im in making a decision as to renewals and is one of the
prove the service. After all is said and done, the best conditions to be considered. The main factor in arriv
way to help yourself is by first helping others. ing at a decision will be the financial situation. When
there is necessity for small expenditures, rail and track
will be worn as long as possible. When finances will
COMMUNICATIONS warrant and the company and public desire tracks and
pavements to be kept in first-class order, rail renewals
Girder and High T-Rail Renewals will be made sooner and the wear obtained will be less
than the possible maximum indicated in the article.
Twin City Eapid Transit Company Many companies, if financially able, put down new,
Minneapolis, Minn., Sept. 10, 1915. expensive track, while the actual maximum life of the
To the Editors: old rail has not been reached. The writer has seen
Referring to article on page 179 of the Electric many instances where good rail was removed from
Railway Journal of July 31, 1915, the wear or service the track and scrapped, and new rail substituted. This
that can be obtained from rail in the paved streets of change usually takes place when new pavements are
our cities is an important matter for all street railways. constructed, and in fact it might be said that a very
This article is the best study of the subject the writer large part of the wear remaining in rails of street rail
has seen. To decide when the rail on certain streets is way tracks when the rail has been scrapped, has been
worn out is a common problem for all maintenance en lost on account of the civic improvements and the de
gineers, and the article will be helpful in its solution. sire of companies to comply with the request of public
While the construction of joints has been improved, authorities that the tracks shall be renewed when new
the writer believes that it is still true that the condi pavements are installed. The actual maximum life of
tion of the joints is a large factor in deciding the the rail in connection with the modern and expensive
remaining wear life of the rail. In the case of T-rail type of track has not yet been determined.
the maximum amount of wear that can be obtained theo George L. Wilson,
retically will be when the rail is worn so far that it is Engineer Maintenance of Way.
no longer strong enough to sustain the weight of the
cars. In practice the observation of the writer is that
before this theoretical limit is reached generally some New York State Railways
parts of the rail are worn, either from joint troubles, Syracuse, N. Y., Sept. 2, 1915.
corrugation, flange wear, or defects that develop in the To the Editors:
rail, so far that it is considered reasonable to renew I have read with much interest the article on
it if the finances of the company will permit. "Girder and High T-Rail Renewals" in the issue of the
It often occurs that where track needs to be rehabili Electric Railway Journal of July 31, 1915. The
tated the rail is taken up, the ends cut off to remove principal causes for rail renewals are clearly presented
poor and worn parts, after which it is relaid when the and a formula derived which should give results in
street surface is renewed, or in some instances, the many cases. There will be, of course, many instances
old rail is relaid on lines in outlying districts with where other considerations will enter the problem,
lighter traffic, if the company has such, new track ex such as city ordinances which will render any mathe
tensions where it may be used. Some companies find matical calculations of no real value.
that taking up and relaying rail after cutting off the I consider the assumption of an average life of thirty
ends is entirely practical. In this way the theoretical years for track in paved city streets of over 100,000
amount of wear that can be obtained from the rail will population to be entirely too high. Sixteen to twenty
be approximately reached. The wear of the rail head years would be nearer correct in small cities, and fif
does not take place uniformly to a level line across the teen years in larger ones. The life of the rail, I believe,
head, as shown on some of the diagrams, but to a slop will ultimately be determined by that of the joint, and
ing surface. Considerable wear usually takes place this will, of course, depend on how well the joint is
along the gage line that appears to be caused by irregu maintained. It has been my experience with the older
larities developing in grade of rail or surface of track, types of 9-in. and 7-in. girder rails that after fourteen
by nosing of car trucks, difference of hardness at dif or fifteen years' service under heavy traffic, even though
ferent spots in the rails and other reasons. Corrosion the joints may still have considerable life left, or it is
of web and base of rail may affect the life of rail, but possible to cut off the ends to make new joints, the
in paved track it is the experience of the writer that rails are generally surface bent and kinked so that
this is not a determining factor. a good paved track cannot be built. It might be pos
The point is well made in the article under consid sible on light traffic lines to obtain thirty years' life
eration that the question of pavement renewals will by maintaining the joints as long as possible, and when
often decide the question of rail renewals. If a new this no longer can be done because the rail ends have
and expensive pavement is to be constructed in the been ground thin on the head, the ends can be cut off
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 593
and new joints installed. I have done this on several Railway is in accordance with the calculations and
light traffic streets but have not attempted it under factors of safety required by the Austrian Railway
heavy traffic. ministry, and they offer ample safety.
To estimate the average life of rail for the next Dr. Ing. E. E. Seefehlner,
twenty years based on rails laid fifteen to twenty years Director A. E. G.-Union Elektricitats Gesellschaft.
ago is erroneous. In general, rails laid twenty years
ago did not carry heavy double-truck cars until about
ten years later, and the number of cars operated and Permissible Difference in Wheel Diameter
speeds have also increased rapidly since then. I have Westinghouse Electric & Manufacturing Company
observed track that was in almost perfect condition East Pittsburgh, Pa., Sept. 13, 1915.
after ten years' operation with light single-truck cars To the Editors:
practically fail after five years more service with heavy Supplementing my article which appeared on page
double-truck cars operated at a closer headway. Hence, 452 of the issue of the Electric Railway Journal for
in spite of improved rails and joints, I do not believe Sept. 11, the following statements may be of interest.
our modern rails will last any longer, if as long, as In any given case the permissible difference in car-
those laid fifteen years ago, due to the increasing wheel diameter depends upon a number of factors. Sev
weight, speeds and headways in our city streets. More eral of these are as follows :
over, municipal authorities are requiring a higher de 1. The margin in temperature rise which the motors
gree of paving maintenance than ever before. I believe have, if all the motors divide the load equally. If the
that some of the older rails gave twenty years' service motors are running quite cool a certain difference in
simply because the streets were not paved and main heating is not so objectionable as when the motors are
tenance consisted only in keeping the track safe for running hot.
operation. 2. The relative number of motors on the car with
As regards the modern 7-in. T-rails now being so the large and small wheels. If a car has three motors
widely used, I believe that the life in paved streets will with large wheels and one with smaller wheels, the
be determined by the joint and surface bending and condition is not as serious as though the car was
not by the amount of metal worn off the head between equipped with three small sets of wheels and one larger
joints. What has happened to a rail in the past ten set.
years I do not believe can be used as a basis to deter 3. The speed at which the car operates most of the
mine, with any degree of accuracy, what will be its time. If the service is such that the motor operates
condition at the end of the next ten to twenty years, much of the time at heavy loads, the difference in wheel
except, possibly, the amount of metal which will be diameters permissible will not be as great as though
worn off the head. E. P. Roundey, the motors were in service where most of the running
Engineer Maintenance of Way. is at high speed.
4. These curves are based on the assumption that
The Vienna-Pressburg Electrification the motors have identically the same speed curves but
in commercial production due to variation of materials,
Vienna, Austria, July 31, 1915. machinery, etc., the speeds of different motors may vary
To the Editors:
as much as 5 per cent. If the motor which is mounted
I notice the author of a letter published in the Com on the larger wheel rotates at higher speed for the
munications Department in your issue of May 22 refers same amperes than the motor on the smaller wheel the
to the 15,000-volt, single-phase overhead line of the
difference in loading and heating will be in excess of
Vienna-Pressburg Railway as apparently fitted with the
Fischer-Jellinek suspension. This is incorrect, but the that given by the curves.
Figs. 2 and 3 reproduced with the article will be
writer is correct in stating that this form of suspension
involves wear of the trolley wire at the clamps. I would found useful in arriving at a solution.
A. L. Broomall,
refer you to the extended statement in Nos. 32, 33 and
Railway Engineering Department.
34 of the 1914 issue of Elektrische Kraftbetriebe und
Bahnen and to my article entitled "Ueber Hochspan-
nungs-Leitungsanlagen fur Bahnen" (Concerning High- Picnic Park as Traffic Accelerator
Tension Transmission Systems for Railways) published In spite of the cool summer the Louisville & Northern
in Nos. 8 and 9 of the Electrotechnische Zeitschrift, Railway & Lighting Company, New Albany, Ind., which
Berlin. These show the feature of the A. E. G.-Union- operates Glenwood Park, near New Albany, reports ex
Vienna systems is to secure theoretically correct regu cellent success with the property. The annual Chautau
lation without the defects of the Fischer-Jellinek sus qua brought out large crowds, while other special events
pension mentioned. have proved successful in developing traffic. Louisville
I must deny absolutely, however, that it is indifferent people have been educated to use Glenwood Park for
whether the trolley wire hangs in a series of festoons, picnic purposes. On Labor Day an especially large pic
or whether it is carried as close to a perfect horizontal nic was held, and on the following day a musical event
plane as possible. The long life of the bows on the out of the ordinary drew several thousand people.
Vienna-Pressburg Railway, up to 42,000 locomotive- The success of the park, as a traffic proposition, is
kilometers, proves that the best results are obtained indicated by the fact that while many of the regular
with the trolley wire in a horizontal plane. amusement resorts in the Louisville district closed late
I also notice the letter from W. K. Archbold in the in August, Glenwood was expected to close on Sept. 15.
same issue of your paper and would be glad to become
better acquainted with the Northern Ohio Traction & A company in Cuba, reported as the Oriente Fruit
Light Railway's system, as mentioned by him. Company, according to unconfirmed information is said
The triangular arrangement of the A. E. G.-Union to be considering plans for the construction of a 20-mile
system has the advantage that it permits no pulling or heavily graded electric railway in Cuba for the trans
pressing out from its proper position of the working portation of bananas and coffee, the motor equipment
conductor, a condition which is unavoidable where ver to be of the three-phase induction type. Inquiries for
tical hangers are used. certain accessory car equipment for 253 cars have been
The tower construction used on the Vienna-Pressburg received in New York City.
 594 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

ANNUAL CON VENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8. 1915 American Association News OCTOBER 4 T08. 1915*

Additional List of Reservations for the "Red Special"—Change in Los Angeles Program of Entertainment—
Award in Accountants' Course—Manila Company Section

THE "RED SPECIAL" MANILA COMPANY SECTION

H. G. McConnaughy, director of transportation of The eighth monthly meeting of joint company section
the American Electric Railway Manufacturers' Asso No. 5 was held in Manila on Aug. 3. H. P. L. Jollye,"
ciation, reports that the "Red Special" train, which will assistant auditor Manila Electric Railroad & Light
leave New York on Sept. 23 for the San Francisco con Company, spoke on "The Essentials of Fare and Bill
vention, is now oversubscribed. There will be twelve Collecting." Most of the discussion centered in the
cars in the train and it will weigh more than 1000 tons. second part of the topic.
Two cars will come from Boston, one car from Cleve Mr. Jollye said that the conditions in connection with
land and one car from Chicago. The other cars will fare collection in Manila are quite different from those
leave from New York. The train will be made up of all of other countries as there are nineteen grades of cash
standard steel Pullman equipment, all sleeping cars fares, ten first-class and nine second-class, ranging from
being stateroom and drawing-room cars only. a scholar's ticket of 2x/2 cents on the suburban line to
The following are some of the additional reservations the first-class cash fare of 12 cents. In addition there
for the train, made since the publication of the list in are first-class and second-class complimentary em
the issue of Sept. 4. ployee's tickets. For a street railway with 52 miles of
track this produces accounting complications. Both the
Miss Annie R Almy John M. High, Jr. Miss F. E. Stanley old type and the pay-as-you-enter type of cars are used,
F. W. Coen Miss Florence Hedley Miss B. Tompkins
J. J. Dempsey C. B. Keyes H. R. Trainer and the latter is preferred as giving the most accurate
Mrs. Dempsey T. P. Kilfoyle Mrs. Trainer
C. R. Ellicott J. C. McQuiston VV. S. Twining check upon conductors, with less opportunity for con
A. H. Ford W. B. Potter Charles S. Waring ductors or passengers to defraud the company.
Mrs. Ford Mrs. Potter Mrs. Waring.
W. G. Gove E. O. Shyrock Miss Edith Waring After quoting at length from the report of the 1913
Mrs. Gove John J. Stanley T. Walley Williams
Mrs. John M. High Mrs. Staniey committee of the association on fares and transfers, to
show the unsettled condition of the fare collection situa
CHANGE IN LOS ANGELES PROGRAM OF tion, Mr. Jollye emphasized the importance of the con
ductor in determining the success of any system, as
ENTERTAINMENT follows: "The conductor is the representative of the
Owing to the fact that the special train will arrive company, the one who comes in contact with the public
at San Fernando at 9.30 a. m. on Tuesday, Oct. 12, more than all others, and by him and his conduct to
instead of on Oct. 13, as expected by the committee, a ward the public will the company be largely judged. A
slight change has been made in the program of enter conductor must be a man courteous by nature, with the
tainment at Los Angeles from that mentioned on page patience of Job, always ready to assist the passengers
446 of the issue of last week. In consequence, Trans in any difficulty, to be able to firmly but politely refuse
portation Day at Universal City will be Tuesday, Oct. a transfer a week old, or a scholar's ticket from a man
12, and Catalina Day on Santa Catalina Island will be in his second childhood. During the busy hours of the
Wednesday, Oct. 13. Oct. 14 will be an open date at day he has to work at high speed and any mistakes he
Los Angeles so far as the morning is concerned, giving makes he has to pay for, and all this time he gets little
the members and their families an opporunity to visit consideration from the public and is expected to give
any special places of interest in the city, which they much."
will leave at 3 p. m. for San Diego. The San Diego
days will be Friday, Oct. 15, and Saturday, Oct. 16, and Purpose of American Association of
the party will leave San Diego at 1 a. m. on Sunday,
Oct. 17, for Riverside. Engineers Outlined
At a booster dinner of the American Association of
Engineers, an organization drawing members from all
AWARD IN ACCOUNTANTS' COURSE branches of the engineering profession, Prof. F. H.
As announced last year provision was made in plan Newell, head of the department of civil engineering at
ning the educational course of the Accountants' Asso the University of Illinois, outlined the purpose of the
ciation for the awarding of a prize of $50 for the best new association. The organization is designed to pro
paper on the eighth lecture submitted to the instructor, mote the interest of the average engineer by affording
Prof. J. R. Wildman. This award will be made at the .means for the interchange of information, maintaining
Monday (Oct. 4) session of the Accountants' Associa a service clearing house, furnishing advice on patent
tion at the convention, immediately following the pres and legal matters and supervising legislation by proper
entation of the report of the committee on education publicity.
by George G. Whitney. A national convention of this association is to be held
The fortunate recipient of the $50 in gold will be at the La Salle Hotel, Chicago, on Dec. 10 and 11, 1915.
E. C. Stothart, auditor Charleston Consolidated Light The offices of the association are at Room 1056, 29 South
& Power Company, Charleston, S. C. First honorable La Salle Street, Chicago, 111.
mention will be accorded to Albert L. Good, civil engi
neer Kansas City, Clay County & St. Joseph Railway, Promoters of the extensive club grounds, amusement
Kansas City, Mo., and second honorable mention to H. park and speedway plans for Overland Park, on the
F. Van Wye, clerk American Railways, Philadelphia, Kansas City-Olathe Electric Railway are urging upon
Pa. The announcement of this award will be a re federal officials the designation of Overland Park as
minder to those who have not yet registered for the the site for a military aviation station. Aviation exhi
1915-1916 courses. bitions are held at Overland Park now each Sunday.
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 595

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Rates.)

New Method to Determine Railway Motor the constant terminal voltage. Suppose that the line
pressure is changed to some abnormal value, as to one-
Speeds with Varying Voltage half (for example, when two motors of an equipment
BY A. M. BUCK, ASSISTANT PROFESSOR OF RAILWAY ELEC are placed in series) . This alters the terminal voltage,
TRICAL ENGINEERING, UNIVERSITY OF ILLINOIS but, as shown in the figure, does not affect the Ir drop.
The ratio between the two values of counter-emf. is
It is frequently desirable to obtain characteristics of likewise the ratio between the two speeds. If, then, we
railway motors when operating under abnormal con
can get a graphical method of establishing a proportion
ditions, as, for example, when a certain amount of re between the two quantities, the speed under the abnor
sistance is inserted in the circuit, or when the motors
are working at pressures differing from the standard. mal conditions can be found directly.
One arrangement for doing this is given in Fig. 2.
A method by which the desired characteristics can be At the right is shown the volt-ampere diagram of Fig.
found from the normal performance curves furnished 1, and beside it is drawn the speed curve for the motor,
by the manufacturer is of considerable value in the as determined from test, the axes of abscissae being in
engineering department of any railway company, even the same line. The current scales need not, however,
though it be only a moderate-sized road. bear any definite relation to each other. Consider the
One way of getting the performance of the series speed S, of the motor at the terminal pressure E,. It
motor under varying conditions has been suggested by is desired to find the speed S2 at the same value of cur
F. Castiglioni, in an article in the Electric Railway rent. Through A, corresponding to this current on the
Journal for March 13, 1915, page 515. His method, in right-hand scale, and through S, draw a straight line
brief, consists in using the well-known relation cutting the axis of abscissae at K. From K draw the
S, _ E. — Ir line KB, intersecting the current value on the speed
(1)
K ~ E.-Ir diagram at Sa. This locates a point on the new speed
to plot a series of charts giving the relation between curve corresponding to the current /. This must be
S, and S, for a large number of values of terminal po true since, by similar triangles,
tential, currents and motor resistances. It is evident IS, _ AT
that any such chart becomes quite complicated if it is (2)
to cover more than a limited range of conditions. IS, ~ Br
In the issue of Feb. 13, 1915, the writer presented an It has already been shown that AI' and Bl' are the val
article on the determination of railway motor resis ues of counter-emf. for the corresponding pressures £7,
tances, giving a volt-ampere diagram for facilitating and E, respectively.
the calculation. This same chart can be used, with a The diagram is equally good if it is necessary to
slight modification, for finding the speed under abnor find the performance with external resistance in the
mal conditions of potential and resistance in the motor circuit. The only change is to locate the correct slope
circuit, so that it makes available a simple graphical for the Ir line at the proper terminal pressure and use
method for computing motor speeds under nearly all intercepts on this for drawing the lines as AS,K.
variations which are liable to be met with in practice. It is, perhaps, unnecessary to state that a different
In order to make this clear, the portion of the dia point K is located for each value of current.
gram referred to is reproduced in Fig. 1, to show the In some cases it is convenient to make the construc
relation between the current and the Ir drop in a motor tion complete on the speed-current curve itself. This is
under ordinary conditions of service. Inspection of the shown in Fig. 3. Here the volt-ampere diagram is
figure will show that the total pressure at the terminals drawn to the same scale as the speed curve, and the
is divided into two parts, the counter-emf. and the Ir proportion is obtained by swinging one of the values of
drop. The sum of these two must always be equal to counter-emf. through an angle of 90 deg., that is,

00 500 Ef 1 N
a /

200 200 -..„.- "*

\
v
1
Hotor Ampcrcb ioo~
Zoo" eso-
0
i55
50 100 150 £00 Z5G Li 00 250 0/SO li 101
Amperes
Amperes
RAILWAY MOTOR SPEEDS—FIG. 1, DIVISION OF VOLTAGE BETWEEN COUNTER-EMF. AND Ir DROP; FIGS. 2 AND 3, NEW
GRAPHICAL METHOD OF SPEED CALCULATIONS
 596 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

OP = Et. The intersection of the two projections of The sash is laid on the top of the turntable and turned
counter-emf. will be at some point, such as P, and a around until all four sides are painted, then it is turned
line connecting this with the origin will divide the ordi over and the other side is painted. Directly behind the
nate and abscissa at any place along it proportionally to painter is a cabinet for storing the sash until dry. It
them. If then the speed at E1 volts is projected on this will also be noted in the illustration that there are bev
line, the speed at E, volts will be given by the corre eled strips nailed fast to the partitions of the cabinet
sponding co-ordinate, and may be swung back through parallel to one another. This method of support makes
90 deg. to be plotted on the original scale. This is, of it possible to slide the painted sash in with the extreme
course, simply a geometrical device for locating S, so edges of the latter only touching the strips.
that S,:Sl = Et:E,. The tops of the turntables are 12 in. square and
An inspection of the diagram shows that the values faced with felt, glued on. The openings in the
of P for all possible values of current will lie along the top of the main table through which the shafts of the
line MN, which makes an angle of 45 deg. with the axes. turntables pass are bushed with pipe of suitable diame
This relation must be correct, since the Ir drop is the ter. Should the main table be required for any other
same, no matter what the terminal pressure. It is, work the turntables can be removed by simply lifting
therefore, unnecessary to swing the values of counter- them out.
emf. through 90 deg. to locate the points P. Draw the
line MN through the intersection of the lines corre Timekeeping and Cost Records for Way
sponding respectively to E, and E2 at zero current (i.e.,
without any Ir drop). The projection of the Ir drop Department
line on MN will then give the point, of intersection P BY S. GAUSMANN, BROOKLYN, N. Y.
without going through the preliminary construction. Too much care cannot be exercised in the selection of
In case the performance must be found when an ex timekeepers for the maintenance of way department,
ternal resistance is inserted, the slopes of the two Ir and the payment of a sufficient wage to them to guar
lines will not be the same and the line MN will be at a antee their honesty. With the class of men generally
different angle. Since the drops are proportional in the employed in gangs, if the timekeeper is paid insuf
two cases this will merely mean the determination of ficiently for his services he will endeavor to make a
the proper slope of the straight line MN after which little extra when the opportunity so easily presents
the procedure is as before. itself. This opportunity is afforded in many ways and
The principal advantage of these methods of calcu no matter what the system loopholes will occur.
lating speeds under abnormal conditions is that they The only remedy is in checking the men from inde
are so simple that there is little chance of making an pendent sources and by involving as many in the check
error in the computation; and, since the construction ing of their time as possible, all such checks being en
can be repeated for any desired conditions, the appli tirely separated from each other. The more checkers
cation is not limited to a comparatively few cases for involved the less the chance of making a questionable
which charts have been figured out. It is believed that transaction.
they will be of considerable aid in the solution of such While the introduction of time clocks has done much
problems. to correct abuses of this kind where men are contin
The two methods of calculating speeds graphically ually employed, or start and end the day's work at the
were worked out independently, the one shown in Fig. 3 same time, the use of clocks in track gangs is imprac
by the author, and that in Fig. 2 by S. Sekine, a grad ticable on account of the quantity required, their liabil
uate student at the university, working under the ity to injury outdoors, the frequent shifting of gangs,
writer's direction. and the expense of maintaining clocks owing to impos
sibility of obtaining suitable locations and the rough
Turntable for Painting Car Sash handling they would receive.
The practice of having a foreman check the time of
BY R. E. HEWITT, MASTER MECHANIC SOUTHERN PACIFIC his gang, except in the case of small section gangs,
COMPANY ELECTRIC LINES, WEST ALAMEDA, CAL. should not be considered, as it takes too much of his
The scheme illustrated in the accompanying halftone time, diverts his mind from his regular work and is
was devised by an old practical painter in the employ unsuitable for the average foreman, who, although he
of the Southern Pacific Company. In order to facilitate may be a first-class man in his chosen vocation, is not
the painting of sash two turntables are located on the adapted for clerical work.
main table, making it possible to work two men at More territory is usually assigned to a timekeeper
sash painting when necessary. than he can properly cover. While he should check his
men at least twice a day he is often unable to do so
more than once under these conditions. This might do
for regular work and with gangs in which no changes
occur, but it will not do for the usual large construc
tion or reconstruction gangs, where a different class
of men are employed and are changing daily. A time
keeper should not be expected to keep the time of more
than 200 men unless the gangs are close together, where
too much time is not employed in traveling from one to
the other. One general timekeeper should be employed
who has jurisdiction over all the others and who should
check the gangs, but intermittently, varying his routes
daily so that the other timekeepers and men will never
know just when he may appear. Timekeepers should
not be expected to do too much clerical work. Keeping
a timekeeper on one route continuously breeds too
much familiarity. These routes should be varied, the
TABLE WITH TWO TURNTABLES FOR PAINTING SASH oftener the better, so that every man employed would
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 597

punches should be of a different character so that the

tttSTRVCTIOHS user could be easily identified. The card should have a
This card to be punched by foreman for space for the total hours each day and should be turned
startingand stoppinottme and bylime- in to the paymaster, with extensions filled out by the
heeMrs.whencheckind.daily.Tme must
be filled inby Employee tor each day . employee, when pay is drawn.
as well as total time for week .with rate A card suitable for this purpose is illustrated here
and total amount due and turned over
to Paymaster on pay day. with, on which the sequence of the days of the week
can be changed to conform to the payroll week of any
(front) (back) company. The "D" and "N" shown are to be punched
SAMPLE PAY CHECK FOR WAY DEPARTMENT EMPLOYEES out to indicate the period the man worked, whether day
or night. The instructions on the back should be
be checked by every timekeeper at some time through printed in both English and Italian, or such other lan
out the week. guage as is most generally spoken by the men employed.
While the brass check system, much in vogue, is The timekeeper should distribute these pay cards on
simple, it is very unsatisfactory. Without some fur the first day of the week to all men working, there
ther check, it is not at all certain that the timekeeper after using them for identification only, and entering
visits the work as expected. A card check system, where time daily in his own time book. On the last day of
too much information is desired on the time card, to the week he should verify the total time as punched on
cover distribution of labor, etc., requires that a clerk be the cards and turn in his book with the total time en
made of the timekeeper, and takes much of his time on tered for the purpose of making up the payroll.
work not entirely in keeping with his intended duties. While this system would permit the men to know the
If he is kept at timekeeping as long as he should be he amount of time turned in each day by the timekeeper,
will be employed at this other work long after hours, which is objected to by some companies, it would pre
he will consequently be dissatisfied and, regardless of vent many errors in keeping the time and would more
accuracy, will get through with it as soon as possible. easily verify any claim for shortage, as well as prs-
The use of daily individual time cards serves no pur vent any overpayment. Otherwise whenever the ordi
pose whatever, but necessitates the employment of an nary laborer is supposed to state the amount of time
unnecessary clerical force to prepare the cards and dis worked by him without any verification by the time
tribute thereon the account numbers to which the vari keeper he will invariably ask for more time than he is
ous classes of work are charged, to say nothing of the entitled to, and a considerable amount is lost to the
number of cards required when there are 500 to 1500 company in this manner.
or more employees. The question as to who should have jurisdiction over
Timekeeping and the distribution of labor and cost timekeepers and timekeeping is one worthy of discus
records should be kept separately and in such a manner sion, as there is no doubt a diversity of opinion on this
as to be a mutual check on each class of work. In the subject, but the most reasonable solution is that the
larger gangs a checker should be employed continuously auditing department should assume all responsibility
in each gang, working with the foreman and independ for the proper taking of the time, the making up of the
ent of the timekeepers, and rendering each day a re payrolls, the checking on the work and obtaining of
port, to be described later, which should be checked unit data, as well as the distribution of the labor taken
against time turned in by timekeepers. These reports care of by representatives under the head of the way
should be taken care of by foremen in the smaller department. This method clearly defines the work of
gangs, assisted by a checker who should cover several each and furnishes the independent check required
of these gangs instead of being kept with one, as in the without providing useless data for one department
case of the larger construction or reconstruction gangs. which is of value to the other.
Any clerical work in connection therewith should be While this method may have some disadvantages
done by a clerk in the office, thereby leaving the time these are reduced to a minimum if each department
keeper to take care of timekeeping only. will keep in touch with the other so that the correct
The pay card furnished the men should be of a dif locations of all gangs will be known, otherwise much
ferent color for each week of the month to facilitate the confusion and inaccuracy in payrolls will soon result.
work of paymasters and so arranged that it will show While many may believe that the head or sub-head
the time of the daily checks of the timekeeper by of the way department should assume responsibility for
punch marks with a verifying punch mark of the fore timekeeping he should not be expected to do so unless
man for the starting and stopping time. All these he takes charge of it in its entirety. Much better re
sults can be obtained by adopting the plan as suggested
•ELECTRIC RAILWAY COMPANY making the general timekeeper, with headquarters in
DAILY 6ANG REPORT
Street to Job N? Date... the way department office, the representative of the
Character of Yfork _Corp'n.lnspr. from pm*°- P Ml auditing department.
D I ST kTbuTION Although unit labor costs for the various operations
CB H«EMPLOYl tS
10lCUPI>TlC«f»iis.|lUCTlMTT of track work are directly connected with the distri
bution of labor, still more information is required to
make these units of any value, and where but one item
will suffice in the distribution to cover an account num
ber this will at times include as many as fifteen or
CONSTRUCTION or reconstruction TRACK repairs more units for this one account. To expect a time
Ft Track Laid FtTrack Repaired N?Joints Bonded . keeper to keep this, as well as the time, accurately is
" '* Gmcreted " Corrugation Ground " " Ground . unreasonable. It is therefore advisable to have check
Sq Yds IVved WJoints Required " " Paved . ers, as previously mentioned. Since checkers are only
Type of Construction Typeof Constroction required during the busy season good results are ob
Remarks
tained by the use of young men from schools and col
Signed -Correct. leges, who are of a class to take an interest in obtain
Checker Foreman
ing the results desired. These checkers render daily
SAMPLE WAY DEPARTMENT CHECKER'S REPORT reports, which show the number of men employed on
 598 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

the work, the rate of pay of each, the hours put in at

any particular class of work, with the total hours per
day. While printed forms may be supplied for this
purpose they cannot show all of the information de
sired without containing it on a large and bulky form,
but the most frequent jobs can be shown, leaving blank
columns for the others to be filled in as required.
Much better results, however, can be obtained by
leaving the headings of all columns blank, to be filled
in by the checker, the items either being designated
by a full description or a number for each item de
sired, these numbers to be obtained from a key to be
furnished each checker. A key of this character in
any event is necessary, as hardly any two checkers
would use the same description for a piece of work.
They would often so word a description that it might
apply to more than one class.
In obtaining unit costs there are practically six gen
eral divisions of labor to be considered; preparing, OVERHEAD STRAIGHT-LINE CROSSING CLAMP
handling material, laying, concreting, paving and mis In the case of the clamps illustrated herewith, the
cellaneous, which may be designated as 1, 2, 3, 4, 5 and line-gripping parts are not rigidly connected to and do
6 respectively. These may be subdivided under vari not form part of the insulator-gripping part, but are
ous units as follows: capable of independent action and adjustment and are
\ - -Preparing. 4.—Concreting. free to float with the line and assume any vertical angle
l-A. Removing and loading 4-A. Handling material to the line may take. This prevents likelihood of kinks
old pavement. machine.
1-B. Excavating and loading 4-B. Mixing. forming, of the "working" or "crystallizing" of certain
dirt or concrete. 4-C. Placing in track. sections and of breaks. The line-gripping parts are
1-C. Removing and loading 4-D. Ramming.
track material. pivoted at A, so that they will always take the line angle
1-D. Grading.
readily and without straining the line. There is also
2.- -Handling Material. 5.—Paving. provided at A a slot to allow for any small variation
2 -A. Loading and unloading 5-A. Handling material to
new track material. pavers. in the size of the insulator head, and to make certain
2-B. Loading and unloading 5-B. Laying pavement.
new paving material. 5-C. Mixing and placing rail that the weight of the line will come directly on the top
2-C. Loading ami unloading filler. of the insulator head as it should.
concrete material. r>-n. Mixing and placing
2-D. Transportation of ma grout. Where clamps consisting of two rigid members bolted
terial to work. 5-E. Tar and graveling. together and fastened directly to the line and insulator
2-E. Transportation of ma
terial from work. have been used it sometimes happens that the line is
3- -Laying. K.—Miscellaneous. carried entirely above the insulator top, or else the line
3-A. Living and spacing ties. fi-A. Corporation inspection. may be carried by the insulator top but may be badly
3-B. Laying and spiking fi-P Miscellaneous inspection.
rail. G-C. Watchmen and flagmen. pulled down into the gripping members and kinked.
3-C. Installing joints. R-TX Tool repairs. Either occurrence is likely to prove injurious to line or
3-D. Installing tie rods. fi-E. Temporary crossings for
3-E. Installing or repairs to vehicle and foot traffic. insulator, or possibly to both. Furthermore, in the type
special work. fi-F. Installing temporary
3-F. Installing bonding. cross-overs for diversion of clamp described, which is meant to fit both the line
3-G. Surfacing and lining of car traffic. diameter and the diameter of the insulator neck, it has
track or special work. Switchmen and mainte
3-H. Grinding or rasping fi-G. been found that either one or other thread will be tight
joints. nance of cross-overs.
while the other will be naturally loose. If the line is not
While the above cover the units most required many firmly gripped the value of the clamp is lost. At best,
of these may be combined without particular detriment owing to the fact that neither the hard metal insulator-
to the results desired. gripping clamp nor the insulator presents a uniform
For obtaining these results a form similar to the one section, the clamping stress is likely to be exerted at a
illustrated herewith is desirable. few points only. This tends to injure the porcelain. To
While the keeping of the time and unit costs by this prevent this it is well to insert a thin strip of lead or
method naturally entails some expense and more than rubber between the two, assuring a good tight fit and a
would be the case where there is no check on the time much more even distribution of stress over a greater
keeper and he makes up the distribution the results ob surface.
tained more than warrant any additional cost. In all clamps there should be an easy means of tight
ening up or adjusting the distance between the two
Overhead Straight Line and Angle
Protective Crossing Clamps
The accompanying illustrations show types of straight
line and angle protective crossing clamps manufactured
by Edwin G. Hatch, engineer, New York, N. Y., which
are designed to meet the precautions necessary to pre
vent telephone, telegraph or other lines falling on rail
road right-of-way that they cross. The clamps are es
pecially constructed so as not to strain or injure the line
or insulator, and two insulators are located each side of
the crossing, the extra insulator being used to provide
a factor of safety. As a further precaution the cross
ing insulators should preferably be designed for consid
erably higher operating voltages than the ordinary line
insulators. ANGLE PROTECTIVE CROSSING CLAMP
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 599

insulators. In most cases the turnbuckles shown in the

illustrations afford a quick and effective means of doing
this.
Split bushings are provided to prevent any possible
abrasion of the line by the gripping members. The
clamping bolts straddle the line, which assures good
clamping action. The line-gripping parts, extending
well out beyond the insulators, act as arcing shields and
protect the conductor in case of flash-over. Provision
is made against these members falling down against the
insulator when the line breaks.
In the case of the clamp for use where the line crosses
at an angle, shown herewith, wherever this angle is
considerable it is good practice to divide the angle so
that one-half will be handled at each end of the clamp.
The clamp shown will take a total angle of very nearly SINGLE-PHASE CIRCUIT DIAGRAM SHOWING PRINCIPLE OF
90 deg. without any special construction. APPLICATION OF REVERSE POWER RELAY

Safe Deposit Fare Box nected as shown in the wiring diagram given directly
above. The time delay feature is introduced to insure
The latest fare box manufactured by the Ohmer Fare
sufficient delay to allow the reverse power relay contacts
Register Company, Dayton, Ohio, contains certain to swing over on the occurrence of a normal reversal of
marked improvements over the earlier type of Ohmer
fare box, while all energy in the tie line.
If, however, a short-circuit occurs in the tie line while
the good points of power is being fed from one part of the system to the
the latter have been other, this power will go directly into the "short," while
retained. In devel the power in the tie between the "short" and the part
oping the new type, of the system previously receiving power will reverse
the ideas and sug and also feed into the "short." This will operate the
gestions of electric contacts of the relay in the reversed portion of the line,
railway men who which will result in opening the circuit of the time-limit
have devoted much low-voltage relays, the falling of whose plungers will
attention to the sub close the oil-switch tripping circuits and cause the oil
ject have been care switches on both ends of the line to trip and isolate the
fully considered, this line from the rest of the system. After the reverse
being shown by the power relay has operated by reason of a fault, the con
position and shape tacts will remain in the position which caused the switch
of the hopper which to open, and before the oil switches are again closed this
add materially to the set of contacts should be reset by the knurled button on
efficiency of the ma
chines. The locking the front of the relay.
The accompanying half-tone shows the general con
devices for prevent struction of the relay. The contact arm is operated by a
ing the removal of ' crank on the rotating shaft through a tension spring,
the insert until all
the fares have been Which normally
dumped into it has maintains contact,
been improved, and and also snaps the
NEW FARE BOX all interlocking parts wedge to the other
have been strength side when the
ened so that the box is strictly foolproof. The upper crank moves past
part is square, while the insert is cylindrical in shape. the center. The
The box is 26 in. high and 5 in. square at the top. It thumb nut on the
will be found to meet every possible requirement where center of the relay
a non-registering box is desired. provides a means
for throwing man
ually the contacts
Relay for Protecting Single A. C. Tie Lines to either side.
Single-pole, double-throw relays of the type illustrated The rotating
have recently been developed by the General Electric shaft is pivoted on
Company to provide a simple and effective means of an adjustable ball
isolating trouble automatically on a single tie line join bearing, which
ing parts of an a.c. system. Two relays connected greatly reduces
together by pilot wires are required on each end of a friction. The fixed
three-phase tie. current coil con
Under normal conditions, irrespective of the direction sists of two coils
of the power, which may reverse at any time over the which are usually
entire tie line, depending on the distribution of the load connected in se
and the characteristics of the system, the relays have ries, while the
no effect on the oil switches. When the energy reverses movable potential
over the entire line the relay contacts of the relays on coil is fastened to
both ends of the line swing over but do not trip the oil the rotating shaft reverse power relay, showing
switches, because in each oil-switch tripping circuit and operates the pressure and current coils
there is included a low voltage time delay relay con- contacts on the re- and contact mechanism
 600 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

reversal of power. The relays will not operate on over This method of support affords a very flexible sus
load or on trouble on other lines unless accompanied by pension and minimizes the liability of damage to the
a reversal of power only on one end of the line which lead sheath of the cable on account of the vibration to
they are meant to protect. They will, however, operate which the structure is subjected during train operation.
on very little reverse power, even at low voltage and
low power factor.
New Pinion Pulling Machine
Flexible Support for Lead-Covered Cable The Electric Service Supplies Company, as exclusive
selling agent, has placed on the market a new pinion-
Recently the Transit Development Company, Brook pulling machine of the Peerless type, which is designed
lyn, N. Y., installed on the elevated structure on Pitkin to overcome all objectionable features found in many
Avenue, Euclid Avenue and Liberty Avenue, from of the designs now in use. As shown in the accom
Shepherd Avenue to Ocean Avenue, No. 000, three- panying illustration, the jaws are adjusted to suit the
conductor, 11,000-volt, paper-insulated, lead-incased size of the pinion by means of hand wheels having
cable, weighing approximately 8% lb. per foot. The square threads and are therefore locked in position.
The pull is always in a straight line.
A very desirable feature of the machine is found in
the operating head which can be raised or lowered to
bring the center of the plunger level with the center
of the armature shaft instead of blocking up the arm
(IS"Channel ature, a frequent necessity in machines without this
forming fbrt feature. Other features are found in the plunger which
of Column of
Structure

FLEXIBLE CABLE SUPPORTS—SAMPLE BRACKET

AND METHOD OF ATTACHING IT TO
ELEVATED STRUCTURE
cable was hung from angle-iron brackets attached to
the elevated structure at the transverse girders, approxU
mately 50 ft. apart, by means of a catenary messenger
cable. The messenger cable was a y^-m. Siemens-
Martin steel strand, composed of nineteen No. 8 wires
and having a breaking strength of 11,000 lb. It was
attached to the brackets by means of Crosby clips.
Details of a sample bracket are shown in an accom
panying diagram.
Hung from the messenger wire at 10-ft. intervals by
means of hangers like those shown in the second illus
tration was a 5/16-in. steel strand composed of seven
No. 10 wires, to which the lead-covered cable was
lashed at 12-in. intervals by means of five strands of
%-in. tarred marlin twine. NEW PINION PULLER
e» fi Crosby Clip does not revolve and thus prevents any injury to the
II \\y Cv/ranizea
armature shaft or its center. The plunger nut is back
^2 t Sh:!Sirard geared 3% to 1 so that only a short wrench is necessary
i "Tarred for easy and rapid operation. Every part of the ma
KCrosbyC!ip6alfani!ta ( **r/'l> chine is steel except the plunger nut, which is phosphor
bronze, and the base, which is cast iron.

