I

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THE

jet Railway Journal.

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DEX TO VOLUME XXXI.

January to May, 1908.

McGraw Publishing Company, 239 West 39th Street, New York.

INDEX TO VOLUME XXXL

Accident claims. Fraudulent:

Baltimore bulletin, 625

New York City, 233

Washington, 153

Accidents:

Canadian railways, 166

Chicago elevated railway, *639

Chicago, on all roads, in 1907. 95

Cost of. 839

Great Britain, 187

Indiana, 835

Instruction on, Connecticut Co., 752

New York City. 97, 300, 470

Omaha, Neb.. Campaign against. 210

Accountants' Association. Committees. 465 Accounting:

Car mileage for car maintenance, New York

Interborough. 512

Depreciation in electric railway accounting

[Royse]. 687; Discussion, 731

Depreciation of public utility properties'

[Duffy]. 169

Freight and express, Birmingham, *816

Interstate Commerce classification:

Comments, 361, 671, 840 Conference at Washington. 840, 860 Discussion [Brockway], 427; [Tingley], 455, c785; [Wallis], 459; [May], • c613; [Lawton], c69r, [Kocher-

sperger], c729; [Wight], 736 Replies to circular [Swenson], c396;

[Harries and Ham], c467; 618 Report, Brooklyn, Interborough, N. Y.

City Ry., L. I R. R.. 786 Report, Central Electric Railway Asso- ciation. 738 Report, Milwaukee Electric Railway

& Light. Co., 614 Report, New York Street Railway Association, 868

Lighting companies. Classification proposed

in New York State, 635, 671 Memphis, Tenn., 819

Overhead and storage battery, Anderson,

Ind., *637

Park reports, 118

Power station, Birmingham, *887

Records of construction costs. Value of, 670

Repair shop :

Anderson, Ind.. *538

Boston, *554

New York Interborough, 512

New York & Queens County Ry., *552

Adding machine (See Calculating machine)

Advertising for traffic:

■ Discussion at Central Electric Railway Asso- ciation. 173

Transfers, Advertising on, 392

Trolley express service, Lancaster, Pa., *791

Advertising lost articles in Boston, 791

Air brakes (See Brakes, Air)

Air compressor for shops (N. B. & E. Co.), *5 74

Albany, N. Y. :

Cars, *75

Report of United Traction Co., 795

Albany & Hudson R. R.. Electric Park at Kinder- hook Lake. *326 AUentown. Pa.:

Annual report of Leigh Valley Transit Co..

147

Increase in fares, 440

Alternators :

New type (E. C. Co.), 755

Remedying defects in parallel operation of,

Amarillo, Texas, Cars, *93

American and British street railway practice,

Differences in, 684 American Institute of Electrical Engineers:

-Banquet, 352

Chicago meeting, 504

Engineering education, 198

Ithaca meetings, 358, 503, 835

Schenectady meetings, 358, 441

American Light & Traction Co., Annual report,

146, 226

American Museum of Safety Devices:

Decorations for officers, 100

Exposition in New York, 268, 623, 643

American Railways Co., Earnings, 912 American Society of Mechanical Engineers, Meet- ing on preservation of natural resources. 644, 708

American Street & Intenirban Railway Associa- tion:

• Associate membership, 620

Booklet, 503

Committees, 465

Convention Committee visits Denver, 827

Executive committee meeting, 216

\^^^

American Street & Interurban Railwa'^^^e«-unt-

ants' Association (See Accob^arijts.'

Association) ''^'t ' (

American Street c& Interurban Railway ClAioi ,

Agents' Association (See Claim Agents'

Association)

American Street & Interurban Railway Engi- neering Association: Committees, 19, 434

Data sheets on inspection and maintenance

practice, 874 Maintenance of Way Committee meeting,

560

Standardization Committee meeting, 827

Standardization data sheet, 913

American Street Si Interurban Ralway Trans- portation and Traffic Association:

Call for, 66, 89

Committees, 465

Executive committee meeting, 218

Organization and constitution, 217

Anderson. Albert. 473 • Anderson. Ind.:

Changing transformer connections in emer- gencies. 343

1. U. T. System Magazine. 666

Maintenance of overhead lines and electrical

equipment. 636

Repair shop practice. 285. *647

Repair shops, *539

Strike, 57, 99, 356

Appraisals of electric railway property, 446 Arizona, Warren-Bisbee Ry. of., *780 Armature coil press Hot, '"73 Armature disk-cutting press (Bliss), *753 Armature field coil tester, *73 Armatures, Rewinding cost, 85 7

(See also Repair shop practice)

Arresters (See Lightning arresters) Atlanta, Ga.:

Efifect of storm, 301

Employees' benefit association, 553

Interurban road. New, 354

Laboratory, 498

Atlantic City-Philadelphia trolley proposed, 878 Aurora, Elgin c& Chicago Ry., Examination of

trainmen, 6 1 1 Australasian Tramway Officers' Association, 209 Australia:

Labor unions and municipal ownership, 22

Melbourne, Proposed electrification, 186

Austria:

Statistics for 1905, 24

Trieste-Monfalcone Ry.. 799

Virgl railway in Southern Tyrol. *384

Austrian Street Railway Association, Mainten- ance regulations proposed, 745 Automobile cars (See Gasoline motor cars) Automobile truck. Trolley express. New Haven, Conn., *91

Axle bearings and collars. Maintenance of [Hewes], 529

Baggage checking system. Ft. Wayne & Wabash

Valley Ry., 336 Baker. C. F., 803 Baking oven for repair shops, 73

(See also Repair shop practice)

Baltimore, Md.:

— — Annual report of United Railways, 659, 660 Bulletins:

Accidents and ambulance chasers. 625

"Rush problem." 410

Summary of bulletins, 800

Taxation and public service, 467

Financial plan, 299

Guide books in cars, 910

Reconstruction of power system, *770

Comments, 767

Transfers, Advertising on, 392

• Transfers in campaign against disease, 93

Terminal station of Baltimore, Washington

& Annapolis Ry., *241 Bangor, Me.. Cars. *223

Bavarian State Railway electrification, 420 Bearings, Axle, Maintenance [Hewes], 529 Berlin, Germany, Annual report, 761 Birmingham, Ala.:

Electric express service, *815

Power plant, *884

Block signal system:

[Button], 140, 175

Chicago South Side Elevated, *421

Hudson River tunnels, 402

Los Angeles, Cal., 496

■ Massachusetts report. 57

New York subway. Report by B. J.

Arnold 463

Single-phase railway signals (Blake) '*348

Terre Haute. Ind '*612

Uniformity in signals, 27?

(Abbreviations: "'Illustrated, c Correspondence.)

Boiler-fgfd pumps:

Compound, Use of, 711

Special design, *52 5

■ Boiler inquiries in Great Britian, 403 Boiler-tube cleaner (Lagonda), "'753 Boilers, High-temperature and high-pressure steam, 363

B iston :

Advertisement concerning children, 2 53

Advertising lost articles, 791

Annual report of Boston Elevated Ry., 60, 95

Baldwin prize essay on Boston railways. 826

Boston Transit Commission. Report of. 433

Cambridge "L" extension, *262. 472, 914

Cambridge subway and through transit, 763,

835, 914

Car defect record system, 554

Charlestown lines. Increased service denied,

873

Consolidation of Elevated and West End

companies, 62 1

Engineering department. Changes in, 98

Forest Hills extension, 472

Generators, Commutating pole, *221

Loading and dispatching cars, 860

Medford extension, 876

Middlesex Falls extension, 1 7 1

Parcel storage, Washington street subway,

462

Railway merger bill in Legislature, 442

Schedules of night cars, 566

Rewards for employees, 24

Subway:

Bids delayed, 192

Cambridge, 763, 835, 914

Riverbank route, 301

Washington Street, 433, 462

Traffic statistics for one year, 61

Boston c& Eastern Electric R. R.. Hearings, 12,

470, 706, 877, 916 Boston & Worcester Electric Ry. :

Car house, '''431

Earnings increase, 659

Retirement of J. F. Shaw, 408

(See also Framingham, Mass.)

Brake rigging, Report, Central Electric Railway

Association ['Taylor], 177 Discussion, 175, cl81

Brake-shoes for 1906, Brooklyn statistics, 545 Brakes, Air:

Cock interlock on Chicago cars, 9 1

G. E. emergency, straight-air, "'8

German automatic, '*'401

Inspection of, Interborough Rapid Transit

Co., *515

Brakes, Track, Tests in Leeds, England, ""13 Branch line serviee and trunk line congestion, 631 Brazilian Northwest R. R.. 867 Bridge terminal (See New York City. Williams- burg)

Bridges:

Concrete [Stark], 734

Illinois Traction Co., St. Louis, '"15

Portland, Ore., *790

Bridgeport, Conn., Improvements in, 93 Brill, J. G., Co.:

Annual report. 35 5

• Purchase of Danville Car Co.. 696

Brill, John A., ■*5S(i

British Westinghouse Co., Annual Report, 856 Brockton & Plymouth Street Ry., Park condi- tions. 164 Brooklyn:

Brake-shoe statistics, 545

Car record prints, '•'220

Cars for elevated. Semi-convertible, "1400,"

*213

Coney Island & Brooklyn R. R. :

Bond issue, 641

Cost of Coney Island traffic, 795, 888, 917

Comment, 881

Earnings, July-Dec. 1907, 666

Fire insurance department, 489

Improvements proposed, 583

• Interstate Commerce classification. Reply to,

786

Brooklyn Bridge, Report by W. H. Burr. 622 Bruce. Peebles & Co., London, Suspension. 303. 406

Brush. M. C. '*586

Brushes for generators. Pneumatic pressure for. 529

Buffalo:

Clark joint [Clark]. 396

Pay-as-you-enter cars. '•'47, 703

Operating notes, 167

Report of International Traction Co.. 500.

502

Buffalo, Lockport & Rochester Electrc Ry., 704 Buffalo, Rochester & Eastern R. R., Hearing on

extension to Troy, 2 26 Buffers, Non-climbing (Hedlcy), '"42 5 Business situation, 507 Buttenheim, Harold 8., 473

IV

INDEX.

[Vol. XXXI

Cable railway in Southern Tyrol, *384 Cairo, Egypt, turbine plant for, 572 Calculating machine used by South Chicago City Ry., *694

Calibration of instruments, Necessity for periodic, 199

California railway development, 192

Camden & Trenton Ry., Receivership, 354, 500

Canada:

Accidents for 1907. 166

Fort Erie Ferry Ry., Electrification, 762

Single-phase railway. First [DeWitt], *38

Statistics of electric railways [Payne], 165

Street railway defined, 146

Canadian Crocker- Wheeler Co., 753 Canal haulage. Electric, 446 Car cleaner. Vacuum (N. V. C. Co.), *698 Car cleaning:

Labor costs. New York, 486

Methods and costs, Interborough Rapid

Transit Co., 522 Car defects (See Maintenance of rolling stock) Car design:

Brooklyn Elevated semi-convertible cars,

*2 1 3

Center sill car, Troy, N. Y., *76

Chicago elevated railway, *845

Comparison of dimensions of typical cars, 2 1 0

New York subway, type "3600," *423

New York subway. Report bv B. J.

Arnold, *337 Discussion, 849

Pay-as-you-enter cars, *2 56, *793

Pay-as-you-leave, *87

Semi-convertible cars, Cleveland, *2 58

Car equipments. Testing at Worcester Poly- technic Institute, *2 54

Car houses:

Camden, N. J., *722

Chattanooga, Tenn., *632

Chicago City Ry., *597

Framingham, Mass., *431

Grand Rapids, Mich., *45

Montreal, De Fleurimont St., *208

New York City Railway Co., *205

Pit construction:

Camden, N. J., *723

Chattanooga, *633

York, Pa., *684 ■ Scranton. Pa., *451

Standard construction and fire protection.

Report of N. F. P. A., 912 Car lift, Hydraulic, employing cables, *51 Car mileage, accounting for maintenance. New

York Interborough, 512 Car record prints, Brooklyn, *220 Car wheels (See Wheels) Car wiring:

Cost, on Metropolitan Elevated, Chicago, 826

Pay-as-you-enter cars. New York City, *256

St. Louis, Steel underframe, 43

Cars, Closed:

Bangor, Me., *223

Chicago & Northwestern Elevated, *8_44

Indianapolis, Crawfordsville & W'estern

Traction Co., *851

Indianapolis & Louisville Ry., *5

Lackawanna & Wyoming Valley Ry., *26

Mexico-Electric Tramways Co., *224

Parral, Mexico, *184

Richmond & Chesapeake Bay Ry., *366

St. Louis, *42

Topeka, Kan., Screen gates, *18S

Troy, N. Y., *75

Warren, Arizona, *781

Watertown, N. Y., Square end, *201

Windsor, Essex & Lake Shore Rapid Ry., *38

Cars, Combination:

San Diego, Cal., *419

Scranton. Pa., *453

Cars, Construction. (See Work cars) Cars, Freight :

Birmingham, Ala., *817

Indianapolis, *851

Cars, Funeral, Milan, Italy, *10

Cars, Gasoline (See Ciasoline motor cars)

Cars, Gondola, Side-dumping, Birmingham, *617

Cars, Mail, Cleveland, *619

Cars, Milk and express, Scranton, Pa., *454

Cars, Pay-as-you-enter:

Buffalo, N. Y., *47

Chicago, 301. 497

Cleveland. 566

Des Moines, la., *746

Door-opening device *617

(Jewett) *793

New York City. *2 56, 468, 490

Newark, N. J., *648, 873

Operative aspects, 3

Cars, Pay-as-you-leave, *87 Cars, Semi-convertible:

Amarillo, Texas, *93

Brooklyn Elevated, *213

Cleveland, *258

Clinton, Iowa, *144

Houston, Texas, *496

Visalia, Cal., *287

Winston-Salem, N. C, *52

Cars. Semi-steel:

Amarillo, Texas, *93

St. Louis, *42

Cars, Steel, New York subway, *42 2 Catenary construction:

Bridges, Syracuse, L. S., & No. R. R., *2 51

Equipment for (E. P. Morris Co.). *222

N. Y., N. H. & H. Ry., Single catenary, *81

Ontario, *39

Baltimore & Annapolis Ry.

Annual re-

Catenary construction: (Continued)

Richmond & Chesapeake Bay Ry., *369,

*370

Sag diagram [Coombs], 24^

Washington, " ' ■ '

*245

(See also Overhead construction)

Central Electric Railway Association:

Annual meeting, Dayton Ohio, 59, 97, 173

Committees for 1908, 303

Interstate Commerce classification. Report

on. 738

March meeting, 471, 560

May meeting, 831, 905

Presidential address [NichoU], 178

Work of the Association [NichoU], 178

Central Electric Traffic Association, Organization,

142, 176, 907 Comment, 158

Chattanooga, Tenn., Car house and shops, *632 Chelsea, Mass., Fire, 7 59

Chemistry and street railways [Walker], 430 Chicago:

Accidents, 95, *639

Consolidation of elevated companies, pro- posed, 623. 830

Electrification of steam roads, 622

Elevated loop:

Report by Ford, Bacon & Davis, 392

Comment, 303, 362 Report by George Weston, 7 58

Expenditures for 1908, 707

Plans for, 799

Through routes for surface cars, 464

Traffic figures on elevated lines, 54, 439, 623

Transfers, Special, *464

Water Chutes Park, *130

Chicago City Ry. :

Annual report, 350, 407, 662

Car house, *597

Fender, Shear-guard, *435

Chicago Metropolitan West Side Elevated Ry. :

Car wiring costs, 826

Reports. 227

Chicago & Milwaukee Electric Ry.:

Financing, 830

Receivershio. 267

Chicago & New York Air Line [Manledoram], 907 Chicago Northwestern Elevated Ry, :

Extension to Evanston, 111., *842

Wheel flange wear, 791

Chicago & Oak Park Elevated R. R.,

port, 265 Chicago Railways Co.:

Mr brakes, 744

Finances, 231, 409

Instruction to employees, 303

Pay-as-you-enter cars, 301, 497

Reorganization, 62

■ Strike threatened, 834, 918

Chicago South Side Elevated Ry.:

Block signals, *421

Report. 228

Stock Yards extension, *376

Chicago Southern Street Ry., Progress, 232 Chicago Subway Co., Locomotive, Electric, *646 Chicago Union Traction Co.:

Receiver's report, 834

Sale of, 193

China:

Extensions to Mukden Ry.. 144

Hongkong Electric Traction, Report, 825

Shanghai electric railways, 49 5

Cincinnati:

Children's entertainment, 26

Terminal, Proposed, 152

Circuit breakers, Exoeriments with (Von

Zweigbergk), 223 Claim Agents' Association, Committees, 46 5 Claim department:

Advertisement concerning children, Boston,

253

Co-operation with maintenance department,

509

Methods of handling claims [Gross], 735

Clark, A. F., 920

Cleveland :

Mail car, *619

Municipal operation of railway, 796, 833

Pay-as-you-enter cars, 566

Publicity bureau, 836

Rail bond tests, 402, 465

Semi-convertible cars, *258

Situation, 28, 62, 96, 98, 152,

353, 406, 441, 469, 503,

663, 706, 760

Stock valulations, 616

Strike on municipal lines, 875, 918

Cleveland, Brooklyn & Elyria Ry., Extensions, 467

Cleveland Lake Shore Electric Ry., Annual re- port, 229

Cleveland, Painesville & Ashtabula R. R., Annual report, 231

Cleveland, Southwestern & Columbus Ry.:

Annual report, 189

Line car, *72 5

Shops at Elyria, *724

Clinton, Iowa, Semi-convertible cars, *144 Club houses:

Grand Rapids, Mich., *45

St. Louis, Mo., *263

Coal:

Government requirements, 283

Selection of, 239; [Bailey], 283

Specifications Interborough Rapid Transit

Co., 284 (See also Fuel)

Coil insulation by vacuum system at Marshall

shops, Brooklyn, *57 7 Columbus, Ohio, Rail controversy, 584, 665

230, 266, 302, 504, 582, 624,

Columbus, Delaware & Marion Ry., Extension 143

Columbus Railway & Light Co., Annual meeting, 229

Commutator groover, *73 i*c^c Commutators, Truing up, on rotary [Greer J ^545 Concrete beam track construction [Weber], *85 Concrete mixer, Newark, N. J., *719 Condenser speed regulation, 629 Conduit construction, London County Council, *172

Coney Island & Brooklyn R. R. (See Brooklyn) Connecticut Railroad Commissioners, Report, 189 Connecticut Railway & Lighting Co.:

Annual meeting, 666

Instruction on accidents, 7 52

Connellsville, Pa.:

Hydraulic car lift, *51

Power station, *524

Repair shop practice of West Penn Rys., *73

Conservation (See Natural resources) Contractors, Independent, Legal decision in

Penn., 288 Controller rack, in repair shop, *208 Controllers:

(General Electric), New, 89

Richmond, Va., a.c.-d.c. multiple unit, *365

600-1200 volt, 7

Westinghouse No. 451, *40

Copenhagen, Decision against municipal owner- ship, 386 Coupler heights. Variation in, 882 Crafts, P. P., *764

Crane on electric work car, Newark, N. .1., *716 Creosotes, Analysis and grading of, 747

(See also Timber preservation)

Culverts:

Concrete, *683

Corrugated galvanized metal (C. C. Co.),

*186

Curtain fixture (C. S. Co.), *436

Dallas, Texas Traction Co., Completion of line, 762

Dayton & Xenia Transit Co., Receivership, 468 Decatur, 111.. Terminal station, *64r Decatur, Ind., Earnings for 1907, 665 Delaware & Hudson R. R. :

Gasoline-electric motor car, *135

Steam turbine power station, *783

Depreciation, Resolution at Iowa convention, 789 Depreciation in electric railway accounting

[Royse], 687; Discussion, 731 Depreciation of public utility properties in Wis- consin [Duffy], 169

(See also Accounting)

Des Moines, la.:

Annual Statement, 357

Pay-as-you-enter cars, *746

Rooke system, 646

Detroit, Mich,:

Franchise, 148

Injunction against low fare, 659

T-rail recommended, 99

Detroit, Flint & Saginaw Ry., Sale of, 871 Detroit River tunnel, N. Y. Central R. R., Loco- motive, *494 Detroit United Railways, Annual report, 266 Direct current, high- voltage, Experiments, 223 Doors:

Opening device for pay-as-you-enter cars,

*617

Pneumatic operating device, *847

Dublin United Tramways Co., Annual Report, 405

Dubuque, la.. Union Park [Mathes], *310 Dunlop, G. T., 269

Easton, Pa. :

Bushkill Park, *116

Island Park, *604

Northampton Traction Co., *160

Trip sheet and transfer envelope for con- ductors, 385 Egypt, Demand for electric supplies, 779 Electrolysis, Peoria suit, 469 Employees:

Benefit association at Atlanta, Ga., 553

Benefit association at Fort Wayne, 497, 902

Club rooms:

Grand Rapids, *45

St. Louis, *263

Conductor's daily report, Easton, Pa., 385

Cost of labor at inspection shops, New York,

483, 486

Examination of trainmen by Aurora. Elgin &

Chicago Ry., 611

Filling vacancies by bidding in, Hartford, 465

Instructions, Chicago Railways Co., 303

Instructions for conductors, Easton, Pa.. 385

Labor unions and municipal o'vnership in

Australia, 22

Medical outfits. Oaklan-f I'H.

Merit system of discipli '

Wabash Valley Tr

[Hardy], 904, 906

Reports of Buffalo, I6t

Shop Foremen's Associ.

50

Topic talks at Ft. Wayn

Trainmen and shop foi

ideas between, 105

Wage dispute in Pittsbui

Wages of car house emi

521

wn], *171 1 ort Wayne & Co., 191;

.'lewark, N. J.

74.

I iterchange of • yeos. New York,

(Abbreviations: * Illustrated, c Correspondence.)

January — May, 1908.]

INDEX.

V

Employees' Mutual Benefit Association of the Ft.