Canadian Railway Employees Purchase

Machine Gun
The News-Telegram of Calgary, Alta., has received
a check for the sum of $800 from the employees of the
Calgary Municipal Railway, with which to purchase a
machine gun for the Fifty-sixth Battalion. This con
FLEXIBLE CABLE SUPPORTS—CATENARY HANGER AND tribution was raised from the employees of the Calgary
TWINE LASHING Street Railway under the auspices of the Calgary Munic
ipal Railway Social Insurance & Sick Benefit Associa
Each hanger except the middle one consists of two tion. In these days the street railway men are working,
Crosby clips of appropriate sizes connected by a loop in many cases, on short time and upon a reduced sched
of 5/16-in. steel strand, as shown in the second illus ule. Many of the former colleagues of the street rail
tration. The support at the center span is a single way men are wearing the king's uniform, especially in
clip, hangers like those shown in the illustration being the Fifty-sixth Battalion, and when the subject of a
used 10 ft. on each side of the center and still longer machine gun was mentioned the campaign for funds
ones 20 ft. on each side of the center. was carried on by a committee of the men.
 ELECTRIC RAILWAY JOURNAL 601
September 18, 1915]

News of Electric Railways

SAFETY PRECAUTIONS IN NEW YORK SUBWAY extinguishers, fire alarm, and telephone systems, and loca
tion of exits; the Fire Department should be called imme
Extended Report on This Subject Made to the Mayor by the diately in case of fire.
City Fire Department i
REPORT OF PUBLIC UTILITY COMMISSIONERS OF
An extended report on means to prevent fire in the sub NEW JERSEY
way and to suggest other fire precautions has recently been
made by the Fire Department of the city of New York at The Board of Public Utility Commissioners of New Jersey
the request of the Mayor following the fire which occurred has issued its fifth annual report, for the calendar year 1914.
in the subway near Fiftieth Street on Jan. 6, 1915. The re A summary of the board's activities for this period was pub
port is signed by John Kenlon, Putnam A. Bates and Joseph lished in the Electric Railway Journal of Jan. 16, 1915,
page 148. The volume contains a record of the commission's
0. Hammitt. decisions with respect to applications for approval of secur
Among the recommendations made under the heading of
"Fire Prevention" are the following: the substitution of ities, ordinances, leases, mergers and sales. Full details are
steel cars for combustible cars; the isolation of all buildings also published of the inspections made of utility properties
in the subway by fire walls, with standard fire doors at all during the year. No decision upon the hearing of complaints
openings and all show windows in the subway stations cut are included, for these will be included in a separate volume.
off by fire walls in the stores back of them and equipped The record of accidents on electric railways for the year
with automatic sprinklers; electric wiring installed in a fire showed a total of twenty-two killed and 272 injured, as com
proof manner throughout and oil-filled transformers of the pared to 333 killed and 544 injured on steam railroads dur
signal system kept free from oil on the exterior; the re ing the same period.
placement of wooden switch cabinets by metal cabinets; the
use of a slow burning wood in the third-rail guard when re AMALGAMATED IN CONVENTION IN ROCHESTER
newed; the use of metal for all news stands with self-closing The fourteenth biennial convention of the Amalgamated
doors in the lower portions and automatic covers held by Association of Street Electric Railway Employees of Amer
fusible links over the upper or display portions; the cover ica was opened at Rochester on Sept. 13. The first day was
ing with metal of all wooden doors to toilets, porter and given over largely to the work of organizing and to the
transformer rooms; the use of metal for lockers; the use of presentation of the address of President W. D. Mahon.
waste cans in workshop and locker rooms with good house Much had been said in regard to the attitude of certain fac
keeping conditions; careful safeguarding of all highly in tions with respect to arbitration. Mr. Mahon said:
flammable liquids and solids kept in the subway, and the fill "In some cases of arbitration we have been sadly disap
ing of buried kerosene tanks from the streets. pointed and our membership affected by the awards very
Under the subject of "Segregation of Electric Wiring much dissatisfied. And, because of these disappointments
Systems" the report recommends the following: a source of and dissatisfaction, there are those who advocate the repeal
current supply for lighting, power, ventilating, signaling, of our laws on this subject and the abandonment of arbitra
fire-alarm and telephone systems independent of the source tion entirely. Upon this proposal I would request you to
of power current; the complete isolation of the electric wir consider well every phase of the proposition before you take
ing of each system from that of all others; the installation any such action."
of a system of emergency of pilot lights preferably fed from On the evening of Sept. 14 the delegates attended a dinner
storage batteries; the duplication of the source of current at the Powers Hotel. On Sept. 15 the jitney bus and the
supply of the general lighting system, so that in case of the question of relations with the Brotherhood of Locomotive
failure of one source of supply, an emergency source will Engineers were considered. A report was also presented on
automatically be utilized; the installation of a fire alarm wages in Europe. The only session on Sept. 16 was in the
system connecting with fire headquarters; the installation morning. The question of strike arbitration was referred
of a telephone system separate from that now installed in at that session to the committee on law. A resolution was
the ticket office at each station with a series of telephone adopted by the convention providing that the Amalgamated
stations located every 500 ft.; a suitable form of signal lights use jts influence with legislatures against measures aiming
to show the location of each fire alarm station, telephone to establish a State constabulary.
station and exit, the circuit being independent of the gen
eral subway lighting system and capable of connection to FIRST REPORT OF PENNSYLVANIA COMMISSION
the emergency source; adoption of vapor-proof type of rigid
fixture for ali electric lights throughout the subway except The Public Service Commission of Pennsylvania has is
at stations; reconstruction of splicing chambers to secure sued its first annual report, for the year from July 27, 1913,
complete segregation of electric wiring systems and prevent to June 30, 1914, together with the report of the preceding
the escape of smoke or gases in the subway; a careful sys State Railroad Commission from Jan. 1, 1913, to July 26,
tem of battery inspection and of the emergency lighting in 1913. Of the fifty-one pending cases turned over to the
each individual car, and the equipment of each car with Public Service Commission, forty-five were finally closed by
portable electric lamps. the latter commission after its organization. Since June 30,
Under the heading of "Adequate Means of Escape" the re 1914, 251 complaints have been filed with the new commis
port recommends the following: the division of the subway sion, of which 129 have been finally decided. Nearly all of
into two or preferably four separate tubes by longitudinal the remaining ones await the filing of pleadings or the con
walls wherever the space between the tracks admits of such venience of parties and counsel in arranging times for the
construction without seriously increasing the danger to hearings. On account of the newness of the commission, the
gangs of trackmen and others whose duties require them to report does not contain any financial statistics of electric
work in the subway, with openings through the walls railways, but it does include all complaints and orders re
for exits every 500 ft. and an exit to the street at each ceived and issued during the year.
station from each tube thus formed; additional openings to On the street railways 3161 persons were injured, of
the street at several locations with fans to increase rapidity, which number 170 were killed, the fatalities including fif
of ventilation in case of emergency; two 5-ft. iron stairways teen employees, nineteen passengers, twenty trespassers
to be placed at each ventilating chamber, and where grat and 116 others. These figures compare with 10,190 persons
ings are used over ventilating chambers they should be so injured on the steam railroads, of whom 991 were killed.
designed as to be easily opened either from the chamber or Included in the total number of accidents are twenty-nine
from the street. persons killed and 222 injured at grade crossings of steam
Under "Training of Employees" the committee recom railroads and two killed and seventy injured at grade cross
mends the following: train crew should test emergency ings of street railways. The commission abolished entirely
lighting of trains before each trip; they should become fa sixty-one grade crossings and in six cases established un
miliar with the use of the portable electric lights, ladders, dergrade crossings and in eight overhead crossings.
 602 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

SUPERVISOR VOGELSANG AND PRESIDENT LILIEN- Dresent extensive system, the city would again begin to
THAL ON MUNICIPAL OWNERSHIP feel the inadequacy of the transportation means in some
sections.
The Question of the Purchase of the United Railroads
Discussed by the Supervisor—Mr. Lilienthal's Attitude DISTRICT OF COLUMBIA POWER ORDER
Supervisor Alexander Vogelsang, chairman of the pub As a result of the hearings conducted by it on Aug. 25
lic utilities committee of the City Council of San Fran and 26 into the inter-corporate relations of the Washington
cisco, Cal., was quoted in part as follows in the San Fran Railway & Electric Company and the Potomac Electric
cisco Examiner of Sept. 1: Company, the Public Utilities Commission of the District
"I believe that the city should take over not only the of Columbia is of the opinion that, pending the complete
United Railroads but the California Street line. Let us returns from the valuation of the properties now under
have it all and have a thorough experiment in municipal way, the Washington Railway & Electric Company should
ownership. We could do it if the people were willing. We among other things be ordered to discontinue the sale of
have no definite plan now, but will get together after the power and the appropriation of revenues therefrom; that
election. the company be ordered until further notice to pay the
"The plan, of course, will take a lot of sound business Potomac Electric Company a reasonable compensation for
judgment. We are bound to have trouble. I have had the power used by it in the operation of its railways based
ideas on this subject for a long time. We should have one on the contract between the companies dated 1906; that the
system in the city. It will save us much trouble in the Potomac Electric Company be ordered to file with the
long run, as the franchises run out in fourteen years, and commission rates for the sale of power to all other utilities
we will have to prepare to do something then. than the Washington Railway & Electric Company; that
"I have no idea of issuing bonds for this project. It will . the Potomac Electric Power Company be ordered to charge
take a charter amendment to permit the city to enter into to railways other than the Washington Railway & Electric
an agreement with the United Railroads whereby the city Company the scheduled rates for power furnished to them,
might take over immediate operation. It would be my pro collect the revenue therefrom, and include it in their
posal, in a general way, to pay for the system out of the revenues under the prescribed accounts; that the Potomac
earnings of the lines. Electric Power Company be ordered to reduce its rates
"We might have a commission appointed to determine to consumers other than public utilities by an amount that
the value of the physical properties that the city would will offset the increased amount received from the public
need and try to determine the value of the unexpired fran utilities under the present proposed order.
chises. The aggregate would be the purchase price. If we It was the opinion of the commission that both companies
could get control we could pay off this principal and should have an opportunity at a further public hearing to
interest out of the money taken in. We could not permit show cause why orders in conformity with the opinion in the
the road to become a burden to taxpayers." case should not be made by the commission. It was voted
Jesse Lilienthal, president of the United Railroads of San by the commission to serve a copy of the opinion on the
Francisco, was quoted on the same day in the same paper as companies on Sept. 4 and to set a date by Sept. 15 for a
follows: further hearing.
"I have said before that a street railroad is a natural
monopoly. I know the city would not feel inclined to sell WORK BEGUN ON NEW PHILADELPHIA SYSTEM
out to the United Railroads. The alternative is for the On Sept. 11 Mayor Blankenburg of Philadelphia turned
United Railroads to sell to the city. As a private citizen the first shovelful of earth in the excavation for the Broad
I have favored the purchase, just as I favored the Spring Street subway. In the course of his speech the Mayor said:
Valley purchase. I believe a price could be fixed by some "We are making history here to-day. The turning of the
agreement acceptable to both parties if the question were first shovelful of earth, and thus taking the initial step
properly approached. There is bound to be trouble as long in the development of our new subway system, appeals to
as the present arrangement is in existence. It would be me as one of the most important acts of my official life, for
bad taste for me to offer the United Railroads for sale to this great engineering work which we to-day inaugurate be
the city. But, when the people of San Francisco actually gins a new era in the life of Philadelphia."
want to go ahead and purchase the United Railroads they A Merritt Taylor, Director of City Transit, said in part:
will find my door wide open." "We are gathered here formally to begin the construction
of a complete system of rapid transit lines for Philadelphia.
NEW YORK LEGISLATIVE INQUIRY The city is committed to the construction of this Broad
The Thompson legislative investigating committee, which Street subway and the Frankford elevated by contracts
adjourned over the summer, resumed its work of inquiry which have been executed. Public necessity will require
into the Public Service Commissions of New York on Sept. 8. proper terminal facilities for the gathering and distribu
On that day the members formulated their plan of pro tion of Broad Street subway traffic, which can only be pro
cedure and began the examination of witnesses on Sept. 9. vided by the construction of a delivery loop.
Referring to the plans of the committee, Senator Thompson, "The city is committed by force of public necessity and
the chairman, said: "We have come here to continue the by the requirements of fairness to the people of two im
investigation for which we were appointed, to make an portant sections to build: A subway leading from the City
examination of the public service law and transportation Hall station of the Broad Street subway northwesterly
acts in order to report to the Legislature. The public service beneath the Parkway connecting with the North Twenty-
idea of supervision and regulation seems to be an established ninth Street elevated to be extended to Roxborough. An
function of the State. The only way our act has been elevated railway from Thirty-second and Market Streets in
amended has been by adding new subjects for regulation. West Philadelphia southwestwardly through the Woodland
Whether public service regulation has been a success is very Avenue district.
important to the State. We are anxious to make clear to "You will vote upon the proposed constitutional amend
the public just what our real function is—that it is to give ment relating to the city's borrowing capacity at the forth
as perfect regulation of public service corporations as is coming election on Nov. 2. The question of how and by
possible." whom these lines will be equipped and operated must soon
On Sept. 9 Chairman McCall of the Commission for the be determined. It is our plain duty first to offer the right
First District was questioned about the details of the con to equip and operate these lines to the Philadelphia Rapid
struction and operating contracts under the dual system. Transit Company upon terms which will protect the exist
Referring to the extent of the new system Mr. McCall ing net income of that company against loss resultant from
expressed doubt about a 5-cent fare proving adequate. its co-operation with the city. One great machine will thus
While the present Interborough lines were highly profitable, be established which will transport passengers quickly and
with the new system in operation the maximum haul conveniently between all points on the combined system in
would be three times as long as in the present subway. He Philadelphia by the joint use of the surface system and the
thought that within five years after the completion of the high-speed system for one 5-cent fare."
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 603

PROSPECTS OF NEW DES MOINES GRANT fer passengers had increased by 157,000. On this division,
Final settlement of the Des Moines street car franchise in 1915, there were 7,335,142 revenue passengers and 1,609,-
701 transfer passengers, so that in the past two years on
question now seems likely. The question of capitalization, that division alone the revenue passengers have dropped off
a rock which wrecked the ship of negotiations several times by 317,000 and the transfer passengers have increased by
before, is to be left out of the new franchise. The city has
agreed to approve a franchise and submit it to the people 200,000.
In the last fiscal year the company gave its employees
without fixing the total amount of capitalization if the 2,199,260 free tickets, a substantial factor in their living
company will put in the franchise a clause guaranteeing cost. An exhibit was also presented showing increased
service equal to the best in the country for a city of the earnings for spare conductors and motormen on thirteen di
size of Des Moines, regardless of whether or not the com visions. For the week ended Oct. 9, 1914, 164 spare con
pany can pay dividends. ductors earned an average of $11.25 and 168 spare motor-
Emil G. Schmidt, president of the Des Moines City men earned an average of $11.10. For the week ended April
Railway, made a verbal proposition of this nature while in 9, 1915, 151 spare conductors averaged $12.82 and 142 spare
conference with the City Council, and Mayor Hanna, who motormen $14.18. The passenger income fell off $267,000
has fought the franchise, immediately declared it would this year and freight earnings dropped $9,000. The percent
be satisfactoi-y if such a clause could be inserted. Mr. age of freight revenue paid motormen, conductors and train
Schmidt said the franchise already made such provision men in that department was higher in 1915 than ever before,
and, such being the case, the settlement requires only the and the wages paid other employees of the freight and ex
insertion of a specific clause covering ground already pro press department are the highest in the company's history.
vided for in the present draft. The new grant was recom
mended to the City Council by a committee of the Des REPORT OF GEORGIA RAILROAD COMMISSION
Moines Chamber of Commerce and is in many essentials The Georgia Railroad Commission during its forty-second
like the draft which the company proposed to submit to the year of activity, ended Dec. 31, 1914, made final disposition
people last winter but was not voted upon because Mayor of 598 petitions, complaints or subjects requiring formal ac
Hanna confused the issue with so many technicalities that tion or order, this record showing a decrease of twenty cases
the legality of the election would have been in question. as compared to the preceding year. This decrease is said by
It is expected that the Council will be ready to submit the commission to be caused by two factors—namely, the
the new franchise to the voters within a few weeks. Mr. lessened volume of business done by utilities during the last
Schmidt announces that business fell off during the State four months of 1914 on account of the general business de
Fair this year as compared with last. The jitney prac pression brought about by the European war, and to the
tically has disappeared from the streets of the city and much improved and more cordial relations now existing in
that institution has passed into history at Des Moines after Georgia between public utilities and the people served.
a checkered local career of about six months. The net earnings of all public service corporations in
Georgia for 1914 exceeded those of 1913 by $1,773,713. The
RHODE ISLAND ARBITRATION HEARINGS depressing effects of the European war were appreciably
felt by all public service corporations, although not to the
The Rhode Island Company has continued the presentation extent experienced by steam railroads. The financial returns
of evidence in its behalf in the arbitration hearings con of street railway, power, gas and electric light companies
ducted at Providence. R. Roscoe Anderson, superintendent for 1914 showed an improvement, although the extent to
of transportation, discussed the cost to the company of which these companies shared in the general improvement
guaranteeing a seven-hour day for extra men at the mini is not capable of determination on account of the lumping of
mum rate demanded by the union. The difference in hours the statistics.
between the actual platform time for all extras and trippers The street railways in the State carried 105,585,000 pas
and seven hours is 1086.5 hours daily. This at the minimum sengers during the year, without one passenger or employee
rate demanded would amount to $325.95 a day, or $118,- being killed. Nine ether persons were killed and 302 in
971.75 a year. It is estimated by the transportation de jured, however, while 994 passengers were injured and 129
partment that from 10 to 15 per cent of this increased out employees injured, a total accident list of 1434, as compared
lay could be eliminated with revision of assignment sched to 1435 in 1913. The total number of persons killed and in
ules, making $101,126 the net increase in yearly cost on the jured on steam railroads during 1914 was 1281 as compared
basis of 15 per cent reduction. to 2713 in 1913.
The difference between the amount of work for "report"
men and a guaranteed seven-hour daily minimum is 507.5 Seattle City Railway Transfer Plan Vetoed.—Mayor Gill
hours a day. This at the minimum rate demanded would of Seattle, Wash., has vetoed the ordinance offering trans
amount to $152.25 a day, or $55,892.51 a year. By rear fers between Division A of the municipal car line and a
rangement it is estimated that this increase could be reduced private auto bus line running beyond the outer end of the
75 per cent or to $13,892.81, making the total minimum line. The Mayor declared that the scheme would only add
yearly cost to the company in granting the union's demands to the losses of the city car line, and make the city
for a seven-hour daily guarantee for extras, trippers and liable for damages incurred on the buses.
report men, $115,019. Alexandria Line Formally Taken Over by City.—The city
C. A. Babcock, controller of the company, submitted a of Alexandria, La., which recently purchased the Alexan
statement showing that in 1915 the motormen and conductors dria Electric Street Railway from the receiver has assumed
were paid in wages 24.7 per cent of the passenger receipts charge of the system, which will be under the immediate
as compared with 20.98 per cent in 1908. Another exhibit supervision of Commissioner of Streets and Parks Irving
showed that the average wage of 107 power house employees McGinnnis. Superitendent I. B. White, who has heretofore
for the year ending June 30, 1915, was $16.23 a week, com had the management of the system, will be retained as
pared with $15.07 for 109 men in 1912. The average weekly
pay of fifty-four linemen in 1915 was $17.81, compared with manager.
$14.38 in 1912 for forty-nine men. The average pay of Automobile Chamber of Commerce on Jitneys—At a meet
motormen and conductors of all classes for the week ending ing of the Automobile Chamber of Commerce in New York
Oct. 9, 1914, was $14.62 for conductors and $13.95 for motor- the traffic committee rendered a report of the shipment of
men. The same comparison as of April 9, 1915, showed cars during August, indicating that almost double the num
$15.24 for conductors and $14.83 for motormen. Mr. Bab ber of the previous year left the factories in that month. The
cock stated that the company's operating revenue for 1915 figures were 15,141 carloads for last month, as compared with
was much lower than for the two previous years, while its 8352 in August of last year. One account of the meeting
aperating expenses were practically the same as in 1914. says: "It was shown that the so-called jitney bus is a con
The surplus was $116,000 less in 1915 than in 1914. Since venience that the public appreciates and a number of the
1908 the company has expended $4,518,200 in the improve street car companies are themselves organizing jitney bus
ment of its physical property. Another statement showed lines as feeders to their regular traction business.
a reduction in traffic on the Pawtucket division by 230,000 Conditions in Mexico City.—The New Orleans Picayune
revenue passengers from 1913 to 1914, although the trans says that Francisco Villavicencio, Constitutionalist consul in
 604 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

that city, has received a cablegram from Mexico City,.Mex., cently that it would require betwen $20,000,000 and
as follows: "The employees of the Mexico City Tramway $30,000,000 to electrify the railroads in and near Cleveland.
have been granted an increase of 31 per cent in wages and P. T. White, division superintendent of the Big Four Rail
all cars in the city are now being operated. The Constitu road, told the committee that the smoke nuisance was due
tionalist government advanced the company the funds neces more to industrial plants than to the railroads. While
sary to meet the increase in wages for one month. The Cleveland was a growing city, the railroads could not au
government will examine the company's books to ascertain thorize the expenditure of such a vast sum of money as
if a permanent increase in wages is warranted by the would be required to electrify them. S. D. Robertson, divi
revenues. Credit for the settlement of the strike is due sion superintendent of the Pennsylvania Railroad, said there
entirely to Gen. Pablo Gonzales." are three industrial locomotives to one road locomotive in
Municipal Ownership of Ontario Lines Recommended.— Cleveland. J. J. McNeil, representing the Erie Railroad,
Definite steps for the acquisition of the street railway stated the attitude of that company.
lines in Windsor, Walkerville and Sandwich, Ont., by the Light Signals for Chicago, Milwaukee & St. Paul.—The
municipal interests will shortly be taken if a recommenda Chicago, Milwaukee & St. Paul Railway has recently
tion of the Ontario Hydroelectric Power Commission meets awarded a contract to the Union Switch & Signal Com
with the approval of the Councils of the three town pany for 130 miles of single-track, a.c, track-circuit sig
ships. The commission recommends that no further fran naling in Montana between Lennep and Three Forks, and
chises be granted, and has urged that the construction of between Piedmont and Finlen—these being portions of the
additional lines on streets where no franchises exist be new 3000-volt electrified territory. The signal transmis
commenced as early as practicable, these lines to be used sion line is to be 4400 volts, 60 cycle, and will be supplied
at hydro-radials until the existing system has been taken with power from three substations in the Lennep-Three
over. Forks section, and from two substations in the Piedmont-
Massachusetts Companies Ordered to Give Notice of Finlen section. Light signals with the lowest lens 16 ft.
Changes in Signal Practice.—The Massachusetts Public above rail level will be employed, these being of the Model
Service Commission has ordered each railroad and street 14 type with 10-in. lenses, giving indications by colored
railway within its jurisdiction to give the board formal lights. Of the signals, 109 will have three lenses, and
notice whenever such a company (1) purposes to install fifteen will have two lenses. The impedance bonds will
interlocking, block or special signals at any point on its have a capacity of 500 amp. per rail except at special loca
lines in Massachusetts, stating the location and type of tions where 1500-amp. bonds are to be used. The track
signal proposed; (2) whenever it is proposed to make any relays will be of the new two-element, Model 15 vane type.
change in the location or type of interlocking, block or Preparations for the installation of this material are now
special signals, stating the location and change proposed; under way.
(3) when it is purposed to make any changes in the rules Trainmen Participate in Cash Distribution.—J. R. Har-
or regulations governing the use and operation of inter rigan, general manager of the Kansas City, Clay County &
locking, block or special signals. St. Joseph Railway, Kansas City, Mo., announced in July
Supplementary New Haven Bill.—A supplementary bill of that $100 would be distributed to trainmen from whose
particulars has been filed by Assistant United States Attor cars no accidents were reported during August. During
ney General Frank M. Swacker, in compliance with Judge the previous months the business of the company suffered
William H. Hunt's order of Aug. 24, in the Federal District through excessive rainfall and high water; but in August,
Court. The supplementary bill was requested by William with fair weather, the gross receipts were $65,525, the
Rockefeller and twelve other officers and directors of the largest in the history of the road. Despite this large busi
New York, New Haven & Hartford Railroad so as to enable ness there were only four minor accidents. All but eight
them to answer the indictment charging them with engag of the trainmen, therefore, participated in the distribution
ing in a conspiracy to monopolize interstate trade and com of the $100, which was divided under a plan based on the
merce in violation of the criminal provisions of the Sherman number of days each trainman had worked. The amounts
anti-trust law. It is said that the government expects to received varied from $1.24 to $2.53—not very much, per
bring the case to trial at the October term of the criminal haps, but gratefully received, and a definite reward for
branch of the United States District Court. extra care. A standard of accident-avoidance was set, to
Toledo Rail-Light Team Holds Brooklyn Scoreless.—The which the attention of the trainmen was called in Septem
fast Toledo Rail-Light Club, composed of employees of the ber, with the suggestion that certainly they could do as
Toledo Railway & Light Company, Toledo, Ohio, had the well again. The distribution of money was confined, how
distinction on Sept. 10 of holding the pennant-chasing ever, to August.
Brooklyn National League Club to an eleven inning score Pacific Electric Railway's Attitude Toward Elevated.—
less tie. Jimmy Baxter, who pitched for Toledo, went the Paul Shoup, president of the Pacific Electric Railway, Los
entire distance. He allowed only four hits and had eight Angeles, Cal., asked the Board of Public Utilities for sixty
strike-outs to his credit. Twice when the Brooklyns had days in which to ascertain whether he can raise the money
men on third base with two out, Baxter whiffed the third to build the proposed elevated track from Los Angeles to
man. Toledo was given a chance to see the veteran Coombs San Pedro Street. The cost of the proposed elevated is
in action for Brooklyn. He pitched three innings. Dell and estimated by the company at $250,000. Mr. Shoup said that
Appleton also were on the mound for Brooklyn. Nearly all the company now faces obligations for street improvements
the Brooklyn regulars were in the line-up. amounting to $514,000. Before the end of the year he
Service on Electrified Philadelphia Line.—Regular electric declared this amount would probably be swelled to $700,000.
service on the main line of the Pennsylvania Railroad be That the earnings of his company were but $6,875,000 for
tween the Broad Street station, Philadelphia, Pa., and Paoli, the fiscal year ended June 30, 1914, as against $7,328,000
was successfully inaugurated on Sept. 11. The first passen for the year ended June 30, 1913, was stated by Mr. Shoup
ger train in the new service left Paoli at 5:55 o'clock in the as proof of the concern of the company about making out
morning, reaching Broad Street three-quarters of an hour lays for improvements. The Board of Public Utilities has
later, on schedule time. Only one electric train will be issued what is in effect an ultimatum to the Pacific Electric
operated on the line for the present. It will make four Railway to build the elevated track from the rear of its
round trips every day. Electrification of the Chestnut Hill station at Sixth and Main Streets, extending from Los
Line will begin immediately. The training of men for the Angeles to San Pedro Streets, to connect with the municipal
Paoli service was described and illustrated in the Electric railway, which the board wants the railway company to
Railway Journal of May 22, 1915, page 970, while the use more freely for an outlet for its interurban lines now
installation itself was dealt with in an illustrated article run over Main and Hill Streets.
which appeared in the issue of this paper for April 18, 1914, $860,000 Station Finish Contract.—The Public Service
page 860. Commission for the First District of New York has
Cleveland Smoke Abatement Report.—E. P. Roberts, en awarded the contract for station finish on the Jerome Ave
gineer and former smoke inspector of Cleveland, Ohio, re nue and White Plains Avenue rapid transit lines to the
ported to a Council committee on smoke prevention re Altoria Realty & Construction Company, the lowest bidder,
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 605
for $860,636. The Jerome Avenue line is a three-track ele
vated railroad branching off from the Lexington Avenue Financial and Corporate
subway at 138th Street and Park Avenue and running
north through River Avenue and Jerome Avenue to Wood- ANNUAL REPORTS
lawn Road. It will also be connected with the west side
elevated system by a line to be built through 162nd Street Third Avenue Railway
and eventually will be operated both by trains from the The consolidated comparative statement of income, profit
elevated lines and trains from the Lexington Avenue Sub and loss of the Third Avenue Railway, New York, N. Y.,
way. The White Plains Road line is a three-track elevated for the years ended June 30, 1914 and 1915, follows:
extension of the Lenox Avenue branch of the existing sub
way and runs from Bronx Park or 180th Street north Operating revenue: 1915 1914 Change
Transportation $10,565,027 $10,456,705 +$108,322
through White Plains Road to 241st Street, near the north Advertising 95,250 103,000 —7,750
ern boundary of the city. The steel structure on both lines Rent of equipment 16,470 27,280 —10,809
Rent of tracks and terminals 73,441 72,882 +558
is more than half completed and ready for the station fin Rent of buildings and other
ish. Both lines will be operated by the Interborough Rapid property 84,710 85,447 —736
Sale of power 50,959 112,900 —61,941
Transit Company under the dual system contracts. The
contractor is allowed six months to finish each station, but Total operating revenue $10,8S5,859 $10,858,216 +$27,643
muust begin work within thirty days after notification by the Operating expenses :
commission's engineer that a station is ready for the finish. Maintenance of way and
structures $925,973 $1,012,646 —$86,672
Yonge Street Case Decided.—The Ontario Railway & Maintenance of equipment... 678,573 713,003 —34.429
Depreciation accruals 562,958 511,250 +51,70S
Municipal Board has handed down a decision in favor of Power supply 779,458 779,130 +327
the Toronto Railway in the Yonge Street extension case. Operation of cars 2,914,525 2,849,929 +64,595
Injuries to persons and prop
The board issued an opinion to the effect that the company erty 602,798 614,609 —11,810
had the right to extend its Yonge Street tracks north from General and miscellaneous ex
the present terminal to the much contested point above the penses 511,890 526,466 —13,576
Canadian Pacific Railway tracks. The chairman, in the Total operating expenses. . . $6,976,179 $7,006,035 —$29,855
judgment, states that the opinion of the board will be Net operating revenue $3,909,680 $3,852,180 +$57,499
backed up by an order requiring the company to lay tracks Taxes 731,034 730,784 +250
on Yonge Street to cover the space caused by the removal of Operating income $3,178,646 $3,121,396 +$57,249
the Metropolitan Railway tracks by the city. The board Interest revenue 81,127 75,215 +5,912
finds that as a fact that the equipment, appliances and Gross income $3,259,773 $3,196,611 +$63,161
service of the Toronto Railway in respect to the transporta Deductions from gross income 2,565,730 2,570.305 —4,575
tion of persons along the portion of Yonge Street shown on Net income $694,043 $626,306 +$67,737
the plans filed are inadequate, and the board is of the Notes :
opinion that the Toronto Railway should be required to Interest on certificates of indebtedness of the Dry Dock, Bast
construct, maintain and operate an extension of its existing Broadway & Battery Railroad has not been included in the
lines northerly on Yonge Street with facilities for branching accounts since Feb. 2, 1908.
Operations of the Mid-Crosstown Railway are included for the
at Woodlawn' Avenue, as shown on the plans filed. On entire fiscal year ended June 30, 1915, and from April 17 to June
June 29 the Board of Control of Toronto instructed Works 30, 1914.
Operations of the Pelham Tark & City Island Railway are In
Commissioner Harris to tear up the remainder of the tracks cluded in the fiscal year of 1915 only.
of the Toronto & York Radial Railway's Metropolitan The net earnings for the last two years have been less
Division on Yonge Street south of Farnham Avenue, claim than could have been reasonably anticipated. First, be
ing the franchise had expired and that the sale of the Metro cause in the last two years there was an abnormal series of
politan to the Toronto Railway included only physical snow storms, which cost the company at least $300,000, and
property. The case was referred to at length in the in the year which has just expired there has been a de
Electric Railway Journal of July 3, page 36. crease caused by the general depression of business and
the necessity which the people feel for economy. This is
PROGRAMS OF ASSOCIATION MEETINGS further evidenced by the fact that the applications for em
ployment during the year were at least twice as large as
Illinois Electric Railways Association. during any previous year in the present administration and
The regular meeting of the Illinois Electric Railways As as a whole from a better class of men. Nevertheless, the
sociation which was to have been held on Sept. 17 has been fact that the earings should have reached in these two
postponed until a date not yet fixed, but which will be after unpropitious years so large a sum justifies the conclusion
the San Francisco convention of the American Electric Rail that the interest on the adjustment bonds may be con
way Association. It is planned to review at the Illinois sidered hereafter as certain to be earned and paid by the
association meeting some of the subjects discussed at the company.
national convention. The report contains interesting statements showing the
amount of expenditures which can be immediately fore
Colorado Electric Light, Power & Railway Association seen, nearly the whole of which should theoretically be
expended during the year 1916. They aggregate a very
The following program of papers of interest to electric large sum and only a small part of the expenditures put
railways has been announced for presentation at the meet down for 1915 have as yet been made, though it must be
ing of the Colorado Electric Light, Power & Railway added that ultimately all of them must be made. An exam
Association at Colorado Springs on Sept. 23, 24 and 25: ination of these budget statements will show that they
"Valuation of Public Utility Properties," by F. J. Rankin, embody (a) the cost of certain extensions, $560,000 for
engineer of the Colorado Public Utilities Commission, upper -Broadway and $250,000 for an extension of the City
Denver, Col. Island line, (b) The cost of certain new cars, (c) The
"A Uniform System of Accounting," by Fred W. Herbert, cost of repaving and relaying the tracks in certain streets
auditor of the Colorado Public Utilities Commission, Denver, under which the city has been building subways, (d) The
Col. cost of relaying the track and repaving part of Third Ave
"The Indeterminate Franchise and the Certificate of nue and Fifty-ninth Street, which has been or will be
Public Convenience and Necessity," by M. H. Aylesworth, ordered by the Public Service Commission, and, like the
member and attorney of the Public Utilities Commission of previous item, is compulsory. President Whitridge in
Colorado. cludes these figures because it is not generally understood
"Depreciation as Affecting Valuation and Assessment," how powerless a street railway company is to control its
by Daniel W. Knowlton of Smith, Knowlton & Hatch, own expenses and because so much has been said about
attorneys, Colorado Springs, Col. dividends.
"Present-Day Street Railway Problems," by W. N. Casey, In regard to dividends President Whitridge says:
Denver (Col.) City Tramway. "If those budget statements were to be taken literally it
All of these papers will be presented at the sessions on would seem to be impossible that the expectations the
Sept. 24. stockholders have entertained in respect to dividends should
 606 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12
not be disappointed. They are not, however, to be taken throughout the non-rush hours on both the subway and ele
literally, because they are based, in a large part, upon the vated divisions, it was found necessary and expedient in
work proposed to be done by the city, and what the city furnishing service amply sufficient to meet the needs and
officials say they are going to do and what the city actually comfort of the traveling public to increase the car mileage
does are found to be quite different things. In the long on the subway division to the extent of 2,010,943 car miles,
run the company would probably be better off if all of and on the elevated division by 551,202 car miles. This in
these expenditures were paid out of the earnings of the crease in car mileage was responsible for an increase in the
company and if no more money were borrowed through cost of transportation amounting to $89,142.
the issue of bonds. In last year's report it was said that The net operating revenue was $20,492,428, as compared
dividends should only be paid when the money is in th to $20,613,342 last year, a decrease of $120,913, or 0.58 per
bank with which to pay them, and there is no immediate cent, the result of a gain on the subway division of $251,984,
prior claim upon it. I think that this condition will be or 2.21 per cent, and a loss on the Manhattan Railway ele
met within a measurable time, and I hope and expect that vated division of $372,898, or 4.04 per cent. The total
if there be no material decrease in net earnings it will amount of taxes was $2,133,980, as compared to $2,081,948.43
therefore be possible to declare and pay a dividend within last year, an increase of $52,031, or 2.50 per cent, the sub
the next twelve months." way division showing an increase of $56,183, or 14.55 per
The benefit association after six years of existence has to cent, and the Manhattan Railway elevated division a de
its credit in cash and securities $86,198. During the year crease of $4,151, or 0.24 per cent. The long litigation in
ended Dec. 81, 1914, there was paid out to 625 members for volving the constitutionality of the State tax law, which
relief $13,702, and during that period the association physi had been held to impose a tax upon the company with re
cian treated more than 1300 cases. Since the insurance spect to its subway operation, measured by a percentage of
feature of this work went into effect on Dec. 25, 1913, its earnings from that operation, was concluded this spring
there have been twenty-six deaths, the beneficiary in each by a decision of the United States Supreme Court upholding
case receiving $1000. the statute in question as constitutional and confirming the
assessments. The taxes due under the disputed provision had
Interborough Rapid Transit Company been paid, however, so that this adverse decision made no
The comparative statement of income, profit and loss of unexpected drains upon the treasury.
the Interborough Rapid Transit Company, New York, N. Y., The income from operation decreased $172,945, or 0.93 per
for the years ended June 30. 1914 and 1915, follows: cent, there being a gain on the subway division of $195,801,
1915 1914 or 1.78 per cent, and a loss on the Manhattan Railway
Gross operating revenue $33,433,742 $33,515,395 elevated division of $368,746, or 4.90 per cent. The non-op
Operating expenses 12,941,314 12,902,053 erating income increased $10,778, or 1.76 per cent, principal
Net operating revenue $20,492,428 $20,613,342 ly because of the increase in interest on bank balances and
Taxes 2,133,980 2,081,948 loans. The gross income decreased $162,166, or 0.85 per
Income from operation $18,358,448 $18,531,394 cent, the result of a gain on the subway division of $127,166,
Non-operating income 623,631 612,852 or 1.10 per cent, and a loss on the Manhattan Railway ele
Gross income $18,982,079 $19,144,246 vated division of $289,333, or 3.81 per cent. Income deduc
Income deductions 10,913,595 11,119,666 tions decreased $206,070, or 1.85 per cent, a ^variation inci
Net corporate income for the year $8,068,484 $8,024,580 dent to the refunding operations effective Nov. 1, 1913.
Surplus, June 30, 1914, and June 30, 1913 15,214,403 13,072,956 The surplus over dividends of 20 per cent (including ex
Tax refunds and other credits 17,477 23,059
tra dividends of 10 per cent) on the capital stock was $1,068,-
Totals $23,300,364 $21,120,595 484. On the basis of 10 per cent dividends for one year the
Taxes prior years, amortization, capital surplus for 1915 would be $4,568,484, as compared with
retirements and other charges $791,255 $656,192 $4,524,580, a gain of $43,904 in surplus over the previous
Dividends 7,000,000 5,250,000
year. The directors declared extra dividends amounting to
Total appropriations $7,791,255 $5,906,192 10 per cent during the year payable out of surplus, notwith
Profit and loss—surplus $15,509,109 $15,214,403 standing which there was an increase of $294,705 in the
The gross earnings for the fiscal year ended June 30, 1915, profit and loss surplus during the year.
were substantially the same as last year. The present year The number of passengers carried was 647,378,266 com
witnessed the first interruption in the annually recurring pared with 651,886,671 last year, a decrease of 4,508,405, or
increases in the gross earnings since the opening of the sub 0.69 per cent, the result of a gain on the subway division of
way for operation. This was caused by the general business 5,172,646, or 1.52 per cent, and a loss on the Manhattan Rail
depression of the country. The gross operating revenue for way elevated division of 9,681,051, or 3.11 per cent. The
the year was $33,433,742, as compared to $33,515,395 last subway division continues to reap the benefit of real estate
year, a decrease of $81,652, or 0.24 per cent, the result of development along streets and avenues contiguous thereto,
a gain on the subway division of $283,237, or 16.1 per cent, while the traffic on both divisions reflects the prevailing
and a loss on the Manhattan Railway elevated division of business depression.
$364,889, or 2.29 per cent. The increase in the earnings of For maintenance of the structures and roadway of both
the subway division was largely caused by a substantial gain divisions the sum of $1,545,949 was expended. This com
in traffic in that portion of Bronx Borough served by this pares with $1,758,051 thus expended in 1914. The expenses
division, and also by the increased business in the shopping for maintenance of equipment totaled $2,002,095 for the last
and amusement district at Grand Central and Times Square year as compared to $1,942,461 for the preceding year. The
Stations. The decrease in the earnings of the Manhattan total maintenance appropriation, including depreciation, was
Railway elevated division was caused by the general depres $4,109,260 in the last year and $4,031,008 the year before.
sion in business conditions throughout the city; the curtail Expenditures for additions and betterments during the last
ment of activities among manufacturing establishments year aggregated $24,274,028, including payments made dur
along the Second and Third Avenue lines and the falling off ing the year on account of construction and equipment of
of foreign travel which especially affected the Ninth Avenue new subways and elevated third-tracking, extensions and
line. power plant improvements.
The operating expenses were $12,941,314 as compared to In an interesting summary the annual report states that
$12,902,053 last year, an increase of $39,261, or 0.30 per cent, since 1908 the gross earnings have increased from $24,699,-
the result of an increase on the subway division of $31,252, 505 to $33,433,742 in 1915, or $8,734,237, equal to 35.36 per
or 0.50 per cent, and an increase on the Manhattan Railway cent. The net operating revenue has increased from $13,976,-
elevated division of $8,008, or 0.12 per cent. The amount 810 in 1908 to $20,492,482 in 1915, or $6,515,618, equal to 46.62
charged to operating expenses and credited to depreciation per cent. The net corporate income has increased from
reserve was $230,719 more than the previous year, whereas $3,700,659 in 1908 to $8,068,484 in 1915, or $4,367,825, equal
the expenditures for maintenance showed a decrease of to 118 per cent. For 1908 the ratio of net corporate income
$152,467, resulting in a net increase in charges for both de to gross earnings was 14.99 per cent. For the year 1915 it
preciation and maintenance of $78,252. Owing to the chang was 24.13 per cent, a gain of 9.14 per cent. Expressed in
ing conditions in the distribution of the density of traffic, terms of dollars and cents this means that in 1908 out of
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 607

each $100 of gross earnings $14.99 was saved for net corpo EARNING POWER ESTIMATED
rate income, while in 1915 out of each $100 of gross earn
ings an amount of $24.13 was saved for net corporate in
come. United Railways Investment Company Shows Increased
This result has not been attained at the expense of "up Earnings as Based on Equities in Estimated
keep" of the property and rolling stock, for the following Surplus of Subsidiaries
table reflects the amount of money appropriated for this
purpose out of each $100 of gross earnings for each fiscal As the annual report and other statements of earnings
year since 1908. of the United Railways Investment Company, San Fran
cisco, Cal., include in income only the actual dividends re
1908 $12.75 1912 {14.27 ceived on securities owned, the real earning power of the
1909 11.56 1913 13.85 company is not actually shown as would be the case were it
1910 11.00 1914 12.03
1911 13.92 1915 12.29 an operating instead of a holding corporation. It owns
The large appropriation for maintenance for 1911, 1912 the entire equity in the United Railroads of San Francisco,
and 1913 was caused by the fact that during this period but as this company pays no dividends, the earnings being
$1,005,050 was absorbed in the operating expenses of the used to pay off underlying bonds, the surplus earnings do
subway division for the installation of electro-pneumatic not show in the income statement of the holding company.
brakes, new drawbars, coasting recorders and for re The United Railways Investment Company also owns a
inforcing copper sheathed cars, and $286,000 was spent on large part of the equity in the Philadelphia Company, Pitts
the elevated lines for installing line switches, conductors, burgh, Pa., and its subsidiaries, but in this case also there
emergency valves and coasting recorders. In addition to is shown only the amount actually received in dividends,
taking care of these extraordinary expenditures in main and not the large equity in the annual surplus of the
tenance expense, there has been set up a reserve for depre Philadelphia Company remaining after dividends have been
ciation out of operating expenses, since 1909, amounting to paid.
$2,292,637. As an indication of this earning power, an income state
During this period of eight years the cost of production, ment of the United Railways Investment Company has
as measured by the ratio of transportation expense to been prepared for the year ending March 31, 1916, based
gross earnings, has been reduced as follows: on its equity of approximately 62 per cent in estimated
earnings of the Philadelphia Company, as follows:
Per Per
Cent Cent 1916 1915
1908 25.89 1912 23.50 Earnings on Philadelphia Company stock
1909 24.43 1913 22.80 owned* $3,146,000 $2,347,400
1910 23.24 1914 22.46 Other dividends, interest, etc 176,510 176,510
1911 23.89 1915 22.79
Total Income $3,322,510 $2,523,910
This reduction in relative cost of operation has been ac Expenses 77,737 77,737
complished notwithstanding that during this period the rate Net earnings $3,244,773 $2,446,173
of pay of practically all employees was substantially in Interest charges 1,182,168 1,182,168
creased, while the cost of material has also shown a gen Preferred dividends 800,000 800,000
eral upward trend. This improvement resulted from im Balance for United Railways Investment
proved train service and the economies which have followed Company common stock $1,262,605 $464,005
the installation of improved machinery and certain improve •Partly estimated. Includes four months' actual earnings.
ments to the physical property, making possible the opera This would indicate that from its equity in the Philadel
tion of ten-car trains. phia Company and the latter's subsidiaries and other divi
The ratio of fixed charges (including taxes) to gross
earnings has been reduced from 43.95 per cent in 1908 to dends and interests, the United Railways Investment Com
39.02 per cent in 1915, as follows: pany would earn on its $20,400,000 of common stock for
the year ending March 31, 1916, about 6.2 per cent. The
Per Per large gains shown in the earnings accruing from the Phila
Cent Cent
1908 43.95 1912 41.54 delphia Company and its subsidiaries arise from the
1909 44.57 1913 40.58 increased revenue coming to these companies from the
1910 42.45 1914 39.39
1911 42.32 1915 39.02 materia] improvement in the industrial situation in the Pitts
burgh district. It is stated that if the equity in the earn
This reduction in relative fixed charges was, in a large ings of the United Railroads of San Francisco were included
measure, caused by the increasing density of traffic with its in the above estimate, the showing for the stocks of the
resultant increased earnings per train and car mile. When United Railways Investment Company would be much
such reduction, however, is considered in conjunction with larger. It is believed that its securities have an intrinsic
the marked reduction in cost of production, as measured value well in excess of their present market value, and that
by transportation expenses, it illustrates that such addi in time a plan will be evolved which will permit funding of
tional capital expenditures as have been made for improving the dividends now in arrears on the company's preferred
the property and equipment have contributed their full stock, so that it may be placed in position again to receive
quota of economies to the general result that has been regular dividends.
obtained.
The payments in claims, suits and judgments were $320,-
660 in 1915 and $296,414 in 1914, while the expenses of the PRELIMINARY STATEMENT ISSUED
claim department totaled $195,056 and $160,148, making the A preliminary income statement of the Aurora, Elgin &
respective totals $515,716 and $456,563. The increase over Chicago Railroad, Wheaton, 111., for the year ended June 30,
last year ($59,153) is approximately the same amount as 1915, shows a decided falling off in revenue as compared with
the decrease ($58,995) of 1914 under 1913. The total dis the preceding fiscal year. The annual meeting of the company
bursements for 1915 ($515,716) were exactly $158 more will be held Oct. 19, when a complete report of the operations
than the total for 1913 ($515,558). The number of actions for the year will be presented. For the fiscal year the gross
against the company continues to increase notwithstanding earnings decreased $130,483, and the net earnings were
the policy of settlements without litigation. While the lower by $92,248. Taxes and interest charges increased
plaintiffs in these suits were successful in even a smaller $13,038 and the charges for amortization and depreciation
percentage of the cases tried this year than last, the ex were $45,569, as compared with $4,236 the preceding year.
penses necessarily increase in proportion to the volume of There was a balance for dividends of $165,565 as compared
cases tried. The disbursements for claims, suits and judg with $312,184 for the preceding year. The balance was
ments amounted to 0.96 per cent of the gross operating equal to 5.34 per cent on the $3,100,000 of preferred stock,
revenue and the expenses were 0.58 per cent, making an on which quarterly dividends of 1 % per cent are being paid,
aggregate for the year of 1.54 per cent as compared with so the company had to encroach slightly on its accumu
percentages amounting to 1.36 last year and 1.58 the year lated surplus to provide for the distribution on the
before. preferred.
 608 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