Wayne & Wabash Valley Traction Co.,

497: [Vordermark], 902 Engine failures in Great Britain, 744 Engineering education, 198

Europe, Status of high-tension d.c. and a.c. railways in, *727

Evanston, 111., Extension of Northwestern Ele- vated R. R., *842

Exeter, Hampton & Amesbury Street Railway, Sale of, 442

Exhauster, Ball-bearing (M. F. Co.), *699

Export trade, 711

Express (See Freight and express)

F

Fairmont, W. Va., Additions to system, *808 Fare collection :

Indianapolis & Cincinnati Traction Co., 381

Interubran railways [Crafts], 685; Discussion

732

Pittsburg experiment of pay-as-you-enter,

29, 35 Fare registration:

Coleman fare box system at Ogdensburg,

N. v., 224

Norfolk, Va., Cash fare receipt, *211

Pay-as-you-enter car (D. T. E. Co.), *25

Rooke system, 186, 646

Scranton, Pa,, City and interurban fares, 453

Fares :

AUentown, Pa,, Increase, 440

Central States, 179

Detroit, Mich., Injunction against low fare

659

Massachusetts :

Higherfares, 357, 468, 596, 644, 832, 914

Statistics, 261, 272 Special fare to park. Right to make, Indiana,

150

Feed-water heater. Steam, Economy test, 895 Feeder sectionalization systems and the N. Y., N. H. & H. R. R. [Murray], *77

Comments, 65

Discussion, 83

Fenders:

Massachusetts, report, 56

Shear-guard, Chicago, *435

Financial:

Canada, 165

Cost of operation per passenger mile, Coney

Island R. R., 888

Earnings of Maine roads for 1907, 204

Illinois, 461

Indiana, 91, 502, 664

Massachusetts, 55

Michigan, 916

New Hampshire, 232

New Jersey, 644

New York, 64

Ohio, 48 ■

Ontario, 785

Pennsylvania, 98, 702

Replacement costs, New York, 470

Findlay, Ohio, Work car on Western Ohio Ry.,

*559

Fire extinguishers: (Childs), *S76

Mounted on truck (Badger), *S78

Fire insurance, changes in rules, 440

Fire insurance department of the Brooklyn

Rapid Transit Co., 489 Fire prevention:

Car houses and shops, 590

Substation, 807

Fire protection. Discussion by N. E. Street Rail- way Club, 737

Fires, Chelsea, Mass., 759

Floods in the Central States, 302

Flues, Reinforced concrete, 527

Fonda, Johnstown & Gloversville R. R., Sacan- daga Park. *316

Fort Smith, Ark., Park operation. *1 14

Ft. Wayne & Wabash Valley Ry.:

Baggage checking system, 336

Employees' Mutual Benefit Association, 49 7;

[Vordermark], 902

Meeting of general managers of McAfee

properties, 832

Meetings of Maintenance of Way Depart- ment, 743

Merit system of discipline, 191 [Hardy], 904,

906

Track construction, *85; [Weber], *534

Fort Worth, Texas, Improvements, 781 Framingham, Mass.:

Car house, *431

Freight rights, 875

Franchises, Valuation method [Floy], 662 Freight and express:

Birmingham, Ala., *81S

Easton, Pa., Package transportation, 164

Forms used in freight handling, 816

-Framingham, Mass., Railway rights, 87 5

Illinois Traction Co., United States Expres

Co., 612

Indiana, Ruling of Railroad Commission, 835

Lancaster, Pa., Trolley as moying van, *791

Massachusetts situatior. 212

New Haven, Conn,, Trolley express truck,

*91

Rates for transporting milk and cream,

Scranton, Pa., 454

Rates, Joint, with steam, Iowa, 621

Truck, Trolley, New Haven, *91

Freight stations, Birmingham and Ensley, Ala.,

*815

Fuel:

Alcohol and gasoline. Relative value of, 682

Tests of various grades of fuel, U. S. Geo- logical Survey, 642 (See also Coal)

Funeral trains, Electric, Milan, Italy, *10

c

Gages, Truck for different, *23

Gaining machine for car and bridge construction

(Fay & Egan), *144 Gas engines:

Failures in Great Britain, 744

Maintenance [Ryerson], 50, c396; [Marburg],

cl82 (Mesta), 828

Milwaukee & Northern Ry., Experience dur- ing storm, 186

Operation of, by steam engineers, 841

Producer gas for engine use: its manufacture

and characteristics [Tuttle], 824

2000-K W. gas-electric set for Bessemer

works, *749

Gasoline motor cars:

Gasoline-electric :

Delaware & Hudson R. R., *135 (Strang), *435, 544

Small Western roads, 249

Southern Pacific R. R., 612

Gates, Car, Screen, Topeka, *185

Gear cutting tool, on axle (Osmer). *497

General Electric Co. :

Annual report, 800

Curtis turbine business, 705

General Managers' Association of McAfee prop- erties, Meeting, 832

Generators:

Commutating pole. 2700k.w. (G.E.), *221

■ London County Council (Dick, Kerr & Co.),

*400

Motor generator vs. rotary converter in

railway service, 273, *278 Germany:

Statistics, 730

Trackless trolley lines, 249

Glasgow, Municipal control, 395 Glenn, T. K., *194, 236 Glenn, W. H., *236

Grand Rapids, Mich., Car house and club rooms, *45

Grant, H. F., 668

Great Britain, Statistics, 299

H

Hamilton Street Ry., Financial Matters, 500 Hapgood, Richard, 305

Hartford, Conn.. Bidding system of filling

vacancies, 465 Havana Electric Railway Co., Annual meeting,

409

Heaters for vestibules (Peter Smith), 144 Heating, Massachusetts report, 56

(See also Ventilation)

Henry, Frank R., *506 High-tension direct current:

Experiments with 4000 volts, 223

Indianapolis and Louisville Ry. [Hewett],

*4; [Murdock], 501

Comments, 1

Railways in Europe, *727

Hoists in repair shoos, 630

Holland -American Construction Co., Dissolution of, 895

Houston, Texas, Semi-convertible cars, *496 Huff. S. W. *305

I

Ice leveler. Flanged teeth (Gifford-Wood), *287 Illinois Railroad Commission, Annual report, 461 Illinois Traction Co.:

Bridge at St. Louis, Mo., *15

Express service, 612

Merchants' excursions, 849

(See also Decatur, III.)

Impostor, Plausible, 835

Incandescent lamp testing meter (Johns-Man- ville), 24

India, Surface contact system for Benares. *7S4 Indiana;

Accidents, 835

Earnings of companies, 502

Express companies and ruling of Railroad

Commission, 83 5

Fares, Right to make special, 150

Merger with Kentucky lines, 912

Operating rules discussed by railway repre- sentatives before Railroad Commission, 345

Railroad Commission, Annual report, 91, 664

Railway situation [Nicholl], 178

Railway statistics, 141

Taxation of interurban lines, 7 59

Indiana Engineering Society, Annual conven- tion, 141

Indianapolis, Tolls on interurbans, 229 Indianapolis & Cincinnati Traction Co,:

Ticket system, *381

Track laying, *90

Indianapolis, Crawfordsville & Western Traction Co.:

Car tests, ISl

Details of system, *850

Indianapolis &■ Louisville Traction Co., 1200-volt direct current line [Hewett], *4; [Mur- dock], 561 Comments, 1

Inspection and maintenance practice. Data sheets of A. S. & I. R. E. A., 874

Inspection by mileage. Costs of. compared with time-interval system, 483

Inspection of rolling stock, Interborough Rapid Transit Co., *480, *51 1

Institution of Civil Engineers, Annual Meeting, 876

Insulation of high tension transmission lines

[Denneen], *899 Insulators:

High voltage lines [Locke], *5 71

Section insulator (Ohio Brass Co.), *143

International Electrical Exposition at Marseilles, France, 153

Interstate Commerce Commission, Classification

of accounts. (See Accounting) Interurban railways:

Car intervals. Determining proper, 37

Fares, Handling [Crafts], 685; Discussion,

732

Publicity for, 309

Iowa, Joint freight rates required, 621

Iowa Street & Interurban Railway Association:

Convention, 353, 666, 731

Depreciation and publicity. Resolution on,

789

Italy, Proposed railway development, 869

J

Jackson, Miss., Power station, *278 Japan:

Statistics of railways, 385

Tokio hydro-electric plant, 220

Tokio municipal bonds. 2 53

Jolict, 111., Dellwood Park. -^118

Journal bearings. Cost of renewal. New York, 681

lournal boxes. Proper packing of, *517

L

Laboratory of the Georgia Railway & Electric

Co.. Atlanta, 498 Lackawanna & Wyoming Valley Ry., Cars, *26 Lake Shore Electric Ry., Annual report, 229 Lamp socket. Key-locking (G.E.), 618 Lancaster, Pa. :

Fare receipts, *383

Trolley express, *791

Leeds, England Track brake tests, *13 Legal decisions:

Canada definition of street railway, 146

Charters, franchises and ordinances, 292

Fare, Special, Indiana, 1 50

Independent contractors, 288

Coupler heights, 882

Joint rates, steam road and electric, Iowa,

621

Negligence, Liability for, 288, 649

Passengers. Constructive acceptance of, 649

Pennsylvania's two-cent law unconstitu- tional, 150

Sanitary condition of cars, Indiana, 488

Lewiston. Augusta & Waterville Street Ry., Ex- tensions, 462 Lexington & Interurban Ry., Organization, 190. Lighting, Electric, Linolite System, 184 Lighting of cars. Improvements suggested, 415 1 ightning arresters:

Aluminum cell (G.E.), *792

Choke coil, with discharge rod (Lord). *573

Condensers used for, Watertown, N. Y., 201

Electrolytic (Westinghouse), *618

Horn, Indianapolis, *853

Horn (Siemens-Schuckert), *575

Lima, Ohio, Promotion of traffic by Western

Ohio Ry. [Price], 138 Line cars. (See Tower car; Work cars) Liverpool, Annual report, 762 Locker, Metal (Darby), *223 Locomotives, Electric: Chicago tunnel, *646

Comparative tests of steam and electric,

N. Y. Central R. R., 393 Comparison of single-phase and three-phase,

[Valatin], *16

Detroit River tunnel, *494

Spokane & Inland Ry., 491

Locomotive, Steam, Discussion on passing of,

346

London:

Conduit construction, *172

Surface contact system, *569

Underground railways. Finances, 253, 703,

761

London letters, 27, 187, 404, 579, 756 Long Island Railroad Co.; Annual report, 704

Reply to Circular of Interstate Commerce

Commission, 786 Los Angeles, Cal.;

Huntington denies Harriman purchase, 621

Interlocking switch and signal system for

Pacific Electric Ry., 496 Louisville, Ky.:

Proposed consolidation, '9 1 2

Strikes in 1907 [Funk], 20

Transfers, 818

Lorisville Railway Co., Annual report, 353 Lubrication:

Interborough Rapid Transit Co., *516

Large plants. Lubrication in [Davis], 7 52

Motor oil box. Integral, *74

New York A Queens County cars. 551

(Abbreviations: ''"Illustrated, c Correspondence. )

VI

INDEX.

[Vol. XXXI.

M

MacGovern, Archer & Co., 584 Maine, Earnings for 1907, 204 Maintenance department: Co-operation with

claim department, 509, 806 Maintenance of overload lines. (See Overhead

construction) Maintenance of rolling stock: — —Anderson, Ind., 538

Car defect record system, Boston, 554

Interborough Rapid Transit Co., *672, *8S7

(See also Repair shop practice)

Maintenance of track. (See Track construction) Manchester, England, Park, the "White City,"

*112

Manchester, N. H., Pine Island Park, *606 Maps:

Boston Elevated extension, 262

Easton, Pa., and interurban lines, 160

Fairmont & Clarksburg Traction Co., 808

Indianapolis & Louisville Traction Co., 4

London County Council tramways, 7 56

Manhattan and Bronx boroughs showing sub- way and elevated systems, 479

New Jersey, Public Service Ry., 715

Northern Electric Street Railway, Scranton

Pa., 448

Northwestern Elevated R. R. extension to

Evanston, 111., *842 Porto Rico, 274

Richmond & Chesapeake Bay Ry., 364

Sacandaga Park, 316

San Diego, Cal., 418

Washington, Baltimore & Annapolis Ry., 240

Marseilles International Electrical Exposition.

153, 406, 470 Martin, T. Commerford, decorated by French

Republic, 100 Massachusetts:

Dividend-paying street railways, 231

Electric railway properties of N. Y., N. H. &

H. R. R., 831

Fares :

Higher, 357, 468, 596, 644, 797, 832, 914 Statistics concerning, [Sullivan], 261. Comments on, 272

Freight and express situation, 212

Interurban railway condition, 95, 234, 670

Legislation matters, 191, 267

Public utilities bill, 151

Railroad Commission, Report, 55

Temporary railway locations, 582

Massachusetts Electric Co. :

Earnings, 795

Report for 1907, 54

Mathes, L. D.. *764

Measuring instruments, Milli-voltmeter and shunt ammeter (Bristol), *92

Medical outfits for employees, Oakland [Brownl, *171

Memphis, Tenn.:

Accounting system, 819

Reconstruction of railway system, *530

Street railway Y. M. C. A., 498

Wrecking car, 399

Mercury arc rectifiers for moving-picture ma- chines, *699

Meter, Incandescent lamp testing (Johns-Man- ville), 24

Mexico:

Cars for Parral, *184

Notes from, 300, 358. 471

Mexico City: Cars, *224

"Seeing Mexico" parlor car service, 166

Michigan, Statistic; ''if Milan, Italy, Electric funeral trains, *10 Mileage book, Central Electric Traffic Associa- tion, 905 Millen, Thomas, *413

Milwaukee Electric Railway & Light'Co., Inter- state Commerce Classification, Reply to circular, 614

Minneapolis:

Big Island Park and Lake Minnetonka

[Warnock], *I06 — — Earnings, 235, 351, 798

Minnesota Railroad Commission, Proposed

jurisdiction over electrics, 408 Montreal, Car house, De Fleurimont St., *208 Montreal Street Railway Co., Increase in capital, 154

Motor cars. Gasoline. (See Gasoline motor cars) Motor oil box. Integral, *74 Motors, Electric:

Commutating pole, G.E. 205, *9

G.E. A-603, 247

G.E. A-603A, *365

Series repulsion railway motor (G.E.), *82, 83

Siemens-Schuckert interpolc, *183

Comments, 198

Westinghouse No. 300, *215

Moscow tramway purchase rumored, 191 Mullaney, T. F., *837

Municipal ownership in Copenhagen, Decision against, 386

N

Natick & Cochituate Street Ry. Co., Financia

statement, 357 National Amusement Park Association, Aims and

objects, 129

National Fire Protection Association, Report on standard construction for car houses, 912

Natural gas. Cost, Fairmont &"ClarksonlTraction Co., *810

Natural resources, CDnservation of:

Meeting, American Society of Mechanical

Engineers. 644, 708

National conference at Washington, 840

New England Street Railway Club, 440, 471 582

737, 876

New Hampshire Railroad Commission Report, 232

New Haven, Conn.:

Park proposed for Lighthouse Point, *123

Trolley express truck, *91

(See also Connecticut Company: New York,

New Haven & Hartford R. R.) New Jersey:

Governor's message on the railroads, 98, 150

Operating reports of railway companies, 644

Public Service Ry. (See Newark, N. J.)

New Jersey Short Line R. R., Receivership, 354 New Orleans:

Car blockades, 192

Changes in personnel, 617

Condenser speed regulation, 629

Curtis turbines. Tests, 789

Transfer system, New, 151

Waiting stations, *2 5 7

New Orleans Railway & Light Co., Annual meet- ing and reports, 438, 703, 707 New publications, 32, 359, 411, 472, 918 New South Wales, Finances, 226 New York Central R. R., Electrification:

Financial matters [Wilgus], 393

Locomotive order, 501

Savings, Estimated, 491

Storage battery house ventilation, *495

Third rail shoes. Telltale clearance, 9

New York City:

Accidents, 97, 300, 470

Earnings of New York City companies, 360

Franchise tax assessments, 569

Hudson & Manhattan R. R.:

Financing of companies, 190 First train, *49, 190 Inspection of upper tunnel, 299 Opening, 307, *329, 356 Signal system, 402 Third-rail construction, *330

-Interborough-Metropolitan Ry.: Finances, Statement by Shonts, 351

President

Interborough Rapid Transit Ry.:

Bond issue, 439, 468

Car cleaning methods and costs, 522

Car equipment department, 476, *478,

*510. *672, *857 Coal specifications, 284 Contact shoe data, *858 Delay records, 483 East River tunnel:

Effect on Brooklyn traffic, 152

Opening, 50, 58, *88

Train dispatching, *492 Elevated road. Legality of third track,

468

Financial statement, 409, 438 Labor cost at inspection shops, 483, 486 Ninety-sixth street track changes, *2S3 *343

Organization chart of car equipment department, 478

Reply to Circular of Interstate Com- merce Commission, 786

Steel cars, *422

Subway reports:

Capacity, Arnold report, 882, 889 Car design. Report by 13. J.

Arnold, *337, 849, 889 Signal system. Report by B. J. Arnold, 463

Third-rail construction in tunnels, *330

Ventilation system, *645 New York City Ry.:

Car house construction, *205

Cars, Pay-as-you-enter, *256, 468, 490

Changes in organization, 356

Consulting engineers to the receivers, 616

Financial statement, 501 Fire loss, 408

Health campaign by means of transfers,

396

Railway officials exonerated, 669

Replacement costs, 470

Reply to Circular of Interstate Com- merce Commission, 786

Transfer decision, 876 New York cS: Queens County R. R. :

Current collection in tunnel, *492

Proposed sale of tunnel to city, 58, 408 Notes, 30, 58, 97, 190, 233, 300, 355. 408, 439,

468, 501, 583, 622, 659, 70S, 761, 802,

833, 877, 915

Pennsylvania R. R., Tunnels, Progress, 410

-Public Service Commission:

Brooklyn service, Recommendations, 300

Investigation, Results of, 692, 797 Rapid Transit Act, Proposed changes in, 97

Recommendations by Gov. Hughes, 3 1

Report for first six months, 149 Subways, New Plans for, 30, 226, 266, 664,

839, 917 Third Avenue Lines:

Finances, 190, 233

Improvements, 913

Receivership, 58

Report of Receiver, 872

Transfer matters, 581, 876

Williamsburg Bridge underground terminal

for Brooklyn cars, *592

(Abbrev'ations: * Illustrated . c Correspondence.)

New York City Club:

Discussion of traction affairs, 470

Transit exhibit, *10

New York, New Haven & Hartford R. R.:

Earnings, 299, 876

Electric locomotive guarantees, 233

Electrical equipment. Notes on, 153

Electrification out of Boston, 665

Freight and express business in Massachu- setts, 212

Multiple unit a.c.-d.c. cars, 496

New Canaan branch. Single-phase to be

adopted, 20

New York and Port Chester, Plans for line

between, 59 Park circuit, *321

Single-phase distribution with special refer- ence to sectionalization [Murray], *77 Comments, 65 Discussion, 83

Trolley purchases. Legal status of, 407, 831

(See also Connecticut Co.; New Haven)

New York Railroad Club:

Dinner to H. H. Vreeland, 268

Electrical night, 491

New York State:

Legislation matters, 300

Street railway statistics, 64

New York State Public Service Commission:

Classification of accounts for lighting com- panies, 635, 67 1

Report for first six months, 149

New York State Street Railway Association:

Executive session, 462

Statement concerning Interstate Commerce

classification, 868 New Zealand, Tramway law. Proposed new, 142 Newark, N. J.:

Pay-as-you-enter car, *648, 873

Public Service Corporation:

Bond issue, 796

Earnings, 584

Maintenance of Way department [Schreiber], *714

Shop Foremen's Association, 50

Newcastle-on-Tyne, Special work, *400

Norfolk, Va., Cash fare receipt, *211

Norfolk & Portsmouth Traction Co., Annual re- port, 916

North American Co.:

Annual report, 148

Bond issue, 762

Northampton, Pa., Traction Co., Construction and operation, *160

Northern Ohio Traction & Light Co., Annual re- port, 188

Oakland, Cal., 'Medical outfits [Brown], *171 Ogdensburg, N. Y., Coleman fare box, 224 Ohio:

Excursion rates. Right to make, 350

Legislation, 150, 173, 234, 267, 302, 409, 440>

467, 469, 501, 580, 625, 663, 704

Railroad Commission Report for 1907, 48

Railway situation [NichoU], 178

Tax suit test, 299

Ohio Electric Ry., Speed record, 828

Ohio G. A. R., Special electric railway rates, 828

Oil cup. West Penn Co., 523

Oil filter, *520

Oil house. New York Interborough, *521 Omaha, Neb.:

Campaign against accidents, 210

Method of handling claims [Gross], 735

Ontario, Earnings, 785 Organization diagrams:

New York Interborough R. T., Mechanical

Department, 478 Public Service Corporation, Maintenance of

Way Department, 715 Ottawa Electric Railway Co., Annual report. 227 Overhead construction:

Flexible hangers for contact wires [Mayer],

*697

Maintenance, Indiana Union Traction Co,

636

Memphis, Tenn., *531

Richmond & Chesapeake Bay Ry., *369, *370

Safety device for splicing sleeve, *252

Sag adjuster, 24

Scranton, Pa., Northern Electric Street Ry.,

*450

Standards in Austria, 745

Tangential suspension for trolley wire, *570

Twelve hundred volts d.c, *8

(See also Catenary construction)

Painting of wooden cars. New York, Costs, 858

Paris underground railways, 895

Parks and pleasure resorts:

Amusements :

Contractors for attractions, 134, 347 Moving pictures and their possibilities, 325

New entertainments, * 131

Roller skating, * 1 09

Vaudeville in parks [Hulse], *124

Brockton & Plymouth Street Railway, 164

Chicago Water Chutes Park, *130

Contoocook Ri\er Park, Boston & Maine

R. R., *608 Design:

Evolution of the modern park [Cope- land], *122

Park for all kinds of weather [Hulse], *319

i;

January — May, 1908.]

INDEX.

VII

Parks and pleasure resorts : (Continued) Dubuque, la., Union Electric Company's ex- perience [Mathes], *310

Easton, Pa., *116, *604

Fort Smith, Ark., *n4

loliet. 111., *n8

Kinderhook Lake, Albany & Hudson R. R.,

*326

Management :

Accounting and collecting receipts, Joliet, 111., 118

Creating enthusiasm, Hinston. 110 Manchester, England. The "White City,"

*112

Manchester, N. H., Pine Island Park, *606

Minneapolis, at Big Island Park and Lake

Minnetonka [Warnock], *106

New Haven, Conn., Proposed park, *123

N. v., N. H. & H. R. R. Co.'s park circuit,

*321

Norumbega, Newtonville, Mass., 131, 460

Pine Bluff, Ark., Forest Park, *605

Sacandaga Park in the Adriondacks, *316

St. John, N. B., Rockwood Park. *313

Schenectady Ry. Co., Forest Park, *314

Troy, N. Y., New Rensselaer Park, *324

Passenger-mile cost of railway operation, 888 Passengers, Limiting in New York. 589 Pay rolls. Machine for printing, *694 Pennsylvania:

Independent contractor. Legal decision, 288

Railroad Commissioners, 98

Railway data for 1907, 702

Two-cent law unconstitutional, 150

Pennsylvania R. R., Annual report, 410 Pennsylvania Street Railway Association, Meet- ing of executive committee, 3 1 Peoria, III., Electrolysis E.uit, 469 Peru, Railway notes, 15, 348

Philadelphia, American Railways Co., Earnings 912

Piles, Reinforced concrete, 867 Pine Bluff, Ark., Forest Park, *605 Pipe bending machine, Pneumatic (Underwood) *52

Pit construction. (See Car houses) Pittsburg :

■ Car with side rods, 82 7

Pay-as-you-enter-car experiment, 29, 35 61

Philadelphia Co., Report, 798

Steam turbines at Brunot Island power

• plant, *908 Wage dispute. 871

Pittsburg & Allegheny Valley Ry., Reorganiza- tion of, 702

Poles:

Combined use of, by railway, telephone and

lighting companies, *530

Crnsumption in 1906, 260

Galvanized steel, for transmission lines

(Milliken), *436

Metal (P. P. & F. Co.), *403

Preservation. (See Timber preservation )

Specifications, Northwestern Cedarmen's

Association, 866 Polyphase railways in Europe, 728 Portland, Ore.:

Bridge, *790

Extensions, 757

Increase in travel, 430

Porto Rico, Tramway and power developments in, *274

Pottsville, Pa., Eastern Pennsylvania Railways.