GALVESTON-HOUSTON PASSES DIVIDEND Journal of June 19. The property of the Idaho Railway,
Light & Power Company was sold under foreclosure sale
Generally Unsatisfactory Business Conditions, Jitney Com in Boise on June 14 for $4,542,759, the upset price, to the
Electric Investment Company, the purchasing corporation
petition and Damage Done by Recent Storm Lead for the National Securities Corporation. Among the prop
Company to Conserve Cash Resources erties now transferred by deed are the Boise Valley Rail
The directors of Galveston-Houston Electric Company, way properties, the Boise & Interurban property, the
Galveston, Tex., have declared a semi-annual dividend of Nampa-Caldwell extension and the Caldwell offices, station
$3 per share on the preferred stock, payable on Sept. 15, and grounds.
1915, to stockholders of record on Sept. 11, 1915. The Hudson & Manhattan Railroad, New York, N. Y.—The
dividend normally payable on the common stock on the Hudson & Manhattan Railroad has been authorized by the
above date, however, has not been declared. Since March, Public Service Commission for the First District of New York
1914, semi-annual dividends of $3.50 per share have been to issue $615,000 of first lien and refunding mortgage bonds
paid on the common stock. of 1913 to reimburse the treasury for expenditures made for
According to an official statement from the board of di additions and betterments, $212,000; to retire underlying
rectors, the passing of the dividend on the common stock mortgages, $50,000, and to make payments on rolling stock.
at this time is chiefly caused by the loss in earnings on $255,000. The commission closed the hearing on this peti
account of the operation of jitney buses in Houston during tion and reported favorably in the record time of half an
a period when business conditions have been generally un hour.
satisfactory. Another burden has been added by the re Phoenixville, Valley Forge & Stafford Electric Railway.
cent storm which swept the Texas gulf coast cities, caus Phoenixville, Pa.—At a meeting on Sept. 4 stockholders rep
ing an interruption of service which will be reflected in a resenting 75 per cent of the shares agreed to the sale of the
temporary reduction of the company's earnings and neces Phoenixville, Valley Forge & Stafford Electric Railway to
sitating unusual expenditures for rehabilitation. the Philadelphia & Western Railway, Upper Darby, Pa. It
In the directors' opinion a careful study of jitney opera is said that work will be begun soon on the building of a line
tion throughout the country gives every indication that from Valley Forge to Bridgeport, where it will connect with
such cars, under fair and reasonable regulation, cannot be the Philadelphia & Western Railway's line to Sixty-ninth
operated permanently and profitably in competition with Street.
street railways. Jitney operation in Galveston has been Portland Railway, Light & Power Company, Portland,
negligible and a regulatory ordinance is being enforced. Ore.—Completion of the refinancing plan of the Portland
In Houston jitneys have been operating without regulation Railway, Light & Power Company, whereby $1,250,000 of
for about nine months, rapidly increasing in number until new capital is obtained by the withdrawal of common stock
during the last three months more than 750 automobiles and the issue of preferred in its place, was marked by a
have been in operation. A regulatory ordinance was passed certificate issued on Sept. 2 by Corporation Commissioner
in June, but was not enforced until Sept. 1, since which Schulderman, authorizing the plan. A. T. Huggins, treas
date the number of cars in operation has decreased mate urer of the company, stated that all the holders of common
rially. stock had completed their payments of $25 per share on the
In regard to the recent storm, the directors state that stock canceled, and had received the like amount of pre
the damage was more serious to the interurban line than ferred at the premium stated. "The commissioner's cer
to the properties in Galveston and Houston. Service in tificate is the final step," said Mr. Huggins. "The negotia
Galveston and Houston is now practically normal. On the tions for the new money were practically completed on June
interurban line, while the concrete arched section of the 30, but about $200,000 of stock was still outstanding. This
causeway across Galveston Bay remained intact, about a
mile of that portion constructed of concrete side walls with was taken up by a syndicate, however, which allowed the
sand filling was destroyed. This caused a suspension of program to go forward until all the stock to be retired was
through service into Galveston for sixteen days. A two- sent in." The readjustment plan was described in detail
hour schedule, however, is now being maintained over tem in the Electric Railway Journal of May 1. The plan
porary trestles, and it is expected that normal hourly involved the cancellation of $5,000,000 of the $25,000,000
service will be re-established shortly. Reconstruction is common stock issue and the authorization of $5,000,000 of
progressing as rapidly as possible. first preferred and $5,000,000 of second preferred stock, half
The company is said to be at present in a strong position of each to be now retained in the treasury.
financially and it has a substantial cash balance and prac Tulsa (Okla.) Traction Co.—The Tulsa Traction Company,
tically no floating debt. With the enforcement of the regu incorporated in August with $100,000 of capital stock to
latory ordinance in Houston and the resumption of normal succeed the Oklahoma Union Traction Company, which as
through service on the interurban line, the earnings should stated in the Electric Railway Journal of Feb. 13 was
show gradual improvement. Under present conditions, sold at receiver's sale on Feb. 5, has completed its reorgani
however, the directors felt that the cash resources should zation of the city lines in Tulsa, according to A. J. Biddison,
be conserved. vice-president of the company. In the charter obtained by the
reorganized company it is set forth specifically that the main
purpose of the corporation is to extend the lines of the
Ashland Light, Power & Street Railway Company, Ash company to Sapulpa, Collinsville and Okmulgee. The line to
land, Wis.—The Wisconsin Railroad Commission has au Okmulgee will go by the way of Bixby, and from there a
thorized the Ashland Light, Power & Street Railway Com branch line will be extended to Broken Arrow. By the
pany to sell $100,000 of first mortgage 5 per cent bonds at terms of the charter the company also is authorized to
not less than 75 to defray the cost of building a 1500-kw. operate street car lines in Sapulpa, Okmulgee and Collins
turbine plant in Ashland. ville. The company now operates 6 miles of single track
Electric Investment Company, New York, N. Y.—On and reaches Orcutt Lake. The officers are G. C. Stebbins,
Sept. 1 a deed was filed in the office of the county recorder president; A. J. Biddison, vice-president; I. F. Crow, secre
at Boise, Idaho, conveying the property formerly owned tary, and B. C. Redgrove, superintendent.
by various subsidiaries of the Idaho Railway, Light & Union Traction Company, Santa Cruz, Cal.—W. R. Por
Power Company to the Electric Investment Company, into ter, W. J. Dutton, Fred Beaver, all of San Francisco; W.
which all the large power, light and transportation inter T. Netherton, San Jose, and J. W. Forgeus, Williams, have
ests in Idaho except the Boise Railroad were recently been appointed as the protective committee for the bond
merged. The Electric Investment Company was incorporat holders of the Union Traction Company. A previous item
ed under Delaware laws in January, 1915, with $50,000 of regarding this company was published in the Electric
authorized capital stock, all of which is owned by the Na Railway Journal of Aug. 28. It is reported that the com
tional Securities Corporation. This latter company, which pany defaulted in the payment of interest on $613,000 of
is controlled by Electric Bond & Share Company interests,
is the one that was authorized by the Idaho Public Service bonds, due the first of this month.
Commission to effect the amalgamation of the various prop Wilmington Southern Traction Company, New Castle.
erties in Idaho, as mentioned in the Electric Railway Del.— It is reported that E. Clarence Jones has again
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 609

assumed control of the Wilmington Southern Traction

Company. Three years ago Mr. Jones sold this property Traffic and Transportation
to the Wilmington, Newcastle & Delaware City Railway,
but the terms of the contract of sale were not complied JITNEY JOTTINGS
with and it now reverts to its former owner. In the future
the two companies will be operated independently, although
an arrangement for the exchange of traffic which is now The Jitney Before the Pennsylvania Commission—Develop
operated will be continued. The Wilmington Southern ments in Houston and Dallas
Traction Company comprises 6.7 miles of line between Wil Steps to settle immediately the status of jitneys as public
mington and Newcastle, while the Wilmington, Newcastle utilities in comparison with the rights of incorporated com
& Delaware City Railway operates a 10.5 mile line between mon carriers are to be taken at once by the Public Service
Delaware City and Newcastle. Commission of Pennsylvania. The decision as to whether
jitney service may be started without first receiving permis
DIVIDENDS DECLARED sion from the commission in the form of a certificate of
public convenience will be State-wide in effect. The Scranton
Brockton & Plymouth Street Railway, Plymouth, Mass., Railway, of which C. L. S. Tingley is vice-president, raised
3 per cent, preferred. the issue in three cases, alleging that M. J. Walsh, Forest
California Railway & Power Company, San Francisco, City; S. Wilson and F. Williams, Vandling, and W. H.
Cal., 1% per cent, prior preference. Owens, Scranton, are illegally operating jitney lines between
Capital Traction Company, Washington, D. C, quarterly, towns covered by its system. It is charged that they cover
1% per cent. the same road as the electric railways; that they divert
Duluth-Superior Traction Company, Duluth, Minn., quar business from the electric railways, and that they cause loss
terly, 1 per cent, preferred. to the company besides operating without State approval.
Galveston-Houston Electric Company, Galveston, Tex., Chairman Ainey of the commission directed that the persons
3 per cent, preferred. complained of be notified and asked if they desire to join
Illinois Traction System, Peoria, 111., quarterly, 1V& per issue. If answers are filed, hearings will be held soon, prob
cent, preferred. ably in Scranton.
Manila Electric Railroad & Light Corporation, Manila, The provision of the jitney ordinance of Houston, Tex.,
P. I., quarterly, per cent. requiring an indemnity bond has been eliminated and the
Philadelphia (Pa.) Traction Company, $2. petition for a referendum election has been withdrawn. The
Twin City Rapid Transit Company, Minneapolis, Minn., ordinance requiring a license fee of $72 went into effect on
quarterly, 1% per cent, preferred; quarterly, 1V4 per cent, Sept. 1 and there are now only about half the number of jit
common. neys in use as were formerly in operation. There has been
West End Street Railway, Boston, Mass., $1.75, common. some agitation in favor of placing a reduced bond require
ment in the ordinance, but the City Council opposed this.
ELECTRIC RAILWAY MONTHLY EARNINGS Commissioner Pastoriza, who recently returned from the
Pacific Coast where he studied the jitney, said that bonds had
AURORA, ELGIN & CHICAGO RAILROAD, WHEATON, ILL. a tendency to increase the recklessness of the drivers, as
Operating Operating Operating Fixed Net they seemed to feel that there was no necessity for careful
Period Revenues Expenses Income Charges Income driving as long as the bonding companies paid for the dam
lm., July, '15 $187,488 $116,815 $70,673 $40,440 $30,233
1 14 216,747 121,007 95,740 40,013 55,727 age inflicted. Mayor Campbell stated that since the present
BERKSHIRE STREET RAILWAY, PITTSFIELD, MASS. ordinance had been accepted by the jitney men in good faith
lm., July, '15 $91,244 he did not favor any change unless the measure should prove
1 14 97,634 '$62,182
•80,929 $29,062
16,725 $17,021
16,921 $$12,159
f$87 inadequate after trial.
CLEVELAND, PAINESV1LLE & EASTERN RAILROAD, The jitney drivers of Dallas, Tex., members of the
WILLOUGHBY, OHIO, chauffeurs' union, have given to the press for publication a
lm.. Julv, '15 $44,653 '$21,780 $22,873 $11,087 $11,786 set of resolutions containing a general denouncement of the
1 14 45,282 '21,945 23,337 11,095 12,242 so-called compromise ordinance and claiming that the de
7 15 224,392 '128,190 96,202 76,811 19,391
7 14 232,851 '123,755 108,596 77,028 31,568 struction of the petition bearing the names of more than
CLEVELAND, SOUTHWESTERN & COLUMBUS RAILWAY, 4000 voters for an initiative election on a new ordinance was
CLEVELAND, OHIO never agreed to by the jitney drivers. The work of getting
lm., July, '15 $113,039 '$75,868 $37,171 $27,651 $$9,622 the necessary number of signatures on a petition for a new
1" " '14 117,667 '72,992 44,675 27,351 $17,324 ordinance will be undertaken at once.
7" " '15 696,181 '474,259 221,922 192,411 $30,206
7 14 714,513 '472,822 241,691 191,239 $50,452 A suit to break the newest jitney ordinance was filed with
COLUMBUS RAILWAY, POWER & LIGHT COMPANY, the County Clerk of Multnomah County, Portland, Ore.,
COLUMBUS, OHIO recently by A. A. Theilke, et al, against Mayor Albee. The
lm.. July, '15 $239,594 '$146,303 $93,291 $40,232 $.",3,059 complaint asks a temporary injunction restraining the city
1 14 241,965 '156,675 85,290 37,741 47,549 officials from enforcing the ordinance during the pendency
12 15 3,057,558 '1,816,271 1,241,287 470,860 770.427
12 14 3,065,769 '1.966,740 1,099,029 482,188 616,841 of the suit. It is contended among other things that the
CONNECTICUT COMPANY, NEW HAVEN, CONN, measure is void because an emergency clause was attached,
lm., July, '15 $806,482 '$474,989 $331,493 $98,265 $$256,409 doing away with the right of the people to submit it to a
1 14 798,767 '571,741 227,026 97,329 $151,582 referendum vote, and that it is class legislation because it
NEW YORK & STAMFORD RAILWAY, PORT CHESTER, N. Y. requires a license fee, whereas taxicabs, hotel buses, sight
lm., July, '15 $49,783 '$30,801 $18,982 $8,000 $$11,053 seeing cars, private automobiles and street cars do not pay
1 14 49,667 '30,940 18,727 7,876 $10,918 a license and are not required to be examined regularly.
NEW YORK, WESTCHESTER & BOSTON RAILWAY, Mayor Albee of Portland, Ore., has instructed the police
NEW YORK, N. Y. department to enforce the provisions of the new jitney
lm., July, '15 $42,612 '$43,288 +$676 $8,346 t**6,677 ordinance prohibiting the carrying of more than one pas
1 14 37,199 '42,357 +5.158 5,000 t$S,310 senger in the seat with the driver and prohibiting any person
PORTLAND (ME.) RAILROAD from riding on the running board, steps or doors of the cars.
lm., July, '15 $115,100 '$63,272 $51,828 $20,166 $31,662 Ordinances prohibiting the jitney buses from operating
1 14 116,551 '92,740 53,811 20,462 33,349
12 15 1,042,284 '648,128 394,156 261,434 132,722 in the district bounded by Fourth, C, Sixth and E Streets,
12 " " '14 1,043,214 '646,655 396,559 249,998 146,561 requiring them to maintain regular schedules and to stop on
RHODE ISLAND COMPANY, PROVIDENCE, R. I. the far side of street intersections to let off and take on
lm., July, '15 $472, US '$319,415 $152,733 $120,284 $$33,749 passengers, have been approved by Mayor Capps of San
1 14 535,578 '354,101 181,477 116,264 $67,608 Diego, Cal. Being emergency ordinances, they became
WESTCHESTER STREET RAILROAD, WHITE PLAINS, N. Y. effective immediately. At the time he signed the ordinances
lm., July, '15 $26,016 '$22,718 $3,298 $1,590 $$l,73!i mentioned the Mayor still had under consideration the
1 14 27,198 '23,456 3,742 1,198 $2,554 ordinance requiring jitneys to operate eighteen hours a day
•Includes taxes. fDeficit. Jlncludes non-operating Income. six days a week.
 610 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

The Auto Transit Association of Spokane, Wash., com commission should not interfere with the operation thereof,
posed of jitney bus operators of the city, propose to test in and that it should remain, for the present at least, under
court the city ordinances compelling jitneys to maintain a the supervision and control of the municipal authorities of
regular run for eight consecutive hours a day. Charleston.
A new jitney ordinance is pending in Topeka, Kan., with "In regard to the complaint against defendants in re
additional restrictions which experience has indicated are fusing to carry passengers who were members of the colored
necessary for the regulation of traffic and the protection of race, the defendants by their answers have admitted that
the public interests. Under this ordinance the license fee this was an unlawful discrimination and agreed to carry
of $10 payable semi-annually will be increased to $25 for a thereafter all persons, regardless of race, color or previous
five-passenger car, $35 for a seven-passenger car and $50 conditions of servitude. So, having conceded the relief asked
for cars seating more than seven. The fee must be paid for in this particular, it is unnecessary to enter into a dis
in advance, and no part will be returned if the owner ceases cussion of this question.
business. No bond will be required. The windshield must "The commission is, therefore, of the opinion, for the
bear indication that the car is a jitney, and must show the reasons hereinbefore stated, to dismiss the petition of James
rates to be charged, which cannot be exceeded except by Smith et al., and of the Charleston Interurban Railroad,
special agreement with passengers. Each licensed jitney without prejudice to the said petitioners to apply at any time
must operate twelve hours a day. Any violation of the in the future to said commission for redress of any griev
regulations of the license ordinance may cause revocation ances affecting them, or either of them, and it is accordingly
of the license. so ordered. The commission does not deem it necessary at
this time to promulgate any rules relative to the regulation
CITY'S POWERS BROADER THAN COMMISSION'S of the jitney bus business."

So Holds the West Virginia Public Service Commission in COMMISSION WITHOUT POWER TO MODIFY FRAN
the Charleston Jitney Case
CHISE FARE PROVISIONS
The Public Service Commission of West Virginia has The Public Service Commission for the Second District
dismissed without prejudice the petition of James Smith of New York has decided, in an opinion by Commissioner
et al. charging certain jitney operators of Charleston with Frank Irvine, that it has no power to modify the terms of
unlawful discrimination in the carriage of passengers, and
has also similarly dismissed the petition of the Charleston a franchise granted by a municipality. The New York &
Interurban Railroad charging the same defendants with North Shore Traction Company, Flushing, Long Island,
unlawful discrimination, etc., and asking supervision and applied to the commission, asking that it determine that
regulation of the jitney business in Charleston. In con the just and reasonable fare between Mineola and Port
cluding its opinion the commission said in part: Washington was 15 cents instead of 10 cents, to which
"There is no just reason why the jitney bus business the road is limited by the terms of its franchise granted
should not be subjected, like other common carriers of per by the Supervisors of Nassau County and the Highway
sons, to reasonable regulations. Commissioners of the town of North Hempstead. The
"The Council of Charleston passed the jitney ordinance on attorneys for the road contended that the power to grant
June 28. Said ordinance makes it unlawful for any person, franchises in a municipality was but a power delegated to
firm or corporation, either as principal, agent or employee, the municipality by the Legislature and that the Legisla
to use or occupy any public street in Charleston, with a ture itself, or the commission, to whom the Legislature has
motor vehicle, in the manner defined in the ordinance, with delegated general power over rates, could amend the fran
out a permit or license. It imposes an annual license tax chise. Judge Irvine in his opinion cited a clause in the
of $24 for each vehicle, requires bond in the penalty of constitution providing that no law granting a street rail
$2,500, conditioned that the operator will not violate any way franchise can be passed without the consent of the
of the provisions of the ordinance and that he shall pay any local authorities and the abutting property owners. He
and all lawful claims for damages for injury to persons or said that if the language of the public service commissions
property sustained by passengers in such vehicles, or by any law giving the commissions power over rates were to be
other person or persons that may be killed or injured or construed as giving the commission power to change the
suffer damages to property by reason of the operation of terms of a local permission, it would undoubtedly be uncon
said motor vehicles. It requires the vehicles to be operated stitutional.
by experienced drivers; designates the section of the city
where said vehicles shall operate, requires them to operate SUCCESS OF BROOKLYN INSURANCE PLAN
certain hours of the day and not less than six days in each More than 5200 employees of the Brooklyn (N. Y.) Rapid
week, and requires them to carry any and all persons, Transit Company had applied up to Sept. 15 for insurance
indiscriminately, that offer themselves for carriage and under the plan of groun life insurance which was announced
tender the fare. Said ordinance contains many other to all the employees of the company on July 30. A notice
requirements and restrictions not hereinbefore enumerated, has been sent to all employees that by arrangement with
which said ordinance under the provisions of the charter of the Travelers Insurance Company, Hartford, Conn., through
said city became effective July 28, 1915—five days after the which the group contract is placed, the insurance will be ef
hearing of these cases before the commission. fective upon all those who have applied for it at noon on
"The powers of regulation over the operation of the busi Sept. 15. Out of approximately 8000 employees eligible for
ness under consideration, granted by the Legislature to the the group insurance, about 65 per cent filed applications
city of Charleston, are much broader than those granted the within six weeks of the original announcement of the plan.
commission. In addition to this fact, the municipal authori Inasmuch as more than 5000 employees have applied for the
ties, under whose constant observation a business is being insurance, there will be no necessity of the physical exami
operated, can regulate, control and supervise said business nation of these applicants. An arrangement has been made
far more effectively than can a board or commission not so with the insurance company whereby those who are now eli
situated. The petitions in this proceeding were both filed gible for the insurance as the result of having served two
after the passage of the said ordinance but before it went years in the employ of the company will be allowed until
into effect and before it could possibly be known whether or Jan. 1, 1916. to come into the group without physical exami
not the provisions of this ordinance would operate so as to nation. After Jan. 1, 1916. any employee who was eligible
furnish proper and adequate regulation of the jitney busi for the insurance prior to Sept. 15, 1915, will be admitted to
ness. It should not be, and it is not, the intention of the the group only upon a physical examination. In the case of
commission to interfere with the local authorities in the employees who become eligible for the insurance hereafter
regulation of purely local matters, over which the local by the completion of their two years of service, the arrange
authorities have full and complete jurisdiction and control. ment between the railroad company and the insurance com
"It would appear that inasmuch as the matters in con pany provides that such employees may be admitted to the
troversy are purely local, and that the local authorities have group without physical examination if they apply for the
ample regulatory powers over the operation of the business insurance within six months after the date upon which they
in question, and are now regulating said business, that this
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 611

become eligible for the same. Any who do not apply within
six months after the date on which they become eligible for Personal Mention
the insurance will be admitted to the group thereafter only
upon physical examination. The applications received up to Mr. Thomas B. Smith, candidate for Mayor of Philadel
Sept. 15 which constitute the initial group involve an aggre phia, appointed a month ago as a member of the Public
gate premium of more than $56,000 a year. One-half of this Service Commission of Pennsylvania, has announced his
is paid by the employees and one-half by the company. The resignation from the commission.
terms of the insurance offer of the company to the employees Mr. F. J. Stevens, formerly master mechanic of the Fort
were reviewed in the Electric Railway Journal of Aug. 7, Wayne & Northern Indiana Traction Company, Fort Wayne,
page 252. Ind., has been appointed master mechanic of the Lansing
division shops of the Michigan United Traction Company,
Safety First League for Louisville.—Plans for the or Jackson, Mich.
ganization of a safety first league, to be affiliated with Mr. Ralph W. Emerson, who recently assumed his new
the National Safety First Association, have been made in position of assistant superintendent of the Cleveland
Louisville. Coroner Ellis Duncan started the movement, (Ohio) Railway, is a son of Mr. Frank A. Emerson, sales
and railways, automobile and municipal authorities are par agent of the same company. He received his preliminary
ticipating in it. At a meeting held to discuss organization education at Lincoln High School, Cleveland, and was a
Coroner Duncan called attention to the great decrease in the member of the class of 1906 at the Case School of Applied
number of accidents since the Louisville Railway began its Sciences, Cleveland, having taken a combined mechanical
safety-first work. and electrical engineering course. Immediately after his
Electric Railway Scenarios Wanted.—The publicity de graduation he secured a position in the power department
partment of the Illinois Traction System, Peoria, 111., has of the Cleveland Railway and in 1910 he was sent to Long
announced the intention of having a moving picture made Island to install and operate the power plant of the New
on the cars and in the stations of the company. In order York & North Shore Traction Company. Later on he was
made general superintendent of the road, a position which
to secure a plot that will work up into a good picture he held until he assumed his present post on Sept. 1 last.
a contest will be held with prizes for the best stories
submitted. The only thing taken into consideration will Mr. Herbert Markle, the newly-elected president of the
be the idea. If the scenarios warrant they will be turned West Virginia Public Utilities Association, which is made
over to some of the large picture houses to be worked up of the electric light, power and traction, artificial-gas,
up into a completed plot. A committee of Springfield news water and telephone companies of West Virginia, is a na
paper men will pass on the stories and the announcement tive of Indiana and a graduate of the school of electrical
of the winners will be made after the State Fair. The engineering of Purdue University, class of 1895. Following
successful stories will be published in papers throughout graduation Mr. Markle spent a number of years with the
the State. Jenney Electric Company of Indianapolis and later went
with the Northern Electric Manufacturing Company as dis
Collision at Corte Madera.—An electric train of the North trict sales manager, with headquarters at Chicago. For a
western Pacific Railroad consisting of three coaches and a few months he also served with the Fort Wayne Electric
steam train made up of three baggage cars with the engine Company after the consolidation of the Fort Wayne and the
reversed collided on Sept. 9 near the north portal of the Northern Electric companies' interests. Six years ago Mr.
tunnel at Corte Madera, Cal. Four persons were seriour!y Markle joined the Byllesby organization and for three years
injured and twenty others were slightly hurt. W. S. Palmer, was stationed at Stillwater, Minn., as manager of some of
president and general manager of the company, issued a the Northern States Power Company's properties. For the
statement in which he said: "The collision occurred on the last three years he has been general manager of the Appa
only piece of single track on our suburban system. It is lachian Power Company, stationed at Blufield, W. Va.
protected by automatic signals of the most approved type. Mr. Edward J. Haines has been appointed assistant su-
The signals worked perfectly. The freight train got the •-"r .-tendent of equipment of the Bay State Street Railway,
signal that gave it the right of way through the tunnel, but Host on, Mass. Mr. Haines was graduated from Columbia
for some inexplicable reason the motorman ignored the University in 1905 with the degree of E. E. After spending
warning and went crashing into the freight train." four months in studying electric railway work in Europe,
Mr. Dempsey Not Guilty.—Magistrate Dodd in the Adams in which he traveled 25,000 miles and visited the principal
Street Court in Brooklyn decided on Sept. 11 that John J. installations in Great Britain and on the continent, he was
Dempsey, superintendent of transportation of the New York employed in the shops of the Brooklyn (N. Y.) Rapid Tran
Consolidated Railroad (Brooklyn Rapid Transit System) was sit Company for a year. Prior to graduation he worked in
not culpable for disobeying an order of the Public Service the offices of Mr. C. O. Mailloux, consulting engineer, New
Commission issued in 1912. On that date Mr. Dempsey was York, and was also employed by the General Electric Com
not manager of transportation and there was no evidence pany. Mr. Haines entered the employment of the Bay State
to show that any copy of the order had ever been served on company in 1906 as inspector at the Campello (Mass.) shop.
him, was the basis for the ruling under which the official He was later transferred to the main offices of the equip
was freed on the misdemeanor charge. Mr. Dempsey was ment department at 84 State Street, Boston, and has since
brought to the Fifth Avenue Court on June 5 last. Public had an active share in the engineering work of the office, in
Service Commissioner Hayward personally appeared against cluding tests, expert testimony in court cases, investiga
him. On Sept. 16 Mr. Dempsey was indicted by the Kings tions, and supervisory duties in close association with the
County Grand Jury on a misdemeanor charge in connection head of the department.
with his alleged failure to obey the order of the commission.
Pittsburgh Railways Folder at Pittsburgh Exposition.— OBITUARY
The Pittsburgh (Pa.) Railways is distributing an extremely Sir William C. Van Home, a leading figure in transcon
interesting folder at its exhibit space at the Pittsburgh tinental railroad development in Canada, died at Montreal
Exposition. The scope of the folder is perhaps illustrated on Sept. 11. He was in his seventy-third year. Sir William
best by the table of contents which contains the following: was born at Joliet, 111. He received his title and was cre
"Some Things the Company is Doing to Improve Service," ated a Knight Commander of St. Michael and St. Gregory
"Route Numbers," "Points of Interest in Pittsburgh and in 1904. He was instrumental in making the Canadian Pa
How to Reach Them," "Trolley Trips in and Near Pitts cific one of the greatest railway systems in the world. After
burgh," "Map of Pittsburgh and Vicinity, Showing Territory the close of the Spanish-American war he caused 300 miles
Served by the Company," "How to Reach Boroughs and of railroad to be built in Cuba. In addition to his many
Outlying Districts," "Washington and Charleroi Schedules," Canadian interests Sir William was president of the Cuba
"Items of Cost," "Two Pittsburgh Railways Problems—the Company and the Cuba Railroad. Among the positions from
Rush Hour Traffic and Should Every Car Go to the End of which he had retired recently were directorships at the Rio
the Line?" "Some Things the People Can Do to Improve de Janeiro Tramway, Light & Power Company, Ltd., the
the Service" and "Pittsburgh Railways Data in Round Equitable Life Assurance Society, New York, and the Win
Numbers." nipeg (Man.) Electric Railway.
 612 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12

Pacific Electric Railway, Los Angeles, Cal.—The Her-

Construction News mosa Beach Chamber of Commerce has taken steps to ob
tain a 5-mile right-of-way to build a railroad to connect
Construction News Notes are classified under each head with the line of the Pacific Electric Railway at Belvidere,
ing alphabetically by States. thus leading into Los Angeles over the Gardena route. It
An asterisk (*) indicates a project not previously is the intention of the Chamber of Commerce in case it is
reported. successful to donate the right-of-way to the Pacific Electric
RECENT INCORPORATIONS Railway for building the line. The proposed road would
give two direct lines from Hermosa Beach into Los An
*Fort Wayne, Decalur & Southern Railroad, Decatur, Ind. geles.
—Incorporated in Indiana to construct and operate an elec Quebec Railway, Light & Power Company, Quebec, Can
tric line between Fort Wayne, Decatur, Monroe, Berne, ada.—The Quebec City Council is considering steps to com
Ceylon, Geneva, Bryant, Portland, Winchester, Lynn, Foun pel this company to extend its lines in Limoilou, Beauport
tain City, Richmond and all .intervening towns. It is stated and Charlesbourg.
that this company has been organized to take over the
property of the Fort Wayne & Springfield Railway. Capi Bristol & Plainville Tramway, Bristol, Conn.—This com
tal stock, $10,000. Incorporators: Charles Oetting, Martin pany will be asked to raise its tracks on North Main Street
Gerke, Charles Dirkson, Henry Aumann and John H. Koenig. to conform to the grade necessary for the pavement about
to be put down.
'Chester & City Point Railway, Chester, Va.—Incorporated
in Virginia to construct an electric line from Chester to Connecticut Company, New Haven, Conn.—The Connec
City Point and Hopewell, crossing the Appomattox River ticut Company has awarded the contract for the grading
at or near Point of Rocks. Capital stock, $100,000; mini for the new North End trolley line in Hartford to La-
mum, $1,000. Officers: H. D. Eichelberger, Chester, presi throp & Shea, New Haven. The line will extend on Main
dent; A. C. Buchanan, Chester, secretary, and Willis B. Street, Grove Street, Broad Street, Washington Street,
Smith, Richmond, general counsel. Farmington Avenue and Commonwealth Avenue.
Richmond & City Point Transportation Company, Rich Chicago, Ottawa & Peoria Railway, Joliet, 111.—This
company has awarded a contract to the Joliet Bridge &
mond, Va.—This company will soon be chartered to operate Iron Company for the construction of a bridge over the
a trolley, steam and ferry line between Richmond and Vermillion River. The bridge will consist of two 26-ft.
Hopewell. No new line will be built or equipment pur spans. The cost is estimated at $3,800.
chased. The Virginia Railway & Power Company operates
a car from Richmond to Chester and the company has Peoria (111.) Railway.—Work has been begun by this
agreed upon terms of contracts with the Tidewater & company on the double-tracking of its line on Frye Avenue
Western Railway which operates between Chester and Ber from Wisconsin Avenue to Pacific Avenue and Adams Street
muda Hundreds and with the Furman Steamship Line which from Abingdon Street to Camblin Street. The tracks will
will operate a ferry between Bermuda Hundreds and City be of heavy steel and laid in concrete. New track is also
Point. to be laid on North Monroe Street. The company has
FRANCHISES completed the work of laying new tracks on Second Ave
nue from Franklin Street to State Street.
Sacramento, Cal.—The Pacific Gas & Electric Company Kankakee & Urbana Traction Company, Urbana, 111.—
has received a franchise from the Council to construct an Work has been begun by this company on its 5-mile exten
extension on T Street, Upper Stockton Road, Cypress Ave sion from Ludlow to Paxton. It is expected to extend the
nue, Lower Stockton Road, Curtis Avenue, Whiskey Hill line from Paxton to Kankakee.
Road, Palmetto Avenue, Fifth Avenue and East Avenue, Keokuk-Jefferson City Electric Railway, Keokuk, Iowa.—
Sacramento. Surveys have been completed of this company's line from
Waukegan, III.—The Chicago & Milwaukee Electric Rail Keokuk to Jefferson City and right-of-way secured as far
road has received from the Council a ninety-day extension as Shelbyville. As surveyed, it will pass through Kahoka,
of time on its franchise, pending the preparation and ac Williamstown, LaBelle, Newark, Bethel, Shelbyville, Shel-
cepting of a new franchise. bina, Paris, Long Branch, Mexico and Fulton. H. W.
Georgetown, Mass.—The Bay State Street Railway has Knight, Chicago, is interested. (June 5, '15.)
asked the Council for a franchise to relocate its tracks on Salina-Northern Railroad, Salina, Kan.—This road has
West Main Street from the entrance to York Grove to the been completed from Salina to Lincoln Center, 35 miles.
Boston & Maine crossing on West Main Street. An extension is being built to Corinth and Downs, 43
Albany, N. Y.—The United Traction Company has asked miles, and a branch from Corinth to Osborne, 10 miles.
the Council for a franchise to construct and operate a single (Aug. 21, '15.)
track line on Madison Avenue from Trinity Place to Grand Idlewylde Park Railway, Baltimore, Md.—Work will
Street and on Grand Street to Hamilton Street, Albany. soon be begun by this company on the construction of its
El Paso, Tex.—The El Paso Electric Railway will ask 1-mile line on Regester Avenue from the York Road to
for a franchise to construct an extension of its lines on Idlewylde Park. This road will connect with the line of
Piedras Street from Alameda Avenue to the Boulevard. the United Railways & Electric Company. Harry E. Gil
bert. 2 East Lexington Street, Baltimore, president. (July
Seattle, Wash.—The Council has adopted resolutions 31, '15.)
directing Corporation Counsel Bradford to instruct the Springfield (Mass.) Street Railway.—Plans are being
holders of the franchise of the Seattle-Tacoma Short Line made by this company to relocate its tracks on Mill Street,
to comply with all its terms, and in the event of failure to Springfield, from West Silver Street to Court Street, from
proceed with the construction, to forfeit $13,500 deposited the center to the west side of the street.
by them at the time their franchise was granted
(Sept. 4, '15.) American Traction Company, Minneapolis, Minn.—It is
TRACK AND ROADWAY announced that the street and interurban railway connect
ing International Falls with Ranier, South International
Edmonton (Alta.) Radial Railway.—About 6400 ft. of Falls and other points in the district has just been com
permanent track is being laid by this company on Portage pleted. A. L. Sorter, Minneapolis, president.
Avenue, Edmonton. Electric Short Line Railway, Minneapolis, Minn.—This
Phoenix (Ariz.) Railway.—An order has been issued by company has awarded a contract to H. F. Balch & Com
the corporation commission granting this company an exten pany, Minneapolis, for the construction of its 45-mile ex
sion of time until Nov. 1 to complete the construction of its tension from Winsted to Hutchinson, via Silver Lake.
railway loop on Monroe Street to Fourth Street and thence Nevada, Lebanon & Eastern Railroad, Nevada, Mo.—
to Washington Street, and to abandon the Indian school line Plans are being revived for the construction of this com
from a point between Third and Fourth Streets to the con pany's proposed line between Lebanon and Nevada. Plans
nection with the First Street line at Pierce Street. for financing the enterprise were interrupted when the St.
 September 18, 1915] ELECTRIC RAILWAY JOURNAL 613
Louis & San Francisco Railroad went into receivership, sev •Tulsa (Okla.) Traction Company.—This company, which
eral of its stockholders having been interested in fur was recently incorporated in Oklahoma with a capital stock
nishing capital for the new road. Several counties raised of $100,000 to succeed the foreclosed Oklahoma Union Trac
large bonuses, the notes being dated to expire in July, tion Company, reports that a line will be built from Tulsa
1916. The subscribers will be asked to renew their pledges. to Sapulpa, Collinsville, Bixby, Broken Arrow and Okmul
S. W. Thompson and Andrew Thompson, Kansas City, are gee. The company operates 6 miles of single track and
interested. (Jan. 25, '13.) reaches Orcutt Lake. Power is purchased from the Public
St. Louis, Lakewood & Grant Park Railway, St. Louis, Service Company of Tulsa. Officers: G. C. Stebbins, presi
Mo.—Members of the Lakewood Improvement Association dent; A. J. Biddison, vice-president; I. F. Crow, secretary,
of Lakewood, a suburb west of Gravois Avenue, are con and B. C. Redgraves, superintendent, all of Tulsa.
sidering the question of urging this company to resume Johnstown & Somerset Street Railway, Johnstown, Pa.—
operating its cars between Gravois Avenue and Lakewood. According to Engineer Wilbor of the J. A. Vandergrift
The railroad has not operated since the flood of Aug. 20, Company, New York, which is financing and building the
which undermined, the tracks in places along the River line from Johnstown to Rockwood, the catenary overhead
des Peres. system will be used to operate the road. Rails of not less
*Nye, Mont.—Surveys have been begun for a proposed than 70-lb. will be used. A block signal system will also be
electric railway from Nye to Cooke City to provide trans installed. [July 17, '15.]
portation for minerals. Mayor E. A. Gerhart, Billings, is Chambersburg, Greencastle & Waynesboro Street Rail
interested. way, Waynesboro, Pa.—It is reported that this company i?
New York Consolidated Railroad, Brooklyn, N. Y—This contemplating the construction of an extension from Blue
company has notified the Public Service Commission for Ridge Summit to Thurmont or Emmitsburg, 8 or 10 miles.
the First District of New York that it will be ready to Chester & City Point Railway, Chester, Va.—Preliminary
place in operation by Sept. 17 the local tracks in the Fourth surveys have been made of this company's line from Ches
Avenue subway from Fortieth to Fifty-ninth Streets. If ter to City Point and Hopewell and it is expected to have
the commission orders the use of the local tracks the opera the line completed by next spring. H. D. Eichelberger,
tion from Fortieth Street on will be over them instead of Chester, president.
the express tracks as heretofore and this will allow stops SHOPS AND BUILDINGS
at the local stations at Forty-fifth and Fifty-third Streets.
Through operation over the express tracks is still prevented Pacific Electric Railway, Los Angeles, Cal.—A contract
by the reconstruction work at the DeKalb Avenue station has been let by this company for a new freight depot on
where crossovers between express and local tracks are being F Street, between Second and Third Streets, San Bernar
installed. dino. The structure will be of reinforced concrete and will
•Catskill, N. Y.—Plans are being considered by a Brooklyn contain offices for the various freight and passenger officials.
syndicate for the construction of a railway from Catskill The cost is estimated at $20,000.
to Richfield Springs, via Middleburg. Norwich & Westerly Traction Company, Norwich, Conn.—
Federal Light & Traction Company, New York, N. Y.— This company has removed its main carhouse from Hall-
E. H. Sanderson, president of this company, which operates ville to the one on Beach Street, Westerly. All the repair
the local urban and interurban lines in Hoquiam and Aber ing will be done at the carhouse on Beach Street, the one
deen, Wash., states that the company contemplates the con at Hallville being used only for painting and storage.
struction of a line between Willapa Harbor and Grays Chicago & Milwaukee Electric Railroad, Chicago, 111.—
Harbor. It is estimated that the cost of this improvement This company will build a new station in Waukegan where
will be about $1,000,000. the new city line joins the west tracks of the through line.
New York State Railways, Rochester, N. Y.—During the Interborough Rapid Transit Company, New York. N. Y.—
current year this company has expended $147,819 for bet The contract for station finish on the Jerome Avenue and
terments, renewals and replacements. The sum of $27,181 White Plains Avenue lines, Bronx, has been awarded by the
was spent in August for the same purposes. Public Service Commission for the First District of New
Troy & New England Railway, Troy, N. Y.—This com York to the Altoria Realty & Construction Company for
pany, operating between Troy and Averill Park, suspended $860,363.
operations on Sept. 7. The road is leased by the Delaware POWER HOUSES AND SUBSTATIONS
& Hudson Company. Menominee & Marinette Light & Traction Company.
Tiffin, Ohio.—A bond issue of $2,000 has been asked from Menominee, Mich.—A report from this company states that
the Chamber of Commerce of Tiffin toward the cost of mak it expects to purchase a feeder panel for its power house
ing a preliminary survey for the electric railway to be and material for 6 miles of transmission line.
built between Tiffin and Bucyrus. A. W. Nyquist is in
terested. (July 17, '15.) Elmira Water, Light & Railroad Company, Elmira, N. Y.
—A report from this company states that it expects to
Cleveland, Painesville & Eastern Railroad, Willoughby. place contracts during the next three weeks for three 500-
Ohio.—A report from this company states that it expects kw., 6600-230-volt transformers, three 1500-kw., 6600-230-
to rebuild 2% miles of track. An order has been placed volt transformers, two complete substations and lead-cov
with the Lackawanna Steel Company for 500 tons of 70-lb. ered cable.
A. S. C. E. rail, 300 tons to be delivered at once.
New York State Railways, Syracuse, N. Y.—This com
Youngstown & Southern Railway, Youngstown, Ohio.— pany reports that it has purchased one 1000-kw., six-pole,
In return for certain right-of-way along its tracks for the GOO-volt, d. c, 25-cycle, 500-r.p.m. rotary converter from
southern district sewer, this company has asked the city to the General Electric Company; also three 350-kva., 11,000-
allow it to lay a double track from South Avenue to its 430-volt O. I. S. C. transformers to be used for its Tracy
station on Front Street, east of Market Street. The Council Street substation.
is in favor of permitting the double-tracking, but claims it
has no authority to grant such permission, which must be Salt Lake & Ogden Railway, Salt Lake City, Utah.—This
gained from property owners along the right-of-way. company will purchase a 400-kw., d. c. motor generator set
Southwestern Power, Light & Railway Company, Okla for installation at its substation at St. Joseph.
homa City, Okla.—W. T. Croslen, president of this com Charleston Interurban Railroad, Charleston, W. Ya.—
pany, which is to build an interurban railway from Okla A report from this company states that it plans to pur
homa City to Denison, Tex., via Sulpher, Okla., has an chase three 300-kw. ,750-volt rotary converters.
nounced that work on the hydraulic electric plants will Ashland Light, Power & Street Railway, Ashland, Wis.—
hegin in October. Work was begun on the line some time Plans are being made by this company to construct a 1500-
ago, but, after considerable grading, was discontinued. kw. turbine plant in Ashland. The Wisconsin Railroad Com
Three large water plants will be constructed at a cost of mission has authorized the sale of $100,000 of first mortgage
$1,000,000. The power plants will aggregate a total of 5 per cent bonds at not less than 75 per cent to defray the
75,000 hp. cost of building the plant.
 614 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 12
of Maryland, Virginia, North Carolina, part of West Vir
Manufactures and Supplies ginia and the District of Columbia. Associated with S. M.
Conant is C. L. Ball, both of whom are well known in this
ROLLING STOCK territory.
U. S. Metal & Manufacturing Company, New York, N. Y.,
Brantford (Ont.) Municipal Railway expects to purchase has appointed Walter H. Evans of Chicago as Western
one snow sweeper. railroad department manager. Mr. Evans was recently
Port Arthur (Ont.) Municipal Railway is building a com manager of the motor gear department of the Edgar Allen
bination snow plow and broom in its shops. American Manganese Steel Company, Chicago, and previous
United Traction Company, Albany, N. Y., expects to issue to his connection with this company was connected with
very shortly specifications for fifteen new cars. several electric and steam roads in the capacities of master
Springfield (Mass.) Street Railway has ordered one pre mechanic and superintendent of motive power. Mr. Evans
payment car from the Wason Manufacturing Company. will make his headquarters in the McCormick Building,
Charleston (W. Va.) Interurban Railroad expects to pur Chicago, 111.
chase within the next thirty days one 45-ft. express and Westinghouse Electric Export Company at a meeting of
freight car. its board of directors in New York on July 28 elected the
Havana Central Railroad, Havana, Cuba, has ordered an following officers: President, E. M. Herr; vice-president,
additional 60-ton electric locomotive from the General Elec L. A. Osborne; vice-president, Calvert Townley; managing
director, Maurice Coster; secretary, J. C. Bennett; treas
tric Company. urer, H. D. Shute; auditor, F. E. Craig; assistant secretary
Lincoln (Neb.) Traction Company, Lincoln, Neb., has pur and assistant treasurer, W. H. Jones. In addition the presi
chased one single truck snow plow from the McGuire-Cum- dent announces the appointment of the following officers:
mings Manufacturing Company. Manager, E. D. Mills; European manager, E. R. Ellis; as
Cassville & Western Railroad, Cassville, Mo., expects to sistant export manager, H. F. Griffith.
purchase within the next few months a passenger and bag Monarch Refillable Fuse Company, Buffalo, N. Y., has pur
gage car and possibly an electric locomotive. chased 150 ft. of frontage on Leslie Avenue, running north
San Francisco-Oakland Terminal Railways, Oakland, Cal., from East Ferry, Buffalo, for the construction of a new fac
is working on specifications for twelve new cars for its Key tory, which includes a new experimental laboratory for the
Route. The date on which bids will be called has not yet electrical devices which this company will manufacture. The
been decided, but probably will be about Oct. 1. The cars new factory will not only give the company ample space for
are to be of the pay-as-you-enter type with side entrance taking care of the greatly increased refillable fuse business,
and low step. but will also give enough space to install its new machinery
Cleveland (Ohio) Railway Company has ordered from the and equipment to manufacture, under recent patents issued
G. C. Kuhlman Car Company eighty new cars of the front- to the vice-president of the company, the new Monarch
entrance, center-exit type, equipped with Westinghouse mo soldering iron.
tors. The cars are duplicates of the fifty cars recently pur Esterline Company, Indianapolis, Ind., manufacturer of
chased. This company is also rebuilding fifty cars which "Golden Glow" headlights, has secured a complete equipment
have front and rear platforms, into the front-entrance, cen order from the Chicago, Lake Shore & South Bend Railway,
ter-exit type. The new and the rebuilt cars, together with Michigan City, Ind. These headlights are of the recessed
those now in service, will make a total of 180 cars of the dash interurban type with flange which enables them to be
front-entrance, center-exit type operated by this company. mounted in the present headlight cases on the hood of these
cars, without making any construction change whatsoever.
TRADE NOTES They will use 6-volt, 18-amp. Mogul base concentrated fila
M. H. Hovey, Consulting Signal Engineer, has changed his ment bulbs, which in test enable observers to see a man on
address to 119 West Main Street, Madison, Wis. the track at a distance of from 950 to 1100 ft. and pick up
Pyrene Manufacturing Company, New York, N. Y., has signal and whistle posts at a distance of nearly one-half mile.
received a gold medal award at the International Exposition S. K. F. Bail-Bearing Company of Hartford, Conn., with
at San Francisco. a capitalization of $2,000,000, was incorporated on Sept. 4
Arthur E. Duclos has been made representative in charge for the manufacture and sale of ball bearings. The S. K. F.
of the new Chicago office of the Standard Woven Fabric ball bearing has been handled in this country since 1910 by
Company, 327 South La Salle Street, Chicago, 111. the American S. K. F. Ball Bearing Company, a selling or
ganization for the Aktiebolaget Svenska Kullagerfabriken,
E. R. Mason Company, Inc., New York, N. Y., announces Gothenburg, Sweden. An 8-acre site has been secured in
that it is no longer acting as Eastern sales representative Hartford and the erection of the first building will be shortly
for the Hunter Illuminated Car Sign Company, Flush begun. It is intended to start the plant with about 300 men
ing, N. Y. who will be able to produce only a part of the bearings sold
American Steel & Wire Company, Chicago, 111., has been in this country, the remainder for a time being imported.
awarded a Grand Prize by the Panama-Pacific International The Swedish factory has grown since 1907, when 100 men
Exposition for the superiority of its products and the high were employed, until at present 3000 are employed in the
character of its exhibit. home factory exclusive of employees in European branches.
F. B. Cutter Company, 50 Church Street, New York, an The special Swedish crucible steel, known as S. K. F. steel,
nounces that it has been appointed exclusive selling agent used by the parent concern, will be imported for use in the
for the many double and single truck open and closed cars American-made bearings. The parent concern is placing
recently retired from service by the Third Avenue Railway, its experience, special machines and all manufacturing fa
New York, N. Y. F. B. Cutter, general manager, was for cilities at the disposal of the American company.
merly with the General Electric Company and has been for a NEW PUBLICATION
number of years engaged in the machinery business.
The Railway Library, 1914.—Compiled and Edited by
Western Electric Company, New York, N. Y., has received Slason Thompson. Bureau of Railway News and Statis
an order from the Ogden, Logan & Idaho Railway, Ogden, tics, Chicago, 111. 370 pages. Cloth, $1.
Utah, for one complete train-dispatching system, including This volume contains the sixth series of addresses and
thirty way-station equipments, dispatcher's outfit and at papers on railroad subjects, delivered or published during
tendant telephone sets and material. The railway company 1914. The articles cover such topics as valuation, taxa
feels that the new system will solve its dispatching prob tion, railway mail pay, government ownership, and the
lems and serve to increase its transportation facilities. like. Considerable space is devoted to the part railroads
Roller-Smith Company, New York, N. Y., has added to its are playing in the present European war. The concluding
list of agents the Conant Electric Company, Equitable section consists of the annual report of the Bureau of Rail
Building, Baltimore, Md. The Conant Electric Company way News and Statistics, in which is presented the latest
will handle Roller-Smith instruments and circuit breakers financial and statistical information in regard to American
and Columbia meters in the territory comprising the States and foreign railroads.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY, SEPTEMBER 25, 1915 No. 13

SAVINGS The latest report of the Norfolk & STANDARDIZA- The communication by N. W.
OF ELEC- Western Railway is conspicuous TION IN CAR Storer on the subject of low-priced
TRIFICATION for its statement in regard to the DESIGN rolling stock, which appears else
advantages that have accrued from the company's re where in this issue, as well as the recently-published
cently-completed electrification of its coal-gathering letter of Ernest Gonzenbach, are notable contributions
division in the famous Pocahontas region of the Alle- to a matter that ought to be of gravest interest to the
ghenies. In this President Johnson says that the traffic electric railway industry. Both of our correspondents
results already obtained from the substitution of elec are in accord on the main point at issue, and this is
tricity for steam "indicate that the capacity of the line that standardization in car design is a reasonable possi
has been doubled and that the operating cost per ton- bility and would be highly profitable. Their differences
mile will be materially reduced." Inasmuch as the cost are on the reasons that have prevented the introduction
of the electrification, including the period of trial opera of standards and may, perhaps, be caused to some extent
tion, was $3,100,000 and the electrified route mileage by their different viewpoints. Be that as it may,
29.5, it is evident that these remarkable savings have electric railway car design is paying a daily penalty for
been brought about through an expenditure of but its practical barrenness of standards, and with all the
$100,000 per mile. This route, it should be remembered, advantages of close organization which the industry
includes a great number of colliery sidings, passing possesses, this is rather a serious indictment. Of
tracks and yards which make the cost per track-mile course, the adoption of standards does not mean that a
something like $30,000. This is a truly negligible ex single complete design with fixed over-all dimensions
penditure for doubling the capacity of a line through must be agreed on and adhered to until the end of time.
mountain country, especially when the same expendi In fact, as was pointed out in the Electric Railway
ture reduces operating expenses. Journal for Sept. 12 and Oct. 31, 1914, there are many
details, such as side-post spacing, roof contours and the
STARTING That the high starting resistance like, which need little more than official action for their
RESISTANCE OF of railway cars is negligible in standardization.
ELECTRIC CARS its effect on energy consumption
has apparently been pretty thoroughly demonstrated, a THE As a complement to the convention
very comprehensive review of this phase of the sub CONVENTION issue of the Electric Railway
ject having been published in a recent communication PROCEEDINGS Journal which formed the sec
signed by F. E. Wynne. The circumstances leading to ond section of last week's issue, a convention report
this condition might be outlined by citing the fact that number will be mailed on Oct. 9. This will be the first
the change from a state of rest to one of motion which full report of the convention proceedings available, and
occurs when a street-car controller is moved to the first it will contain even an account of the exercises held in
notch is, for all practical purposes, made instantane connection with the presentation of a commemorative
ously, and as time plays an equal part with force in the plaque by the exposition company to the association on
measurement of energy it is safe to neglect considera Friday afternoon, Eastern time. The discussion will
tion of the friction of rest in so far as it affects the heat necessarily all be sent by telegraph, the two sections of
ing and the energy consumption of street car motors. the editorial staff working in synchronism at the ends
However, as Mr. Wynne points out, there are certain of the line. This will be no new experience for the
cases wherein more data regarding starting resistance editors, as each week's news is printed as received nearly
are greatly desired. One of these is where the motors up to mailing time. In the meantime Secretary Burritt
are loaded up to the limit of their starting torque, as for has sent out a large assortment of reports and papers
example, in starting a freight train on a grade. An enabling the unfortunate ones who cannot attend the
other is that very little information is available in re convention to digest them and to prepare written con
gard to the apparent great increase of the starting re tributions to the discussion. It is especially important
sistance of motor cars over that of trail cars, either this year that such contributions be sent to the con
freight or passenger. Professor Ewing's tests on one vention, as many of those who usually participate ac
particular car, published in the issue of Aug. 14, indi tively in verbal discussion cannot be present. Such
cated the increase to be more than 100 per cent, and if unsolicited communications are the surest indication of
this is to be the general rule more evidence regarding vital and unselfish interest in the association of which
the fact and the reasons for it would be well worth the convention is such an important element. There is
digging out. still time to send written discussions.
 616 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13
THE IDEAL The outline specification for an appreciation of what has been accomplished in Philadel
ELECTRIC ideal electric locomotive, which phia. If "overhead" can be kept in place and insulated
LOCOMOTIVE was included by E. H. McHenry under these conditions it can be kept so anywhere.
in his paper before the International Engineering Con While a very light electric service is to be furnished for
gress this week, supplies much food for thought. This the present the overhead for the entire terminal is com
is not only because of its suggestions as to the immi pleted so that it will be a comparatively simple matter
nence of a widening of the speed range at rating for to extend it. For this reason and also because the
electric engines and of a system for multiple-unit con present construction is the result of exhaustive experi
trol for freight trains, but also because of the timely ments superimposed on the accumulated experience from
emphasis that is laid upon the necessity for reducing other electrifications we regard the Philadelphia elec
track loads. Mr. McHenry proposes to limit the weight trification as far more significant than the present
on each driving axle to 20 tons, although maintaining extent of the service would indicate.
a tractive effort of 10,800 lb., and in so far as the latter
figure is concerned it is within easy reach to-day be THE LONDON TRAFFIC SITUATION
cause this proportion of weight and power has been The urban transportation system in London, England,
practically equalled already. With regard to the pro is one of the most interesting that there is for a num
posed weight limit per axle it would seem that this is ber of reasons. One is on account of the magnitude of
a problem solely of mechanical design which ought to the problems in the world's largest city. Another is
be met without difficulty. Certainly there is every rea that owing to the clay foundations and liberal parlia
son for its establishment, as there is no question but mentary enactments, the construction of underground
that the strength of the roadway has by no means kept railways is comparatively inexpensive, and, in conse
pace with the loads that have been placed upon it by the quence, the city has more miles of underground roads
monster rolling equipments of the past few years. The than any other. A third reason is the great develop
rail, indeed, bids fair to-day to constitute an effective ment of motor-bus transportation, and its sharp compe
obstacle to further growth in rolling stock design, and tition with tramway service. Another is the fact that
as the electric locomotive can successfully surmount this several of the trunk-line railroads entering London
by reducing wheel loads it would seem only logical to divert their suburban trains or part of them from the
establish weight limits now and thus take at least one regular terminal stations and send them into the city
step toward the ideal machine that Mr. McHenry through the rapid transit underground railways. They
describes. thus relieve these stations from the large commuter
traffic and use the rapid transit system for distribution
THE P. R. R. PHILADELPHIA ELECTRIFICATION just as several of the outlying electric lines near Chicago
The unobtrusive manner in which electric operation use the elevated system in that city as a terminal and
has been inaugurated in suburban service on the main as the Arnold commission recommended in the case of
line of the Pennsylvania Railroad out of the Philadel the steam roads in that city. Still another reason why
phia terminal is characteristic of the gradual nature of the London traffic situation is interesting to American
the electrifications of the future. The railroad operat readers is because Sir Albert Stanley, managing director
ing department realizes the change when electric are of the London Underground Electric Railways Com
substituted for steam locomotives, or multiple-unit pany, Ltd., and of a large proportion of the other trans
trains are added to the equipment, and the engineers portation systems, spent many years in this country as
of the country are interested to note the passing of a transportation manager. It is the problems connected
another milestone on the path of progress, but other with these systems which Sir Albert discusses in a paper
wise the event attracts little attention. The travelers presented at the International Engineering Congress at
directly benefited appreciate the freedom from smoke San Francisco this week.
and dust, but one trip accustoms them to the new con The recommendations made in Sir Albert's paper
ditions. The general public is as little concerned with are of interest to American as well as to British readers.
the Philadelphia electrification as it is with many an Without going into the financial and legal aspects of
other great but non-sensational event in industrial the situation deeply it might be said that not only is
progress. The Pennsylvania Railroad has been fortunate the ownership of the traffic facilities in diverse hands
in not being subject to external pressure in electrifying but their regulation by the authorities is similarly
so that time could be taken to eliminate the defects in diverse. Parliament, the Board of Trade, the County
the equipment before beginning full operation. There Council, the authorities of the municipal and suburban
has, therefore, been no haste in the work and even yet districts, the chief commissioner of police of the Metro
but a single train is running. That this is wise is evi politan area, and the abutting property owners or
dent from an inspection of the overhead construction in "frontagers" on a proposed route, each have something
the yard where a bewildering network of contact, mes to say or some veto power in regard to the construction
senger and span wires was necessary to electrify the or operation of one or more of the three principal means
numerous tracks, cross-overs and switches. of transit, namely, railroad, tramway and bus. The
When one realizes that not only must the contact necessary solution, in Sir Albert's opinion, is the estab
wires be held in place but they must be insulated for lishment of an independent traffic board with jurisdic
11,000 volts with a liberal factor of safety he gains an tion over all of the means of transit with power to act,
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 617

as was recommended by the Royal Commission on Lon regarded by the commission as evidences of careful
don Traffic in 1907. It is interesting to remember that management. Few cases before the board have afforded
this recommendation of the Royal Commission was so little ground for adverse criticism of methods of
based largely upon a study of American conditions of handling the property, and the clearly demonstrated
State regulation, especially in Massachusetts and New inability of the company materially to increase its net
York, where large powers had been given to the Transit earnings by further reduction in expenses was no mean
Commission in Boston and the Rapid Transit Commission factor in the commission's favorable decision, based as
in New York. Finally, the paper discusses the question of it was upon a minute and extended analysis of
fares and reaches the conclusion that with the low fares operations.
now charged on the London transit systems, and seem It is noteworthy that under the new rates the cash
ingly necessary owing to the British system of coinage, fare over the main line from Fairhaven to Monument
an expansion of traffic is imperative. This, however, is Beach will be 48 cents, or 2.18 cents per mile, and that
not out of the question, as a comparison of the rides with the tickets to be sold at twenty for $1, this rate per
per capita in Greater London, at present 271, with those mile becomes 1.8 cents. On the route from Middleboro
in Greater Berlin, 293, and those in Greater New York, to Monument Beach the cash fare will now yield 1.69
338, shows. To pay 4 per cent on the capital now in cents and the ticket rate 1.41 cents per mile. The com
vested in the London urban railways, that is, to realize mission allowed a main-line rate of 1.67 cents per mile
a net earning value of £1,390,000 more, after allowing in the recent Blue Hill Street Railway case and 1.75
for increase in expenses, requires an additional thirty- cents on the Norfolk & Bristol road. It has been pretty
six rides per capita at the present average receipts well exploded now that a rate of 1 cent per mile or even
per passenger, and this, under the circumstances, does of 1.25 cents will meet the financial needs of a carefully
not seem impossible. managed road of the rural and semi-interurban type
such as the New Bedford & Onset and many other
THE NEW BEDFORD & ONSET FARE INCREASE lines in Massachusetts, and after all, the per mile rates
The fare increase granted by the Massachusetts Pub mentioned are fairly low in comparison with the cost
lic Service Commission to the New Bedford & Onset of transportation by other agencies. The commission
Street Railway in a decision abstracted elsewhere in wisely refuses to carry the per mile comparison too far,
this issue is another gratifying indication that the right however, in view of the difficulties of harmonizing the
of capital to a reasonable return is receiving important differing zone lengths on the so-called main line and
and continued official acknowledgment. Here was a Middleboro branch, and in its conclusions properly
solvent property unable even with unusually skillful treats the road as a complete entity.
and economical management to earn more than a meager Time will be required to show the effect of a 6-cent
return upon the investment, amounting in fact to only fare unit on the traffic in the New Bedford & Onset
3 per cent in declared dividends on four occasions in territory, as in other cases. It is hoped that about
the company's history of fourteen years. With about $20,000 more revenue per year will result from the
44 miles of single track and a permanent tributary changes in rates, but the commission points out that if
population of 20,366, the road has been conducted on a due provision is made for depreciation, the company
self-supporting basis but has been unable to set aside a can hardly realize a 6 per cent return on its investment
sufficient depreciation fund from earnings or to afford even if the falling off in traffic as a result of the 6-cent
more than a pittance of reward to those who put their unit is small. The probabilities are that in no great
money into the property. In fact, the owners have length of time the communities affected will respond
waited ten years after the last increase in rates for to the increased rate without more than a temporary
traffic to develop to the volume requisite to compensate lack of patronage. Certainly the large summer popu
their faith in the enterprise. lation served in the Buzzards Bay district is unlikely
Readers of the abstracted decision cannot but be im to balk at the change in view of the thoroughness with
pressed with the remarkably clean bill of health which \.hich its necessity has been set forth by the commis
the commission gave the management in its thorough sion, and the sale of tickets on the reasonable terms
inquiry into the handling of the property from its in offered is sure to commend itself to both regular and
ception to the end of the 1915 fiscal year. Running summer patrons, although the nroportion of cash fare
through the finding one notes the constant efforts of the passengers will doubtless decrease, at least temporarily,
management to control expenditures and to increase following the inauguration of the new rate.
revenue by every legitimate means. The company's Space will not permit further discussion of the case
new arrangements for power supply from the New Bed other than the remark that it called for a valuation by
ford (Mass.) central station company, with provision the commission's engineering staff, in view of the
lor the resale of energy above its own requirements to acquisition of a part of the property in past years on
the Marion Gas Company are a bit unusual in their terms resulting from a receivership on that section
economic advantages. These and the policy of having of the system. The engineering and accounting studies
car painting done and of purchasing supplies econom made by the commission in these fare cases are valuable
ically at the shops of the Union Street Railway in New features of the proceedings, and throw not a little
Bedford and the advantageous traffic arrangements and light upon the standards of technical administration
executive direction common to the two companies were which the board views with favor.
 618 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

The Portland & Lewiston Interurban

This 40-Mile Line, Which Has Recently Been Put in Operation in Maine, Was Built Without the Issue of a
Single Bond or Share of Stock

A year ago on July 2 a new high-speed electric line plates are used throughout. Eight reinforced-concrete
was opened for service between the cities of Portland bridges were built for the road, the largest being 200
and Lewiston, Me., by the Portland & Lewiston In ft. long, over the Presumpscott River. Two of the
terurban. The road is single track, occupying a other bridges are 100 ft. long each. They were de
private right-of-way about 30 miles in length and 50 signed by Fred T. Ley & Company of Springfield, Mass.,
ft. wide, its terminal connections covering 5 miles more who also supervised their erection. All cattle passes on
in the cities of Portland, Auburn and Lewiston. The the road are of reinforced concrete, the pass being
road was built without the issuance of a single bond or fenced by wire close to the top of the fill.
share of stock by Messrs. Libbey and Dingley of Lewis-
ton, about four years being required for completion. Power Supply
Work was carried on only during the open season, with The power supply for the cars is 650 volts direct cur
suspension of construction operations during the win rent, distributed from three rotary converter substa
ter. The road provides an air-line route between its tions, located at Danville, Gray and West Falmouth.
terminals and offers the public a schedule of one hour The generating plant is located at Deer Rips, on the
and fifteen minutes with ten stops over the 35 miles Androscoggin River, and is supplemented by a steam
between Monument Square, Portland, and Lisbon turbine auxiliary station in Lewiston, both of these
Street, Lewiston, compared with a running time of installations belonging to the electric service company
three and one-half hours via the Portland-Brunswick of Lewiston and Auburn, which is owned and operated
trolley route. The running time between terminals in by the Androscoggin Electric Company. From Lewiston
the center of each town is about the same as that of to Danville substation, a 10,000-volt, 60-cycle, three-
the Maine Central Railroad, and the fare on the new phase line of No. 1 copper is used on account of the
interurban is 75 cents, compared with 90 cents on the desirability of transmitting current at moderate volt
steam road. age through Lewiston and Auburn, which occupy oppo
site shores of the Androscoggin River. At the Danville
RIGHT-OF-WAY substation the pressure is raised to 33,000 volts for
The track is of 70-lb. open-hearth T-rails laid in transmission to Gray and West Falmouth, this line also
33-ft. lengths with staggered joints and twin terminal
copper bonds of American Steel & Wire Company's
make. The company uses Duquesne joints, and the
ties are of chestnut, 8 ft. 6 in. long, 6 in. x 8 in. in
cross-section and laid 24 in. apart on centers. The con
ductivity of the bonds is equivalent to 2 ft. of rail.
Gravel ballast was used throughout the private right-
of-way. About 1 mile of the company's own line is
located on the highway. The maximum grade is 4 per
cent and the sharpest curve is 780 ft. in radius. Tie

PORTLAND & LEWISTON—DANVILLE SUBSTATION

PORTLAND & LEWISTON—COMBINED PASSENGER STATION PORTLAND & LEWISTON—INTERIOR VIEW OF DANVILLE
AND SUBSTATION AT GRAY SUBSTATION
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 619

Lightning Arrears
oooo Step-up -3
Transformer!
Step Down
Transformers

□
Starting Panel Switchboard
IO
Jo
Botary Converter IO

PORTLAND & LEWISTON—GENERAL ARRANGEMENT OF

DANVILLE SUBSTATION
Sltetrie JipiJoumal
being a three-phase installation with No. 2 copper con
ductors mounted on pintype insulators and supported PORTLAND & LEWISTON—ROUTE OF RAILWAY WITH
on 40-ft. chestnut poles. The 33,000-volt conductors CONNECTING LINES
are installed in a 42-in. equilateral triangle and the
10,000-volt line conductors have a 24-in. spacing. The pitched toward the rear, and the floor is of concrete.
transmission poles are set 6 ft. deep and are separate The 10,000-volt line from Lewiston enters the substa
from the poles carrying the trolley brackets. No tion on the north side, passing through choke coils and
ground wire is installed. The high-tension lines loop terminating on horizontal buses carried on a pipe frame
through the intermediate substations. at the rear of the operating room. Taps are taken
The Danville substation contains a 300-kw. rotary from these buses through disconnecting switches to
converter, three 100-kw. step-down transformers and automatic oil switches, one set being provided for each
three 200-kva. step-up transformers feeding the high- transformer bank. From the transformer secondaries
tension line, with the usual oil switches and lightning in one bank leads are run under the floor in conduit to
arrester equipment. The apparatus is housed in a brick the rotary, low-voltage switching connections being pro
building 27 ft. x 40 ft. in plan, with a single operating vided on a rotary starting panel near the main switch
room 20 ft. high. The roof is of mill construction, board. The other transformer secondary connections

PORTLAND & LEWISTON—CATENARY TROLLEY ON CURVE PORTLAND & LEWISTON—TYPICAL TANGENT TRACK
 620 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13
lead out of doors to the southbound 33,000-volt line, rotary and three 100-kw. step-down transformers. Gen
electrolytic lightning arresters being mounted on the eral Electric equipment is used throughout. The Gray
floor of the substation on the south side of the operat substation is 8 miles from that at Danville and the
ing room. Horn-gap arrester connections are made West Falmouth substation is 7Y2 miles south of Gray.
outside the building, and the outgoing high-tension
lines are hooded as they pass through the wall and Overhead Construction
attached to insulators on a cross-bar before being car The trolley is installed with catenary suspension.
ried to the ordinary line poles, to insure increased me To save line material the messenger wire is a No. 0000
chanical stability. The second high-tension line shown copper conductor used as a feeder, the trolley, which is
in one of the illustrations is a power and lighting cir also of No. 0000 size, being attached to it by sherard-
cuit having no connection with the railway service. ized steel hangers 30 ft. apart. The trolley poles are
The main switchboard in the Danville substation con 30 ft. long and are of chestnut, the spacing being 120
sists of three panels. One of these is devoted to the ft. Bracket suspension is employed, the messenger
direct-current side of the rotary converter and contains wire being laid upon porcelain insulators attached to
the usual equipment of a railway feeder panel. The 3-in. I-beams 8 ft. long, the bracket being stiffened by
others carry the oil switch handles, overload relays and a %-in. steel tie rod clamped to the pole. On curves a
ammeters required in handling the 10,000-volt circuits pull-off rod is used between the trolley and the bracket,
within the building, no oil switches being provided on as illustrated in one of the cuts. The use of a combina
the high-tension sides of the transformers feeding the tion feeder-messenger wire saved the purchase and
line leading to the Gray and West Falmouth substa installation of a steel messenger, feeder insulated cov
tions, although disconnecting switches are installed ering, cross-arms, brackets, tie wires and insulators.
with the substation, and at the other substations this A private telephone line is carried on the trolley poles,
line may be cut open by oil switches. Electrolytic light and each car carries a portable Western Electric tele
ning arresters are also provided for the incoming 10,- phone set with jointed contact rod permitting the crew
000-volt line at Danville. The rotary is started on 320 to communicate with headquarters at all times. The
volts. The 10,000-volt oil switches are mounted in con brackets are equipped at their outer ends with hooks to
crete cells occupying a total space of 5 ft. x 3 ft. 4 in. hold the messenger wire on the arms in case of a
x 8 ft. 6 in., a clearance of 31 in. being allowed between broken insulator. Six d.c. lightning arresters are in
the wall and the switch cells on the east side of the stalled per mile.
substation. Short levers connect the oil switch handles
on the front of the main board with the cells, as shown Cars and Equipment
in the interior view. The substation is lighted by twenty Eight passenger cars are at present owned by the
16-cp. lamps mounted along the wall 10 ft. above the company. These are of the double-truck, solid vestibule
floor. Each of the other substations contains a 300-kw. type; two were built by the Wason Manufacturing
Company and six by the Laconia Car Company. The
over-all length is 46 ft. and the width outside 8 ft. 8%
in. The cars are of the semi-convertible type and are
divided into two compartments in addition to the vesti
bules, one compartment being assigned to smokers and
the other to passengers in general. The main compart
ment, 30 ft. long, contains twenty 19-in. x 31-in. green
plush cross-seats and two 18-in. x 32-in. end seats of
the longitudinal type. The smoking compartment,
which is 6 ft. long, contains two longitudinal leather-
covered seats 18 in. wide. The center aisle is 24 in.
wide between cross-seats, while the aisle in the smoking
compartment is 4 ft. 10 in. wide. Interlocking rubber
tiling is used, and the cars are finished in mahogany,
with leaded glass windows and monitor type roof.
The vestibules are each 4 ft. 6 in. long and 3 ft. 4 in.
wide. Each is provided with two sets of Pullman type
steps with trapdoors in the floor, three steps being pro
vided in each case. The steps are each 10 in. wide.
The bottom step is 22 in. above the rail, each of the
risers being 10 in. high. The windows are designed to
slide vertically into monitor pockets, no sill pockets
being provided. Heywood reversible seats are used,
and the cars are fitted with baggage racks. The smok
ing and main compartments are separated by a bulk
head having a central sliding door with ribbed glass
panels. The end of each seat is provided with a leather
ticket holder, eight holders also being attached to the
inside sheathing, with four more in the smoking com
partment above the seats.
The car lighting is accomplished by two 60-watt
lamps in each vestibule hood above the steps, three
lamps of this size in the smoking compartment and six
teen in the main compartment. The last-named are
installed in three parallel rows.
Each car is equipped with four Westinghouse 304,
90-hp. motors, with type HL automatic air multiple-
PORTLAND & LEWISTON—END OF CAR SHOWING DOOR IN unit control, Westinghouse straight-air brakes and
VESTIBULE Baldwin and Brill trucks. The total weight of the car
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 621

is 34 tons, and the motors are geared to a maximum car

speed of 59 m.p.h. on the level. The wheels are of cold-
rolled steel, 36 in. in diameter, with a standard M.C.B.
flange and a 3'2-in. tread. Each car is provided with
two trolleys for double-end operation. Consolidated car
heaters, Crouse-Hinds luminous arc headlights, and
Westinghouse 15-B master controllers. In the front of
each vestibule is a small door with a latch which can
be opened from the outside only, to facilitate operating
cars in trains.
Two brick carhouses, each 210 ft. x 75 ft., have been
built at Portland and Lewiston for the use of the inter-
urban. Each has four tracks with one inspection pit
and concrete floors, and car-washing facilities.
There are no 5-cent fares on the interurban line and
at present a two-hour schedule is being maintained.
The schedule of fares is as follows from Lewiston:
Littlefields, 10 cents ; Danville Junction, 20 cents ; Upper
Gloucester, 25 cents ; Lower Gloucester, 30 cents ; North
Gray, 40 cents; Gray, 45 cents; West Cumberland, 60
cents; West Falmouth, 65 cents; Deering Junction, 70
cents; Portland, 75 cents. In the month of July, 1914, BOSTON BASEBALL TRAFFIC—CARS AT "BRAVES' FIELD" ON
the company carried 20,000 passengers. The population OPENING DAY
of the three terminal cities is 106,000.
The officers of the company are: President, William screen fence 10 ft. high and on the other by a concrete
T. Cobb of Rockland; general manager, Fred D. Gordon wall 12 ft. high and 6 in. thick. This area is utilized
of Lewiston. as a loading space and it contains two tracks capable
of berthing about twenty cars of the semi-convertible,
Handling Traffic at Largest Baseball Park double-truck type.
Patrons of the game who desire to leave the park by
trolley walk down one of the ramps to a prepayment
Arrangements Made by the Boston Elevated Railway to station where change is made and then drop their fares
Accommodate the Immense Crowds Which Will
directly into motor-driven International registering
Visit This Stadium
fare boxes which are located upon the platform, where
What is said to be the largest baseball park in the cars are in waiting. Ten of these fare boxes are in
world was opened for business on Aug. 18 at Boston, service, and for the two prepayment stations there are
Mass. On this occasion there was an attendance of al six change windows, besides three more at other points
most 50,000 fans. The park, which is locally known as along the platform. The leads for each fare box motor
"Braves' Field," has been provided with transportation are run in conduit under the platform and are brought
facilities consisting of a loop surface track that extends out at the box through a T-shaped fitting in one of the
into the property from the Commonwealth Avenue line adjoining pipe standards. The prepayment stations are
of the Boston Elevated Railway, and that company has attractive semi-octagonal structures of concrete, 4 ft.
arranged for the rapid handling of short-headway serv 10 in. x 9 ft. 2 in. x 8 ft. in dimensions, with red tiled
ice, as illustrated in the accompanying views. Just roofs. Incandescent lamps of 23 watt rating are in
outside the ball park proper and parallel to ramps lead stalled in porcelain reflectors above the change win
ing from the grandstand is an inclosed area about 600 dows for use in games that last until the late afternoon
ft. long and 50 ft. wide, bordered on one side by a wire in the spring or fall.

BOSTON BASEBALL TRAFFIC—VIEW OF PREPAYMENT STATION AND BOOTH

 622 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

International Engineering Congress at

San Francisco

Traction in Its Broad Engineering Aspects Was Discussed at the Engineering Congress This Week by Sir Albert
Stanley, E. H. McHenry, W. Barclay Parsons, Arnold Stucki, George H. Pegram,
Prof. A. F. Ganz and Other Eminent Engineers

The International Engineering Congress of 1915 was problems of the city's traffic as being the isolation and
held in San Francisco from Sept. 20 to Sept. 25. Par lack of correlation between the urban and trunk-line
tial summaries of the program were given in the issues railway systems, the conflict between the tramways and
of the Electric Railway Journal for Aug. 21, page the motor buses, and the exposed position of the motor
329, and Aug. 28, page 342. The congress was held buses together with the conditions that would be at
under the joint auspices of the American Society of tached to a franchise if one was obtained for them. To
Civil Engineers, the American Society of Mechanical solve these problems the Underground Electric Com
Engineers, the American Institute of Mining Engineers pany of London has undertaken to bring a number of
and the American Institute of Electrical Engineers. the different facilities under a single control, and to
The proceedings of the congress will be issued in twelve day it is responsible for the operation of 61 route-miles
volumes, to two of which each member is entitled, the of electric urban railway, 123 route-miles of tramway,
index volume and any other one. and practically all the motor buses of London.
The following abstracts cover some of the papers on Data regarding the volume of London traffic in 1913
topics related most closely to the electric railway field. were cited both in relation to the traffic facilities and in
relation to the population, the total being divided almost
equally between the railways, tramways and the motor
LONDON TRAFFIC IN 1913 buses and the average number of journeys per head of
In this paper Sir Albert Stanley, London, England, the population working out at 271 per annum. Fluctua
gave a resum6 of traffic conditions and traffic facilities tions in the volume of traffic were also discussed, sea
in that city. He outlined first the geographical condi sonal variations being said to be not of major impor
tions existing in London, which is composed of a cen tance but the fluctuations in the course of the day being
tral core with a small permanent population but sur extreme. The latter are accentuated because of the
rounded by the Administrative County of London with an workman's tickets at a reduced fare which is estab
area of 112 square miles and a population density of lished by law on the railways and tramways, these giving
sixty persons per acre. Around the County of London a morning peak of extraordinary severity which is es
lies a further ring known as Greater London with an caped altogether by the motor buses.
area of 576 square miles and a density of population ap With regard to the improvements in railway capacity,
proximating seven and one-half persons per acre. Beyond the introduction of electric traction and automatic sig
this is a population clustering around the stations of naling was covered briefly, together with the results of
the railways running out from London, yet looking to an elimination of grade crossings at junctions which
ward London for its interests. This is known as the had been undertaken about the year 1910. The problem
outer suburban ring. It has an area of 2115 square of the rush hours, however, was not acute owing to the
miles with a density of population of less than one per numerous lines of approach, and the author saw no
son to the acre. reason to anticipate that density of traffic would ever
The author then discussed the traffic facilities, which become a critical factor in London.
include railroads, both underground and main-line, The fare problem in London was discussed at con
tramway or street car systems, and omnibus lines. The siderable length, the traffic being classified and dis
underground lines serve the central core of the city and tributed according to the rate of charge. This showed
London County, there being 180 stations in all with only that there is no "fares system" in London at the present
thirty-three that lie outside the County. There are nine time. On the motor buses more than 99 per cent of the
main-line or trunk railroads, which serve the whole city, traffic is carried on a straight ordinary fare, the aver
including the outer suburban ring, with a total of 574 age receipt being 2.66 cents per passenger. On the
stations. The terminals of all of these railroads are tramways there are the workmen's reduced fares and
detached and, with the exception of Charing Cross, are the ordinary traffic corresponding to that of the motor
not located at a really immediate traffic center. buses, the former being almost 10 per cent of the
The tramways are practically excluded from the cen whole. Variable fares are the rule, the average receipt
tral area for reasons of convenience based on the unsuit- approximating 2 cents per passenger. On the railways
ability of the narrow thoroughfares, but in the County there are three distinct classes of passengers, namely,
of London 145 miles of tramway are operated. Outside the statutory workman's traffic, a commuter traffic trav
of London County there are 201 miles of tramway eling on special tickets and the ordinary traffic, the
which have 2780 cars. None of these lines enter the latter covering 76 per cent of the whole. The average
City of London and the interurban railway is unknown. receipt of the whole traffic on the underground line of
The motor-bus industry has spread a network of routes the London Electric Railway alone was 3.36 cents per
all over the area covered by Greater London and to passenger. The key to the fare situation of London is
parts beyond in the outer suburban districts. The num the rate of charge for ordinary passengers, as the fares
ber of buses owned approximates 3500. charged to workmen and other classes are placed in
With regard to the control and regulation of London relation to the fare of the ordinary passenger.
traffic the author discussed at length the procedure in In the discussion of the subject the author took up
volved in the construction of the railways and the tram the factors affecting the amount of the ordinary fare,
ways and in the licensing of motor buses. He outlined the existing system of coinage in relation to fares, and
Also the consequences of the unco-ordinated character the cost of operation per passenger. The existing scale
 September 25, 1915] ■. ELECTRIC RAILWAY JOURNAL 623

of fare was commented on at length. The author then The author then took up the economic conditions suit
took up the possibility of equalization of fares, speak able for the application of electric traction, covering
ing of the existing excessive differentiation between such subjects as yield on investment, train frequency
different rates of fare and upon the characteristics of a and speed, competitive conditions, multiple track levels,
good fare system. real estate and land values, track capacity, legislation,
In conclusion, comment was made upon the heavy
capitalization and low return from the traction enter Variable speed-torque control.
Electric braking and power regeneration.
prises in London, the only real remedy for this condition No reciprocating parts.
Rigid wheelbase not exceeding 8 ft.
being expansion of traffic, and to this end the policy of Number of axles Draft rigging limit
advertising for traffic had been undertaken. This had Weight on driving axle, per axle 40,000 1b.
Tractive power, 27 per cent adhesion per axle. 10,800 lb.
been generally successful, but the solution of the London Horsepower, continuous, per axle 720 hp.-864 hp.
Maximum speed, full traction rating 25-30 m.p.h.
problem could never be conclusive unless to the detailed Horsepower per ton weight on drivers 36hp.-43hp.
solution of the commercial and operating problems of Horsepower per ton of total weight 30 hp.-36 hp.
the movement of traffic there could be brought a spirit economic comparisons of steam and electric conditions,
of co-ordination and co-operation. Only in this way train mileage, helper engine service, terminal, yards and
could the development of the traffic facilities be carried tunnels, length of division, engine fuel and repairs. In
with economy, and the traffic conserved to afford oppor connection with this he cited a rule-of-thumb method
tunity for dividends on the money already sunk in their for quick approximation of conditions suitable to elec
provision. trification, to the effect that the fixed charges of an
electric installation should not exceed one-half of the
ELECTRIC MOTIVE POWER IN THE OPERATION cost of engine fuel and engine repairs under steam
OF RAILROADS operation plus 10 per cent.
In this paper E. H. McHenry, McHenry & Murray, The ratio of coal consumption of steam and electric
consulting engineers, traced the development and out engines was stated to vary in different classes and con
lined the present status of heavy electric traction. He ditions of service, but as ascertained by experience on
commented at length upon the advantages and limita the New Haven road the ratio in passenger service is
tions of electric motive power and discussed its adapta approximately 1:2, in freight service 1 : 2x/2 and in
tion to traffic requirements. switching 1 : 3. Under normal conditions the cost of
In connection with the future possibilities and tenden repairs per engine-mile will vary between one-third and
cies of electric traction he spoke of the desirability of one-half of the cost in similar service.
speed-torque control, believing that a better utilization In conclusion the author stated that there were many
of the possibilities of the electric locomotive is probable existing opportunities for capital investment in electrifi
through this means. The radical difference in the speed- cation upon a large scale which will earn from 20 per
torque characteristics of steam and electric engines in cent to 10 per cent with reasonable certainty. There is
volves the necessity for closely designing electric loco little reason to doubt a continued development and fur
motives for the service to which they will be assigned, ther expansion in the field as soon as the financial and
as they cannot be operated above the critical speed legislative conditions permit. The paper concluded with
corresponding to their horsepower rating without seri an extended bibliography on the subject.
ous reduction of capacity. Nor can their effective adhe
sion be continuously utilized at lower speed without RAILWAYS
exceeding safe temperature limits.
However, a promising opportunity is presented for This subject was discussed by W. Barclay Parsons
reducing and limiting the present rate of expenditures in most comprehensive detail, the author tracing the
incurred for maintenance of equipment and for main development of steam traction from the time of its in
tenance of way and structures by reducing axle loads of ception up to the present. Statistics covering the rail
electric locomotives. The strength of rails and tracks way track mileage in existence in the various countries
on steam railways has not kept pace with increasing of the world were submitted in tabular form by decades
wheel loads, which, if not dangerous, certainly involve from 1830 to 1910, this being supplemented by data
very costly construction standards and track mainte which included consideration of area and population
nance. While the recent development of engines of the with regard to railway mileage.
Mallet type permits lighter axle loads for equal tractive With regard to the details of operation tables were
power it is not likely that such machines will long hold submitted showing the length of line, capitalization,
the field against their electric competitors in view of equipment, revenues and expenses, number of passen
their disabilities of great weight, high machinery fric gers carried, number of tons of freight hauled, average
tion and costly repairs. number of employees, etc., for the important countries
The author considered it probable that some form of of the world, these figures also being summarized for
multiple-unit control will be developed for the opera each decade since the introduction of the railway. This
tion of freight trains. This would relieve and distribute data showed the great extent of railways in the United
the present excessive strains on draft rigging, tracks States with regard to total figures and indicating in a
and bridges. The necessity for such equipment is close most striking manner the way in which the railways
at hand in connection with similar requirements for of the United States exceed those of other countries in
electro-pneumatic brake control and the growing need the volume of their freight traffic. This superiority,
for better means of communication throughout the however, does not extend to the volume of passenger
length of great modern freight trains. traffic either in the total number of passengers carried
A set of specifications were submitted which were or in the number of passengers carried per mile of line,
considered to provide ideal characteristics for an elec but does exceed any of the other countries in regard to
tric locomotive. While these were seemingly difficult the total number of passenger-miles. Data regarding
of attainment there were no inherent difficulties in their the receipts per passenger-mile and per ton-mile were
way, and the author considered that such qualities would also submitted in detail, -these showing that the cheap
soon be forthcoming should the commercial demand for est travel is found in India and the most expensive in
them become insistent. These ideal characteristics are the United States. When the receipts from freight per
shown in the accompanying table. ton-mile are considered India, Canada, Japan and the
 624 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

United States are close competitors for the lowest spike. Cut spikes, when used with treated ties, should
charge. be driven in bored holes 7/16 in. x 4 in. but with hard
Statistical tables regarding the development of the wood untreated ties should be driven without previous
steam locomotive and the freight car were also sub boring. The present tendency is to use four-bolt joints,
mitted, including a particularly interesting curve show but six-bolt joints will ultimately prove better. In
ing the number of cars of various capacities in service either case the bolts should be made of steel with a
in the United States by years from 1902 to 1914. This high tensile strength. Anti-creepers should be used
showed a constant increase in the number of 100,000-lb. on all tracks having one-way traffic, particularly on
cars, an almost constant increase in the number of grades.
80,000-lb. cars, and a decrease in the number of 60,000- The author also advocated the use of rails of small
lb. cars since the year 1908. The 50,000-lb. and 40,000- section as these distribute the load over a poor roadbed
lb. cars have decreased steadily since 1902. The sub with less proportionate stress because of greater flexi
ject of gage for track rails both in the United States bility and because the rail can be made of better quality,
and abroad was also discussed in considerable detail. and submitted data to indicate that the performance of
Elaborate statistics for the last four decades regard heavy sections from 85 lb. to 100 lb. is not as good as
ing the number of passengers and employees killed and that of lighter sections ranging from 72 lb. to 80 lb.
injured on railroads were also included, the figures for He considered that more attention should be given by
the United States standing out with totals that, with the railroads to securing better wearing rails and that
out explanation, are appalling, the number of injured the carbon content of open-hearth rails can be increased
increasing in a much higher ratio than the increase in to from 0.72 to 0.85 inasmuch as the phosphorous con
killed. However, this does not mean that there has tents can be made considerably less than 0.04. He sug
been so great an increase in persons injured but rather gested also that it might be wise to lay rails normal to
an increase in the number of injuries reported. the coning of the wheel tread rather than normal to the
In regard to the matter of ownership and regulation axle, as at present, and thus getting more central pres
the author stated that, while there was a great diversity sure on the head.
in practice throughout the world, undoubtedly there was In general the author considered that the mills were
a steady tendency toward government ownership, or at alive to the necessity for producing better rails and that
least more rigorous government control. When rail it was in the mills that improvement must be made. The
ways were first projected in England and in the United paper concluded with brief comments on alloy steel rails
States they were regarded much as turnpike enterprises and on the composition of conductor or third-rails, a
—purely private concerns with no thought of partici carbon content of 0.15 for the latter being possible with
pation by national or local government, either as part out raising the conductivity ratio with copper above 7,
owner contributors or controlling agents. This policy, thus giving a harder, more easily handled rail.
except as to some form of government control, has been
adhered to in the United Kingdom but in no other EFFECTS OF ELECTROLYSIS ON ENGINEERING
country. There followed a statement covering the titles STRUCTURES
and powers of the various commissions in existence in This paper, which was presented by Albert F. Ganz,
the different States of this country which have juris M.E., professor of electrical engineering, Stevens Insti
diction over railways. In a discussion on taxation it tute of Technology, is an exceptionally complete treatise
was pointed out that, notwithstanding their private on the results of electrolytic action on various structures
ownership and public regulation, the railways contrib and the remedies that could be applied without making
uted to the State treasuries more than 50 per cent as extensive changes in the near-by electric distribution
much as was paid out in dividends during the year 1914, systems. With regard to the effect of electrolysis on
a ratio that has steadily increased since the year 1904. electric railway tracks and on iron or steel structures
supporting them the author stated that, in future con
TRACK AND ROADBED struction of elevated and tunnel structures, every pre
In this paper George H. Pegram, chief engineer In- caution should be taken to maintain as high a resistance
terborough Rapid Transit Company, presented in tabu between the tracks and structure as possible. Where
lar form data regarding the track construction of a desirable, connections between structure and track may
number of prominent steam and electric railways, ac be made through suitable resistance at neutral points
companying this with cross-sectional elevations of track in order to avoid excessive potential differences between
to show the various arrangements of ballast and drain track and structure. These connections, however, should
age. After briefly discussing the different designs the not under normal conditions carry substantial currents.
author took up the subject of cross-ties and fastenings Where the resistance between structure and track is
in considerable detail as they constitute the largest item low and cannot be adequately increased the most prac
of track expense and conditions affecting their use are tical way to reduce the shunting of current through the
rapidly changing. He stated that the hardwood un earth is to reduce the track voltage drop.
treated cross-tie probably makes the best track that can With regard to the effect of electrolysis on under
be devised owing to its elasticity, facility for making ground lead-covered cable systems the author advocated
fastenings, resistance to displacement in the ballast, in the use of insulating joints installed in building laterals
sulation of electric currents and, especially, its ability directly inside of the building wall. The cable ducts also
to resist destruction by derailed wheels. It is harder, should be constructed so as to be as nearly water-proof
stronger and tougher than a treated tie of equally good as possible and should drain to the manholes, the latter
material. However, the use of sawed cross-ties treated being drained to sewers wherever practicable. For
with creosote or zinc chloride is desirable in most cases, main cable runs insulating joints may be installed in
as this leads to the greater conservation of the timber special cases to break up the electrical continuity of the
supply. Tie plates should be used on all treated ties, lead sheath, but such joints must be installed only with
these preferably being designed with a flat bottom so great caution, and only where they do not cause the
as not to cut into the tie and allow the entrance of water. sheath on one side of the joint to become dangerously
Screw spikes are necessary with ribbed tie plates but positive. Insulating joints cannot be generally applied
time and experience are still wanted to prove finally the to the sheaths of cable networks.
merits of the screw spike as compared with the cut In discussing the effect of electrolysis on underground
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 625

systems for gas or water the author pointed out the lim along these lines, and the standards and recommended
itations of the drainage system as compared with its practices of that association were listed to show the
efficacy for use with cable sheaths. He advocated the scope of its activities. In connection with the develop
installation of insulating joints at the entrances of ment of special parts, attention was called to the mod
pipes to carhouses and, in some cases, the use of in ern brakes which will stop a train in 1000 ft. from a
sulating coverings of adequate thickness, although he speed of 60 m.p.h.; to couplers which operate success
considered the latter to be actually dangerous unless fully under the most unfavorable conditions without
they were perfect at all points. He opposed metallic the necessity for operators going between the cars; to
contacts between pipes and railway tracks or other the rapid introduction of electricity for train lighting;
structures of metal, such as bridges. to the use of cast steel for bolsters and truck parts; to
With regard to steel foundations of buildings and the friction draft gear which frequently provides ca
reinforced-concrete structures insulating joints were pacity of 200,000 lb., and to frictionless side bearings
recommended for all pipe and cable sheaths in connect and similar specialties.
ing the structure to outside piping systems. Damage Beginning with the all-steel cars built for the Erie
to reinforced-concrete structures requires special situa Railroad in 1904 a history of steel passenger-car con
tions;, for example, where stray current is brought in struction was outlined. Various types of freight cars
by way of a service pipe or where there is a direct con were also described, special attention being given to
tact between the reinforcing steel and one side of a the all-steel box cars which are rapidly coming into use.
grounded d.c. lighting system. While negative con Various types of trucks for cars were also discussed,
nections to the reinforcing steel will prevent corrosion including the six-wheel freight-car truck used by the
by electrolysis it may result in destruction of the bonds Norfolk & Western Railroad for its 90-ton coal cars.
between the reinforcing and the concrete, as this results The paper was profusely illustrated with photographs
when current flows from concrete to steel. of complete cars and trucks as well as drawings of
A brief outline of the status of electrolysis in Great details and it ended with a bibliography treating with
Britain and Germany was included in the paper to modern railroad car design.
gether with a discussion on the probable future tendency
in electrolysis mitigation, support being given to the PRESERVATIVE TREATMENT OF TIMBER
insulated return feeder system in the latter section. The The authors of this paper, Howard F. Weiss and Clyde
paper closed with a bibliography covering the subject. H. Teesdale, presented a general review of the results
of wood preservation obtained in the United States by
SIGNALS AND INTERLOCKING showing the quantity of wood preservative used and the
The author of this paper, Charles Hansel, member amount of timber treated annually, as well as the extent
American Society Civil Engineers, discussed the use to which the various treatments have prolonged the nat
of a.c. track circuits for signals, stating that the devel ural life of wood. In addition a partial bibliography was
opment of the a.c. signal marked an epoch in safe and appended covering American practice.
economic railway operation. He spoke also of the im The authors' conclusions were that the wood preserv
portance of the development which came with the intro ing industry has become firmly established. This is
duction of the upper quadrant semaphore signal and shown by the fact that more than 150,000,000 cu. ft. of
commented at length upon automatic train control. timber is being treated annually, the increase in the
He considered that the use of an automatic control amount of wood treated between the years 1908 and
system as an auxiliary would constitute a prominent 1913 being 230 per cent. The industry has made possi
forward step which would increase the unit of safety ble the use of quantities of non-durable timber which,
even though but one locomotive and but one block were without treatment, would be but little used, and it has
equipped. It is unnecessary to have a definite percent relieved the heavy demand from a naturally durable
age of all locomotives equipped before the benefit of the woods which were rapidly becoming exhausted. Even
apparatus is secured as in the case of the air-brake when the more durable species are treated their length
system. The failure of the automatic control system is of service is increased.
not by any means as serious as the failure of the visual The industry has materially lessened the drain upon
system because it is only an auxiliary. The engineer the forests, especially in the case of the more valuable
has to depend upon the indication given him by the woods, because of the greater life given to timber that
visual signal to advance or stop, but there is nothing is subject to decay. The extensive practice of preserva
in the automatic control which authorizes him to ad tive treatment has been too recent to make its influence
vance. on forest demands apparent. It seems likely, however,
The perfecting of a system of cab signaling and that unless new systems are developed the demand for
automatic control of trains was stated to be a duty which treated timber will ultimately decrease because replace
should not be left to the unassisted effort of the indi ments will be made less frequently.
vidual. It seemed reasonable to expect that the gov Six impregnation practices are now in general use in
erning powers should join the railroads and offer such this country. These are the Bethell (full-cell creosote) ,
incentives as would stimulate practical work, thus boiling, Burnett (zinc chloride), Card, Lowry and
hastening the day when the traveling public would be Rueping. Considerable quantities of telephone poles
more fully protected. and construction timbers are also treated by the open-
tank, kyanizing, dipping and brush methods.
The oldest records reported to the authors on the effi
ROLLING STOCK OTHER THAN MOTIVE POWER ciency of treatment are on the full-cell creosote, Burnett
Under this title Arnold Stucki pointed out the im and Wellhouse processes. It is reported that 150,000
provements made in car equipment during the past dec pine ties treated with 10 lb. of creosote per cubic foot
ade in the United States and Canada, calling attention gave nineteen years of life on the H. & T. C. Railway;
to the modern provisions for the safety and comfort of 12,000,000 Douglas fir ties treated with 0.27 lb. of zinc
passengers, for efficiency in handling freight and mov chloride per cubic foot gave from ten years to twelve
ing trains and for the protection of freight in transit. years average life on the Southern Pacific Railway;
Credit, he said, was due to the Master Car Builders' 4,800,000 Douglas fir ties treated with 0.35 lb. to 0.50 lb.
Association for most of the progress that had been made of zinc chloride gave from ten years to twelve years of
 626 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