IJxtension, 412 Power station practice:

Alternators, Remedying defects in parallel

operation of, 51

Auxiliaries, 36, 883

Fuel. (See Coal)

High-pressure, and high-temperature steam

363

Inspection records, Value of, 768

Pilot lamps in power stations, 447

Raising the load factor, 768

Working conditions in small plants, 238

Power station records: Fuel records and station

outputs, 445 Power stations:

Baltimore, Reconstruction, *7 70

Bay Shore Park, Baltimore, *7 76

Birmingham, Ala., *884

Brunot Island, Pittsburg. *908

Combined railway, lighting and exhaust- steam plant [Boughton], 640

Connellsville, Pa., Original deviecs, *524

Crawfordsville, Ind.. *850

Fall River, Mass., Auxiliary equipment 36

lackson, Miss., *278

Mechanicsville, N. Y., *783

Watertown, N. Y., No attendants, *,'00

Windsor, Essex & Lake Shore Rapid Rv

*40 1 . ■

(See also Substations)

Power transmission. Progress in, 713

Preston, England, Truck, Compensating. *2i

Pretoria, S. A., Contemplated changes, 746

Producer gas. (See Gas engines)

Providence, R. I., Operating department, changes in, 154

Pumps, Boiler feed, of special design, *52 5

Q

Question box of Southwestern Electrical & Gas Association, 865

R

Rail bender for heavy rails (P. P. & F. Co.), *576 Rail joints:

Brazed, Tests, 402

Clark joint in Buffalo [Clark], c396

Clark, Tests in Cleveland, 465

Rails, T:

Controversy in Columbus, 584, 665

Recommended for Detroit, 99

Register cards on cars, 723 Reinforced concrete:

Electric railway construction [Stark], 733

Piles and ties, *86 7

Progress in construction, 417

Viaduct of Richmond & Chesapeake Bay Ry . ,

*374

Repair shop practice:

Anderson, Ind., 285, *647

Boring wheel with lathe, *726

Chicago City Ry., *597

Keeping track of distantly located shops, 67

Lifting apparatus necessary, 881

New York Interborough Rapid Transit Co.,

*478, *510, *672, *8S7

New York & Queens County Ry., *546

Ordering of parts, Brooklyn, *2 59

Planning for the future, 1

Tool lists. Importance of keeping, 308

Tool locations in shops, 5 7

Welding of motor cases by thermit process,

*647

West Penn Rys., *73

Wheel grinder, *286

(See also Maintenance of rolling stock)

Repair shop records. Purposes of, 591 Repair shops:

Anderson, Ind., *539

Chattanooga, Tenn., *632

Chicago City Ry., *S98

Elyria, Ohio, *724

Marshall, Brooklyn, Coil insulation, *5 7 7

New York & Queens County Ry., *546

St. Louis, *487

Washington, Baltimore & Annapolis Ry.,

*246, 248

Repair wagons. (See Tower wagons; Tower car; Work cars)

Rhode Island Railroad Commission, Report of, 504

Richmond & Chesapeake Bay Ry., Single-phase

system [Hewett], *364 Road Congress, International, at Paris, 726 Rotary converters. Truing up commutators

[Greer], *54S Rutland Railway, Light & Power Co., Annual

report, 701

s

Safety devices. (See American Museum of

Safety Devices) St. John, N. B., Rockwood Park, *313 St. Louis, Mo.:

Bridge of Illinois Traction Co.. *15

Cars, Pay-as-you-enter, 355

Cars with steel underframe, *42

Club rooms for employees, *263

— Earnings of the United Railways, 59, 354,

503, 661, 701, 703, 912

Repair shops. Addition, *487

Statistics of operation, 391

Tax on street railways, 878, 917

Tower car with pneumatic hoist, *52

Trouble wagons, *17, *22

St. Paul, Minn., Twin City Rapid Transit Co.

(See Minneapolis) San Diego, Cal., Street railway system, *418 San Francisco:

Earnings, 759, 798

Extension to San Jose, 913

Financial conditions, 232

Ocean Shore Ry , 44, 169

Terminal station for steam and electric lines

301

Track reconstruction, *68

Western Pacific R. R., Electricity for, 266

Sand box for continuous and intermittent flow.

Preston, Eng., *26 Sand dryer of Public Service Ry., *716 Sao Paulo Tramway, Light & Power Co., Annual

report, 830 Saw, Band rip (Fay & Egan), *224 Schedules:

Analysis of, 159

Boston night chart, 566

Schenectady Railway Co., Forest Park. *314 School tickets in New Jersey, 52 Scranton, Pa.: Cars, *452

Lackawanna & Wyoming Valley R. R.,

Avoca substation, *8 1 2

Northern Electric Street Railway Co., *448

Seattle, Wash., Fake claim, 875 Shanghai Tramways, Construction notes, *18 Shop Foremen's Association, Newark, N. J., 50 Shreveport, La., Safety device for splicing sleeve,

*252

Signals. (See Block signal system) Signs:

Indicator for run numbers, *696

Suggestions, 66

Signs, Electric:

Electric kaleidoscope, 618

Porcelain signs (Colonial), *619

Simplon tunnel railway, *72 7 Single-phase railways: Europe, Notes, 728

Richmond & Chesapeake Bay Ry. [Hewett]

*364

Status [McClellanl, 282

Switzerland, 826

Washington, Baltimore tic Annar'olis Ry.,

*240

Windsor, Essex & Lake Shore Ra|>id Ry.

[DeWitt], *38 York, Pa., *683

Snow plow (Wilder), *572

Snow sweeper, Watertown, N. Y., 201

South America:

Guayaquil Tramway Co., 252

Western, Electrical conditions in, 232

Southwestern Electrical & Gas Association:

Convention at El Paso, Texas, 821, 863, 865

May meeting, 471

Meeting of Executive Committee, 99

Spokane, Wash., Theater train service on the In- land Empire, 166, 207 Springfield, 111., Interurban traffic, 827 Springfield, Mass., Extensions, 707 Standardization of accounts. (See Accountants' Association: Accounting, Interstate Commerce Classification) Standardization data sheet of American Street & Interurban Railway Engineering Asso- ciation. 913

Standardization of trolley wheels, harps and poles

[Cole], 561 Statistics:

Austria, 1905, 24

Boston traffic, 61

Canadian electric railways [Payne], 165

Chicago L traffic, 54

Earnings of New York City street railway

companies, 360

Great Britain, 299

Massachusetts. 1898-1907. 56

Pole consumption in 1906, 260

(See also Financial)

Steam separator. Horizontal, *525

Steam turbines. (See Turbines, Steam)

Step. Folding. Troy, N. Y., *76

Steubenville & East Liverpool Railway & Light

Co., Extensions, 375 Stoker, Underfeed (Taylor), *397 Stone crushers, Newarl:, N. J., *719, *720 Storage batteries:

Correction of troubles, 869

Unit principle (S. E. A. Co.), *I85

Storage battery houses: Concrete house, *162

Ventilation on the N. Y. Central R. R.,'*4g5

Stores department. Economy in. 806

Street Railway Journal combined with Electric

Railway Review, 805 Street scrapers and wheels (Nuttall), *143 Strikes:

Chester, Pa., 665, 707

Chicago, threatened, 834

Cleveland municipal lines, 875

Indiana Union Traction Co.. 57. 99. 356

Louisville. Ky.. in 1907 [Funk], 20

Pensacola, Fla., 665, 707

Substations :

Avoca substation of Lackawanna & Wy- oming Valley R. R., *812 Baltimore system, *774

Chicago & Northwestern Elevated R R

*843

Construction costs, Reducing, 590

Fires in, 807

Indianapolis, Crawfordsville & Western

'fraction Co., *85S

Richmond & Chesapeake Bay Ry., *372

^Washington, Baltimore & Annapolis Ry., 248

Surface contact system:

Benares, *754

London, *569

Swiss report on American electric railways, 895 Switzerland, Second single-phase railway, 826 Switchboards, Continuous-current, Types of 348 Switches, Electric, Car passing from 600 to 'l200 volts. *9

Switches, Track, Three-way (Allen), *19 Syracuse, Lake Shore & Northern 'r. R., Con- struction details [Wharft], *2 50

T

Taxation and public service in Baltimore. 46 7 Terminal of Williamsburg Bridge, *S92 Terminal stations:

Baltimore, *241

Decatur, 111.. *641

Richmond & Chesapeake Bay Ry., *373

— San Francisco union terminal proposed, 301

lerre Haute. Indianapolis & Eastern Ry.. Sema- phore switch signals, *bl2 Testing plant for cars at Worcester Polytechnic Institute. *254

Tests:

Fuel tests by U. S. Geological Survey 642

rests of cars by Purdue students on indian-

apolis, Crawfordsville 8i Western Ry., 181 • ' ' '

Texas floods, 914

Theater at Celaron Park, Lake Chautauqua, *125 Theater train service developed in Spokane Wash., 207

Thermit welding of motor cases, Anderson Ind

*647 Third-rail :

Belgium, Under-running, 346

Chicago, South Side, *380

Contact shoe data, Interborough Rapid

Transit, *858

East River tunnel, N. Y., & 0. C. R R *-it;2

Hudson River tunnels, *330 '

Shoe fuses in New York. *S14

Telltale for clearance of shoes. 9

Through routes in city service, 271 Tickets:

Cash fare receipt, Norfolk, Va., *211

Cleveland, Aluminum 3-cent disks, *898

Indianapolis & Cincinnati Traction Co *381

Mileage book, Central Electric Traffic 'Asso- ciation, 905 Milk tickets, Scranton, Pa., *4S4

(Abbreviations: * Illustrated, c Correspondence. )

VIII

INDEX.

[Vol. XXXI.

lickets (Continued.)

School tickets in New Jersey, 52

Tickets as a fare medium for street and inter- urban railway traffic [Ohmer], 896

(See also Fares; Transfers)

Ties:

Preservation. (See Timber preservation)

Reinforced concrete, *867

Renewals, 743

Timber jjreservation:

Circular, U. S. Forest Service, 436

Creosotes, Analysis and grading of, 747

Directions for using Avenarius carbolineum,

*754

Open tank treatment for ties and cross-arms,

*567

Review of present practice and economics

[Schoch], 821 Time-table imposter, 410. 434 Toledo. Ohio, Railway merger. 918 Toledo, Fostoria & Findlay Ry., Completion, 153 Toledo & Indiana Ry., Receivership, 603 Toledo Railways & Light Co.:

Agreement with city, 871

barnings, 147, 265, 502

Finances, 832

Topeka, Kan., Cars with screen gates, *185 Tower car with pneumatic hoist St. Louis. *52 Tower wagons, St. Louis:

Automobile wagon. *22

Transportation cars, *17

Track construction;

City construction for interurban cars

[McMath], 141

Cost of concrete beam track [Weber], *85

Indianapolis & Cincinnati Traction Co., *90

Location of electric railways [Baldwin], 782

Maintenance of track on new grade [Smith],

907

Memphis, Tenn., *530

Proper construction and maintenance [Web- er], *534

Public Service Ry., New Jersey [Schreiber],

*714; *720

San Francisco reconstruction, *68

Standards in Austria, 745

T-rail construction in paved streets [Lowd],

♦864

Trackless trolleys in Germany, 249 Traffic, Promotion of [Price], 138 Transfers :

Advertising on, Baltimore, 392

Audit of, 629

Baltimore, Used in campaign against disease,

93

Chicago, Special, *464

Health campaign in New York, 396

Limitation of, New York City, 876

Louisville, Ky.. 818

New Orleans, 151

New York City, Discontinuance of certain

transfers, 581 Transformers :

Changing transformer connections in emerg- encies, 343 Portable set for park lighting, 609

Transportation department, Buffalo, 167 Trenton & New Brunswick R. R., Receivership, 354

Trolley base (Bayonet), *574 Trolley bushing, Rifled (Ives), *578 Trolley catcher (Lord), *578 Trolley ear (Dyer), *576 Trolley harps:

Balanced spring (U. C. F. Co.), *646

(R. F. R. Co.), *573

Trolley pole. Tension indicator for (C. A, Co.), *755

Trolley wheels and sleet scrapers (Nuttall), *143 Trolley wheels, harps and poles. Standardization

of [Cole], 561 Trolley wires, Wear of, with sliding contact, 154 Trouble wagons. (See Tower wagons; Tower

car; Work cars) Troy, N. Y., New Rensselaer Park, *324 Trucks:

Chicago & Northwestern Elevated R. R.,

*848

Design of [Vauclain], *562

(Preston), for different gages, *23

Storage battery (Westinghouse), *23

Watertown, N. Y., *202, *203

Tunnels. (See names of railways under New

York City) Turbines, Steam: Cairo, Egypt, 572

Comparison of Parsons and Curtis turbines

[Emmet], 21, 432; [Bibbins], 332

Curtis, Tests at New Orleans, 789

Double-flow, Brunot Island power plant,

Pittsburg, *908

Exhaust elbow and valve box, *526

"Mixed pressure" (Williams & Robinson),

403

Westinghouse-Parsons, Statistics, 504

Turnstile for street cars, *648

u

Underwriters' National Electric Association,

Proposed changes in rules, 440 Unit, Value of a [Carver], 537 Utica & Mohawk Valley Ry., Symbol for, 191

V

Ventilation:

Instruction to conductors, 104

New York subway, *645

Watertown cars, N. Y., 202

Vesuvius Railway, 698

Viaduct, Reinforced concrete, Richmond &

Chesapeake Bay Ry., *369, *372, 374 Visalia, Cal., Semi-convertible cars, *287 Vreeland, H. H., Dinner to, by New York Rail- road Club, 268

w

Wagons. (See Tower wagons) Waiting stations:

New Orleans. *2 5 7

York & Hanover Ry., *683

(See also Terminal stations)

WalHs, R. N., *506

Washington, -D. C, Capital Traction Co., Report of, 228

Washington, D. C, Railway cS: Electric Co.:

Annual report, 834

Attempt to defraud, 153

— — Directors, 146

Washington, Baltimore & Annapolis Ry., Single- phase system, *240 Washington:

Chehalis & Centralia Railway & Power Co..

193

Power development in the Inland Empire, 57

Watertown, N. Y.:

Black River Traction Co. [Lefevre], *200

Car and truck work proposed, 300

West Jersey & Seashore Ry., Plan for leasing, 762 Westboro & Hopkinton Street Ry. Co., Financial

statement, 357 Westinghouse Electric & Manufacturing Co.:

Bond plan. 154

Finances, 664

Reorganization, 757, 799

Westinghouse Machine Co,, Changes, 623

Weston, C. V., *63

Weston, George, 101

Wheel grinder (Remelius), *286

Wheels:

Boring with lathe, *726

Flange wear, Chicago elevated, 791

Inspection, New York Interborough, 515

Investigation of steel and cast iron wheels

[Flower], 32

Renewal cost. New York, 857

Standards in Austria, 745

Williamsburg bridge terminal. (See New York

City)

Windsor, Essex & Lake Shore Rapid Ry., Single- phase equipment [DeWitt], *38

Winnipeg Electric Street R. R., Annual report 191, 438

Winnipeg purchases railway and light properties, 584

Winston-Salem, N. C, Semi-convertible cars, *52

Wisconsin. Public utility law and depreciation accounts, 169

Wisconsin Electric & Interurban Railway Asso- ciation, Meeting, 153

Worcester, Mass., Grade crossings, 878

Worcester Polytechnic Institute, Electric car- testing plant, *2 54

Work cars:

Design of, 399

Line car, Cleveland, Southwestern & Colum- bus Ry., *725

Lme car on Western Ohio Ry., *S59

Lisbon, Portugal (Brill), 87

Public Service Ry., *717, *718

Y

York, Pa., Single-phase railway, *683 Y. M. C. A. work, Memphis, Tenn., street rail- way, 498 Youngstown & Southern Ry., 9

AUTHOR INDEX

A

Alexanderson, E. F. New single-phase railway motor *82

Arnold, B. J. Report on subway car design in

New York, *337 Report on subway signal system, New York

City, 463

B

Baldwin, R. H. Economic location of electric

railways, 782 Bibbins, J. R. Turbine economies, 332 Boughton, J. H. Combined railway, lighting and

e.xhaust-steam plant, *64U Brockway, W. B. 'Ihe small company and the

new classification of accounts, 427 Brown, J. Q. First aid to injured employees,

*171

Button. C. P. Signal systems for electric rail- ways, 140

c

Carver, D. F. The value of a unit, 537 Clark, C. H. The Clark joint in Buffalo, 396 Cole, Adam. Standardization of trolley wheels,

harps and poles, 561 Copeland, H. L. Evolution of the modern

amusement park, *122 Crafts, P. ^. Handling fares on interurban rail- ways, 685

D

Denneen, F. S. Insulation of high tension trans- mission lines, *899

De Witt, S. C. Single-phase equipment of the Windsor, Essex & Lake Shore Rapid Ry., *38

E

Emmet, W. L. R. Turbine economies. 21, 432

F

Funk, J. T. Louisville strikes, 20

c

Grcf V. C. L. Truing up rotary commutators, *545

Gross, A. W. Methods of handling claims by electric railways, 735

H

Hardy. Frank. Merit system of discipline, 904 Hewes. John. Axle hearings and collors, 529 Hewett J. R. Indianapolis & Louisville 1200-

volt direct current line, *4 Richmond & Chesapeake Bay single-phase

railway, *364 Hulse, E. P. Preparing a street railway park for

all kinds of weather, *319 Vaudeville in electric railway parks, *124

K

Kochersperger, H. M. The Interstate Commerce classification, 729

L

Lawton, W. H. The Interstate Commerce Com- mission's classification, 691

Lefevre, A. H. Black River Traction Companv of Watertown, N. Y., *200

Locke, F. M. Insulators for extremely high voltage lines, *57 1

Lowd, Mark. Track construction, *864

M

Mapledoram, B. A. Chicago and New York Air Line, 907

Marburg, L. C. Gas engine maintenance. 182

Mathes, L. D. Park experience of the Union Electric Company. Dubuque, la.. *310

May, W. W. Interstate Commerce Classifica- tion of accounts, 613

Mayer, Joseph. Flexible hangers for the over- head contact wires of electric railways. *697

Murdock. H. D. 1200- volt d.c. system of the Indianapolis & Louisville Traction Co.,

561

Murray, W. S. New Haven system of single- phase distribution with special reference to sectionalization. *7 7

N

NichoU, H. A. Electric railway situation in the Central States, 178

o

Ohmer, J. F. Tickets as a fare medium for street and interurban railway traffic, 896

(Abbreviations: * Illustrated, c Correspondence. )

P

Payne, J. L. Electric railways in Canada, 165 Price, C. F. Promotion of traflfic, 138

R

Royse, Daniel. Depreciation in electric railway

accounting, 687 Ryerson, W. N. Gas engine maintenance, 50

396

s

Schoch, E. P. Review of the present practice and economics of timber preservation 821

Schreiber, Martin. Way department of the Tub- lie Service Railway Company, *714

Smith, William. How best to maintain track on a new grade, 907

Stark, N. M. Reinforced concrete in electric railway constrnr-tion, 733

T

Taylor, R. C. Fundamental brake rigging for high speed electric railway cars, 177

Tingley, C. L. S. Interstate Commerce Com- mission's proposed classification of accounts. 455, 785

Tuttle, W. B. Producer gas for engine use: its manufacture and characteristics, 824

V

Valatin, Bela. Large electric locomotives for

heavy service, *16 Vauclain, A. C. Electric motor and trailer trucks

*562

Vordermark, H. E. Employees' mutual benefit association. 902

' w

Wallis, R. N. Interstate classification and the small railway, 459

Wamock, A. W. Big Island Park and Lake Minnetonka, *106

Weber, H. L. Proper construction and main- tenance of tracks in electric railway service, *5.H

The permanent way, *85

Wharff, E. M. Syracuse, Lake Shore & Northern R. R., *250

Wight, C. L. Interstate Commission statistics and accounts, 736

Street Railway Journal

XXXI. NEW YORK, SATURDAY, JANUARY 4, 1908. No. 1

Vol.

Published Every Saturday by the

McGraw Publishing Company

James H. McGraw, Pres. Curtis E. Whittlesey, Sec. & Treas.

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Copyright, 1907, McGraw Publishing Company.

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The Twelve Hundred Volt Road in Indiana

There has been so much discussion on the relative ad- vantages of single-phase and 1200-volt direct current for interurban railway operation that a great deal of interest attaches to the description of the Indianapolis & Louisville l20o-volt line published in this issue. This system has been made possible only by the introduction of the commutating pole motor, which has now become common on a number of 6oo-volt lines where the conditions under which the motors operate are so arduous that a more highly developed machine than those formerly used is required. The Indian- itpolis & Louisville Railway, however, constitutes the first

application of the motor in this country to double the usual railway voltage. Whether this line is to be the precursor of a considerable development of 1200-volt railways re- mains to be seen, but it is at least to be followed by an immediate and larger installation by the Southern Pacific Railway on its Oakland lines, as has already been chronicled in our news columns.

An examination of the details of the equipment of the Indianapolis & Louisville Railway shows that while the line potential in tiie interurban sections of the system is 1200 volts, all parts of the equipment have been designed to operate, so far as possible, on 600 volts. Thus the genera- tors are of this voltage, but are mounted in pairs on the engine shaft and are connected in series so as to supply both potentials. The motors on the higher tension portions of the line also operate in series and the auxiliary car circuits are supplied with 600 volts by a dynamotor or motor- generator with 600 volts on each of its two commutators. Of course provision has to be made in the motors for mo- mentary increases in voltage, owing to the slipping of wheels and other possible causes, so that they, and other parts of the equipment which are also subject to this tem- porary increase in pressure, have to be insulated for this contingency. On the other hand, the diagram of feeder distribution indicates the practical results secured by the .system through the absence of sub-stations on a 30-mile line and the small amount of overhead copper required.

Although it involves the use of a slightly more compli- cated car equipment than that usually employed on inter- urban railways, we do not see why the system should not prove entirely practicable, and it certainly affords econo- mies of moment. Whether the gain by doubling the volt- age is sufficiently high to make the 1200-volt system a seri- ous competitor to the single-phase equipment in a large pro- portion of the roads which are awaiting construction re- mains to be seen. Nevertheless, there must be many cases of interurban lines of about this length, where the ability to operate without sub-stations would prove very conveni- ent, especially as the equipment can readily be employed on 600-volt sections in cities without the necessity of carrying much additional apparatus.