life on the C, B. & Q. Railway ; 5,600,000 hemlock ties also a tendency for the shaft to pound in the bearing
treated with 0.50 lb. of zinc chloride by the Wellhouse on one side. With the materials, proportions and clear
process gave eleven years average life on the C, R. I. & ances customary in electric locomotive practice in the
P. Railway. Relatively little data are as yet available United States and at 40 per cent rail adhesion, the
on the complete durability of timber treated by the maximum stress on either rod is about 115 per cent of
Card, Lowry and Rueping processes as applied in the that imposed with the cranks at the 90 deg. position.
United States. At maximum speed this maximum stress rises to 135
Experience has shown that timber improperly pre per cent.
pared for treatment is very liable to give unsatisfactory
service. It is of prime importance to have timber prop MACHINE SHOP EQUIPMENT, METHODS AND
erly peeled and seasoned before treatment, and also to PROCESS
be sure that it contains no advanced decay. In general In this paper E. R. Norris, director of manufacturing
the most approved method of treatment is in the open operations, Westinghouse Electric & Manufacturing
air. Conditions sometimes demand artificial seasoning, Company, took up a number of the important recent
which is satisfactorily accomplished either by steaming developments in machine shop equipment and practice,
or boiling in oil. High temperatures during artificial discussing first the origin and present status of the
seasoning have been shown to injure the timber, and the high-speed-steel tool and outlining tests that could be
best practice is not to exceed 260 deg. Fahr. made to determine the best steel for each purpose from
The following table was also included in the paper to among the many different makes of steel that were
show the status of the principal wood preserving proc offered to the manufacturer. He stated that tests have
esses now in use in the United States: been made on butt-welded tools formed by welding tips
Table Showing the Principal Wood-Preserving Processes in of high-speed steel to low-grade carbon-steel shanks, the
Use in the United States process being quite successful, but though the initial
Company or outlay for the solid tool is considerably greater than
Individual
Name of Preservative Patent Date Patent Controlling that for the welded tip tool, the cost of upkeep increases
Process Used Number Was Issued Patent
the cost of the latter so much that in the end it does
Bethell or not constitute a real economy. In connection with the
full-cell Creosote Expired Open to all
Boiling Creosote Expired Aug. 27, 1895 Open to all use of high-speed steel for dies it has been found that
Burnett Zinc chloride Expired Open to all
Card Creosote and the costs of carbon-steel dies and high-speed steel dies
zinc chloride 815.404 March 20,1906 J. B. Card for a given production are approximately as two is to
Kyanizing Mercuric " Expired Open to all
Lowry Creosote 831,450 Sept. 18, 1906 American
Creosote Co. one, the loss due to hardening being very small, or less
Open Tank Creosote Expired Open to all than 1 per cent. The heat-treatment of tools was also
Rueping Creosote 709.799 Sept. 23, 1902 Lembcke von discussed briefly.
Bernuth Co.
Wellhouse Zinc chloride, Expired Open to all The author commented upon a new substance that has
glue and tannin
been placed upon the market under the name of Steliite,
THE MECHANICAL PROBLEM OF THE which is not the steel but is a composition of cobalt,
ELECTRIC LOCOMOTIVE chromium, tungsten and iron with small amounts of
nickel, manganese, silicon and molybdenum. This mate
The author of this paper, G. M. Eaton, engineer rail rial cannot be forged, rolled or machined and must have
way division, Westinghouse Electric & Manufacturing the cutting edge well supported close to the work. Stel
Company, confined his discussion closely to the side- iite tips may be brazed or electrically welded to shanks
rod type of locomotive in which the motor is connected of carbon steel and may be reused until repeated grind
to a jackshaft by rods and the jackshaft in turn is con ing renders the cutting material very thin. Cutting
nected to the drivers by rods. The only type of locomo speeds on machinery steel have been quadrupled over
tive of this design used in this country is that now being those of high-speed steel, thin cast-iron frames which
operated on the New York electrified zone of the Penn were very hard because of a slight chill having been
sylvania Railroad. successfully planed at a cutting speed of 300 ft. per
In the analysis of the stresses and strains upon the minute, whereas high-speed steel gave but 45 ft. per
rods and bearings it was stated that the maximum stress minute. In this case also the Steliite tool finished nine
would vary as an inverse function of flexibility, this pieces for each grinding as against one piece finished
constituting an argument in favor of the heat-treated for each grinding of the high-speed steel. On sandy
and alloy steels since high-unit stresses and greater de brass castings the cutting speeds with Steliite have been
flections were permissible. The maximum stress varies doubled. ,
as an inverse function of the load, as a direct function With regard to the selection of machinery for various
of the speed (with motors of series characteristics) and machine shop purposes the process for manufacture of
as a direct function of pin and journal clearances. accurately finished steel shafts of medium size were
A series of elaborate polar diagrams were included to outlined in detail and the advantages of milling under
indicate the force distribution on the crank pins and stream lubrication were discussed. There was men
jackshafts and their bearings, these showing that the tioned also the continuous method of milling in which
movements of the contact points in the bearings were the work is mounted upon a circular table which has
extraordinarily irregular. The contact point at the several independent chucks for holding different pieces
jackshaft bearing moves in a direction in general oppo of work, these being set under the tool in rotation, the
site the direction of the shaft rotation, traveling around operator having time to take out the finished casting
the shaft twice for every shaft revolution. It was shown and put in new castings while the cut proceeds. Com
that there was a tendency for the wear of the bearing ment on modern drills and drilling machinery was in
brasses to be downward. During a hard start, however, cluded, reference being made to the use of attachable
the wearing tendency is practically the same in the upper multiple drill heads for machines which may even be
and lower half of the bearing brass so that the nature arranged for drilling in five or more directions at one
of the actual wear becomes a function of the service. time.
If the service is starting a train on a level and running In connection with grinding and grinding machines
at high speed for long distances the jackshaft bearing the author said that considerable saving is being ef
brass may be expected to wear downward. There is fected by the use of disk grinders on many flat surfaces
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 627
that were formerly milled, this being more noticeable in ways following the presentation of the paper by William
dealing with castings that are liable to be chilled and Hood, chief engineer Southern Pacific Railroad, brought
brittle. Grinding also possesses decided advantages out a discussion on the extent to which practice for
where the shape of the casting is such that, in order to locating steam lines should be modified for a line to be
prevent springing, great care is necessary in chucking operated electrically. It was advanced that the shorter
the work in the milling machines. wheelbase of the electric locomotive allowed the use of
Among the grinding machines described was one sharper curves, while its great overload capacity for
where two cupped grinding wheels with parallel faces shorter periods permitted steeper short grades than
are used, the work being fed between them and thus does the steam locomotive. Mr. Hood, however, was of
being ground with parallel surfaces. This machine is the opinion that it is not advisable to locate a line on
used in advantage in finishing bosses on resistance the theory that steam equipment will never be used on
grids, completing them at the rate of forty-five grids it as such an assumption is not likely to be borne out.
per hour. Ring wheels may be used to advantage for Discussion on transit problems at the first municipal
removing scale and for stock which is rough. They session developed comment from M. M. O'Shaughnessy,
have the advantage of a much longer life than the steel city engineer of San Francisco, that in a very short
wheels with abrasive circles of cloth glued to them. In time a system of elevated tracks would be necessary in
the case of the resistance-grid grinder above mentioned, that city. Preliminary studies that have already been
ring wheels 3 in. thick were ground down 1/16 in. on made show that the double-track elevated line may be
the face after one month's work, whereas two abrasive expected to cost $800,000 per mile, as against $3,500,000
circles would usually be worn out by four days' work. per mile for a subway system. He estimated the con
Another form of dry disk grinder was described in struction of surface lines to cost about $215,000 per
which the wheel is horizontal and the work bears di double-track mile. He pointed out that under present
rectly upon the abrasives, being ground by the pressure traffic conditions a trip to the western residence district
exerted by its own weight. This is especially suitable during rush hours requires twenty minutes longer than
to frail castings which might spring while being would be required with an effective rapid-transit sys
clamped. For the production of true flat surfaces on tem, and that this time saving multiplied by the total
hardened steel dies the vertical surface grinder was number of passengers carried represented an annual
highly efficient, the work being held by means of a saving warranting a considerable investment in a rapid-
strong magnetic chuck. The vertical grinder has dis transit system.
placed the horizontal grinder in most cases, producing
from 50 per cent to 75 per cent more work although the Steam Railroad Earnings for 1915
vertical grinder costs five times more than the horizontal
According to the returns of the Bureau of Railway
machine in the upkeep of wheels. In connection with Economics for steam railroads operating an average
cylindrical grinding the advantages of the wide grind
ing wheel were outlined, as this eliminated lost time at mileage of 228,554 during the fiscal year ended June
30, 1915, the total operating revenues during the year
the end of each pass of the wheel along the work.
amounted to $2,889,029,457, or an average of $12,641
Successful results in sharpening files by the use of
the sand blast were also cited, the files being sharpened per mile of line. Operating expenses amounted to
by being held in such a manner as to expose the backs $2,032,689,894, an average of $8,894 per mile, and net
of the file teeth to the cutting action of the sand. In operating revenue amounted to $856,339,581, an aver
conclusion the author commented upon electric drives age of $3,747 per mile. Compared with the fiscal
for machine tools, and also upon the advantages of actual year 1914, the current year shows a decrease in
demonstration as a basis for selecting new machines. aggregate operating revenues of $163,404,055, or
6.3 per cent per mile; a decrease in aggregate oper
ating expenses of $186,244,099, or 9.3 per cent per mile;
NOTES ON THE PROCEEDINGS OF THE a resultant increase in net operating revenue of $22,-
CONGRESS 840,044, or 1.8 per cent per mile. Taxes decreased
Interest in the administration and technical features $2,765,192, or 3 per cent per mile, while operating in
of the Panama Canal and in the development of the come increased $24,991,787, or 2.6 per cent per mile.
Diesel engine were the chief features of the sessions It should be noted that nearly half the decrease in ex
held prior to the recess on Wednesday afternoon. The penses represents decreased maintenance expenditures,
session devoted to these subjects drew the largest at which in all probability are merely deferred.
tendance. Discussion, however, in all of the sessions Reduced to a per-mile basis, the operating revenues
was disappointing due to the limited advance distribu of the Eastern group of railways decreased 4.9 per cent ;
tion of papers. Furthermore, the authors in most cases operating expenses decreased 10 per cent; net operating
were absent, a fact tending to suppress the questions revenue increased 11.5 per cent; taxes decreased 1.9 per
which might ordinarily be put. The papers, however, cent, and operating income increased 14.4 per cent. On
a number of which are abstracted above, possessed un a similar per-mile basis, the operating revenues of the
usual value. The first session, on Monday morning, was Southern railways decreased 10.4 per cent; operating
an impressive gathering fully befitting the magnitude expenses decreased 10 per cent; net operating revenue
of the work which occasioned the congress. On the decreased 11.3 per cent; taxes decreased 3.6 per cent,
platform with the honorary president of the congress, and operating income decreased 12.9 per cent. Again,
Major-General George W. Goethals, were the vice-presi on a per-mile basis, the Western railways show a de
dents, the foreign delegates and the presidents and sec crease in operating revenues of 5.6 per cent; a decrease
retaries of the national engineering societies. in operating expenses of 7.5 per cent; a decrease in net
The real business of the convention began on Monday operating revenue of 1.6 per cent; a decrease in taxes
afternoon with a well-attended session on the Panama of 3.7 per cent, and in operating income of 1.3 per cent.
Canal. The papers were of a general rather than an The above figures are based upon monthly returns to
engineering character. Technical details regarding the the Interstate Commerce Commission of all steam rail
canal were treated in ten papers presented in two suc road companies, including switching and terminal com
ceeding well-attended sessions. On Tuesday morning panies, having annual operating revenues above $1,000,-
the congress split into sections with six to eight sessions 000. The compilation covers about 90 per cent of the
in progress simultaneously. The second session on rail total mileage of the steam lines in the United States.
 628 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

Another Six-Cent Fare Granted

Petition of the New Bedford & Onset Street Railway for Authority to Increase Fares is Granted in Its Entirety
by the Massachusetts Public Service Commission—the Main Features of the Commissions'
Decision Are Abstracted in This Article

The Massachusetts Public Service Commission on 36.5 per cent over 1900. Comparatively little manufac
Sept. 8 unanimously authorized the New Bedford & turing is done, for the towns are mainly rural communi
Onset Street Railway, New Bedford, Mass., to revise its ties popular as summer resorts.
fares according to its petition of April 14. In this peti
tion, which is to go into effect on Oct. 8, the company Fare Zones
proposed: (1) To make the cash fare 6 cents for every The road is divided into a system of overlapping fare
ride within the limits of any fare zone, the previous zones, those on the branch line being somewhat longer.
cash fare being 5 cents. (2) To sell tickets at the rate The fare from Fairhaven to Monument Beach is 40
of twenty rides for $1, the previous rate being twenty- cents. From Middleborough to Wareham it is 20 cents
four tickets for $1. (3) To sell special school tickets for 15.2 miles, while owing to the shorter zones on the
at the rate of ten for 30 cents to pupils entitled by law main line the fare from Fairhaven to the same point, a
to half-fare transportation. The previous rate was ten distance of 12.4 miles, is 25 cents. On the original line
tickets for 25 cents. A resume of the decision now the charge from Fairhaven to Onset Beach was at first
rendered is published below. 20 cents, but in 1904 the number of zones was increased,
History of Company making the through fare 30 cents. The through fare
from Middleborough to Monument Beach over the line
The company was organized in 1900. The main line, originally operated by the Middleborough, Wareham &
about 22 miles long, runs from a connection with the Buzzards Bay Street Railway (which went into a re
tracks of the Union Street Railway of New Bedford at ceivership in 1904 and subsequently became a part of
the Fairhaven-Mattapoisett boundary line through Mat- the New Bedford & Onset system) was at first 25 cents.
tapoisett, Marion and Wareham to Monument Beach in During the receivership it was increased to 40 cents, but
the town of Bourne, as shown in the accompanying map. after reorganization it was fixed at 35 cents; where it
The Union Street Railway and the New Bedford & On has remained. Since 1905 there have been no changes
set line are virtually under one management, and traffic in regular rates of fare or in zones upon any parts of
in and out of New Bedford is handled by agreement. A the system, except that the reduced rate tickets (sold
branch of the New Bedford & Onset line, about 15 at twenty-four for $1) have been introduced. In sum
miles long, extends from Wareham through a cor mer the company sells, in conjunction with the Bay
ner of Rochester to Middleborough, where there is State Street Railway, special excursion tickets good
a connection with the Bay State Street Railway. from Brockton to Onset Beach via Middleborough, at
The total single track mileage is 44.01 miles, of the rate of 40 cents, equally divided. The regular fare
which 9.27 miles is on private right-of-way and the for that portion of the journey on the New Bedford &
balance on the public streets. The population of the Onset system is 25 cents.
six principal towns served is now 20,366, an increase of
Investment Record
The assets of the company on June 30, 1915, totaled
$993,921, the larger items being cost of railway, $598,-
614; cost of equipment, $117,299, and land and build
ings, $215,948. The capital stock was $550,000 and
the funded debt $280,000, current liabilities were
$28,987, and accrued liabilities $7,257; sinking and
other special funds amounted to $77,703 and the sur
plus was $32,299. The company asserts that it did not
take over the mortgage debts of the Middleborough,
Wareham & Buzzards Bay Street Railway, that it is
the owner only of the equity of redemption in that
property and that it pays interest merely to protect
that ownership. The commission holds that for pur
poses of comparison these bonds should be included with
the liabilities, and that the full book value of the Taun
ton & Buzzards Bay company (successor of the M., W.
& B. B. line) should be included with the assets. The
board finds the total capital investment to be $997,675.
The company also has outstanding short-time notes to
the amount of $19,500, which may represent in whole
or in part additional capital investment.
By the accumulation of reserve funds since 1906 the
company has been able to provide for all additions and
improvements out of income, and at the same time to
effect a considerable reduction in its floating debt. The
table included in the report of the commission in the
Blue Hill case, decided on July 31, 1915, shows that the
$21,666 per mile book value of the company's permanent
MAP OF NEW BEDFORD & ONSET STREET RAILWAY LINES property is low in comparison with others in the State.
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 629

With allowance made for the fact that the returns do its original cost, is entitled to a return only upon the
not include with the assets the real cost of the Taunton actual amount of its investment, it is fair that deprecia
& Buzzards Bay property, the book value becomes tion should be estimated on the basis of the original
$25,075 per mile, still a comparatively low figure. The cost and that the low purchase price should be an offset
cost of the original New Bedford & Onset line was about to depreciation.
$40,000 per mile, owing to a high standard of construc In its appraisal the company estimated the total de
tion and to the company's share in highway construc preciation at $421,109, making the present value
tion involved in its location grants. $895,476. The commission's engineers placed the de
preciation at $408,702, making the present value $741,-
Reproduction Cost 053. Since the depreciation reserves and a portion of
The company recently made an inventory of all its the unappropriated surplus have gone into the property,
property, together with an estimate of the cost of re the latter present value shows a loss of about $256,000
production new as of Dec. 31, 1914, and the accrued de from the investment of $997,675, represented by the
preciation. The engineers of the commission carefully stock, bonds and premiums on bonds. It seems clear
checked this inventory and also made an estimate of that the company has not made sufficient provision for
the reasonable original cost of the property as it existed depreciation. Yet in view of the meager dividends paid,
on July 1, 1915, separating what was formerly the the efforts to increase revenues, and the low price at
property of the Taunton & Buzzards Bay line from that which the Taunton & Buzzards Bay property was ac
directly constructed or acquired by the New Bedford & quired, it does not appear that this failure can justly
Onset company. The report of the engineers has been be attributed to mismanagement. The return, there
made a part of the record. The following table shows fore, should be figured upon the capital investment of
the various values : $997,675, without deduction for accrued depreciation.
Original As stated in the Blue Hill case, however, this must not
Reproduction Cost Book be understood as a ruling that the company, if it earns
Cost, New Estimate Cost
New Bedford & Onset Line $895,562 $795,711 $933,824 the amount to which it is entitled, can properly pay
Taunton & Buzzards Bay Line. 421,023 354,04.') 190,902 dividends before past depreciation has been provided
Total $1,316,585 $1,149,756 $1,124,726 for.
In the case of the Taunton & Buzzards Bay line the Results of Operation
engineers estimated, not its reasonable cost to the New The company's operating records from 1902 to 1915
Bedford & Onset company but the reasonable cost of inclusive show operating revenues, $1,596,837; operat
construction. This portion of the road was acquired ing expenses, $1,070,514; net operating revenues, $526,-
at a reduced price some years subsequent to construc 323; no miscellaneous income; deductions from income,
tion after depreciation had set in. The total reasonable $356,997; net divisible income, $169,326; dividends,
cost of all the property is estimated at $986,613, ob $66,000; surplus, $103,326;, profit and loss adjustment
tained by adding the estimated reasonable cost of the (debit), $72,413. Dividends were paid only in four
New Bedford & Onset road ($795,711) and the actual years, and then only to the extent of 3 per cent. Last
cost of the Buzzards -Bay property ($190,901). This year no dividends were paid. In the last ten years the
compares with a total capital investment of $997,675, net divisible income, without allowing for depreciation
exclusive of short-time notes, and the difference is allowances or other necessary charges to profit and loss,
nearly offset by the cash assets. has ranged from 0.63 to 3.72 per cent on the outstand
In their estimates the engineers included substan ing capital stock. Interest upon unfunded debt has been
tially the same overhead charges as appear on the com insignificant. It is clear that additional net earnings,
pany's books, and also allowed about $37,000 more than either through a decrease in operating expenses or an
ordinarily would be reasonable for grading item, owing increase in gross revenue, are necessary in order to
to the contention that the work was done largely in yield an adequate return upon the stockholders' in
winter. An estimate of reasonable cost made some vestment.
years after the construction period cannot be consid Operating Expenses
ered a wholly reliable guide, for legitimate items of
cost entering into the construction of most railways are The commission finds no apparent indication of ex
not apparent upon subsequent inspection of the property. travagance or unnecessary expenditures. The company
The discrepancy between the estimate and the book may be criticised for its failure to secure any interest
figures, however, seems too great to be entirely ac upon its bank deposits, though these returns would be
counted for in this way. The company's own estimate small. Management expenses have been low, the sal
of replacement cost is about $40,000 less than the book aries of the four principal officers in 1915 aggregating
figures. The evidence indicates that the reasonable only $3,150. Wages of motormen and conductors in
cost of the property is at least equal to the proceeds of creased from 2.71 cents per car-mile in 1905 to 4.24 cents
the bond and stock issues, and the amount upon which in 1914, but no blame attaches to the company for this.
a fair return should be reckoned is not less than $997,- Relations with the Union Street Railway
675 (which does not include the short-time notes) unless
deduction should be made for accrued depreciation. The New Bedford & Onset cars are taken at the Fair-
haven line by the Union Street Railway and are carried
Depreciation into New Bedford over its own tracks, under its own
From 1902 to 1915 the yearly expenditures for main power and with its own crews, or with New Bedford &
tenance and depreciation averaged $25,576, or 22.42 per Onset crews, which it pays while they are in its terri
cent of operating revenue. The greater part of these tory. The Union Street Railway keeps all the fares col
outlays were for maintenance, but the company has lected during this journey and grants the usual transfer
from time to time written off, through the profit and privileges to all parts of its system. It pays the New
loss account, the value of items of property abandoned Bedford & Onset company 3 cents a car-mile for the use
or destroyed. Moreover, in a sense, it made a partial of its cars and also 2 cents for every adult passenger
provision against depreciation in the low cost at which delivered at the Fairhaven line and also 1 cent for every
it acquired the Taunton & Buzzards Bay property. pupil riding on a school ticket. In 1915 the New Bed
While a company, if it purchases property at less than ford & Onset company received $2,090 for the use of its
 630 ELECTRIC RAILWAY JOURNAL LVOL. XLVI, No. 13
cars and $3,557 for the passengers delivered. The car expenditure for the last five years has been $20,539, and
rental is a usual charge, but the payment for passengers expenses for maintenance of equipment in this period
delivered is unusual if not unique in the State. It is have averaged $14,729.
in the nature of a commission paid for new business ™ /-,
furnished and is analogous to the division of joint Proposed Change in Fares
freight rates in certain cases, where the company on There seems to be no reasonable prospect of an in-
whose lines the traffic originates receives the larger crease in net earnings through a reduction in operating
proportional share. The arrangement is distinctly expenses, except so far as the new contract results in
favorable to the Onset company. saving in the cost of power. This will be relatively
p
fOWER w kequirements small, for The
$21,114. the total net cost
company of power
proposes, in 1915
in brief, to was only
increase
The Union Street Railway also sells the New Bedford the cash fare from 5 to 6 cents, to increase the ticket
& Onset company power for use between the Fairhaven fare from 4.17 cents to a flat 5 cents, and to raise the
line and a point about 1.5 miles distant from Matta- rate for school children from 2.5 to 3 cents. In each
poisett at the rate of 3 cents per car-mile with 1 cent case the increase would amount to 20 per cent. Under
additional when the cars are heated. For the small this arrangement the cash fare from the Fairhaven line
amount used this rate is not excessive. Until recently to Monument Beach would be 48 cents, or about 2.18
the New Bedford & Onset company generated its own cents per mile, while the ticket fare would be 40 cents,
power, with the exception of small amounts purchased, or about 1.82 cents per mile. From Middleborough to
and sold its surplus to the Marion Gas Company. The Monument Beach the cash fare would be 42 cents, or
station equipment was antiquated and inefficient, and about 1.69 cents per mile, and the ticket fare 35 cents,
the cost comparatively high. To remedy this situation or about 1.41 cents per mile. Undoubtedly the through
the company contracted on May 1, 1915, for more than cash fare on the main line would be high, as street
nine years with the New Bedford Gas & Edison Light railway fares go in the State. Under the new schedule
Company for the supply of power. Under this contract recently allowed in the Blue Hill case the through cash
the railway company has shut down its generating plant fare on the main line is at the rate of about 1.67 cents
and has installed suitable converting apparatus. Power per mile. The similar cash rate on the Norfolk &
from the Edison company costs from 0.95 to 1.1 cents Bristol line is about 1.75 cents per mile,
per kilowatt-hour, according to the amount supplied. What additional revenue the increase will produce
The railway company sells energy to the Marion Gas is problematical. Last year the revenue passengers
Company at from 1.1 to 1 cents per kilowatt-hour. Un- were divided into the following classes, according to the
der certain conditions the railway company makes a character of the fare paid :
slight profit upon the power thus sold and under others " Per Cent
none, but in no case does it lose. The arrangement, by class Number of Total
increasing the quantity purchased from the Edison com- g^marTuckets :::::::::::::::::::::::: 'Mnitl
pany, makes a lower cost possible to the railway. Un- school tickets "I'm o so
der these contracts no transmission losses are assumed Excursion t,ckets J :— ——
by the railway company except between its own substa- •Total 2.721,876 100 00
tion and its cars. The contracts have been carefully Witn n0 decrease in traffic and the same relation be-
examined by the commission's engineering staff and tween the classes of traffic, the increased fares would
appear economical, but the board holds that the idle and produce about $25,000 additional revenue. There is a
antiquated equipment should be written off the books in decided possibility, however, that a decrease in traffic
a reasonable time. may result> and it seems probable that a larger per-
Equipment Maintenance centage of passengers will use the reduced rate tickets.
The New Bedford & Onset cars are painted at the In the board's
jncrease will notopinion
exceed the revenue
$20,000, and realized
if jitney from the
competi-
Umon Street Railway's shops, and the former road buys tion sh0uld be stimulated the results might be un-
from the latter certain materials and supplies which it favorable.
cannot buy to advantage direct from the dealers. For
all labor furnished in such cases the Union Street Rail- Disposition of Possible Increase
way charges cost plus 20 per cent. Materials and sup- The net divisible income for 1915 was $7,385, while
phes are sold at cost plus 10 per cent. The percentages the average net divisible income for the last five years
cover use of tools and shops, storage, purchasing depart- wag $i5(m. if the company should secure $20,000
ment expense, etc., and the terms seem in line with the additional revenue from a fare increase, and should be
practice of other companies. The Boston Elevated Rail- able to gave 55,000 on the cost of power (assumptions of
way, for example, on such outside work charges cost doubtful certainty), its net divisible income would be
plus 25 per cent for labor and cost plus 10 per cent for 532,285 on the basis of last year's figures, or about 5.8
materials. per' cent on the capital stock without allowing for any
Maintenance Expenses depreciation or other necessary charges to the profit
During the last few years maintenance expenses have and loss account. Upon the basis of the average figures
increased rapidly, and in 1915 were higher than ever for the last five years, the net divisible income would
before. The inspection department of the commission be $40,111, or about 7.3 per cent on the capital stock,
reports that the track is in fair condition generally, without depreciation and other allowances. Upon
about two-thirds of the original ties being in the neither basis, the board is satisfied, would the company
ground. These should all be renewed within the next actually earn 6 per cent upon its capital stock if it made
five years. Many of the original chestnut poles are still proper provision for the upkeep of its property,
in use and should all be renewed within the next six or Conclusion
eight years. The company replaces the old 30-ft. poles
with old 35-ft. poles. The department estimates that In a proceeding like this the commission has no arbi-
the average annual expenditure which should be made trary power and it can refuse to allow a company to
for the next few years to maintain the track and over- increase its rates only where the weight of evidence
head structures is about $27,800. The average annual clearly indicates that the increase is likely to prove
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 631
unjust and unreasonable. If results prove more favor which was composed of only the temporary wooden
able than anticipated and earnings become excessive, beam framing, was bounded at each end by sections
the opportunity to secure a reduction in rates under the which already had steel framing installed.
statutes is always open. In view of the high mileage The ill-fated street car, the remains of which are
rate represented by the 6-cent cash fare, the board is shown in an accompanying photograph taken especially
of the opinion that every effort should be made to make for the Electric Railway Journal, contained at the
the reduced rate tickets available to the regular patrons time of the accident about fifty passengers. When the
of the road and to facilitate their use. The tickets street buckled under, the surface car tracks together
should be sold by conductors on the cars or at conve with the intervening asphalt pavement and conduit con
nient points in each of the towns, and the fact that they tact rails and framing sagged down to the bottom of the
are thus sold should be advertised in a conspicuous great pit, but even then remained mostly intact. Not
place in each car. It is also recommended that the com withstanding this fallen position, the maximum-traction
pany consider carefully the advisability of installing a trucks of the fallen car continued to remain on the
system of collecting and registering fares whereby it tracks, but the wooden body was ripped off in a distinct
will be possible to collect in one operation the fares of line just above its underframe, and bent over sideways.
through passengers in two or more zones, so that the Its roof was flattened out. The wreckage of the street
annoyance of paying additional fares at frequent inter car was full of injured persons and two dead.
vals may be avoided. John Mayne, motorman of the car, who was taken to a
hospital with a leg crushed, stated that the car sank
just where he stopped it, when warned by a flagman.
Dynamite Explosion Causes New Subway In substantiation of Mayne's story, an investigation
Cave- In in New York showed that the brakes of the wrecked car were set and
that the controller was off.
Subway Structure In the New Seventh Avenue Tube Is Immediately after the accident, all available ambu
Weakened by Heavy Blast—Surface Car Filled with lances, police reserves and fire apparatus were sum
Passengers Drops into 30-Ft. Trench moned. A smoldering fire which had started in the
Seven persons were killed at 8 a. m. on Sept. 22 in an wreckage was quickly extinguished. Steps were taken
extensive cave-in of the new Seventh Avenue subway to shut off all electric wire circuits and all leaking gas
in New York, between Twenty-fourth and Twenty-fifth and water mains. The fire apparatus was put to work
Streets, when a dynamite blast weakened the temporary pumping out water from the excavation. As fast as
wooden roadway over the subway excavation, and pre bodies were released from the mass of wreckage they
cipitated the whole structure into a 30-ft. deep cut. were carried up ladders to the street. Wrecking com
More than twenty people were seriously injured, and panies were soon on the spot with derricks, which were
about 100 were hurt in various ways. employed in lifting the masses of debris.
As the roadway timbers for a distance of about 400 Shortly after the accident seven independent inves
ft. collapsed a closed street car of the New York Rail tigations to place the blame were under way. These
ways, which was loaded with passengers, a large brew inquiries were started by District Attorney Perkins,
ery wagon, and a few other small wagons and push carts the Fire Department, the Public Service Commission,
were carried with it. A large number of employees who Coroner Feinberg, the contracting company, the State
were on their way to work in the National Cloak & Suit industrial commission, and the street railway company.
Company, the building of which was located adjacent to The following description of what took place imme
the disaster, were also carried down. Beneath were diately before the street deck dropped into the subway
about fifty workmen, some of whom were caught and ditch was given by Augusto Mezzanotte, or August Mid
killed by the debris. night as he is known, the boss blaster who placed the
For almost two blocks the excavation was a mass of fatal charge and ran away temporarily in a panic of
splintered timbers, twisted water pipes, gas mains and fright after the accident.
trackage. The extent of the cave-in was remarkably
well defined. The entire street section for a block and
a half had fallen into the deep 30-ft. trench below, yet
not any portion of the sidewalk pavement or of any
buildings had collapsed owing to their solid rock founda
tions. Moreover, the caved-in section of the subway,

NEW YORK SUBWAY CAVE-IN—VIEW OF TRENCH CAUSED NEW YORK SUBWAY CAVE-IN—VIEW SHOWING STREET CAR
BY EXPLOSION WHICH FELL 30 FT. INTO TRENCH
 632 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

"I went to work at 7 o'clock in the morning with six Traffic Count on Chicago Streets
drillers, a powder monkey and an assistant," Midnight
stated in part. "We went to the magazine at Seventh Bureau of Streets Takes Traffic Census of the Loop District
Avenue and Twenty-third Street and got twenty-five in Waste Collection and Pavement Choice Study
9-oz. sticks of 40 per cent dynamite, and before setting
off any of it we prepared three blasts. To ascertain the effect of traffic density on street
"The first blast was in only one hole at the bottom of cleaning, and for its value in determining the kind
the excavation, and I put three-quarters of a stick of of pavement which should be laid on certain streets,
Chicago's bureau of streets made a traffic count of all
dynamite into it. It was fired at about 7.50 o'clock and vehicles passing through specified blocks in each direc
cracked the stone above slightly. tion. This count was made between July 13 and
"The second blast was the one that preceded the cave-
in. It was on the face of the rock, about 13 ft. from the Aug. 17.
The field force used in making the count consisted
bottom of the excavation, and for it four holes about of twelve men divided into six groups of two each,
9 ft. deep were used. These holes included an area of five squads being for actual service and one for re
about 13 ft. Three of the 9-oz. sticks were put into each lief. The men were all section foremen from the
hole. The third blast, which was never fired, consisted various city wards. Previous to commencing the
of two holes with three-quarters of a stick in each. Be work, they were cautioned as to the necessity of ac
fore we began to blast, after all of the holes had been curacy. A team of men was assigned to a block, one
loaded, the 'monkey' took the remaining dynamite and on each side of the street, to count the traffic in one
detonators back to the magazine. direction only. Observations were made in forty-
"Before the second blast I sent two drill men down three different blocks, between the hours of 8 a. m.
toward the Twenty-fourth Street end of the excavation and 12 noon and 1 p. m. and 6 p. m., in rain or shine.
to warn the men working there, and sent five men up On Saturdays the men worked from 8 a. m. to 2 p. m.
with flags to stop street traffic. When I reached the This afforded a means of counting the noon-hour
street surface I saw the street car in Seventh Avenue. traffic.
It is the custom to stop the cars and other traffic about Each traffic counter had a board on which were
100 ft. away. I saw one of the flagmen stop this car at fastened pads of hourly counter sheets, one being to
about that distance, or perhaps only 90 ft. away, and so record rubber-tired vehicles and the other for iron-
I signaled the 'monkey' to fire the charge." The cave-in, tired conveyances.
according to Midnight, occurred immediately after the The following traffic statistics at different points in
explosion of this charge. the downtown business and commercial districts were
When asked if any covering had been placed over the compiled for comparative purposes and show the
rock previous to the second blast, to keep the debris variations in conditions encountered as well as the
from flying out and striking the wooden structure, Mid congestion at points.
night said it was not customary to cover the rock
when such deep holes were used. It is the generally The Densest Traffic in Chicago
accepted theory that the blast hurled rock against the The census taken at the Rush Street bridge re
near-by structure and knocked several beams out of vealed the fact that at this point traffic is heavier
place, and that the others, interdependent upon one an than at any other point in the city. For the eight
other for support went down like a row of dominoes. hours in which the census was taken, figures show
By the terms of the contract with the constructing that an average of 1700 vehicles per hour cross the
company the city is relieved from any burden of dam bridge during the day, or a vehicle every 2.12 sec
ages for injury to life or property by reason of the acci onds. Between 5 and 6 p. m. the traffic reached the
dent in the subway. The United States Realty & peak point, 2384 vehicles crossing the bridge; an
Improvement Company, which is constructing the sub average of a vehicle every 1.9 seconds. The trend of
way under Seventh Avenue between Sixteenth and Thir traffic during this hour is north-bound, 1872 convey
tieth Streets, took the contract for $2,401,306.75 on ances passing over the bridge from the south. The
Dec. 31, 1913. The work is now about 65 per cent com difficulty which a pedestrian encounters in trying to
pleted. The contract provided that the company give a cross the bridge during the rush hour can be im
bond for $75,000 to insure the faithful performance of agined with a vehicle of some kind passing every 1.5
the contract, the terms of which protect the city from seconds. Traffic across the bridge was distributed as
all liability for damages to persons or property. follows: Horse-drawn vehicles, 19 per cent; auto trucks
The disaster, ghastly enough in its details, undoubt of all kinds, 6.31 per cent; automobiles, 74.69 per cent.
edly created an even more widespread apprehension The Busiest Street Intersection
as to the safety of persons possibly involved in it than
the truth of the facts of the occurrence would warrant. The intersection of State and Madison Streets was
found to be the busiest crossing within the loop, an
Shortly after the accident newspaper extras were circu
average of 1548 vehicles passing per hour, or one
lated, bearing reference in bold but intentionally am
biguous headlines to the "Subway Cave-in." Many every 2.4 seconds. Street cars were found to run 11.8
seconds apart. Traffic was distributed as follows;
readers of the extras believed that an accident had Horse-drawn vehicles, 43.2 per cent; auto trucks of
taken place in the present operating subway, rather all kinds, 7.4 per cent; automobiles, 29.7 per cent, and
than the new subway under construction. The mislead street cars 19.7 per cent.
ing headlines naturally produced an epidemic of anxiety Of this traffic 75.7 per cent was on State Street and
among thousands of friends and relatives of those accus 24.3 per cent on Madison Street. Traffic north bound
tomed to travel daily in the operating subway during in the block between Madison and Washington Streets
the morning rush hour. was 35 per cent heavier than that south bound, this
despite the fact that there were 245 more street cars
Ground was recently broken and tunnel work begun south bound than in any other direction. Figures
on a projected electric mountain railway from the city taken at eleven different points on streets west of
of Bergen, Norway, to the summit of Mt. Floien. The State Street show traffic to average 254 vehicles per
construction of this railway is estimated to cost hour. At eleven different points on streets east of
$151,125. State Street, the average per hour was 192 vehicles.
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 633

Between Lake and Adams Streets on State Street an seats. This gives the percentage of horse-drawn ve
average of 442 vehicles of all descriptions per hour were hicles to automobiles, 3.1 per cent to 96.9 per cent.
counted. The total count showed that all traffic counted in
To ascertain the length of time spent by vehicles the loop was distributed as follows: Horse-drawn ve
standing backed up to the curb in loading and unload hicles, 45.1 per cent; motor-driven vehicles other than
ing on South Water Street, and streets in the imme street cars, 40.5 per cent, and street cars, 14.4 per
diate vicinity, eighty vehicles of outside dealers were cent. The average number of vehicles per hour was
timed. These were found to stand at the curb an 258, and the total hours counted was 728.
average of one hour and twenty-seven minutes, while The estimated tonnage used for each class of ve
ten other vehicles remained for an average of four hicle is the same as that adopted by the bureau of
hours and nine minutes. The vehicles used for haul highways, Brooklyn, N. Y., which is as follows:
ing fruit and produce to the commission houses aver Rubber Tired Vehicles
aged fifteen to thirty minutes in unloading and de Large auto trucks—loaded 8 tons
parting, while a number owned by parties who do a Large auto trucks—empty 4 tons
Small auto trucks—loaded 3 tons
cartage business, after unloading, remained backed up Small auto trucks—-empty 1 % tons
to the curb for an indefinite time. Automobiles 1 % tons
Wagons and carriages 1% tons
Street Cars 14.4 Per Cent of All Traffic Iron Tired Vehicles
Three-horse trucks—loaded 7% tons
That the new style heavy double-truck street car is Three-horse trucks—empty 3% tons
Two-horse wagons—loaded 4 tons
an important factor in traffic census as it is in street Two-horse wagons—empty 2 tons
One-horse wagons—loaded 2 tons
cleaning may be seen when it is considered that of One-horse wagons—empty 1 ton
all the conveyances counted, there were 26,995 street
cars or 14.4 per cent of all traffic, and on the streets The entire count was under the direct supervision
upon which there are trucks the street cars amounted of Charles Smith and W. J. Galligan, first and second
to 21.1 per cent of the traffic. Of the streets upon assistant superintendent of streets reporting to Walter
which there are regularly routed street cars, Dear Leminger, superintendent of streets.
born Street south of Monroe Street had the lightest
amount of street car traffic. The greatest amount was
found on the three-track State Street line, between The Kansas City Viaduct
Lake and Madison Streets, the street cars being In a paper presented before the American Society of
nearly 26 per cent of the total traffic. At the inter Civil Engineers on Sept. 1, E. E. Howard presented a
section of State and Madison Streets there is an aver description of the new Twelfth Street Trafficway Via
age of one car every 11.8 seconds in all four directions. duct in Kansas City, Mo., which is unique in that it
is one of the highest reinforced concrete structures of
Elevated Trains this type that has been built. The viaduct extends
All elevated trains entering the loop run in the across the river bottom between the principal resi
same direction around the loop. The trains were dential and business districts of the city and has a
counted on Wabash Avenue at two points and at one maximum height of 120 ft. With the earth embank
point on Fifth Avenue. Trains were counted accord ment at the ends, it provides a street 60 ft. wide that
ing to the part of the city to which they were destined. is on a continuous grade of about 5.5 per cent for a
An idea of the volume of this traffic may be obtained distance of 3500 ft. To accommodate traffic desiring
from the tabulation made at the corner of Randolph a less steep grade and willing, for such advantage, to
Street and Wabash Avenue given below. travel by a less' direct route, a roadway is provided
Table Showing Trains on Aug. 23, 1915, as Counted at Corner on a lower deck with a grade of about 2.5 per cent.
of Randolph Street and Wabash Avenue The upper deck is separated into a roadway 30 ft.
Northwestern wide that is paved with creosoted blocks, a sidewalk
and South Metropolitan 5 ft. wide and a street car space 22 ft. wide. The road
Time Side El. Rys All Branches Oak Park Totals
7 to 8 a. in 44 39 16 99 way is separated from the street car space by a con
8 to 9 a. m 52 44 24 120 crete curb, and on each side of the structure there is
9 to 10 a. m 56 41 16 112
10 to 11 a. m 42 38 2» 82 a concrete hand rail. The two electric railway tracks
11 to 12 a. m 48 44 11 103
1 to 2 p. m 44 40 12 96 are built with the usual wooden cross-ties set in ballast,
2 to 3 p. m 44 42 10 96 so that no other traffic can ■ use the area which they
3 to 4 p. m 44 41 10 95
4 to 5 p. m 49 40 13 102 occupy. This arrangement, which is somewhat uneco
6 to 6 p. m 54 47 18 119
nomical from a highway standpoint, was specified by the
Totals for day.. 477. 416 131 1024 city authorities. Iron trolley poles on each side of the
•Between 10 and 11 a. m. Chicago and Oak Park trains were street car space support the usual overhead wires. The
delayed flfty-flve minutes.
lower deck provides a single roadway 30 ft. wide that
A factor affecting street cleaning is the litter and is paved with creosoted block, the longitudinal girders
newspapers thrown by careless passengers from the that support this deck extending far enough above the
car windows of the elevated trains, constantly passing roadway to form side barriers.
through the Loop district each day. This is a viola The upper deck comprises forty-five deck-girder spans
tion of the clean street ordinance, but is a condition of two girders each, these varying in length from 33 ft.
hard to correct. to about 56 ft. There are also the arch spans and two
earth-filled approaches. The lower deck comprises
Classes of Street Vehicles twenty-seven through-girder spans of two girders each
Of the 100,727 vehicles used for commercial pur supported on the same columns as carry the upper
poses in the cartage of freight and other commodities, deck, a suspended deck under the arch span and earth-
82.2 per cent were horse drawn and 17.8 per cent were filled approaches. The floor slabs are supported on
auto trucks of all descriptions. Of the 59,950 car cross-girders and cantilever beams. Both upper and
riages, buggies and automobiles used for carrying lower roadways are lighted with incandescent electric
passengers, 0.9 per cent were carriages, 2.2 per cent lights placed above the hand rail for the upper deck
were buggies, 19.2 per cent were two-seated auto of the bridge and on brackets on the columns for the
mobiles and 77.7 were automobiles with four or more lower deck.
 634 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

ANNUAL CONVENTION ANNUAL CONVENTION

SAN FRANCISCO SAN FRANCISCO
OCTOBER 4 to 8, 1915 American Association News OCTOBER4T08. 1915

The San Francisco Committee on Entertainment Announces Program—Personnel of the Southern California
Entertainment Committees—Denver Tramway and Public Service Company Sections Resume Meetings