Looking Forward to Trouble That May Occur

When a car shop once gets behind in its work, the ten- dency is toward further delay and congestion unless some special effort is made to catch up. The reason is evident when the procedure in some shops overcrowded with work is watched closely for a few hours. Two men may be changing armatures under a small car, a job which should require perhaps three-quarters of an hour, but if they are delayed in their work because other departments in the shop are behind time, they may take twice as long as they should. Perhaps there are no bearings of the proper-.«ize, and tiir lathes may be in use on some undertaking which

2

STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

cannot be stopped, so that the men engaged on the armature are compelled to scrape out bearings for themselves. Again, the brush holders may be found in need of repairs, and as none in good order can be found the work is delayed until those taken out of the motor can be put in order. There may be a dozen other causes for longer or shorter delays. If many of the details of the repair work take twice as much time as necessary, there is evident reason for the shop getting farther and farther behind with the repairs.

Much inconvenience and delay, and maintenance charges as well, will be reduced considerably if during dull periods every man will do some planning for the future. This is primarily, of course, the duty of the foreman, but with proper training the men may be taught to help. There is hardly a shop in which dull periods do not come when the foreman is at a loss to know some work at which to put his men. Occasionally he may even tell them there is nothing to do. A few weeks later the same foreman may be "up in the air" because he has no stock of repair parts ready. There may be plenty of worn bearings, shorted controller blow-out coils, burned-out canopy switches or circuit-breakers, brush holders with weak springs, and other defective electrical parts, but none can be found ready for immediate use.

The foreman who does look forward to the "rainy day," or more specifically, probably, to the lightning storm, will find that he can take care of cripples about as fast as they come in. Instead of holding a car two hours or more until a controller blow-out coil or a canopy switch can be re- paired, he detains it probably fifteen minutes, or just long enough to change coils or switches. And in a hundred other ways time is saved just when time is valuable. Time in this case also means money and a saving also of nervous energy until a time when it can be used to better advan- tage.

Operative Aspects of Electric Railroading

We abstracted last week a paper on steam railroad elec- trification by W. N. Smith, which is rather out of the ordinary in that it lays especial stress on operating condi- tions. There is little doubt that most discussions of the electrification question have been too much from the single standpoint of cost of motive power, or from that of in- creased capacity due to increased acceleration. In some special cases these considerations are entirely pertinent, but when the matter of general railway operation is taken up the situation is altered. If one examines the detail of gen- eral railway operation it is at once apparent that motive power and increased capacity due to acceleration are not the determining factors in earning capacity. Mr. Smith lays especial stress on the effect of block signals and pre- cautions generally on track capacity and his suggestions are of rather serious import. He intimates that the in- creased capacity for train movement found on some inter- urban lines is secured by a far looser system of train dis- patching than is considered safe on steam railroads and goes so far as to say pretty plainly that since with single cars the probability of an accident on a large scale is dim- inished there is a corresponding tendency to take long chances.

We have more than once remarked that interurban roads

might well profit by the dearly bought experience of steam railways in train dispatching, but that interurban managers consciously take undue risks in order to keep up capacity we very much doubt. If such a thing is true it is the rare exception. The fact is that electric railroading has grown up from street railways proper in which each car takes care of itself by observation. The growth of telephonic dispatching from this is an obvious one and before the management is aware of the fact it sometimes happens that the safe limitations of telephonic dispatching have been al- ready past. The ease with which electric operation can be adopted to an absolute block system is well understood, yet the hesitancy of steam roads in going into automatic block signalling puts them in a bad position to criticize their neighbors. Hardly more than 3 per cent of the railway trackage of the United States is controlled by automatic blocks and only about 173^ per cent is actually controlled by any kind of block system. The full absolute block sys- tem is not a favorite with railway men since it is likely sometimes to tie up traffic which a permissive block system would in nineteen cases out of twenty let through in entire safety. Railway men do not like to remember what occurs in the twentieth case. Yet the permissive block system as carried out on many railways implies, in Mr. Smith's judg- ment, a considerably higher degree of caution than is usua) on interurban electric roads. And Mr. Smith also points out that a block system carried out in the usual manner actually saves time over a mere telegraphic dispatching system owing to prompter notice to the train hands.

The main point of Mr. Smith's contention seems to be that in the comparisons between electric and steam motive power there has been a large unconsidered factor due to the necessities of practical train dispatching which must be fully taken into account before one can properly calculate the costs of handling traffic after electrification. The precedents of interurban roads are unsafe to follow. Prac- tically all roads yet operated by electricity deal with a fairly uniform kind of traffic handled at fairly uniform speed. The average steam road on the contrary finds some of its chief traffic difficulties in the necessity of handling everything, from fast through expresses to local freight, on a single track, at least in one direction. One cannot there- fore readily generalize on the effect of electrification re- garding traffic upon a single track, or for that matter upon a double track road. Each separate case must be consid- ered upon its merits. It may easily happen, for instance, that the limit of practicable train weight and speed in freight haulage may depend upon the necessary schedule for maintaining connections with a few fast passenger trains. The single car scheme for passenger traffic so at- tractive in electric railroading may become absolutely dis- astrous on a line already overloaded with freight, which from motives of economy must be hauled in long trains. Mr. Smith naturally favors electric traction, yet feels as do many practical electrical engineers that there are very many operative features which have been given scant considera- tion by those in charge of installations, who have at- tempted, without experience in the details of railway opera- tion, to treat of the general case. It has in fact been far too usual to dismiss such matters with the intimation that they will take care of themselves after electric motive

January 4, 1908.]

STREET RAILWAY JOURNAL.

power is adopted. Without doubt electrification will pro- duce marked changes in operation, yet the great uncer- tainty on this point is a serious obstacle to such improve- ment.

Aspects of the Pay-as- Yoa-Enter Car Problem

If the operation of the pay-as-you-enter cars now on trial in some of the larger cities of this country is. sufficiently studied by executive officers, there is little doubt that some most valuable conclusions will be turned to account in the general improvement of rolling stock design with regard to traffic conditions. The problem of car selection in differ- ent climates and cities is one of such breadth that each new type of car placed in service can be made to contribute something to the general solution for a given locality or division or system. For many years the set arrange- ment of the interior arrangement of cars, except, so far as length is concerned, seemed as immutable as the laws of the Medes and Persians, or as the existing steam railroad coach. The Brownell "accelerator" type was perhaps the first departure which received any considerable acceptance. It is becoming more and more apparent now, however, that the details of car design are of immense importance in the successful handling of traffic, which means the minimum expense for accident claims no less than the economical movement of rolling stock in sufficient volume to meet the business of¥ered.

The advantages of the pay-as-you-enter car have been so often discussed that they need not be repeated at this time, but it is worth while to touch upon some of the incidental features of the car selection problem with respect to the pay-as-you-enter car in particular, the introduction of new types of rolling stock upon lines where the public is familiar with long established car designs, and the securing of greater freedom from accidents under existing conditions. In some cities a change in car type is liable to arouse con- siderable hostile criticism from the public unless the com- pany's patrons have the matter presented to them clearly and tactfully before the cars are placed in service and dur- ing the early days of the new operation. Following out this idea in one city where pay-as-you-enter cars were placed in commission on certain lines for trial purposes, the company distributed to its patrons a short time before the change was made small cards showing the new cars in plan, the seating and aisle arrangements, the position of the conductor on the rear vestibule and the normal path of the passenger through the car from the time of boarding to the time of departure. These cards, with the simple, straight- forward directions painted on the bodies and also given by the conductor to uncertain passengers as they entered the rear vestibule proved to be a great help in reducing con- fusion and in preparing the public mind for the change, M'hich was, of course, revolutionary in comparison with the former practice of requiring the conductor to collect fares inside the car and watch the steps. There is certainly a field in the local newspaper press for the clear explanation of new car types prior to their use on the tracks of a busy division.

If the full benefits of a pay-as-you-enter type of car are to be enjoyed it is important to consider the detailed fea- tures with great care beforehand. Some recent improve-

ments suggest what can be done in this direction. The separation of entering from exit traffic is essential to short stops, measured by the average number of passengers taken on or discharged in a given time. To this end the small side door at the conductor's left in the rear vestibule should normally be closed. In times of congestion when passengers cannot well work their way out through the car aisle to the front vestibule it may be used as an exit, but care must be taken to keep passengers from entering at this point. An- other point of value in a recent pay-as-you-enter car con- sists in placing the grab handles inside the vestibules to prevent boarding the car while it is in motion, and particu- larly when the doors are closed. Finally, the arrange- ment of a locking lever operated by the motorman in con- nection with the front vestibule door seems to prevent acci- dents at the forward end of the car. These features are not all conditioned by the type of car being of the pay-as-you- enter variety, but are applicable to the semi-convertible easy-access car as well. They may also be perfectly satis- factory in one city and not suited to the conditions of another. The point is that an inch or two of difference in the location of minor fittings may make a vast difference in the operating success of a given car type.. In some cars the different operating handles are incon- veniently located in the vestibules, and the lack of easy con- trol of special features may contribute to an accident in time of emergency. Closer study on the part of car build- ers of the actual operation of some of these features in service is certain to result in progress.

Redticing Congestion on Terminal Platforms

As traffic increases at electric railway terminals it be- comes more and more essential to reduce the congestion of platforms caused by the short train units handled in limited trackage spaces. An example of such a terminal is the Sullivan Square station of the Boston Elevated Railway Company. This is a double level station for combined sur- face and elevated service, and on the elevated train level free bodily transfer is given between the trains and the sur- face cars which have been berthed on stub tracks after as- cending an incline from the street. On the street floor there are only surface cars running through the station on loop tracks. The growth of traffic at this station has been very considerable within the last two or three years and the running of foreign cars into the station at the elevated level has added to the burdens of the terminal, largely on account of their relative infrequency.

The longer headway of these large through cars has re- sulted in increasing the congestion at the platforms imme- diately served by them through the accumulation of waiting passengers who desire to take the through rather than the local lines. Both local and through cars are operated on the same stubs, and the accumulation of through passengers was found to interfere so much with the movement of local patrons that the company has recently transferred all the through cars to the lower level, leaving the upper level free for elevated and local service in larger volume. Short stairway connections afford easy access to both classes of service. Re-distribution of this kind are well worth con- sidering in all cases where there are several classes of in- terfering service.

4

STREET RAILWAY JOURNAL.

[Vol. XXX I. No. r.

THE INDIANAPOLIS & LOUISVILLE 1200 VOLT DIRECT CURRENT LINE

r.Y JOHN R. IIEWETT

Tlie lines of the Indianapolis & Louisville Traction Com- pany extend from Seymour in the north to Sellcrsburg in the south, which is a distance of a little over fortv-one

MAP SHOWING ROUTE OF THE INDIANAPOLIS & LOUISVILLE LINE AND CONNECTIONS

miles, and, as the name implies, the company will operate through cars from Louisville, Ky., to Indianapolis, Ind., making a run of 1 10 miles. The line is of special interest from manv standpoints. It is the first interurban road to

the first railway in this country to be operated on the high- tension, direct-current system. The electrical features will be dealt with later in the present article.

The connections between Indianapolis and Louisville are made as follows: The lines of the Indianapolis, Columbus Southern Traction Company extend from Indianapolis to Seymour and are operated at 600 volts direct current. The Indianapolis and Louisville lines connect Seymour with Sellersburg'and operate at 1200 volts direct current, while the Louisville & Northern Railway & Lighting Company ; nd the Louisville & Southern Indiana Traction Companies, respectively, connect Sellersburg with Jeffersonville and Jeffersonville with Louisville, both roads being operated at 600 volts direct current, the latter penetrating into the heart of Louisville, Ky.

The accompanying map emphasizes the importance of I'lis new road, showing the connections now made possible between Louisville and places of importance in Indiana. I'he Indianapolis & Louisville line parallels the tracks of the Pennsylvania Railroad for a considerable part of the way, and, owing to the fact that the steam trains run at very frequent headways, it is anticipated that a very large ])ortion of the local traffic will be secured by the new road. The prospects for building up a large express and light freight business are very encouraging. The prices charged for transportation will be below those of the competing steam railroad, and as the 2-cent fare law is in force throughout Indiana, the facilities for cheap transportation will be increased. Excellent terminal facilities have been secured in both Indianapolis and Louisville to enable the company to carry its passengers to the center of both cities.

GENF.R.\L SCHEME OF ELECTRIFICATION

The general scheme of electrification is of a most simple nature. The 1200-volt direct current is generated in the power house by two standard 6oo-volt railway generators connected in series, and is fed direct to the trolley and feed- ers. There are no sub-stations.

POWER HOUSE

The power house is at Scottsburg, Ind., about midway l>etween Seymour and Sellersburg. It is a substantial red Ijrick and steel building with a dividing wall separating the engine room from the boiler compartment. Its over-all length iheasures 108 ft. 6 ins. and its extreme breadth is

POWER HOUSE, CAR BARN AND ARTIFICIAL LAKE, INDIAN.\rOLlS & LOUIS\"ILLE LIXE

give connection through this section of the country with the capital of Indiana, which city holds such a prominent position in the field of electric traction, and it is one of the best constructed electric roads in the country ; but the most interesting feature will be found in the fact that it is

III ft. 3 ins. The present mechanical equipment consists of two Allis-Chalmers single-cylinder Corliss engines, each rated at 750 hp, and four Babcock & Wilcox water-tube boilers, each rated at 300 hp, and designed for a steam pressure of 160 lbs. per square inch. Additional space is

Jaxuarv 4- 19C8.J

STREET RAILWAY JOURNAL.

provided in the power house for anot'ncr engine and for two water-tube boilers of the same rating as the above. At present the engines are working non-condensing, as in tlie first place some uncertainty was felt as to whether an ample supply of water would be available. Now, how- ever, an excellent water supply has been obtained by the construction of an artificial lake, and it is probable that a condenser plant will be installed.

of the building. Arched openings connect this pit to the boiler room. In this manner the coal is taken direct from the pit to the boilers. The i)it is filled with coal from above, rails being laid along its length and supported by cross I-beams only, so that the hopper-car can discharge direct to the pit.

The plan of the power house gives a good conception of the general layout, while the accompanying half-tones

TWO-CAR TRAIN ON INDIANAPOLIS & LOUISVILLE LINE

The chief items in the electrical equipment are four General Electric M. P. 8-300- 120-600- volts, compound wound generators. Two of these units are mounted on the extended shaft of each engine and have their armatures in series to give 1200 volts. The fields are also connected in series on the grounded side.

The switchboard consists of six panels, all of which, together with the instruments, were supplied by the Gen-

show, respectively, the general exterior appearance of the Iniilding and the interior of the boiler room. The power house has two steel stacks, each 125 ft. high. A third will be added when the additional equipment is installed.

CAR HOUSE

The car house is also at Scottsburg. It is a red brick building and has more than sufficient capacity to hold the

S^S-FT. BRIDGE ON INDIANAPOLIS & LOUISVILLE LINE, CROSSING MUSCATATUCK RIVER

eral Electric Company. They are as follows: Two gen- present equipment, which consists of eight 50-ft. passenger

erator panels, two feeder panels and two exciter panels, cars and two express cars. The length of the building is

The switches are all of the knife pattern. 173 ft. 4 ins. and the width 69 ft. 10 ins. The four tracks,

The provisions made for handling the coal are of a very which extend the entire length of the structure, each have

simple nature. A pit has been constructed immediately a 55- ft. wheel pit.

outside of the boiler house which runs for the entire length One corner of the car house has been equipped as a

6

STREET RAILWAY JOURNAL.

[\\,L. XXXL No. I.

workshop and drill presses, lathes and forges have been installed. The facilities in this direction provide for the inital equipment of the cars, as well as for the subsequent repairs. The storeroom, motormen's and conductors' room, together with the offices of the train dispatcher and general superintendent of the line, are all under the same roof as the car house. The water tower, partly seen to the right in the exterior view of the building, has been erected to reduce the fire risk. It has a capacity of 30,000 gallons.

as "Richmond B." and consist of an iron tube ins. in diameter and 9 ft. long. TKfe insulators were supplied by the Ohio Brass Company and provide double the insulation which is customary for 600-volt constructions.

The poles are placed 90 ft. apart on tangents and 60 ft. spacings are allowed on curves. Native chestnut poles are used throughout. These measure 8 ins. at the top and 14 ins. at the bottom. They are all set in the ground for a depth of 6 ft. in cuts, and an additional depth of 2 ft. is allowed on fills.

A single No. 0000 trolley wire of grooved section is employed. It is held in alignment by 8 four-screw clamps reinforced with soldered strain guys every half mile. Light- ning arresters are installed every 1000 ft. and are tapped alternately to the trolley and feeder. Telephones have been installed throughout the system, and jack boxes are attached to the poles at all sidings and at half- mile intervals.

EXTERIOR OF INDIANAPOLIS & LOUISVILLE COMPANY'S CAR BARN

One of the accompanying cuts present a general view of the company's property at Scottsburg, showing the power station, car house and the artificial lake. This lake has an estimated capacity of 15,000,000 gallons and was made by the building of the bank seen in the picture. The bank is armoured with concrete and serves as the embankment for the main track. The power house, car barn and lake occupy approximately 32.3 acres.

TRACK

The line of the Indianapolis & Louisville Traction Com- pany consists of a single track throughout with turnouts about every three miles. The gage is standard, and the rails, which are of the Carnegie Section B, weigh 75 lbs. per yard. The rail bonds are brazed on to the outer side of the rails and cross bonds are installed about every 1000 ft. The ties are of white and black oak spaced 2-ft. centers. The track is rock ballasted for its entire length.

Illustrations are presented of the two most important bridges on the road. One, showing the bridge span- ning the Muscatatuck River, is 525 ft. long with a central truss span of 135 ft. and smaller spans of 24^ ft. each ; the other shows the bridge across the Vernon Fork of the same river, 480 ft. long, with a central truss span of 150 ft. and five 66-ft. spans.

The right of way in both country and towns is 60 ft. wide with certain stretches of 100 ft. in width. The fran- chises have been granted to the company for fifty years. Depots and freight warehouses are being built at all the towns along the line.

OVERHEAD CONSTRUCTION

The line throughout is of a single-pole bracket construc- tion on tangents and of the span type at curves. The insulator used in both span and bracket construction is shown in one of the illustrations. The brackets are known

FEEDERS

The feeders are supported on the telephone crossarms and the feeder distribution is shown on the diagram on page 8. The power house occupies an appro.ximately central position, and as the arrangement of feeders is symmetrical in each direction, it is only necessary to consider one- half: For the first five miles from the power house the feeder has a capacity of 500,000 circ. mils, and for the next ten miles 300,000 circ. mils, when the capacity is reduced to 211,000 circ. mils for two miles. The feeders and trolley are tied together every 1000 ft. This is an exceedingly sim- ple arrangement and it will be noted that there are no sub- stations for the forty-one miles of road.

THE ELECTRICAL EQUIPMENT OF THE CARS

The entire electrical equipment of the cars was furnished

BRIDGE CROSSING THE VERNON FORK OF THE MUSCAT.ATOCK RIX'ER

by the General Electric Company of Schenectady, N. Y., and consists of ten motor equipments, eight of these being for passenger cars and the remaining two for express service.

The motors are of the G. E. 205 type, which are com- mutating pole units rated at 75 hp each when wound for 600 volts and insulated for 1200 volts. In general, the mechanical features of the G. E. commutating pole motor are similar to those constructed for standard 600-volt service, except that they are provided with four smaller or commutating poles between the main poles. The principal

January 4, 1908.]

STREET RAILWAY JOURNAL.

7

points of difYerence between this and the standard type were described in the Street Railway Journal for June 22, page 1 1 12, and for June 29, page 1142.

The commutating poles are permanently connected in series with the armature, which arrangement insures a variation of excitation and commutating field strength in sympathy with the load of the motor. The exciting fields are connected and handled in an exactly similar manner to those on a standard 600-volt equipment. When operat- ing on a 600-volt trolley the motors are grouped in the standard series parallel relationship, and when operating on 1200-volt trolley they are divided into two groups, each of two motors in series. These groups are in series and parallel for accelerating and free running, respectively. The change from the 600-volt connections to the 1200-volt conections is made through the commutating switch de- scribed later.

The control is of the Sprague-General Electric multiple unit type, the most essential features of which are the master controller, situated in the cab, and contactors and reverser, etc., located under the car floor. The following paragraphs will give the principal details, which are of interest :

The master controller is of Form C-35 A, and is a stand- ard Type M controller, exactly like those used on 600-volt equipments. It has a single cylinder with a direct con- nected handle and is automatic in action, cutting off the power should the motorman release his grip of the handle, and also applying the brake at the same time through a pilot valve.

The function of the commutating switch is to change the motor connections and the motor rheostat connections when the car passes from a 600-volt to a 1200-volt trolley and vice versa. The switch used on these equipments is known as Type 42A, and is placed in the car alongside the con- troller for operating convenience.

All chances of the commutating switch being thrown

INTERIOR OF POWER STATION AT SCOTTSBURG, SHOWING GENERATORS CONNECTED IN SERIES

while the controller is in an operating position are elim- inated by the fact that it is so designed as to require two hands to throw it. The controller, being automatic, re- turns to the off position immediately when the motorman releases his hand from the handle.

The direction of rotation of the armatures is reversed by a D.B.-22-A reverser. In this instance, the change is effected by reversing the direction of the current flow in

the fields, as the motor connections are so arranged that when the car is operated on the 1200-volt trolley the mo- tors are connected in two series, and also owing to the fact that the auxiliary control circuits are never subjected to the higher potential, the reverser is of the standard pat- tern used on 600-volt equipments.

A type 41-A motor cut-out switch is installed on each car and is arranged to cut out a pair of motors when op- erating on either 600 or 1200 volts. This switch, as re- gards its general appearance and operation, does not differ from those employed on standard 600-volt equipments.

INTERIOR OF THE BOILER HOUSE AT THE PLANT AT SCOTTSBURG

Contacts are provided which prevent the operation of the control system beyond the series position in the event of a pair of motors being cut out when operating on a 1200-volt section of the line.

The operating mechanism of the contactors is similar to those used on standard 600-volt equipments, the only point of difference being that additional insulation is used to meet the requirements of the higher voltage. The bell crank for operating the interlocks is insulated and the con- tactor boxes are insulated from the car.

The protective devices are similar to those of a standard 600-volt equipment, with the exception that an additional blow-out is provided in the main fuse-box, which makes it more effective.

To avoid changes in the connections of the controlling, lighting and heating circuits when changing from 600 volts to 1200 volts a motor generator, or more properly a dyna- motor, is carried on the car. This machine can be de- scribed as a motor-generator with two sets of windings wound on the same core, and in the same slots. It is pro- vided with a commutator at each end. The 600 volts for operating the control circuit when the car is running on 1200 volts is obtained as follows: The trolley is connected to one set of brushes on the first commutator, the other set of brushes on commutator No. i being connected to a set of brushes on commutator No. 2, while the remaining set of brushes on commutator No. 2 is grounded. As one set of windings is always generating while the other set is motoring, it is obvious that the potential across the brushes of commutator No. 2 will be half of the applied voltage, namely, 600 volts. The dynamotor has a rated capacity of 12 kw.

CAR PANELS

The car panel is in the baggage compartment to the right of the motorman's seat, and is, therefore, easily accessible. The principal items of its equipments are as follows : Light-

8

STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

ing switch and fuse, pump switch and fuse, headlight and fuses, control cutout switch and fuses, and current limit relay.

CHANGING FROM 6oO TO 1200 VOLTS

The A. M. S. 22-A switch, shown on the opposite page, is employed to make the necessary changes in the con;rol cir- cuits when the car passes from a 600 to 1200 volt trolley, or vice versa. The normal position of this switch is for 1200 volts, which prohibits the possibility of the higher voltage ever being impressed on any of the auxiliary cir- cuits under any circumstances. When the car is on a 1200- volt section the switch is at its normal position and all the auxiliary circuits are connected to the 600-volt terminals of the dynamotor. When the car passes to the 600-volt section the switch is thrown and held thrown by a retaining coil. In this position the auxiliary circuits are connected direct to the 600-volt trolley. It should be noted that the energizing coils of the contactors and reverser are never subjected to a higher potential than 600 volts.

All the cables are run in loricated conduits insulated from the contactor boxes by fiber couplings.

METHOD OF CONTROL

Having given the details of the more important pieces of appara- tus which go to make up the elec- trical equipment, it is a simple matter to describe the control sys- tem.

When operating on 600 volts the control is exactly similar to a standard 600-volt, multiple-unit. type-M automatic control. When operating on 1200 volts the motors are grouped as already described, and the control is accomplished by supplying (through the medium of the dynamotor) a 600-volt current for operating all the auxiliary cir- cuits.

From the above it is obvious that the only difference in the con- troller circuits during 600 and 1200 volts operation is that in the commutating switch former case the auxiliaries are

connected direct to the trolley as a source of power, while in the latter case the dynamotor reduces the higher pressure to 600 volts before it is fed to the auxiliary circuits. So, in both instances, the control is a 600-volt control.

INSTALLATION OF APPARATUS

A point of special interest in these equipments will be found in the fact that the method of attaching the elec- trical apparatus to the under side of the car is novel and possesses some indisputable advantages. All the apparatus is hung from specially constructed wrought-iron frame- works, which, in their turn, are bolted to and insulated from the under side of the car; for example, the large contactor box, circuit breaker, reverser, control rheostat for the dyna- motor, and the small contactor box for the dynamotor, together with the G.G. rheostats, are all hung from one metal framework, while the dynamotor is supported from another and the compressor outfit from a third.

These metal frameworks are built up and drilled to tem- plate and the apparatus is also drilled to template. The principal advantages secured by the adoption of this method of installing the apparatus under the car are the following:

The number of holes drilled on the under framework of the car is very materially reduced, and, therefore, the car structure is not weakened in any way; the apparatus is interchangeable from one equipment to another, everything

	0000 n-oZ/ej'-^ I
	1 M M M			1 1 1 1 m7i 1 1 1 1 1
/^aer \oooo	:300000cm	^00000 C/)f	1 jocooo CM \oood

DIAGRAM OF FEEDER LAY-OUT

INSULATOR FOR SPAN AND BRACKET CONSTRUCTION

l)cing drilled to template; greater clearance is left above the apparatus for the installation of the cable conduits and the brake rigging; the apparatus can be installed in a much more compact manner, and thus more available room is left on the under side of the car.

BRAKES

The brake equipments consist of standard G. E. emer- gency, straight-air brakes provided with difYerential gov- ernors. The compressors are of type C. P. -22. The func- tion of these differential governors is to equalize the work on all the pumps on a train of cars when operating in multiple unit connection. This is accomplished by the provision of two diaphragms of an unequal area. The larger diaphragm is connected directly to the main reser- voir and the smaller connected to a pipe which is in con- nection (when the emergency valve is in its normal posi- tion) with the reservoir line running through the train. A check valve is located in the pipe leading from the main reservoir line -to prevent the passage of air from the latter to the former.

If the governor on any car starts the compressor, the pressure in the main reservoir of that car and also the pressure in the reservoir line running through the train is increased, but the pressure is not raised in the main reser-

■^KNfl To Tmm Una

take Clrnder^^ X^^„A To R«»rvoir

LiDc Air Compressor

To Brake Cylinder pipj f„ Re„n-oir One must lie Jj"

CONNECTIONS OF EMERGENCY STRAIGHT AIR BRAKE SYSTEM FOR MULTIPLE UNIT OPERATION

voirs on the remaining cars. This results in the governors on the remaining cars being set in operation and insures all the compressors doing an equal amount of work.

The connections of the emergency straight air-brake sys- tem for multiple unit operation are shown in an accompany- ing diagram.

January 4, 1908.]

STREET RAILWAY JOURNAL.

9

CAR BODIES

The eight cars, which were constructed by the Niles Car & Manufacturing Company, are of the combination type, each containing a passenger compartment, a smoker and baggage compartment and a toilet. They are all single- ended cars and the control apparatus is situated in a railed- off portion of the baggage compartment. The principal

INTERIOR OF SWITCH FOR CHANGING CONTROL CIRCUITS WHEN CAR PASSES FROM 600 TO 1200 VOLTS

■dimensions are as follows: Length of the bumpers, 50 ft.; baggage compartment, 8 ft. 11 ins.; smoker compartment, 10 ft. 9 ins.; main passenger compartment, 23 ft. 9 ins., and rear vestibule, 4 ft. The extreme width is 8 ft. 10 ins. ; height from track rails to under side of sills, 3 ft. 5 ins. ;

COMMUTATING POLE RAILWAY MOTOR WOUND FOR 600 VOLTS AND INSULATED FOR 1200 VOLTS

height from under side of sill to top of trolley base, 9 ft. 6 ins., and extreme height from top of rail to top of trolley "base, 13 ft. 2 ins. The seating capacity is fifty-three, allow- ing thirty in the passenger compartment, sixteen in the smoker and seven in the baggage compartment.

The interior of the cars is finished throughout in ma- hogany; the ceiling is in the semi-empire style, painted and decorated in green and gold. The floors are covered with inlaid Greenwich linoleum. The seats in the main passen- ger com[)artmcnt are upholstered in plush, and those in the

smoker are upholstered in leather. Each car is heated by a Peter Smith No. 2 hot water heater.

The trucks, which are of the Baldwin type, class No. 78-25, were designed for a centerplate load of 25,000 lbs. each and have a wheel base of 6 ft. 6 ins. The wheels are of hard, forged, rolled steel, 34 ins. in diameter, and with rims 23/2 ins. thick. The treads are 3 ins. and the flange ^8 in. deep. The axles are all forged steel 5^ ins. in diam- eter at the motor bearing and 63/2 ins. at the gear seats; the journals, which are of the M. C. B. type, are 4j4 ins x 8 ins.

The two freight and baggage cars are 50 ft. in length over buffers with an extreme width of 8 ft. 10 ins. These cars are made to resemble the passenger cars as much as possible and are painted and lettered in the same style.

WATCHING NEW YORK CENTRAL SHOES

It is the standard practice in the New York electric zone of the New York Central & Hudson River Railroad, to keep the height of the third-rail shoes within yg, in. of the standard. To discover shoes not complying with, this re- quirement, a spring telltale has been installed at iioth Street. At this point the shoe passes through an open wood section containing a spring which operates a gong whenever the shoe is more than Ys in. high or low. A boy on the lookout at this point notes the number of the car or locomotive operating the telltale and sends in a report to the inspection department. Upon receipt of the report at the inspection shed, the men adjust the shoes and also determine whether the allowable variation of 3^ in. in

side play is exceeded.

THE CONNECTING LINKS BETWEEN YOUNGSTOWN, 0., AND JACKSON, MICH., 441 MILES DISTANT

With the Youngstown & Southern Railway in operation between Youngstown and Salem, a through route will be established to Jackson, Mich., a distance of 441 miles, and the running time will be eighteen hours and fifty-five min- utes. In fact, the entire route would be from New Castle and other points in eastern Pennsylvania to Jackson, which lengthens it to a great extent. The Youngstown & South- ern operates between Youngstown and Leetonia, while the Youngstown & Ohio River road connects with the Stark Electric at Salem. The western terminus of this line is at Canton, where it connects with the Northern Ohio Trac- tion & Light system, with Cleveland as a northern terminus. Between that city and Toledo the Lake Shore Electric op- erates cars on a fast schedule and between Toledo and the Detroit & Jackson other Everett-Moore roads are in opera- tion. On the eastern end the Mahoning & Shenango Valley Railway & Light Company operates a system of lines which reach a number of Ohio and western Pennsylvania points. While the route lies over a number of different lines, the system of selling through tickets in operation in Ohio will enable the companies to handle passenger business in a very satisfactory manner.

Through the generosity of E. J. Moore, a prominent Philadelphian, who was formerly a director of the Inter- state Railways Company, the conductors and motormen of the Wilmington City Railway Company had a very merry Christmas. A fine turkey dinner had been spread for them at the company's offices and it was served to the men from 10 o'clock in the morning until 2 in the afternoon. More than 130 of the men enjoyed the dinner. The details were all arranged by General Manager S. S. Hofif, who was at the office throughout the day to greet the men.

lO

STREET RAILWAY JOURNAL.

[\^0L. XXXL No. I.

ELECTRIC FUNERAL TRAINS IN MILAN

In every great city the disposal of the dead is a perplex- ing problem and one which as yet has not been very satis- factorily solved. Italy, where cremation has long been extensively practiced, has perhaps led all other countries

TERMINAL STATION AT PORTO ROMANO, THE STARTING POINT OF THE FUNERAL TRAINS— THE STORAGE CAR HOUSES ARE AT THE LEFT

art shown in the memorials erected to the deceased. The principal cemetery at Milan is owned by the municipality and is one of the most extensive and artistic in the world. With the recent improvements which are described in this article, it forms part of what is probably one of the best organized systems of burial in existence.

Years ago the Milan Government recognized the impracticability of having a large cemetery located within or near the city limits. The value of land, the necessity of providing for expansion, the dictates of hygiene, etc., all led the Government to adopt a policy which will ultimately close the numerous cemeteries within the city and practically all in the suburbs, with the exception of Cimitero Monu- mentale, which is the one with which this article deals. This new cemetery is located several miles beyond the city limits and is of sufficient area to accommodate the requirements of Milan for many years. Being at such a distance from the city, the Govern- ment decided not to make the mourn- ers depend upon carriages, but to con- struct an electric railway especially for carrying the corpses and the at- tendants between the city and the cemetery. The cemetery A'as opened for burial purposes in 1895. At first the railway was single track through-

FUNERAL TRAIN WITH MOTOR CAR CARRYING THE CASKET

in the scientific conduct of mortuary matters. The prin- cipal cemetery at each of the larger cities in the Italian peninsular, but particularly in the Northern half, is a place well worthy of a visit from the tourist, on account of the taste displayed in laying out the grounds and the

out, but within a year it was changed to double track, so as to avoid all delays and confusion, which tend to annoy those traveling in the funeral cortege.

The original city terminus of this line was in Via Bra- mante, close to the city limits and alongside one of the

January .4, lycS.]

STREET RAILWAY JOURNAL.

II

older cemeteries still in existence. At this station the body is transferred from the hearse to the electric car. Current lor the operation of the cars is purchased from the Edison Illuminating Company, of Milan, which operates both the lighting and street railway systems of the city. The feeder system is so arranged that on Sundays, fete days or at other times of peak load extra feeders can be switched in to reinforce those ordinarily in use.

A large portion of the track of this Stygian railway occupies what is practically a private right of way, as there is little vehicular traffic at those places. As the cars run at slow speed, it has been considered necessary to use only a 36-lb. T-rail. This rail is carried on oak ties 6 ins. x 8 ins. x 8 ft. and spaced 32 ins. apart, except at the joints, where the spacing is re- duced to 16 ins. In paved streets an 84-in. girder rail on steel ties is used and standard gage is employed throughout. There is nothing of spe- cial interest in connection with the construction of the line, as the ordi- nary bracket type of trolley construc- tion is used.

The rolling stock was especially de- signed for the service. The service first inaugurated between the Via Bramante station and the cemetery consisted of hourly funeral trains and ordinary passenger trains running at 20-minute intervals. The funeral train is made up of a motor car and a trailer. The motor car carries the nearest relatives, eight of whom are furnished with free transportation to

In addition to the funeral trains there is a regular pas- senger service for those desiring to visit the cemetery and those who live along the line. The cars used in this service and for following the train carrying the casket are similar in every way to those used on the regular city lines. The motor cars are of the single-truck type and can carry 40 persons, 20 seated and 20 on the platforms. The trail cars carry 44 people, 20 seated and 12 on each platform.

\ FUNERAL TR.MN STARTING FROM THE PORTO ROMANO FUNERAL STATION

SINGLE TRUCK MOTOR CAR FOR MOURNERS

SINGLE TRUCK TRAIL CAR FOR CARRYING THE CASKET

and from the cemetery. The trail car shown herewith has two compartments for caskets, with a space above them for floral or other tributes. The compartment at the rear end of the car is for the clergymen who accompany the bodies. Each funeral train is immediately followed by one or more passenger cars for the mourners, the number of cars de- pending upon the size of the funeral.

The fare was originally 15 centimes, or 3 cents, each way, but in September, 1902, it was reduced to 10 centimes, or 2 cents. On page 12 are plotted several curves, which will give some idea of the growth of the business done by this railway line up to 1906.

The success of this first station was so marked that the Government decided to continue and improve the system.

12

STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

As stated in the early part of this article, the Via Bra- mante station, from which the funeral trains started, is at a considerable distance from the center of the town, hence people living on the opposite side of Milan have necessarily had to travel a long distance by carriage before reaching the point of departure. After considerable trouble, the Govern- ment succeeded in purchasing a tract of 5680 square meters, or about two acres, near the Porta Romana, which is on the diametrically opposite side of the city from the Via

IB95 /m 1397 '898 /d99 /900 ' /90I ' /90i: /90} m^i- . 90^ /9C6 ' STATISTICS OF ELECTRIC FUNERAL SERVICE IN MILAN

Bramante station. On this tract an elaborate ter- minal station and mortuary chapel have been built. The building is arranged to receive funeral parties and to provide suitable rooms in which the funeral services can be carried on. Two parties can be taken care of simul- taneously, each entering from opposite ends of the build- ing. Rooms are also provided for parties who are waiting their turn. Opposite this building is a car house in which the rolling stock is stored and made up, thus avoiding all switching and confusion on the station platform. The cars purchased for service in

the new station differ considerably

from those used in connection with

the Via Bramante station. The motor

cars are constructed to carry only one

casket at a time. They are of the

single-truck type, and measure over

platforms 6.9 meters, or about 22^^ ft.

The car body is divided into three

compartments — one for the casket,

which takes up about a quarter of the

space ; another quarter is reserved for

the clergymen, and the remainder of

the car body, which is separated by a

partition from the other compart- ments, is reserved for the eight mourners, who are given free transportation to the cemetery. The platforms are closed on the right and are fitted with vestibules. The in- side finish of the car is in black walnut and teak. The windows are of ground glass, but can be lowered. Each window is provided with a shade of dark, lead-colored material decorated in Oriental stvle.

The compartment reserved for the coffin is closed on the outside by means of a hinged door, which opens from the top toward the bottom, and is balanced and fastened by two vertical chains. On the inside there is a false sliding door, which, by means of iron rollers and a T-iron track, can be slid out upon the open door to facilitate the loading and unloading of the corpse.

Double-truck trail cars are used by those mourners who do not travel with the body. At present there are in service eight motor cars and five trail cars. The price of tickets to those belonging to the funeral party is 30 centimes 6 cents), and passengers with these tickets are allowed to remain one hour in the cemetery.

This service was begun Oct. 3 of this year, and, for a time, only the dead from the districts immediately adjoin- ing the terminal station will be taken care of. Later other districts will be added to the list.

With the opening of this new station it is expected that, as soon as possible, the old station at Via Bramante will be improved, and, as the system develops, two other stations will be built, one in the eastern side of the city and one in the west. This paper is indebted to Francesco Minorini, chief engineer of the Department of Public Works of Milan, for the information and illustrations contained in this article.

THE BOSTON & NORTHERN TO HAVE ANOTHER HEARING

The case of the Boston & Eastern Electric Railroad, one of the interurban projects considered in a general order by the Massachusetts Railroad Commission several months ago and held in abeyance by the commission at that time, is about to be reopened. The company has asked the com- mission to give a hearing with reference to approval of its general scheme as modified since the first presentation. At that time the company, having planned a new quick service hne from Beverley and Danvers, through Salem and Lynn, to Boston, propose to connect it with the Boston Ele- vated system at the already overcrowded terminal in Sulli- van Square. The commission negatived such a roundabout method without dismissing the scheme in its entirety. Now the company" proposes to reach the heart of the city directly l)y means of a tunnel under the harbor from East Boston and a subway from the water front to Postoffice Square in the middle of the financial district. Meanwhile it has

DOUBLE TRUCK TRAIL CAR FOR MOURNERS

amended and readvertised its articles of incorporation, leav- ing out mention of Everett, a city traversed by the original line, but not included in the revised survey. The commis- sion will shortly set a date for rehearing the matter.

The directors of the Manila Electric Railway & Light Company have declared a dividend of i per cent.

January 4, 1908.]

STREET RAILWAY JOURNAL.

13

t'cal pull of about 4,000 Ib^. on lOO-lb. standard rail when the magnets are saturated. The retardation of these mag- nets when so energized is from 1600 to 1800 lbs. for the two on a clean rail at a speed of three to four miles per hour. This has been found by separately exciting . the magnets and towing the car by another car. The brakes were also arranged so as to be applied manually and thus be independent of electric operation.

The brake was found to be practically non-skidding, and any momentary stoppage of the wheels, equivalent to per- haps one revolution of the same, could be caused only by moving the controller right around, instead of passing from notch to notch. Further, the skidding in no way affected the stop, as residual magnetism was sufficient to keep the brake in operation for the fraction of time before the car stopped. In attempting to make the wheels .skid when going at high speed on a heavy grade they could not be made to do more than stop momentarily before com- mencing to roll again, and this, as previously stated, did not affect the retardation of the brake.

The possession of a manually operated track brake hav- ing the characteristics outlined points to the fact that the wheel brakes may be dispensed with, as their use in case of emergency is more likely to cause trouble than not, or in case of runaways (as experiments have shown) on steep grades, it is scarcely possible to stop at all with this brake. .\gain, in runaway conditions a motorman should never have at his hand a means of rendering more powerful l:irakes inoperative, which may easily be done in the ex- citement of the moment by the application of the wheel brake in addition to the electro-magnetic brake. It follows that by the removal of brakes acting on the periphery of the wheels the remaining methods of braking are easily- arranged so that they cannot neutralize each other if all are operated simultaneously. On the other hand, they help- each other up to the limit of the full braking force possible- Regarding the mcit diffcult fault in electro-magnetic brak-

1 1

i I I '

ELEN'ATKJN OF LEEDS TRUCK

BRAKING TESIS IN LEEDS, ENGLAND

On N.ov. 25, 1907, J. B. Hamilton, general manager of the Leeds (England) City Tramways, gave a public test with two cars, one No. 87, fitted with the latest type of Westinghouse magnetic brake, and the other, No. 270, with a new electro-mechanical track brake designed by the

LEEDS TRUCK WITH TRACK BRAKE

tramways' own engineer. In view of the careful manner in which the trials were carried out the following detailed report should prove of interest. All the tests were made on Whitecote Hill, the profile and grades of which are given in one of the accompanying cuts. The accompanying information is from a report by Mr. Hamilton on the sub- ject.

Both cars were of exactly the same weight and carried the same equipment except the brakes as noted. They had Dick-Kerr 35-A motors, and British Thomson-Houston B-13 controllers. Both cars had top deck cover, were mounted on Brill 6-ft. wheel base trucks, and weighed, un- loaded, 23,600 lbs. each. The Leeds electro-mechanical track brake, used on car No. 270, had auxiliary track blocks of cast iron.

The action of the new mechanism, which is shown in an accompanying half-tone and drawing, is as follows: The main track block travels along the rail backward relatively to the car when pressure is applied either by exciting the magnet or mechanically. This action takes with it the vertical lever, which is in cam form. The

cams force the triangular-shaped thrust pieces outwards and these thrust pieces tend to force the connecting links, between the bracket on the car frame and the auxiliary blocks, into a straight line, thus applying pressure to the auxiliary blocks. The drag or pull of the auxiliary blocks is taken by the separate links secured to car frame below the axle boxes.

The magnets on both cars were of the Westinghouse type with poles longitudinally along the rail and giving a ver-

ing, namely, tlie failure -to build up, the use of the electro- magnetic brake for service work would insure the contacts being always clean and therefore the risk of failure prac- tically negligible, but to overcome this possibility of failure a switch is provided on the canopy which on being closed! connects the trolley line to the magnets. In the event of failure of line current or trolley coming off, recourse nuist be had then to the manual operation of the track brake. The Leeds experiments have shown that at high speeds

STREET RAILWAY JOURNAL.

[Vol. XXXL No. I.

(on many occasions 28 to 30 miles per hour) the trolley has never once left the wire, and it is reasonable to say that the manual application would be fully applied either by the motorman, or motorman and conductor, long before 30 m. p. h. were reached.

The brake automatically limits the current in the motors in the following way : The weight on the auxiliary track blocks is taken off the wheels. The greatest amount of weight which can be so taken is the weight of the car above the axle boxes ; that is, the weight of the motors, wheels, etc. (about 4J/2 tons), is always left on the wheels, but this is insufficient to drive the wheels to generate the high currents obtained on other forms of magnetic brakes. The answer to the argument which may be advanced that this tends to derailment is, that the same principle is com- mon to all track brakes, but with this brake, speed sufficient to derail a car by centrifugal force in rounding a curve could never obtain, as any one of the three systems of operating would check the car before such a speed was reached.

The behavior of the new brake is not greatly affected by a greasy rail. The action of the leading block appears to scrape the rail clean for the magnet and the rear block. The large wearing surface of the brake shoes, over 3 ft. per side of car, reduces the heating of the blocks and of course the frequency of adjustment and renewal owing to wear. A feature common to all magnetic brakes, about which it may be useful to remark, is their action when on the short pieces of manganese met with at switches and crossings. When on manganese the magnets are inopera- tive, but the braking effort is transferred to the motors, which now act as a common rheostatic brake, as they would do if the car was off the track.

The life of the track is generally limited by the life of the rail joints, which is as a rule much less than that of the rail between the joints, therefore it seems sensible to brake on the rail (apart from the other advantages ob- tained therefrom) and obtain useful work from the whole

Car No. 282. — Fitted with electro-mechanical track brake with au.xiliary track blocks. The magnets on this car are identical with those on Car No. 87.

All tests made on grade i in 8.4 i in 9.6, unless otherwise specified. No sand used on any of the stops. Rail coated with black deposit.

TEST NO. I.

Car No. 87 with wheel gear disconnected and magnets separately ex- cited to demonstrate the amount of braking due to the magnets.

RESULT.

With magnets excited with 42.5 amps, each, car accelerated. Initial sijeed before application of magnets, 5 to 6 miles per hour. Car was stopped by wheel brake in addition to magnets on lesser grade immedi- ately above Leeds and Bradford.