"WHITE SPECIAL" DENVER TRAMWAY COMPANY SECTION

The office of H. G. McConnaughy, director of trans The season of the Denver Tramway Section was
portation, closed on Sept. 23 and will not open again opened with the twenty-eighth monthly meeting on
until Oct. 23. All information from now on regarding Sept. 16. J. L. Adams resigned from the program com
the "White Special" must be secured from L. E. Gould, mittee and his place will not be filled for the present.
Old Colony Building, Chicago, 111., who is in charge ot A nominating committee consisting of R. W. Toll, chief
the train. This train will leave Chicago at 6.30 p. m. engineer; W. M. Casey, superintendent of transporta
on Oct. 1, over the Chicago Great Western Railroad, tion, and W. H. McAloney, superintendent of rolling
arriving at San Francisco at 10.25 a. m., Oct. 4. stock, was appointed to nominate new officers for the
section. The election is to be held next month. The
"RED SPECIAL" principal speaker was J. S. McGinnis, secretary and com
The "Red Special" pulled out of New York on Thurs missioner of immigration, who delivered an illustrated
day with an enthusiastic company of well wishers in lecture on "Let's Know Our City and State."
attendance. The decorations throughout the train were
in red, and each lady was presented with a bouquet of PUBLIC SERVICE SECTION
orchids and lilies-of-the-valley. One end of the baggage
car had been floored and equipped with a Victrola for The first regular meeting for the season of company
dancing. Provision had been made to furnish souvenir section No. 2 was held in Newark, N. J., on Sept. 23.
postals en route ready stamped for mailing. The general program on "Public Service Economics,"
announced in the issue of the Electric Railway
SAN FRANCISCO ENTERTAINMENT PROGRAM Journal for Feb. 13, 1915, page 337, was departed
from to permit a discussion of the jitney.
The committee on entertainment for the convention Two carefully-prepared and exhaustive papers formed
has announced the following program : the basis of the discussion, one on "The Jitney—Its
Oct. 4, 9 p. m.—Reception and ball, Colonial ballroom, Coming and Shortcomings," by A. T. Warner, traffic
St. Francis Hotel. investigator transportation department and secretary of
Oct. 6, 8 p. m.—Electric scintillator drill and fire the section, the other on "Jitney Operating Costs," by
works display. Illuminated flight by a member of the R. H. Harrison, executive clerk mechanical department.
exposition aviation corps. The first paper traced the history of the jitney in the
Oct. 7.—American Electric Railway Association golf country as a whole and in New Jersey in particular,
tournament, Claremont Country Club, Oakland. Mem detailed statistics for a number of cities being given.
bers of the golf committee will board special trains at Pictures of several types of jitney were thrown upon
Portland and Ogden. the screen. The speaker showed very clearly that,
Oct. 8, 10.45 a. m.—Delegates and ladies will leave as the jitney lessens rather than increases the wealth
Native Sons' Building for the exposition grounds in of the community, whereas the contrary is true with
special buses. railways, it is economically unsound.
11.30 a. m.—Presentation of bronze plaque by C. C. Mr. Harrison gave additional statistics and the re
Moore, president Panama-Pacific International Exposi sults of computations which demonstrated the imprac
tion, to C. Loomis Allen, president American Electric ticability of permanent jitney competition. Taking the
Railway Association, followed by an address on "The statement of a member of the local board of public
Development of the Electric Railway," by James H. works to the effect that in ten years the jitney would
McGraw, president McGraw Publishing Company, Inc. put the railway out of business, he gave the results of
12.40 p. m.—San Francisco Bay trip and sight-seeing calculations to show what this would mean in Newark
tour of Oakland and Berkeley. in the way of street congestion alone. Mr. Harrison
In addition to the above a special sight-seeing car also illustrated his talk with views of jitneys and trolley
and local club privileges can be arranged for by the cars.
entertainment committee. The papers were discussed by W. B. Graham and
J. J. Geddings, division superintendents, who gave ad
SOUTHERN CALIFORNIA ENTERTAINMENT ditional jitney traffic data. The discussion brought out
The personnel of the southern California committees the fact that while the individual operator does not
of entertainment is as follows: stay long in the business there is "a fool born every
J. McMillan, general chairman, Pacific Electric Railway Com minute" so that the supply is kept up, each operator
pany. pocketing his loss as he retires.
K. E. Van Kuran, secretary-treasurer. Westinghouse Electric &
Manufacturing Company. A. J. Van Brunt, of the claim department, then
Committee Chairmen : showed two new safety motion picture reels staged by
Finance committee—Paul Shoup, Pacific Electric Railway.
San Diego committee—B. M. Warner, San Diego Electric Rail the Edison Company and Public Service Company act
way.
Reception committee—Seymour Swarts, Great Western Smelting ing jointly. Their purpose is to teach safety lessons
& Refining Company. by showing the foolishness of many practices of per
Publicity committee—D. W. Pontius, Pacific Electric Railway
Company. sons using the streets, and the lessons are impressed by
Program committee—R H. Husbands, Pierson-Roeding Com
pany. touches of heroism and romance.
Club courtesies—C. A. Henderson, Los Angeles Railway. The topic for the October meeting of the section will
Transportation committee—A. W. Arlin, General Electric Com
pany. be "The Design and Construction of Carhouses and
Barbecue and music—L. O. I.ieber, Los Angeles Railway.
Evening entertainment—S. I. Wailes, manufacturers' agent. Shops," and the annual election will also be hold at this
Catalina trip—F. F. Small, Pacific Electric Railway. meeting.
San Francisco registration—H. H. Hale. Galena Signal Oil
Company.
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 635

COMMUNICATIONS that of electric car equipments because the vast majority

of automobiles go to individuals who have no other cars,
or at least have no standards to maintain, and so are
Cars at Less Than Cost perfectly willing to take what is offered, provided it is
Westinghouse Electric & Manufacturing Company good. There are probably more than 1000 customers
East Pittsburgh, Pa., Sept. 20, 1915. for the automobile companies to one for an electric car
To the Editors : equipment, and there is absolutely no reason why the
We have read with keen interest the communication automobile makers should not standardize except for
by Ernest Gonzenbach in your issue of Sept. 11. The the necessity for keeping up with the improvements.
article is written in Mr. Gonzenbach's usual forceful Even then it is possible to manufacture a single car for
style, and, as we have come to expect from his letters, it at least one season and the numbers are so enormous
contains points that are worthy of renewed interest by that the cost of tools is relatively small. But do not
the electric railways, car builders and electrical manu forget the tombstones marking the resting place of the
facturers. unfortunate companies who fell or guessed wrong in
The rapid increase in the number of automobiles, manufacturing automobiles.
auto buses and auto trucks which has taken place in What is the remedy? I believe it lies entirely in the
the last few years is undoubtedly responsible for the hands of the operating companies. Certainly nothing
great uneasiness that prevails among electric railway would please the manufacturers more than to have the
operators and brings out more clearly than ever the American Electric Railway Association exercise its in
necessity for the most rigid economies in every line. fluence so as to make it possible for standard cars to be
Mr. Gonzenbach is undoubtedly quite right in his state manufactured. N. W. Storer, General Engineer.
ment that the adoption of standard cars, including car
bodies, trucks, electrical equipment and air-brake equip Who Should Keep Way Department Time?
ment, would effect enormous reductions in the cost of Chicago, III., Sept. 15, 1915.
equipments to the operating companies, but he is wrong To the Editors:
if he assumes that the automobile manufacturers are In last week's issue of the Electric Railway Jour
the ones who have discovered the economies of manufac nal an article on "Time Keeping and Cost Records of
turing standard articles in large quantities. the Way Department," by S. Gausmann, Brooklyn,
This principle was well established long before auto N. Y., appeared. In introducing his subject Mr. Gaus
mobiles were ever conceived. It has been drilled into mann emphasized the two salient points of any ac
railway men, both operators and manufacturers, for curate time-keeping method, namely, careful selection
many years, and from personal knowledge extending of time-keepers and a thorough system for checking
well over the life of electric railroads, I know that it has the men. This is particularly important during the
been the ideal toward which all of us have worked. spring, summer and fall months when large construc
However, the best that can be hoped for, in the line of tion forces are employed, and the entire way depart
standards in the electrical equipment for cars, seems ment clerical force is working under pressure. At that
to be a life of two or three years. The difficulty lies in time the engineer in charge is too busily engaged in
the fact that there are other ideals that must be con directing the work to devote much time to clerical
sidered—ideals which conflict with that of standard details, therefore it is important that the clerical work
design and which concern the cost of equipments just should be carefully planned and well kept up so that
as much. information can be secured on short notice if neces
To be more specific, the question of standardization sary.
cannot be allowed to block the wheels of progress, and Aside from the time-keeping system a phase of this
until the field for improvement is more nearly ex subject presents itself which is important to the way
hausted, or until competition ceases, I can see but small department head because of its relation to the accurate
prospect for the standard car. It is more than probable distribution of way costs, namely, shall the way de
—it is almost certain—that if in the present state of partment keep the time and make the distribution, or
the art Mr. Gonzenbach were offered a car that repre shall the work be done by the auditing department?
sented the best of its kind two years ago, he would Any discussion of this subject will apply to the elec
undoubtedly insist on many changes before he would trical and mechanical departments as well.
accept it. In fact, if he were to overlook all of the im It needs no argument to show that the department
provements that have been made in cars and equipments head and his assistants are more competent to check
in the last two years, he would run the risk of being the accuracy of the distribution than a clerk in some
declared obsolete himself. other department unacquainted with the details of the
Another reason why it has been so difficult for manu work in progress. Furthermore, since the time-keepers
facturers to standardize their equipments actually lies on the various jobs must of necessity report to the
in the efforts of so many operating companies to stand way engineer, if he expects to control the wages of his
ardize. This may seem paradoxical, but it is none the men, it scarcely appears necessary to take the prepara
less true. For instance, practically every large city rail tion of the payrolls out of the department. On the
way has certain standards that are peculiar to that line. other hand, if the supervision of this clerical work is
Self-interest prevents them from adopting standards removed and the way department is permitted to de
that are common to other railways, consequently the vote all its time to the supervision of work under way,
manufacturers have to keep on making special apparatus the duty of the department head becomes largely an
for the simple reason that they must make what their executive one. Moreover, when the payrolls are pre
customers want. Of course, it costs a great deal more. pared in the auditing department the work is handled
Manufacturers must keep on developing new apparatus, by a force which specializes in accounting matters.
not only to keep up with the ideas of their own engi To reach a conclusion in this particular is as diffi
neers but to meet the improvements that are suggested cult as that pertaining to some of the problems in
by operating engineers and at the same time to adhere volved in the proper distribution of departmental costs.
to many of the standards of the old lines. Doubtless there is considerable advantage in having the
It must be recognized that the manufacture of a distribution of costs made by accountants who are un
standard automobile is an entirely different matter from biased as to the result, but familiarity with the details
 636 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

of the work under way also appears equally important delay on account of repairs to cars. There is a column
to obtain accurate distribution. Still another advan for each single trip, with the name of the starting place
tage of the latter plan is the fixing of the entire de and loading point, also for the time of arrival, delay, if
partmental responsibility in one man, and in my judg any, and departure at that point, description and amount
ment this is a controlling consideration. of material carried, delivery point with time of arrival,
Way Department Engineer. delay, if any, and departure from that point. There
are also columns for use as to repairs or construction.
This is important to the distribution clerk, so that he
Daily Work-Train Report can charge out for capital or operating accounts. The
The Northern Ohio Traction & Light Company blank also has spaces for the total time, mileage and
Akron, Ohio, Sept. 13, 1915. number of extra men and of regular men carried on each
To the Editors: trip.
Referring to an article on "Way Department Eeport Under remarks or delays, the crew is required to give
Forms" in the Sept. 4 number of the Electric Railway causes of all delays and any other information of use
Journal, I send herewith a form of report for daily either to the operating department or to the mainte
work-train service, which I have found very valuable nance of way department.
for office records and ready reference to various work In explanation of the column on transferring of cars,
orders, covering construction and repair work. This switching, etc., it might be explained that the work
report has been tried out, and after numerous changes trains on the Northern Ohio Traction & Light Com
was brought down to the present form, the object being pany's system are required to switch the cars contain
to save time and trouble, causing as little work on the ing material for stock, repairs or construction, from
part of the crew as possible and yet giving all the in the railroad transfer switch to the company's yard.
formation desired. This form is made out in triplicate, These cars must be returned, and a record is kept of the
white, pink and yellow sheets being used, and is for movement and dates of transfer, so that demurrage can
warded promptly to the roadmaster's office at the end of be checked, if there is any to be accounted for.
each day's work for his inspection and signature and The time of the work-train crew and extra or regular
also for the timekeeper's signature. The yellow sheet men is also made out in the blanks, showing names of
is kept in the roadmaster's office, and the other two each, together with the time begun and quit, also extra
sheets are forwarded to the general office, one copy be time allowed, total time and rate, and lastly the amount.
ing kept in the maintenance of way department, the Then, for the use of the clerks for the distribution of
other is sent to the distribution clerk. various jobs chargeable to various accounts coming un
This report traces the work of the crew and move der proper work orders, we have columns to be filled out
ment of each work train from the time the men report in the office, as shown in the lower left-hand corner.
for work until they quit for the day. A space is shown Finally, the timekeeper and roadmaster, after carefully
for the names of the conductor, motorman and brake- checking and looking over the sheet, sign their names
man, with date of report, as well as the time and place and forward the two sheets, pink and white, to the engi
at which the crew reported for work and received the neer of maintenance of way and the general office.
train, with the number of the car. This is necessary Possibly this may be of interest to the readers of the
as they receive the train at different yards on the sys Electric Railway Journal. Thomas W. Blinn,
tem; also, they may have reported for work but had to Assistant Engineer Maintenance of Way.

r— THE NORTHERN OHIO TRACTION & LIGHT COMPANY

DAILY WORK TMM REPORT

REPORTED FOR WORK Time PUc« RECEIVED TRAIN Time Place Work Cer No.
NATOUL 1—(wJ.— D.M.-T n*r. UE S1NGLcnur
TiBM ^Trf» ■tab! Pry*"*?

»«<M.» DATE
tin.Orhl.ITTRAN5FEX
TM 1 tfw^'il'W

DISTRIBUTION FOR OFFICE USE ONLV

tu. won*. Am. lb. WjOlNb. A..I H». WON*.
Report to be made in and turned into the Roadmaatera' o
of etch day's work. Then to Eiifr. M. of W. Gen. Office.

DAILY WORK-TRAIN REPORT USED BY THE NORTHERN OHIO TRACTION & LIGHT COMPANY
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 637

Horizontal vs. "Festooned" Contact Wires by the above equation, but a satisfactory equation has
not yet been developed for that branch of the curve
The Connecticut Company which has to do with the lower speeds. We may con
New Haven, Conn., Sept. 22, 1915. clude, therefore, that it is unsafe to use either train
To the Editors : resistance formulas of the form R = A + BS + CS1, or
Referring to Dr. Ing. E. E. Seefehlner's letter of curves plotted from them below 10 m.p.h.
July 31 in the issue of the Electric Railway Journal The custom of expressing train resistance by an equa
for Sept. 18, I would state that I have not seen the arti tion of this form without stating explicitly the limits
cles there referred to but shall make it a point to follow between which the formula is approximately correct is
up the references. to be condemned. Such custom is certainly not in ac
I am very much interested to know if Dr. Seefehlner cord with true engineering ideals of accuracy and good
has really had experience with operation on a festooned practice, and is apt to be misleading to a large number
trolley, or whether he is basing his statement simply on of engineers who are occasionally required to solve prob
the good behavior of the horizontal line. lems in which train resistance is one of the involved
The life of the collector is a function of so many factors, but who could hardly be expected to make
variables that unless all of the facts are at hand it is train resistance specialists out of themselves before
not entirely safe to credit the good to any one cause. attempting the solution of their problem. The curve
Dr. Seefehlner will doubtless be interested to note the (Electric Railway Journal, Aug. 7, page 239) to
article in the convention issue of the Journal on the which your editorial refers is an example of a cor
maintenance of the Southern Pacific Company's cars and rectly-drawn train resistance-speed curve.
the life of their trolleys, which, according to Mr. Sears, Referring to the abstract from the sixth annual re
is expected to be 50,000 miles or 80,000 km., against port of the Board of Supervising Engineers, Chicago
the 42,000 km. of the Vienna-Pressburg bows. Traction, contained in your editorial: As I understand
Charles Rufus Harte, the report, two distinct considerations are recognized.
Construction Engineer. One has to do with the "friction of rest." Data per
taining to this consideration for a particular car and
Starting Resistance of Electric Cars set of track conditions are given in my article pub
Purdue University lished in your issue for Aug. 14. Also such data for
West Lafayette, Ind., Sept. 16, 1915. heavy trains equipped with plain and with ball bearings
To the Editors: respectively are given in your issue for Aug. 7, page
In the editorial on the above subject which appeared 239. The second consideration deals with the increase
in your issue for Aug. 14, you make the following state in train resistance during acceleration over that which
ments: "There are numerous formulas, with curves obtains during free running at the same speed. The
based thereon, which indicate a minimum resistance at data available here are hardly sufficient for even an
zero speed, although this condition is known not to approximate analysis.
exist. * * * It is misleading, therefore, to plot curves In a communication on the subject which forms the
from these formulas down to zero speed." I heartily caption of these notes published in your issue for Sept.
agree with you in this conclusion. Train resistance 4, it was pointed out that it is customary in making
formulas are usually derived from curves plotted from calculations where train resistance is an involved factor
actual test data. However, such formulas are capable to assume that during the notching-up period, the train
of much broader interpretation than the curves from resistance is constant at the value which obtains at the
which they were derived, and curves plotted from such speed corresponding to full voltage and accelerating
formulas may indicate values which are beyond the current, and that the results so obtained had checked
limitations of the test results which formed the primary very satisfactorily with results of tests. For the pur
bases of the formulas. For example, most train re pose of simplifying calculations, it is, of course, com
sistance data have been taken between speeds of 10 mon practice with engineers to make certain assump
m.p.h. and 70 m.p.h., yet curves plotted from formulas tions, particularly where the use of such assumptions
derived from such data may be read at any speed. ordinarily does not involve serious error. However, it
Most train resistance formulas are of the form : would seem to be better practice to found assumptions
R = A + BS + CS* on factors, the values of which are known with a fair
where S is the speed and A, B and C are constants. degree of accuracy, rather than simply to make an as
A study of existing train resistance data leads to the sumption and later to check its accuracy by tests.
conclusion that, for a given set of conditions, such an As is so well set forth in the communication referred
equation may be made to represent the relation be to, it is quite true that "the instances where it (train
tween train resistance and speed with a fair degree of resistance at starting) is a determining factor in
accuracy for all speeds above the speed at which the equipment selection, locomotive weight determination
train resistance is a minimum. With existing or energy consumption are relatively few." That in
equipments this minimum value obtains somewhere some instances it is worth considering, Fig. 4, page
between 5 m.p.h. and 10 m.p.h. The curves of 239, of your issue for Aug. 7, bears evidence.
Wellington, Aspinwall, Dennis and others of the Also it might be pointed out that for a given aver
earlier investigators plotted, not from their formu age rate of acceleration that equipment which has the
las but from their actual test results, indicate that the lowest starting resistance will have the lowest peak
starting resistance is much higher than the minimum current during acceleration, other things, of course,
resistance. However, the formulas which have been being equal. From the standpoint, therefore, of opera
derived from their results contain no indications of tion and maintenance of electrical equipment of rolling
this condition. C. O. Mailloux has pointed out that "the stock, distribution system and substations rolling stock
curve of train resistance plotted as a function of speed which has low starting resistance seems desirable.
is really a 'two-branch' curve." (A. I. E. E. Transac In conclusion, therefore, it seems to me that more
tions, Vol. 23, page 734.) As already noted, that data and information on the subject of train resistance
branch of the curve which shows the relation between at starting and train resistance during the accelerating
train resistance and speed for speeds above the one period are highly desirable. D. D. EwiNG,
which gives minimum resistance may be represented Assistant Professor of Electrical Engineering.
 638 ELECTRIC RAILWAY JOURNAL [VOL. XLVI, No. 13

Equipment and Its Maintenance

Short Descriptions of Labor, Mechanical and Electrical
Practices in Every Department of Electric Railroading
(Contributions from the Men in the Field Are Solicited and Will be Paid for at Special Hales.)

Use of Current for Operating Crane to From the description it will be evident that time
Remove Trucks from Under Car Bodies and labor are saved by this method of utilizing the
electric crane outfit.
BY R. E. HEWITT, MASTER MECHANIC, SOUTHERN PACIFIC
COMPANY ELECTRIC LINES, WEST ALAMEDA, CAL.
Trolley Wire and Pantograph Shoe Wear
As our standard motor truck is exceedingly heavy
the work of pinching it out from under a car body on Annapolis Short Line
with pinch bars, after the car had been raised and BY D. E. CROUSE, ENGINEER
placed on standees, was slow and tedious work. As a The Annapolis Short Line since 1908 has used various
consequence we conceived the idea of utilizing the cur types of pantograph shoes of the sliding type for the
rent that operates the shop crane for moving the collection of both a.c and d.c. power. From 1908 to
trucks electrically. The method used can be understood 1914 the trolley pressure was 6600 volts a.c, single-
from a study of the accompanying illustration. phase, 25 cycles. The weight of the car was 50 tons,
Overhead and directly in front of the crane operator but since the voltage was high, the current collected
is a drum from which hangs a four-conductor cable. was small, in fact, less than 100 amp. The overhead
To the cable is attached a block in which are inserted line was of the single catenary type with bracket sus
four standard motor-lead couplers. On the side of the pension and with a messenger of 7/16-in. Siemens-Mar
tin strand from which a No. 000 grooved copper contact
wire was suspended by means of rigid-pipe hangers.
The contact wire wore rapidly, due in part, undoubtedly,
to the lack of flexibility in this type of construction.
The pantograph shoe used at this time was of 1/16-in.
mild steel, 6 in. wide and 4 ft. long. Its average life
was 1000 miles and its cost 26 cents. It was provided
with aluminum horns which were altered (as described
in the issue of the Electric Railway Journal for
March 20, 1915, page 550) to permit greater contact
area where the effects of oscillations were severe. The
pantograph was controlled by standard Westinghouse
electro-pneumatic equipment, and the shoes were lubri
cated with graphite grease. The life and operation of
pantograph shoes of this type were satisfactory, but the
wear on the No. 000 trolley wire was abnormal. In
five and one-half years, during which there were 120,451
train movements, the copper trolley wire was one-half
worn away.
On Jan. 4, 1914, the voltage on the contact wire was
changed from 6600 a.c. to 1200 d.c. and the problem
of collecting a larger current was introduced. It was
desired to retain the operating features which are in
DEVICE FOR REMOVING TRUCK FROM UNDER CAR BODY herent to the pantograph but at the same time to elimi
BY THE USE OF ELECTRICITY nate the rapid trolley wear. A steel, grooved contact
wire of No. 0000 section was therefore erected imme
drum are four metal rings that give sliding contacts diately under the worn No. 000 copper wire, and both
at the terminals of four wires that can be traced to a were suspended from the messenger by means of full-
double-throw switch at the extreme right of the crane- loop hangers spaced 15 ft. apart. These loop hangers,
operating cradle. which were also described in the March 20 issue of this
When it is necessary to remove the trucks from under paper, introduced the needed flexibility.
a car the crane is moved to the point on the floor where The weight of the 15 ft. of worn wire copper plus
the car is standing, the cable is unreeled from the drum that of the new No. 0000 steel wire, when added to the
and attached to the armature and field leads of one of weight of one hanger, gave a total of 16 lb. per point
the motors in the truck, and the double-throw switch of hanger suspension. As the vertical pressure of the
at the right in the operator's cradle is reversed cutting pantograph is maintained at from 12 lb. to 18 lb. the
off the current from the crane motors and transferring pantograph tension and the weight contact wire and
it to the drum. The operator then utilizes the same hangers are so nearly balanced that there is little tend
controlling levers, resistance, etc., that he previously ency toward the forming of waves in the contact wire
used in manipulating the crane in controlling the motor between points of support.
on the truck, moving the truck forward or backward Some doubt was felt at first as to the ability of the
as desired. As the crane operates on 220 volts, direct steel contact shoe to collect from a steel trolley wire the
current, the power supply is well adapted for the above accelerating current of the new 40-ton cars, about 350
purpose. amp. The operation demonstrated, however, that there
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 639
shoes was greatly cut down. The shoes are lubricated,
as before, with graphite grease. The control of the
pantograph was changed on Jan. 4, 1914, from electro-
pneumatic to straight air, as was described in the article
referred to. The first mile of steel trolley wire erected
on the Annapolis Short Line has been in service for
three years and after 72,270 train movements shows
a wear of 12 mils.

Practical Views of Special Work—I—

The Tongue Switch
BY R. P. WILLIAMS, INSPECTOR OF SPECIAL WORK BROOK
LYN RAPID TRANSIT SYSTEM
With the present design of special work the waste is
enormous. In nearly thirty years, or since the introduc
tion of the "guaranteed" type, there has been practically
no change. Heavier rails were first introduced, and
ANNAPOLIS SHORT LINE—OVERHEAD CONSTRUCTION SHOW next came the harder rail. With these changes the price
ING NEW SHOE IN OPERATION of special work has gone steadily upward.
When it was found that, with the use of the built-up
was ample margin for collecting as high as 700 amp. type of special work, the intersections of frogs and
with no burning of the wire or the shoe. The use crossings laminated so quickly as to compel renewal of
of the old-style shoes soon developed the fact that the the individual piece before even the minimum amount
wear had been transferred to a large extent from the of wear was obtained from the abutting arms, the re
contact wire to the pantograph shoes, as the former newable center was introduced to overcome the defi
mileage of 1000 was reduced to 400. To overcome this ciency in wear. Solid manganese is recommended now
the style of shoe and horns was radically changed, with for the same purpose. While it is true that layouts will
the limitation in mind that the greatest weight which last longer than formerly, comparatively the same con
the pantograph springs would permit in the horns, shoe dition now obtains as was found to exist with the old
and fixtures was 15 lb. style of built-up Bessemer steel construction.
The ease with which the maximum current per car, We have an illustration of this fact in Brooklyn at
350 amp., could be collected suggested cutting down the the Park Row loops. This layout was of solid manga
width of the shoe and increasing its thickness. It was nese, and, while the frogs lasted five times as long as
observed further that when the high accelerating cur the guaranteed type, yet when thrown away on account
rent was being collected, the wire was usually in the of the dished condition of the intersection, the surface
center of the shoe; for the reason that extreme oscilla wear in the balance of the piece was scarcely noticeable.
tions did not exist until high speeds were reached. Since Counting the increased cost of the material and the
the current density was greatest at the center of the amount of good material thrown away there is no sav
shoe it was decided to cut a "dovetail" in both ends of ing. Evidently the fault is in the design, for there can
the shoe and thus save weight. be no economy in throwing away 8% in. of a 9-in. man
The reduction in width from 6 in. to 4J/2 in. and the ganese rail, even if it does last longer than the open-
cutting of the "V" in the end of the shoe permitted a hearth rail.
Vs-in. mild steel shoe to be substituted for the 1/16-in. The writer has had thirty years of experience, divided
shoe. In addition, the costly aluminum horns were re almost evenly among building, installing and maintain
placed by %-in. x 3/i-in. x Vg-in. angle-iron horns. The ing special work, and offers the following findings and
result of all of these changes was a shoe which costs $1 suggestions as his view of a way out of the difficulty.
and gives an average life of 25,000 miles. The former By considering the tongue switch and the crossing the
cost of 26 cents per 1000 miles was reduced to 4 cents, entire ground will be covered.
and at the same time the labor charge for replacing The tongue switch will be taken up first and the cross
ing will be discussed in a subsequent article. The ob
jectionable features of the tongue switch are as follows :
First, the manganese bed; second, the shape of pocket;
third, the uneven wear; fourth, the shape of heel and
fastening, and, fifth, the drainage.
The manganese bed was introduced for the same rea
son as the renewable center. The original built-up
tongue switch was made with the tongue level with the
head to give smooth riding on the straight run, the
high guard appearing only near the heel of the tongue
where the wheel tread would not touch it. As a conse
quence the wheel tread on the straight run wore a groove
in the head of the curve rail parallel to the straight
gage line. The manganese bed and manganese tongue
have evened up the life of the switch, so that under
even travel on straight track and curves the three abut
ting pieces of open-hearth steel rail are about worn out
when the parallel ridge appears in the manganese bed.
Now consider the switch to have been made of solid
ANNAPOLIS SHORT LINE—PANTOGRAPH FRAME IN RE manganese and we are back to the original proposition.
TRACTED POSITION, SHOWING DETAILS OF NEW SHOE Obviously, then, this manganese bed must be renewable,
 640 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

and the abutting rails must be of the same degree of curve the natural condition of entering as obtained in
hardness. As made at present this bed is not renewable the plain curve of the same radius is obtained.
without removing the switch and turning it upside As to the tongue heel and fastening, Fig. 2 shows a
down. We have had to resort to this extreme measure rough plan view of a tongue switch with a 6%-in. round
when it becomes necessary to tighten the loosened bed. heel. But, in the writer's opinion, the excessively wide
With the introduction of this bed came the distortion heel is costly in maintenance, the very large area de
of the tongue pocket. manding a condition of perfection almost impossible to
Fig. 1 is a diagram showing the natural formation maintain in a dirty street. Tongues will warp and work
of the tongue pocket, the line E representing the loose, and a small amount of dirt under a too-wide heel
straight gage line, G the curve line. The width of sets up a rocking motion which soon destroys the tongue
tongue point having been determined, say % in-F at a and bed. A greater proportion of dished heels are de
point where the natural deflection of the curve line from veloping in the excessively wide heels rather than in the
the straight track amounts to one-half of this distance, narrower ones. The all-downward heel fastening helps
this condition, for loosening of the device allows the
tongue to rise and admit dirt. In the side elevation
shown in Fig. 9 a suggestion is offered in the line of
overcoming this tendency to rise. The heel of tongue
is provided with a projection as in the old armored
heel and prior types, but bent downward at an angle of
45 deg. so as to admit of a backward pressure, the
SPECIAL WORK—FIG. 1—DIAGRAM OF TONGUE SWITCH tongue hinging, as it were, at the point where it disap
LAYOUT pears under the manganese bed, tending to hold the
point of tongue down at the same time. With the pres
or 7/16 in., the other half of the full thickness is pro ent devices one is told, "Just a slight turn of the nut
jected beyond the curve line toward the side C. The will tighten the tongue," to which might be added "and
required width of heel is then determined. The curve you cannot move it." That is just the trouble, too much
line (100 ft. radius in this instance) is then carried friction requires too much care. The pressure device
from the guard side of the tongue heel, across the curve shown has been worked out in full size and seems good,
line at H to the required width of point at C. This its principal feature being that it swings with the
forms the curve side of the pocket, and in the old built- tongue. An idea of its principle will be obtained by a
up tongue switch worked out perfectly. With the man study of the dotted plan view, Fig. 2, and the side eleva
ganese-bed type of switch the short piece of rail cast tion, Fig. 9. The device consists of two links with one
in at the point end between A and the point of tangency, end open, and two closed links, the pin shown directly
PT, is left straight. Consequently the straight gage under the curve groove going through the case K. The
line is carried full to A, offering undue resistance to the case K extends back into a box on the straight side
flange entering the curve, also leaving a gap in the where pressure is exerted by a bolt or screw in the end
straight gage line between A and B. This amounts to of the case, the two half-open end links set against the
the same condition as is produced by a very bad joint, loose pin /. The opposite ends of the now doubled links
and causing a dish to appear in the mate just opposite. are set in a recess in the loose lug J, and when pressure
Instead of this the curve gage should be carried natur is exerted in the end of case K, the heel of the tongue
ally, and a slight clearance planned from the point of is forced backward and the point of the tongue down
the tongue, as shown at B, to prevent the straight- ward. The only friction is at the heel of the tongue,
bound flange from picking or straddling the tongue and on the pin I. This pin should be removable and set
point. The line F represents the curve guard, the line entirely in the bottom casting. It should be placed
D the straight guard; the width of groove shown is IV2 directly under the center of the round heel of the tongue
in. By following the lines F and D back to A it will for accurate pivotal motion.
be seen that with the curve lines set naturally 1 1/16 in. Figs. 2, 4, 5 and 6 show the shape of the tongue and
of room is left for straight-flange travel, and for the the drainage system. It will be noticed that the canals

Section A-A Section B-B Section OC Section D-D

Fi9'3 Fi?-4 Fig. 5. Fig. 6. Section E-E. Section F-F
Fig.7. Fig. 8.
Fig. 9
— ..• — ,
V ■ —
- ,
SPECIAL WORK—FIGS. 2 TO 9— PLAN, ELEVATION AND SECTIONS OF IMPROVED TONGUE SWITCH
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 641

are so designed as to permit of being easily ground out bear on the flanged collar by the yoke, which in turn is
with a small emery or other grinding wheel. Fig. 3 attached to the jack by the link. The lower ends of
shows a renewable piece at a vital point, for on the the yoke are held secure in slots in the floor. After
keeping up of this guard edge depends the safe facing the jack head is brought up tight against the end of
operation, as well as lengthening the life of the switch the armature shaft, the yoke is struck a blow with the
as a trailer. Figs. 7 and 8 are cross-sections at the sledge. As a rule one blow is sufficient to loosen the
heel showing the amount of metal under the supporting pinion. From the foregoing it will be seen that the
heel portion. It will also be noticed that the arrange pressure employed in removing the pinion is distrib
ments for fastening are all easy of access. The method uted on both the armature shaft and the pinion with
and principle will be shown in a later article in connec the result that neither is injured in the operation.
tion with the crossing.
Air Intakes Increase Furnace Capacity
Home-Made Pinion Puller
In the 58,500-kw. generating station of the Minneapo
BY C. M. FEIST, MASTER MECHANIC SIOUX CITY (IOWA) lis (Minn.) Street Railway Company, an installation of
SERVICE COMPANY cold-air intakes has increased the furnace capacity from
An even distribution of the pressure on both the 10 per cent to 15 per cent, and has improved boiler-
pinion and the armature shaft while removing pinions room economy about 3 per cent. The steam-generating
is the principle which evolved the pinion puller used station capacity has been more than doubled during the
by the mechanical department of the Sioux City (Iowa) last few years by the installation of large turbo-genera
Service Company. This device consists of four prin- tors, new chain grates under the boilers and four new
high-capacity stacks. The arrangement of the boiler
room conforms to the usual standard, there being
fourteen B. & W. 550-hp. boilers installed on each
side of a 24-ft. firing aisle. Overhead steel coal bunkers
supply coal to these boilers through hoppers and stokers.
The boilers have grate surfaces approximately 10 ft. x
11% ft. in size, and four 14-ft. x 265-ft. stacks furnish
a total average draft of 1.6 in. A brief resume of
the growth of this plant was given in the issue of the
Electric Railway Journal for Dec. 13, 1913, page
1250.
When the capacity of the plant was less than 20,000
kw., no difficulty was experienced in getting a suffi
cient unrestrained supply of air to the grates by way
of louvers above the coal bunkers and from the aisle,
but when the capacity reached 40,000 kw. and more,
the air pressure in the center of the boiler room was
from % in. to V2 in. less than outside, due to resistance
SIOUX CITY PINION PULLER of entrance, and to the updraft of the warm air in
the room. This occurred particularly during the
cipal parts—a bolted flanged collar, a heavy yoke, a winter, when the large end doors of the boiler room
stationary screw jack and a link. These parts assem had to be closed to prevent freezing of pipes and severe
bled for removing a pinion are shown in an accompany discomfort to the fire-room attendants. The large
ing illustration. The screw jack is made adjustable amount of cold air coming through the louvers above
vertically so that it may be centered to fit any size the coal bunkers froze the moist coal and necessitated
of armature. The head of the screw jack presses the use of steam jets to thaw it out so that the coal
against the end of the armature shaft, while the pres would flow through the chutes to the stokers. This also
sure tending to withdraw the pinion is brought to caused excessive corrosion of the steel bunkers.

p
r
Ho.'22Qait CorruguieU Iron
Section on <f_
MINNEAPOLIS AIR INTAKH!—CROSS-SECTION OF HORIZONTAL DUCT SHOWING TYPICAL CONSTRUCTION
 642 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

As a result of this installation the boiler room was made

L a1— comfortable for the men with no apppreciable air cur
rents, the boiler capacity was increased due to better
draft, and the economy was appreciably improved.

h.K.P..-r
Chadn Bunlawith , ;t IV':-
Thrwigh Extensible Trapdoor
Plpu M
Futeo Flow. with
to Duaptn
.1 BolU •rf" In the Electric Railway Journal for Sept. 4 a
description of a new extensible vestibule trapdoor made
.i i by the 0. M. Edwards Company, Syracuse, N. Y., was
published in connection with a description of the new
cars for the Chicago & Milwaukee Railway. In that
description no view was shown of the trapdoor in ex
tended position owing to the fact that no photographs
Soction on D-D showing were available at the time, and the view that is repro
Typical Construction duced in the accompanying cut shows the extended trap
MINNEAPOLIS AIR INTAKE—DETAILS OF HORIZONTAL DUCT door as it would appear at a station platform which
(See section line on preceding illustration) provided wider clearances than were necessary for the
To remedy this condition two air ducts, each supply cars. As may be seen from the illustration, the trap-
ing air for fourteen 550-hp. boilers, were built to convey
the cold air direct under the stokers. Reference to the
illustrations will show that two methods were neces
sary. At one end of the boilers the intake supplies
air from the outside at the boiler-room level and conveys
it under the floor to the seven boilers on each side of
the firing aisle. At the other end of the boiler room
this could not be done and a vertical duct was dropped
from the roof to the boiler-room floor and the air duct
supplying the boilers direct was also under the floor.
The bottom section of the vertical duct was counter-
weighted so that it could be lifted out of the way and
the opening in the floor was covered with a grating.
Dampers at the entrances to the intakes and at ducts
leading to the grates control the air supply.
The construction, sizes and material used are clearly
shown in the illustrations. The cross-section of the
ducts was proportioned so that the velocity of air would
be maintained at a reasonable figure when all of the
boilers were operating at 200 per cent rating, thus al
lowing 50 per cent excess air over that theoretically
necessary.
Tic 3 Ca.blM Tofrther

extensible vestibule trapdoor

door in this position will fill up quite a large space that

may exist between the side of the car and the platform.
The extension or retraction of the trapdoor is effected
by the folding handle which can be seen just inside of
the vestibule door. At the right-hand side of the trap
door may be seen also the vestibule door stop, this
consisting of a rubber button on the floor plate which
interferes with the operation of the vestibule door when
ever the trapdoor is extended. It is obvious from the
illustration that the vestibule door could not be closed
when the trapdoor is in the position shown in the illus
tration, and this would naturally prevent trainmen from
leaving the trapdoor sticking out beyond the side of
the car while the train was in motion.

The rail-less electric cars that were placed on the

streets of Shanghai several months ago by the Shanghai
Tramways and subsequently withdrawn on account of
the imperfect roadbed have now been restored, the
roads having been rebuilt with concrete foundation and
surface so as to be able to bear the weight of the cars.
Five cars are being placed in service on one road. A
number of improvements have been made in the cars
since they were first placed in the service. It is ex
Electric l'i>*fvumcl pected that the rail-less system will receive a thorough
MINNEAPOLIS AIR INTAKE—DETAILS OF VERTICAL DUCT test, and if successful other routes will be established.
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 643

News of Electric Railways

SEEKING TO INITIATE TOLEDO FRANCHISE The commissioners appointed by the city are to fix a
standard of efficiency, below which no line in the city is to
Effort Being Made to Put Toledo Grant Before the Voters- be operated. If the return at the rate of fare fixed by the
Summary of Principal Terms of Grant city for the first five-year period yields a sum any year in
excess of the amount necessary for the payment of the
Petitions for the initiation of the franchise agreed upon items named above, the excess is to be paid into the general
by the Toledo Railways & Light Company and the fran fund of the city unless the road has been operated at an
chise committee of the City Council of Toledo, Ohio, were efficiency above the standard fixed by the commissioners.
put into circulation by the Toledo Franchise Association In the latter case, the company is to receive one-half of
on Sept. 15. The statement was made that 2000 names the excess earnings and the other half is to be paid into
were secured in one day. Plans were also made for a the general fund of the city. This is the only manner in
number of public meetings. At these meetings it is in which the company can receive a return greater than 6
tended to have speakers explain the provisions of the per cent on the valuation of the property as fixed by the ar
franchise and reply to those in attendance who desire to ask bitrators.
questions. All disputes are to be settled by arbitration. Section 7
The first of this series of meetings was held at Zenobia contains provisions for taking over the property and its
Hall on the evening of Sept. 17. President Frank Mulhol- operation as a municipal road. The ordinance does not con
land of the Franchise Association acted as chairman. A flict with the municipal ownership ordinance passed on Aug.
feature of the meeting was the indorsement of the fran 4, 1914. Full and complete control over the operation of
chise by Attorney W. W. Campbell, president of the Munic the interurban lines within the city limits is provided.
ipal Ownership League. Mr. Campbell said that he favored The City Council of Toledo, Ohio, received the report
the public ownership of all public utilities, but that he of the special franchise committee on the evening of Sept.
believed the franchise was the best that could be secured 13. The committee filed the ordinance with City Clerk
at this time. McDonall, as required by law, and preparations were begun
Councilman M. F. Dotson, chairman of the Council for a referendum vote on it. The names of 10 per cent of
franchise committee and author of the greater part of the the voters must be secured to petitions to submit the fran
franchise, discussed Section 9, which gives the city the chise at a general election and 20 per cent for a special
right to regulate the operation of cars, to supervise the election. The association will endeavor to secure 7000
construction and maintenance of tracks, to decide on the names. Council merely received and placed on file the
number and kind of cars and to dictate as to the construc report of the franchise committee on Sept. 13. It was
tion of extensions, the building of new tracks and the laying signed by Members Hassenzahl, Dotson, Fraser and Redd.
down of crosstown lines. Councilman Ruppel, a member of the committee who had
David A. Merritt, president of the Toledo Taxpayers' never taken any part in the negotiations, opposed the
League, said he represents home owners and other small receipt of the report by Council. Members Brown and
taxpayers. What they wanted more than anything else Hein did not attend the later sessions of the committee
was service. This was demonstrated by the fact that and Mr. Brown refused to attach his signature when the op
many people used the jitneys and paid a 5-cent fare. Mr. portunity was presented. The report contained no recom
Merritt expressed himself in favor of the franchise. mendation as to what Council should do with the draft
A vote showed that about 90 per cent of those present of the franchise prepared. The vote to receive the report
had signed the petitions. The most pronounced objection stood twelve to six in favor of it. The committee was
to the franchise, perhaps, was on the provision that the Fed dismissed.
eral Judge should appoint the third member of the boards
of arbitration selected to pass on all matters of difference MARKET STREET, SAN FRANCISCO, CONTROVERSY
between the city and the company.
The franchise declares at the outset that the city may RESULTS IN CONTEMPT FINDING
acquire the property of the company and operate it under Holding Thomas A. Cashin, superintendent of the San
municipal ownership at an appraised value fixed by a Francisco (Cal.) Municipal Railway, alone for trial on
board of arbitrators. The securities outstanding at the contempt charges, Superior Judge Crothers in that city
time of the purchase and the franchise are not to be taken on Sept. 14 rendered a decision purging Mayor Rolph and
into consideration in determining the value of the property. the three members of the Board of Public Works of charges
Only such property is to be purchased as is useful in the of contempt of court in directing the operation of the "C"
operation of the railway. and "D" lines of the municipal railway over lower Market
The road is to be so rearranged by commissioners ap Street, in violation of an injunction which had been issued
pointed by the city as to provide the most efficient service. by the court.
A cross-town line is to be constructed to serve the many Judge Crothers held that Mr. Cashin, as superintendent
workmen employed in the west end of the city. The entire of the city lines, was the only man in control of their opera
road is to be equipped with pay-as-you-enter or pay-as-you- tions or suspension. He held that neither the operation
leave cars within ten months from the date the ordinance nor the suspension of municipal street cars was within the
becomes effective. Ten months after the ordinance goes scope of the duties to be performed by the Mayor or the
into effect, and after the system has been rearranged and Board of Public Works. The Court further held that Judge
provided with cars of the types mentioned, a try-out period Sturtevant's injunction was mandatory rather than pro
of twelve months is to begin. During this period passen hibitive, and that therefore under the law the appeal taken
gers are to be permitted to ride at any hour of the day to the State Supreme Court can in effect stay the opera
at the rate of five rides for 15 cents. The city is to have tion of the restraining order and permit the continued
complete control for the twelve months. operation of "G" and "D" line cars pending the outcome
While the try-out is being made, a board of arbitration of the appeal.
is to value the property used and useful in the operation The decision handed down by Judge Crothers deals only
of a street railway in order that the city may be able to with the case between the city and the United Railroads.
fix a rate of fare to be charged for a period of five years The decision in the cases brought by the Sutter Street
immediately succeeding the try-out period. This rate is to Railway is held in reserve.
be fixed by Council at least thirty days before the expira Following the exoneration of Mayor Rolph from con
tion of the period and it is to be sufficient to pay the costs tempt charges, Mr. Cashin was sentenced to pay a fine of
of operation, maintenance including depreciation, taxes $250 or serve two days in jail for running cars on lower
and governmental charges and in addition yield a return Market Street tracks in disobedience to the injunction
of 6 per cent on the valuation. This means that the fare is issued by Judge Sturtevant. Mr. Cashin obtained a twenty-
to be based on the actual cost of operation plus 6 per cent on four-hour stay of execution and on the expiration of this
the valuation. time the fine was paid.
 644 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

AMALGAMATED ASSOCIATION AGAINST REPEAL OF town and Perkasie. On the Chestnut Hill division the ad
ARBITRATION CLAUSE justment has been changed, curves eliminated and the
track raised where necessary.
President Mahon Raps Practice of Putting Attorneys on In line with recommendations by the safety-first commit
tee, a special point has been made over the entire system,
Boards of Arbitration with the consent of adjoining property owners, of trimming
The feature of the closing sessions of the convention all trees, shrubbery and underbrush, to provide a clear
of the Amalgamated Association of Street & Electric Rail view at crossings. A number of new automatic signal bells
way Employees of America at Rochester, N. Y., was the and several hundred additional warning signs have been
overwhelming vote against the proposal to repeal the arbi placed at crossings, and approach signs have been erected
tration clause in the constitution of the association. The 300 ft. from crossings, to caution autoists, teams and pedes
proposal came before the convention on a recommendation trians. When this work is completed there will be 600
by the law committee that the arbitration provision be warning signs along the line.
retained. A motion to non-concur in the committee's rec To take care of the increasing business on the Philadel
ommendation was made. Outside of the delegates from phia division the company is arranging to increase the
the Bay State Street Railway, Boston, the opposition to power facilities, it being planned in 1916 to run two and
arbitration found little support. three-car trains the entire distance from Philadelphia to
President William D. Mahon had declared in favor of Allentown. During the heavy traffic of the present sum
the arbitration clause in his annual report, read early in mer two-car trains were run daily between the cities,
the week. One account of the passage at arms over the leaving Allentown for Philadelphia at 8 a. m. and returning
arbitration proposal said: from Sixty-ninth Street, Philadelphia, at 5 p. m. Satur
"In a characteristic address, President Mahon declaimed days, Sundays and holidays two-car trains were run every
against the proposal to strike the arbitration clause from hour.
the constitution of the association. He declared that in two- H. R. Fehr, president of the company, has been giving a
thirds of the cases of disagreement with employers, street great deal of attention to getting the Easton division into
car men would find that public sentiment would force shape by the elimination of curves and the rebuilding of por
arbitration of the questions at issue, regardless of whether tions of the line. These improvements on the line to Easton
the constitution provided for it. Going into the history will lessen the running time between the two cities ten min
of arbitration in recent New England troubles of the street utes.
railway employees and their employers, President Mahon For the betterment of the limited service between Allen
rapped the practice of putting attorneys on boards of arbi town and Easton the company has had The J. G. . Brill
tration. He said that in virtually every case the results of Company build a number of all-steel cars. The first of
arbitration depended upon the selection of the arbitrators, these cars, No. 214, was placed in service on Aug. 12.
and under the laws of the association the railway workers All tracks in South Easton have been rebuilt with 105-lb.
can say what questions will be submitted to arbitration, T-rails on creosoted ties. Adjoining the carhouse at Sev
how long the arbitrators can sit and when their decision enteenth and Washington Street, Easton, the company has
must be given. Addressing his remarks to the insurgent purchased a tract for the enlargement of the carhouse and
Massachusetts delegates, President Mahon told them they shops.
had had arbitration and under the laws of their organiza The expenditures on the Easton division will amount to
tion they would have to live up to the awards of the arbi $110,000. As previously stated the expenditures for the
trators. He warned them, when next a similar situation improvement on the entire system will amount this season
arose, not to choose attorneys as arbitrators, and intimated to upwards of $375,000.
that if they handled the situation in the right way they
would have no complaint to make at the result." I. R. T. BASEBALL SEASON CLOSED
A resolution which was adopted called for an investiga
tion of the Cleveland 3-cent car lines. The baseball season among the employees of the Inter-
borough Rapid Transit Company, New York, N. Y., was
brought to a close on Saturday, Sept. 11, with a game of
LEHIGH VALLEY TRANSIT SPENDING $375,000 ball between the car equipment division of the company
The Lehigh Valley Transit Company, Allentown, Pa., is and a team representing the Erie Railroad, and a shore
spending $375,000 this year in improvements. The changes dinner at the Brighton Beach Casino. On the Interborough
that are being made extend to practically every department system there is a league of eight clubs from various divi
of activity of the company. The east-bound track between sions of the service, and for the second time in succession
Allentown and Bethlehem has been rebuilt to Sixth and the honors have been Won by the men from the car equip
Hamilton Streets, Allentown, and it has been determined ment department. They won fourteen out of sixteen
to build a double track at West Bethlehem, where there games, and then with apparently little respect for their
are 1600 ft. of single track. The laying of the track will guests at Hedley Field on Sept. 11 they smothered the Erie
be begun in a short time. The track on Main Street, team. More than 400 invitations to both the game and
Slatington, will be rebuilt from the Lehigh Valley station the clambake were sent to officials of the State and city ad
to Trout Creek Bridge. The track on North Fourth Street, ministrations, members and officials of the Public Service
Allentown, is being rebuilt from Greenleaf to SteckeFs Commission, the executive officials of all the prominent
Bridge and the street is being paved with brick on a con electrical transportation systems in the East and to many
crete base. The stretch from Washington to Greenleaf trunk line officials east of the Mississippi River. The pen
Street was rebuilt last year on the supposition that the nant was presented to the car equipment team at the
city would at that time pave this street. The company dinner, gold medals were pinned on the individual mem
will do is share of paving on Seventeenth Street from Tur bers of the team and a cup donated by Harry M. Hemp
ner to Gordon, and as soon as the city is ready will recon stead, president of the New York Giants, was awarded
struct the tracks on Hamilton from Sixth to Seventh. On to the league player with the best all-around record.
the Nazareth line a stretch of 1500 ft. has been recon Among the speakers were Frank Hedley, vice-president
structed on private right-of-way, and some sharp curves and general manager of the Interborough Company; Su
eliminated. preme Court Justice Luke D. Stapleton, ex-Corporation
Six new bridges have been constructed and six rebuilt. Counsel John Whalen of New York and H. H. Vreeland.
The new bridges span the Jordan at SteckeFs, the Perki- director of welfare of the Interborough Company.
omen on the Emaus line, Jones's on the Chestnut Hill A game is announced to be played at Ebbetts Field, the
division, the Philadelphia & Reading Railway tracks at home of the Brooklyn National team, on Sept. 29 between
Ambler and the Jordan at Iron Bridge on the Slatington the champions of the Interborough and an all-star team
division. Underfeed stokers are being installed beneath from the league of clubs on the Brooklyn Rapid Transit
six of the boilers at the Front Street power house. The System. At Dexter Park, Brooklyn, on Sept. 23, the Brook
company is also installing transformers and regulators in lyn all-star team defeated a team of the Hudson & Manhat
the various municipalities through which its lines run. tan Railroad by the score of 16 to 0. Deutsch, pitching for
There are some notable improvements on the Philadelphia Brooklyn, allowed only three hits. One error was made be
division. The track is being ballasted between Quaker- hind him.
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 645

COLUMBIA STRIKE SETTLED Transportation employees received an average of $740.