TEST NO. 2.

Car No. 87. — Magnets operated in conjunction with motors.

RESULT.

Coasting the above grade at 3 to 4 miles per hour the cunent generated per motor was 28 amps, at 166 volts.

TEST NO. 3.

Car No. 87. — Coasting with motors only. (Known as rheostatic brake.) RESULT.

.Speed, 3 to 4 miles per hour. Amps, per motor, 40. E.m.f. per motor, 204. Car No. 87 was here sent to depot to have wheel brake

.nllachment refitted.

TEST NO. 4. Car No. 270. — Manual operation of track brake.

RESULT.

Coasted down at speed up to 10.3 m.p.li. and stopped when desired. TEST NO. 5.

Brake energized from trolley by special switch on canopy. This affords an accurate idea of the work done on the brake as distinct from the motors.

RESULT.

Speed m.p.h. Amps, per magnet. Distance to stop.

"■4 39 104 feet.

I5-0 39 229 "

It is interesting to note in connection with condition of rail, that the preceding week, when the brake was under the inspection of Mr. Baker, of Birmingham, and Mr. Simpson, of Preston, the results were as below: Speed m.p.h. Amps, per magnet. Distance to stop.

17-9 37'/i 137 feet.

18 37K> 126 "

In this case the rail was wet and rather greasy, which enables better stops to be made than when the rail has a coating of nearly dry, black deposit. See also remarks below regarding tachometer belt.

Grades

16.87	Cor 5S yds,
10.43	53 >■
8.4	.. 00 ..
0.6	., 60 "
11.31
IB. 13	30 ■•
'J.l'j
lO.'JO
12.32	I. 23 •■
20.3;;
21.5	.. 25
13.54	.. 37 ..
10.21	.. 00
12.90	.. 00 >>
13.32	.. 30
23.3'J	.. 85
	053 "

PROFILE AND GRADE OF WHITECOTE HILL, ON V^'HICH TESTS WERE MADE

of the track instead of, as at present, grinding wheels away and having to relay rails not worn out. The report also points out that use of track brakes would also tend to Teduee corrugation. The results of the tests at Leeds follow :

RESULTS OF BRAKE TRIALS MADE NOV. 25, 1907, ON WHITECOTE HILL, RODLEY, LEEDS. ENGLAND (Car No. 87. — Fitted with Westinghouse latest form of magnets, but without wheel attachment to same.

TEST NO. 6.

High speed stops by brake energized by motors.

RESULT. Amps. Volts Speed on per motor. per motor,

application Max. observed. Max. observed, of brake. Kick only. Kick only.

84

193 17.8 21.6

90 102

700

663 803

663

Distance to stop. 109 feet.

64 " 115

January 4, 1908.]

STREET RAILWAY JOURNAL.

15

Up to this point the car had i8 passengers on board. Twelve now alighted to observe the stops from the road.

Amps. Volts Speed on per motor, per motor,

application Max. observed. Max. observed. Distance of brake. Kick only. Kick only. to stop.

23.6 90 829 152 feet.

27.0 94 893 246

26.3 84 9>8 231 "

It was noticed more so on the last two stops that the tachometer belt was slipping, as in spite of running over the brow of the hill on full power for 150 yds., the reading indicated as noted above. It was gener- ally agreed that a more correct estimate of speed would have been 30 miles per hour.

Again, as compared with last week, the state of the rail as it affects to-day's stops are interesting, although the speeds recorded to-day are low, due to tachometer belt, already noted.

Amps. Volts per motor. per motor.

Max. observed. Max. observed. Distance Kick only. Kick only. to stop.

70 561 83 feet.

90 561 74

80 446 60 "

80 765 132 "

shown, as the test proceeded, indicates as was observed at the time, that the blocks had scraped the rail clean. This did not happen to the same extent to-day, as deposit was dry and affected the braking in a similar manner to what might be expected if rail was slightly blackleaded.

TEST NO. 7. down liill with brake energized by motors and

ST. LOUIS BRIDGE OF THE ILLINOIS TRACTION SYSTEM

speed on application of brake.

19.0

19-5

19.7

24.0

The improvement here

Car No. 270. — Coast note current required.

Speed m.p.h.

10 (estimated)

RESULT.

Amps, per motor. 6 (fairly steady)

Maximum 8. 3 to 6 generally

Max. volts per motor. 15,3

1 20

TEST NO. 8.

Car No. 270. — Make high speed on rheostatic brake, that is, motors only. (Brake disconnected.)

On I in 10.

RESULT to 13 grade, lower part of hill.

22^ In spite of careful operation of controller, wheels skidded almost continuously for approximately 150 yds. until bottom of hill was reached.

19.0 Same result as recorded above.

TEST NO. 9.

Car No. 270.- — Coast down on motors. Note high current.

RESULT.

This was not done, but the result of same test on Car No. 87, made after coasting with magnets (No. 2 test above), will be accurate, as the equipments on both cars are exactly alike, and both cars are same weight.

TEST NO. 10.

Car No. 270.- — Endeavor to make stops by reversing motors.

RESULT.

As time was getting short tliis was, by common consent, not carried out. It may be said, however, that on previous trials a stop could not be made by reversing. Test carried out at suggestion of Board of Trade with car loaded with three tons of iron, afforded an indication of the retarding force required on a grade of this kind (i in 8.4). If car was allowed to gain an initial speed of about 5 m.p.h., and first notch of con- troller (power side) applied (motors reversed), car continued to run forward. On application of second notch car gradually came to a stop and remained stationary. On application of third notch car commenced to move slowly back. Any attempt to make a stop resulted in wheels slipping and revolving in reverse direction, with reduction of retarding power, and hence worse result.

On the lower part of the hill, when coasting with brake (manually applied), at about 6 miles per hour, the electro-magnetic brake was applied in addition. Result — a very sudden stop. A similar result would be obtained if all three brakes were applied simultaneously.

As it was now late, and Car No. 87 with wheel attachment refitted had not been completed, tests proposed in three of programme were abandoned.

Iquitos, Peru, has a narrow-gage steam railroad, used principally for hauling freight, called Ferrocarril Urbana de Iquitos. A fifteen-year concession has also just been granted the Empresa Electrica, for a tramway, and the material has already been ordered, mostly from the United States. No name has as yet been decided upon, the con- cession having been given the Empresa Electrica, or Elec- tric Enterprise, for both light and railroad.

Frequent reference has been made in this publication to the bridge to be erected across the Mississippi River at St. Louis by the St. Louis Electric Bridge Company, an organization sub- sidiary to the Illinois Traction System. The bridge proper will consist of three spans, the middle one 523 ft. and the other two 521 ft. long. Steel approaches on each side will lead up to the main structtire. A temporary approach on the Illinois side will carry the tracks and wagon way into Venice on a 4 per cent grade. Eventually, however, the ap- proach for the car tracks will be extended at a grade of i}i per cent across several railroad tracks and to Madison.

On the St. Louis side the wagon way and car tracks will be carried at a per cent grade over the Chicago, Burlington & Quincy Railroad. The wagon way will then be carried down to Salisbury Street at a 4 per cent grade. The car tracks will con- tinue at a grade of 1.75 over other railroad tracks and over Broadway to Ninth Street. All piers will be of concrete with stone facing and granite coping. Those supporting the main span and the two adjacent ones under the approaches will be carried down 60 to 65 ft. to bed rock. Other approach piers will be sup- ported on piles.

The bridge has been designed for present steam railroad train loading without steam locomo- tives, or for two 120-ton electric locomotives, and will be heavier than either of the two bridges now spanning the river at St. Louis. In general outlines it is similar to the Merchants' bridge, but is of somewhat different con- struction. The wagon ways will probably be located in the center, but as traffic increases they will be placed outside the trusses on can- tilever supports. Ralph Mojeski, of Chicago, as consulting" engi- neer for the bridge company, de- signed the structure. The first caisson was sunk at Venice on Dec. 8. About 150 men are to work on the project during the winter, but the force is to be in- creased to 250, the maximum effi- cient number, with the advent of spring weather.

Wagon Approach

3,.

2 X-

2"

r 7

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STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

LARGE ELECTRIC LOCOMOTIVES FOR HEAVY SERVICE

BY BELA VALATIN

An account was published, on page 848 of the Street Railway Journal for Oct. 26, of the new 15-cycle single- phase electric locomotive built for the Pennsylvania Rail- road for test purposes. The periodicity adopted — 15 cycles — has been repeatedly recognized in numerous recent dis- cussions, to be the most favorable as regards the weight and properties of the electrical equipment of the rolling stock generally, and, according to many experts, is espe- cially desirable for single-phase motors, rather than the hitherto universally accepted periodicity of twenty-five cycles. This, by the way, is the periodicity in use on the large three-phase railway lines of Europe, the Valtellina and the Simplon roads, and is that to be used for the Giovi & Savona-San Giuseppe lines, just under construc- tion.

It will surely be interesting to experts to compare the records attained by this single-phase locomotive and those on the New Haven road with the results obtained with three-phase locomotives.

diameter of the drivers is 72 inches. From these data the speed of the motor must be 236 r. p. m. The chief data of the two motors are then, as shown in Table I :

TABLE I.

Single-phase Tliree-phase

motor. motor.

Rated capacity in horse-power 500 iioo

Weight, pounds, G 19,500 22,000

Revolutions per minute, n 236 220

Weight factor /" G x 11 X

( 1 4^ 20

v. 2200 X 100 -x IIP /

From this table it appears that the weight factor of the single-phase motor is more than double that of the corre- sponding three-phase motor ; that is to say, the three-phase motor will develop more than double the power of the single-phase motor at the same weight and number of revo- lutions.

A^ery interesting results are also reached if we consider the whole locomotive. The diagram below was made for this purpose. To confine the comparison to construction actually carried out the' type of locomotive represented by the Italian model previously mentioned has been adopted. The mechanical part of the locomotive would be changed only in so far as the wheel diameter would have to be increased

PLAN AND ELEVATION OF THREE-PHASE LOCOMOTIVE FOR ITALIAN STATE RAILWAYS

The latter are now built with three ranges of speed, as readers of this paper know.* The 8-pole motor of a loco- motive of this type, built by the Ganz Electric Co. for the Italian State Railways, has a capacity, on one hour rating, of 1500 hp, at a weight of 13.4 tons (metric), and at 220 r. p. m. While building new locomotives of the same type the manufacturers have recently found it possible, through some changes in the design, to increase the rating of the motors by 20 per cent to 1800 hp, while the external dimensions and the speed of the motor remain unaltered. Another 8-pole motor of similar construction, designed by the Ganz Electric Co., developing iioo hp on the one hour rating at 3000 volts, 15 cycles and 220 r. p. m., weighs 10 metric tons. Neither of these motors has forced draft.

This last motor seems suitable for a comparison with the single-phase motor of the Pennsylvania locomotive, since neither the weights, nor the speeds of the two motors differ materially. The capacity on the one hour rating of each motor of the Pennsylvania locomotive is stated to be 500 hp, the rated drawbar-pull is given as 14,700 lbs., and the *See Street Railway Journal, April 6, 1907, page 575.

to 77 ins., SO that the speed of the locomotive might be the same as that of the Pennsylvania locomotive at the rated capacity. The two motors are the 8-pole iioo hp three- phase motors above described, and may be run at half their standard speed in concatenation, in which case one of the motors has to be commutated to low-tension in the same manner as the 12-pole motor of the three-speed locomotive.

The weight of the locomotive, as actually carried out, was 62 metric tons. In consequence of the larger drivers the mechanical part of the locomotive proposed for com- parison would be increased by about 3 tons, from 30 to 33 tons, metric. The weight of the motors themselves would be only 20 tons, as against 25 tons for the motors of the three-speed locomotive, so that the total weight of the loco- motive would be 60 metric tons, equivalent to 66 American tons.

If we allow a departure from the condition that the motors of the two locomotives compared should have the same number of revolutions, and, for three-phase, adopt a six-pole motor or a four-pole motor, that is to say, motors of one and one-half times or double the number of revo-

January 4, 1908.]

STREET RAILWAY JOURNAL.

lutions, the weight of the motors decreases quite consid- erably. At the same time the wheel diameter also in- creases, and with it the weight of the mechanical part of the locomotive. The locomotive proposed for comparison, therefore, is far from being the most favorable design which might be put forward from the point of view of constructional weight for three-phase currents. On the other hand, with single-phase motors, a reduction of the total weight could hardly be attained through an increase of motor speed and decrease of wheel diameter — provided the gearless arrangement with the motors mounted on the shaft is retained — on account of the large dimensions of the motors, which put a limit to the minimum diameter of the wheels. On the other hand, if an arrangement of driving by cranks and connecting rods should be adopted, as in the three-phase locomotive, great constructional ditncal- ties arise in consequence of the increased distance between axles, the greater difference in the height of axles and shafts, etc.

Table II gives the chief data of the two locomotives un- der comparison :

TABLE II.

Single-phase Three-phase locomotive. locomotive.

Total weight of locomotive in American tons 140 66

Adhesive weight in tons 100 46

Weight of motors in tons 37 22

Rated capacity of motors in horse-power 2000 2200

Tractive effort on the one-hour rating in pounds. 14,700 16,170

Length over all in feet 62 41

Speed in miles per hour at rated capacity 50 50

From these data it appears that the locomotive of the Pennsylvania Railroad, at an approximately equal capacity, has a weight more than double that of a corresponding three-phase locomotive. Concurrently the hauling power of the locomotive is less than that of the three-phase locomo- tive, because, to arrive at the paying train-weight, double the amount has to be deducted from the total train-weight for the idle weight of the single-phase locomotive, as for the three-phase one. This is of importance, especially if there are heavy grades on the road. If, for instance, the railroad has a constant grade of i per cent, that is to say, one where the motors may not be loaded beyond their rated capacity, the Pennsylvania locomotive will be al)le to haul 267 American tons, beside its own weight, while the three- phase locomotive will haul 382 tons, beside its own weight, or 43 per cent more. The speed in both cases is fifty miles per hour.* When the long grades of the line are higher than I per cent this ratio becomes yet more unfavorable for single-phase current. For instance, the single-phase locomotive compared, may, on a constant grade of 2 per cent, haul 123 American tons, whereas the three-phase loco- motive will haul 212 tons, or 72 per cent more, or if the three-phase locomotive exercises only the same tractive ef¥ort as the single-phase locomotive considered, 197 tons, or still 60 per cent more.

Table II also shows for the single-phase locomotive, a considerably greater weight on drivers, which, on the basis of a coefficient of one-fifth, yields a maximum tractive effort of 40,000 lbs. However, if we consider that so high a maximum with a tractive effort, on the one hour rating, of only 14,700 lbs., is scarcely needed, and, with other electric locomotives (for instance, large d. c. locomotives), is never called for; if we further consider that three-phase locomo- tives will give a higher tractive effort for the same ad- hesive weight, than single-phase locomotives, owing to the even character of the torque of the three-phase motor as contrasted with the pulsating torque of the single-phase motor, we shall conclude that this circumstance does not

The train resistance in this calculation has been taken at ifi Ihs. per ton on the level.

represent a disadvantage of three-phase operation. At the same time it should be noted that it would be easy to de- sign a three-phase locomotive, which, at the same total weight (66 tons), would utilize its entire weight for adhe- sion, and should the requirements regarding maximum pull be still higher, the weight could be further increased by the addition of ballast weights. Even then the locomotive would weigh only about half as much as the single-phase locomotive considered, while it could, without trouble, de- velop for a short time the maximum tractive effort re- quired.

The maximum tractive effort of the Pennsylvania loco- motive is not so much a consequence of its motor capacity., as of its great construction weight, which is a disadvan- tage, and cannot be done away with because of the great weight of motors and transformers. It may be said, there- fore, that, roughly speaking, half the weight will suffice to turn out a three-phase locomotive of the same, or rather more power than that of a corresponding single-phase loco- motive.

TRANSPORTING TROUBLE WAGONS ON CARS

The accompanying illustration shows the method em- ployed by the United Railways Company, of St. Louis, for getting a trouble wagon and team from one portion of the system to another by transporting them over its lines. A. trip that would require two or three hours in the ordinary

CAR USED FOR TRANSPORTING LINE WAGON IN ST. LOUIS

manner is frequently made on the car in half an hour. In one instance the team and wagon were transported to Creve Coeur Lake in about an hour. With the horses drawing" the wagon at least three-quarters of a day would have beea consumed. The ends of the car employed are hinged in such a manner that when thrown down they serve as a walkway for the horses. Backing onto the car is avoided, as the team can be driven on at one end and oft' at the other.

Gaceta de Madrid states that the Spanish Director Gen- eral of Public Works has granted a concession to La Com- pania General de Tranvias y Ferrocarriles Vicinales, of Alicante, Spain, to install electric traction on the tramways in Alicante, of which they are concessionaries.

i8

STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

SHANGHAI TRAMWAY NOTES

The establishment of a tramway system of the first mag- nitude at a distance from home of some 12,000 miles is no small undertaking, and its engineering features call both for careful forethought at home and for technical skill, resource and a nice appreciation of the labor problem on the spot. The importance of the Shanghai Tramways is

practice and departures from standard apparatus have been avoided as far as possible. It is obvious that this is a very important matter, in view of the enormous distance sepa- rating the scene of operation from the nearest available factories. It is a small matter to replace a defective or

.\ XIEW OF THE LINE IN THE RE.SIDENTIAL DISTRICT

perhaps best indicated by the fact that their mileage, in- cluding the lines in the international and French conces- sions, is only exceeded by about a dozen of the hundred and odd systems in the United Kingdom, and is practically iden- tical with that of the tramways in Leicester, England, a city having a population of a quarter of a million. The

INSTALLING A TURN-OUT IN ONE OF THE MAIN STREETS

damaged part when the factory is within a few hours rail journey, but it is quite another matter when six weeks are occupied in transit.

At the time of writing some nineteen months have elapsed since the ground was broken and the work of con- struction commenced. During this time the progress made

AN INTERESTING PIECE OF SPECIAL WORK BEING INSTALLED BY CHINESE LABORERS

population of Shanghai is nearly a million, and more than one-half of the entire foreign trade in China passes through it. It ranks already as the eighth shipping port in the world, its trade having increased from £45,000,000 in 1902 to £70,000,000 in 1906.

The original concession was obtained by Bruce, Peebles & Company, Ltd., of London and Edinburgh, and transferred to the Shanghai Electric Construction Company, Ltd. The system has been designed throughout according to modern

would be no discredit even to a system in the heart of a manufacturing country. Nearly thirty miles of track have been completed, and the difificulty of the work has been ac- centuated by the fact that some of the streets are both nar- row and tortuous and the population very dense. Nearly all the routes in the international concession are now com- pleted, the only items yet unfinished being one or two cross- ings, bridges, etc., where special work is necessary.

The generating plant which the Municipal Council in-

January 4, 1908.]

STREET RAILWAY JOURNAL.

19

stalled as an installation for the supply of electricity to the tramways was shipped some months ago from the works of the manufacturers, Bruce, Peebles & Company, Ltd., Edin- burgh, and is now erected on site. It includes at present two 6oo-kw railway generators and one 300-kw motor gen-

SPRING LOIK FOR TONGUE SWITCH

erator. About 100 cars will be required for the operation of the system and these are mostly delivered. They are specially adapted to the peculiar requirements of the traffic, having separate accommodation for Europeans and natives and being of the semi-convertible type, suitable for all vari- ations of the climate. A very fine car house with ample repairing facilities has been built.

One of the illustrations shows the overhead system as constructed in the residential quarter of the city, while the

.SPRING i.Ol'k I'OR TRAllJNG SWITC II

two Other views show some of the special work in the main streets of the city, which has all been undertaken by Edgar Allen & Company, Ltd., of Sheffield, as sub-contractors. The points and crossings were all in Allen's Lnperial man- ganese steel and fitted with Allen & Warlow's three-way mechanism, as shown in the other illustrations. This mech- anism enables the switch to be worked in three ways, either as a spring switch set always to the left — as usual in Eng- land— or to the right as in the United States, or to be set in either direction. The special work was constructed at Sheffield ready for laying on site, including the rails and accessories.

The entire work of constructing the tramways is being carried out by Bruce, Peebles & Company, Ltd., as main contractors, under the supervision of Harper Bros., of London, as consulting engineers.

RECENT WORK OF THE ASSOCIATION

During the last week the secretary of the American Street & Interurban Railway Association has issued to the member companies the official report of the meetings at At- lantic City of the Accountants and Claims Agents' Asso- ciations. Both are more voluminous than last year and in- clude handsome engravings of the presiding officers. Dis- tinctive colors have been adopted this year for the covers of the proceedings of the dif¥erent associations. Those of the accountants arc bound in orange as in previous years, those of the claim agents in green, those of the engineers in brown and those of the American in gray. The proceed- ings of the two latter associations in pamphlet form will be

ready for distribution within a week and cloth bound copies will be sent out to the members about Jan. 18.

Considerable attention has been given during the past year to the enlargement of the facilities of the association lor collecting and distributing statistics, and from now on the secretary will be assisted by a statistician who has had several years of practical experience in this line of electric railway work. The association already has a valuable sta- tistical library, and this will be enlarged from time to time so that eventually it will contain copies of practically all governmental, state and municipal laws, reports and docu- ments of general value to the members, as well as copies of various books, pamphlets, reports and other statistical data bearing upon the general subject of street and interurban railways.

Considerable attention has been devoted to the question of a suitable badge to be worn by associate members and several designs have already been submitted to the secre- tary. It is expected that the executive committee will take some action in this matter at its January meeting.

At the 1907 convention the executive committee was re- quested to take steps toward the organization of a fourth affiliated association which would take over all of the gen- eral work of the American Association relating to transpor- tation, traffic and operating, leaving the latter free to de- vote its time to executive matters and questions of broad policy. It is expected that this new association will be organized in the near future and a communication relative to this matter will soon be sent to the member companies. A communication will also be sent to them shortly relating to the work accomplished since the Atlantic City convention in connection with the classification of accounts, in regard to which the committees of the association have been in conference with the Interstate Commerce Commission.

In a letter just issued to members the secretary and treas- urer says: "The report of the treasurer for the year ending Oct. I, 1907, showed total receipts of approximately $25,000 and expenditures of practically the same amount as the re- ceipts. The expenditures during the year 1907-1908 will probably be somewhat more than those of the year 1906- 1907, as the work of all the associations is becoming broader and more comprehensive. It is therefore quite essential that the old member companies continue in their support and that the membership be increased during the coming year. During the year just past the membership increased approximately 15 per cent, and it is expected that with a more active campaign for membership the increase during the coming year will be considerably greater."