The strike of the employees of the Columbia Railway, Professor Richey stated that according to the Wholesale
Gas & Electric Company, Columbia, S. C, in progress about Price Bulletin of the United States Bureau of Labor Statis
a week, was settled on Sept. 18, mainly through the efforts tics, clothing advanced 15.8 per cent from 1900 to 1915
of Governor Richard I. Manning. With two exceptions the instead of 30 per cent as claimed by Mr. Sturgis. The
men on strike will all be taken back by the company. In witness said that according to Streightoff there were at
future all differences will be submitted to arbitration. The least 5,000,000 industrial workmen in the United States
strike was precipitated by differences between the men and earning $600 or less a year. A chart was introduced show
the company over questions of fare accounting. In a state ing a decline of 4 per cent in food prices from January to
ment which the Governor issued following the settlement June, 1915, from the average of 1914.
of the strike he said: James H. Vahey, counsel for the men, cross-examined the
"I am highly gratified at the peaceful and happy solution witnesses particularly with respect to the financial history of
of the differences between the car men and the street rail the company involving the various leases and the intercorpo
way company. I feel that the pleasant and prompt settle rate relations with the New York, New Haven & Hartford
ment of differences was brought about because of the desire Railroad.
for justice, and I am glad that justice has prevailed. One
especially pleasing point is that under the agreement all PROSPECTS OF NEW DES MOINES GRANT
differences will be settled by arbitration and this should to The Des Moines (Iowa) City Railway will be operating
tally eliminate all danger of strikes and lockouts in the under the proposed new franchise, agreed to by the company
future." and the City Council, by Jan. 1, 1916, unless plans of the
company and the city miscarry. The Council will submit
RHODE ISLAND ARBITRATION HEARINGS to a vote of the people, at a special election, a franchise
In the wages arbitration hearings of the Rhode Island proposed by the Des Moines Chamber of Commerce and
Company at Providence last week, John P. Farnsworth, a accepted by the city and the company with slight altera
federal trustee of the company, testified that if an increase tions.
in pay was granted to the employees by the board, the Sentiment in the city appears to be overwhelmingly in
capital of the company would more than likely be impaired, favor of a final settlement of the franchise question on the
with possible receivership, and in the event of the latter the basis now offered, and when the franchise is accepted, the
city of Providence would probably lose its contract with the company will be sure of its right to operate in Des Moines
company, at a cost of about $150,000 a year. In the last for the first time since 1900, when litigation involving the
eight years only 15 per cent of the gross earnings had been validity of the franchise held by the company was begun
used in maintenance, although 20 per cent should have been by the city. This long fight now seems likely to end with
thus applied. The additional 5 per cent in this period a franchise practically the same as the one under which
amounted to $1,915,148. This ought to have gone into the the company then was operating. The new franchise will
property. provide six fares for a quarter, half-fare for school children,
Mr. Farnsworth stated that since 1912 the receipts from a guarantee of service as good as the best in any city of the
transportation had not shown the normal gain commen nation the same size as Des Moines, and a valuation of
surate with the growth of the territory. This should be $5,000,000 as of the present time if the city decides to buy
about 6 per cent yearly, according to the reports of B. J. the property within twenty-five years, which is the term
Arnold and W. J. Lewis. Since 1909 receipts had fallen of the franchise. No valuation is fixed for the purpose of
off, with a deficit for 1915, aggravated by the increased determining profits. The company guarantees the service
volume of transfers. The witness called attention to the and takes its chances on the profits.
heavy inroads made by the jitney in the Providence dis Emil G. Schmidt, president of the company, states that
trict. Such competition was not contemplated by the com $1,500,000 in improvements will be spent as soon as the
pany in making its contract with the city—an agreement franchise is in effect. These will include twenty-five new
that gave the city 5 per cent of the gross receipts and one- cars, the construction of several new lines, a complete over
third the cost of widening and improving new streets, hauling and rebuilding of the present system, a large amount
while the company also paved between the tracks and 18 in. of paving, and the establishment of loop and crosstown
outside. Mr. Farnsworth also said that the 5 per cent services.
rentals paid on leased lines were not excessive in view Des Moines is rejoicing at the prospect of the settlement
of their physical valuation. of the long standing controversy. Newspapers express the
It was pointed out that the company must spend $800,000 opinion, editorially, that Des Moines would have been better
this year in extensions and improvements. The company's off had the fifteen years' fight been settled fifteen years ago
charter and contracts precluded increasing fares unless by by arbitration between the city and the company. This
consent of the Assembly. The company was economically opinion is almost unanimously subscribed to by citizens of
operated, the cost of power was low, but the cost of labor the city.
had increased since 1910 to a point where it is probably Recovering Cars Abandoned on Causeway.—Two interur-
larger at present than in any other city under similar con ban cars and a work car have been recovered by the Gal
ditions. For extensions and improvements in the next five veston-Houston Electric Railway from the debris of the
years $10,000,000 was needed, and even with wages as they Galveston causeway where they were abandoned on
are it will be difficult to secure this new capital without the Aug. 16. They have been taken to Houston for overhaul
inducement of a much larger interest rate. ing. Officials of the railroads entering Galveston have
A. E. Potter, president of the Rhode Island Company, announced that the causeway will be rebuilt at an esti
pointed out that official salaries were smaller in the com
pany than on the Boston Elevated Railway and Bay State mated cost of $1,500,000.
Street Railway. He stated that if the company could ar Chicago Surface Lines' Club Has Outing.—The first an
range its schedules as it saw fit, within the hours of agree nual outing of the Surface Lines' Club of Chicago, 111., was
ment with the union, it could eliminate about 150 men in held at Riverview Park Picnic Grove on Sept. 18, 1915. This
summer and 300 in winter, guaranteeing the extra men club was organized last spring and now has a membership
six hours' work a day at a good wage. He also testified in of 506. The members are from the departmental offices of
regard to the fare accounting methods which are in use by the Chicago Surface Lines. In the afternoon there was a
the company. baseball game between the electrical and the engineering
Prof. Albert S. Richey of the Worcester (Mass.) Poly departments, followed by races and prizes for everybody.
technic Institute took the stand in rebuttal to the testimony Newport Franchise Matter Still Unsettled.—Another at
of Arthur Sturgis, Boston, relative to the cost of living. tempt of the Newport Business Men's Club to adjust the
The witness said that Streightoff, John Mitchell and others rental that the Cincinnati, Newport & Covington Railway
set the minimum-living wage at $600 to $650 a year instead shall pay after the expiration of its franchise failed on
of at $1,000 as advanced by Mr. Sturgis. The average the evening of Sept. 10. Members of the club suggested
wage in Providence in 1913, as reported in connection with several sums between $6,000 and $7,500 as reasonable, but
the Rhode Island workmen's compensation act, was $539. the City Commissioners held out for $12,000 a year. The
 646 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13
company has expressed a willingness to pay $3,000. It is Railway running rights over that portion of Yonge Street
said that the company will enter litigation on the question north of the Canadian Pacific Railway tracks up to Farn-
of its perpetual rights to the use of the streets rather than ham Avenue, on which the Toronto & York Radial Rail
pay more than it has offered. way formerly operated. At a meeting of the Ratepayers'
Further Transit Loan Urged in Philadelphia.—Mayor Association on Sept. 17 the recommendation of the Board of
Blankenburg of Philadelphia, Pa., has sent a message to Control that the decision be appealed was strongly con
Councils urging that every expedient be used in passing demned, and the Aldermen of the Second Ward and Third
the legislation necessary for a new permanent loan of Ward were urged to oppose the recommendation. One
$1,250,000 toward the construction of the Frankford ele Alderman promised to do so, but the others stated that it
vated and other rapid transit facilities so that the proposal was their intention to cast their votes in the interests of
may be submitted to a vote of the people at the November the city generally and not in the interests of a particular
election. With it the Mayor transmitted a letter on the locality. They were willing to join a deputation to the
subject from Transit Director Taylor, in which the latter Toronto Railway to request that company to lay tracks
said that he did not believe the city would be justified, from its present terminus to Farnham Avenue, where pas
from a business standpoint, in awaiting a special election sengers from the Toronto & York Radial Railway might
to be held subsequent to the proposed amendment to the transfer to the other system. A petition will be presented
constitution. to the City Council on Sept. 20 praying against the plan
to proceed with the appeal.
Third Annual Engineering Conference in Pennsylvania.—
An exhibition is to be held on Nov. 15 to 19 inclusive in Obstacles to Construction of Line Under East River Re
Harrisburg, Pa., in connection with the third annual Penn moved.—The Public Service Commission for the First Dis
sylvania Industrial & Public Welfare & Engineering Con trict of New York has received from Henry Breckenridge,
ference. The first two exhibits have been representative Acting Secretary of War, the modification requested by
of the very best products of the safe, economical and the commission in the permit from the War Department
efficient industrial development and also indicative of what for the right to construct a rapid transit railroad under
the industrial and public service companies are doing to the East River from Fourteenth Street, Manhattan, to
promote the health and welfare of the people. The De North Seventh Street, Brooklyn. This is a part of the
partment of Labor and Industry and the Public Service Fourteenth Street-Eastern line of the dual system. In the
Commission will participate in the exhibition. J. W. Rey permit as originally issued by the War Department respon
nolds, vice-president of the Pennsylvania Steel Company, sibility for all damage or loss during the work was laid upon
is chairman of the exhibit committee. the city of New York. The commission objected to this
clause and the government has now modified it so as to make
National Fire-Prevention Day.—Saturday, Oct. 9, the an the city assume "all legal liability" for loss or damage due
niversary of the great Chicago fire, has been designated to construction or operation. The modified permit also gives
by the Safety First Federation of America as the national the commission permission to construct a temporary venti
fire-prevention day and extensive plans have been formu lation chamber outside of the bulkhead line at the foot of
lated for observing this anniversary in a fitting manner North Seventh Street, Brooklyn, on condition that all such
in various cities throughout the country. An appeal has structures outside the bulkhead line shall be entirely re
been made to the Governor of each State requesting that moved when the work is completed. This removes the
a proclamation be issued designating Oct. 9 as the national last obstacle to the beginning of work on the Fourteenth
fire-prevention day. In his letters to the Governors, Fred Street-Eastern line and in a few weeks the commission
erick H. Elliott, executive secretary of the federation, calls will advertise for bids for the construction of the tunnel
attention to the necessity of impressing upon the minds of section.
the people the need of their co-operation to prevent the
unnecessary loss of life and property by fire.
PROGRAMS OF ASSOCIATION MEETINGS
New Commonwealth Edison Publication.—The Common
wealth Edison Company, Chicago, 111., has just issued a Mississippi Electric Association
booklet of eighty-six pages under the title "Rules and In
formation Pertaining to Electric Service, Meters, Wiring Owing to objection on the part of some of the members
and Motors." This is issued for the purpose of acquainting to the dates of Nov. 10 and 11 as the meeting time of the
customers, contractors, architects and engineers with the Mississippi Electric Association it has been decided to
requirements of the Commonwealth Edison Company per change the dates to Nov. 12 and 13.
taining to the installation of service connections, meters,
wiring, motors, and other appliances which are to be sup Annual Congress National Safety Council
plied with electricity from the company's main. The rules
are supplementary to the electrical code of the city of The fourth annual congress of the National Safety Coun
Chicago, and they contain considerable information of cil will be held at Philadelphia, Pa., on Oct. 19, 20 and 21.
technical value. One-half of the booklet is taken up with Accident prevention in all its phases will be discussed
dimensioned and other diagrams of meter mountings. and the particular problems of the various industries will be
presented in separate meetings. Dr. E. B. Rosa, acting
Application for Franchise in Cincinnati.—The West End director
Rapid Transit Company has asked the City Council of Washington, bureau of standards, Department of Commerce,
D. C, will be chairman of the public utilities
Cincinnati, Ohio, for a franchise for the extension of its sectional meetings,
line from Anderson's Ferry to the corner of Third and gram for this session to be held on Oct. 20, 1915. The pro
Sycamore Streets in the city. The route is the same as is as follows:
"Linemen and Their Operations," by C. B. Scott, manager
mentioned in the Electric Railway Journal of Sept. 11. bureau of safety, Middle West Utilities Company, Chicago,
All fares and charges of the company for carrying passen 111.
gers and merchandise are to be so fixed that the net "Danger of Low-Tension Shocks," by H. S. Warren,
revenue shall be sufficient to pay not less than 10 per cent American Telephone & Telegraph Company, New York.
on the total amount invested in the property and equip "Hazards of High-Tension Lines," by Bryce E. Morrow,
ment. After setting aside all charges for operating, a rea chief engineer Utilities Mutual Insurance Company, New
sonable amount for depreciation and the 10 per cent return, York.
the remainder of the surplus is to be divided equally be "Hazards of Gas Works," by J. B. Douglas, manager
tween the company and the city. The books are to be claim department United Gas Improvement Company, Phila
open to the city from time to time, so that the amount delphia, Pa.
invested may be ascertained, as well as the earnings and "Hazards of Street Work," by Edward C. Spring, assist
the disposition of the funds. C. E. Hooven is president of ant to the president Lehigh Valley Transit Company, Allen-
the company, and Stanley Shaffer is secretary. town, Pa.
Appeal in Toronto Case Unlikely.—North Toronto resi "Education of Street Car Platform Men," by Rex. D.
dents are not in favor of an appeal against the decision Billings, general claim agent Reading Transit & Light Com
of the Ontario Railway Board, giving the Toronto (Ont.) pany, Reading, Pa.
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 647
For the first ten months the total gross earnings were
Financial and Corporate approximately $30,000 greater than for the same period
of the preceding year; of this increase more than $15,000
Manila Electric Railroad & Light Corporation ($14,000 in railway department) was lost during the last
two months owing to the unprecedented business chaos.
The statement of income, profit and loss of the Manila The operating expenses for the year showed a saving of
Electric Railroad & Light Corporation, Manila, P. I., for $14,225; taxes were $6,000 higher, and the fixed charges
the calendar year 1914 follows: increased by more than $75,000. As a result surplus
Gross earnings $1,602,001 suffered a decrease during the year to the extent of more
Operating expenses and taxes 818,415 than $55,000.
Net earnings (After allowing for loss of $9,324 in During the year $120,000 of additional 5 per cent sinking
operating Union Truck Company) $783,586 fund gold bonds were placed in the treasury to cover cost
Fixed charges—interest on bonds 277,716 of additions, betterments and extensions, made previous
Surplus over fixed charges $505,870 to Nov. 30, 1914. Of these $20,000 were sold. A total of
Reserves : $250,000 of first mortgage 5 per cent sinking fund gold
For sinking fund $28,250 bonds of the Georgia-Carolina Power Company was issued
For replacements and renewals 80,000 to cover the cost of completing that plant and sold. Two
Total $108,250 dividends of 1% per cent each were paid on the cumulative
Surplus $397,620 preferred stock, but with the outbreak of the war in Europe
Dividends 350,000 and the consequent falling off in earnings, the directors
Net surplus for the year $47,620 suspended payment of dividends on the preferred stock
Surplus at beginning of year 1,253,337 from July 1, 1914.
Credits : ' A sum of $96,903 was expended for additions and bet
Amount carried as reserve for sinking fund trans
ferred to surplus 39,353 terments and charged to capital accounts. Of this amount
Earnings for prior period 2 $53,064 was expended for line extensions and the necessary
$1,340,312 apparatus for connecting new customers; $13,675 was for
Charges : a new substation at the city plant, and the balance for
Expenses of ice plant investigation written off $6,228 miscellaneous improvements, including a 2-mile extension
Expenses prior period 850 of the railway lines to Aumond.
Exposition Are loss 3,645
Surplus Dec. 31, 1914 (excluding reserves) $1,329,589
American Public Utilities Company
The gross earnings for the year showed a decrease from
the previous year of $96,582, or 5.62 per cent. The operating The combined statement of income, profit and loss of the
expenses and taxes increased $27,628, or 3.49 per cent, so that subsidiaries of the American Public Utilities Company,
the net earnings from operation decreased $124,220, or 13.68 Grand Rapids, Mich., for the year ended June 30, 1915,
per cent. Of the decrease of $96,592 in the total gross follows:
earnings, $82,000 occurred in the railway department. Up Gross earnings from operation $2,932,069
to June 30, 1914, the decrease was less than 1 per cent, Operating expenses 1,618,239
the balance of the loss occurring during the latter part of Net earnings from operation $1,313,830
the year. The electric department earnings fell behind a Miscellaneous income 25,930
little more than $9,000, or only a fraction over 1 per cent, Gross income $1,339,760
the balance of the shrinkage being caused by the closing Less expenses $38,101
down of the trucking department. Net income $1,301,659
During August heavy rains caused serious floods in Interest charges 952,108
Manila, and during September the city experienced the Remainder $349,551
worst flood in its history. These floods caused a loss of Dividend on preferred stock 234,840
considerable revenue and resulted in additional expense in Balance $114,711
repairing track, roadway, rolling stock and power plant.
The increase in expenses was owing largely to the heavy The gross earnings from operation increased during the
growth in the number of electric customers, which necessi year from $2,319,955 to $2,932,069, net earnings from oper
tated an addition to the electric staff. This in itself created ation increased from $980,879 to $1,313,830, and expenses
enlarged overhead expense, and the natural considerable decreased from $51,485 to $38,101. The comparative net
increase in fuel consumption was emphasized by a larger income for the respective years was $974,696 in 1914 and
average cost per ton of coal purchased. The company ex $1,301,659 in 1915. The increase in fixed charges was from
pended during the year for new construction $129,015; for $599,309 to $952,108. These increases in gross and net
replacements and renewals, $62,241, and for maintenance, earnings and in the fixed charges were caused by the
which was included in operating expenses, $158,466. acquisition and financing of the properties of the Chippewa
Business and financial conditions in the Philippine Islands Valley Railway, Light & Power Company (merged into the
during the year were far from satisfactory. In the begin Wisconsin-Minnesota Light & Power Company) and by the
ning of the year the general world-wide depression began large expenditures, approximately $1,500,000, made by the
to be felt and after the commencement of the European war Merchants Heat & Light Company and by the Wisconsin-
the situation became gradually worse. The last five months Minnesota Light & Power Company for extensions and ad
of the year were the dullest period experienced in the his ditions to their properties. The net income available for
tory of the company. dividends decreased slightly because the fixed charges in
cluded interest on investments made during the last year,
which did not become remunerative until late in the present
Augusta-Aiken Railway & Electric Corporation fiscal period.
According to the annual report of the Augusta-Aiken During the year the Capitol Light & Power Company, a
Railway & Electric Corporation, Augusta, Ga., for the year competitor of the Jackson Light & Traction Company, Jack
ended Dec. 31, 1914, the gross earnings amounted to son, Miss., retired from business on account of unsatisfac
$738,372 and operating expenses and taxes to $393,886, tory revenue conditions, and as a result a substantial in
leaving income from operation of $344,486. Interest and crease of business accrued to the electric lighting depart
sinking fund charges were $282,962, and the gross surplus ment of this subsidiary. A movement to establish a mu
for the year was $61,523. The gross electric earnings in nicipal lighting plant was met by a publicity campaign
creased $19,265 or 6.6 per cent, with a decrease in expenses which assisted in producing an adverse vote of the electors.
of $11,733 or 10.1 per cent. The gross railway earnings The street railway income of this subsidiary was unfavor
decreased $4,768 or 1.3 per cent, and expenses decreased ably affected by a jitney service which was established in
$46. The gross earnings from other departments decreased Jackson during the year. According to the annual report of
$1,197 or 1.8 per cent and expenses decreased $1,409 or 3.6 the holding company, this is a problem which still remains
per cent. to be dealt with.
 648 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

TAXES ASSESSED IN VIRGINIA Chicago (111.) Surface Lines.—Complaints made to the

The total value of the tangible and physical property of Illinois Public Utilities Commission by J. B. Hogarth
electric railways operating in Virginia, as assessed by the against the Chicago Railways and the Chicago Surface
State Corporation Commission for the calendar year 1914, Lines were dismissed on Sept. 14 on motion of Mr. Hogarth.
was $8,933,873. The State property tax upon this assessed Among the complaints made by Mr. Hogarth were the fol
value, the tax on money and the franchise tax assessed lowing: As to the "unjust, unwarranted and unreasonable
upon the annual gross transportation receipts amounted to salary" paid John M. Roach as one of the members of the
$83,225. The total State taxes assessed against electric board of operation of the Chicago Surface Lines and as one
carriers for the preceding year was $81,002, an increase for of the directors of the Chicago Railways; as to the Chicago
1914 of $2,223. During 1914 the total value of the tangi Railways carrying items of paving expenditures in the
ble and physical properties of the canals and steam rail joint capital account with the city; as to the application of
roads in the State was $122,120,868, and the total State the Chicago Railways for authority to issue $3,145,000 of
taxes imposed amounted to $1,084,220, an increase for 1914 first mortgage bonds, and as to the system of accounting
of $48,903. The assessed property values of light, heat, of the Chicago Railways.
power, gas and water companies operating in the State Columbus, Delaware & Marion Railway, Columbus, Ohio.
totaled $10,114,941 for 1914, upon which the total taxes —The Common Pleas Court has decided that the Columbus,
amounted to $60,237, an increase over 1913 of $4,449. The Delaware & Marion Railway is not liable as guarantor
accompanying table shows the details of the taxable values on the $500,000 of first mortgage bonds and the $96,000

Table Showing the 1914 Taxable Values of Electric Railway Properties in Virginia, and the Taxes Assessed Thereon, and
the Franchise Tax Assessed Upon the Gross Transportation Receipts for the Year Ended June 30, 1914
Value of Value of Total
Track Rolling All Other Property Tax on Franchise Total
Name of Company Miles Value Stock Property Value Property Tax Tax
Appalachian Power Company 0.79 $7,364 $494 $7,858 $27 $91 $121
Blue Ridge Light & Power Company 5.30 25,625 4,500 $5,605 35,730 125 152 278
Bristol Traction Company 3.57 12,495 1,488 13,983 4!l 62 111
Charlottesville & Albemarle Railway 3.48 47,088 24,500 ' "53,630 124,618 4 36 423 863
Danville Traction & Power Company 5.56 78,660 29,331 48,696 156,687 54S 1,359 1,968
Henrico & Chesterfield Railway 2.50 10.000 10,000 35 35
Lynchburg Traction Light Company 14.74 226,200 Yl'3',5o6 U 6,6 65 456,365 1,597 '2,527 4,137
Mill Mountain Incline, Inc 0.37 8,372 1,800 13,400 23,572 82 47 132
Newport News & Hampton Railway. Gas &
Electric Company 32.54 534,480 99,400 260,310 894,190 3.129 3,154 6,469
Norfolk City & Suburban Railway 4.50 47,250 3,252 1,533 52,035 182 68 251
Norfolk & Ocean View Railway „„„X 91,423 15,700 7,450 114,573 401 672 1,073
Norfolk Railway & Light Company 3„i~ 513,885 80,750 99,275 693,910 2,429 2,428
Bedford Water Power Company 2.63 10,520 2,400 4,000 16,920 59 ' ' io3 163
Richmond & Chesai>eake Bay Railway 14.76 241,110 27,000 53,640 321,750 1,126 602 1,734
Richmond & Henrico Railway *-*3 254,860 49,500 153,100 457,460 1,601 1,107 2,710
Richmond & Rappahannock River Railway. 25.34 70.990 25,090 11,344 107,424 376 399 805
Roanoke Railway &; Electric Company 24.17 265,916 100,000 138,903 504,819 1.767 3,285 5,069
Taxewell Street Railway . 1.97 5,910 1,250 250 7,410 25 97 125
Virginia Railway & Power Company... 13S.81 1,976,430 802,440 630,514 3,409,384 11,932 28,833 41,160
Washington & Old Dominion Railway.. 69.99 763,640 74,750 98,587 936,977 3,279 4,269 7,551
Washington Utilities Company 13
Washington-Virginia Railway 38.39 S'2'2',280 120,350 1« ">7S 588,208 2,058 3,935 6,022
Grand total 435.89 $5,514,498 $1,577,495 $1,841,800 $8,933,873 $31,268 $51,188 $83,225

of electric railway properties in Virginia for 1914 and the interest due thereon of the Columbus, Marion & Bucyrus
taxes assessed thereon, as well as the franchise tax as Railroad. When these bonds were issued, the Columbus,
sessed. The tax on money is omitted, the total for all com Delaware & Marion Railway guaranteed them by endorse
panies for the year being only $768. ment as to principal and interest. On default by the
Columbus, Marion & Bucyrus Railroad, the Troy (N. Y.)
SECURITIES LOST IN EUROPE Trust Company, as trustee of the bonds, brought suit to
enforce the guarantee.
It is reported that the Brazilian Traction, Light & Power
Company, Ltd., Toronto, Ont., probably will experience con Columbus Railway, Power & Light Company, Columbus,
siderable difficulty in adjusting the matter of bearer share Ohio.—An initial quarterly dividend of 1 per cent has been
warrants lost during the European war. There are a large declared on the prior preference stock of the Columbus
number of stockholders in Belgium who secreted their se Railway, Power & Light Company, in addition to the reg
curities when the German invasion began. Many of these ular quarterly dividend of 1 V2 per cent on Series A preferred
stockholders have been killed and no one knows the hiding stock. Both of these dividends are payable on Oct. 1 to
place of the securities. The warrants, which bear coupons stockholders of record on Sept. 15.
payable to bearer, are probably lost beyond all chances of Demerara Electric Company, Ltd., Halifax, N. S.—The
recovery. Claims are being made on the company to have directors of the Demarara Electric Company, Ltd., which
duplicate warrants issued, but it is expected that consider does the entire lighting and tramway business in Demerara,
able difficulty will arise in proving claims to the lost stock. British Guiana, have decided to omit the quarterly dividend
Other companies will have the same trouble, as substan of 1 per cent usually paid on Oct. 1. This omission is
tially all securities held in Belgium and northern France caused by conditions brought about mainly by the European
were made to bearer and at the outbreak of war these war, resulting in an increase in the cost of fuel and a de
were secreted for safe keeping. Many complications and crease in the general traffic.
much litigation is expected over these lost securities. Kansas City Railway & Light Company, Kansas City,
Mo.—The Kansas City Railway & Light Company stock
Brazilian Traction, Light & Power Company, Ltd., To holders, it is stated, have accepted the plan formulated by
ronto, Ont.—J. S. Lovell has been elected a director of the Federal Judge Hook for the reorganization of the Metro
Brazilian Traction, Light & Power Company, Ltd., to suc politan Street Railway and the Kansas City Electric Light
ceed the late Sir William Van Horne. Company, as described in the Electric Railway Journal
Camaguey (Cuba) Company, Ltd.—The Electric Bond & of Aug. 21. A supplementary plan, not providing for any
Share Company, New York, which some time ago took a assessment on Kansas City Railway & Light Company
ninety days' option on the $1,000,000 stock of the Camaguey stock, will soon be issued.
Company, Ltd., at $50 a share, has decided not to exercise Long Island Railroad, New York, N. Y.—Earl T. Shaw,
the option. Officials of the company state that bank obli 30 Broad Street, New York, has offered to purchase at 60,
gations have been nearly all paid off and there is a proba less commission of 2% per cent to be paid by the seller, a
bility that with the close of the current year there may be block of 25,000 shares of Long Island Railroad stock. The
funds to pay a small dividend on the stock. certificates must have been issued not later than 1910 and
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 649

proxies must not have been put out against the same in New Orleans Railway & Light Company, New Orleans,
favor of control by the Pennsylvania Railroad management. La., quarterly, 1*4 per cent, preferred.
New Orleans Railway & Light Company, New Orleans, New York State Railways, Rochester, N. Y., quarterly,
La.—The gross earnings of the New Orleans Railway & lVt per cent, preferred; quarterly, 1 per cent, common.
Light Company for the six months ended June 30, 1915, Northern Ohio Traction & Light Company, Akron, Ohio,
amounted to $3,520,748 as compared to $3,596,463 for the quarterly, 1% per cent, preferred.
corresponding six months in 1914. Other statistics for the Philadelphia Company, Pittsburgh, Pa., 3 per cent, cumu
six months' periods follow: Net after taxes—1915, $1,- lative preferred; quarterly, 1% per cent, common.
386,821; 1914, $1,482,475; miscellaneous deductions—1915, Porto Rico Railways, Ltd., San Juan, P. R., quarterly, 1%
$18,184; 1914, $14,253; bond and other interest—1915, $870,- per cent, preferred.
198; 1914, $854,185; renewals and replacements—1915, $75,- Republic Railway & Light Company, New York, N. Y.,
166; 1914, $130,871; surplus—1915, $423,273; 1914, $483,166. quarterly, 1% per cent, preferred.
Providence & Fall River Street Railway, Swansea Center, Ridge Avenue Passenger Railway, Philadelphia, Pa., quar
Mass.—In the United States District Court in Boston Judge terly, $3.
Morton on Sept. 22 declined at present to appoint a receiver Toronto (Ont.) Railway, quarterly, 2 per cent.
for the Providence & Fall River Street Railway, after con United Light & Railways Company, Grand Rapids, Mich.,
sidering a petition for such appointment brought last week quarterly, 1% per cent, preferred.
by the Industrial Trust Company, Providence, R. I. The Washington Water Power Company, Spokane, Wash.,
trust company holds the road's bonds to the amount of $165,- quarterly, lhi per cent.
000. Counsel for the railway opposed the receivership on West India Electric Company, Ltd., Kingston, Jamaica,
the ground that no bonds have yet failed to receive interest, quarterly, 1% per cent.
the next date when interest is due being Oct. 1. Conditions
are beginning to improve on the road and the appointment ELECTRIC RAILWAY MONTHLY EARNINGS
of a receiver at this time would merely increase the cost of ATLANTIC SHORE ELECTRIC RAILWAY,
administering the property. This has been economically KENNEBUNK, ME.
carried on during the last three years by a noteholders' Operating Operating Operating Fixed Net
committee. Several Massachusetts banks and the Rhode Period Revenues Expenses Income Charges Income
lm.,Aug., '15 $51,883 $26,893 324,990 $669 $24,321
Island Company also opposed a receivership. 1 14 53,357 29,733 23,624 650 22,974
Public Service Corporation of New Jersey, Newark, N. J. AMERICAN RAILWAYS, PHILADELPHIA, PA.
—The monthly financial statement of the Public Service lm.,July, '15 $485,039
1 14 522,625
Corporation of New Jersey for August shows a gross in 7" " '15 3,060,387
crease of $54,473 in total business over August of last 7 14 3,195,974
year. The percentage of gain was 1.8 per cent. The total BATON ROUGE (LA.) ELECTRIC COMPANY
gross increase in all business for the eight months' period lm, July, '15 $10,016 '$9,114 $6,902 $1,736 $5,166
1 14 14,742 •110,676»9,260 71,5535,482 1,732 3,750
to Aug. 31 was $806,282, the percentage of gain for the 12 15 182,229 20,769 50,784
period being 3.5 per cent. The balance available—after 12 14 176,904 '115,621 61,283 21,150 40,133
payment of operating expenses, fixed charges, sinking fund BROCKTON & PLYMOUTH STREET RAILWAY,
requirement, etc.—for amortization, dividends and surplus, PLYMOUTH, MASS.
for August, 1915, was $230,303, while the decrease in sur lm., July, '15 $15,346 '$8,457 $6,889 $1,185 $5,704
1 14 15,694 '9,037 6,657 1,064 5,593
plus available for dividends over the corresponding period 12" " '15 118,618 '98,264 20,354 13,585 6,769
of 1914 was $41,363. For the eight months ended Aug. 31, 12 14 120,543 '101,068 19,475 12,815 6,960
1915, the balance available for amortization, dividends and CAPE BRETON ELECTRIC COMPANY, LTD., SYDNEY, N. S.
surplus was $2,094,947, and the increase in surplus avail lm., July, '15 $31,319 '$17,666 $13,653 $5,355 $8,298
1 14 31,466 '19,665 11,801 5,217 6,584
able for dividends was $145,383. 12" " '15 338,023 '206,228 131,795 63,708 68,087
Seattle (Wash.) Municipal Street Railway.—A. L. Valen 12 " " '14 372,570 '209,389 168,181 61,298 101,883
tine, superintendent of public utilities, states in his report CITIES SERVICE COMPANY, NEW YORK, N. Y.
to the City Council that Division "A" and Division "C" of lm., July, '15 $297,625 $14,370 $283,255 $40,833 $242,422
1" " '14 271,637 8,962 262,675 40,833 221,842
the Seattle Municipal Street Railway were operated at a 12 12
15 4,003,721
14 3,543,737
153,578 3,850,143 490,000 3,360,143
97,269 3,446,468 320,991 3,125,477
loss of $2,167 during August. Division "C" cost $2,416 to
operate, and the revenues amounted to $2,111, making a COLUMBUS (GA) ELECTRIC COMPANY
loss of $305 on that line. Division "A" was operated at a lm., July, '15 $57,364 '$25,484 $31,880 $25,332 $6,548
1 14 r,:i,.S27 '24,153 29.674 26,250 3,424
cost of $1,823 and its revenues amounted to $1,554, or a 12 12 15 700,035 '319,471 380,564 304,953 75,611
loss of $269. To this should be added an interest charge 14 651,656 '276,839 374,617 264,651 109,965
of $1,593, bringing the total loss for Division "A" to $1,862. DALLAS (TEX.) ELECTRIC COMPANY
lm., July, '15 $144,101 '$94,002 $50,099 $28,380 $21,719
United Light & Railways Company, Grand Rapids, Mich. 1 14 179,131 '113,181 65,950 30,744 35,206
—N. W. Halsey & Company, New York, are offering at 12 12 15 1,933,274 '1,126,295 806,979 364,243 442,736
14 2,283,051 *1,354,024 929,027 299,284 629,743
par and interest an additional $750,000 of 6 per cent gold FORT WAYNE & NORTHERN INDIANA TRACTION COM
coupon notes of the United Light & Railways Company, PANY, FORT WAYNE, IND.
dated Jan. 1, 1915, and due on Jan. 1, 1918 and 1920. The lm., June, '15 $139,113 '$87,586 $51,527 $47,783 {$4,599
notes due on these dates are callable as a whole or in part 1 14 153,207 '96,472 56,735 47,733 tl0,660
upon four weeks' published notice at 100 and interest, and 6 15 846,894 '520,569 326,325 289,662 {39,117
6 14 914,415 '560,711 353,704 281,758 {74,884
101 and interest respectively. The proceeds of these notes KENTUCKY TRACTION & TERMINAL COMPANY,
will complete payments on property heretofore acquired LEXINGTON, KY.
and reimburse the treasury for improvement work. The 12m., June, '15 $811,629 $432,403 $379,526 $237,230 {$170,284
present outstanding $2,250,000 of these notes is secured 12 14 782,272 412,510 369,762 245,184 {156,600
by $3,000,000 of first and refunding mortgage 5 per cent PHILADELPHIA RAPID TRANSIT COMPANY,
bonds on a 75 per cent basis. PHILADELPHIA. PA.
lm., Aug., '15 $1,897,763 $1,086,744 $811,019 $815,942 t$4,»23
DIVIDENDS DECLARED 1 14 1,912,970 1,111,017 801,953 808,764 t6,811
2 15 3,837,669 2,182,439 1,655,230 1,632,538 22,692
2 14 3,864,236 2,248,719 1,615,517 1,618,129 t2,612
Bangor Railway & Electric Company, Bangor, Me., quar REPUBLIC RAILWAY & LIGHT COMPANY, NEW YORK, N. Y.
terly, 1% per cent, preferred. lm , July, '15 $250,908 '$143,991 $106,917 $59,253 {$47,828
Cincinnati & Hamilton Traction Company, Cincinnati, 1 14 252,217 '146,308 105,909 57,083 148,967
Ohio, quarterly, llA per cent, preferred; quarterly, 1 per 7 15 1,707,826 '1.060,293 647,533 401,089 {247,373
7 14 1,747,950 '1,075,415 672,535 393,108 $280,275
cent, common.
Columbus Railway, Power & Light Company, Columbus, VIRGINIA lm.
RAILWAY & POWER COMPANY, RICHMOND, VA.
Ohio, 1 per cent, prior preference; quarterly, lVfc per cent, 1 ■■ June,
" '15
'14 $430,201
438,461 $205,490
213,442 $224,711
225,019 $137,248
135,829 t$94,039
{92,923
preferred, Series A. 12 15 5,109.622 2,469,074 2,640,548 1,636,41 8 {1,085,049
12 14 5,156,048 2,465,908 2,690,140 1,615,460 {1,155,590
Halifax (N. S.) Electric Tramway, Ltd., quarterly, 2
per cent. •Includes taxes. fDeflcit. {Includes non-operating income.
 650 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