President Simmons of the Engineering Association has announced the following committees:

Standardization — W. H. Evans, master mechanic Interna- tional Railway, Buffalo, N. Y. ; H. A. Benedict, electrical en- gineer United Traction Company, Albany, N. Y. ; R. C. Taylor, superintendent motive power Indiana Union Traction Company, Anderson, Ind. ; H. H. Adams, superintendent of shops United Railways & Electric Company, Baltimore, Md. ; M. O'Brien, master mechanic United Railways Company of St. Louis ; J. M. Earned, engineer maintenance of way Pittsburg Railways Com- pany, Pittsburg, Pa. ; H. W. Blake, editor Street Railway Journal, New York City; C. B. Fairchild, Jr., editor Electric Traction IVcckly, Cleveland, O. ; L. E. Gould, editor Electric Raihvay Reviezv, Chicago, 111.

Control — E. W. Olds, superintendent rolling stock The Mil- waukee Electric Railway & Light Company, Milwaukee, Wis. ; G. J. Smith, master mechanic Kansas City Railway & Light Company, Kansas City, Mo. ; P. N. Jones, electrical and me- chanical engineer Pittsburg Railways, Pittsburg, Pa. ; J. S. Pevear, Twin City Rapid Transit Company, Mituica]ioIis, Minn.; H. Donovan, master mechanic VVasliington, Baltimore & Annapolis Electric Railway. Baltimore, Md.

20

STREET RAILWAY JOURxVAL.

[VcL. XXXI. Xo. r.

Maintenance and Inspection of Electrical Equipment — L. L. Smith, master mechanic Chicago & Milwaukee Electric Rail- road, Highwood, 111. ; W. D. Wright, master mechanic The Rhode Island Company, Providence, R. I. ; E. T. Hunger, mas- ter mechanic Metropolitan West Side Elevated Railway, Chi- sago, 111. ; C. C. Long, electrician United Traction Company, Reading, Pa. ; L. W. Jacques, master mechanic Ft. Wayne & Wabash Valley Traction Company, Ft. Wayne, Ind.

Way Matters — Charles H. Clark, engineer of way Interna- tional Railway, Buffalo, N. Y. ; Thomas K. Bell, chief engineer Wilkes-Barre & Wyoming Valley Traction Company, Philadel- phia, Pa.; C. A. Alderman, J. G. White & Co., New York City; E. O. Ackerman, engineer of way Columbus Railway & Light Company, Columbus, O. ; G. L. Wilson, engineer and road- master Twin City Rapid Transit Company, Minneapolis, Minn. ; C. B. Voynow, assistant engineer Philadelphia Rapid Transit Company, Philadelphia, Pa. ; Martin Schreiber, engineer main- tenance of way Public Service Corporation of New Jersey, Newark, N. J.

Car Wiring — George W. Palmer, Jr., Boston, Mass. ; C. B. King, manager London Street Railway, London, Ont. ; L. P. Crecelius, Public Service Corporation of New Jersey, Newark, N. J. ; Hugh Hazelton, consulting engineer. New York City ; S. M. Coffin, master mechanic Mobile Light & Railway Com- pany, Mobile, Ala.

THE LOUISVILLE STRIKES

BY J. T. FUNK, General Superintendent Louisville Railway Company

So much space has been given in the railway and daily papers to the strikes upon our system during the last ten months that a summary of the principal events connected with them may be of interest.

The Amalgamated Association of Street Railway Em- ployes was organized in the city of Louisville on or about Jan. 10, 1907. The agitators at once began to work up dissatisfaction among the employees of the Louisville Rail- way Company, especially the motormen and conductors, and succeeded in ordering a strike on about March 12. This strike lasted five days, at the end of which time a contract was entered into between the railway company's officials and members of the Amalgamated Association — a contract which never was carried out by the members of the association, and caused dissatisfaction from the date of its adoption.

The second strike was ordered on Nov. 15, 1907, and lasted for twelve days. During this time there was a good deal of rioting, but the excellent police force of this city performed its duty so well that but little damage was done to persons or property. This can be accomplished by any police force that will take an impartial stand as did the authorities of this city, because all that this or any railway company needs or wants is that protection which is guar- anteed it under the law. The strike breakers which unfor- tunately it is necessary to employ on such occasions, under the guidance of Mr. Reed, of Chicago, performed every duty which they were called upon to do, and behaved them- selves in every particular. Owing to the fact, however, that about one-third of the operators on the cars remained loyal the services of the strike breakers were needed only in the capacity of assisting in the operation of cars. From the very first, cars were run and each day showed an in- crease in number operated. Finally on the twelfth day, when the collapse came, the union surrendered uncondi- tionally and the company once more was allowed to manage its property as it had done up to the time of the organiza- tion of the union.

It is just one month since the strike ended and there are as many cars running in the city of Louisville to-day as before the strike, with a force larger than when the strike began.

About 50 per cent of the old men were taken back, all promising to drop the union and have nothing further to do with such organizations. The other 50 per cent are now hunting places of employment, and seventeen are held over to appear before the grand jury of Jefferson County.

Too much credit cannot be given the good people of this •community, who lost no opportunity to patronize the cars while they were running. This had a very depressing effect upon the agitators. Although many of the unions boycotted the cars the people rode when they were given, an opportunity.

There is only one way to handle a strike, and that is ta fight until victory is won. To concede anything to such, organizations will lend encouragement to their cause ancJ bring renewed trouble. It is either run your own business or turn it over to the amalgamated union.

Too much credit cannot be given to the loyal men who sa nobly stood by the company. From all appearances now it will be very many years before there will be another strike in the city of Louisville. At best strikes are bad things and should be avoided as long as possible, but when one is forced there should be no let up on the part of the com- pany until the enemy is routed and the fight completely won.

I desire to acknowledge the many words of kindness ex- pressed by a large number of the railway officials through- out the country, and sincerely hope that none will be called upon to combat two strikes in one year, as the Louisville Railway Company has been compelled to do.

.e.^.c

SINGLE -PHASE TO BE ADOPTED ON THE NEW CANAAK BRANCH

The New York, New Haven & Hartford Railroad Com- pany has decided to change the equipment of its New Canaan branch from 600-volt direct current to 11,000-volt single-phase. This branch is about seven and one-half miles in length and extends from Stamford, Conn., on the main line, to New Canaan. It was equipped with direct current about seven years ago. The service will be con- ducted by two motor trains, each consisting of a 60-tort motor car and a 30-ton trail car. The motor car will be the standard 78,000-lb. coach of the New Haven Company, reinforced to carry the electrical apparatus which is at- tached to the car body, and equipped with four No. 603. GE-A motors of 125-hp nominal capacity. No provisiort is being made for operating these motors on a direct-cur- rent circuit, so that the equipment will be purely single- phase. The company is changing over the overhead con- struction on the line to a 11,000-volt single catenary, which will be used instead of the double catenary employed on tht main line.

The Compania Electrica y de Ferrocarriles de Chihua- hua, the merger corporation that takes over the properties of the Ferrocarril Mineral de Chihuahua — the steam rail- road to Santa Eulalia and the concession for aerial tram- ways in that town connecting the railroad and mines — the Cia. de Ferrocarriles Urbanos de Chihuahua, the present street railway system which is being equipped with elec- tricity, and the electrical department of Cia. Industrial Mexicana, which supplies electric lights and power in the city, will take charge Jan. I. A. C. Nash, now generaf manager of the Mineral Railroad and the street railway- company, will occupy the same position with the new cor- poration.

- January 4, 1908.]

STREET RAILWAY JOURNAL.

21

CORRESPONDENCE TURBINE ECONOMIES

Schenectady, N. Y., Dec. 24, 1907. Editors Street Railway Journal:

My attention has been called to a letter of Mr. J. R. Bibbins, published in your issue of Dec. 14, in which com- parison is drawn between reported performances of 7500- kw Parsons turbines in New York and 8ooo-kw Curtis tur-

17

12

1 B	liiS.	I*iirsoiis	riirbi iiG,	iMuIiUilt	tun Stiit	on, N.Y,
						B
	(r~~~~	-	1 A. 700	)-K\V. Pa	■sons, N.\ X 0	. Edison
			CC;	UOO-KW.	:iutis, cii		C
		All rec I t	uced to f< 'ressure, /■acuum, laperlieat	llowmg c 77 lbs. gas 7.3 inches	5nditions; ;e

5001) liUUO 7000 80UU UUOO 10000 IIOIJO 12OO0

IStrce' Itailwa^ Juurnul Load K \\ .

FIG. I.

Point A. — Test of N. \. Eilison Parsons turbine as taken. See Elec- TPiCAL World, Oct. 12, 1907.

Curve BB. — Is derived from tests published in tlie Electric Journal of July, 1907, results being reduced to conditions of N. Y. Edison tests by constants published in connection with the test in Electrical World, Oct. 12, 1907.

Curve CC. — Taken from test curves made by Prof. Storm Bull and Frof. L. P. Breckenridge in February, 1907.

bines in Chicago. In reducing the reported results to the same conditions Mr. Bibbins applies certain corrections in the case of the Curtis machine which he says are advocated by its builders. The correction thus arrived at is not cor- rect and I desire to put this comparison in correct form on the basis of existing published data.

In the case of the Curtis machine tested in Chicago it is necessary to make no assumption concerning correction factors. This machine was tested daily for nearly a month by Prof. L. P. Breckenridge, of the University of Illinois, and Prof. Storm Bull, of the University of Wisconsin, and during this time all conditions of load, initial pressure vacuum and superheat were thoroughly investigated and •curves were drawn from which results for almost any con dition can be taken without appreciable correction.

The accompanying curve sheets show load water rate curves of this 8ooo-kw machine taken from the curves in this report, and in comparison show, first, the results of the New York Edison test reduced to similar conditions, and second, the results of the test of a similar Parsons machine made in the Manhattan station of the Interborough Rapid Transit Company and published in the Electric Journal for July, 1907.

The report of the New York Edison test in question was published in the Electrical World of Oct. 12, 1907, and in this report rates of correction were given for variations of vacuum, initial pressure and superheat. These rates I have

used in making the comparisons shown by the accompany- ing curves.

Fig. I shows the actual result reported in the New York test of the 7500-kw Parsons turbine and above it the re- sults of the test of the Parsons turbine in the Manhattan station reduced to the same conditions by the constants mentioned above, and in comparison with this it shows the performance of the Curtis turbine in Chicago under the same conditions, taken from test reports without appreci- able correction.

Fig. 2 shows the same performance of the Parsons tur- bines reduced by the constants above mentioned to condi- tions which fairly represent the average of daily service under which the Chicago machine operates. In this case also the performance of the Curtis machine is taken from actual test reports without the necessity of appreciable cor- rection.

This latter comparison illustrates very clearly the su- periority of the Curtis turbine under conditions of high vacuum and shows also the large gains which good vacuum affords in a machine designed to use it.

There is good reason to believe that these comparisons do more than justice to the Parsons machines, first, because the corrections made give credit for considerable improve- ments on account of increase of initial pressure, while such improvement cannot be appreciable in a inachine which gov- erns by virtual throttling, and second, because the rate of improvement for vacuum, while probably correct for a range between 27 and 28 ins., is presumably too large for correction to 29 ins.

The reason for the large difference in the performances of these two Parsons machines has not been explained and it has been generally understood that the turbine parts of the two machines arc practically identical. It would seem

j BB. Pa	I'sons Tt	rbine, 3*1	aiiliattai	1 station	, N.Y.
		"■^^
		A. 7:uc-K	W . Parso	is,N.V. E	'.Uson 0	" li A
C		CC	. SOiO-KW	. Curtis, C	hicago		0
	Al	1 reduccil 1 ■\ t	'c Cliicag *red3afs, 'acuuiii, 2 lUPBVheat	J Oyji atii 9 iiicl'.ss 12; r.	g coniiti	jns:

S<,UO Oo^O 'lM<J 3U0U OJOO IJJJJ ilOUO IJ'jJJ

Street Iluilwaa .Journal Luad" 1-C 'A'.

FIG. 2.

Point A.— Result N. Y. Edison test corrected to regular operating con- ditions of Chicago turbines by constants given in the test report, Elec- trical World, Oct. 12, 1907.

Curve BB. — Test of Parsons turbine in Manhattan Station of the In- terborough Rapid Transit Company, New York, published in the Electric Journal of July, 1907, results coi reeled to Chicago operating conditions by the same constants as point A.

Curve CC. — Taken from test curves made by Prof. Storm Bull and Prof. E. P. Breckenridge in February, 1907.

probable that one of the test.= is incorrect or else that the New York Edison test was run with a closer adjustment of leakage clearance around balancing rings.

In the end of his letter Mr. Bibbins deprecates the culti- \'ation of extreme operating conditions in turbine plants

STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

and in this presvunably refers to the u; e of high vacuum. Increased vacuum affords very great increase of available energy and with a turbine which does not leak air, involves in most cases little additional expense. Since a properly designed Curtis turbine afYords high efficiency to extreme vacuum ranges, it is folly to use low vacuum where high vacuum can be produced. In many large plants where Cur- tis turbines are used vacuum of 29 ins. or over is carried almost throughout the year. In the Chicago plant where the above mentioned test was made, vacuum generally ex- ceeds 29 ins. and sometimes reaches 29^ ins. The auxil- iaries in this station involve a loss of 0.7 per cent.

The greatest advantage of the turbine over the recipro- cating engine lies in the fact that it is efficient in the lower ranges. In reciprocating engines we gain only about 20 per cent by condensing as compared with non-condensing conditions, while in a properly designed turbine we gain 100 per cent. It is certainly not good engineering to throw away these advantages by binding ourselves to vacuum conditions which have prevailed in reciprocating engine practice where increase of vacuum affords no important improvement. W. L. R. Emmet.

LABOR UNIONS AND MUNICIPAL OWNERSHIP

Brisbane, Queensland, Australia, Nov. 27, 1907. Editors Street Railway Journal :

I was much interested in reading the editorial entitled "Labor Under Municipal Ownership," on page 121 of the Street Railway Journal for July 17, but from one of your conclusions I most strongly dissent. You say "So far as labor unions are concerned they must, from necessity, stand with the great bulk of the citizens against municipal ownership." Australia is known the world over for its socialistic tendencies and so-called advanced legislation. The rallying cry of the labor unions from one end to an- other of Australia and New Zealand is "Socialism in our time," and they are most strongly in favor of governmental or municipal ownership of all public utilities. It is a great pity that some members of the municipal ownership com- mittee of the National Civic Federation did not visit Aus- tralia, for I am sure a careful study of conditions here would have modified some of their views.

An American in Australia.

AN AUTOMOBILE TROUBLE WAGON

In many respects the automobile principle is almost in- valuable for repair and trouble wagons. The machine can be kept in the car house or inspection shed for any length of time, but always ready for operation. It takes but a mo- ment to start the motive power and the speed of which the machine is capable enables it to reach the locality where its services are needed in the shortest possible time. It does not have to travel on rails and be subject to blockades like the electric emergency car, and is much more rapid in its movement than the trouble wagon drawn by horses.

For several months the United Railways Company, of St. Louis, has had in operation an automobile trouble wagon which has proved so well adapted to the service that a larger and heavier machine of 40 hp is being built in the shops of the company. The old car is a Buick two-cylinder opposed 22-hp machine built to the order of the railroad company, and with a heavier frame than the ordinary type of car. It is kept at Eighteenth and Pine streets, in what might be termed the downtown district, and takes the place of two-horse drawn trouble wagons. During its first month

of operation an odometer showed there was not a day that it did not make fifteen miles. During this period the re- pairs amounted to $1.50.

The automobile has been found to be especially adapted for use in repairing o v e r- head construction during periods of heavy traffic. As it is built to run backward as well as forward and to make exceedingly short turns, it can move out immedi- ately in front of a n approaching car and then make a short turn and follow the car in- to position again. The tower is 22 ft. high when ex- tended and II ft. 6 ins. when down, and the machine loaded with tools and materials for general repairs weighs 4850 lbs. The tires are 32 in. X 3J^in. solid rub- ber, but those on the new car will

be 32 in. x 5 in. it will be speeded to 20 m. p. h. In build- ing the new car advantage will be taken of the experience

.\UTUM01!ILE WITH TOU KK UP

SIDE VIEW OF AUTOMOBILE WAGON

gained with the old one. As a result the new car much heavier, sufficiently so it is proposed to be pulling overloaded wagons off the tracks.

will be used in

January 4, 1908.]

STREET RAILWAY JOURNAL.

23

COMPENSATING TRUCK USED IN ENGLAND

The United Electric Car Company, Ltd., of Preston, Eng., has an electric railway truck known as the Preston compensating truck. The object in this design is to over- come oscillation and obtain easy riding, either when heavily or lightly loaded. With the heavy loads often carried, and more especially in England, where top covers are becoming universal, it appears necessary that some arrangement,

COMPENSATING TRUCK

Other than that hitherto in use for lighter work, should be found whereby the body may be relieved of the severe shock and strain under heavy loading and its life pro- longed. The spring arrangement in the trucks at present in use is such that all the springs are in action at all times, whether the truck is heavily or lightly loaded. The most im- portant points in a truck, as far as springing is concerned, are at the journal box and at the extension ends; at the former to obtain easy riding by absorbing shock and re- ducing oscillation, and at the latter to give support to the ends of the body and prevent dropping of the platforms. In this truck the spring arrangement is such that some of the springs are in action all the time, and others only when the load increases beyond a certain limit. It is believed that this arrangement will make the truck eminently suited for the heavy rolling stock conditions prevalent in England.

The springs at the journal box are elliptical, and are two in number, the top one to carry a light load, and the bottom to come into action as the load increases. At the extreme end a new type of spring is used, both ends extending toward the extremity of the body and arranged with two steps ; the forward end is under ordinary compression when light, and the rear end becomes compressed as the load in- creases, as at the journal boxes.

Some of the advantages claimed for this truck are : Easy riding either with light or heavy load; the weight being carried directly over and under the journal boxes, steady and easy running is obtained; it will carry a longer body than usual without oscillation; the journal box, hav- ing a divided oil well, allows a distance piece to be placed between the horn plates, thus preventing the horn plates from binding the journal box and causing unnecessary wear ; relief from shock when the car is heavily loaded, as elliptical springs are easier and absorb shocks more readily than spiral springs.

A STORAGE BATTERY AUTO-TRUCK FOR INDUSTRIAL RAILWAYS

The Westinghouse Machine Company, convinced by the results obtained during several years of continuous service at its own works of their fitness for industrial railway purpose, has put the storage battery auto-trucks on the market and is prepared to furnish them in capacities of from ten to forty tons. The trucks, though of extremely simple construction, are very substantially made of the best materials. A steel frame, thoroughly braced, is carried on four wheels, the journals of which run in roller bearings.

The driving axle or axles, as the case may be, carry the motor, or motors, as in street railway practice. The motor is spring suspended from the frame at one end and connected to driving axle by suitable reduction gearing. A spring suspended cradle of angle iron carries the battery trays.

At the operating end of the truck are mounted the con- troller, brake, charging receptacle, cut-out switch and volt- ammeter. A convenient step and draw bar head are pro- vided at each end. All the machinery is below the top of the frame and is covered by a heavy wooden deck for carrying the load. This deck is made in sections, so that any part of the mechanism is readily accessible. The motor is of the well known Westinghouse vehicle type, capable of standing heavy overloads. The controller is also of the Westinghouse vehicle type, giving four speeds in either direction. It is provided with operating and re- verse levers, which are interlocking to prevent premature reversal, thus protecting the motor and the batteries.

The battery is contained in two or more trays of cells and is designed to operate at high rates of charge and discharge. A battery of smaller ampere hour capacity than is customary in similar work is employed on the truck, as it has been found that the time available for charging during the working hours is usually thrice the period of time that the truck is actually running. Charging is made so simple that the truck can easily be charged during these idle periods.

During a six months' test of the standard ten-ton truck herewith illustrated, the power required to charge the bat- tery in regular and heavy shop service was accurately metered. It averaged 63 kw hours per month. At the high figures of 5 cents per kw hour the cost for the current would be only $3.15. The work done was recorded and averaged practically 700 ton miles per month, the loads run- ning from a few hundred jjounds to fifteen tons.

.STOK.\(.K LiATTKRV TRL'CK W ITH CELLS EXPOSED

These trucks used as locomotives on a level track and without any weight to secure adhesion can haul, on suitable cars, from one-half to their full rated capacity as a truck, depending upon the condition of the track and kind of bearings on the cars hauled. By placing sufficient weight over the drivers to secure adhesion, they are capable of handling from one to two times their capacity as a truck for a continuous period of not more than five minutes.

Standard trucks are made for six different gages, namely : 18, 21^, 24, 30 and 36 inches, and 4 feet 8j/^ inches. For track systems provided with turn tables they are made with rigid trucks. Where tracks are installed with curves the trucks for all gages up to 36 inches are provided with swivelled front axle, permitting free operation on curves as low as 12 feet in radius.

STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

AUSTRIAN RAILWAY STATISTICS FOR 1905

Figures just published by the government of Austria show the total length of all electric railways in that coun- try is 472-km. (292.6 miles), of which 70 per cent is stand- ard gage and the balance narrow gage. About 30 per cent of this mileage is double track, due to the fact that prac- tically all of the electric lines are operated in cities. How- ever, only 7.3 per cent of the light steam railroads (corre- sponding to the service of American interurban lines) are double track. Passenger service only was given on 91.6 per cent of the electric railways, mixed service on 7.85 per cent and freight service only on .53 per cent. The rolling stock of the electric railways consisted of 5 loco- motives, 172 snow plows, 1624 motor cars, 1248 trailers and 49 freight cars. The total seating capacity of all passen- ger cars was 106,170. The average annual train-km. was 124,453 psi" km. of track; average passenger-km., 1,891,029; average ton-km., 12,603. The average gross earnings per km. were 81,755 crowns ($31,720 per mile) ; average oper- ating expenses, 51,956 crowns ($20,158 per mile) ; average interest on investment, 7.22 per cent. There were 22.7 employees per km. (36.3 per mile) of track.

A NEW LAMP TESTING METER

A new type of direct current lamp testing meter has just heen placed on the market by the H. W. Johns-Manville Company, of New York. The movements are built on the familiar d'Arsonval pattern and so placed with reference to each other and the scale as to render the energy con- sumnticn direct'v readable at the intersection of the volt and ampere indicator needles. The special feature is that the operator is enabled to read at one glance the pressure, current and wattage on any lamp which may be inserted in a socket inmiediately above the meter. The instrument is equipped with three self-contained shunts, one of 150 capa- city, having conveniently arranged binding posts, and a 1.5 and .75 ampere shunt, which are so connected within the base of the meter as to be readily thrown in circuit at will. In order to test a lamp it is only necessary to connect the attachment plug and cord to any lamp circuit, insert the lamp and read volts, amperes and watts without computa- tion. The different shunts may be easily placed in circuit by the adjustment of a small screw-plug at the top and right of the instrument. The two smaller shunts have uni- versal connections. The voltmeter may have either 150 or 300 volt scale or both. Another valuable feature of the instrument besides the multiple readings is the fact that ac- curate wattage measurement may be taken on a fluctuating load, it being required to observe only a single point for such readings. The instrument is self-contained and weighs less than fifteen pounds complete.