desirable things in order to live. Is it mere extravagance

Traffic and Transportation on our part? Or the gambling instinct which is always
willing to take a chance? Or is it that we have regulated
JITNEY JOTTINGS the railroads down to a fine point, got them just where we
want them, produced a finished article of the regulated va
riety, and now we are looking to the future in developing
Further Action Before the Public Service Commission of something new in the way of the jitney bus business so
New York—The Philadelphia Injunction Suits that in a few years we shall have fresh material upon which
The International Railway, Buffalo, N. Y., has filed a com to exercise our talents for minding the other fellow's busi
plaint with the Public Service Commission of the Second ness?"
District, against Albert G. Gould alleging that he is operat The history of the attempt to regulate the jitney in Port
ing a jitney bus line in Buffalo, known as the Silver Star land, Ore., is very interesting. The first jitney appeared in
Line or the Silver Sightseeing Line, in violation of the Portland in December, 1914. Commissioner Daly promptly
Thompson jitney bus law, and asking that he be restrained. prepared a drastic ordinance and presented it to the Council.
The company alleges in the complaint that the line is run Hearings were held and the measure was modified by Mr.
from East Masten and Utica Streets on Masten to Dodge Daly. After several months of delay the Council adopted
Street, to Ellicott Street, to Goodrich Street, to Main Street the modified measure. The jitney interests then invoked the
and to Seneca Street in competition with the lines of the referendum on the measure as passed, thus submitting it
International Railway, without a certificate from the Public to a vote of the people. The Council's measure was adopted
Service Commission, and carrying passengers for a fare of by the voters at the city election on June 2. A jitney in
5 cents—all of which operation the company alleges is in spector was then appointed, and the city started to enforce
violation of the law as interpreted in the recent decision of the ordinance. The jitney interests promptly started litiga
the courts in the case of the commission against Burt C. tion and secured a temporary restraining order in the
Hurtgam, Lockport. With regard to the charge of a 5-cent Circuit Court. The State Supreme Court decided against
fare the complaint says that the line is "carrying passen the measure on a technicality. Mayor Albee then urged
gers without collecting fare until the fifth passage of such the Council to pass the measure over again in the identical
passengers is consummated when a fare of 25 cents is col form adopted by the voters. Commissioner Daly subse
lected for the five passages upon said cars." This, the com quently presented a modified measure, and the Council after
plaint alleges, is an evasion of the law, which applies spe killing the Mayor's measure passed Mr. Daly's measure with
cifically only to lines carrying passengers for 15 cents or an emergency clause. The city then started to enforce the
less. new measure, but the jitney interest on September 14
The first of the two hearings for injunctions against the secured a ten-day restraining order from Circuit Judge
jitney ordinance passed by the Councils of Philadelphia, Pa., Bagley.
came up recently before judge Patterson in Common Pleas No decision has been rendered yet on the application of
Court No. 1 and the Judge postponed consideration of the the Public Service Commission of the Second District of
case until Sept. 28, when the original suit for a restraining New York to Supreme Court Justice Hasbrouck at Kingston
order will be heard by all the judges of Common Pleas for a permanent injunction restraining James E. Adams,
Court No. 1 sitting together. Judge Patterson said the Corning, and Elmer G. Booth, Rochester, from operating jit
jitneymen had failed to take advantage of an opportunity to ney lines without the consent of the local authorities or a
get a temporary injunction, afforded to them by Judge certificate of public convenience and necessity from the com
Sulzberger, by not filing the $2,500 bond required by the mission. The petition was heard on Sept. 4 at Kingston.
order of the court, and he declared that he saw no reason The bringing of the action was referred to in the Electric
for reopening the case at this time. City Solicitor Ryan Railway Journal of Aug. 14, page 292.
filed an answer to the suit of the jitney association in which
they sought an injunction against Councils' ordinance. The SEEK TO RESTRAIN JITNEY IN TERRE HAUTE
answer was a general denial of the claims of the jitneymen
that the ordinance was "confiscatory and discriminatory." Trustee for Bondholders Applies to the United States Dis
When the application of the Auto Bus Company for an in trict Court for Injunction
junction against the jitney ordinance came before Judge
Fineletter in Common Pleas Court No. 4, the judge took the A new feature in the jitney situation at Terre Haute,
same view as Judge Patterson. He stated that the merits Ind., was introduced on Sept. 14 when a petition for a re
and demerits of the jitney act would be fully threshed out at straining order against the jitney drivers in that city was
the final hearing, and declined to interfere at present. filed in the United States District Court at Indianapolis
The Mayor of Newark, N. J., has returned to the Board by the Fidelity Trust Company, Philadelphia, Pa., trustee
of Works of that city with his veto the jitney regulatory under the mortgage of the Terre Haute Indianapolis &
ordinance referred to in the Electric Railway Journal Eastern Traction Company. Sixty persons are named in
of Sept. 11, page 467. The veto has been overidden. the suit, which is in the form of a bill of equity, the peti
A very interesting communication on the jitney appeared tion stating that the jitney buses in Terre Haute are being
recently in one of the local papers at San Diego, Cal. It operated by the persons named, and others unknown, in
was signed "A Business Woman." It is understood that the stead of by organized companies.
letter to the editor was contributed by a member of the The bill recites the history of the first franchise grants
staff of the San Diego Electric Railway who has served the to the street railways in Terre Haute, and the further de
company for eleven years. The communication, some 1500 velopment of the property and extension of franchises prior
words in length, was concluded as follows: to and following the lease to the Terre Haute, Indianapolis
"We are a queer people. We have spent time, thought & Eastern Traction Company. It is shown that the grant
and hundreds of thousands of dollars to create commissions or charter to the company provides that, during the time
to compel public utilities to have due regard for our rights. the privileges were granted to the company, the city of
We are carrying a heavy tax to maintain these commis Terre Haute shall not "extend, grant to or confer upon any
sions. Every time we hear they have rendered a decision person or corporation any privilege which will impair or
in our favor against a public utility, we are filled with com destroy the rights and privileges herein granted to the
placency that in our great wisdom we have made this thing said company." It is also shown that under the public
possible. And now along comes the jitney bus—a new trans service commission law no license or franchise shall be
portation scheme, a common carrier—and because it appeals granted to any person or corporation to operate any public
to a mood, or a sympathetic streak, or satisfies a grudge we utility where a similar utility is already engaged in similar
have against corporations, we form another flashlight judg service, without securing from the commission, after pub
ment and cheerfully set aside the expensive, extensive regu lic hearing, a declaration that the public necessity requires
lative machinery we have built and maintain to protect us. such duplication of service. W. H. Latta, attorney for the
We render null the ability to insure reasonable fare, for in company, stated that the company proposed to show that
stance, by encouraging an unregulated system which so cuts the jitney bus operators had received no grant from either
into the receipts of the established, governed system that the State or city to operate in Terre Haute, and that they
it must increase rates, or decrease service, or do other un were a menace to the community, operating on uncertain
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 651
schedules and, as shown by checkings made during the number of men leaving the service over a given period.
months of July and August, they have been operated on a This reduction is best illustrated by the following compari
losing basis, the latter feature emphasizing their inability son for the six months ended June 30, 1912, with the same
to run on a regular schedule. period for 1914:
It is also cited in the appeal for the injunction that the June 30, June 30,
jitney bus drivers of Terre Haute have organized what is 1912, 1914,
Per Cent Per Cent
known as the Jitney Bus Drivers' Union No. 168, which is Number of employees leaving service 35 19.3
a trades union recognized by the Central Labor Union of Number of motormen leaving service 16 1.1
Number of conductors leaving service 4 2.9
that city. It is then stated that the Central Labor Union Number of guards leaving service 17.2 5.4
started a boycott against the local street railway lines in "Your company has had under consideration for some
Terre Haute in January, 1915, and that since that time the time a plan whereby the hours of ticket agents, gatemen,
receipts from the operation of the Terre Haute city lines porters and platform men on the subway and elevated divi
have been very seriously decreased. Mention is made in sions could be reduced to ten hours a day without dis
the bill of the manner in which the jitney bus drivers arranging the present satisfactory schedule of service. Fol
have been conducting their business, making it a practice lowing a thorough investigation, a way has been found for
to drive between the street cars and the curbs, appearing placing all of the above service classifications on a ten
in crowds awaiting street cars, and being unusually active hour a day basis so that approximately 80 per cent of the
when transportation is in demand during the rush hours men will have straight ten-hour shifts. This classification
and on holidays, etc. went into effect on July 1, 1915."
A hearing has been asked before Judge Arthur B. Ander
son on Sept. 24.
Ordinance Against One-Man Cars.—The city of Belle
SKIP STOPS SAVE TIME ville, 111., has passed an ordinance requiring the East St.
Louis & Suburban Railway to discontinue the one-man cars
Satisfactory Results Reported From Milwaukee in Experi and to place both conductors and motormen on all street
ment With Skip Stops on Three Short Lines cars operating in that city.
Trial with New Cars in Toronto.—D. M. Mclntyre, chair
On Sept. 3 The Milwaukee Electric Railway & Light man of the Ontario Railway & Municipal Board, said on
Company, Milwaukee, Wis., gave out a statement showing Sept. 7 that the new type of street car which the Toronto
the time saved on the three lines on which the experiment Railway has had on trial had met with the approval of the
with skip stops is being made. Commenting on the figures board. The new car is equipped partly with longitudinal
the company said: seats and partly with cross seats, and has an inside aisle
"Thus it will be seen that the average saving for each instead of an outside running-board.
period of the day on the three lines being tested is 11 per The Joliet Arbitration.—John W. Downey, an attorney of
cent, or seven minutes every hour. The lines under test Joliet, has been selected as the third member of the arbitra
are short runs, and but few stops are eliminated to accom tion board of the Chicago & Joliet Electric Railway. Sam
plish this improvement in the service, as will be seen by the uel J. Drew and E. Meers are the other two arbitrators.
following: A new scale was demanded recently, and as the agreement
"On the Farwell-Downer route twelve stops out of a total between the company and the men provided for arbitration
of fifty-two have been eliminated. in case no decision could be reached the men selected Mr.
"On the Walnut-Pabst route twenty-three stops out of a Drew and the company selected Mr. Meers. The men want
total of seventy-one have been eliminated. 33 to 36 cents an hour. The old scale provided for payment
"On the Reed-Greenfield-Burnham route twenty-one stops of 27 to 30 cents an hour.
out of a total of seventy-four have been eliminated. First Aid in Brooklyn.—A system of first aid to the
"The report of our engineers shows that for an average injured has been developed by the Brooklyn (N. Y.) Rapid
day on the Farwell-Downer route formerly 33,198 persons, Transit Company to a high state of efficiency. An im
or 94.6 per cent of the total, boarded and alighted from proved portable first-aid case with equipment for use both
the cars at designated stops, and 1895 persons, or 5.4 per by an instructed layman and by a physician has been
cent, at the stops which have been cut out. developed by the physicians of the medical inspection
"On the Walnut-Pabst route formerly 25,367 persons, or bureau. Sixty-eight of these cases have been installed in
81 per cent of the total, boarded and alighted from the the depots, terminals, shops and power houses of the com
cars at designated stops and 5939 persons, or 19 per cent, pany, and supplied to emergency and other crews required
at the stops which have been cut out. to work out on the lines. Wherever a first-aid case has
"On the Reed-Greenfield-Burnham route formerly 25,895 been installed, a sufficient number of employees have been
persons, or 89 per cent of the total, boarded and alighted instructed in approved methods of first-aid to insure the
from the cars at designated stops and 3163 persons, or 11 presence of some qualified individual at all hours of the
per cent, at the stops which have been cut out. day or night when work is going on.
"The conclusion, therefore, is: "Courthouse Advice."—More "courthouse advice" is being
"All persons using these three lines have been benefited given to the trainmen of the Louisville (Ky.) Railway by
by the improvement in the service to the extent of the N. F. Funk of the legal department. This last preach
saving of one-eighth of their time while riding on the cars. ment is devoted to the matter of talking so that the jury
Only a relatively few passengers have been discommoded can hear what the witness is saying. Mr. Funk said:
by being required to walk a short distance. Such incon "Talk loud on the witness stand. I wish we could engrave
venience has been more than compensated for by the bene this sentence in letters of fire on every employee's brain.
fits derived from the improved service. The success and We have lost more cases through this apparently trivial
popularity of the plan so far prompts the belief that fur neglect than because of any other reason. I have seen a
ther improvement in the running time on these lines may man the size of Jess Willard take the witness stand and
be anticipated before the completion of the test. Similar have a 100-lb. judge roar in fury at him for not talking
results may be expected upon all other lines in the city loud, finally resulting in the judge losing his temper,
when our patrons give their final approval to the plan." the jury losing their patience, and the company losing
the case. If there is anything more annoying than for a
WELFARE WORK OF THE INTERBOROUGH man to try to hear another man talk simply because the
In the annual pamphlet report of the Interborough Rapid party of the second part will not raise his voice I have
Transit Company, New York, N. Y., for the year ended not discovered it."
June 30, 1915, the following reference is made to the wel Protecting Grade Crossings on the Pacific Electric Rail
fare work of the company: way.—Thirty-two automatic wigwag warning signals will
"Considerable space was devoted in last years' report to be installed at grade crossings of the Pacific Electric Rail
a description of the efforts which your management is mak way in southern California. After a thorough investiga
ing to promote the welfare of its employees. That these tion by the experts of the Railroad Commission, the rail
efforts are appreciated is shown by the reduction in the way has voluntarily agreed to protect thirty-two more
 652 ELECTRIC RAILWAY JOURNAL Vol. XLVI, No. 13
crossings by these automatic signal devices. This is the
largest number of safety installations ever agreed upon at Personal Mention
one time by any company in the State. The question of
making crossings safer in Los Angeles County, either by Mr. H. O. Marler has been appointed traveling passenger
departure from grades, over or underneath the tracks, or by agent of the Pacific Electric Railway with headquarters
flagmen or automatic signals, has been the subject of con at Los Angeles, Cal., vice Mr. E. L. Taylor, resigned.
ferences in Los Angeles between the Railroad Commission,
governmental and civic bodies, and the railroads in the last Mr. Charles Pierce Burton, publicity director of the Gary
few weeks. The thirty-two crossings which are to be pro & Interurban Railroad, Gary, Ind., has just published,
tected are in Los Angeles, Riverside, Orange and San through Henry Holt & Company, New York, his seventh
Bernardina Counties, covering the entire territory in which volume, "Camp Bob's Hill," a book for boys, having its
the Pacific Electric Railway operates. setting in the sand dunes of northern Indiana. Mr. Burton
is the author of a volume of essays and six books for boys.
Passenger Traffic on Subway and Elevated in New York.
—The Public Service Commission for the First District Mr. P. P. Crafts, formerly manager of the Mobile Light &
of New York has issued a statement of the number of pas Railroad Company, Mobile, Ala., has been appointed gen
sengers carried on the elevated and subway lines of the eral manager of the Kanawha Traction & Electric Company,
city in the year ended June 30, 1915. The total for the Parkersburg, W. Va. From 1904 to 1914 Mr. Crafts was
subway traffic reached 345,585,749, of which 117,585,390 connected with the Iowa & Illinois Railway, Davenport,
were northbound and 119,080,397 were southbound. The Iowa, first as general manager and later as vice-president
remaining tickets were sold at the "island" stations and and general manager. During part of this time he was also
could not be separated into directions traveled. The great in charge of the Davenport & Muscatine Railway. From
est number of tickets was sold at the Atlantic Avenue 1902 to 1904 he was manager of the Saginaw Valley Trac
station in Brooklyn, with a total of 23,000,000. Grand tion Company. Mr. Crafts entered the public utility field
Central station was second with 20,000,000. The increase when he was sixteen years old.
in the number of passengers for the year was 5,172,646. Mr. Percy Farrant, who has been appointed to succeed
The statistics for the elevated roads showed a total num Mr. J. B. Russell as auditor, assistant secretary and assist
ber of passengers carried of 301,792,517, of which 120,738,- ant treasurer of the Manila Electric Railroad & Light Com
879 were northbound and 114,118,237 southbound. The re pany, Manila, P. I., has been in the service of the company
mainder were sold at "island" stations. The years' traffic as assistant auditor continuously since the company began
showed a decrease of 9,681,051. operations in 1905. Mr. Farrant was born in London in 1880,
and was graduated from Ryde House College, Surrey, Eng
Boise Transfer Controversy Settled.—W. E. Pierce, presi land, in 1896, at the age of sixteen. He immediately there
dent of the Boise (Idaho) Railroad, has announced the after entered the service of John Henderson & Company,
position of his company in the Boise tansfer controvesy, London, as a member of their general office staff, and re
mentioned in Electric Railway Journal of Sept. 4. Mr. mained in their employ until 1900, when he resigned to join
Pierce says his company is willing to enter into an agree the Colonial Forces. He proceeded to South Africa and
ment at any time for the exchange of transfers with the served as staff sergeant until the close of the Boer War, at
Idaho Traction Company. He has instructed his attorney the conclusion of which he was transferred to the public
to notify the Supreme Court and the Public Utilities Com works department, holding the position of chief clerk and
mission of the position his company has assumed, with a accountant. He resigned from the last-named position in
view to obtaining dismissal of the actions begun before 1904 to enter the service of the Argentine Railways as a
these two bodies to compel the companies to enter into member of the administration staff and remained in that
an agreement for a system of universal transfers. Since position until 1905. He then returned to London and was
the property of the two concerns was separated on Aug. 2 appointed assistant auditor of the Manila Electric Railroad
transfers have been exchanged by the companies, except & Light Company.
between the Soldiers' Home line of the Boise Railroad and
the Nineteenth Street line of the Idaho Traction Company. Mr. J. B. Russell has resigned as auditor, assistant secre
The Idaho Traction Company filed answers before both the tary and assistant treasurer of the Manila Electric Railroad
Supreme Court and the Utilities Commission expressing its & Light Company, Manila, P. I., on account of ill health, and
willingness to exchange transfers, but neither action was Mr. Percy Farrant, acting auditor, has been appointed to
answered by the Boise Railroad until Mr. Pierce made his succeed him. Mr. Russell has been in poor health for some
announcement. time. In May, 1914, he left Manila to seek rest and
Brooklyn Rapid Transit Reduces the Amount of Time a change of climate in Japan, and in March, 1915, he left
Lost by Employees The system of compulsory medical Manila for a six months' vacation trip, taking a long sea
inspection and free attendance for employees excused on voyage to San Francisco, Panama, Trinidad and thence to
account of illness, which was established by the Brooklyn New York, cabling his resignation from New York. Mr.
(N. Y.) Rapid Transit Company on Jan. 1, 1913, for ap Russell was born in Glasgow, Scotland, in 1872. At the age
proximately 10,000 men in the operating department, ac of eighteen he left his birthplace to accept a position as a
complished during the year ended June 30, 1915, a reduc commercial accountant in Trinidad, where he remained for
tion in the amount of time lost by the operating employees ten years. He left Trinidad for the United States and en
on account of sickness of 13,485 days (or nearly 18 per tered the service of Stone & Webster, first in Boston and
cent) over the time lost in the year ended June 30, 1914. subsequently in Tacoma, Wash., with the Tacoma Railway &
The milder winter of 1915 accounted for about 7000 days Power Company. In 1904 Mr. Russell became associated
of the total reduction. Making due allowance for this, with The J. G. White Companies as auditor while the con
however, there still remains a saving of upwards of 6000 struction work of the Manila Electric Railroad & Light
days' work for the year, or a reduction of 8.6 per cent over Company was in progress. Upon completion of the con
the sickness record of the year ended June 30, 1914. The struction work he was appointed auditor, assistant secretary
system of compulsory medical inspection was accompanied and assistant treasurer of the company. In the early days
in its first year by a reduction of 24 per cent in the num of the company at Manila Mr. Russell had a difficult task
ber of days' work lost by operating employees on account in organizing the forces of the Manila Electric Railroad &
of illness. This initial record is still being improved upon Light Company's accounting department, now numbering
as the activities of the medical inspection bureau develop. 143, only six of whom are not Filipinos.
These activities embrace not only the inspection and at Mr. David A. Belden, who was elected president of the
tendance of operating department employees reporting Massachusetts Street Railway Association at the annual
sick, but free medical attendance for members of the Em meeting on Sept. 8, was born in Aurora, 111., in 1867. He
ployees' Benefit Association outside of the operating de was educated at Racine College, Racine, Wis., and from
partment; the care of all employees injured in the perform 1892 to 1901 was general manager of the Aurora Street
ance of their duties and entitled to medical attendance Railway, the Aurora & Geneva Street Railway and the
under the compensation act; the examination of candidates Aurora, Yorkville & Morris Street Railway. Mr. Belden
for employment and the periodic re-examination of all then went to Atlanta, Ga., and was general manager of the
motormen. Georgia Railway & Electric Company until March, 1903,
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 653
when he became general manager of the Birmingham Rail-
way^ Light & Power Company, Birmingham, Ala. After Construction News
about four months service in this capacity Mr. Belden was
called to the presidency of the railway and lighting proper Construction News Notes are classified under each head
ties occupying the districts centering about Haverhill, ing alphabetically by States.
Mass., and Portsmouth, N. H., with intermediate lines. An asterisk (*) indicates a project not previously
With headquarters at Haverhill, Mr. Belden is now presi reported.
dent of the New Hampshire Electric Railways, the Massa
chusetts Northeastern Street Railway, the Dover, Somers- RECENT INCORPORATIONS
worth & Rochester Street Railway, the Rockingham County •Cumberland County Electric Company, Bridgeton, N. J.—
Light & Power Company, and the Kittery (Me.) Electric Chartered in New Jersey to operate electric railways. Cap
Light Company. He has maintained unusually good rela ital stock, $100,000.
tions with the public in the territory served by his com ♦Charleston-Southern Railway, Darlington, S. C.—Char
panies, and his work in securing the establishment of a tered in South Carolina to construct either a steam or elec
6-cent fare unit on certain of these lines in proceedings tric railway from Charleston to Hutchinson Island, 86 miles,
before the Massachusetts Railroad Commission a few years to connect with the Seaboard Air Line. Headquarters,
ago was conspicuous for its clarity and set a new standard Darlington. Capital stock, $43,000. Officers: Bright Will
in the preparation of street railway rate briefs and exhibits iamson, president, and George E. Dargan, secretary, both
at that time. of Darlington.
OBITUARY FRANCHISES
John B. Mitchell, a pioneer street railway man of Louis Anniston, Ala.—The Alabama Power Company has asked
ville, Ky., died at his home in New Albany, Ind., recently the Council for a franchise to construct an extension to
at the age of eighty-three. He was superintendent of the the Anniston Country Club.
Louisville Railway for a number of years before electricity
was adopted as motive power. San Jose, Cat—The San Jose Railroad has asked the
Council for a franchise to construct an extension on Alum
William C. Dunning died at his home in Greenfield, Ind., Rock Avenue. Bids for this franchise will be received until
on Sept. 16, at the age of fifty-three. With Mr. Francis Oct. 4.
G. Banker he procured a franchise for an interurban line
through Rush, Henry, Hancock and Marion Counties, and_ South San Francisco, Cal.—The South San Francisco Rail
constructed and operated the road for several years. The road & Power Company has received a franchise from the
property is now a part of the system of the Terre Haute, Council to operate a single or double-track electric line
Indianapolis & Eastern Traction Company. over the extension of Grand Avenue to the northeasterly
line of the Mission Road, or State highway.
Cornelius J. Field, who in recent years had been associ
ated with Thomas A. Edison in the development of the Field- Rockford, III.—It is reported that the Elgin & Belvidere
Beach battery-operated passenger bus, died at his home in Electric Company may ask the Council for a franchise to
Brooklyn, N. Y., Sept. 20, at the age of fifty-four. Mr. Field construct an extension on State Street, Rockford.
was in the early days general manager of the Edison Illumi Salem, N. J.—The Salem-Pennsgrove Traction Company
nating Company of Brooklyn, resigning in 1891 to go into has asked the Council of Salem for a franchise. It is
electric-railway construction work. Later he went to Europe planned to construct a line between Salem and Pennsgrove.
and the West Indies and built a number of railway lines and [Sept. 4, '15.]
industrial plants. Kenmore, N. Y.—The International Railway has received
a franchise from the Council of Kenmore to double-track
CLEVELAND ELECTRIFICATION PROBLEM part of its main line in Kenmore.
DISCUSSED Lancaster, N. Y.—The Buffalo & Depew Railway has
asked the Council for a franchise to extend its line, with
Following a statment by City Electrician Smith before a an additional track, necessary switches, etc., from Ellicott
special committee of the Council of Cleveland, Ohio, on Road and Central Avenue to the New York Central Railroad
Sept. 17, to the effect that operation on electrified Eastern tracks.
roads cost 5 cents per engine-mile, P. T. White, superin Youngstown, Ohio.—It is reported that the Youngstown
tendent of the Cleveland division of the Big Four Railroad, & Southern Railway will ask for a twenty-five-year ex
declared that the roads would all substitute electric power tension of its franchise, with permission to double-track
for steam if this rate could be guaranteed. He said that Front Street.
the cost of operating switch engines is now 35 cents per
engine-mile. Mr. White suggested that if the city would Chester, Pa.—The Council is said to be opposed to the or
build power stations and overhead equipment and guaran dinance prepared by the Southern Pennsylvania Traction
tee to operate locomotives at a cost not to exceed 5 cents Company for franchises over additional streets between
per engine-mile, the railroads would be glad to purchase Chester and Eddystone. One of the city commissioners sub
the locomotives and operate them. According to him the mitted a plan whereby the company could double-track on
Big Four Railroad could afford to spend $40,000,000 and certain streets it now uses and use single track over addi
pay the interest on the investment if it could secure that tional streets. The company argued that this method would
rate of cost for operation. Mr. White declared that the not relieve the situation. The bill was laid over.
figures, of from $26,000,000 to $30,000,000, given by Dallas, Tex.—The Northern Texas Traction Company
former Smoke Inspector E. P. Roberts as the cost of elec has filed a petition with the Board of Commissioners of
trifying the roads within the city were wrong. He said Dallas through the union terminal committee of the Cham
that the expense would probably be more nearly double ber of Commerce asking for a franchise to operate a
the amount. He proposed to furnish an estimate of the double-track line on Jefferson Street between the Oak Cliff
cost of electrifying the Big Four Railroad, and suggested viaduct and Commerce Street. If the franchise is granted
that the city make an appropriation for a careful study the company agrees to begin immediate construction of the
of the question. S. D. Robertson, superintendent of the new viaduct over the steam railway tracks entering the
Pennsylvania Lines west of Pittsburgh, notified the com new union terminal.
mittee that he is having estimates prepared. Seattle, Wash.—The Seattle, Snohomish & Everett Rail
way has asked the Council for a two-year extension of
The utilities committee of the City Council of Seattle, time on its franchise to complete its line between Seattle,
Wash., has voted to recommend the passage over Mayor Snohomish and Everett. The franchise provides for a line
Gill's veto of the ordinance for the city to enter into a con beginning at the present terminus of the Ravenna Park
tract with F. M. Petersen, granting him the right to operate line, extending on Thirty-fifth Avenue, N. E., East Fiftieth
a motor-bus line from the northern terminus of Division Street, East Fifty-fifth Street and other streets in that
"A" of the Seattle Municipal Railway to the north limits of section of the city. David Swank, Seattle, is interested.
Ballard, on a transfer basis. (Oct. 18, '13.)
 654 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

Steilacoom, Wash.—The Tacoma Railway & Power Com been approved by the Public Utilities Commission. The
pany has asked the Council for a franchise to construct new road, which is to be a standard-gage line, will begin
an extension along the Steilacoom Highway from the end at Newton, Kan., and extend north to Albia, near the Ne
of the present tracks of the Pacific Traction Company, near braska line. The promoters of the road have not decided
the Fort Steilacoom Asylum, to the city limits. Chairman whether they will build a steam or electric line, but it is
Sladen, of the Pierce County Commissioners, states that to be built through Harvey, Dickinson, Saline, Marion,
there will be no opposition to the granting of a franchise McPherson, Clay and Washington counties.
and that the petition will be advertised at once and a pub Hagerstown & Frederick Railway, Frederick, Md.—Citi
lic hearing held Oct. 1. zens of Emmitsburg have asked this company to build an
TRACK AND ROADWAY extension of its lines from Thurmont to Emmitsburg, 7
Pacific Electric Railway, Los Angeles, CaL—This com miles.
pany plans to install thirty-two automatic wigwag warning Boston (Mass.) Elevated Railway.—A petition signed by
signals at grade crossings. One is to be installed on the West Roxbury citizens has been filed with the Public Serv
Pasadena Short Line at Schiitzen Park, one on the Altadena ice Commission asking for the restoration of the surface
line, one on the Alhambra line, eight on the San Bernardino car line between Jamaica Plain and the North Station.
line and the others on the southern and western divisions. Springfield (Mass.) Street Railway.—This company plans
It is expected that the city commission will ask this com to relocate its tracks in Springfield between the North End
pany to construct a line to Brookside Park, Pasadena. bridge and the Plainfield Street bridge. The relocation of
Municipal Railways of San Francisco, San Francisco, tracks and removal of poles and wires will cost the com
Cal.—The Board of Supervisors have been asked to extend pany about $20,000.
the Union Street line through the Presidio reservation to Armada, Mich.—Work has been begun on the construc
Fort Winfield Scott. tion of an electric line from Armada to Detroit via Ray,
Tidewater Southern Railway, Stockton, Cal.—It is re Davis, Macomb and Fraser. The line will enter Detroit
ported that completion of the line into Turlock is assured on Mack Avenue. Mount Clemens, through which it was at
by Feb. 1. Material has been delivered and work will be first planned to extend the road, refused to grant the com
begun at once on the construction of a bridge across the pany a franchise for the use of its main streets. Peter
Tuolumne River and grading of the right-of-way will soon Jacobson, Detroit, is interested. [Aug. 7, '15.]
be begun from the Turlock end of the line. Joplin & Pittsburgh Railway, Kansas City, Mo.—It is
Denver & Inter-Mountain Railroad, Denver, CoL—A re reported that J. J. Heim and associates of Kansas City,
port from this company states that it is in the market for who own the Joplin & Pittsburgh Railway, are considering
thirty cattle guards. the purchase of the Joplin-Parsons line of the Missouri,
Connecticut Company, New Haven, Conn.—Plans are Oklahoma & Texas Railroad, with the object of convert
being made by this company to extend its double track on ing the road into an electric line. It is said negotiations
Main Street, East Hartford, north from the corner of Lin have been opened and that the prospective purchasers are
den Street to the corner of Main and King Streets. planning an early visit to Parsons to confer with officials
Miami (Fla.) Traction Company.—This company's line of the Missouri, Oklahoma & Texas Railroad. The pur
in Miami is practically completed. Cars have been ordered chase seems to be contingent upon the willingness of the
and the machinery for generating power and charging the city of Parsons to help defray the expenses of building the
storage batteries has been received. It is expected that railroad from Cherokee Junction to Parsons, 5 miles, in
operation will be begun by October. B. B. Tatum, presi order that the line may enter the city of Parsons at a
dent. [May 8, '15.] desirable point.
Jesup, Ga.—Thomas J. Arline reports that, owing to Metropolitan Street Railway, Kansas City, Mo.—The re
financial conditions, the project to construct a line between ceivers of the Metropolitan Street Railway have awarded a
Jesup and Doctortown has been abandoned for the present. contract to the Columbia Construction Company, Milwaukee,
[Aug. 1, '14.] for the building of all new railway extensions required at
this time by the terms of the new contract. Work will be
Lula-Homer Railroad, Lula, Ga.—This company reports begun at once by this company. There are 10 miles of these
that 75 per cent of the grading on its proposed line from extensions.
Belton to Homer has been completed. Surveys are also *St. Louis Subway & Elevated Corporation, St. Louis, Mo.
being made from Homer to Clinesville. The company in —This company is being organized to construct 4.76 miles
tends to construct a line from Belton, Ga., to Anderson, of elevated railway and 3.29 miles of subway in St. Louis.
S. C, 82 miles. The contract for the construction of track The road would connect with interurban railways at the city
has been let to William J. Redmond, Atlanta, and construc limits. James D. Houseman and F. E. Niesen, Bank of
tion will begin Oct. 1. C. J. Hood, Commerce, Ga., presi Commerce Building, St. Louis, are interested.
dent. [March 20, '15.]
Bloomington & Normal Railway & Light Company, Manchester (N. H.) Street Railway.—Plans are being
Bloomington, 111.—New rails throughout will be used on made for the construction of a bridge at South Elm Street,
Franklin Avenue, where the track is being removed from Manchester, at a cost of about $76,000, of which $40,000
will be paid by the city of Manchester, $24,000 by the Bos
the west side to the center of the street. ton & Maine Railroad and $12,000 by the Manchester
East Side Electric Railway Company, Centralia, 111.—S. Street Railway.
A. Frazier reports that the project to build an electric rail Salem-Pennsgrove Traction Company, Salem, N. J.—This
way between Centralia and Irvington has been abandoned. company has asked the county of Salem to construct a new
[April 12, '13.] bridge at Penn's Neck. The bridge will cost approximately
Mason City & Clear Lake Railroad, Mason City, Iowa.— $30,000 and the company offers to pay half of this sum. It
A report from this company states that it expects to also offers to pay for strengthening the Lower Canal bridge.
reconstruct 2 miles of track in Clear Lake. Rights-of-way have been received from three-fourths of the
Hutchinson (Kan.) Interurban Railway. — This company property owners along the route of this company's pro
reports that it is laying new track on Second Avenue, East, posed line. [Sept. 4. '15.]
leading from Main Street to Poplar Street, also a wye at Brooklyn (N. Y.) Rapid Transit Company.—Official an
Main Street and another entering the Arkansas Valley nouncement has been made by the Brooklyn Rapid Transit
Interurban Railway's terminal station at Second Street, Company that on Sept. 25 the company will begin operating
East. All special work is being supplied by the Elliott trains over the Liberty Avenue extension of the new dual
Frog & Switch Company and the steel ties by the Car subway system improvements. The extension will carry the
negie Steel Company. Fulton Street elevated road, which is being third-tracked to
Iola (Kan.) Electric Railroad.—Plans are being consid afford express service, from the borough line between
ered by this company for the extension of its lines from Brooklyn and Queens to Lefferts Avenue, Richmond Hill,
Iola to Humboldt. thus adding many miles of territory to the 5-cent-fare zone.
*Newton, Kansas & Nebraska Railway, Newton, Kan.— Sections which the new route will serve include Woodhaven,
A stock and bond issue of $1,500,000 for this company has Clarenceville, Morris Park and Richmond Hill.
 September 25, 1915] ELECTRIC RAILWAY JOURNAL 655

New York Municipal Railway Corporation, Brooklyn, Stroudsburg (Pa.) Passenger Railway.—This company
N. Y.—The Public Service Commission for thn First Dis reports that it is rebuilding 1 mile of track on Main Street,
trict of New York has authorized the New York Municipal Stroudsburg.
Railway Corporation to award the contract for furnishing Rhode Island Company, Providence, R. I.—Work has
structural steel for the third-tracking of the Myrtle Avenue been begun by this company reconstructing its tracks on
elevated railroad between Broadway and Wyckoff Avenue, Clinton Street, Woonsocket, with 9-in. grooved girder rails.
Brooklyn, to the Phoenix Bridge Company, the lowest bid Greenville Railway & Light Company, Greenville, Tex.—
der, for $40.50 per net ton. Wesley College has acquired this company's line to the col
International Railway, Buffalo, N. Y.—A comprehensive lege with the right to operate over the railway from the
plan of this company for the construction of the new Bailey intersection of the Mineral Heights track to the northwest
Avenue line is soon to be laid before the Council. It calls corner of the square. A car has been purchased by the
for the construction of a line between Sycamore and William college and will be placed in operation at once. The track
Streets in 1916, between William and Seneca Streets in will be repaired and placed in good condition.
1917, between Sycamore and Ferry Streets in 1918 and East Houston, Richmond & Western Traction Company, Hous
Ferry Street and Kensington Avenue in 1919. Approval of ton, Tex.—A meeting was held in Gonzales to consider the
the four-year period for the development of this new double- proposition of constructing this company's proposed railway
track line is asked by the company. The entire distance is between San Antonio and Houston through Gonzales. A
3 miles. committee was appointed to solicit subscriptions and right-
Buffalo & Lake Erie Traction Company, Buffalo, N. Y.— of-way through the county. E. Kennedy, president. [Sept.
Construction has been begun by this company on a loop 4, '15.]
line on Seventeenth Street from State Street to Peach Temple & Marlin Interurban Railway, Temple, Tex.—It
Street, Erie. The company is completing a double-track is reported that construction will soon be begun on the
system on East Sixth Street. proposed line from Temple to Marlin, about 30 miles. S. D.
Cleveland (Ohio) Railway.—The double track on Eucild Hanna, Temple, chief engineer. [Feb. 7, '14.]
Avenue between East Twenty-second and East Fortieth
Streets is now about complete and cars were scheduled Salt Lake & Ogden Railway, Salt Lake City, Utah.—This
to be in operation on it on Sept. 20. Residents of Prospect company reports that it is laying 3 miles of second track be
Avenue, between the same streets, where Euclid Avenue tween Orchard and Clinton, thus making double track from
cars have always run before are to have a shuttle service Ogden to Clinton.
until Wade Park Avenue cars, now routed over Superior Richmond, Rappahannock & Northern Railway, Rich
Avenue because of sewer work on East Sixty-fifth Street, mond, Va.—Surveys have been completed for this com
again begin operation over that line. A single track will pany's proposed line from West Point to Urbanna and
shortly be constructed on Mumford Court between East construction will soon be begun. Warner Moore, presi
Fifty-fifth Street and Broadway to make a loop for some dent. [Aug. 28, '15.]
of the Fifty-fifth Street cars. Because of much heavier Fayette, W. Va.—Surveys have been begun for the pro
traffic on the northern end of the line than the southern posed electric railway from Fayette Station to Beckley, 35
end it has become necessary to turn some of the cars at miles. H. G. Scott, general manager Virginian Power Com
this point. pany, Charleston, W. Va., is interested. [June 12, '15.]
Oklahoma & Interstate Railway, Oklahoma City, Okla.—
Final surveys are being made of this company's proposed SHOPS AND BUILDINGS
line to connect Columbus, Galena, Baxter Springs, Miami, Pacific Electric Railway, Los Angeles, Cal.—This com
Centralia, Collinsville and Tulsa. Construction will be be pany has presented plans to the Board of Public Utilities
gun as soon as several details of right-of-way are settled. for remodeling Hill Street station and trackage. It is esti
John R. Rose, Oklahoma City, president. [Aug. 28, '15.] mated that the cost will be about $30,000.
Toronto (Ont.) Civic Railway.—Concrete is now being laid Aurora, Elgin & Chicago Railroad, Wheaton, 111.—The
under the double tracks on Bloor Street, west of Dundaa new terminal building of this company at Main Street and
Street for the new civic car line. Excavation work was Broadway, Aurora, has been opened. The South Broadway
done, and two lines of track put down in the center of transfer station will be discontinued and all transferring
the roadway as far west as Indian Grove. This portion between interurban cars and between interurban and city
will be completed before any more track is laid. The cars will be done at the new station. The general offices of
present car line is operated on a temporary single track the company have been moved from Wheaton to the sixth
on the north side of the street. Ratepayers of the southern floor of the building. The second, third, fourth and fifth
portion of the ward want the line extended north on Quebec floors have been sublet by the company as office suites.
Avenue or Pacific Avenue to Annette Street and Jane Union Traction Company, Coffeyville, Kan.—This com
Street. pany has awarded a contract to Clements & Lavery for the
Philadelphia, Pa.—Bids will be opened on Oct. 19 for construction of a terminal building in Coffeyville. The
about 25,000 tons of steel for four sections of the proposed structure will be 96 ft. x 143 ft., two stories high. The
Frankford elevated line as follows: Contract 511, Front building will be of brick and steel and will cost about
Street from Callowhill Street to south of Girard Avenue, $40,000.
about 4074 ft. of structure; contract 512, Front Street and New York Municipal Railway Corporation, Brooklyn,
Kensington Avenue from south of Girard Avenue to north N. Y.—The Public Service Commission has approved this
of York Street, about 7128 ft.; contract 513, Kensington company's application for a rearrangement of stations on
Avenue from north of York Street to North of Ontario the Myrtle Avenue elevated line between Broadway and
Street, about 7769 ft.; contract 514, Kensington and Frank- Wyckoff Avenue. The stations as rearranged will be Central
ford Avenues from north of Ontario Street and south of Avenue, Knickerbocker Avenue and Wyckoff Avenue.
Unity Street, Frankford, about 7653 ft. A subway will be
built from League Island to Olney and Rising Sun Avenues Ogden, Logan & Idaho Electric Railway, Ogden, Utah.—
and an elevated railway from Front and Arch Streets to It is reported that this company plans to move its street
Bridge Street, Frankford. A subway-elevated line to Rox- railway and interurban carhouse and shops from their pres
borough and an elevated railway from Thirtieth and ent location on Washington Avenue to a new site at the old
Market Streets to Darby will eventually be built. fair grounds on West Seventeenth Street.
Work has been begun by James D. Dorney on the POWER HOUSES AND SUBSTATIONS
Frankford elevated line, and the Keystone Construction
Company has begun the first excavation for the Broad Bartlesville (Okla.) Interurban Railway.—This company
Street subway. The total cost of the lines recommended reports that it is installing a new Westinghouse-Leblanc
for immediate construction has been approximated at $46,- jet condenser with motor-driven pumps to replace a con
000,000, with an additional $12,000,000 for equipment. denser with turbine-driven pumps. The company is also
A. M. Taylor, director of city transit, is in charge of the resetting three 400-hp. Babcock & Wilcox boilers and in
work. [Aug. 28, '15.] stalling a complete new system of steam piping.
 656 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 13

and with the General Electric Company at Schenectady,

Manufactures and Supplies is on an extended visit to this country. He is planning, be
fore he leaves, to visit the San Francisco exposition. His
ROLLING STOCK address, while in this country, will be in care of the Elec
trical World, New York.
Boise (Idaho) Railroad, W. E. Pierce, president, has made Westinghouse Electric & Manufacturing Company, East
arrangements for the purchase of five new cars. Pittsburgh, Pa., has declared a quarterly dividend of 1% per
Wilmington & Philadelphia Traction Company, Wilming cent on the common stock, an increase of half of 1 per
ton, Del., is about to place an order for twenty-five new cars. cent quarterly. This places the stock on a 6 per cent basis.
Florida-East Coast Railway, St. Augustine, Fla., has The regular 1% per cent quarterly dividend was declared
ordered a gasoline electric car from the General Electric on the preferred stock. The following statement regarding
Company. war orders was issued after the meeting of directors: "The
Lula-Homer Railroad, Lula, Ga., a line under construction, company has received firm contracts for the manufacture
is considering the purchase of storage-battery locomotives of war munitions aggregating approximately $60,000,000,
for operating its new road. D. G. Zeigler is chief engineer. the greater proportion of which is a contract for rifles which
is to be executed at factories in New England especially
Brooklyn Rapid Transit Company, New York, N. Y., acquired for that purpose."
noted in the Electric Railway Journal of May 22 as
preparing designs for an experimental articulated center- William E. Keily, recently associate editor of the Elec
entrance car, has ordered the center section of this equip trical World, has opened an office in the Edison Building,
ment from the Laconia Car Company. This railway com 72 West Adams Street, Chicago. For nearly a year past
pany is now rebuilding two of its single-truck car bodies Mr. Keily has been engaged in literary and consulting
in its Fresh Pond shops preparatory to attaching them to work having to do with public-utility problems and rela
the center section. tions, and he will continue work of this character, with
improved facilities, in his new office. An experienced writ
Toronto (Ont.) Civic Railway, noted in the Electric Rail ing man, Mr. Keily has done journalistic work in both daily
way Journal of Sept. 11 as having ordered four semi-con newspaper and technical magazine fields. For a number
vertible prepayment cars from the Preston Car & Coach of years he was managing editor of the old Western Elec
Company, has specified the following details for this equip trician of Chicago. Mr. Keily is an associate of the Ameri
ment: can Institute of Electrical Engineers, a class B member
Length of body 21 ft. Guards H. B. of the National Electric Light Association, and a member
Length over vestibule, Gears and pinions, .tool steel of the Jovian Order, Electric Club-Jovian League of Chi
34 ft. 8% in. Gongs Preston cago, National Geographic Society, and the City Club of
Width over sills. .8 ft. 5% in. Hand Brakes Peacock Chicago.
Width over all. . .8 ft. 5% in. Heaters,
Height, rail to sills. 2 ft. 6 in. Consol., coal burning ADVERTISING LITERATURE
Height, sill to trolley base, Headlights, Walter A. Zelnicker Supply Company, St. Louis, Mo., has
8 ft. 4 in. Crouse-Hinds "Z" issued a list of its second-hand car equipment and railway
Body wood, steel frame Motors. .2 GE-80, inside hung supplies.
Interior trim oak Paint Sherwin-Williams
Roof arch Sanders Preston Westinghouse Electric & Manufacturing Company, East
Underframe metal Sash fixtures Preston Pittsburgh, Pa., has issued sheets describing the operation
Axles Jones & Laughlin Seats Preston of its Type C controllers for crane service.
Bumpers Hedley Seating material wood NEW PUBLICATIONS
Buzzer system Consol. Springs Brill
Control K-10 Trolley-base McRae Single-Phase Electric Railways. By Edwin Austin, of the
Curtain fixtures, Trucks Brill 21-E editorial staff of The Engineer, London, published by
Curtain Supply Co. Varnish Murphy D. Van Nostrand Company, New York. 303 pages.
Curtain material .. Pantasote Ventilators Automatic Cloth, $5 net.
Destination signs, Wheels, This is a well-illustrated volume of careful descriptions
Keystone, four per car Dominion Wheel & Foundry of many single-phase railways, based for the most part
Fare boxes Coleman upon articles which have appeared in the periodical with
which the writer is associated. There are eleven chapters.
TRADE NOTES The first contains a brief for the single-phase railway, which
John P. Jay, Jr., vice-president of the Pennsylvania the author states "should be adopted whenever there is a
Steel Company, has resigned from that company to be possibility of running heavy electric trains long distances."
come chairman of the board of the Maxwell Motor Com Each of the other chapters is taken up with descriptions
of one or more systems in one country. The list, which will
pany. be valuable for reference, is as follows: England, London,
United States Electric Signal Company, West Newton, Brighton & South Coast Railway and Midland Railway;
Mass., has received an order from the Massachusetts Con France, Midi Railway; Germany, Blankenese-Hamburg-Ohls-
solidated Railways, Greenfield, Mass., for two complete dorf Railway, Dessau-Bitterfeld Railway, Murnau-Oberam-
blocks of its Type K registering signals. mergau Railway, Mittenwald Railway; Austria, St. Polten-
Pennsylvania Steel Company, Steelton, Pa., has ap Mariazell Railway; Switzerland, Martigny-Orsieres Railway,
pointed R. W. Gillespie as general sales manager, with Valle-Maggia Railway, Rhaetian Railway and Lotschberg-
headquarters in Philadelphia. Mr. Gillespie succeeds John Simplon Railway; Holland, Rotterdam-Scheveningen Rail
C. Jay, Jr., recently resigned. Mr. Gillespie has been iden way; Norway, Thamshavn-Lokken Railway and Rjukan Rail
tified with this company for many years and for the past way; Sweden, Swedish State Railways; Italy, Parma Tram
several years has been the company's district sales man ways; United States, New York, New Haven & Hartford
ager in New York. Railway, New York, Westchester & Boston Railway,
Electric Service Supplies Company, Philadelphia, Pa., Spokane & Inland Empire Railway, Rock Island & Southern
has received an order from the Chicago, Milwaukee & St. Railway, Hoosac Tunnel Railway and St. Clair Tunnel
Paul Railway for 20,000 "protected" rail bonds, type P-4-P, Railway.
250,000 circ. mil capacity, 37 in. long. This is in addition Obviously the book contains a wealth of information of
to orders for 25,000 similar bonds placed with this com a general nature. It does not take up single-phase motors
pany last May, thus making a total of 45,000 "protected" except as a part of the descriptions, and it does not sum
rail bonds that will be used in this important electrification. marize the essential features of the subject. As the author
states, progress in this field has been so rapid that he had to
C. L. Oechsner, publicity manager of the British Thom stop at some point, and hence was unable to add a descrip
son-Houston Company, Ltd., Rugby, England, who was for tion of the new Norfolk & Western electrification in this
many years with the Thomson-Houston Company at Lynn country.
 Electric Railway Journal
Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XLVI NEW YORK, SATURDAY, OCTOBER 2, 1915 No. 14

STANDARDS The communication signed by wages paid on the Rhode Island system, expressed in
IN CAR «Car Builder," which appears on various ways, with the union wages paid in other trades,
DKSICN another page of this issue, raises using data for the latter taken from government bulle
several interesting and logical points in connection with tins. This chart also compared the above with the cost
Mr. Gonzenbach's recent appeal for standardization as of living made up from components shown on a third
a means for reducing the cost of electric railway cars. chart. The use and publication of data like these must
All of the writer's comments contain food for thought, have a cumulative value and effect. If the general public
but it is, perhaps, unfortunate that he should have and the employees are convinced of the accuracy of the
cited, as a reason for preventing the establishment of data they can have no reasonable justification for ob
standards, the fact that a great number of radical inno viously excessive demands. Professor Richey and other
vations in car design have been introduced during the students of economic conditions who present the results
past three years. Certainly these widely different de of their investigations in such convincing fashion
signs possess individual points of great merit, and deserve the thanks of both parties concerned in wage
certainly none of them will ever become a universal controversies.
standard. But this is by no means an argument
against standardization. Would the Hedley-Doyle car RAILWAY PAPERS The intimate relations of electric
be any worse if its side-post spacing were changed by AT INTERNA- railroading to all branches of en-
TIONAL CONGRESS gjneering is shown very conspic
the fraction of an inch necessary to make it correspond
with that of the Jones car or the Brinckerhoff car or uously by the appearance of papers on electric railways
any of the special types mentioned by our correspond in nearly all of the sections at the International Engi
ent? And would the Birney design be fatally handi neering Congress recently closed. Thus the important
capped if a roof contour were imposed upon it similar papers on London traffic by Sir Albert Stanley and on
to that on the car which proudly bears the name of utilities by Dr. Humphreys, not to mention others, were
"Peatwit"? We cannot conceive that it would. Of assigned to the section of municipal engineering. The
course, it is a long cry from standardization in details railway engineering section included the paper on track
to a single universally-standard body. Yet the former construction by George H. Pegram, chief engineer of
is certainly possible to-day, and if the car builders the Interborough Rapid Transit Company of New York,
really want uniformity, as our correspondent says, they and the papers on heavy electric traction by Messrs.
can make an initial step toward it by the simple process McHenry and Hood. In the same way, the papers on
of standardizing a few details and encouraging their motor vehicles and on power station design, with the
establishment by charging less, even if it is only $5 exception of that by Dr. Parshall, were assigned to the
per car, whenever they are used. mechanical engineering section, while that paper and
the one by Mr. Eaton on the mechanical problems of
PRESENTING A noticeable feature of recent the electric locomotive were put in the electrical engi
DATA IN WAGE arbitration hearings has been the neering section. Finally, the electric railway engineer
ARBITRATIONS use of charts for impressing data who is interested in the chemistry of rails and of special
upon the minds of the arbitrators. An example of such work must search for the matters which interest him
use was furnished by the Bay State Street Railway in the metallurgy section. The consequence is that the
arbitration. Charts used in these hearings were repro papers on electric railway engineering, like the electric
duced on page 708 of the issue of the Electric Railway railway exhibits at the fair, are scattered by being
Journal for April 10, 1915. We have been fortunate in placed in some half a dozen or more different places,
securing copies of a number of the exhibits used in and their value in a sense is somewhat lost by this plan.
connection with Prof. A. S. Richey's testimony, re We hope that at the next International Engineering
ferred to on page 645 of last week's issue. These are Congress the precedent established at the Turin In
reproduced herewith, on page 664. The charts are self- ternational Engineering Congress will be followed by
explanatory and they contain data well worthy of study. the establishment of a special electric traction section,
One chart which proved very effective at the hearing and that at the next international exposition the impor
was that showing the rapid increase of wages of con tance of the electric traction industry will be recognized
ductors and motormen with an actual decrease in the by the collection of the electric railway exhibits in one
work of each man as indicated by the number of pas building instead of being distributed among several.
sengers carried per car-hour and the corresponding Surely the industry is of sufficient importance to war
revenue. Another was that giving a comparison of the rant this.
 658 ELECTRIC RAILWAY JOURNAL [Vol. XLVI, No. 14

THE HEALING Rousseau once made the pessimis- chilling pieces to kill the arcs, the storage battery
POWER OF tic remark that the pain from the charged from the ground side of the circuit which
PUBLICITY prick of the rQ