The Boston Elevated Railway Company is distributing $60,000 in gold among its employes. Nearly 4000 men will each receive $15. Payment will be made by giving a $5 and a $10 gold piece to each person entitled to a reward. Every employe who has been in the service for six months or longer, and who has rendered continuous and satisfac- tory service throughout the year will receive a reward. This is the fifth distribution of this nature that has been made by the company. The payment of this vear's re- wards will bring the total sum of money paid, in addition to regular wages, in recognition of faithful service up to nearly $300,000.

CATENARY CONSTRUCTION

A paper on "Overhead Construction for High-Tension Electric Traction or Transmission" is to be presented by K. D. Coombs, at a meeting of the American Society of Civil Engineers, Feb. 5, 1908. The paper is published on page 1 136 of Vol. XXXIII of the proceedings of the so- ciety. The author discusses the question of span and sag in catenaries and presents the diagram shown herewith, giving the normal sag required for catenary spans. This diagram is based on a maximum tension of one-third of the ultimate strength of the wire, the load being the dead-load weight of the material, an ice load or film of ice >4 in. thick all around the exposed members, and the wind load. The latter is based on 15 lbs. per sq. ft., which would correspond to an indicated velocity of 100 m. p. h. or an actual velocity of 76.2 m. p. h. The construction on various recent foreign roads inclines to the use of bracket supports with a working conductor attached by loops to a secondary messenger so as to secure vertical flexibility. With this construction a bow pressure of 12 lbs. is used. The writer presents pro- posed specifications for a catenary construction with spans of 300 ft. He then compares the relative advantages of (i) the double catenary construction; (2) the simple cate- nary in which no messenger wire is used but which can be employed with the Mayer saddle suspension; (3) the single catenary, and (4) the single catenary with secondary mes- senger. He considers the last three superior to the first,, Init experience has not yet indicated which of the three is preferable.

In the same copy of the Proceedings, on page 1070, Jo-

20

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m 11)0 120 HO iW 180 200 2iO 260 280 300 S20 340 SKI 380 400

Span, in FeeL.

DIAGRAM SHOVi-'ING NORMAL SAG REQUIRED FOR CATENARY SPANS

seph Mayer has a paper entitled "A New Suspension for the Contact Wires of Electric Railways Using Sliding Bows." This paper is also to be discussed at the meeting on Feb. 5. Mr. Mayer has made some improvements in his saddle suspender and describes them in his paper. He has also devised a strain adjuster for reducing the maximum tension in the contact wires. The adjuster permits longer spans than would otherwise be possible and can be set in the fall and spring. Mr. Mayer also discusses his panto- graph collector which was described in this paper for Nov. 9, and appends a mathematical consideration of the subject of sliding bows and trolley wire suspension.

The Sao Paulo Tramway, Light, Heat & Power Com- pany will ask shareholders for permission to increase the capital from $3,500,000 to $ro, 000,000.

January 4, 1908.]

STREET RAILWAY JOURNAL.

25

A NEW TYPE OF FARE REGISTER TO BE USED ON THE NEW YORK PAY-AS-YOU-ENTER CAR

The pay-as-you-enter cars to be installed on the New York City lines are to be equipped with an entirely new device for collecting and registering the fares. This ma- chine is known as the "T. E. C. Registering Fare Box" and

THE REGISTER AS IT APPEARS READY FOR INSTALLATION, SHOWING THE NICHE AT THE SIDE FOR EXPOSING THE REGISTER NUMERALS AND THE LEVER FOR HAND REGISTRATION

presents several interesting features particularly desirable for prepayment cars. The chief object attained is that the conductor does not have access to the money until it has been registered, but immediately upon its registration he can take all he needs to make it available for change. This eliminates the use of the old-time fare boxes in which the money dropped by the passengers was unavailable for use as change by the conductor.

The fare is dropped into a slot at the top of the box, as shown in the illustration, and is instantaneously registered and exposed to the conductor's view, which of course en- ables him to detect bad coins and see who put them in. The last three or four nickels registered always remain in sight so that it is possible for the conductor to detect the bad coin not only upon its registration, but even after the two or three following passengers have dropped nickels into the box. The coins thus exposed for inspection are pushed one at a time into the top drawer to which the con- ductor has access in making change.

The mechanism for registering, exposing and placing the coin in the cash drawer is very simple. When the coin is dropped into the slot it falls to the bottom of the tube to liridgc a gap in an electric circuit. The closing of this cir- cuit operates a lever which pulls the register mechanism and actuates the device at the bottom of the tube to permit the coin to be exposed. This mechanism is very simple, the only part that might require renewal after extended

use being the dry batteries operating the mechanism, which are placed in a drawer below the cash box. It has been found that over 175,000 registrations can be made without exhausting the batteries. The same number of registrations has also shown no appreciable wear of the fare registering mechanism.

An important feature of this register is that it can be used to collect fares even if the registering apparatus should get out of order for one reason or another. In that case, the money dropped in the slot does not follow the route al- ready described, but falls down a side chute into a locked receptacle to which the inspector only has access. For this reason, if the register apparatus should fail to work there is no necessity for taking nickels directly from the passengers. On the other hand, if money is found in this drawer it indi- cates that the automatic registering apparatus is out of order, or has been during the previous trip. It should be mentioned, however, that in case anything happens to the automatic registration the conductor can still register the coins by unlocking the cash drawer and pulling out the rod shown projecting from the side of the register. Since only the conductor has the key to this change drawer no one else can work the register mechanism in this manner, thus preventing mischief makers from ringing up false fares.

The New York City Railway Company has ordered 325 of these machines, one of which will be placed on each

INTERIOR OF REGISTER, SHOWING ELECTRICAL MECHANISM, THE SIDE CHUTE TO THE LOCKED DRAWER AND THE PLACE WHERE THE COINS DROP BEFORE GOING INTO THE CASH DR,\WER

platform of the new pay-as-you-enter cars, to be put in service on Madison Avenue. The register will be located just inside the railing in front of the conductor, who will be ready to make change for any one who is not pre- pared with his nickel fare. The device is encased in quar- tered oak and is made by the Device Transportation Equip- ment Company, of New York.

26

STREET RAILWAY JOURNAL.

[Vol. XXXL No. i.

A SANDER FOR CONTINUOUS AND INTERMITTENT FLOW

CHILDREN'S ENTERTAINMENT AT CINCINNATI

When operating on a slippery track it is desirable that the motorman should be able to confine all his attention to the power and braking apparatus, and not be obliged to jump on the sand plunger all the time to get continuous sanding. This trouble is eliminated by the United Electric

SANDER ARRANGED TO BE OPERATED INTERMITTENTLY OR

Car Company, of Preston, Eng., in its new sander, which is arranged to sand intermittently through a foot plunger and continuously through a platform lever and chain con- nected to the sander. The sanding mechanism is built to be capable of working any kind of sand, and is also said to be waterproof.

Under ordinary conditions the sander is operated as follows : The platform plunger is pressed down, causing a sand thrower to move in one direction to push sand off the shelf at the bottom of the hopper. When the plunger is released from pressure, it returns to its normal position and again forces sand off the shelf, thus giving two throws with one foot movement. In this case the shelf does not move, but the sand is discharged by the sand thrower, which moves over the shelf.

When a continuous flow is needed, as in emergencies, the motorman pulls the platform lever over to a notch in a

Officials of the Cincinnati Traction Company, Cincinnati, Ohio, have decided not to give the children of the em- ployees an entertainment in the music hall, as has been the custom for the past several years during the holiday time. Vice-President Foraker stated that the number has grown so large from year to year that the offi- cers dreaded the responsibility of having them gather in the building for even the time required to give the programme. Last year the number reached 3700 and it was necessary to have two perform- ances. Instead of this feature the com- pany will have the little folks as guests at the Zoo some time during the summer. There they will have plenty of room and no danger from fire or other mishap, as might occur at the music hall. It was stated that this decision had been ar- rived at soon after the entertainment a CONTINUOUSLY year ago.

NEW ROLLING STOCK FOR LACKAWANNA & WYOMING VALLEY RAILWAY

The car shown in the accompanying illustration is the latest type to be adopted by the Lackawanna & Wyoming Valley Railroad Company, which has its headquarters at Scranton and operates the property of the Lackawanna & Wyoming Valley Rapid Transit Company, connecting Wilkes-Barre, Pittston and Scranton. The car is of the combination passenger and smoking type, the length of the compartment for smokers being 18 ft. i in. The seats are all transverse, even to the seats next to the bulkheads, fol- lowing steam practice. The inside finish is of mahogany and the ceilings of 5-ply poplar veneer. Some of the di- mensions are as follows : Length over end panels, 42 ft. 3^ ins.; over crown pieces, 51 ft. 2 ins.; width over sills, in-

EXTERIOR OF .NEW CAR FOR THE LACKAWANNA & WYOMING VALLEY COMPANY

special casting. This makes the connecting chain bring the pull rod over so much further than when the plunger is used that the sand shelf is caused to tip slightly, thus per- mitting sand to flow as long as the motorman keeps the chain under tension. The emergency mechanism, of course, can De placed wherever it is convenient to grasp the lever, since the main point is to secure the extra travel of the pull rod for any desiicd time.

eluding sheathing, 8 ft. 10 ins. ; height from floor to ceiling, 8 ft. 5 ins.; from under side of sills over trolley board, 9 ft. 6^ ins. ; size of side rails, y^s ins. x 7 ins. ; end sills are composed of two 5-in. channels, sill plates of 6-in. channels. The car was built at the works of the John Stephenson Company, Elizabeth, N. J., and is shown without motors. It will be equipped for third-rail operation, like the other cars used on this line.

January 4, 1908.]

STREET RAILWAY JOURNAL.

27

LONDON LETTER

(From Our Regular Correspondent.)

The annual dinner of the Tramways & Light Railway Asso- ciation was held during the past month at Princes' Restaurant, London, the chair being occupied on that occasion by the Duke of Argyll, who was supported by the Earl of Kerry, Lord Vaux of Harrowden, the Hon. Arthur Stanley and many others interested in electric traction matters. In proposing the toast "The Tramway Industry," the Duke of Argyll, who is now the honorary president of the association, stated that there were more than 300 tramway and light railway undertakings in Great Britain, the total capital of which amounted to £60,000,000, the total mileage open for trafific being more than 2200 miles, served by more than 11,000 cars. The total number of passen- gers carried last year was 2236 millions or more than 6,000,000 per day, and the total receipts on the whole of the undertakings amounted to more than £10,500,000. The duke went on to refer to the great benefit that tramways were to large cities, such as Glasgow, with which he was very familiar, and mentioned the fact that one could now take a car in that city and go as far as the beautiful shores of Loch Lomond, some twenty miles away. In closing his subject, he proposed the toast of "The Tramway Industry" coupled with the name of E. Garcke. Mr. Garcke, in his reply, referred to the lessening rivalry that now existed between municipalities and companies, and stated that it was now possible for members of a municipality to meet and discuss difficulties in a friendly spirit with company managers, and in many cases agree on mutually useful arrangements. He naturally made a special plea for more lenient legislation with regard to tramways in the more sparsely populated por- tions of the country, and stated that some of the conditions im- posed upon them were too onerous. Other speeches were made by Sir Alexander Kennedy, Ralph Littler, Stephen Sellon and the Hon. Arthur Stanley, all of whom spoke encouragingly of the good work being done by the association. In the afternoon, members, at the invitation of A. L. C. Fell, were conveyed to Greenwich by special car to inspect the new power house of the London County Council, and were there met by J. H. Rider, electrical engineer of the Council, who showed them over the power station, including the additions now in progress of erection.

Two important extensions of the Edinburgh cable car system are being carried out at present, one being the cabling of the Gilmore Place route, where, until recently, the antiquated horse- drawn cars formed the means of conveyance, and the other the laying out of a new route in the Broughton district. Both con- tracts are in the hands of Dick, Kerr & Company, and it is ex- pected that the track at Gilmore Place will be completely formed by January. The route is over level streets, and the track will be double throughout, with interlacings where the narrowness of the streets makes this necessary.. The cars on the new route will travel at the usual eight to ten miles an hour, and once the service is in working order the residents in Craiglockhart and Merchiston districts will find it is a great boon. Satisfactory progress is also being made wnth the other route.

The Draft Order embodying the York Corporation's scheme for a system of electric tramways has been deposited with the Light Railway Commissioners of the Board of Trade. It sets out the routes which the proposed tramway is to cover, and states that if the whole of the railway is not completed within five years from the commencement of the Order the powers of the corporation shall cease. There is, however, a provision that the Board of Trade may allow an extension of time. The cor- poration is required to submit plans of the railways, before be- ginning the construction, to the Board of Trade, and also per- mit the plans to be inspected, if required, by owners or occu- piers of land and buildings along the routes.

A peculiar accident occurred recently in connection with the Belfast Tramways, which very fortunately had no serious re- sult. A car from Cliftonville on one of the steepest grades in the city had been stopped, the motorman and the conductor hav- ing left the car, which contained no passengers and which had a few minutes to spare. It seems that a boy about ten years old, in a spirit of mischief, it is presumed, climbed onto the front platform and released the brake. The car ran down the gradient, successfully negotiated a sharp bend at St. James' Church, and finally dashed down the hill and ran into another car at the bottom of Donegal Street. Some of the passengers in this car were slightly injured, but they were all able to pro- ceed to their homes. The boy was charged at the police court

with having wilfully and maliciously let go the brake to the danger of the public. The corporation solicitor stated that the car ran a distance of almost two miles at a terrific rate and that it was a miracle that a disaster had not occurred. At the present writing the result of the enquiry is not known.

We referred last month to the serious accident which oc- curred on the Halifax system of tramways, and we have now to report that the resignation has been proffered and accepted by the tramway committee of the general manager, F. Spencer, and of the superintendent of rolling stock, C. H. Spencer. It is now intended to combine the position of tramway manager and elec- trical engineer, and Mr. Rogerson has been, or shortly will be, appointed to the combined position. It has also been decided to instruct the tramways manager to place an additional em- ploye on each car on about half a dozen of the various steep routes in the city, this employe to have charge of the brakes while the car is on these dangerous down-grades.

It would appear that another attempt is to be made to provide electrical energy in bulk for London. We have referred from time to time as to the fate of past schemes, which have all failed to pass through Parliament, and notice has now been given of another bill which is to be promoted ne.xt session for the incorporation of an electrical supply company, which is in- tended to carry on operations not only in the county of Lon- don, but in the neighboring counties. Powers are to be sought to enable the company to supply energy in bulk or otherwise to any local authority or distributing company and to railways, tramways and other public works, and for all public and private purposes. It will also be endeavored to secure powers to author- ize the company to buy out other authorized distributors by the transfer of the whole of its undertakings and rights to the pro- posed company. It is proposed to establish a large generating station at Barking, on the Thames side, and necessarily the company will apply for rights for the opening of streets for the laying down of the necessary electric conduits and cables.

At the annual social gathering of the employes of the Glas- gow Corporation Tramways Department, the Lord Provost stated that at the present time there were 180 miles of single track in Glasgow and a staff of more than 5000 persons in de- partment, serving with these facilities a population of no less than 1,000,000 people. So much of the debt had already been paid off that there is now only $1,500,000 owing on the tram- way work, and before very long there will probably be no debt at all, if the department continued as now without additional capital expenditures and left fares as they are. He also desired to see other tramway routes across the river before long, and with continued prosperity hoped that the department would in time accumulate sufficient funds to be able to build these bridges when required. He concluded by stating that the financial aspect of the tramway department was one of the most pleas- ing with which those who were associated with municipal enterprises in Glasgow had to do.

After years of negotiations betwen the Richmond Town Council and the London United Tramways Company, the com- pany has succeeded in overcoming the objections of the council and its cars will, when the lines are completed, run over Kew Bridge, so that the public in their visits to Kew Gardens by means of the tramcars of this company will not have to dis- mount on the Middlesex side of the river, but will be able to continue their journey across the river to any of the gates of the famous gardens, and so on to Richmond. The Richmond Town Council has now decided formally to ask the tramways company to promote a bill in Parliament next session seeking powers to construct tramways across Kew Bridge, one of the features of the agreement being that the horse tramway line in Kew Road shall also be electrified on the underground system.

The Leeds City Council has voted to combine in future the tramways committee and the electricity committee. It is only recently that the Council passed a resolution appointing an electricity committee, and this resolution has now been rescinded and the appointment of the new committee, which will be termed in the future the tramways and electricity committee, duly passed. It is explained that there is no desire to set up any friction, but the object of the present resolution is to co- ordinate two great departments and to work them for the com- mon good of the citizens. There is a good deal of discussion relating to the matter. Both the tramway manager and the electrical engineer are men of the highest capabilities, and how far they will interfere with one another's work remains to be seen.

We have referred in this colunm several times to the fact that none of the transportation companies in London are at

28

STREET RAILWAY JOURNAL,

XXXL No. r.

present in a paying condition, and that some dras:ic action woidd sooner or later have to be taken to bring them to their old state of prosperity. Conferences have been held between the various 'bus companies, tube companies and railway companies, and various suggestions have been made and concessions granted on both sides. Action by the 'bus companies has now been taken and a very substantial increase in the fares has been made. The 'bus com- panies, however, do not wish it to be understood that the fares have been increased, but rather that a general shortening of the fare stages has been decided upon. Whether this will be successful or not remains to be seen, as from all accounts the work does not appear to have been particularly well done, and some of the stages shortened are arousing an immense amount of indignation on the part of passengers. For a great many 3rears now such a stage as that between Charing Cross and the Bank has been one penny, and now, that passengers are de- manded twopence for it, naturallj' an indignant protest is made. In the meantime, the London County Council holds absolutely aloof from any of these arrangements and pursues its own path in the matter of fares with apparent success.

The O-xford City Council has again taken up the matter of the electrification of its tramways, and recently paid a visit to Hastings, where the Dolter system has been in operation for some six months, successfully, it is claimed by the Dolter Com- pany. If the committee is satisfied with the inspection at Hastings, it is to be supposed that the members will then permit the National Electric Construction Company to proceed with the work on this system as already arranged. There still is doubt, however, as to what the Council will actually do in the matter, ! hough some decision is expected before very long.

It is gratifying to know that the dispute between the London CoL ii.y Loincii ::nii i.s irrinivvay cmp.' yes over il:e c|ues,im of medical e.Kamination is practically settled, both sides having adopted a conciliatory attitude. A modified form of examina- tion has been decided upon and has been accepted by the Society of Employes, and the tramways committee has also promised that any man who fails to pass the required medical tests, so far as driving is concerned, shall be given suitable oc- cupation at not less than the minimum rate of pay in some other department. It has been decided by the Council to pur- chase that portion of the Paddington & Harrow Road Tramway which lies within the county, this being one of the last tram- ways in London owned by a company. The newly electrified line from Holborn, down Gray's Inn Road, to King's Cross is now in operation, and is much appreciated, though at present passengers for all parts of north London have to change cars at King's Cross. The new tramway route on the south side from Newland, via Peckham Rye, to East Dulwich Green has also been opened, and the new connection to the West End by way of the bridges is much appreciated by these populous dis- tricts. Permission is to be sought from Parliament for the construction of several new lines, the most important of which will be the electrification on the conduit system of the tramways from Finsbury Park to the Nag's Head, Holloway Road, and from King's Cross via Caledonian Road to Holloway Road, this latter section connecting with the Gray's Inn Road portion men- tioned above as having recently been put in operation. A num- ber of other shorter lines of more or less importance as con- necting lines will also be applied for, but it is unnecessary to elaborate upon these. An interesting feature of the King's Cross to Holloway Road section relates to the schemes to be submitted for the construction of a new bridge 60 ft. wide across the Metropolitan Railway at King's Cross, so that direct connection can be had between Gray's Inn Road and Caledonian Road without having to negotiate the awkward corner at Kings' Cross Station. This bridge will have to be constructed with the sanction of the Metropolitan Railway, as it will pass exactly through the King's Cross Station of that railway com- pany if constructed. A. C. S.

SINGLE-PHASE DISCUSSION BY A. I. E. E.

At the meeting of the American Institute of Electrical Engi- neers which is scheduled for Jan. 10, 1908, a paper will be pre- sented on single-phase distribution by W. S. Murray, electrical engineer of New York, New Haven & Hartford Railroad, and a paper on "A New Single-Phase Railway Motor," by Ernst Alexanderson, electrical engineer, General Electric Company, Schenectady.

THE CLEVELAND SITUATION

At the meeting of the city and traction representatives Fri- day, it developed that City Engineer Hoffman and C. H. Clark are still at work on the track valuations, although it was sup- posed that they had been superseded the preceding week hy Messrs. Bunning and Ross. These gentlemen have been acting- as a sub-committee instead. They decided on a basis of valua- tion for excavating and on some other points upon which the original members could not agree. The figures agreed upon were as follows : Excavating without encountering concrete,, $1,681,82 per mile; with concrete foundation, $2,217.52; with crushed stone under ties and concrete foundation, $3,157.77- Under instructions from the Mayor, Messrs. Hoffman and' Clark will use these figures, providing President Andrews- agrees. Mr. Goff made this a condition, as he is taking every- thing into consideration before agreeing to figures of any kind.. Mayor Johnson said he thought if they would use them, they would come within $150,000 or $200,000 of an agreement and that he and Mr. Goff could settle the matter if they got within that limit.

There was also some discussion as to the values to be placed upon rails used for various lengths of time. Mr. Clark still adheres to his original statement that good rails will last twenty years, but the Mayor repeated his assertion, made sev- eral weeks ago, that there was not a rail in Cleveland that had been in service twenty years. Mr. Hoffman figures that fifteen years is the life of a rail, although Mr. Clark stated that some of the rails on Payne Avenue had been in use seventeen years- Some discussion also resulted from the prices of scrap that were quoted. Mr. Clark wanted to put the price at $13, say- ing that his company in Buffalo had received that figure only a few days ago for quite an amount of old rails. Mr. Hoff- man said he had been quoted $11 within the last week by three- different dealers. A compromise price of $12 was agreed upon. In regard to information relating, to the dates of laying rails- on different lines. Secretary Davies wrote the Mayor that Mr. Clark had secured all his information from the company's- books, and he stated further that he would have this, informa- tion put- in shape for the representatives of the two interests. Upon this will depend, to some extent at least, the valuation of the tracks. Scrap, other than rails, will be estimated at 60 per cent of the original weight of the iron.

At the meeting on Tuesday morning of last week, the list in schedule M, which includes many miscellaneous items not cov- ered by the other schedules, was taken up for consideration. .A.mong other things, it showed sixteen shares of Forest City Railway stock, rights of way on boulevards, leases in various- amusement parks and the contract for street car advertising. The Mayor gave this schedule close attention to ascertain, if possible, whether it contained any items that were covered in the other schedules. In the first place, he suggested that the rights of way on boulevards might be considered a liability instead of an asset, but the officials of the company insisted that they are assets and should be so considered. He also argued at first that the company's interest in the Electric Package Company is a franchise value, but afterward changed his views on the matter. President Andrews said that; the property is not large but that the business is, and that sev- eral express companies have been anxious to secure it.

Paving of the devil strip on the Broadway line was included as an asset. This is now in litigation, it was stated, and the decision will show whether the company or the city will pay for the work. An item of $2,000 as a contribution to the shelter house on the Public Square was looked upon as belonging to the